Bulk Operations Manual - 01 Sep 2015

Engineering Operational ProceduresSeaTeam are to be informed of all service visit requirements and willcoordinate their attendance.In ports where service is inadequate repairs should be kept to theminimum necessary for the safety of the ship and to avoid delays.The most suitable officer shall follow such work. A detailed report fromthe service technician, including a time-sheet, shall be signed for by thesenior officer in charge and counter-signed by the master. The reportsshall be filed according to the filing index for each component.MoistureElectric and electronic equipment should be operated at regularintervals. The radar should be operated daily, or maintained in thestandby mode when not required.CleaningEquipment must be kept clean and free from dust, dirt, and rust.Vaseline should be applied to parts that may rust. Appliances andinstruments must be covered up if grinding, wire brushing or similarwork is being carried out nearby.AntennasThe ship's antennas must be inspected at regular intervals by theappointed Deck Officer. Any repairs and renewals must be done in aproper manner. Installation of private antenna that may affect theship's radio station or position fixing system must not be permitted. • If work is to be carried out on masts or in the vicinity of antennas (radio, radar, VHF, Decca navigator etc.), notice must be given to the Officer of the Watch and the Radio Officer. Warning signs must be placed on radar and radio transmitters while work is being done.Spare PartsAn optimum inventory of spare parts must always be kept onboard foressential components not subject to redundancy. The companyadheres to class recommendations and has provided SAM Master-ListControlled Revision: 01 Sep 2015BOM Part C – EOP Doc No. 003MAINTENANCE Approval: WBF Page: 9 of 34

Engineering Operational Procedures020 for guidance. Any parts drawn from stock must be replaced assoon as possible. Defective components are to be destroyed.A log of materials shall be kept for the radio station and bridgeequipment.Portable Radio EquipmentSpecial steps must be taken to prevent theft of the portable radioequipment and EPIRB's while the ship is in port. If necessary theequipment shall be moved to the radio room and returned to its usuallocations once the ship is at sea again.3.4 PMS ManagementIt is SeaTeam Policy that all ships shall have their maintenance plannedMachinery/Hull/Outfitting/EquipmentThere are, presently, three types of Machinery Planned MaintenanceSystem (PMS) that may be used: • ShipNet Computerized Planned Maintenance on the more modern tonnage. • Card Indexing systems or similar on other ships. • Superintendent planned maintenance in consultation with the vessel.Ships with ShipNet systems shall transfer updated databases to theoffice by e-mail or discs at agreed intervals, if auto-replication fails.Ship reports, according the Shipboard Management Manual, shall besent from the vessels to SeaTeam office, as required and shall be eitherin written form or electronically (for ShipNet).The Superintendent shall act upon the report as required. The reportsand/or data received shall be used for the updating of each vessel'ssystem within SeaTeam office and for the stock control of spares andmonitoring of maintenance by the vessel's Superintendent. Proposedchanges received from the fleet to the onboard ShipNet system shall beapproved by the superintendent in charge of the vessel after consultingthe Fleet Manager or HSQE Senior Manager as appropriate.Controlled Revision: 01 Sep 2015BOM Part C – EOP Doc No. 003MAINTENANCE Approval: WBF Page: 10 of 34

Engineering Operational Procedures3.5 Main Engine MaintenanceGeneral• For economy and efficient running, equal power should be produced from each cylinder. The power produced is related to the quantity of fuel injected and balancing is carried out by small adjustments to individual fuel pump controls. Adjustments are limited to ensure units are not overloaded, exhaust temperatures are not excessive, and that pump controls still cut off when brought to a stop. Fuel pump rack positions and exhaust and cooling return temperatures from each cylinder should be noted.• It is important to note that equal exhaust temperatures on their own do not necessarily show an accurate balance, particularly in turbo-charged engines. Figures do, however, tend to give some indication of balance when they follow a pattern similar to that recorded at test bed trials. Power balancing should be checked from indicator diagrams.• The mean indicated pressure (MIP) in each cylinder must be carefully balanced so that individual cylinders are not overloaded. Imbalance and overloading may lead to overheating and bearing failure, vibration and fatigue.• The Main Engine should always be operated within the Max Allowed operational Parameters, which is generally 90% Load of the MCR (i.e. NCR as specified by the Manufacturer recommendations). It should be noted here, that this figure will not Depend upon the rpm, but upon the Power of the M/E.• M/E should not be operated on Low Power for long periods, as this can lead to Fouling of the T/C and the Grids and EGE, which could lead to Economizer Fires, and drop in M/E Performance and Efficiency. In case the vessel is required to operate at Low Power for long periods, then the C/E should make arrangements in consultation with the Master to Speed up the M/E at least once every Two days for a period of 2 hours which will include the Load up/Load Down Programme, and during this time, efficient Soot blowing of the EGE should be carried out.Controlled Revision: 01 Sep 2015BOM Part C – EOP Doc No. 003MAINTENANCE Approval: WBF Page: 11 of 34

Engineering Operational Procedures• During slow running, additional soot blowing should be carried out of the soot blower and in addition, the M/E rpm should be kept just above the rpm at which the Aux blowers will cut in.• Main Engine Sump levels should be checked and recorded in the Log Book and UMS Book, at least twice a day, any increase in sump Level should be immediately investigated, source of Water Ingress immediately checked and if found high, the Main Engine should be stopped and the Crankcase inspected. Operation of the M/E with a high water content could lead to failure of the Bearings and damage to the crankshaft etc. Engine maintenance schedules must be adhered to as far as possible. Overdue items should be reported to the technical superintendent and fleet manager as \"Maintenance not done\" through the reporting facilities of the planned maintenance system.Indicator diagrams or peak pressure cards will be taken monthly on allmotor ships: • Immediately after leaving dry-dock. • Whenever an engine defect is suspected.Whenever main engine maintenance in scheduled in port or at anchor,the bridge must be notified to ensure the propeller is clear.Cylinder Heads, Liners and PistonsThe most frequent causes of fractured cylinder heads are suddentemperature changes and extreme temperature differences betweencombustion and cooling water spaces. To prevent cracking: • The main engine should be warmed-through before starting • The main engine should be kept warm during normal port calls • Cooling water passages should be inspected periodically to ensure that they are clear and not obstructed by scale or by graphite accumulation • The cooling down procedure after finished-with-engines is important, particularly where pistons are oil cooled. The cooling oil must be circulated for at least an hour as stagnant oil inControlled Revision: 01 Sep 2015BOM Part C – EOP Doc No. 003MAINTENANCE Approval: WBF Page: 12 of 34

Engineering Operational Procedures contact with hot surfaces will break down to form carbon deposits. • Jacket water chemical protection must be kept at the recommended levels; periodic checks should be recorded in accordance with manufacturers recommendations • Every precaution should be taken to prevent the main engine being started with oil or water in any of the cylinders. The main engine must be turned by turning gear or slow turning with indicator cocks open after a prolonged port stay or maintenance and turned on air prior to starting. • The exhaust temperatures should be monitored carefully and the cause of any sudden reduction in temperature should be investigated immediately. If water should enter a cylinder while the main engine is running, the exhaust temperature for that cylinder will show a reduction. • After maintenance has been carried out, it is important that any entrapped air is vented from the jacket spaces and the expansion tank is topped up to the correct working level.Valves and Valve GearThe condition of the cylinder head valves is a major factor in the correctand efficient operation of any diesel engine. It is essential therefore tochange and overhaul them on a routine basis in accordance withmanufacturer's recommendations. Overhaul schedules should bemonitored through the planned maintenance systemFuel Oil and Injection SystemThe fuel injectors and pumps are precision units manufactured to closetolerances. Care must be taken and cleanliness maintained duringoverhauls. Contact with rags or cotton waste must be avoided and thecomponents must be re-assembled in a wet condition to avoid abrasivematter adhering to the parts. Other concerns include: • Atomizer spray holes must be cleaned only with the special tool provided.Controlled Revision: 01 Sep 2015BOM Part C – EOP Doc No. 003MAINTENANCE Approval: WBF Page: 13 of 34

