Tanker Operations Manual - 01 Sep 2015

Engineering Operational Procedures cylinder jackets adjacent to the slack tie-bolts can be seen lifting when the piston is nearing the end of compression, or on firing. The consequence being fretting damage and fatigue. Dial indicators should be used at intervals specified in Master-List 019 to detect relative movement between the tie-bolts and cylinder jackets. Tie-bolts must be tightened carefully and a close watch must be kept on crankshaft alignment or crankweb deflections.Precautions for Overheating of bearingsOverheated bearings can lead to an oil mist explosion in the crankcase.The following precautions must be observed to reduce the risk ofcrankcase explosion: • Early detection of overheating and the prompt slowing or stopping of the main engine may prevent the occurrence of conditions conducive to fire or explosion. • Should an oil mist be detected, the crankcase or inspection doors must not be opened until the main engine has cooled down. The main engine should not be restarted until the cause of overheating has been established and rectified. • The oil mist detector must be tested and proven operational at intervals specified at intervals specified in Master-List 019. Testing should be incorporated in the planned maintenance system.3.6 Water Tube BoilersFeed water System and Chemical TreatmentParticular attention must be paid to the purity of feed water of highpressure water tube boilers. Distilled water only must be used and thismust be chemically tested to ensure that it is suitable before use andresults recorded. If de-mineralization columns are also used, the outletconductivity must not exceed normal limits or regeneration of the de-mineralisation column may be required. In general, full heating steamshould be maintained to the de-aerator under all conditions of plantoperation. This will ensure that the de-aerator design shell pressureand outlet feed water temperature are maintained. Most oxygen shouldControlled Revision: 01 Sep 2015TOM Part C – EOP Doc No. 003MAINTENANCE Approval: WBF Page: 19 of 35

Engineering Operational Proceduresthen be removed from the feed water, provided there is no leakage ofair into the condensate system, and that the de-aerator air releasesystem is operating correctly. Residual traces of oxygen can then beremoved by hydrazine or sodium sulphite treatment. Enginedepartment personnel must be familiar with the chemical testing andtreatment of the feed water. Chemicals should be added in accordancewith manufacturers recommendations and suppliers instructions.Chemical tests of the feed water are to be made daily, and the resultsentered in the Engine Log. Continuous monitoring of condensate is tobe carried out by means of the salinometer, the operation of whichmust be regularly tested. The results should be tabulated on the recordsheet for monthly reporting.Boilers must be blown down weekly where possible to remove sludgeaccumulations, and when the total dissolved solids concentration limit isexceeded. It is preferable to blow down under light load conditions andwhen possible, the opportunity to do so should be taken when in port.A single blow, using the drum blow down valves should normally besufficient. Where water-wall header drain valves are fitted, the systemmust only be blown down on light load. When blowing down in port,care should he exercised if the ship's side valve is above water andcraft are alongside. The valves must be opened for a very short periodonly. In case of oil contamination of boilers a stock of chemicalssufficient to degrease each boiler twice must be carried on each ship.The efficient operation of water gauges is essential. Personnelconcerned with boiler operation should routinely confirm that watergauges are fully operational. Low water alarms and trips must also beregularly tested and should be included in the planned maintenancesystem. Remote level indicators must be considered to be aids onlyand their readings must be frequently checked against the directmounted master water gauges.In the event of water falling or rising below the visible range of thewater gauge, the following course of action must be taken: • Extinguish the burners immediately • Closing the feed check valve • Close the steam stop valvesControlled Revision: 01 Sep 2015TOM Part C – EOP Doc No. 003MAINTENANCE Approval: WBF Page: 20 of 35

