Product Operations Manual - 01 Sep 2015

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 2010PCM 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 2010PCM 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 2010PCM 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 2010PCM 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 Safety When the vessel first arrives at the ship yard or, if convenient, at the preparation anchorage, an Initial Safety Meeting should be held. Attendees at this meeting should include the Vessels Superintendent, Shipyard Repair Manager, Dock representatives, Senior Officers and the Safety Officer.  A Daily Safety Meeting should be held with the yard at a time specified by the Superintendent and agreed with the yard. This meeting Minutes should include the following, but not be limited to the following: Safety, Jobs Planned for the Day, Jobs Status, Jobs Completed by the yard and the ship staff and any Jobs which will affect any parties should be discussed to prevent any incidents.  Ship's staffs are required to monitor the work of the ship yard. Officers will be allocated jobs for which they are responsible before arrival at the shipyard. Allocation is the responsibility of the vessel's Master and Chief Engineer and should be agreed with the responsible Vessels Superintendent.Controlled Revision: 01 Jun 2014PCM Part C - EOP Doc No. 008DRY DOCK / REPAIR PERIODS Approval: WBF Page: 1 of 18

Engineering Operational Procedures  SeaTeam HSQE standards are to apply throughout the refit. If the ship yard fails to meet these standards, the attending Vessels Superintendent should be informed so that corrective action can be taken. If any member of the shipyard staff is considered to be working unsafely, ship's personnel are empowered to stop that work. Such a stoppage must be immediately bought to the attention of the Vessels Superintendent and Department Head and a request made to the Shipyard Manager to re-organize the work to an acceptable standard.8.2 COW Operations and Tank CleaningRoutine COW Operations during every discharge Ports, with moreIncreased COW operations especially in the previous 2 -3 voyages priorDD, along with efficient stripping and tank cleaning will ensure thatsludge/scale lifting before refit is minimized.  A pre-docking tank cleaning and line washing plan should be prepared and forwarded to the managing office for review and approval. If practical, all tanks should be washed and sludge/scale should be lifted on the ballast voyage before the last laden voyage before refit. As many tanks as possible should be washed if time does not permit full tank cleaning.  The managing office should be advised of any defects in tank cleaning equipment in sufficient time so that repairs and replacements may be arranged at the final discharge port before refit. The equipment must be ready for maximum tank cleaning and gas freeing on the voyage between final discharge and refit ports.  All lines and pumps should be thoroughly washed and, if practicable, drained. Mud boxes and pump filters must be opened up and cleaned out. Sounding pipes, COW-lines and inert gas lines should be cleaned and drained.  Bunker tanks and lub oil tanks must never be considered to be safe simply on account of a high specified flash point. Such tanks must always be ventilated and cleaned before repairs are allowed to take place. Refer to ISGOTT for more information.Controlled Revision: 01 Jun 2014PCM Part C - EOP Doc No. 008DRY DOCK / REPAIR PERIODS Approval: WBF Page: 2 of 18

Engineering Operational Procedures  After departure from the last discharge port, heating coils in cargo tanks and/or bunker tanks should be cleaned with water and tested. The pump room must be gas free and the bilges must be washed thoroughly and mopped dry.  The opening of any fuel oil compartment or double bottom tank must be supervised by a senior engineer who must satisfy himself that the correct tank is in fact being opened and that there is no chance of flooding with either fuel oil or sea water, particularly in the engine-room. In any event, normal precautions must be taken i.e. under no circumstances should nuts or other fastenings be completely removed until the compartment lid has been lifted a little and it has been ascertained that there is no pressure within the tank. Compartments must be thoroughly ventilated and full safety precautions must be observed.  Before repairs start the vessel must be presented for inspection with all her cargo valves in open position, apart from those segregating the ballast. After the inspection by the chemist the position of the cargo valves must not be changed unless immediately followed by a new inspection.8.2.1 Cargo Tank, Valve and Line TestsAll cargo lines and valves should be tested during the last ballastvoyage prior to refit. During this time, opportunity can be taken topressure test the Lines and Valves to find out any defective orsuspected leaking valves which can be identified to the Superintendentfor attendance in DD.8.3 Ballast for Dry-DockingGuidance as to the draft, the quantity of ballast and distribution ofweight required before entering dry-dock should be in accordance withthe vessel’s docking plan & in agreement with the shipyard & vessel’sAttending Superintendent so as to plan the work sequence in dockaccordingly.  Prior to refit, Class may require to perform stagger tests for Class certification. Stagger tests are alternate pressing up of ballast / cargo tanks and examination of the bulkheads from theControlled Revision: 01 Jun 2014PCM Part C - EOP Doc No. 008DRY DOCK / REPAIR PERIODS Approval: WBF Page: 3 of 18