Engineering Operational Procedures • A correct spray pattern, release pressure and clean cut-off should be achieved when testing the injectors by means of the test pump. • Atomizer needles and pump plungers are ground to match their respective nozzles and sleeves and must not be interchanged. • To achieve correct atomization, the fuel temperature should be regulated to ensure that the viscosity at the injectors is correct. The necessary temperature can be derived from the temperature-viscosity charts which are supplied to all ships, and the injection viscosity is obtainable from the engine manufacturers' handbook. • Operating with too low a fuel temperature and a correspondingly higher viscosity will raise peak pressures above the safe limits.Lubrication SystemThe pressure and temperature of the lube oil supply must always bemaintained within the builders' specification. The cleanliness of the lubeoil and entire system is of primary importance and the purifier must beoperated on a routine basis to maintain this condition. Water washingmust only be carried out on instructions from SeaTeam, subsequent toanalysis results indicating that washing is necessary. Only distilledwater may be used for this purpose. • The cleanliness of the lub oil and the entire lub oil system is of primary importance and the purifier must be operated on a routine basis to maintain this condition. The source of any undue contamination must be located and rectified. • Weekly LO test should be carried out and the results verified by the C/E, checks should include a min of Water Content, TBN and Viscosity. This will give an immediate Indication of Water or Fuel contamination. General Sources of Water Contamination is the LO Purifier, LO Cooler, M/E Jacket Water Leakage, Ingress through the ships hull due to damageCharge Air SystemsThe efficiency of turbochargers tend to fall off very slowly and it isnecessary to keep a record of all temperatures, differential pressuresControlled Revision: 01 Sep 2015BOM Part C – EOP Doc No. 003MAINTENANCE Approval: WBF Page: 14 of 34

Engineering Operational Proceduresand revolutions should therefore be closely monitored. Generalconsiderations include: • Washing of air and exhaust ends in accordance with manufacturers' instructions. • Inspection of the gas inlet interceptor grids must be carried out on a regular basis to ensure freedom from fouling and damage. All accessible ports should be cleaned out at the time of this inspection. Air intake filters should be cleaned as necessary as determined by differential pressure measurements. • Charge air coolers should be routinely cleaned to prevent an increase in differential pressure. Cooling water supply to the cooler must also be regulated to maintain the air temperature just above dew point. • Supercharged and under-piston spaces should be regularly examined and cleaned. Examination should include air transfer valves where fitted. • Water washing of the air end and dry cleaning or water washing of exhaust end should be carried out regularly to manufacturer's instructions. • Ship specific instructions shall be placed in the Engine Room Information Book.CrankcaseAn examination of the crankcase should be carried out at monthlyintervals, and additionally, if after heavy weather, racing has beenencountered. Inspection should include: • The testing of all bolts for tightness, together with their locking devices. • Camshaft driving gear, including spray pipes; the supply of lubricant to all bearings and spray pipes should be checked while the turning gear and lubricating oil pump is in use, prior to closing. • Examination of the piston rod sealing is to be made periodically and at every piston change to ensure that the scraper rings bearControlled Revision: 01 Sep 2015BOM Part C – EOP Doc No. 003MAINTENANCE Approval: WBF Page: 15 of 34

Engineering Operational Procedures uniformly on the rods, that the oil drain holes from the stuffing boxes are quite clear and that the rings are clean and floating in their cages. Piston Telescopic seals should also be regularly inspected.• Use of intrinsically safe lights and the adherence to smoking regulations in the vicinity of an open crankcase.• As part of the Inspection, the following items should be checked as a minimum, should include: o Testing of all bolts for tightness, together with their locking devices. o Inspection of the Crank webs, for the Tell tale Mark to ensure no Slippage o Inspection for Cracks iwo of the Bearing Saddles, Longitudinal and Transverse Girders, and especially along the Weld Seams o Inspection of any Welding Defects or Cracks o Condition and Smell of the Lub Oil to check for any Bacterial Contamination of the LO o Findings of any Squeezed White Metal from the Bearings or lying at the Bottom of the sump• If any of the above has been noted, same to be informed to SeaTeam Office and the responsible Superintendent, asap to ascertain the next step.• During this inspection, it is prudent to carry out the Crankcase Deflections and Inspection and Comparison of All Bearing Clearances in line with the Manufacturers Instructions/Test Bed Trial Data. This inspection to be carried out in line with the PMS or as a minimum of twice per year.• The above check should be positively carried out Prior entering Drydock and upon Departure from Dock, whilst the vessel is floating and prior starting of the Main EngineControlled Revision: 01 Sep 2015BOM Part C – EOP Doc No. 003MAINTENANCE Approval: WBF Page: 16 of 34

Engineering Operational Procedures • Crankcase relief devices are normally examined by the surveyors carrying out machinery surveys. It is also the duty and responsibility of Engineer Officers to see that they work freely at all times. As these devices are simple and trouble-free, there is a risk that they may be neglected in the period between surveys. If gauzes are fitted, they should be examined at the time of the crankcase inspection. Spring loaded valves of the type fitted on medium speed engines should have the valve checked to ascertain that it is free to move on its spindle and closes correctly. Care must be exercised during painting, and any excess paint which could interfere with the working of the valve should be cleaned off. • The piston rod packing is to be examined periodically and at every piston change to ensure that the scraper rings bear uniformly on the rods, that the oil drain holes from the stuffing boxes are clear and that the rings are clean and floating in their cages. Piston telescopic packing should also be regularly inspected. These should be overhauled at each piston changeHolding Down Bolts and Tie Bolts • Holding down bolts should be checked after the vessel has been through bad weather. Operation with slack holding down bolts allows fretting of the mating surfaces of the bed plate, chocks and foundation plate. If the fretting occurs in areas covering a number of adjacent chocks, the crankshaft may be seriously damaged through misalignment. It is therefore important to attend to damaged or loose holding down bolts immediately a fault is identified. • The tension of tie-bolts should be checked regularly. If the tie- bolts are not taking their proper load due to slackened nuts, the cylinder jackets adjacent to the slack tie-bolts can be seen lifting when the piston is nearing the end of compression, or on firing. The consequence being fretting damage and fatigue. Dial indicators should be used at intervals specified in Master-List 019 to detect relative movement between the tie-bolts and cylinder jackets. Tie-bolts must be tightened carefully and a close watch must be kept on crankshaft alignment or crankweb deflections.Controlled Revision: 01 Sep 2015BOM Part C – EOP Doc No. 003MAINTENANCE Approval: WBF Page: 17 of 34

Engineering Operational ProceduresPrecautions for Overheating of bearingsOverheated bearings can lead to an oil mist explosion in the crankcase.The following precautions must be observed to reduce the risk ofcrankcase explosion: • Early detection of overheating and the prompt slowing or stopping of the main engine may prevent the occurrence of conditions conducive to fire or explosion. • Should an oil mist be detected, the crankcase or inspection doors must not be opened until the main engine has cooled down. The main engine should not be restarted until the cause of overheating has been established and rectified. • The oil mist detector must be tested and proven operational at intervals specified at intervals specified in Master-List 019. Testing should be incorporated in the planned maintenance system.3.6 Water Tube BoilersFeed water System and Chemical TreatmentParticular attention must be paid to the purity of feed water of highpressure water tube boilers. Distilled water only must be used and thismust be chemically tested to ensure that it is suitable before use andresults recorded. If de-mineralization columns are also used, the outletconductivity must not exceed normal limits or regeneration of the de-mineralisation column may be required. In general, full heating steamshould be maintained to the de-aerator under all conditions of plantoperation. This will ensure that the de-aerator design shell pressureand outlet feed water temperature are maintained. Most oxygen shouldthen be removed from the feed water, provided there is no leakage ofair into the condensate system, and that the de-aerator air releasesystem is operating correctly. Residual traces of oxygen can then beremoved by hydrazine or sodium sulphite treatment. Enginedepartment personnel must be familiar with the chemical testing andtreatment of the feed water. Chemicals should be added in accordancewith manufacturers recommendations and suppliers instructions.Chemical tests of the feed water are to be made daily, and the resultsentered in the Engine Log. Continuous monitoring of condensate is tobe carried out by means of the salinometer, the operation of whichControlled Revision: 01 Sep 2015BOM Part C – EOP Doc No. 003MAINTENANCE Approval: WBF Page: 18 of 34

