HLB ISM SMM rev2

Hermann Lohmann Schiffsverwaltungs GmbH

_____________________________________________________________________

7.4.5Supporting Documents

Formal Risk Assessment.

COSWP Chapter I (MCA Code of Safe Working Practice for Merchant Seamen)

Existing Checklists and Procedures for:

Fuel Transfer/Bunkering

Voyage Planning

Food hygiene / Sanitation / Disinfection

Arrival/Departure/Anchoring

Hot/Cold Work

Working Aloft

Working Overside

Entry Into Enclosed Spaces

Etc.

Guidelines for port State control officers under the MLC, 2006

IACS Unified Interpretation of ISM 1.2.2.2

7.5 Implementation of Corrective Actions

Competent analysis of all causes leads to the development of proper and effective remedial actions.

Remedial actions identified at site level shall be implemented immediately.

The Company will ensure that:

-all mechanism is in place which ensures that further remedial actions are taken following significant incidents if considered necessary

-responsibility for implementing each recommended follow-up actions is clearly assigned and understood

-lessons are communicated to strengthen the SMS, and to help others to prevent similar incidents

-all information should be communicated to other department and ships

Any necessary remedial steps identified during the investigation should be reviewed periodically to ensure that they are satisfactorily followed up.

Rev. 2

Page: 41

Hermann Lohmann Schiffsverwaltungs GmbH

_____________________________________________________________________

Chapter 8 Maintenance of Ship & Equipment

8.1 Description of Maintenance System

To ensure that The Company’s maintenance demands are fulfilled and inspections are held at appropriate intervals, the Annual Audit Plan is being developed. Non-Conformities and deficiencies to be reported immediately from the ship to The Company and vice versa. Appropriate corrective actions can be traced in the NCR .

In order to assist the Management and Masters to keep their ship in good and safe condition the below rules should be checked to be fulfilled on board the ships and ashore.

The maintenance system should include the following:

All Certificates, documents, condition of hull and machinery, equipment and the living conditions as well as adherence to operation requirements and the manning of ships should be checked to fulfil the following rules:

-International Convention for Safety of Life at Sea (SOLAS) 1974 with its protocol as amended

-International Convention of Load Lines (LLC) 1966

-International Convention for the Prevention of Pollution from Ships (MARPOL) 1973 with its protocols

-International Convention on Standard Training, Certification and Watch Keeping of Seafarers (STCW) 1995

-Convention of the International Regulation for Preventing Collisions at Sea (COLREG) 1972

-Merchant Shipping (Minimum Standard) Convention 1971 (ILO Convention N°. 147)

-Manufacturers requirements

-Classification requirements

The checklist should be used at regular intervals. The list does not claim to be complete!

To be sure that the ship is in good condition, the Captain, the Officers and Engineers have to:

-check the hull, the accommodations, the equipment and the engine as described in the maintenance procedures

-Non-Conformities have to be reported

-Corrective actions have to be carried out, reported and to be checked after implementation

There are procedures ensuring, that

-the ship is always in good and safe condition

-the stand by equipment and safety relevant equipment that exists only once on board is working at any time needed (generators, rudder, emergency generator, fire alarm system, crankshaft oil detector, emergency stop, main engine etc)

8.1.1 Critical and Standby equipment

General and Identification of Critical Equipment

Critical and Standby Equipment and systems on board are to be identified, tested and maintained to ensure functional reliability in accordance with the nomination displayed in from MR 01 With this form procedures are established to identify equipment and technical systems the sudden operational failure of which may result in hazardous situations. The measures mentioned include the regular testing of stand-by arrangements and equipment or technical systems that are not in continuous use.

Rev. 2

Page: 42

Hermann Lohmann Schiffsverwaltungs GmbH

_____________________________________________________________________

Critical Equipment and systems are functions where sudden loss of functional capability or where failure to respond when activated, manually or automatically, may create hazardous situations or accidents.

Standby Equipment and systems is critical equipment that is not regularly used and is used as an emergency and auxiliary unit when a failure occurs to the main unit.

Regular testing of stand-by arrangements are to be provided to ensure that a single failure does not lead to a hazardous situation.

Items and functions that are not continuously active or that have been inactive for some time are to be tested regularly and prior to entering into operational phase where these functions become critical.

8.2 Shore Based Inspection

8.2.1 General

All ships under the management of the Company will be inspected regularly, but minimum once a year by the DP Designated Person or the superintendent respectively their nominated substitutes. During the inspection the Shipboard Management Team will discuss problems, incidents, necessary amendments to the system, and Non-Conformities that have occurred between the present and the last inspection and are not finally solved. The DP or the superintendent respectively their nominated substitutes will also make a general inspection of the ship and equipment to ensure that ship and equipment are in good and safe working condition.