Engineering Operational Procedures adjacent empty tanks in order for fracture or leaks to be identified. This operation may be comprehensive and time consuming, as the ballast will need to be adjusted after arrival from sea and before entry into any dry-dock. The extent of any stagger testing must be queried with Superintendent and Class well before refit so that requirements, plans, risk assessment and time allowance can be planned. For entry into any dry dock, draughts, trim, list and stress requirements are to be identified, planned and achieved prior to dry-dock entry. Draughts must be visually sighted and confirmed against their plan by the yard prior to allowing the vessel entering the dry dock. It this therefore imperative that visually observed draughts correspond exactly with calculated figures. To achieve this level of accuracy it is best practice during service to visually cross check draughts against calculation. Adjustments may then be made to the calculated draughts to match the visual draughts by varying the weight of stores or “constants” of the ship’s light condition so that visual/calculated draughts always correspond. When the vessel is with very light draughts prior to refit the draughts must again be visually observed and adjusted prior to entering dry dock. Any allowance for stores or “constants” will have a much greater effect than previous due to no sea ballast or cargo now being onboard. Small adjustments in the calculated figures may then again be necessary to ensure accurate correspondence. During such docking conditions attention should also be given to the cooling sea water suction so that pressure is not lost during docking. This should be particularly discussed with the yard & attending superintendent so that alternative means of power supply are arranged for. Once exact visual drafts have been achieved it now becomes very important that all weights/volumes left in the ship are accurately recorded. It is very important that the vessel leaves the dry dock with exactly the same weights/volumes that she entered with. This ensures that departure drafts and trim remain exactly the same and no differences occur that would cause the vessel to exert greater force than arrival on any of the dry-dock bottom blocks. There is a considerable risk of hull damage should this occur. Indeed at low levels of difference the ships first floating stability, trim and list will be affected and with greater differences there is even a risk of capsizing in the dry-dock.Controlled Revision: 01 Jun 2014PCM Part C - EOP Doc No. 008DRY DOCK / REPAIR PERIODS Approval: WBF Page: 4 of 18

Engineering Operational Procedures  To be absolutely sure that the weights in the vessel before and after dry-dock flotation remains exactly the same it is important that all tanks are dipped manually before and after the operation to ensure the contents remain the same. This ensures that the accuracy of remote level recording systems is not relied upon as single point reliance. Be aware remote measuring systems may be inaccurate in measuring tank contents. They may also have been inaccurate for some time but because the inaccuracies have remained constant that they have gone un-noticed. During refit various power changes; maintenance and blackouts may then occur that cause remote tank level recording to change their indication of tank contents. As such remote tank level recording equipment cannot be relied upon to accurately measure tank contents before and after dry-docking.  Prior docking Stern tube sealing arrangement should also be configured as per maker’s instructions to avoid possible leakage of sealing oil. Prior refloating the seal integrity is to be verified and once afloat, the system to be reverted to normal. In case the stern tube Cooling Fresh Water tank needs to be emptied to obtain the docking draft, allowance must be made to refill this tank prior departure.  Manual tank dipping of all empty, full or partially loaded tanks will identify the exact contents in each tank that will be required to be adjusted or refilled to the same level prior to dock flooding. Be aware ballast tanks will be emptied into the dry-dock bottom by plug removal or by gravity to dock when firmly sitting on the blocks. As such ballast tanks will need to be refilled prior to flotation and an accurate knowledge of the tank contents prior to arrival and emptying is absolutely necessary to ensure the same is replicated for departure8.4 Planning RepairsShip repair planning and the compilation of refit specifications shouldbe carried out by the Managing Office. A complete work specificationshould be forwarded to the ship prior to the refit to enable extra itemsand items which have since been dealt with to be noted.  Repair requirements should be submitted as soon as their need is identified. Sufficient detail should be included to enable a shipControlled Revision: 01 Jun 2014PCM Part C - EOP Doc No. 008DRY DOCK / REPAIR PERIODS Approval: WBF Page: 5 of 18

Engineering Operational Procedures repair yard to make an accurate cost estimate. The maintenance requirements should be sent to the appropriate Managing Office by post or data transmission. The completed maintenance requirement should be checked by the appointed Superintendent and added to the current Refit Specification. It may be returned to the vessel if additional details are required. Where work is completed between refits, the Managing Office should be informed accordingly. The Company will initiate refit specifications for dry-dock related services and standard items.Supervision of RepairsAll ship's staff are required to assist the Superintendent in charge ofthe refit and to keep themselves fully acquainted with the progressof repair work. To maximize co-operation and communication, management meetings should be held between the Superintendent in charge of the docking and Senior Staff. A mutual decision should be made as to the requirements for night duty officers, depending on the status of repairs. No additional work should be put in hand without the authority of the Superintendent in charge.Inspection of RepairsImmediately a ship is dry-docked, the Master or the Chief Officerand the Chief Engineer should accompany the Superintendent andinspect the outside and bottom of the hull, the propeller and rudderand should report on any damage noted. The proper fitting of all drain plugs throughout the ship is the responsibility of the Chief Officer. All plugs should be clearly marked. When plugs are removed at the repairer's, Superintendent’s or Chief Engineer's request, the Chief Officer should be informed. The attendance of a Superintendent does not relieve the Chief Officer of the responsibility for ensuring that all plugs are properly fitted before the dock is flooded. The Superintendent in charge cannot always be present when items of machinery are being finally closed up and the senior Engineer Officer present should thereafter ensure that suchControlled Revision: 01 Jun 2014PCM Part C - EOP Doc No. 008DRY DOCK / REPAIR PERIODS Approval: WBF Page: 6 of 18