Engineering Operational Procedures • Maintain steam flow through the superheater by opening the vents • Stop the forced draught supply after a full purge • Add water only when the boiler has cooled sufficiently to prevent water coming in contact with overheated pressure partsCombustion System and OperationEfficient combustion is dependent upon the fuel being completelyburned with the minimum amount of air. To achieve this, the fuel mustbe injected into the furnace in a finely atomised state of even patternmixed with the correct quantity of heated air.The atomisation and spray pattern are dependent on the viscosity andpressure of the fuel, condition of the burner and atomising steamtemperature and pressure, while the air quantity and mixture willdepend on the regulation of the fan dampers.Certain ships are provided with continuous excess oxygen analyserswhich are valuable aids to achieving minimum air and completecombustion, but care should be taken to ensure readings are unaffectedby forced draught air leakage through casings.To atomise correctly, the fuel requires to be at a required viscositywhen being injected. The necessary temperature to achieve thisviscosity can be obtained from a temperature viscosity chart. It isimportant that this temperature is checked at the fuel delivery rail tothe boilers and not at the heaters, as considerable heat loss can takeplace between these two points.When changing burners, suitable receptacles are to be used forcollecting any spillage of oil.The cleaning, handling and inspection of burners must be carried outwith great care. The atomiser holes should be tested regularly andexamined to ensure that they are not enlarged, distorted or damaged.Under exceptional circumstances, boiler fires and naked lights in theengine room may be prohibited, and the master must always informthe Chief Engineer of the precautions necessary when thesecircumstances prevail. The danger arising from particles ofControlled Revision: 01 Sep 2015TOM Part C – EOP Doc No. 003MAINTENANCE Approval: WBF Page: 21 of 35

Engineering Operational Proceduresincandescent soot being discharged from the funnel can be minimisedby operation of the soot blowers on a routine basis at sea and also byoperating the soot blowers as close before entering port as permissible.Care must be taken when lighting a boiler fire by hand. The furnacemust be purged through with air beforehand for at least 3 minutes onmaximum draught. Should fuel be admitted before the insertion of theigniters or torch, it may vaporise in contact with hot surfaces and whenignited, result in a blow-back and serious injury.The engineer in charge of the watch must be present before the boilersare lit up and when raising steam, no engineer of a rank more juniorthan that of fourth engineer may be left in charge. The followingchecks must be carried out before lighting up: • That the gauge glass cocks are in the correct position. • That the water level is correct i.e. there is a level showing at about 50mm from the bottom of the glass. • That the superheater vents are fully open to allow steam to circulate through the superheater elements and that they remain open until the boiler is in service. • That the superheater drains are open to remove any water that may have lodged there and which would evaporate leaving solids. • That the economiser tubes are full. • That there is no accumulation of un-burnt fuel on the furnace floor.If the vessel is fitted with automatic purging, the purging sequencemust be completed and on other vessels the furnace must bethoroughly blown through before any attempt is made to flash theboiler.When the boiler is flashed on a volatile fuel such as gas oil, particularcare must be taken that purging is complete. Fuel must not be allowedto pass into the furnace after an unsuccessful light-up attempt.Controlled Revision: 01 Sep 2015TOM Part C – EOP Doc No. 003MAINTENANCE Approval: WBF Page: 22 of 35

Engineering Operational ProceduresWhere possible, steam should be raised using the air heater, in order toeven out warming-through.Steam or air atomisation should be used in preference to pressure jets.Steam atomising is not permitted when gas oil is being used.The use of limiting devices such as gags or wedges which restrict thecomplete closing of fuel valves is strictly prohibited.The safe practice of adjusting the master controller set point to reducethe boiler working pressure under port and manoeuvring conditionsshould be observed.When navigating in close waters, the auxiliary boiler should be fired forone-minute intervals to test the fuel oil and combustion systemperiodically, say once per day.The uptake temperature where gas/air pre-heaters are fitted should notbe permitted to drop below the dew point to avoid the dangers ofcorrosion. Under full load conditions, the uptake temperature should beregulated to maintain it above the minimum of 166°C and under lightloads, gas pre-heaters, where fitted, should be completely bypassed.Pressure Vessel Relief DevicesIt is important that all relief devices fitted to any pressure vesseloperate correctly, as the consequences of failure could be disastrous.In particular, relief valve waste pipes must be proven clear andunrestricted. The Chief Engineer shall instigate a routine inspectionprogramme to ensure that waste pipes and drains of all pressure reliefdevices are correctly fitted and unobstructed.Boiler MaintenanceIt is important to stress the attention any boiler requires and thedangers of neglect. The direct attention of Chief Engineers is requiredto ensure boiler feed water, boiler treatment, blow down and inparticular all safety devices are being correctly cared for and regularlychecked. Also that their staff have clear, preferably written instructionsin this respect which they clearly understand.Controlled Revision: 01 Sep 2015TOM Part C – EOP Doc No. 003MAINTENANCE Approval: WBF Page: 23 of 35