Engineering Operational Proceduresmust be regularly tested. The results should be tabulated on the recordsheet for monthly reporting.Boilers must be blown down weekly where possible to remove sludgeaccumulations, and when the total dissolved solids concentration limit isexceeded. It is preferable to blow down under light load conditions andwhen possible, the opportunity to do so should be taken when in port.A single blow, using the drum blow down valves should normally besufficient. Where water-wall header drain valves are fitted, the systemmust only be blown down on light load. When blowing down in port,care should he exercised if the ship's side valve is above water andcraft are alongside. The valves must be opened for a very short periodonly. In case of oil contamination of boilers a stock of chemicalssufficient to degrease each boiler twice must be carried on each ship.The efficient operation of water gauges is essential. Personnelconcerned with boiler operation should routinely confirm that watergauges are fully operational. Low water alarms and trips must also beregularly tested and should be included in the planned maintenancesystem. Remote level indicators must be considered to be aids onlyand their readings must be frequently checked against the directmounted master water gauges.In the event of water falling or rising below the visible range of thewater gauge, the following course of action must be taken: • Extinguish the burners immediately • Closing the feed check valve • Close the steam stop valves • Maintain steam flow through the superheater by opening the vents • Stop the forced draught supply after a full purge • Add water only when the boiler has cooled sufficiently to prevent water coming in contact with overheated pressure partsControlled Revision: 01 Sep 2015BOM Part C – EOP Doc No. 003MAINTENANCE Approval: WBF Page: 19 of 34

Engineering Operational ProceduresCombustion System and OperationEfficient combustion is dependent upon the fuel being completelyburned with the minimum amount of air. To achieve this, the fuel mustbe injected into the furnace in a finely atomised state of even patternmixed with the correct quantity of heated air.The atomisation and spray pattern are dependent on the viscosity andpressure of the fuel, condition of the burner and atomising steamtemperature and pressure, while the air quantity and mixture willdepend on the regulation of the fan dampers.Certain ships are provided with continuous excess oxygen analyserswhich are valuable aids to achieving minimum air and completecombustion, but care should be taken to ensure readings are unaffectedby forced draught air leakage through casings.To atomise correctly, the fuel requires to be at a required viscositywhen being injected. The necessary temperature to achieve thisviscosity can be obtained from a temperature viscosity chart. It isimportant that this temperature is checked at the fuel delivery rail tothe boilers and not at the heaters, as considerable heat loss can takeplace between these two points.When changing burners, suitable receptacles are to be used forcollecting any spillage of oil.The cleaning, handling and inspection of burners must be carried outwith great care. The atomiser holes should be tested regularly andexamined to ensure that they are not enlarged, distorted or damaged.Under exceptional circumstances, boiler fires and naked lights in theengine room may be prohibited, and the master must always informthe Chief Engineer of the precautions necessary when thesecircumstances prevail. The danger arising from particles ofincandescent soot being discharged from the funnel can be minimisedby operation of the soot blowers on a routine basis at sea and also byoperating the soot blowers as close before entering port as permissible.Care must be taken when lighting a boiler fire by hand. The furnacemust be purged through with air beforehand for at least 3 minutes onmaximum draught. Should fuel be admitted before the insertion of theigniters or torch, it may vaporise in contact with hot surfaces and whenignited, result in a blow-back and serious injury.Controlled Revision: 01 Sep 2015BOM Part C – EOP Doc No. 003MAINTENANCE Approval: WBF Page: 20 of 34

Engineering Operational ProceduresThe engineer in charge of the watch must be present before the boilersare lit up and when raising steam, no engineer of a rank more juniorthan that of fourth engineer may be left in charge. The followingchecks must be carried out before lighting up: • That the gauge glass cocks are in the correct position. • That the water level is correct i.e. there is a level showing at about 50mm from the bottom of the glass. • That the superheater vents are fully open to allow steam to circulate through the superheater elements and that they remain open until the boiler is in service. • That the superheater drains are open to remove any water that may have lodged there and which would evaporate leaving solids. • That the economiser tubes are full. • That there is no accumulation of un-burnt fuel on the furnace floor.If the vessel is fitted with automatic purging, the purging sequencemust be completed and on other vessels the furnace must bethoroughly blown through before any attempt is made to flash theboiler.When the boiler is flashed on a volatile fuel such as gas oil, particularcare must be taken that purging is complete. Fuel must not be allowedto pass into the furnace after an unsuccessful light-up attempt.Where possible, steam should be raised using the air heater, in order toeven out warming-through.Steam or air atomisation should be used in preference to pressure jets.Steam atomising is not permitted when gas oil is being used.The use of limiting devices such as gags or wedges which restrict thecomplete closing of fuel valves is strictly prohibited.Controlled Revision: 01 Sep 2015BOM Part C – EOP Doc No. 003MAINTENANCE Approval: WBF Page: 21 of 34

Engineering Operational ProceduresThe safe practice of adjusting the master controller set point to reducethe boiler working pressure under port and manoeuvring conditionsshould be observed.When navigating in close waters, the auxiliary boiler should be fired forone-minute intervals to test the fuel oil and combustion systemperiodically, say once per day.The uptake temperature where gas/air pre-heaters are fitted should notbe permitted to drop below the dew point to avoid the dangers ofcorrosion. Under full load conditions, the uptake temperature should beregulated to maintain it above the minimum of 166°C and under lightloads, gas pre-heaters, where fitted, should be completely bypassed.Pressure Vessel Relief DevicesIt is important that all relief devices fitted to any pressure vesseloperate correctly, as the consequences of failure could be disastrous.In particular, relief valve waste pipes must be proven clear andunrestricted. The Chief Engineer shall instigate a routine inspectionprogramme to ensure that waste pipes and drains of all pressure reliefdevices are correctly fitted and unobstructed.Boiler MaintenanceIt is important to stress the attention any boiler requires and thedangers of neglect. The direct attention of Chief Engineers is requiredto ensure boiler feed water, boiler treatment, blow down and inparticular all safety devices are being correctly cared for and regularlychecked. Also that their staff have clear, preferably written instructionsin this respect which they clearly understand.The firesides of the tubes should normally remain clean, with goodcombustion and the regular use of soot blowers and other fitteddevices. However, faulty combustion or a defective soot blower canlead to serious slagging and fouling. Continued operation under theseconditions may result in serious damage to the boiler.Infraphones, where fitted, should be frequently checked to ensure thatthey are operating correctly and every effort should be made to returnthem to service following failure.Controlled Revision: 01 Sep 2015BOM Part C – EOP Doc No. 003MAINTENANCE Approval: WBF Page: 22 of 34

Engineering Operational ProceduresThe condition of the fireside of the tubes should be examined atintervals or when the boiler performance indicates a fall off inefficiency.Every boiler must be shut down for examination and cleaning asnecessary or at regular intervals as indicated in the instruction book.Permission must be obtained from SeaTeam, before any boiler is shutdown for routine maintenance, if this affects charter speed for thevoyage.The opportunity should be taken to remove soot deposits and to cleanthe tubes, also to check the soot blowers and repair any defects, payingparticular attention to the blowing arcs and the condition of the blowernozzles.Water washing will usually be found to be the most effective method forthe removal of slag deposits but should not be done unless absolutelynecessary. A gentle but plentiful application of fresh water, as hot aspossible, and at least 76°C through a suitable lance, should loosen andwash away the slag. A fire should be flashed up as soon as possibleusing a small size burner tip to dry the refractory. Salt water must notbe used under any circumstances for water washing boilers or steamgenerators.There is little danger of major corrosion, by acid attack, taking placeduring the period of a normal in-service clean when the boiler would beexpected to be off-line for 48 hours. Major corrosion could occurshould the boiler be shut-down with wet refractory for an extendedperiod. Water washing must therefore be avoided prior to an extendedshut-down in excess of 48 hours. Should washing be unavoidable, priorto an extended shut-down, the refractory must be dried out using theforced draught fan and air heater or fired until dry.The refractory should be carefully inspected and repaired as required.Casings should be repaired as necessary and doors must be refittedcorrectly.Particular emphasis must be placed on the cleanliness of theeconomisers when washing and when blowing tubes.Controlled Revision: 01 Sep 2015BOM Part C – EOP Doc No. 003MAINTENANCE Approval: WBF Page: 23 of 34

