Bulk Operations Manual - 01 Sep 2015

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

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