Tanker Operations Manual - 01 Sep 2015

Bridge & Deck Procedures17.17 Pipelines Vessel’s Oil Transfer system should be tested to 100% of their rated working pressure (Sometimes referred to as Maximum Allowable working pressure- MAWP) at least annually. Oil transfer systems should be tested to 1.5 times their rated working pressure at least twice within any five –year period. It is envisioned that the 1.5 times MAWP test will be conducted during the drydock periods at the discretion of the owners or operators. Vessel’s Oil transfer system includes the discharge pump and piping between the pump and the vessel’s manifold, excluding any non-metallic hoses. Federal Regulation 33 CFR 156.170 states that static liquid pressure test is required for marine transportation related pipelines handling oil to ensure their integrity and safety. Pressure testing should be a hydrostatic test, pressure testing using compressed gas or inert gas is not acceptable. MAWP can be assumed to be either the pressure at which the transfer piping relief valve is set or, where no relief valve(s) are fitted , the maximum discharge pressure that can be developed by the vessel’s pump or , the designed working pressure of the pipe. For centrifugal pumps this is the pressure developed by the pump at zero flow conditions. Pipelines should be marked with date of test & test pressure.  Test criteria: o Test pressure shall be maintained for a minimum of 10 minutes and held for such additional time as may be necessary to conduct the examination for leakage. o The pipe and all joint sections must maintain the test pressure for the duration of the test without damage or permanent distortion. o For pipe that can be visually examined, leakage should be physically checked. o Immediately after completion of the pressure test, it is important in cold weather that the lines, valves, and fittingsControlled Revision: 01 Jan 2015TOM Part A – BDP Doc No. 017DECK & CARGO GEAR MAINTENANCE Approval: WBF Page: 14 of 15

Bridge & Deck Procedures be drained completely of liquid prone to freezing to avoid damage to the pipeline o On satisfactory completion of the test a suitable Deck Log entry is to be made. The entry required is as follows: “Deck cargo lines tested to … (insert test pressure)”. o The pressure used and the date is to be stenciled on each line adjacent to the manifold on both sides of the vessel. Documentation and Filing o Cargo Gear Register - Masters Office o SeaTeam Form No. TECH 039 – Checklist for Cargo Gear o SeaTeam Form No. TECH 002 – Equipment Calibration Record Distribution o Full Management Vessels – File Originals References o Class Rules o Instruction Manuals (Class approved pump certificates, Piping diagram, Cargo Oil Handling System) o International Safety Guide for Oil Tankers and Terminals (ISGOTT) o CFR 33 parts 125 to 199Controlled Revision: 01 Jan 2015TOM Part A – BDP Doc No. 017DECK & CARGO GEAR MAINTENANCE Approval: WBF Page: 15 of 15

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

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

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

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

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

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

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

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

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

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

Bridge & Deck ChecklistsChecklist 008 – ANCHORING AND ANCHOR WATCH OkHas an anchoring plan been prepared taking into account:1. Speed reduction in ample time2. Direction/strength of wind and current3. Tidal stream when manoeuvring at low speeds4. Need for adequate sea room particularly to seaward5. Depth of water, type of seabed and the scope of anchor cable required6. Have the engine room and anchor party been informed of the time of “stand-by” for anchoring?7. Are the anchors, lights/shapes and sound signalling apparatus ready for use?8. Has the anchor position of the ship been reported to the port authority?While at anchor, the OOW should:9. Determine and plot the ship’s position on the appropriate chart as soon as practicable10. When circumstances permit, check at sufficiently frequent intervals whether the ship is remaining securely at anchor by taking bearings of fixed navigation marks or readily identifiable shore objects11. Ensure that proper look-out is maintained12. Ensure that inspection rounds of the ship are made periodically13. Ensure vessel access control precautions are maintained in respect of vessel security14. Observe Meteorological and tidal conditions and if the sea state exceed Force 7, OOW to call the Master immediately and prepare to get underway.15. Notify the Master and undertake all necessary measure if the ship drags anchor16. Ensure that the state of readiness of the main engines and other machinery is in accordance with the Master’s instructions17. If visibility deteriorates, notify the Master18. Ensure that the ship exhibits the appropriate lights and shapes and that appropriate sound signals are made in accordance with all applicable regulations19. Take measures to protect the environment from pollution by the ship and comply with applicable pollution regulationsControlled Revision: 01 Jan 2013TOM Part B – BDC Checklist No. 008ANCHORING AND ANCHOR WATCH Approval: WBF Page: 1 of 2