Engineering Operational ProceduresAll safety precautions must be observed when firing and when washing.Junior engineers and crew must be supervised in order to maintainadequate safety standards.All low level trips, both level switch and transmitter actuated, must betested monthly. The operation of the fuel valves must be checked atthe same time. The test detail must be entered in the Engine Log.When tubes have been renewed, care must be taken to remove alltraces of the oil which is used when expanding the tubes. In the caseof an extensive renewal of tubes it is necessary to boil out the boiler toremove the oil.Where pneumatic hacksaws are supplied to ships they are specificallyfor cutting out otherwise inaccessible tubes. They should be treatedwith care and not used for any unauthorised maintenance work.Auxiliary Boilers Soot Blowing ProceduresGenerally, there will be a self cleaning effect of the generating tubebank due to the high flue gas velocity. However, deposits are formedon the heating surfaces, e.g. due to combustion of poor quality oil orreduced combustion quality. These deposits will accumulate on theheating surface of the generating tube bank if not removed by cleaning.The boiler is equipped with soot blowers for cleaning of the generatingtube bank. The soot blowers are manually operated and are arrangedfor direct connection to the steam system of the ship. In order to obtainefficient soot cleaning, the steam pressure must be at normal workingpressure. Furthermore, the boiler load should not be lower than 50%.This ensures a sufficiently high velocity of the flue gas, which isnecessary to carry loosened soot deposits out of the boiler.Precautions against Sparks from FunnelAt sea, where sparks / burning soot are observed being emitted fromthe funnel, measures to avoid such sparks falling on deck such ascourse alteration, where possible, should be considered. Any specialoperations such as cargo tank cleaning, purging and gas freeingoperations should be ceased and all tank opening closed. • Boiler tubes should be soot blown prior to arrival and after departure from a port. Boiler tubes soot blowing should not be carried out at berth. At sea, the officer of navigational watchControlled Revision: 01 Sep 2015BOM Part C – EOP Doc No. 003MAINTENANCE Approval: WBF Page: 24 of 34

Engineering Operational Procedures should be consulted, prior to such activity, and suitable measures adopted. • Duty deck personnel shall watch for sparks or soot emitting from the funnel. • If sparks from the funnel are observed, the duty engineer or Chief Engineer must be notified immediately • It should be noted that excessive soot blowing by means of steam might cause erosion damage on the generating tube bank. During operation of the boiler plant, the operating personnel should determine the necessity with regard to time intervals for soot blowing. This interval should then be increased or decreased to fit the specified plant.Boiler Lay UpThe method of laying up a boiler will depend on the conditions likely tobe experienced. The wet lay up method must be adopted for very shortlay ups only. The method to be adopted will be advised by SeaTeam.To lay up a boiler wet, it must be completely filled with distilled waterwhich has been chemically treated to bring the alkalinity up to amaximum of 300 ppm. All air should be allowed to escape through thesuperheater vent. A pressure of 3.5 bar should be raised hydraulicallyand maintained until the boiler is at engineroom temperature. Thesuperheater vents should then be tested to ensure that no air remains.It is then essential to establish that there are no leaks.3.7 Electrical SystemsSafety PrecautionsAll electrical conductors, installed in electrical equipment on boardshould be assumed to be live until they are isolated from all powersources.A test meter, suitable for the normal rated voltage should be used toprove the circuit is dead after isolation, before maintenance work onthe circuit may proceed.Controlled Revision: 01 Sep 2015BOM Part C – EOP Doc No. 003MAINTENANCE Approval: WBF Page: 25 of 34

Engineering Operational ProceduresIt is recommended that the correct operation of meters be proved bytesting on a live circuit immediately before and after being used toprove an isolated circuit.No tests should be applied to live main switchboard busbars. Thecircuitry within panels, motor control centres and starters, controlenclosures and other equipment may be supplied or energised frommore than one source at more than one voltage. Special care isneeded to isolate effectively such circuitry before maintenance workmay proceed.Where it is necessary to work in the vicinity of live conductors, aninsulating non-slip mat should be used as floor covering. This protectionis mandatory on switchboards.Rubber soled footwear should always be worn when working onelectrical equipment and the use of electrician's rubber gloves andinsulated tools is recommended. Clothing must be dry.The load must be isolated before fuse links are re-inserted into acircuit.Electrical apparatus must be maintained in good condition to ensureefficient operation and to afford maximum protection against shock tothe operator. Insulated control handles, knots or dials, e.g. on galleyrange equipment, must be replaced by exactly similar items made ofthe same material. In certain applications where 440 volt supplies areused, control knobs or handles are of insulated design to ensure safetyto personnel.It is important to ensure that portable electrical equipment with ametallic outer case has a secure earth connection. Equipment withworn or damaged flexible cables must not be used. The maintenance ofcargo clusters, electric drills, and old types of hand lamps arefrequently neglected. Earth connections must be checked frequentlyfor continuity and the cable entries at plug and equipment must beinspected frequently for chafing and wear.Portable equipment should be fed from outlets supplied by isolatingtransformers unless no such supplies are available on board.Any voltage should be regarded as capable of producing major injury orloss of life by electric shock.Controlled Revision: 01 Sep 2015BOM Part C – EOP Doc No. 003MAINTENANCE Approval: WBF Page: 26 of 34

Engineering Operational ProceduresThe Ship Captain's Medical Guide, Chapter 1, should be referred to fortreatment of victims of electric shock.Operation and MaintenanceThe electrical generating and distribution systems differ in manufacture,type of equipment and configuration, between ships. Instructions forthis particular equipment must always be followed.Where emergency diesel generators are referred to, these machinesconform to the following minimum classification requirements: • The generator is situated above the uppermost continuous deck. • The generator is situated outside the machinery space. • The fuel and cooling systems are self contained. • Two independent starting methods are provided. • The generator can provide power for the following services simultaneously: o Emergency lighting, navigation lights and daylight signalling lamp. o Emergency diesel-generator sets should be tested regularly for starting on power failure and coupling automatically to the emergency switchboard. All diesel-alternator sets should be tested regularly on full load. o Batteries for starting purposes should be kept charged. Air receivers and fuel tanks should be kept full.Where two identical alternator sets are fitted they should be changedover at intervals not exceeding 1 month in order to maintain theinsulation, governors and bearings in good condition.In steam ships which are fitted with one main turbo-alternator and onediesel-alternator of the same capacity, the turbo-alternator will be inservice for much longer periods than the diesel-alternator. Thealternator heaters must be switched on in the diesel-alternator and alsoControlled Revision: 01 Sep 2015BOM Part C – EOP Doc No. 003MAINTENANCE Approval: WBF Page: 27 of 34

Engineering Operational Proceduresthe emergency diesel generator in order to maintain the insulation ingood condition when these machines are not in use.These machines must also be turned regularly.The main alternator sets are designed to run in parallel for allconditions of loading and any instability should be investigated andrectified. In order to ensure that the sets are capable of satisfactoryload sharing, they should be left in parallel for approximately four hourson each change over. Inability to operate satisfactorily in parallel mustbe regarded as an operational defect and SeaTeam must be notified.When on standby conditions, a main alternator must be kept running atoperational speed, synchronised with the first alternator and supplyinga share of the load.Diesel-alternators are to be equally loaded and must not be allowed torun unloaded for more than a few minutes.All standby equipment including motors, feeder cables, steeringsupplies, etc., should be changed over with running equipment atregular intervals. Heaters, where fitted, should be switched on instandby electric motors.Battery SystemsBatteries must be maintained carefully in accordance with themanufacturers instructions.Battery rooms must be adequately ventilated to prevent build up ofconcentrations of hydrogen gas.Where automatic equipment is installed to supply emergency lightingcircuits on failure of power to the switchboards, these circuits must betested weekly.Hazardous Area InstallationsAll installations in hazardous areas must be maintained in goodcondition.Controlled Revision: 01 Sep 2015BOM Part C – EOP Doc No. 003MAINTENANCE Approval: WBF Page: 28 of 34