8.2.2 Reporting and Documentation

To verify that inspection is done properly and for documentation purposes an Inspection Report will be drawn up. Both the Inspection Report and the Audit Plan will be kept in the head office.

8.2.3 Repairs and Reports

To ensure that the DP and the superintendent respectively their nominated substitutes are informed about ships and ships equipment status, the Master to make sure, that the respective regular reports are being sent to the Company.

8.3 Main Engine

8.3.1 Scope

Defining the controls and activities required to ensure that:

-the main engine is always in good and safe condition

-maintenance is done regularly

Rev. 2

Page: 43

Hermann Lohmann Schiffsverwaltungs GmbH

_____________________________________________________________________

8.3.2 Responsibilities

Responsible for the maintenance of the Main Engine is the Chief Engineer. He has to ensure that all

-inspections are held at intervals stated by the Company/Main Engine Producer

-any non-conformity is reported with its possible cause, if known

-appropriate corrective action is taken, and

-records of these activities are maintained

8.3.3 Plans and Forms to be used for Main Engine Maintenance

-MR 01 Monthly Report reg. Engine Maintenance.

-MR 03 Air tightness test

-MR 07 Eng. Hand over

8.3.4 Maintenance Process of Main Engine

The Main Engine will be inspected and maintained as stated in the Maintenance Reports respectively in accordance with the Manufacturers instructions. All running hours mentioned in the Maintenance Plans are about. The Chief Engineer can extent the running hours if he is of the opinion to do so but he should put a remark into his monthly record. To assist the Engine Crew during inspection, maintenance and repair the Manual of the Main Engine can be found in the Engine Control Room (ECR). This Manual gives a detailed working instruction for each work to be carried out due to the Maintenance Plan.

8.3.5 Reporting and Documentation

The Copies always to be forwarded together with other monthly mail to The Company and the Originals to be filed in a folder supplied by the Company lead consecutively. The folder is to be kept aboard the ship in accordance with Chapter 9.2.1 of this Manual.

8.4 Engine Equipment

The overall Responsibility for the maintenance of all engine equipment lies with the Engineer Department.

The Chief Engineer must report every operational difficulties that will effect the safety of Crew and ship to the Master.

8.5 Maintenance of Auxiliary and Emergency Engines

Auxiliary and Emergency Engines are maintained by the Chief Engineer in accordance with the Maintenance Reports issued by The Company and corresponding MR-Forms to be lead consecutively.

8.6 Maintenance of Steering Gear and Equipment

The Chief Engineer is solely responsible for the reliable operation and maintenance of every part of the controlling gear from the navigation bridge to the steering gear.

The Chief Engineer and the Master should be personally satisfied by testing that the steering gear is working satisfactory BEFORE the ship leaves port.

Rev. 2

Page: 44

Hermann Lohmann Schiffsverwaltungs GmbH

_____________________________________________________________________

8.7Lubrication System of the vessel

8.7.1General

For the lubrication on board of the ship only oil should be used stated in the lubrication chart respectively what is being advised by the superintendent ashore.

8.7.2 Maintenance

The Chief Engineer solely is responsible that lubrication of all engines and equipment on board is done regularly. Oil used by the Main Engine and Auxiliary Engines has to be purified to avoid damages.

8.7.3 Oil Samples

The Company effects a contract with the general lubrication oil supplier and same will furnish each vessel of the Company with necessary equipment to take regular oil samples. Corresponding instructions will be given by the Company respectively by the service company. Each oil sample will be tested by an independent laboratory and the superintendent ashore will confirm the results of each sample to the ship in written. Each test result to be kept in a separate folder in the ECR.

8.8 Centrifugal Separators

Separators are an essential part of the enforced lubricating system. It is important to keep and use them in efficient working condition according to the Manufacturer’s instruction.

8.9 Cooling System

Chemical compounds and soluble oils are employed as anti-corrosive agent in the fresh water system of engines. The concentration should be kept within the recommended limits indicated in the water treatment pamphlet.

Regular tests of cooling water in circulation are to be carried and recorded in the log sheet. The required maintenance can be found in the corresponding maintenance forms.

8.10 Fuel Oil System

8.10.1 Fuel

All fuel supplied has to be within the specifications provided for this ship. Fuel oil samples, as stated in 8.7.3, to be sent to independent laboratories regularly.

8.10.2 Fuel Oil System

The Fuel Oil System should be controlled and maintained regularly.