Bridge & Deck Checklists20. Other checks:21.22.23.24.Controlled Revision: 01 Jan 2013TOM Part B – BDC Checklist No. 008ANCHORING AND ANCHOR WATCH Approval: WBF Page: 2 of 2

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

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

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

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

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

Bridge & Deck ChecklistsChecklist 014 - VITAL SYSTEMS SURVEY OkTo be completed prior to arrival1. Are all mooring ropes in good condition2. Are anchor windlasses in good operational order and anchors ready for use3. Are emergency towing arrangements in good order and ready for use4. Is USCG emergency lightering equipment (manifold reducers, joints, bolts in good order and clearly marked5. Are all P/ V valves correctly set and their operation checked6. Is the inert gas system fully operational7. Is the vapour emission control system (VECS) fully operational8. Are all high level and overfill alarms operational, tested and logged9. Are all valves and indicators operational10. Are all sea valves and ship side valves secured11. Are all manifold connections blanked (with every hole bolted)12. Are all pump room strainers, inspection covers and drains properly securedTo be completed after arrival13. Has the ship / shore safety checklist been completed14. Has the emergency shutdown procedures been discussed and understood by ship and shore personnel15. Are hoses in good condition and properly riggedControlled Revision: 01 Feb 2010TOM Part B – BDC Checklist No. 014VITAL SYSTEMS SURVEY Approval: WBF Page: 1 of 1

Bridge & Deck ChecklistsChecklist 015 - SHIP-TO-SHIP PERSONNEL BASKET TRANSFERTime / DateLocation (lightering area) A. Prior to Arrival at STS Location - Crane1 A visual inspection has been undertaken by a qualified person of all operating parts, including runner wire, sheaves, cargo block/hook, hydraulic piping, etc.2 A full functional operating check has been performed, in accordance with the manufacturer’s instruction manual, and all controls have been confirmed as operating satisfactorily3 All crane safety devices have been tested. The operation of limit switches, hook safety latch, brakes, etc has been checked.4 The emergency mode of operation has been tested. B. Prior to Arrival at STS Location – Personnel Transfer Basket1 The PTB is certified for use2 A complete visual check has been performed of all components of the PTB in accordance with manufacturer’s guidance.3 Steel components have been inspected for deterioration, cracks, distortion, weld integrity, rust, etc.4 Tag Lines are attached to the bottom outside of the basket in accordance with Manufacturer’s guidelines5 The condition of personal floatation devices (PFD) has been checked and there are sufficient to ensure their availability for all personnel being transported. C. Pre-personnel Transfer Operation1 All Participants have been properly briefed to ensure that transfer procedures are understood2 All persons in direct control of the crane have completed on board training as per BDP 15.1.1.63 The Officer In Charge has confirmed that the personnel basket has been inspected and tested before use, as per Manufacturer’s manual4 Sufficient personnel available to perform the transfer safely5 A pre-transfer safety meeting held and transfer plan has been agreed6 Site Conditions, including sea state, currents, wind speed and direction and weather, have been assessed to ensure that the transfer can be conducted safely7 The deck area is clear of obstruction to safely land the basket8 A simulated transfer has been undertaken prior to first transfer of personnel9 Radio Contact has been established between the two vessels and responsible person in charge of the transfer arrangements on deck10 Where possible, raising and lowering of the basket will be mainly carried out above the sea and not above the vessel11 The reach of the lifting equipment extends sufficiently far enough to ensure that the basket will not be pulled over excessively during the transfer12 A lifebuoy with light & line is available at the transfer location D. Personnel being Transferred1 Personnel understand the transfer procedure and transfer sequence and have been instructed to hold on at all times and observe all instructions from those in charge of the operation2 Personnel have agreed to be transferred3 The correct Personnel Protective Equipment (PPE) is being wornControlled Revision: 01 Jan 2015TOM Part B - BDC Checklist No. 015STS PERSONNEL BASKET TRANSFER CHECKLIST Approval: WBF Page: 1 of 1

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

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

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

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

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

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

Engineering Operational ProceduresStandby ConditionsDuring port entry, mooring, tug handling, pilot boarding anddisembarkation, etc., where manoeuvring is required, the enginecontrol room must be fully manned in standby condition.Entry of Unattended Machinery SpacesLone entry of machinery spaces is prohibited unless the followingconditions are met: • A dead-man alarm system is in use where a timer must be depressed at regular intervals without which an audible alarm will sound; or • Single handed watches or work may only be carried out by certified watch-standers • The names of personnel entering machinery spaces must be reported the bridge OOW by telephone before entry, and at regular (approximately 20 minute) intervals while inside, and when leaving the space • Entry alone unless directed by the EOW for a specific task that can be completed in a short amount of time1.4 Minimum Manning in PortWhen in port, there must always be sufficient personnel to operateengine machinery in case of unexpected demand. At a minimum, thefollowing Engine Department personnel must remain onboard: • Chief Engineer or Second Engineer • One senior rating1.5 Responsibilities of The Duty EngineersThe duty engineer is in sole charge of the operation of equipment in themachinery spaces and must always remain within hearing of theControlled Revision: 01 Feb 2012TOM Part C – EOP Doc No. 001ENGINE ROOM OPERATIONAL REQUIREMENTS Approval: WBF Page: 7 of 9