Engineering Operational Procedures machinery is satisfactory. Strict attention should be paid to cleanliness when inspecting machinery prior to closing up. Dirt and debris left in items of machinery, boilers and bilge spaces are a frequent cause of equipment malfunction and can be the cause of major casualties. Routine inspections should be made to ensure that debris does not accumulate. In addition to routine inspections of work in progress, the duty Officer should also carry out a general inspection of the whole ship on the completion of the day's work, with due regard being taken to the requirements of safe entry into enclosed spaces. The employment of shore watchmen does not relieve the ship's staff of the need for routine inspections of the whole ship. At the completion of repairs, staff should inspect the whole ship to ensure that no debris or shore equipment remains on board.Prior to Arrival at the ShipyardThe Senior Officers should convene a pre-refit meeting. Themeeting should cover the safety and security aspects of the refit, aswell as operational preparations and work allocation. The ship should prepare diagrams of the ship and indicate on them the stowage locations of all hazardous materials, such as paint, chemicals, oils and gases. Bunker tank boundaries should be clearly marked on the deck with Yellow paint and warning notices should be painted on the tank bulkheads. This requirement should include gas oil and lub oil tanks and tanks for emergency pumps and generators. Depending on the work scope, it may also be decided to mark the position of such tanks on the external hull when the vessel enters the repair yard.Initial Safety Meeting upon Arrival at the ShipyardSubjects for discussion at the initial safety meeting should includethe following but should not be limited to: Introduction of ship's officers and responsible yard supervisors. Explanation by shipyard of its HSQE policy and practices.Controlled Revision: 01 Jun 2014PCM Part C - EOP Doc No. 008DRY DOCK / REPAIR PERIODS Approval: WBF Page: 7 of 18

Engineering Operational Procedures Contact lists and emergency telephone numbers for both shipyard and ship. Schedule, key dates and timing for daily safety meetings. Domestic arrangements - transport facilities, etc. During the course of the meeting the following specific points should be discussed as appropriate: As a minimum, the shipyard must immediately report to the SeaTeam Representative any damage or defects affecting, or likely to affect, the integrity of the dock, both graving and floating type. This should include the gate, flooding valves, pumping arrangements, etc. and any proposed maintenance or repairwork to the dock and its facilities, prior to the commencement of such work. If the SeaTeam representative considers that the proposed work poses an unacceptable level of risk to personnel working in the dock or on the vessel, he must have authority to stop work and remove personnel from the area. The status of the ship's fire fighting equipment, in particular the fixed systems for the engine room, other machinery spaces and pumproom. Discussions to include agreement on the arrangements and responsibilities for the disconnection of fixed flooding systems. When the dock is being emptied and once it is drained, the ship's fire main must be pressurised by the shore services. If repairs are scheduled on the ship's fire main, an alternative means of fire fighting must be provided by the refit yard. Provisions may include fire hoses specifically dedicated for the purpose. Discuss and agree the system for Ship/Shore Fire and Safety patrols. Identify both ship and shore duty officers so that the relevant fire and safety patrols know who to report to and how e.g. walkie- talkie. Prior notification should always be given for hotwork and confined space work permits. In particular, the status of the ship’s fire detection system must be confirmed before hotworkControlled Revision: 01 Jun 2014PCM Part C - EOP Doc No. 008DRY DOCK / REPAIR PERIODS Approval: WBF Page: 8 of 18

Engineering Operational Procedures takes place in the spaces it protects. The hotwork lists should be issued daily by each department and posted in the relevant areas for all to see. Identify and agree the tank entry controls. Identify how the daily gas readings are taken, posted and communicated to others. When appropriate, security arrangements and access restrictions for entry into LNG cargo tanks should be identified. Identify and agree the responsibility for correct isolation and lock out procedures that are to be adopted during the refit period. Identify measures in place to ensure that the yard and ship security arrangements for the control of people coming on board are effective. There must be at least two safe means of access provided to the ship from the dry dock side. Both access routes must be clear of dock equipment. PPE of shore workers and the smoking regulations must be enforced. The notification to the ship yard repair manager that ship’s recording of HSE non-conformances will continue throughout the repair period. Identify the tugs and mooring requirements for the entry into the dock. o Note that the ship’s mooring power will be out of service soon after the dock is closed, due to the change-over to shore power. All winch use for re-stowing of moorings must be completed as soon as possible. Similarly, all ballast operations should be concluded as soon as possible to enable the plant to be shutdown without further delay. The anchors must be fully secured during the refit period. The only exception will be when the anchors are ranged on the dock bottom. o Checking of the End/Joining Shackle and the Kenter Shackles and associated locking arrangements in addition to the standard practices.Controlled Revision: 01 Jun 2014PCM Part C - EOP Doc No. 008DRY DOCK / REPAIR PERIODS Approval: WBF Page: 9 of 18

Engineering Operational Procedures  All lifeboats must be fully secured. This means ensuring that the docking pins are in and that a means to prevent accidental release of the hooks and falls has been instigated.  Where grit blasting is to take place: o All moorings not in use must be covered or stowed away. o Rigging wires should be covered. o Tank openings must be closed. o Pilot ladders should be stowed away. o Engine room sea valves should be closed or covered to prevent ingress of grit into the engine room.  Prior to the usage of any ship’s crane or lifting appliance, the repair yard may test the equipment. If so, the maximum test weight should be specified and the test witnessed by a responsible officer to ensure no accidental overloading of the equipment takes place.  Where it is necessary to open tank openings, engine room hatches, or remove any railings or guard rails, warning signs must be posted and the approaches fitted with temporary barriers of suitable construction and strength to prevent falls.  During the repair or refit period, a combined emergency exercise between the ship and the repair facility must take place and a report must be provided by the yard for the Superintendent.  Whenever it is necessary for the ship’s staff to go onto the dock bottom, they should ensure that an appropriate person is informed of their intentions. This may be their Department Head, other senior officer or the vessel’s Superintendent.8.5 Responsibilities in Dry-dockThe presence of a Superintendent in no way alters the hierarchicalstructure onboard, whereby the immediate responsibility for the overallsafety of the ship and those onboard rests with the Master.Controlled Revision: 01 Jun 2014PCM Part C - EOP Doc No. 008DRY DOCK / REPAIR PERIODS Approval: WBF Page: 10 of 18

