P267 ELISABETH Maersk - Deck visit section 1.qxd

Millennium Mærsk Deck Operating Manual

Issue: 1 Front Matter - Page 1 of 10

Deck Operating Manual

List of Contents:

Issues and UpdatesMechanical Symbols and Colour SchemeIntroduction (include Marpol Reg 13B and 15[3], [C])

Part 1: Ship Information

1.1 Principal Data1.1.1 Principal Particulars1.1.2 Tanks and Capacity Plan

1.2 Ship Handling1.2.1 Turning Circles1.2.2 Manoeuvring1.2.3 Visibility Over Bow

1.3 Performance Data1.3.1 Fuel Oil Consumption/Power Data1.3.2 Speed/Power Curve Data1.3.3 Limitations on Operating Machinery1.3.4 Ship Squat Values

Illustrations1.1a General Arrangement - Main Deck1.1.b General Arrangement - Navigation and E Decks1.1.c General Arrangement - Decks C and D 1.1.d General Arrangement - Decks A and B1.2.1a Turning Circles1.2.2a Manoeuvring Crash Stop Astern Test (Loaded Condition)1.2.2b Manoeuvring Inertia Stop Test (Loaded Condition)1.2.3a Visibility Diagrams1.3.2a Speed/Power Curves1.3.4a Ship Squat Values

Part 2: Cargo System Description

2.1 Cargo Tanks Layout

2.2 Cargo Piping System2.2.1 System Description2.2.2 Measuring and Sampling2.2.3 Slop Tank Usage2.2.4 Slop Tank Heating

2.3 Cargo Pumps2.3.1 Main Cargo Pumps2.3.2 Stripping Pump and Eductors2.3.3 Automatic Cargo Stripping System2.3.4 Cargo Valves2.3.5 Pressure/Vacuum (PV) Valves

2.4 Inert Gas System 2.4.1 Main Inert Gas System2.4.2 Inert GasTopping Up Generator

2.5 Crude Oil Wash and Tank Cleaning System2.5.1 System Description2.5.2 Maintenance (Routine Maintenance in Operation Only)

2.6 Hydraulic Systems2.6.1 Cargo and Ballast Valve Hydraulic System2.6.2 Deck Mooring Hydraulic System

2.7 Ballast System2.7.1 System Descriptions2.7.2 Operation2.7.3 Venting

Illustrations2.1a Cargo Tanks Layout2.2.1a Cargo Piping System2.2.2a Measuring and Sampling2.3.1a Main Cargo Pumps2.3.1b Main Cargo Pump Characteristic Curves2.3.3a Automatic Cargo Stripping System2.3.5a Pressure/Vacuum Valve2.4.1a Inert Gas System - Deck2.4.1b Inert Gas System - Engine Room2.6.1a Cargo Valve Remote Control System2.6.2a Deck Mooring Hydraulic System2.7.1a Cargo Ballast System2.7.2a Ballasting2.7.2b Deballasting

Part 3: Cargo Handling Procedures

3.1 Cargo Handling Operation Sequence Diagrams3.1.1 Loading3.1.2 Discharging

3.2 Inerting Cargo Tanks3.2.1 Initial Inerting3.2.2 Use with/without Vapour Emission Control (VEC)

3.2.3 Loading3.2.4 Discharging

3.3 Loading Cargo3.3.1 Loading a Single Grade Cargo3.3.2 Loading a Multigrade Cargo

3.4 Discharging Cargo3.4.1 Full Discharge3.4.2 Discharge of a Single Grade Cargo with COW of No.1 Centre

COT, No.4 Wings COT and Both Slop Tanks3.4.3 Discharging a Three Grade Cargo, Full COW

3.5 Crude Oil Washing and Tank Cleaning3.5.1 Tank Cleaning System3.5.2 Tank Cleaning Machine Description3.5.3 Crude Oil Wash3.5.4 Water Wash - (Cold or Hot)

3.6 Gas Freeing3.6.1 Gas Freeing for Entry3.6.2 Gas Freeing for Hot Work

3.7 Ballasting and Deballasting Operations3.7.1 Heavy Weather Ballasting3.7.2 Line Cleaning3.7.3 Oil Discharge Monitoring Equipment