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

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

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

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

Engineering Operational Procedures3.0 Maintenance  Purpose o To specify requirements for Maintenance  Application o All Vessels  Responsibility o Master o Chief Engineer o Chief Mate 3.1 Maintenance – Technical Basic Conditions for Technical Management To be able to conduct the safe operation of a ship and carry out maintenance that aims at the optimum use and preservation of the vessel, there are some basic conditions that must be met: • There must be a reasonable store of spare parts and materials onboard and knowledge as to where these are stored. • All tools must be in good order, marked and have fixed storing places onboard. • The personnel must be qualified and motivated. • Cleanliness throughout the entire ship is essential. Technical Maintenance All installations and equipment, mechanical and electrical, all machinery and moving parts in the engine room and other parts of the ship, shallControlled Revision: 01 Sep 2015TOM Part C – EOP Doc No. 003MAINTENANCE Approval: WBF Page: 1 of 35

Engineering Operational Proceduresbe maintained at a standard making them ready for use at all times,free from inherent weakness or abnormal wear.Maintenance SystemsSeaTeam utilizes three (3) systems onboard for planned maintenance: • Computer Based System • Documented System • Superintendent Instructions in consultation with Ship's Management.These systems are the guide for the extent, intervals and proceduresfor the maintenance. The maintenance shall be carried out inaccordance with the system onboard, and reported to SeaTeam asrequired. The number of outstanding planned maintenance tasks ofnon-critical equipment for individual vessels and the fleet as a whole isto be expressed as a percentage of the total number of monthlyplanned maintenance tasks. • Percentage figures are compiled monthly by the Technical Department and recorded on a spreadsheet to allow continuous monitoringComputer Based SystemThe system covers maintenance for all machinery, electric, electronic,safety, hull components and spares. The system is class approved asPlanned Maintenance System and can be used as an alternative classsurvey arrangement. The Chief Engineer will be separately instructedby SeaTeam if such arrangement is used onboard. SeaTeam Form No.TECH 044 shall be replaced by the computer generated data.The Master/Chief Engineer is not authorized to make any changes tothe system. Any proposals for changes such as maintenance intervals,job descriptions, entering/deleting of components shall be sent to theresponsible superintendent in SeaTeam for his approval. This is mostimportant as the system will otherwise replicate to other ships.Controlled Revision: 01 Sep 2015TOM Part C – EOP Doc No. 003MAINTENANCE Approval: WBF Page: 2 of 35

Engineering Operational ProceduresDocumented SystemThis is a manual system. It needs timely and accurate follow-up andrecording. The Chief Engineer shall ensure this.Superintendent InstructionThis will be used on vessels where no planned maintenance system isyet implemented on-board. Based on records, reports, planning andcommunication with the vessel and SeaTeam, the Chief Engineer willmonthly receive directives from SeaTeam for items to be overhauled /maintained/tested in the coming month.Overhaul/Repairs/TestingWhen overhauling/testing/repairing components, the guidelines andrecommendations in the planned maintenance system, manuals andcompany instructions, if any, shall be followed. • Should critical systems, alarms or equipment become defective, or require planned or unplanned maintenance, the temporary change, (such as taking critical equipment out of service), must supported by a Risk Assessment, and reported to the company together with the estimated time line indicating the duration of the planned effect o The Fleet Manager is responsible for review or Risk Assessments and approval any planned shut-downs of critical systems, alarms or equipment o For Bridge Equipment the Marine Manager must review the Risk Assessment and concur prior to any planned shut- downs of critical systems, alarms or equipmentSpecial TestingThe following shall be tested at the specified intervals' and resultsrecorded: • Boiler(s)Controlled Revision: 01 Sep 2015TOM Part C – EOP Doc No. 003MAINTENANCE Approval: WBF Page: 3 of 35