Engineering Operational Procedures  The presence of a Superintendent onboard in no way deflects each individual from taking personal responsibility for their own safety and the safety of those around them.  Neither the presence of a Superintendent onboard nor the fact that OPL repair activities are taking place, should in any way dilute the strict implementation and compliance with established Permit to Work systems.  Any individual on board who has strong concerns over the safety aspects of a job, is empowered to stop the work until a re- assessment of the activity has been carried out.8.6 Precautions Prior to RefloatingThe Chief Officer should ensure the distribution of weight throughoutthe ship is correct at the time the ship rises from the blocks. After thevessel is afloat, an inspection must be made of the watertight integrityof all spaces below the waterline, as well as the shipside and sternfittings.  The Chief Officer must take note of best practice in the section on Ballast for Dry Docking for manual dip verification of ballast prior to dry-docking and refloating to ensure the strictest and most accurate replication of arrival/departure condition. This will ensure the vessel refloats with the same trim and list as she took the blocks and preserve hull point loadings from the dry dock blocks, hull stresses and trim/list.  The most dangerous time for the vessel occurs whilst dockyard flooding immerses openings into the hull. It is vitally important that ship’s time is taken to check every conceivable aspect of hull and system integrity and reliability is correct before the vessel proceeds to refloat. The usual practice is for the dock to be partially re-flooded but with the ship still sitting on the blocks. At this stage there may be some time pressure from the dockyard for the vessel to depart in readiness for their next arrival. The Master must ensure the vessel’s priority is safety and verification of hull integrity before allowing the yard to refloat. The dry-dock will await the Master’s instruction on being safe to proceed at this point and this must not be rushed before being fully satisfied that every conceivable check has made in order to safelyControlled Revision: 01 Jun 2014PCM Part C - EOP Doc No. 008DRY DOCK / REPAIR PERIODS Approval: WBF Page: 11 of 18

Engineering Operational Procedures proceed. This is a vitally important and a critical time for the ship. In view of this a Pre-Flooding meeting with all relevant parties and a targeted Risk Assessment must have been performed onboard in refit prior to the scheduled flooding day.  The following list of areas to be checked is not exclusive but may be used for guidance in application of principle: o Valve positions. Removed valves have been known to be fitted the wrong way round. As such it will be open when indicating shut. This has been known on new build ships too. o All tanks to be manually sounded to double check dry dock plugs are again refitted correctly and water is not filling the tank. Pipeline jointing double-checked for water head tightness. o In short double-check everything. There will be equipment that is not on the same operational state as when the vessel arrived. The only thing not known is which equipment that is!8.7 SurveysIt is the responsibility of the Master of the vessel to ensure that all themandatory certificates relating to the vessel are up to date andmaintained in that condition. The Master is also responsible for ensuringthat the surveys required to maintain these various certificates up todate are arranged for and carried out cost effectively. Keeping thevessel's survey list up to date is the responsibility of the Chief Engineerwho should inform the Master of the due dates of the surveys.  When any survey work has been carried out, the Managing Office should be advised accordingly, reporting any deficiencies found. Although original signed reports and certificates (or certified copies) are required to be kept on board by the Flag administration or Classification Society, copies of these and survey reports should be forwarded to the Managing Office.Controlled Revision: 01 Jun 2014PCM Part C - EOP Doc No. 008DRY DOCK / REPAIR PERIODS Approval: WBF Page: 12 of 18

Engineering Operational Procedures Machinery Surveys When a Chief Engineer joins a vessel he must check with the vessel Superintendent what are the classification societies requirements with regards to authorization to conduct CSM surveys.  Any Chief Engineer who has carried out CSM surveys, and is due to leave the vessel prior to these surveys being verified, must ensure that a copy of his authorization is attached to the survey reports if applicable  For those ships not operating under the Continuous Machinery Survey(CSM), the Chief Engineer should arrange for overhauls and inspections of the various items. These should coincide with the ship's arrival at one of the major ports where the Classification Society Surveyor is available.  In consultation with the vessels Superintendent, the attendance of a surveyor should be arranged on arrival. The particular item or items opened up may then be submitted for survey and an Interim Certificate obtained.  In deciding the item or items to be submitted, consideration should be given to the safety of the ship. The Master Survey Listing should be updated by the Master and/or Chief Engineer accordingly.8.8 Repairs at a Facility Other Than a ShipyardThis section addresses situations where a ship that is operational isrequired to carry out repairs using shore labour outside a shipyard ordry dock facility. In these cases, the safety of all on board will bedependent of the Vessels SMT and also in line with the SuperintendentsInstructions. Repairs may be undertaken while the ship is:  At anchor  Alongside at a lay-by berth, not normally used for cargo operations  Alongside a commercial jettyControlled Revision: 01 Jun 2014PCM Part C - EOP Doc No. 008DRY DOCK / REPAIR PERIODS Approval: WBF Page: 13 of 18