Engineering Operational ProceduresFlameproof equipment, in particular flameproof lighting fittings, mustbe maintained in a safe condition and the Chief Engineer must arrangefor the replacement of unserviceable equipment.Enclosure covers must be secured as specified by the manufacturers.Failure to observe these requirements will destroy the effectiveness ofthe enclosure and allow the external propagation of flame resultingfrom an internal ignition.Intrinsically safe installations usually use zener barrier devices toseparate parts of circuits which are installed in hazardous areas fromparts which are installed in safe areas. Their function is to limit theelectrical energy which may be transferred to the parts of the circuitwhich are installed in the hazardous areas under fault conditions. Theenergy limit is selected to ensure that an explosive mixture present inthe hazardous area cannot be ignited.The barrier units are sealed and must not be opened. Testing must beconfined to replacing a suspect unit with an identical spare. No othermaintenance action may be permitted.Warning: test meters must not be connected to the wiring on thehazardous side of the barrier.Dry-docking PrecautionsHeaters, where fitted to motors, alternators, switchboards, etc., shouldbe switched on throughout the dry-docking period. The actual operationof the heaters should be checked during the first day of the dry-dockingperiod. Heating lamps can be fitted to all motors not fitted with heaters,at the superintendent's discretion.Regular insulation tests should be carried out on motors to ensure thata safe level is maintained, before any motors are started after the refitperiod.Earth Faults and Insulation TestingEarth indication lamps are located on all switchboards and certain sub-switchboards. Action must be taken as soon as possible to locate andclear an earth fault as soon as indication has been given by the lamps.Controlled Revision: 01 Sep 2015BOM Part C – EOP Doc No. 003MAINTENANCE Approval: WBF Page: 29 of 34

Engineering Operational ProceduresFailure to clear one fault may result in failure of supply to equipmentand risk of fire or other damage to the electrical installation should asecond fault occur on another phase of the same system.Galley equipment, lighting fittings and domestic consumers are moreprone to earth faults than large engine room motors. If an earth faultis traced to a motor circuit the possibility of the fault existing in themotor control gear is likely and should not be overlooked.The more modern ships are provided with earth fault monitoring relaysand the relays should be tested regularly.500 Volt high voltage insulation testers of the Megger type or similarare supplied to ships and these should only be used to test equipmentconnected to medium and high voltage.High voltage insulation testers must not be used on alternator rotor orexciter windings which are rated for low voltage operation. Rectifiersand other semiconductor devices are also incorporated in thisequipment and the application of a high reverse voltage would causeserious damage to these devices. High voltage insulation testers mustnot be used on any part of electronic control circuits.As a general rule, all motors not fitted with operational heaters shouldbe tested prior to starting after a prolonged shut-down period.3.8 Planned Maintenance SystemMaintenance of machinery and equipment must always be based uponthe manufacturer's instructions, where maintenance procedures andintervals are specified. Maintenance routines must be planned toprevent machinery failure as a result of an oversight in scheduledmaintenance. Most SeaTeam vessels will implement a computerizedPlanned Maintenance System with a database of maintenance jobs tobe scheduled. For this purpose, the SeaTeam usually employs thefollowing as a company standard:• ShipNet PMSOther systems for planning maintenance may however be utilized incertain circumstances as deemed acceptable to management and inaccordance with the instructions from the technical superintendent. Inall cases, maintenance intervals for all critical and essential items mustControlled Revision: 01 Sep 2015BOM Part C – EOP Doc No. 003MAINTENANCE Approval: WBF Page: 30 of 34

Engineering Operational Proceduresbe specified. Overdue items should be reported to the technicalsuperintendent and fleet group manager as \"Maintenance not done\" sothat shore based personnel may follow-up and provide resources whennecessary.Changes must only be made to the system after discussion with theship's Fleet Group Manager, Superintendent and, for computerizedsystems, the software instruction manual.The following guidelines should be adhered to:• When the planned maintenance system indicates that a particular machine or item is due for attention, all routine maintenance such as greasing, oil changes, filter cleaning, etc., should automatically be done and the work recorded.• The Chief Engineer does not have the discretion to alter the frequency of planned maintenance schedules without confirmation and agreement from the Fleet Group Manager and Superintendent• If a machine has had abnormally low running hours since the last routine maintenance, the Chief Engineer may postpone part or all of the tasks to a later date, but must report the job as maintenance not done.• Where the planned maintenance system indicates that a major overhaul is due, the Chief Engineer should verify if there has been any deterioration in performance. Where vibration monitoring records are available these should be used, in conjunction with inspection while running, to determine if performance remains within satisfactory limits. If it is concluded that the machine does not exhibit any deterioration in performance, the data should be discussed with the Superintendent to determine if it is feasible to defer the overhaul to the next due date.3.9 Lubrication RoutinesA programme of routine lubrication must be specified either in theplanned maintenance system or on a charted schedule specific to theship. Lubrication routines should include all permanent fittings andequipment including, but not limited to the following:Controlled Revision: 01 Sep 2015BOM Part C – EOP Doc No. 003MAINTENANCE Approval: WBF Page: 31 of 34

Engineering Operational Procedures• Fittings and equipment in the main machinery spaces.• Fire flaps, skylights, doors and openings.• Life boat davits / launching arrangements• Ventilation equipment.• Winches, windlasses, cranes and other deck machinery.• Fittings installed in forced ventilation trunking within the machinery spaces.• Telegraph and Tele-motors.3.10 Lifting EquipmentIt is important that lifting equipment, including chain blocks, beams andtrolleys, wire ropes and slings, are regularly inspected by a competentofficer. A thorough annual inspection must be carried out to safeguardagainst defects and material failure in this equipment. The results ofsuch inspections must be recorded in the cargo/lifting gear book andWire Ropes and signed by the person carrying out the inspection.• Chain blocks should be tested and certified during the ship's dry- dock/repair period and a record kept with the ship's Cargo Gear Book.• On ships fitted with elevators, regular maintenance is to be carried out as required by the manufacturers. Whenever possible, this should be arranged to coincide with repair periods. o Any elevator maintenance carried out must be entered in the register and signed by the inspector o An annual inspection is to be conducted by the chief engineer and recorded.Controlled Revision: 01 Sep 2015BOM Part C – EOP Doc No. 003MAINTENANCE Approval: WBF Page: 32 of 34

Engineering Operational Procedures3.11 Calibration of InstrumentsThe following instruments (if onboard) will be calibrated according tothe maker's recommendations. Unless other intervals are specified,calibration will be conducted at least every 12 months. The calibrationwill be accomplished with certified equipment, samples or testspecimens. If these are not onboard, maker’s recognised agents orService Company should be used for the calibration process. Eachinstrument will be identified by a number and the last calibration datewill be indicated on the instrument. These details will be also enteredin a specific Equipment Calibration Record on TECH Form 002.• Instruments o Cargo Loading Instruments o Test Manometers o Test Thermometers o Main and Aux Engine Manometers o Main and Aux Thermometers o Boiler Manometers o Boiler Thermometers o ODME – Each Dry Docking o Bilge Oily Water Separator – Each Dry Docking• A 'Calibration Certificate' is to be obtained specifying each unit by manufacturer, type and serial numberControlled Revision: 01 Sep 2015BOM Part C – EOP Doc No. 003MAINTENANCE Approval: WBF Page: 33 of 34

Engineering Operational Procedures Documentation and Filing o SeaTeam Form No. TECH 020 o ShipNet PMS o SeaTeam Form No. HSQE 004 o SeaTeam Form No. TECH 002 Distribution o SeaTeam - Copy o Full Management Vessels – File Originals References o ShipNet Users Manual o ISM Code o ISO 9001 o ISO 14001Controlled Revision: 01 Sep 2015BOM Part C – EOP Doc No. 003MAINTENANCE Approval: WBF Page: 34 of 34

Engineering Operational Procedures4.0 Technical Documentation  Purpose o To specify requirements for Documentation  Application o All Vessels  Responsibility o Master o Chief Engineer o Chief Mate 4.1 Instruction Books and Yard Drawings Manufacturers' instruction books and ship construction drawings must be inventoried, indexed, and properly stored. Missing drawings and instructions should be reported to the Superintendent for sourcing and re-supply. • The inventory of drawings and instruction manuals should be verified during handover 4.2 Maintenance and Repair Records Records of all maintenance and repair activities must be maintained in accordance with the planned maintenance system and SeaTeam System requirements. There should be no maintenance or repair work that is not fully documented. 4.3 Engine Log Log books are the only official means of recording operational data relevant to the ship. Flag state requirements for log keeping mustControlled Revision: 01 Feb 2010BOM Part C – EOP Doc No. 004TECHNICAL DOCUMENTATION Approval: WBF Page: 1 of 2