Engineering Operational Procedures o Boiler water to be checked daily. Supplier of the boiler water treatment chemical will do random testing onboard without prior notices.• Cooling Water o Cooling Water for main and auxiliary machinery shall be checked twice a week.• Lube Oil o For M.E., D.G., & Stern Tube systems, lube oil samples shall be landed quarterly for analysis by the supplier; other machinery lube oils to be subject to semi-annual testing. Test kits for onboard testing do not remove the requirement for this. SeaTeam is to be advised by email when samples are landed, naming recipient and to whom samples were sent.• Fuel Oil o For some vessels, SeaTeam subscribes to a fuel testing program. At every bunkering, the prescribed samples shall be collected and forwarded immediately as laid out in the program instruction. SeaTeam is to be advised, by email to whom the sample was landed.• Pressure Testing of Pipes o Any pipeline used for taking on, discharging or internally transferring any fuel for consumption on board is deemed as to be a bunker pipeline. o Vessel’s Bunker transfer system should be tested to 100% of their rated working pressure (sometimes referred to as Maximum Allowable working Pressure – MAWP) at least annually and to 1.5 times their rated working pressure at least twice within any five- year period. . It is envisioned that the 1.5 times MAWP test will be conducted during the drydock periods at the discretion of the owners or operators. o Bunker transfer system includes the discharge pump and piping between the pump and the vessel’s manifold excluding any non-metallic hoses. MAWP can be assumed to be eitherControlled Revision: 01 Sep 2015TOM Part C – EOP Doc No. 003MAINTENANCE Approval: WBF Page: 4 of 35

Engineering Operational Procedures the pressure at which the transfer piping relief valve is set or, where no relief valve(s) are fitted, the maximum discharge pressure that can be developed by the vessel’s pump. o Pressure testing should be a hydrostatic test, pressure testing using compressed gas or inert gas is not acceptable. o Pipelines should be marked with date of test & test pressure. • Megger Test of Electrical Equipment o Megger testing to be carried out on a continuous basis and results forwarded to SeaTeam on SeaTeam Form No. TECH 018 every six months. • CO2 Fixed Fire Extinguishing System o Pipes to be blown through by air every twelve (12) months. o General service of the system as per statutory regulations every 2 years. • Ballast Tank Inspections o Form TECH 041 is used to record ballast tank inspections as this purpose and is required to be completed for ballast tanks every 12 months3.1.1 Working on Critical Equipment and SystemsPersons who are responsible for the operation, maintenance, repair ofcritical equipment and systems, as well as the calibration andadjustment of alarms and other parameters of the equipment, must beproperly qualified, trained or experienced in the use of these crucialitems. Either the Master or Chief Engineer is responsible for ensuringthat the competency of the person involved in the maintenance issufficient to carry out the task. • SAM Master-List 024 – Provides an overview of minimum competencies expected for staff performing maintenanceControlled Revision: 01 Sep 2015TOM Part C – EOP Doc No. 003MAINTENANCE Approval: WBF Page: 5 of 35

Engineering Operational Procedures • ShipNet PMS System provides detailed work procedures from makers instruction manuals to be followed • Senior Officers are required to personally supervise any critical phases of overhaul of critical equipmentFurthermore, whenever routine planned maintenance of major criticalequipment is to be carried out that involves shutting down theequipment, ship’s staff must consult shore management and obtainapproval by persons authorized in accordance with SAM Master-List 005“Charts of Authority”.A risk assessment must be conducted before the equipment is shutdown. The risk assessment will include, but not be limited to,addressing the following topics: • Alternative back-up equipment / systems to be on standby or in use • Any necessary modification in operational procedures as a result of the equipment being out of service. • Additional safety and contingency procedures in case of emergency • Additional watch-standers or other personnel required to be on- station while the equipment is out of service • Duration the equipment will be out of serviceIf the agreed out of service period for critical equipment or systemsmaintenance cannot be achieved, any extension or alternative actionswill require review and approval by the shore management. Inadditional, a further risk assessment may be required if circumstances(such as environmental conditions, crew fatigue or operationalparameters) change.Trends and historical data recorded in the ShipNet PMS System may beused as basis modify the maintenance interval or critical systems, inorder to prevent incidents or out of service periods that could beassociated with a failure.Controlled Revision: 01 Sep 2015TOM Part C – EOP Doc No. 003MAINTENANCE Approval: WBF Page: 6 of 35