Engineering Operational ProceduresThe firesides of the tubes should normally remain clean, with goodcombustion and the regular use of soot blowers and other fitteddevices. However, faulty combustion or a defective soot blower canlead to serious slagging and fouling. Continued operation under theseconditions may result in serious damage to the boiler.Infraphones, where fitted, should be frequently checked to ensure thatthey are operating correctly and every effort should be made to returnthem to service following failure.The condition of the fireside of the tubes should be examined atintervals or when the boiler performance indicates a fall off inefficiency.Every boiler must be shut down for examination and cleaning asnecessary or at regular intervals as indicated in the instruction book.Permission must be obtained from SeaTeam, before any boiler is shutdown for routine maintenance, if this affects charter speed for thevoyage.The opportunity should be taken to remove soot deposits and to cleanthe tubes, also to check the soot blowers and repair any defects, payingparticular attention to the blowing arcs and the condition of the blowernozzles.Water washing will usually be found to be the most effective method forthe removal of slag deposits but should not be done unless absolutelynecessary. A gentle but plentiful application of fresh water, as hot aspossible, and at least 76°C through a suitable lance, should loosen andwash away the slag. A fire should be flashed up as soon as possibleusing a small size burner tip to dry the refractory. Salt water must notbe used under any circumstances for water washing boilers or steamgenerators.There is little danger of major corrosion, by acid attack, taking placeduring the period of a normal in-service clean when the boiler would beexpected to be off-line for 48 hours. Major corrosion could occurshould the boiler be shut-down with wet refractory for an extendedperiod. Water washing must therefore be avoided prior to an extendedshut-down in excess of 48 hours. Should washing be unavoidable, priorto an extended shut-down, the refractory must be dried out using theforced draught fan and air heater or fired until dry.Controlled Revision: 01 Sep 2015TOM Part C – EOP Doc No. 003MAINTENANCE Approval: WBF Page: 24 of 35

Engineering Operational ProceduresThe refractory should be carefully inspected and repaired as required.Casings should be repaired as necessary and doors must be refittedcorrectly.Particular emphasis must be placed on the cleanliness of theeconomisers when washing and when blowing tubes.All safety precautions must be observed when firing and when washing.Junior engineers and crew must be supervised in order to maintainadequate safety standards.All low level trips, both level switch and transmitter actuated, must betested monthly. The operation of the fuel valves must be checked atthe same time. The test detail must be entered in the Engine Log.When tubes have been renewed, care must be taken to remove alltraces of the oil which is used when expanding the tubes. In the caseof an extensive renewal of tubes it is necessary to boil out the boiler toremove the oil.Where pneumatic hacksaws are supplied to ships they are specificallyfor cutting out otherwise inaccessible tubes. They should be treatedwith care and not used for any unauthorised maintenance work.Auxiliary Boilers Soot Blowing ProceduresGenerally, there will be a self cleaning effect of the generating tubebank due to the high flue gas velocity. However, deposits are formedon the heating surfaces, e.g. due to combustion of poor quality oil orreduced combustion quality. These deposits will accumulate on theheating surface of the generating tube bank if not removed by cleaning.The boiler is equipped with soot blowers for cleaning of the generatingtube bank. The soot blowers are manually operated and are arrangedfor direct connection to the steam system of the ship. In order to obtainefficient soot cleaning, the steam pressure must be at normal workingpressure. Furthermore, the boiler load should not be lower than 50%.This ensures a sufficiently high velocity of the flue gas, which isnecessary to carry loosened soot deposits out of the boiler.Precautions against Sparks from FunnelAt sea, where sparks / burning soot are observed being emitted fromthe funnel, measures to avoid such sparks falling on deck such asControlled Revision: 01 Sep 2015TOM Part C – EOP Doc No. 003MAINTENANCE Approval: WBF Page: 25 of 35