Engineering Operational Procedures  At Sea o Such repair work will only be carried out on an exceptional basis and attention will need to be paid to ensuring that the scope of the SMS fully embraces planned activities and the exposures to the shore labour employed. Repair tasks should be risk-assessed and the appropriate permits should be issued.8.8.1 Supervision and ControlWhenever possible, a superintendent will join the vessel to supervisethe repair activity. He will be responsible for maintaining full control ofthe repair work and will assist the Master in ensuring that the ship ismaintained in a safe condition at all times and that all work is carriedout in a safe and proper manner.  Pre-Arrival Planning - Prior to arrival at the repair berth, anchorage or other facility, the SMT should convene a pre-repair meeting at which the following should be taken into consideration:  Type and location of the berth or anchorage.  Moorings – numbers, type.  Condition of the vessel – gas free or inert.  Safe access – by launch, gangway or other means.  Number of persons involved, including contractors.  Location of work to be undertaken – engine room, cargo spaces, above deck, accommodation, etc.  Facilities for disposal of slops or sludge.  Arrangements for permits and certification.  Understanding of port or terminal requirements.  Availability of main power or main engine(s).Controlled Revision: 01 Jun 2014PCM Part C - EOP Doc No. 008DRY DOCK / REPAIR PERIODS Approval: WBF Page: 14 of 18

Engineering Operational Procedures  Emergency procedures, on board and ashore.  Availability of assistance - fire-fighting, medical facilities, etc.  Connection to shore side services – water, power etc.  Weather conditions.  Draught / trim limitations (to avoid unnecessary ballast handling).  Restrictions on smoking and other naked lights.  Mooring Arrangements o When moored to a repair berth, the number and size of mooring lines used should be adequate for all likely weather and tidal conditions.  Whenever practicable, an alternative power source should be provided for the deck machinery, in order that moorings can be adjusted if main power is not available.  On repair berths, the mooring pattern may be restricted due to crane movements or other activity on the dock side. Such restrictions should be taken into account when planning the berthing of the ship.  Moorings should be clear of hot work areas or other locations where the lines may be damaged by the repair work in progress.  When at anchor, adequate cable should be used, particularly if the main engine(s) will not be available at any time.8.8.2 Shore FacilitiesWhenever practicable, the vessel should be physically isolated fromregular terminal facilities or berths where other vessels are beingworked.Controlled Revision: 01 Jun 2014PCM Part C - EOP Doc No. 008DRY DOCK / REPAIR PERIODS Approval: WBF Page: 15 of 18

Engineering Operational Procedures If any repairs are to be carried out concurrent with cargo handling operations, specific permission should be granted by the terminal operators. The Master should establish whether any significant operations are to take place involving other vessels in the vicinity of the berth at which repairs are being undertaken i.e. departure/arrival of other vessels, bunkering, fuel oil transfer etc. The Master should be familiar with any specific safety requirements of the facility and/or harbour authorities. There should be a safe means of access at all times with guard rails and safety nets as appropriate. The number of access points should be sufficient to allow timely evacuation of all personnel on board. The gangway should be monitored at all times and a gangway watch should be posted. On a lay-by berth where the vessel is not gas free, a sign should be placed at the foot of the gangway worded “No Unauthorized Access - This Ship Is Not Gas Free.” Port security plans should be implemented and followed as may be appropriate. Contractors should advise the Master and Superintendent of the number and movement of workers on board each day during the repair period. Procedures for the use of cranes or other lifting equipment should be determined upon arrival. Garbage disposal procedures should be agreed between the vessel and the facility, with regular disposal of accumulated garbage being arranged. Emergency alarm signals should be agreed and, whenever practicable, a drill held prior to commencing repair work. Subsequent drills should be arranged when the repairs are to be carried out over an extended period. Any restrictions on activities such as bunkering, storing or taking luboils are to be agreed.Controlled Revision: 01 Jun 2014PCM Part C - EOP Doc No. 008DRY DOCK / REPAIR PERIODS Approval: WBF Page: 16 of 18

Engineering Operational Procedures8.8.3 Pre-Work Safety MeetingsWork planning meetings should be held prior to the commencement ofany work and at the start of each subsequent work day.The prime function of these meetings is to ensure that all personnelinvolved are aware of the schedule, the interrelation betweencontractors, particular areas of concern and any special precautions tobe taken.  The need for issuing work permits will be agreed and personnel will be advised of restrictions on commencing work until the appropriate permit has been issued.8.8.4 Employment of ContractorsThe employment of contractor's staff on board vessels operated bySeaTeam in no way lowers the standards of safety, which are set by usin this company.  Outside Contractors are made fully aware of the Company's Health, Safety, Security and Environment policy prior to a contract being awarded and are required to affirm that they have an equivalent policy, and that it is fully supported.  Contractor's staff are required to conform in all respects with all Local, National, and International regulations and Company regulations and standards. Contractor's Obligation and Safety Policy Letter A Contractor's Obligations Letter and Safety Policy Letter should be completed and signed by all parties before the commencement of any work.  This authorization does not remove the requirement to issue work permits whenever any work requiring permits is to be undertaken  If situation require so, Letter of Indemnity (LOI) must be issued to contractors.Controlled Revision: 01 Jun 2014PCM Part C - EOP Doc No. 008DRY DOCK / REPAIR PERIODS Approval: WBF Page: 17 of 18