Engineering Operational Procedures3.1.2 Long Term Maintenance\"Repair Specifications\" (SeaTeam Form No. TECH 020) or RefManSoftware is to be utilized to eliminate repair items being missed out, oroverlooked, during the preparation of the Docking List. Items whichare found during the docking are costly to attend being charged at avery much inflated price.The form \"Repair Specifications\" shall be completed for the Deck Dept.by the Chief Mate and for the Engine Department by the ChiefEngineer.Accommodation repairs shall be covered by the Chief Mate, inconsultation with the Master.At the end of the docking period all outstanding items will beautomatically cancelled, the numbering sequence will start again and anew file shall be opened. If the item to be repaired, or overhauled,requires spare parts a \"Spare Parts & Repairs Requisition\" shall be filledout, in the normal manner, and attached to the \"Repair Specifications\"form. Chief Engineers and Chief Mate shall complete forms on aregular basis and forwarded to the superintendent soon aftercompletion.Should the opportunity be afforded for ship's staff to make a permanentrepair for any of the items, before the docking period is due, then thevessel shall advise SeaTeam, by mail, giving brief details of the type ofrepair carried out.The originals shall be sent to SeaTeam and the duplicates remain onboard to be filed as the vessel's copies. Quotations for repairs shall beobtained using the same procedure as for spare parts. All orders shallbe placed on the basis of: \"SeaTeam as Owners Agent\"Landed Goods AdviceThe \"Landed Goods Advice\" form shall always be filled out when landingitems, of any description, from the vessel for repair, service, orwhatever.A separate form shall be completed for each item, or group of items,for each different destination or repairer.Controlled Revision: 01 Sep 2015TOM Part C – EOP Doc No. 003MAINTENANCE Approval: WBF Page: 7 of 35

Engineering Operational Procedures • Landing of equipment for overhaul or repair. • Removal of items of ship's equipment, by outside contractors, during a dry-docking. • Removal of items of ship's equipment by the shipyard. • Landing of crew's personal effects, when not accompanied by owner. • Return of items/equipment to SeaTeam on receipt of landing instructions. • Landing of fuel and lube oil samples. • Ship's Mail landed.Where the items are being handled by the Agent, the Agent's signature,for receipt only, will be sufficient. However, where outside contractorsare involved, an extra copy should be given to the Agent, for hisreference and to facilitate follow up at a later date.Distribution of copies: • Original o To be handed to Agent receiving goods for transportation. • One (1) copy o To follow goods. • One (1) copy o For SeaTeam • One (1) copy o For Vessel's file.Controlled Revision: 01 Sep 2015TOM Part C – EOP Doc No. 003MAINTENANCE Approval: WBF Page: 8 of 35

Engineering Operational ProceduresDockings • The basic docking specification shall be made up, by the Superintendent, from the vessel's Drydock Work File and the standard Dry-dock specification. • Six months before the scheduled docking period the vessel shall check its Repair File and submit any further items on SeaTeam Form No. TECH 020 \"Repair Specifications\" format for the Supt.’s consideration and possible inclusion within the Docking List. • A draft \"Docking Specification\" shall be prepared and a copy placed on board, to be studied by ship's staff, prior to the Superintendent's visit to the vessel. • Before finalizing the specification the Superintendent shall visit the vessel to ascertain that all the major items have been included with all relevant detail.3.2 Hull and DeckHull and deck maintenance shall be carried out at schedules describedin the ShipNet computer based Planned Maintenance System andrecorded therein. SeaTeam Form No. TECH 044 should be used forvessels without a computer based PMS and the Master should submit itto SeaTeam monthly.3.3 Electronic Navigational Aids & Radio EquipmentRoutine MaintenanceInspections and maintenance of electronic navigational aids and radioequipment should only be carried out by person (s) with knowledge ofelectronic components.Maintenance directions must be followed carefully. No trimming oradjustment to be carried out other than as specified in the maintenancemanual. This is also applies in respect to alterations in wiring diagramsetc. The persons (s) performing routine maintenance and inspectionsmust never effect any repair or operation that they do not fullyunderstand.Controlled Revision: 01 Sep 2015TOM Part C – EOP Doc No. 003MAINTENANCE Approval: WBF Page: 9 of 35

Engineering Operational ProceduresFaults in EquipmentIf a defect is discovered, care must be observed when subsequentlyoperating the system. A report to SeaTeam for forwarding to thesupplier/maker may clarify the cause, provided the message containsaccurate information and appropriate readings. For assistance to begiven details of the abnormality are essential. A request for a servicevisit only, because of malfunction, is of little value as the serviceengineer will not know what to bring with him.Repairs – ServicingWhen required approved service companies must be used. Lists of theappropriate makers' service agents are likely to be available onboard.SeaTeam are to be informed of all service visit requirements and willcoordinate their attendance.In ports where service is inadequate repairs should be kept to theminimum necessary for the safety of the ship and to avoid delays.The most suitable officer shall follow such work. A detailed report fromthe service technician, including a time-sheet, shall be signed for by thesenior officer in charge and counter-signed by the master. The reportsshall be filed according to the filing index for each component.MoistureElectric and electronic equipment should be operated at regularintervals. The radar should be operated daily, or maintained in thestandby mode when not required.CleaningEquipment must be kept clean and free from dust, dirt, and rust.Vaseline should be applied to parts that may rust. Appliances andinstruments must be covered up if grinding, wire brushing or similarwork is being carried out nearby.AntennasThe ship's antennas must be inspected at regular intervals by theappointed Deck Officer. Any repairs and renewals must be done in aControlled Revision: 01 Sep 2015TOM Part C – EOP Doc No. 003MAINTENANCE Approval: WBF Page: 10 of 35