Engineering Operational Procedurescourse alteration, where possible, should be considered. Any specialoperations such as cargo tank cleaning, purging and gas freeingoperations should be ceased and all tank opening closed. • Boiler tubes should be soot blown prior to arrival and after departure from a port. Boiler tubes soot blowing should not be carried out at berth. At sea, the officer of navigational watch should be consulted, prior to such activity, and suitable measures adopted. • Duty deck personnel shall watch for sparks or soot emitting from the funnel. • If sparks from the funnel are observed, the duty engineer or Chief Engineer must be notified immediately • It should be noted that excessive soot blowing by means of steam might cause erosion damage on the generating tube bank. During operation of the boiler plant, the operating personnel should determine the necessity with regard to time intervals for soot blowing. This interval should then be increased or decreased to fit the specified plant.Boiler Lay UpThe method of laying up a boiler will depend on the conditions likely tobe experienced. The wet lay up method must be adopted for very shortlay ups only. The method to be adopted will be advised by SeaTeam.To lay up a boiler wet, it must be completely filled with distilled waterwhich has been chemically treated to bring the alkalinity up to amaximum of 300 ppm. All air should be allowed to escape through thesuperheater vent. A pressure of 3.5 bar should be raised hydraulicallyand maintained until the boiler is at engineroom temperature. Thesuperheater vents should then be tested to ensure that no air remains.It is then essential to establish that there are no leaks.Controlled Revision: 01 Sep 2015TOM Part C – EOP Doc No. 003MAINTENANCE Approval: WBF Page: 26 of 35

Engineering Operational Procedures3.7 Electrical SystemsSafety PrecautionsAll electrical conductors, installed in electrical equipment on boardshould be assumed to be live until they are isolated from all powersources.A test meter, suitable for the normal rated voltage should be used toprove the circuit is dead after isolation, before maintenance work onthe circuit may proceed.It is recommended that the correct operation of meters be proved bytesting on a live circuit immediately before and after being used toprove an isolated circuit.No tests should be applied to live main switchboard busbars. Thecircuitry within panels, motor control centres and starters, controlenclosures and other equipment may be supplied or energised frommore than one source at more than one voltage. Special care isneeded to isolate effectively such circuitry before maintenance workmay proceed.Where it is necessary to work in the vicinity of live conductors, aninsulating non-slip mat should be used as floor covering. This protectionis mandatory on switchboards.Rubber soled footwear should always be worn when working onelectrical equipment and the use of electrician's rubber gloves andinsulated tools is recommended. Clothing must be dry.The load must be isolated before fuse links are re-inserted into acircuit.Electrical apparatus must be maintained in good condition to ensureefficient operation and to afford maximum protection against shock tothe operator. Insulated control handles, knots or dials, e.g. on galleyrange equipment, must be replaced by exactly similar items made ofthe same material. In certain applications where 440 volt supplies areused, control knobs or handles are of insulated design to ensure safetyto personnel.Controlled Revision: 01 Sep 2015TOM Part C – EOP Doc No. 003MAINTENANCE Approval: WBF Page: 27 of 35