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 OCIMF Publication: HSE at New-Building & Repair Shipyards o ISM Code o ISO 9001 o ISO 14001Controlled Revision: 01 Jun 2014PCM Part C - EOP Doc No. 008DRY DOCK / REPAIR PERIODS Approval: WBF Page: 18 of 18

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 2010PCM 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 2010PCM 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 2015PCM 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 2015PCM 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 2015PCM 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 InvividualControlled Revision: 01 Jan 2015PCM Part C – EOP Doc No. 010BUNKERING OPERATIONS Approval: WBF Page: 4 of 12

Engineering Operational Procedures In Case of Personnel Exposure 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 2015PCM 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 2015PCM 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 2015PCM 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 2015PCM 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 2015PCM 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 2015PCM 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.Controlled Revision: 01 Jan 2015PCM Part C – EOP Doc No. 010BUNKERING OPERATIONS Approval: WBF Page: 11 of 12

Engineering Operational Procedures Documentation and Filing o Form No. TECH 026 - Pre-Bunkering Safety Checklist o Form No. TECH 025 – Bunkering Loading Transfer Calculation 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 2015PCM Part C – EOP Doc No. 010BUNKERING OPERATIONS Approval: WBF Page: 12 of 12

Engineering Operational ChecklistsChecklist 001 ENGINE PRE ARRIVAL/DEPARTUREVessel: Bunker Type:Flag: Quantity:Port: Time Commenced:Terminal: Time Completed:Amend, alter or delete items as need to render checklist ship specificItem Checkpoint Conformance Non-Conformance 1. Prior Arrival 2. 3. Set cylinder lubricators in 4. maximum position 5. 6. Ensure that pumps are in 7. standby mode 8. 9. Have one additional generator running Parallel 1. 2. Check communication between 3. engine room and bridge Check steering gears, leakage and performance Maintain about 25-30 bars starting air pressure Drain Main Starting Air Bottles to drain off accumulated moisture Set Composite Boiler to Auto Mode Stop Fresh Water Generator Finished With Engine Switched to “Engine Control Room” control Depress “Finished W/Engine” button Stop aux. blowersControlled Revision: 01 Feb 2010PCM Part D – EOC Checklist No. 001ENGINE CHECKLIST PRIOR ARRIVAL/DEPARTURE Approval: WBF Page: 1 of 6

Engineering Operational ChecklistsItem Checkpoint Conformance Non-Conformance 4. 5. Open indicators cocks 6. 7. Open drain on turbo-charger 8. 9. Open M.E. T/C drain valve 10. 11. Open drains fully from 12. scavenging spaces 13. Close main starting air valve 1. Keep heating on M/E cooling 2. water at about 80oC 3. Turn M.E. for about 10 minutes 4. After 30 minutes, stop JCW 5. pump and start JCW Pre- heating pump 6. After 1 hour, stop Crosshead L.O. pump & Main L.O. pump Engage turning gear Steering Gear Test Has Bridge and Engine room communicated w / each other about the testing? Are both motors running during test? Did the gear test hard over port to hard over starboard take less than 15 seconds with 2 pumps running and less than 30 seconds with 1 pump running? Was the automatic change over of pumps tested? Does the steering gear failure alarm operate? Is the hydraulic system fully charged and operating without leaks, and is the reserve tank filled to capacity?Controlled Revision: 01 Feb 2010PCM Part D – EOC Checklist No. 001ENGINE CHECKLIST PRIOR ARRIVAL/DEPARTURE Approval: WBF Page: 2 of 6

Engineering Operational ChecklistsItem Checkpoint Conformance Non-Conformance 7. 8. Has the pedestal bearing 9. grease? 10. 11. Is there any excessive rudder 12. gland leakage observed? 1. Is the steering gear change2. over procedure to emergency3. operations clearly displayed and understood by the qualified individuals? Is there any error in the rudder angle indicator, and if so, is it made known to the Bridge and E/R? Are the repeater and or compass in the Steering Gear Room functioning? Has the communication system between Bridge and Steering Gear Room been tested? Departure Have the following been supplied/checked for the intended voyage? Fuel Oil Diesel Oil Lube Oils Hydraulic Oils Stores Spares Fresh Water Boiler Water Check oil level on intermediate shaft bearing Check oil level/performance on stern-tubeControlled Revision: 01 Feb 2010PCM Part D – EOC Checklist No. 001ENGINE CHECKLIST PRIOR ARRIVAL/DEPARTURE Approval: WBF Page: 3 of 6

Engineering Operational ChecklistsItem Checkpoint Conformance Non-Conformance4.5. Check level in M/E sump tank6. Check level in cam-shaft tank7.8. Turn engine for about 109. minutes with oil pumps10. running11. Disengage turning gear12.13. Check level on expansion tank14. Close drain on turbo-charger15. Restrict drains from scavenging spaces16. Maintain air pressure.17. Open main starting air valve18. Set aux. blowers in auto position Have one additional generator running in parallel Carry out steering gear test and keep 2 motors running Check steering gears for leaks/performance The engine telegraph/remote control are to be tested Before starting the main engine, confirm following: L.O. Pump is running, pressure S.W. Pump is running, pressure F.W. Pump is running, pressure, temperature F.O. Booster Pump is running, pressure, temperature Camshaft L.O. pump Other miscellaneous pumpsControlled Revision: 01 Feb 2010PCM Part D – EOC Checklist No. 001ENGINE CHECKLIST PRIOR ARRIVAL/DEPARTURE Approval: WBF Page: 4 of 6

