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Home Explore Bulk Operations Manual - 01 Sep 2015

Bulk Operations Manual - 01 Sep 2015

Published by seateam.hsqe, 2016-03-02 03:42:30

Description: Bulk Operations Manual - 01 Sep 2015


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Engineering Operational Procedures Communication will be maintained by two-way radios between the Person In Charge and the Person In Charge of receiving/supplying.Topping off Tanks The Junior Engineer charged with gauging tanks will advise the Person in Charge when tanks are 80% of capacity. The Person in Charge will then advise his counterpart from the transferring facility to throttle back on the transfer pump. The Junior Engineer will continuously sound tanks until loading is complete. The Person in Charge will maintain a close watch over this critical operation and advise the transferring vessel or facility when to secure.Ensuring That All Valves are Secured upon Completion Prior to disconnection the Junior Engineer will, beginning at the manifold, trace the system back while closing all valves previously opened.Reporting Oil Discharges in the Water See Section Procedures for Cargo Spill, Leaks or Personal Exposure In Case of Oil Spill.10.3 Bunkering Safety ChecklistsResponsibility and accountability for the safe conduct of operationswhile a ship is receiving bunkers by barge is shared jointly between theMasters of the tanker and of the barge. The responsibility for thebunkering operation is usually delegated to designated ResponsibleOfficers on the ship and on the barge. Before the bunkering operationcommences, the Responsible Officers should:Agree in writing the handling procedures, including the maximumtransfer rates.Agree in writing the action to be taken in the event of an emergencyduring transfer operations.Controlled Revision: 01 Jan 2015BOM Part C – EOP Doc No. 010BUNKERING OPERATIONS Approval: WBF Page: 7 of 12

Engineering Operational ProceduresComplete and sign the Bunkering Safety Check-List.The Bunkering Safety Check-List is based upon the Ship/Shore SafetyCheck-List and the Pre-Transfer Bunkering Check-List contained in theIMO publication `Recommendations on the Safe Transport ofDangerous Cargoes and Related Activities in Port Areas'. The Check-List is primarily structured for loading bunkers from a barge, but it isalso suitable for use when taking bunkers from a jetty or when loadingbulk lubricating oil or gas oil from a road tanker.10.3.1 Pre-Bunkering Checklist - Form TECH 026The following guidelines have been produced to assist ship, barge andterminal operators in their joint use of the Bunkering Safety Check-List.The Bunkering Safety Check-List uses statements assigningresponsibility and accountability. Ticking or initialling the appropriatebox, and finally signing the declaration, confirms the acceptance ofobligations. Once signed, it provides the minimum basis for safeoperations as agreed through a mutual exchange of critical information.Some of the Check-List statements are directed to considerations forwhich the ship has sole responsibility and accountability, some forwhich the barge has sole responsibility and accountability and otherswhich assign joint responsibility and accountability. Shaded boxes areused to identify statements that generally may be applicable to onlyone party, although the ship or barge may tick or initial such sections ifthey so wish. The assignment of responsibility and accountability doesnot mean that the other party is excluded from carrying out checks inorder to confirm compliance. The assignment of responsibility andaccountability ensures clear identification of the party responsible forinitial and continued compliance throughout the transfer activity. TheResponsible Officers completing the Check-List should be the peoplecarrying out the bunkering operation. The tanker's Responsible Officershould personally check all considerations lying within the responsibilityof the tanker. Similarly, the barge's Responsible Officer shouldpersonally check all considerations that are within the responsibility ofthe barge. In fulfilling their responsibilities, Responsible Officers shouldassure themselves that the standards of safety on both sides of theoperation are fully acceptable. This can be achieved by means such as:Confirming that a competent person has satisfactorily completed theCheck-list.Controlled Revision: 01 Jan 2015BOM Part C – EOP Doc No. 010BUNKERING OPERATIONS Approval: WBF Page: 8 of 12

Engineering Operational ProceduresSighting appropriate recordsBy joint inspection, where deemed appropriate.For mutual safety, before the start of operations, and from time to timethereafter, a barge representative and a ship's officer should conductinspections of the barge and the ship to ensure that their obligations,as accepted in the Check-List, are being effectively managed.The Bunkering Safety Check-List contains the following sections:Bunkers to be Transferred - A joint agreement on the quantity andgrades of bunkers to be transferred, together with agreed transfer ratesand the maximum line back pressures.Bunker Tanks to be Loaded - An identification of the tanks to be loadedwith the aim of ensuring that there is sufficient space to safelyaccommodate the bunkers to be transferred. Space is provided torecord each tank's maximum filling capacity and the available volume.Checks Prior to Berthing - This section provides the checks to becarried out before the barge goes alongside the ship.Checks Prior to Transfer - This section provides the checks to be jointlyundertaken before transfer activities commence.Checks after transfer - This section provides the checks to beundertaken after transfer activities have been completedThe numbers in brackets after each of the questions in Sections 3 and 4relate to the guidance notes for completing the Ship/Shore SafetyCheck-List in `Recommendations on the Safe Transport of DangerousCargoes and Related Activities in Port Areas' Section 26.4, which shouldbe referred to for additional information. The safety of operationsrequires that all relevant statements are considered and the associatedresponsibility and accountability for compliance accepted. Where eitherparty is not prepared to accept an assigned accountability, a commentmust be made in the Remarks column and due consideration given towhether operations should proceed. Where an item is agreed not to beapplicable to the ship, to the barge or to the operation envisaged, anote to that effect should be entered in the `Remarks' column. Thepresence of the letters `A' or `R' in the Code column indicates thefollowing:A = (`Agreement'). This indicates an agreement or procedure thatshould be identified in the Check-List or communicated in some othermutually acceptable form.Controlled Revision: 01 Jan 2015BOM Part C – EOP Doc No. 010BUNKERING OPERATIONS Approval: WBF Page: 9 of 12