Engineering Operational ProceduresIt is important to ensure that portable electrical equipment with ametallic outer case has a secure earth connection. Equipment withworn or damaged flexible cables must not be used. The maintenance ofcargo clusters, electric drills, and old types of hand lamps arefrequently neglected. Earth connections must be checked frequentlyfor continuity and the cable entries at plug and equipment must beinspected frequently for chafing and wear.Portable equipment should be fed from outlets supplied by isolatingtransformers unless no such supplies are available on board.Any voltage should be regarded as capable of producing major injury orloss of life by electric shock.The Ship Captain's Medical Guide, Chapter 1, should be referred to fortreatment of victims of electric shock.Operation and MaintenanceThe electrical generating and distribution systems differ in manufacture,type of equipment and configuration, between ships. Instructions forthis particular equipment must always be followed.Where emergency diesel generators are referred to, these machinesconform to the following minimum classification requirements: • The generator is situated above the uppermost continuous deck. • The generator is situated outside the machinery space. • The fuel and cooling systems are self contained. • Two independent starting methods are provided. • The generator can provide power for the following services simultaneously: o Emergency lighting, navigation lights and daylight signalling lamp. o Emergency diesel-generator sets should be tested regularly for starting on power failure and coupling automatically to theControlled Revision: 01 Sep 2015TOM Part C – EOP Doc No. 003MAINTENANCE Approval: WBF Page: 28 of 35

Engineering Operational Procedures emergency switchboard. All diesel-alternator sets should be tested regularly on full load. o Batteries for starting purposes should be kept charged. Air receivers and fuel tanks should be kept full.Where two identical alternator sets are fitted they should be changedover at intervals not exceeding 1 month in order to maintain theinsulation, governors and bearings in good condition.In steam ships which are fitted with one main turbo-alternator and onediesel-alternator of the same capacity, the turbo-alternator will be inservice for much longer periods than the diesel-alternator. Thealternator heaters must be switched on in the diesel-alternator and alsothe emergency diesel generator in order to maintain the insulation ingood condition when these machines are not in use.These machines must also be turned regularly.The main alternator sets are designed to run in parallel for allconditions of loading and any instability should be investigated andrectified. In order to ensure that the sets are capable of satisfactoryload sharing, they should be left in parallel for approximately four hourson each change over. Inability to operate satisfactorily in parallel mustbe regarded as an operational defect and SeaTeam must be notified.When on standby conditions, a main alternator must be kept running atoperational speed, synchronised with the first alternator and supplyinga share of the load.Diesel-alternators are to be equally loaded and must not be allowed torun unloaded for more than a few minutes.All standby equipment including motors, feeder cables, steeringsupplies, etc., should be changed over with running equipment atregular intervals. Heaters, where fitted, should be switched on instandby electric motors.Battery SystemsBatteries must be maintained carefully in accordance with themanufacturers instructions.Controlled Revision: 01 Sep 2015TOM Part C – EOP Doc No. 003MAINTENANCE Approval: WBF Page: 29 of 35

Engineering Operational ProceduresBattery rooms must be adequately ventilated to prevent build up ofconcentrations of hydrogen gas.Where automatic equipment is installed to supply emergency lightingcircuits on failure of power to the switchboards, these circuits must betested weekly.Hazardous Area InstallationsAll installations in hazardous areas must be maintained in goodcondition.Flameproof equipment, in particular flameproof lighting fittings, mustbe maintained in a safe condition and the Chief Engineer must arrangefor the replacement of unserviceable equipment.Enclosure covers must be secured as specified by the manufacturers.Failure to observe these requirements will destroy the effectiveness ofthe enclosure and allow the external propagation of flame resultingfrom an internal ignition.Intrinsically safe installations usually use zener barrier devices toseparate parts of circuits which are installed in hazardous areas fromparts which are installed in safe areas. Their function is to limit theelectrical energy which may be transferred to the parts of the circuitwhich are installed in the hazardous areas under fault conditions. Theenergy limit is selected to ensure that an explosive mixture present inthe hazardous area cannot be ignited.The barrier units are sealed and must not be opened. Testing must beconfined to replacing a suspect unit with an identical spare. No othermaintenance action may be permitted.Warning: test meters must not be connected to the wiring on thehazardous side of the barrier.Dry-docking PrecautionsHeaters, where fitted to motors, alternators, switchboards, etc., shouldbe switched on throughout the dry-docking period. The actual operationof the heaters should be checked during the first day of the dry-dockingperiod. Heating lamps can be fitted to all motors not fitted with heaters,at the superintendent's discretion.Controlled Revision: 01 Sep 2015TOM Part C – EOP Doc No. 003MAINTENANCE Approval: WBF Page: 30 of 35