Engineering Operational Proceduresproper manner. Installation of private antenna that may affect theship's radio station or position fixing system must not be permitted. • If work is to be carried out on masts or in the vicinity of antennas (radio, radar, VHF, Decca navigator etc.), notice must be given to the Officer of the Watch and the Radio Officer. Warning signs must be placed on radar and radio transmitters while work is being done.Spare PartsAn optimum inventory of spare parts must always be kept onboard foressential components not subject to redundancy. The companyadheres to class recommendations and has provided SAM Master-List020 for guidance. Any parts drawn from stock must be replaced assoon as possible. Defective components are to be destroyed.A log of materials shall be kept for the radio station and bridgeequipment.Portable Radio EquipmentSpecial steps must be taken to prevent theft of the portable radioequipment and EPIRB's while the ship is in port. If necessary theequipment shall be moved to the radio room and returned to its usuallocations once the ship is at sea again.3.4 PMS ManagementIt is SeaTeam Policy that all ships shall have their maintenance plannedMachinery/Hull/Outfitting/EquipmentThere are, presently, three types of Machinery Planned MaintenanceSystem (PMS) that may be used: • ShipNet Computerized Planned Maintenance on the more modern tonnage. • Card Indexing systems or similar on other ships. • Superintendent planned maintenance in consultation with the vessel.Controlled Revision: 01 Sep 2015TOM Part C – EOP Doc No. 003MAINTENANCE Approval: WBF Page: 11 of 35

Engineering Operational ProceduresShips with ShipNet systems shall transfer updated databases to theoffice by e-mail or discs at agreed intervals, if auto-replication fails.Ship reports, according the Shipboard Management Manual, shall besent from the vessels to SeaTeam office, as required and shall be eitherin written form or electronically (for ShipNet).The Superintendent shall act upon the report as required. The reportsand/or data received shall be used for the updating of each vessel'ssystem within SeaTeam office and for the stock control of spares andmonitoring of maintenance by the vessel's Superintendent. Proposedchanges received from the fleet to the onboard ShipNet system shall beapproved by the superintendent in charge of the vessel after consultingthe Fleet Manager or HSQE Senior Manager as appropriate.3.5 Main Engine MaintenanceGeneral• For economy and efficient running, equal power should be produced from each cylinder. The power produced is related to the quantity of fuel injected and balancing is carried out by small adjustments to individual fuel pump controls. Adjustments are limited to ensure units are not overloaded, exhaust temperatures are not excessive, and that pump controls still cut off when brought to a stop. Fuel pump rack positions and exhaust and cooling return temperatures from each cylinder should be noted.• It is important to note that equal exhaust temperatures on their own do not necessarily show an accurate balance, particularly in turbo-charged engines. Figures do, however, tend to give some indication of balance when they follow a pattern similar to that recorded at test bed trials. Power balancing should be checked from indicator diagrams.• The mean indicated pressure (MIP) in each cylinder must be carefully balanced so that individual cylinders are not overloaded. Imbalance and overloading may lead to overheating and bearing failure, vibration and fatigue.• The Main Engine should always be operated within the Max Allowed operational Parameters, which is generally 90% Load of the MCR (i.e. NCR as specified by the Manufacturer recommendations). ItControlled Revision: 01 Sep 2015TOM Part C – EOP Doc No. 003MAINTENANCE Approval: WBF Page: 12 of 35