Rev. 2

Page: 45

Hermann Lohmann Schiffsverwaltungs GmbH

_____________________________________________________________________

8.11 Standby Pumps and Equipment Engine Room

The Chief Engineer is responsible for the maintenance of the standby pumps and other standby equipment in the engine room. This equipment has to be maintained as stated in the Maintenance Reports issued by The Company respectively the booklets of the Manufacturer.

8.12 Boiler

The Chief Engineer is responsible for the maintenance of the boiler in the engine room. This equipment has to be maintained as stated in the booklets of the Manufacturer.

8.13 Air Filters for Ventilating Systems

The responsibility for cleaning the air filters for ventilation and air conditioning lies by the Engineering Department.

8.14 Main Engine Emergency Valves

The Emergency Stop Valves should be operated regularly when the vessel is in port.

8.15 Fuel, Fresh Water and Deep Tanks

The Chief Engineer is in charge of the pumps, pipes and valves to all tanks on board the ship.

8.16 Electrical Equipment

8.16.1 Maintenance

The Chief Engineer is responsible for the maintenance of every part of the ship’s electrical installation, with the exception of electronic navigation instruments, stability and bridge computers and the radio installation.

The electrical equipment throughout the vessel must always be maintained in a safe and reliable condition.

8.17.4 Oil Record Book and Control

When one of the following operations takes place, details have to be recorded in the Oil Record Book:

-disposal of oil residues (sludge) from bunker, fuel, bilge tanks or other sources

-transferring the residues to another tank or burning the residues

-when residues are delivered to shore facilities, a receipt should always be obtained from the receiving company for the quantity delivered and kept in a separate file

-accidental or other exceptional discharge or escape of oil etc

-cleaning of bunker fuel tanks during a voyage

-bunkering of fuel and lubricating oil

Rev. 2

Page: 46

Hermann Lohmann Schiffsverwaltungs GmbH

_____________________________________________________________________

8.17.6 Fuel Change Over

8.17.6.1 Purpose

Prevention of air pollution and prevention of Mein Engine start problems on DO.

8.17.6.2 Reference/ Regulation

MARPOL Annex VI

A 0,1 % sulphur limit starts to apply to all types of marine fuels used by ships at berth in EU ports. This applies to any use of the fuel with the following exceptions:

-Ships, which spend less than 2 hours at berth according to published time-tables.

-Ships, which switch off all engines and use shore-side electricity.

8.17.6.3 Responsibilities

Chief Engineer

8.17.6.4 Procedure

General

Fuel shall be changed over in due time prior passing the i.e. SECA boundaries.

When changing from high to low sulfur, several conditions must be taken into account in order to determine the time needed until low sulfur fuel will be burned by the ME:

1.Revolution/load of ME

2.Temperature of fuel

3.Content of service tank(s)

4.Diameter of fuel piping

5.Condition of fuel filters

Only low sulfur fuel may be burned when entering the SECA, therefore proper pre-planning is necessary:

8.17.6.5 Proper Pre-Planning

Time for change over from HFO to DO 1h 15 min (DO temp afterwards at around 60°C). Additional time to cool down system to <= 50°C 3 to 4 hrs. Minimum change over time before engine can be used for maneuvering (start/ stop maneuvers): 4 - 5 hrs.

MAIN TERMS to be watched and maintained at all times Fuel change over shall be done at the lowest possible ME revolutions. DO Viscosity never to drop below 2 cSt.

8.17.6.6 Change Over during Main Engine running – HFO to MDO/MGO

Fuel change over shall be done at the lowest possible ME revolutions. DO Viscosity never to drop below 2 cSt.

Rev. 2

Page: 47

Hermann Lohmann Schiffsverwaltungs GmbH

_____________________________________________________________________

1.) Set correct Temperatures

***Rapid temperature changes in fuel oil system have to be avoided ***

Ensure HFO oil in service tank is at normal temperature (lower or equal 90°C)

Cut off steam supply to fuel oil pre-heater and heat tracing.

2.) Fuel change over

When temperature in HFO Pre-heater has dropped about 35°C but not less than 75°C, turn the change-over-cock to MDO.

When temperature suddenly drops during change over – supply a little steam/HFO to the preheater this will ease the temperature drop

DO Viscosity not to drop below 2 cSt as this might cause fuel pump and fuel valve scuffing

3.) After successful change over

Cylinder Oil Feed Rate to be reduced to a minimum of HMI 55 over-additivation may result in liner polishing and deposit formation on the piston, both phenomenons may increase the risk of scuffing significantly.

Pior to arrival to pilot in safe distance to shore and other ships, after engine is running for 4 to 5 hrs on DO/MGO an engine start (ahead/stop/astern/stop) test should be carried out, to ensure safe starting of the engine (To be documented in Log Books).