Engineering Operational ProceduresRegular insulation tests should be carried out on motors to ensure thata safe level is maintained, before any motors are started after the refitperiod.Earth Faults and Insulation TestingEarth indication lamps are located on all switchboards and certain sub-switchboards. Action must be taken as soon as possible to locate andclear an earth fault as soon as indication has been given by the lamps.Failure to clear one fault may result in failure of supply to equipmentand risk of fire or other damage to the electrical installation should asecond fault occur on another phase of the same system.Galley equipment, lighting fittings and domestic consumers are moreprone to earth faults than large engine room motors. If an earth faultis traced to a motor circuit the possibility of the fault existing in themotor control gear is likely and should not be overlooked.The more modern ships are provided with earth fault monitoring relaysand the relays should be tested regularly.500 Volt high voltage insulation testers of the Megger type or similarare supplied to ships and these should only be used to test equipmentconnected to medium and high voltage.High voltage insulation testers must not be used on alternator rotor orexciter windings which are rated for low voltage operation. Rectifiersand other semiconductor devices are also incorporated in thisequipment and the application of a high reverse voltage would causeserious damage to these devices. High voltage insulation testers mustnot be used on any part of electronic control circuits.As a general rule, all motors not fitted with operational heaters shouldbe tested prior to starting after a prolonged shut-down period.3.8 Planned Maintenance SystemMaintenance of machinery and equipment must always be based uponthe manufacturer's instructions, where maintenance procedures andintervals are specified. Maintenance routines must be planned toprevent machinery failure as a result of an oversight in scheduledmaintenance. Most SeaTeam vessels will implement a computerizedControlled Revision: 01 Sep 2015TOM Part C – EOP Doc No. 003MAINTENANCE Approval: WBF Page: 31 of 35

Engineering Operational ProceduresPlanned Maintenance System with a database of maintenance jobs tobe scheduled. For this purpose, the SeaTeam usually employs thefollowing as a company standard:• ShipNet PMSOther systems for planning maintenance may however be utilized incertain circumstances as deemed acceptable to management and inaccordance with the instructions from the technical superintendent. Inall cases, maintenance intervals for all critical and essential items mustbe specified. Overdue items should be reported to the technicalsuperintendent and fleet group manager as \"Maintenance not done\" sothat shore based personnel may follow-up and provide resources whennecessary.Changes must only be made to the system after discussion with theship's Fleet Group Manager, Superintendent and, for computerizedsystems, the software instruction manual.The following guidelines should be adhered to:• When the planned maintenance system indicates that a particular machine or item is due for attention, all routine maintenance such as greasing, oil changes, filter cleaning, etc., should automatically be done and the work recorded.• The Chief Engineer does not have the discretion to alter the frequency of planned maintenance schedules without confirmation and agreement from the Fleet Group Manager and Superintendent• If a machine has had abnormally low running hours since the last routine maintenance, the Chief Engineer may postpone part or all of the tasks to a later date, but must report the job as maintenance not done.• Where the planned maintenance system indicates that a major overhaul is due, the Chief Engineer should verify if there has been any deterioration in performance. Where vibration monitoring records are available these should be used, in conjunction with inspection while running, to determine if performance remains within satisfactory limits. If it is concluded that the machine does not exhibit any deterioration in performance, the data should beControlled Revision: 01 Sep 2015TOM Part C – EOP Doc No. 003MAINTENANCE Approval: WBF Page: 32 of 35