Engineering Operational Procedures should be noted here, that this figure will not Depend upon the rpm, but upon the Power of the M/E.• M/E should not be operated on Low Power for long periods, as this can lead to Fouling of the T/C and the Grids and EGE, which could lead to Economizer Fires, and drop in M/E Performance and Efficiency. In case the vessel is required to operate at Low Power for long periods, then the C/E should make arrangements in consultation with the Master to Speed up the M/E at least once every Two days for a period of 2 hours which will include the Load up/Load Down Programme, and during this time, efficient Soot blowing of the EGE should be carried out.• During slow running, additional soot blowing should be carried out of the soot blower and in addition, the M/E rpm should be kept just above the rpm at which the Aux blowers will cut in.• Main Engine Sump levels should be checked and recorded in the Log Book and UMS Book, at least twice a day, any increase in sump Level should be immediately investigated, source of Water Ingress immediately checked and if found high, the Main Engine should be stopped and the Crankcase inspected. Operation of the M/E with a high water content could lead to failure of the Bearings and damage to the crankshaft etc. Engine maintenance schedules must be adhered to as far as possible. Overdue items should be reported to the technical superintendent and fleet manager as \"Maintenance not done\" through the reporting facilities of the planned maintenance system.Indicator diagrams or peak pressure cards will be taken monthly on allmotor ships: • Immediately after leaving dry-dock. • Whenever an engine defect is suspected.Whenever main engine maintenance in scheduled in port or at anchor,the bridge must be notified to ensure the propeller is clear.Cylinder Heads, Liners and PistonsThe most frequent causes of fractured cylinder heads are suddentemperature changes and extreme temperature differences betweencombustion and cooling water spaces. To prevent cracking:Controlled Revision: 01 Sep 2015TOM Part C – EOP Doc No. 003MAINTENANCE Approval: WBF Page: 13 of 35

Engineering Operational Procedures • The main engine should be warmed-through before starting • The main engine should be kept warm during normal port calls • Cooling water passages should be inspected periodically to ensure that they are clear and not obstructed by scale or by graphite accumulation • The cooling down procedure after finished-with-engines is important, particularly where pistons are oil cooled. The cooling oil must be circulated for at least an hour as stagnant oil in contact with hot surfaces will break down to form carbon deposits. • Jacket water chemical protection must be kept at the recommended levels; periodic checks should be recorded in accordance with manufacturers recommendations • Every precaution should be taken to prevent the main engine being started with oil or water in any of the cylinders. The main engine must be turned by turning gear or slow turning with indicator cocks open after a prolonged port stay or maintenance and turned on air prior to starting. • The exhaust temperatures should be monitored carefully and the cause of any sudden reduction in temperature should be investigated immediately. If water should enter a cylinder while the main engine is running, the exhaust temperature for that cylinder will show a reduction. • After maintenance has been carried out, it is important that any entrapped air is vented from the jacket spaces and the expansion tank is topped up to the correct working level.Valves and Valve GearThe condition of the cylinder head valves is a major factor in the correctand efficient operation of any diesel engine. It is essential therefore tochange and overhaul them on a routine basis in accordance withmanufacturer's recommendations. Overhaul schedules should bemonitored through the planned maintenance systemControlled Revision: 01 Sep 2015TOM Part C – EOP Doc No. 003MAINTENANCE Approval: WBF Page: 14 of 35

Engineering Operational ProceduresFuel Oil and Injection SystemThe fuel injectors and pumps are precision units manufactured to closetolerances. Care must be taken and cleanliness maintained duringoverhauls. Contact with rags or cotton waste must be avoided and thecomponents must be re-assembled in a wet condition to avoid abrasivematter adhering to the parts. Other concerns include: • Atomizer spray holes must be cleaned only with the special tool provided. • A correct spray pattern, release pressure and clean cut-off should be achieved when testing the injectors by means of the test pump. • Atomizer needles and pump plungers are ground to match their respective nozzles and sleeves and must not be interchanged. • To achieve correct atomization, the fuel temperature should be regulated to ensure that the viscosity at the injectors is correct. The necessary temperature can be derived from the temperature-viscosity charts which are supplied to all ships, and the injection viscosity is obtainable from the engine manufacturers' handbook. • Operating with too low a fuel temperature and a correspondingly higher viscosity will raise peak pressures above the safe limits.Lubrication SystemThe pressure and temperature of the lube oil supply must always bemaintained within the builders' specification. The cleanliness of the lubeoil and entire system is of primary importance and the purifier must beoperated on a routine basis to maintain this condition. Water washingmust only be carried out on instructions from SeaTeam, subsequent toanalysis results indicating that washing is necessary. Only distilledwater may be used for this purpose. • The cleanliness of the lub oil and the entire lub oil system is of primary importance and the purifier must be operated on a routine basis to maintain this condition. The source of any undue contamination must be located and rectified.Controlled Revision: 01 Sep 2015TOM Part C – EOP Doc No. 003MAINTENANCE Approval: WBF Page: 15 of 35