8.17.6.7Change Over during Main Engine Running – MDO/MGO to HFO

Fuel change over shall be done at the lowest possible me revolutions

1.) Set correct Temperatures

***Rapid temperature changes in fuel oil system have to be avoided ***

Ensure hfo oil in service tank is at normal temperature

The temperature difference between HFO STk and MDO in Fuel System to be not more than 40°C

DO Viscosity not to drop below 2 cSt as this might cause fuel pump and fuel valve scuffing

Adjust viscosity controller manually in Fuel Unit that will allow Temperature of DO to rise of about 2°C/min

2.) Fuel change over

When temperature requirements are fulfilled turn the change-over-cock to HFO (supply and return line)

Adjust temperature rise to 2°C / min until required HFO viscosity is reached.

After successful change over:

Cylinder Oil Feed Rate to be adjusted according to the HFO Sulphur Level.

8.17.6.8 Supporting Documents

REP20 ME Fuel Change-Over Log

CL19 ME Fuel Change-Over Checklist

Low Sulphur Guideline (by Wartsila)

Operation SECA’s and how to comply (by DNV)

SECA Guideline (by VDR)

Rev. 2

Page: 48

Hermann Lohmann Schiffsverwaltungs GmbH

_____________________________________________________________________

8.18 Deck Equipment

8.18.1 Hull

The Chief Engineer is responsible for the structural maintenance of the ship; the Master has to check the status of the ship’s structure regularly.

Thus, the Master has to check the double bottom tanks, cofferdams, pipe ducts, deep tanks and refrigerated spaces and he should become familiar with the ventilation and drainage of all compartments throughout the ship.

If a double bottom tank or pipe conduct is opened for survey the Chief Engineer should check tank and fitting internally.

Double bottom tanks in way of all cargo spaces should be pressure tested as instructed by the corresponding Classification Society. The Chief Engineer to check the tank top, manhole covers, air and sounding pipes on each occasion the tank is tested.

8.18.2 Cargo Gear and Hatch Cranes

The Chief Mate is responsible for the structural maintenance of the cargo gear, if any, the hatch cranes respectively the hydraulic system of hatch covers.

8.18.3 Deck

The Chief Mate is responsible for the structural maintenance of the deck. Doors and closing appliances, windlass, mooring winches and –arrangements and the lashing material have to checked regularly.

8.19 Bow Thruster(s)

Prior entering or leaving port, the electric or hydraulic motor for driving the bow thrusters(s) unit is to be started up and tested through to ensure that everything is in good working condition. Responsible is the Master.

8.20 Fire Detection and Fire Fighting Equipment

The Master has the responsibility for a good working condition of all Fire Fighting Equipment. The Fire Fighting Equipment is to be checked and tested frequently.

8.21 Fire Flaps

Fire Flaps should be in good working condition at any time!

8.22 Safety and Life Saving Equipment

The Master mutually are responsible for the good working condition of all Safety and Life Saving Equipment aboard the ship.

Rev. 2

Page: 49

Hermann Lohmann Schiffsverwaltungs GmbH

_____________________________________________________________________

8.23 Hydraulic System for Anchor Winch and Hatch Cover

The Chief Mate is responsible for the good working condition of the hydraulic system. He has to check the oil level and the hydraulic generators regularly. If any error occurs, he and the Chief Engineer are responsible for the proper repair of the system. REP24 is to be considered. Should the assistance by a shore service company deemed necessary, same to be liaised together with the superintendent respectively the technical department of The Company.

8.24 Maintenance of Cargo Equipment

8.24.1 Cargo Securingand Lashing Equipment

The Chief Mate is responsible for the Cargo Securing and Lashing Equipment aboard the ship.

8.25 Bridge Equipment

8.25.1 Radar

The radars are maintained according to the Classification Society’s regulations. Anyway, all radars on board the ship are to be checked before departure. If any failures are observed the Company is to be consulted in due course.

8.25.2 Magnetic Compass and Gyro

The Magnetic Compass and the Gyro are to be checked according to the regulations of Manufacturer and the Classification Society. However, they are being tested before each departure.

8.25.3 Radio and GMDSS Equipment

Shore based maintenance is being carried out as stated in the Shore Based Maintenance

Agreement of which a copy is to be displayed on vessel’s bridge. The Master is to ensure that

Radio and GMDSS Equipment is always in good working condition.

Emergency Communication Equipment (e.g. SSAS) will additionally be checked and maintained as per prescriptions of the Classification Society or the Flag State.

Rev. 2

Page: 50