Engineering Operational Procedures discussed with the Superintendent to determine if it is feasible to defer the overhaul to the next due date.3.9 Lubrication RoutinesA programme of routine lubrication must be specified either in theplanned maintenance system or on a charted schedule specific to theship. Lubrication routines should include all permanent fittings andequipment including, but not limited to the following:• Fittings and equipment in the main machinery spaces.• Fire flaps, skylights, doors and openings.• Life boat davits / launching arrangements• Ventilation equipment.• Winches, windlasses, cranes and other deck machinery.• Fittings installed in forced ventilation trunking within the machinery spaces.• Telegraph and Tele-motors.3.10 Lifting EquipmentIt is important that lifting equipment, including chain blocks, beams andtrolleys, wire ropes and slings, are regularly inspected by a competentofficer. A thorough annual inspection must be carried out to safeguardagainst defects and material failure in this equipment. The results ofsuch inspections must be recorded in the cargo/lifting gear book andWire Ropes and signed by the person carrying out the inspection.• Chain blocks should be tested and certified during the ship's dry- dock/repair period and a record kept with the ship's Cargo Gear Book.• On ships fitted with elevators, regular maintenance is to be carried out as required by the manufacturers. Whenever possible, this should be arranged to coincide with repair periods.Controlled Revision: 01 Sep 2015TOM Part C – EOP Doc No. 003MAINTENANCE Approval: WBF Page: 33 of 35

Engineering Operational Procedures o Any elevator maintenance carried out must be entered in the register and signed by the inspector o An annual inspection is to be conducted by the chief engineer and recorded.3.11 Calibration of InstrumentsThe following instruments (if onboard) will be calibrated according tothe maker's recommendations. Unless other intervals are specified,calibration will be conducted at least every 12 months. The calibrationwill be accomplished with certified equipment, samples or testspecimens. If these are not onboard, maker’s recognised agents orService Company should be used for the calibration process. Eachinstrument will be identified by a number and the last calibration datewill be indicated on the instrument. These details will be also enteredin a specific Equipment Calibration Record on TECH Form 002.• Instruments o Cargo Loading Instruments o Test Manometers o Test Thermometers o Main and Aux Engine Manometers o Main and Aux Thermometers o Boiler Manometers o Boiler Thermometers o ODME – Each Dry Docking o Bilge Oily Water Separator – Each Dry Docking• A 'Calibration Certificate' is to be obtained specifying each unit by manufacturer, type and serial numberControlled Revision: 01 Sep 2015TOM Part C – EOP Doc No. 003MAINTENANCE Approval: WBF Page: 34 of 35

Engineering Operational Procedures Documentation and Filing o SeaTeam Form No. TECH 020 o ShipNet PMS o SeaTeam Form No. HSQE 004 o SeaTeam Form No. TECH 002 Distribution o SeaTeam - Copy o Full Management Vessels – File Originals References o ShipNet Users Manual o ISM Code o ISO 9001 o ISO 14001Controlled Revision: 01 Sep 2015TOM Part C – EOP Doc No. 003MAINTENANCE Approval: WBF Page: 35 of 35

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

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

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

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

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

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

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

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

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

Engineering Operational Procedures Documentation and Filing o Engine Log o Deck Log Distribution o SeaTeam o Full Management Vessels – File Originals References o NilControlled Revision: 01 Feb 2010TOM 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 2010TOM 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 2010TOM 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 2010TOM 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 2014TOM 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 2014TOM 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 2014TOM 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 2014TOM 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 2014TOM 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 2014TOM 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 2014TOM 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 2014TOM 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 2014TOM 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 2014TOM 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 2014TOM 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 2014TOM 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 2014TOM 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 2014TOM 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 2014TOM 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 2014TOM 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 2014TOM 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 2014TOM 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 2010TOM 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 2010TOM Part C - EOP Doc No. 009FUEL AND LUBE OIL ANALYSIS Approval: WBF Page: 2 of 2