Engineering Operational Procedures • Weekly LO test should be carried out and the results verified by the C/E, checks should include a min of Water Content, TBN and Viscosity. This will give an immediate Indication of Water or Fuel contamination. General Sources of Water Contamination is the LO Purifier, LO Cooler, M/E Jacket Water Leakage, Ingress through the ships hull due to damageCharge Air SystemsThe efficiency of turbochargers tend to fall off very slowly and it isnecessary to keep a record of all temperatures, differential pressuresand revolutions should therefore be closely monitored. Generalconsiderations include: • Washing of air and exhaust ends in accordance with manufacturers' instructions. • Inspection of the gas inlet interceptor grids must be carried out on a regular basis to ensure freedom from fouling and damage. All accessible ports should be cleaned out at the time of this inspection. Air intake filters should be cleaned as necessary as determined by differential pressure measurements. • Charge air coolers should be routinely cleaned to prevent an increase in differential pressure. Cooling water supply to the cooler must also be regulated to maintain the air temperature just above dew point. • Supercharged and under-piston spaces should be regularly examined and cleaned. Examination should include air transfer valves where fitted. • Water washing of the air end and dry cleaning or water washing of exhaust end should be carried out regularly to manufacturer's instructions. • Ship specific instructions shall be placed in the Engine Room Information Book.CrankcaseAn examination of the crankcase should be carried out at monthlyintervals, and additionally, if after heavy weather, racing has beenencountered. Inspection should include:Controlled Revision: 01 Sep 2015TOM Part C – EOP Doc No. 003MAINTENANCE Approval: WBF Page: 16 of 35

Engineering Operational Procedures• The testing of all bolts for tightness, together with their locking devices.• Camshaft driving gear, including spray pipes; the supply of lubricant to all bearings and spray pipes should be checked while the turning gear and lubricating oil pump is in use, prior to closing.• Examination of the piston rod sealing is to be made periodically and at every piston change to ensure that the scraper rings bear uniformly on the rods, that the oil drain holes from the stuffing boxes are quite clear and that the rings are clean and floating in their cages. Piston Telescopic seals should also be regularly inspected.• Use of intrinsically safe lights and the adherence to smoking regulations in the vicinity of an open crankcase.• As part of the Inspection, the following items should be checked as a minimum, should include: o Testing of all bolts for tightness, together with their locking devices. o Inspection of the Crank webs, for the Tell tale Mark to ensure no Slippage o Inspection for Cracks iwo of the Bearing Saddles, Longitudinal and Transverse Girders, and especially along the Weld Seams o Inspection of any Welding Defects or Cracks o Condition and Smell of the Lub Oil to check for any Bacterial Contamination of the LO o Findings of any Squeezed White Metal from the Bearings or lying at the Bottom of the sump• If any of the above has been noted, same to be informed to SeaTeam Office and the responsible Superintendent, asap to ascertain the next step.Controlled Revision: 01 Sep 2015TOM Part C – EOP Doc No. 003MAINTENANCE Approval: WBF Page: 17 of 35

Engineering Operational Procedures • During this inspection, it is prudent to carry out the Crankcase Deflections and Inspection and Comparison of All Bearing Clearances in line with the Manufacturers Instructions/Test Bed Trial Data. This inspection to be carried out in line with the PMS or as a minimum of twice per year. • The above check should be positively carried out Prior entering Drydock and upon Departure from Dock, whilst the vessel is floating and prior starting of the Main Engine • Crankcase relief devices are normally examined by the surveyors carrying out machinery surveys. It is also the duty and responsibility of Engineer Officers to see that they work freely at all times. As these devices are simple and trouble-free, there is a risk that they may be neglected in the period between surveys. If gauzes are fitted, they should be examined at the time of the crankcase inspection. Spring loaded valves of the type fitted on medium speed engines should have the valve checked to ascertain that it is free to move on its spindle and closes correctly. Care must be exercised during painting, and any excess paint which could interfere with the working of the valve should be cleaned off. • The piston rod packing is to be examined periodically and at every piston change to ensure that the scraper rings bear uniformly on the rods, that the oil drain holes from the stuffing boxes are clear and that the rings are clean and floating in their cages. Piston telescopic packing should also be regularly inspected. These should be overhauled at each piston changeHolding Down Bolts and Tie Bolts • Holding down bolts should be checked after the vessel has been through bad weather. Operation with slack holding down bolts allows fretting of the mating surfaces of the bed plate, chocks and foundation plate. If the fretting occurs in areas covering a number of adjacent chocks, the crankshaft may be seriously damaged through misalignment. It is therefore important to attend to damaged or loose holding down bolts immediately a fault is identified. • The tension of tie-bolts should be checked regularly. If the tie- bolts are not taking their proper load due to slackened nuts, theControlled Revision: 01 Sep 2015TOM Part C – EOP Doc No. 003MAINTENANCE Approval: WBF Page: 18 of 35