Engineering Operational ChecklistsItem Checkpoint Conformance Non-Conformance19.20. Is the communication with21. Bridge tested?22.23. Conform with Bridge and blow24. engine opposite way of camshaft25. Close indicator valves26.27. Is the Engine Room clock synchronised? Is the Engine Room manned with at least 2 Engineers, the Electrician and one rating? After start of main engine, has the following been checked? Lubrication of turbo charger (control immediately after start) Any leaks, unusual noise or vibrations? Bow thrusters F.O. Separator is running Oil level turbo charger Cylinder oil lubricators are full and working Engine has been turned on air slowly (after approval by Bridge) Engine control is switched to Bridge remote control Exhaust gas boiler circulation pump running Is the packing/stowing of spare/stores checked? Additional Ship Specific ItemsControlled Revision: 01 Feb 2010PCM Part D – EOC Checklist No. 001ENGINE CHECKLIST PRIOR ARRIVAL/DEPARTURE Approval: WBF Page: 5 of 6

Engineering Operational ChecklistsItem Checkpoint Conformance Non-ConformanceEngineer Officer on Duty Chief EngineerRank/Name: Name:Signature: Signature:Date: Date:Place: Place:Controlled Revision: 01 Feb 2010PCM Part D – EOC Checklist No. 001ENGINE CHECKLIST PRIOR ARRIVAL/DEPARTURE Approval: WBF Page: 6 of 6

Engineering Operational ChecklistsChecklist 002 – Engine Room Pre-Discharge ChecklistDate: Time:Checklist to be completed by Duty Engineer on watch at time when discharging commences. Yes NoCommunications with Cargo Control Room checkedPower requirements understood and Generators in readinessBallast requirements understood and pumps in readinessDeck Service air supply valve open & Water on deck as requiredAir-conditioning on re-circulation & E/R & S/G Doors ShutHydraulic/steam supply as required in readinessMaster Boiler on high Mode & Stand-by Boiler On as requiredAll W/Up and Main COP Steam Lines drained completely of WaterVacuum Condenser Lined up and SW Pump Running, Vent checked - No AirLockVacuum Dump Setting as required, and Atmospheric Dump SettingadjustedWarming Up Steam Opened, after shutting all Drains and Warm up LinesNecessary LO Coolers Inlet/Outlet Valves OpenWater drained from COP Turbine Pump Sumps /Level Checked & PumpsstartedGland Steam Opened and COP Turned on idle mode, Governor Oil LevelCheckedOnce Warm up is completed, line up for starting COPs as instructedFixed Oxygen Analyser Calibrated and Switched on as requiredScrubber Pump Valves checked and Pump started and Flow/PressuresCheckedIGS system started and tested on Flue Gas to AtmosphereWhen required, start COP, and IGS as per Ch Off,r InstructionsCompressors running/on stand-by and receivers fullCompleting officer’s signature and rank:Controlled Revision: 01 Feb 2010PCM Part D – EOC Checklist No. 002ENGINE ROOM PRE-DISCHARGE CHECKLIST Approval: WBF Page: 1 of 1

Engineering Operational ChecklistsChecklist 003 - ENGINE OPERATION IN EXTREME COLDThe following steps must be taken to safeguard the Shipboard Machinery andEquipments, whilst operating the vessel in extreme cold conditions. The stepsdescribed below are only general guidelines to the Master and Chief Engineer.They should be amended, or extra measures are to be taken considering thevessel’s typical characteristics.No. Item Yes No1. Deck fire line must be drained of all water to prevent freezing and collapse of pipelines.2. Hydraulic circuits exposed to cold conditions must be kept running.3. Fresh water lines running on deck should be drained of water.4. Electrical motors on deck should be kept running if feasible. Electrical and Hydraulic cranes on deck must be kept5. running in idle condition throughout the stay in port. All Deck machinery must also be kept running in idle condition if situation permits.6. Keep space heaters operational on all idle motors. Sea injection chests must be regularly blown through with7. steam, or air to displace any packed ice from blocking the inlet. If vessel has a separate internal cooling water circuit for8. operating for Auxiliary Engines and other circuits, this must be put to sue. If vessel does not have a separate internal cooling water9. circuit, ship staff are encouraged to modify pipelines, to set up a suitable circuit.10. Emergency generator, if Fresh water cooled, must have anti-freeze liquid put in the cooling circuit.11. Emergency fire pump engine, if Fresh water cooled, must have anti-freeze liquid topped up in the radiator.12. Lifeboat engine, if Fresh water cooled, must have anti-freeze liquid added to coolant. If vessel is to manoeuvre out from a port with packed ice or13. floating ice around it, consider keeping tugboats to move vessel to an area, which free of floating ice etc, before theControlled Revision: 01 Feb 2010PCM Part D – EOC Checklist No. 003ENGINEOPERATION IN EXTREME COLD Approval: WBF Page: 1 of 2