Engineering Operational Proceduresalways be met first and foremost. A record of data relevant to specificoperations may be kept separately for the benefit of the officers. Documentation and Filing o Engine Log Distribution o SeaTeam o Full Management Vessels – File Originals References o NilControlled Revision: 01 Feb 2010BOM Part C – EOP Doc No. 004TECHNICAL DOCUMENTATION Approval: WBF Page: 2 of 2

Engineering Operational Procedures5.0 Spare Parts  Purpose o To specify requirements for Spare Parts  Application o All Vessels  Responsibility o Master o Chief Engineer o Chief Mate 5.1 Regulation of Spares & Storing Both engine and deck departments must ensure that adequate spares are kept in case of breakdown of essential machinery or equipment and for routine use in scheduled maintenance and repair activities. • An optimum inventory of essential spares has been established based upon class recommendations and is detailed in Master-List 020 5.2 Storage of Spare Parts When received, spare parts should be checked, labeled, and stowed in the correct position in the spare part stores. Particulars are to be entered into all sets of records kept on board. • All machined and all polished surfaces of spare parts are to be fully protected against corrosion. Where parts are clamped to the bulkhead or ship's side, corrosion may occur underneath the clamps. Spare parts are to be stowed so that it is available for inspection at all times. Used spares must not be stowed as spare parts unless they are in good condition throughout and are completely serviceable for further use and marked as such. RubberControlled Revision: 01 Jan 2014BOM Part C - EOP Doc No. 005SPARE PARTS Approval: WBF Page: 1 of 3

Engineering Operational Procedures components, such as valve diaphragms and large seals, deteriorate if not stored correctly. They should be coated with French chalk and laid out flat in a cool, dark place.• A record is to be maintained of spare parts withdrawal and the chief engineer advised to enable updating of inventories and processing of requisitions.5.3 Refurbishment of Used Spare PartsCertain pieces of equipment may be refurbished at a lower cost whilealso saving time. In consultation with the technical superintendent,pump rotating elements including shafts, impellers, pump casings, wearrings and sleeves, larger pump bearing sleeves, main engine andauxiliary diesel engine components, and printed circuit boards may bereturned to makers or specialists where appropriate.• SeaTeam Form No. TECH 014 Landed Goods Advice must always be used when parts or equipment is landed for service. Documentation and Filing o SeaTeam Form No. TECH 014 - Landed Goods Advise o SSA Master-List 020 – Critical Spares o Spare Parts Inventory List Distribution o SeaTeam o Full Management Vessels – File OriginalsControlled Revision: 01 Jan 2014BOM Part C - EOP Doc No. 005SPARE PARTS Approval: WBF Page: 2 of 3

Engineering Operational Procedures References o Class Rules o ISM Code o ISO 9001 o ISO 14001Controlled Revision: 01 Jan 2014BOM Part C - EOP Doc No. 005SPARE PARTS Approval: WBF Page: 3 of 3

Engineering Operational Procedures6.0 Readiness of Machinery  Purpose o To specify requirements for Readiness of Machinery  Application o All Vessels  Responsibility o Master o Chief Engineer o Chief Mate6.1 Main Engine Maintenance On arrival at any port or anchorage the main engines must not be immobilised without the consent of the master, who must ensure there are no port regulations prohibiting this and that it is safe to do so. For his part, the Chief Engineer must advise the master of how long he expects the main engines to be immobilised and the maximum time required to make the engines available should there be an emergency or change of orders while immobilised. Any maintenance on main engine control systems should only be carried out when the engine is clearly inhibited from starting and with the full knowledge of both master and chief engineer. Main engine turning gear should be engaged for the entire period that cargo hoses or chicksan arms are connected or, in the case of bulk carriers, when cargo loaders/unloaders are working. Turning gear should also be engaged when the bridge is unmanned. At all times when the turning gear is disengaged, procedures must be adopted to prevent inadvertent starting of the main engine. All engineers must be aware of how the main engine may be tripped in an emergency and, where trips are fitted on the bridge, deck officers must be familiar with their position and when they are to be used.Controlled Revision: 01 Feb 2010BOM Part C – EOP Doc No. 006READINESS OF MACHINERY Approval: WBF Page: 1 of 5

Engineering Operational ProceduresUnderwater OperationsPrior to any underwater inspection of the hull and propeller, a fulldiscussion should be conducted by the members of the managementteam onboard and with the diving contractors when they arrive on theship. The officer nominated to attend to the divers must be madeaware of the value of video inspection. Main engine turning gear mustbe engaged when divers are working beneath the ship, and the mainengine may be turned using the gear provided the divers are advised.No equipment should be started or any operation commenced that willcause an appreciable underwater disturbance and divers should bebriefed as to where they will encounter disturbance from sea waterinlets and discharges.In all cases, a permit to work must be issued prior to commencement.6.2 Pre-Arrival & Pre-Departure TestsOn completion of an ocean passage, and not more than 12 hours priorto arrival at or departure from a port, all ships are required to test theoperation of essential systems. This includes: • Primary and secondary steering gear • Internal control communications and alarms • Standby or emergency generator • Emergency lighting and power systems in control and propulsion spaces • Main Engine o Ahead and AsternThe details of the test movements may be varied by the Master andChief Engineer to suit individual power plants and local conditions.Testing must be entered in the official Log Book and if in the USA,should include a reference to \"USCG title 33 CFR Part 164 equipmenttests\".Controlled Revision: 01 Feb 2010BOM Part C – EOP Doc No. 006READINESS OF MACHINERY Approval: WBF Page: 2 of 5

Engineering Operational ProceduresVessels engaged in short voyages, may utilize Engine Checklist No. 003in lieu of 12 hour tests.6.3 Other Machinery TestsMain EngineWhen it is necessary to run the main engine in port for trial purposes,and the sanction of the port authority, has been obtained, the Master isto ensure that the ship is adequately moored, all cargo hoses aredisconnected and that the propeller is clear. The Master in consultationwith the Chief Engineer will determine the speeds at which the enginecan be safely operated.Steering GearIn addition to normal pre-arrival and pre-departure tests, shouldmaintenance work be carried out on the remote control system, thesteering gear should be tested to ensure that the rudder moves in thecorrect direction.Clock SynchronisationThe bridge and engine room clocks should be synchronised prior to thecommencement of any manoeuvre. If, for any reason, this cannot bedone, a note is to be made in the Engine Log on completion ofmanoeuvres, giving the difference in time between the two clocks.Plant Performance TrialsEach ship is to at monthly intervals complete a machinery operationreport.Failure or Repair Follow-upShould any essential part of the ship's control system which hasrecently given unsatisfactory performance or has been overhauled oradjusted since the last port should be proven operational. Such testsmust be carried out in safe waters where a loss of main engine powerfor several hours could not endanger the safety of the ship. Defectswhich are significant and cannot be rectified by ship's staff must bereported immediately. If a defect cannot be rectified, and is such thatControlled Revision: 01 Feb 2010BOM Part C – EOP Doc No. 006READINESS OF MACHINERY Approval: WBF Page: 3 of 5

Engineering Operational Proceduresthe master concludes that manoeuvring cannot be safely carried out,guidance from SeaTeam must be obtained before approaching port orother areas where manoeuvring in close waters is required.Tests of Critical and Essential ItemsAll equipment deemed to be critical or essential items must be regularlytested to prove operational. The jobs and test frequencies may beentered in the planned maintenance system or recorded on checklistsor logs.Auxiliary Diesel EnginesDiesel-alternators may spend a considerable amount of time in astandby mode but should be correctly maintained, so that they areready for instant use. The engine should be turned over at regularintervals to prevent settling of the moving parts.• Diesel-alternators must not be allowed to run for more than a few minutes on no load, particularly when burning blended or heavy fuel oil, as it has been shown that these conditions are conducive to rapid fouling of the exhaust systems.• Diesel Engines should never be operated on Low Load for Long periods, as this has a negative effect on the Engine due to fouling of Combustion spaces and T/C Nozzle Rings etc• Crankpin bearing bolts of all diesel engines which normally run in service at 200 rev/min or more should be renewed as per manufacturer’s manual.• When carrying out Engine Overhauls, Manufacturers Instructions should be adhered to and also the Con Rod B/E Ovality should be checked and verified within Limits, as failure to observe this has led to many A/E Crankshaft failures. In addition care should be taken to inspect Camshaft Bearings and Ensure that the Clearances are well within Limits and similarly for the Inlet/Exhaust Valve Seats and Guide Bush, these should be renewed as required to prevent failure of the unit while in service and also to ensure good peak performanceControlled Revision: 01 Feb 2010BOM Part C – EOP Doc No. 006READINESS OF MACHINERY Approval: WBF Page: 4 of 5