Engineering Operational ProceduresR = (`Re-check'). This indicates items to be re-checked at appropriateintervals, as agreed between both parties and stated in the declaration.The joint declaration should not be signed until all parties have checkedand accepted their assigned responsibilities and accountabilities.10.3.2 Bunker Loading/Transfer Calculation – Form TECH 025At each loading of bunkers or internal transfer this form is to becompleted by the Chief Engineer and countersigned by the Master,before any transfer of oil takes place. The original copy should beretained onboard as advised in the index. A duplicate copy must bemade and discussed with any assistants to the operation after which itshould be posted in a position where it is accessible to all taking part inthe bunker operation. There is no requirement to complete this form forroutine transfers to settling or service tanks where they are arranged tooverflow back to a bunker tank or overflow tank. This type of operationmust be covered by Chief Engineer's standing orders.The official Oil Record Book must be completed after any oil transferNotes;  Volume correction factor (VCF) is obtained from ASTM table 54b Weight correction Factor (WCF) is obtained from ASTM table 56 Volume at 15°C is observed volume at observed temperature multiplied by VCF  Volume at 15°C is weight in metric tonnes divided by WCF ASTM tables 54B and 56 are for generalised products and cover most grades of fuel oil.  Different tables would be used for other products such as lubricating oil.  The density and temperature of the bunkers to be loaded should be obtained from the supplier prior to loading.  The density for calculating the final volume should be base on a pro-rata figure relative to the final proportions of different density bunkers in a tank.Controlled Revision: 01 Jan 2015BOM Part C – EOP Doc No. 010BUNKERING OPERATIONS Approval: WBF Page: 10 of 12

Engineering Operational Procedures  When calculating the total volume on board at completion, caution must be observed with respect to the finishing temperature and where doubt exists the highest temperature should be used.Maximum Quantity:Under normal circumstances, were a predetermined fixed quantity ofbunkers is being loaded and a ‘Shore Stop’ is used, the vessel can loadto a maximum of 90% capacity. If the loading is to be a ‘Ship’s Stop’and there is a facility provided whereby the loading operation can bestopped instantly by the ship, the vessel may be loaded to a maximumof 95% capacity.The above mentioned maximum percentage is the limiting capacity tobe loaded. However the actual maximum may vary vessel to vessel &tank to tank depending upon characteristics, like overflow pipe location,experience factor like spray splashing out of air-vents etc. In whichcase the maximum loading should be reduced accordingly and clearlyrecorded on board for future reference.Different grades of bunkers should be stored separately as far aspractically possible. If mixing is necessary the ratio should not be morethan 80:20. Vessel to inform and take permission from vessel’ssuperintendent if charterers / operators intend to exceed the mixingratio. Mixing of bunkers, if absolutely necessary, should be restricted toONE tank onlyWhenever different grades of bunkers are mixed care should be takenwhen putting them to use for the first time, like allowing adequatesettling, draining of water, choking of filters and purification. Ensureadequate “good known” bunkers are available when using the mixedbunkers for the first time. So that in case of operational difficulties like,sludge formation, purifier chocking etc. there are sufficient goodbunkers to change back to. Documentation and Filing o Form No. TECH 026 - Pre-Bunkering Safety Checklist o Form No. TECH 025 – Bunkering Loading Transfer CalculationControlled Revision: 01 Jan 2015BOM Part C – EOP Doc No. 010BUNKERING OPERATIONS Approval: WBF Page: 11 of 12

Engineering Operational Procedures o Piping Schematic - Posted in Engine Control and on portable board o Bunker Transfer Procedures  Ship Specific basis example provided  Posted in Engine Control and on portable board Distribution o Full Management Vessels – File Originals References o USCG Regulations – 33 CFR 155.720 o ISGOTT 5.3Controlled Revision: 01 Jan 2015BOM Part C – EOP Doc No. 010BUNKERING OPERATIONS Approval: WBF Page: 12 of 12

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 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

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

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