Engineering Operational ChecklistsNo. Item Yes No first engine movement is given.14. Prior starting of engines is propeller clear of packed or floating ice.15. Confirm vessel ballasted to keep propeller clear of packed ice16. Is Main engine on pre-heat, while in port?17. Have you kept the HFO in bunker tanks heated?18. Have you turned Main and Auxiliary Engines daily and operated the cylinder lubricators by hand? If vessel has been in cold zone for more than one week,19. have you run engine on air and fuel for short interval after turning engine on turning gear for at least 2 turns?20. Do you have adequate stock of anti-freeze liquid?21. Have you ensured bunker HFO has been transferred to aft tanks? Have you kept the various salt and fresh water pumps in the22. Engine Room running to prevent seizure due to freezing? If pumps cannot be run, have you kept the pumps drained of water?23. Is Main Engine LO Purifier in operation and temperatures being maintained?24. Are the HFO temperatures being maintained in then Service and settling tanks? Are the purifiers in operation? Monitor engine and other machinery parameters closely25. when vessel is sailing or manoeuvring in extreme cold conditions.26. Have you adjusted Engine speed to avoid overloading of engine?27. Have you kept all Watertight doors in Engine Room shut?Engineer on Duty Chief EngineerName: Name:Signature: Signature:Date: Date:Place: Place:Controlled Revision: 01 Feb 2010PCM Part D – EOC Checklist No. 003ENGINEOPERATION IN EXTREME COLD Approval: WBF Page: 2 of 2

Engineering Operational ChecklistsChecklist 004 – Engine UMS ChecklistDate: Time:Have the following been confirmed: Yes NoEngine control on wheelhouse positionOil Mist detector confirmed fully operationalAll Main Engine temp’s & pressures within normal operational limitsAll Auxiliary Engines temp’s & pressures within normal operationallimitsAll Aux System(s) tank levels checked, Press & Temps NormalBilge level checked / Transferred to Tank as req’d, Alarms functionalFire detection system fully functional and No zones isolatedSteering gear compartment checked and oil levels checkedMain Engine Starting Air bottle full & Water DrainedStand-by Auxiliary generator on auto-modeCritical stand-by pumps in auto mode LO Pumps & Crosshead LO pumps if fitted FO Pumps for M/E, A/E and Boilers DO as required Main SW / FW Pumps Main & Emergency Fire PumpEmergency Fire Pump in stand-by mode and lined up appropriatelyAll engine room access doors shutDuty engineer & other remote alarms tested and fully functional(Noon)Alarm display lamps and functions testedECR temp/pressure readouts corresponding to local readingsGenerator(s) load and auto-load sharing fully functionalMain engine injector drains checkedSalinity of drain coolers and condenser checkedAll motors in use checked for abnormal noise/heat/vibration orother anomalyMain engine and auxiliary sump levels checked /Sounded / Normal/No waterOverflow and sludge tank levels checkedPurifier room and purifier seal water level checkedWater levels in Boiler(s), EGE and de-aerator checkedAux Boiler on Standby and ready for OperationFWG in operation, Salinometer Functioning and NormalControlled Revision: 01 Feb 2010PCM Part D – EOC Checklist No. 004ENGINE UMS CHECKLIST Approval: WBF Page: 1 of 2

Engineering Operational ChecklistsAux Boiler on Standby and ready for OperationAlarms switched to Duty Engineer’s cabin & Bridge AdvisedCompleting officer’s signature and rank:Controlled Revision: 01 Feb 2010PCM Part D – EOC Checklist No. 004ENGINE UMS CHECKLIST Approval: WBF Page: 2 of 2

Engineering Operational ChecklistsChecklist 005 – REGULAR TESTING OF SAFETY SYSTEMS AND CRITICAL EQUIPMENT 1. Weekly Tests (add vessel specific items, if necessary) Tick OK Initials only ifa. Life boat engines test run testedb. Emergency generator diesel test runc. Emergency fire pump test rund. Fire pumps test rune. Fire dampers moving testf. Emergency shut offs for pumps, fans, boilers, etc.g. Emergency accumulators, emergency lighth. Bilge level alarmsi. CO2-alarm and automatic shut off fansj. Alarms bridge equipmentk. Fire doors and watertight doorsl. Bilge pump (without Oil Pollution!)2. Monthly Tests (add vessel specific items, if necessary)a. Standby devicesb. Control / operation of main propulsion plant locallyc. Control / operation of steering gear locally (emergency steering)d. Emergency stop main enginee. Alarm and automatic pump stop of bilge water separatorf. Alarm water sprinkler system3. Quarterly Tests (add vessel specific items, if necessary)a. Black-out-start of emergency power supplyb. Quick closing valves for tanksc. Sewage Tank High Level Alarmd. Boiler Smoke Density Alarm3. Half Yearly Tests (add vessel specific items, if necessary)a. Level alarms of tanks including automatic pump stop (if any)The completion checks to be entered in the Engine Log Book or in the PMSSystem in accordance with intervals specified. Non-working equipment is to beimmediately reported to Master and Chief Engineer.Controlled Revision: 01 Sep 2010PCM Part D – EOC Checklist No. 005REGULAR TESTING OF SAFETY Approval: WBFSYSTEMS & CRITICAL EQUIPMENT Page: 1 of 1