Engineering Operational Procedures Documentation and Filing o Engine Log o Deck Log Distribution o SeaTeam o Full Management Vessels – File Originals References o NilControlled Revision: 01 Feb 2010BOM Part C – EOP Doc No. 006READINESS OF MACHINERY Approval: WBF Page: 5 of 5

Engineering Operational Procedures7.0 Engine Precautions Against Freezing  Purpose o To specify requirements for Engine Precautions against Freezing  Application o All Vessels  Responsibility o Master o Chief Engineer o Chief Mate 7.1 Precautions Against Freezing Precautions must be taken to prevent damage being sustained by the freezing of water in the various services, whilst maintaining as far as is practicable the efficiency of the ship and the comfort and amenities for all on board. Although the Chief Engineer is responsible for taking precautions to avoid frost damage to all pipe systems, pumps, machinery and the chief officer for precautions with regard to cargo lines, their mutual cooperation in the forewarning of frost and the implementation of precautionary measures is required if damage and discomfort are to be avoided. Precautions against freezing will need to be taken for equipment in the engine room when temperatures there fall to near freezing point. This will only occur under dead-ship conditions or during refit in cold conditions. It should be noted that sudden changes in sea and air temperatures - are to be expected during winter months on passage from the Caribbean or Mexican Gulf to N. American ports. For example, during the passage, the ship leaves the warm Gulf Stream and enters the cold Labrador Current in the vicinity of Cape Hatteras. In this area, sea temperatures may fall from 21°C to 7°C and air temperatures may also fall sharply, in a distance of under 200 miles.Controlled Revision: 01 Feb 2010BOM Part C - EOP Doc No. 007ENGINE PRECATIONS AGAINST FREEZING Approval: WBF Page: 1 of 3

Engineering Operational ProceduresSea temperatures as low as -1°C may be experienced in the vicinity ofHalifax and during December, January, February and March, airtemperatures as low as -25°C may be experienced off New York andadjacent ports.• OME Checklist 004 should be used7.2 Main Engine - Freezing PrecautionsIn port the cooling spaces for the cylinders, pistons, turbo-blowers, etc.should be circulated with their respective media which should be heatedby the means provided. Should this not be possible then all spacescontaining water must be completely drained. Hand hole-doors shouldbe removed and pipes disconnected where necessary to ensure that nopockets of water remain.The engine should be moved by the turning gear at least once a day,and during this operation the cylinders should be oiled by the handoperated gear on the mechanical lubricators. If the stay in the coldzone is prolonged, a short trial run should, if possible, be taken at leastonce a week after the engine has been given two complete turns by theturning gear, and all precautions taken to see that the propeller is notdamaged by pack ice during the process. When the presence of packice is suspected, the main engine should always be started as slowly aspossible.7.3 Emergency Diesel Engine – Freezing PrecautionsWater cooled emergency diesel engines not fitted with heating elementsshould be filled with an anti-freeze solution. The strength of thissolution should be checked at regular intervals and adequate stocks ofanti-freeze should be carried.7.4 Pumps – Freezing PrecautionsAll pumps that are not in use must be completely drained of water.Due consideration should be given to the possibility of their refillingthrough passing valves and to any anticipated requirement to returnthem to service quickly.Controlled Revision: 01 Feb 2010BOM Part C - EOP Doc No. 007ENGINE PRECATIONS AGAINST FREEZING Approval: WBF Page: 2 of 3

Engineering Operational Procedures7.5 Bunkers – Freezing PrecautionsIf fuel is carried in the forward deep tanks, all slack spaces at the afterend should be topped up before the cold zone is reached to obviatetransferring difficulties under freezing conditions, and also to reduceloss or contamination should forward tanks become damaged duringpassage through ice.7.6 Accommodation – Freezing PrecautionsWhen destined for high latitude ports during winter months, theaccommodation heating system should be thoroughly inspected and allnecessary repairs carried out before reaching the cold zone. If it isnecessary to shut down the system after arrival, widespread freezingup will be unavoidable, and it may not be possible to get the systemworking again until a more temperate climate is reached. Documentation and Filing o OME Checklist 004 Distribution o SeaTeam o Full Management Vessels – File Originals References o USCG Orders regarding Ice Conditions o Joint Industry Canada Coast Guard GuidelinesControlled Revision: 01 Feb 2010BOM Part C - EOP Doc No. 007ENGINE PRECATIONS AGAINST FREEZING Approval: WBF Page: 3 of 3

Engineering Operational Procedures8.0 Dry Dock / Repair Periods  Purpose o To specify requirements for Dry Dock / Repair Periods  Application o All Vessels  Responsibility o Master o Chief Engineer o Chief Mate 8.1 Planning for Repair Specifications Dockings are a period of generally high expenditure and therefore accurate preparatory work is essential. The Chief Engineer will use SeaTeam Form No. TECH 013 Specification of Repairs to detail those items which must be deferred for shipyard repair periods. Prior to entering a repair yard it is essential that all work is clearly specified with every detail. Items that require removal such as handrails, pipes, and floor plates must be specified. Likewise the number of bolts on involved flanges and manholes, the amount of new welding and joining or where staging may be required (any work above one meter) must all be accurately addressed. Improper planning in this regard results in much higher costs as the unspecified extra work is always charged at full rate instead of the pre-negotiated discount rate. The Superintendent must be in a position to ensure work is quoted upon by the shipyard prior to the ships arrival. Unscheduled jobs in the yard must be avoided. Supervision of Repairs When in a repair yard only the Superintendent may authorize work. During repair periods, all the ship's officers and crew will assist theControlled Revision: 01 Feb 2010BOM Part C - EOP Doc No. 008DRY DOCK / REPAIR PERIODS Approval: WBF Page: 1 of 3

Engineering Operational ProceduresSuperintendent as required in the monitoring, inspection andacceptance of the work being undertaken.8.2 SurveysAll the machinery, with the exception of the Boilers, Inert Gas Plant andTail-shaft (for which special regulations are applicable) must besurveyed and passed by the Classification Society's Surveyor within afive year period. Additionally, all UMS classed vessels must adhere toan agreed alarm testing schedule, which must be kept up to date.SeaTeam will endeavour to obtain class certification for Chief Engineersso that survey work is undertaken survey work onboard. ChiefEngineers must have a certificate for the particular class of theirparticular vessel before undertaking surveys. In any case class mustsurvey each component once within each five year cycle.The Chief Engineer should arrange for overhauls and inspections ofvarious machinery items in accordance with planned maintenance.These should coincide with the ship's arrival at one of the major portswhere a Classification Society Surveyor is available. The particular itemor items opened may then be scheduled for survey. The Master SurveyListing should be updated and a SeaTeam Form No. TECH 020 CESurvey Report submitted to the Singapore office. When a survey isdone by a Chief Engineer, it must be recorded in the Engine Room LogBook and a detailed report must be made. The report should containdetails of the dismantling work undertaken, calibration andmeasurement of clearances, list of spares renewed, re-assemble andtesting procedure as applicable. As far as possible, report should alsoinclude photographs. The original report should be presented to theClass Surveyor and a copy should be forwarded to the Singapore office.CSM records are to be carefully monitored to ensure there is no buildup of over due items. Overdue items can affect the Owners insurancecover should a casualty occur. It should be remembered that many ofthe surveys undertaken by class are in fact statutory surveys on behalfof the Flag State (Safety Equipment and IOPP for example). Statutorysurveys not only affect the Owners insurance but are part ofinternational law and have legal implications for the Owner, ship'sMaster, officers and crew. If in doubt, contact the Office for clarificationand advice.Controlled Revision: 01 Feb 2010BOM Part C - EOP Doc No. 008DRY DOCK / REPAIR PERIODS Approval: WBF Page: 2 of 3

Engineering Operational Procedures Documentation and Filing o SeaTeam Form No. TECH 013 - Specification of Repairs Distribution o SeaTeam o Full Management Vessels – File Originals References o ISM Code o ISO 9001 o ISO 14001Controlled Revision: 01 Feb 2010BOM Part C - EOP Doc No. 008DRY DOCK / REPAIR PERIODS Approval: WBF Page: 3 of 3

Engineering Operational Procedures9.0 Fuel and Lube Oil Analysis  Purpose o To specify requirements for Fuel and Lube Oil Analysis  Application o SeaTeam o Fully Managed Vessels  Responsibility o Vessel Superintendent / Fleet Manager o Shipboard Management Team 9.1 Fuel Oil Analysis All full technical managed vessels have instructions to send samples of heavy fuel oil bunkers in accordance with the instructions documented onboard (e.g. DNVPS/FOBAS). Marine Diesel Oil will only be analyzed when appropriate when the quality of the supply is in doubt. Superintendents are responsible for monitoring samples landed and the timely receipt of results. Should no results of analysis be received after three (3) days the Superintendent shall contact the laboratory to ascertain what is happening with the sample. In principle, as far as practicable, bunkers should not be used until the analysis results confirm that they are satisfactory for use. 9.2 Lube Oil Analysis Sample is to be landed at frequencies laid down in the Engine room Procedures Manual. Ships are to advise when they are landed and Superintendents are to monitor timely analysis. Upon receipt of results and deficiencies are to be telexed to the ship and Fleet Manager advised.Controlled Revision: 01 Feb 2010BOM Part C - EOP Doc No. 009FUEL AND LUBE OIL ANALYSIS Approval: WBF Page: 1 of 2

Engineering Operational Procedures Documentation and Filing o HSQE System Distribution o SeaTeam o Full Management Vessels References o ISM Code o ISO 9001 o ISO 14001Controlled Revision: 01 Feb 2010BOM Part C - EOP Doc No. 009FUEL AND LUBE OIL ANALYSIS Approval: WBF Page: 2 of 2

Engineering Operational Procedures10.0 Bunkering Operations  Purpose o To specify requirements for Bunkering  Application o All Ships  Responsibility o Master o Chief Engineer o Second Engineer 10.1 Bunkering – General Bunker Safety Margin No vessel should set out on a voyage without a surplus of pumpable bunker fuel onboard, which must be equivalent to:  No less than 5 days steaming unless a lesser amount is approved by the Fleet Manager basis trade considerations Responsibility The responsibility for safe bunkering is shared between the ship and the barge/truck/terminal. The manner in which the responsibility is shared should be agreed between them so as to ensure that all aspects of the operations are covered. These include but are not limited to:  Identity of product to be loaded / discharged  Sequence of loading / discharge  Transfer rateControlled Revision: 01 Jan 2015BOM Part C – EOP Doc No. 010BUNKERING OPERATIONS Approval: WBF Page: 1 of 12

Engineering Operational Procedures Emergency procedures Emergency shut-down procedure Pollution containment facilities Reporting procedures Watch / shift arrangements Communicationso Methodo ProceduresOperational AgreementsBefore starting any oil transfers, the responsible officer and thebarge/truck/terminal representative must formally agree that bothsides are ready to do so safely. Safety requirements include but arenot limited to the following: A responsible officer must be on watch and sufficient number of crew onboard to deal with all the operations and security of the vessel. Sufficient competent crew must be in attendance on deck to attend to operations such as hose connection / disconnection and sampling Reliable and efficient communications system Competent representatives must maintain continuous communications Pre-Bunkering safety check lists should be completed and acknowledged by both sides A competent person on the barge/truck/terminal should be on continuous duty in the vicinity of the ship connection.Controlled Revision: 01 Jan 2015BOM Part C – EOP Doc No. 010BUNKERING OPERATIONS Approval: WBF Page: 2 of 12

Engineering Operational Procedures At the change of each watch / shift the responsible officers must re- confirm all instructions and communications.10.2 Ship Specific ProceduresEach vessel should have a set of procedures that is either permanentlyposted in the vicinity of the bunker manifold or fitted to a notice boardthat can be displayed when bunkering. Bunker procedures shouldinclude ship specific details including:The Name of Products Transferred to and from the Vessel Generic Or Chemical Name; example: o Heavy Fuel Oil o Marine Diesel Oil o Marine Gas Oil Description of Appearance; example: o HFO is a thick black liquid o MDO is a thin brown to black liquid o MGO is thin brown liquid, brown Description of Odour; example: o HFO has a distinct \"fuel oil\" smell o MDO has a distinct \"diesel\" smell o MGO has a distinct \"diesel\" smell Hazards Involved in the Handling of the Products; example: o All petroleum products are highly flammable o All petroleum products are marine pollutantsControlled Revision: 01 Jan 2015BOM Part C – EOP Doc No. 010BUNKERING OPERATIONS Approval: WBF Page: 3 of 12

Engineering Operational Procedures o All petroleum products are eye and skin irritant o Petroleum Hydrocarbon vapors may cause breathing difficulty Safe Handling of the Products; example: o There will be no smoking during bunkering except in designated Safe Areas o No welding or hot work may be conducted during bunkering o Personnel involved in bunkering will adhere to the guidelines contained herein. o Personnel should avoid breathing vapors from or direct contact with products o After completion of transfer, all products remaining in hoses should be allowed to gravitate back into the transfer vessel or facility.Procedures for spill, leak or personal exposure Immediately secure transfer operations and attempt to contain spill on deck as much as possible. Make notifications in accordance with SOPEP and Emergency Contingency Manual Begin clean-up operations utilizing the ships crew In the USA immediately notify: o National Response Center, Telephone 1-800-424-8802 Telex 892427 o Local US Coast Guard Captain of Port/Marine Safety Office o Agents and Owners o Qualified Invividual In Case of Personnel ExposureControlled Revision: 01 Jan 2015BOM Part C – EOP Doc No. 010BUNKERING OPERATIONS Approval: WBF Page: 4 of 12

Engineering Operational Procedures o Flush affected area with water, eyes with approved eye wash. o Remove victim from area, provide fresh air. o Provide prompt medical attention Fire Fighting Agents Effective on Oil Fires o Aqueous Fire Fighting Foam o Low Velocity Water Fog o Carbon Dioxide o Dry Chemical (PKP)Description of the Bunker SystemA line diagram of this ship's fuel piping system is to be displayedadjacent to the written procedures. This schematic is to include allvents, valves, pumps, overflows and control devices associated with thesystem.Fixed Containment will be Emptied as FollowsFollowing each transfer operation, all product spilled in to the fixedcontainment will be removed by means of either a portable pump,manually with buckets or by gravitation into ship's tanks. Residual oilswill be wiped clean with absorbent materials.Personnel Required to be on Duty BunkeringThere will be a minimum of ____ personnel on duty, example: Person In Charge (Chief Engineer or 2nd Engineer) 1 Junior Engineers 2 Engine RatingsControlled Revision: 01 Jan 2015BOM Part C – EOP Doc No. 010BUNKERING OPERATIONS Approval: WBF Page: 5 of 12

Engineering Operational ProceduresDuties by Title of Required Personnel Person In Charge, example: o Maintains overall responsibility to ensure bunkering is conducted safely and properly o Fills out and signs the bunker safety checklists and related documentation o Maintains frequent communication with the supplying vessel or facility Junior Engineer: o Responsible to Person In Charge o Lines up system and supervises connection of hoses, gages tanks o Keeps the Person in Charge aware of progress o Closes all valves upon completion, supervises disconnection and emptying of fixed containment Engine Ratings: o Take soundings o Assist as directedTending the Vessels Moorings Procedure to coordinate with Deck Hands monitoring the vessels mooring lines and advise the Person in Charge if adjustments are necessary.Operating the Emergency Shutdown and Communications Whenever Emergency Shut Down is activated bunker valves will be closed.Controlled Revision: 01 Jan 2015BOM Part C – EOP Doc No. 010BUNKERING OPERATIONS Approval: WBF Page: 6 of 12