Illustrations3.2.1a Initial Inerting of Cargo Tanks3.2.2a Vapour Emission Control System3.2.4a Inerting Cargo Tanks During Discharge3.3.1a Loading Cargo - Single Grade3.3.2a Loading Cargo - Multigrade3.4.1a Full Discharge 3.4.2a Full Discharge of a Single Grade with Partial COW3.4.3a Discharging a Three Grade Cargo, Full COW3.4.3b Stripping Lines Ashore with the Stripping Pump3.5.1a Tank Cleaning System3.5.2a Tank Cleaning Machine3.5.3a Crude Oil Wash3.5.4a Closed Cycle Washing, No.3 Centre3.6a Gas Freeing3.7a Heavy Weather Ballasting3.7b Heavy Weather Deballasting3.7.2a Line Cleaning No.1 MCP3.7.2b Line Cleaning No.2 MCP3.7.2c Line Cleaning No.3 MCP3.7.2d Line Cleaning Stripping Pump3.7.3a ODME System



Part 4: Cargo Operations - Control and Instrumentation

4.1 Control Systems 4.1.1 System Overview4.1.2 Mimic Panels4.1.3 Control of Valves and Pumps

4.2 Ship’s Control Centre, Console and Panels

4.3 Cargo and Ballast Tank Instrumentation System4.3.1 Cargo Tank Level Measurement4.3.2 Remote Sounding and Draught Gauge System4.3.3 Gas Detection System

Illustrations4.1.2ai Mimic Panels4.1.2aii Mimic Panels4.2a Ship’s Control Centre Layout4.3.1a Tank Level Measurement and Alarms4.3.1b Saab Tank Level Monitor Display4.3.2a Remote Sounding and Draught Gauge System4.3.3a Gas Detection Panel

Part 5: Emergency Systems and Procedures

5.1 Emergency Procedures Deck5.1.1 Fire Hydrant System5.1.2 Deck Foam System5.1.3 Discharge of Cargo from Damaged Tank5.1.4 Oil Spill and Pollution Prevention5.1.5 Emergency Inerting of Ballast Tanks5.1.6 Fire Detection System5.1.7 Fire Dectection and Alarm Plans5.1.8 Fire Fighting Plans5.1.9 Life Saving Plans

5.2 Emergency Procedures Navigation5.2.1 Steering Gear Failure5.2.2 Main Engine Failure5.2.3 Man Overboard5.2.4 Search and Rescue5.2.5 Collision and Grounding5.2.6 Towing and Being Towed5.2.7 Fire5.2.8 Flooding5.2.9 Abandon Ship5.2.10 Piracy Attack5.2.11 Emergency Reporting5.2.12 AMVER

Illustrations5.1.1a Fire Hydrant Systems5.1.2a Foam System5.1.5a Emergency Inerting of Ballast Tanks5.1.5b Emergency Inerting, Ballast Tank No.2 (Port Side)5.1.6a Fire Detection Panel5.1.7a Fire Detection and Alarms - Navigation and Bridge Deck5.1.7b Fire Detection and Alarms - Deck D and E5.1.7c Fire Detection and Alarms - Deck C and B5.1.7d Fire Detection and Alarms on Deck A5.1.7e Fire Detection and Alarms Upper Deck5.1.7f Fire Detection and Alarms 2nd Deck and Steering Gear5.1.7g Fire Detection and Alarms Floor Plan and 3rd Deck5.1.8a Fire Fighting Equipment and Dampers - Navigation and

Bridge Deck5.1.8b Fire Fighting Equipment and Dampers - Deck E and D5.1.8c Fire Fighting Equipment and Dampers - Deck C and B5.1.8d Fire Fighting Equipment and Fire Dampers - Deck A5.1.8e Fire Fighting Equipment and Fire Dampers - Upper Deck 5.1.8f Fire Fighting Equipment and Fire Dampers - On Deck5.1.8g Fire Fighting Equipment - Bosun's Store and Steering Gear5.1.8h Fire Fighting Equipment and Fire Dampers - 2nd Deck5.1.8i Fire Fighting Equipment and Fire Dampers - Floor and 3rd

Deck Plan5.1.9a Life Saving Equipment and Escape Routes - Navigation and

Bridge Deck5.1.9b Life Saving Equipment and Escape Routes - Deck E5.1.9c Life Saving Equipment and Escape Routes - Deck C and D5.1.9d Life Saving Equipment and Escape Routes - Deck A and B5.1.9e Life Saving Equipment and Escape Routes Upper Deck 5.1.9f Life Saving Equipment and Escape Routes On Deck5.1.9g Life Saving Equipment and Escape Routes - Bosun's Store and

Steering Gear5.1.9h Life Saving Equipment and Escape Routes - 2nd Deck5.1.9i Life Saving Equipment and Escape Routes - 3rd Deck5.1.9j Life Saving Equipment and Escape Routes - Floor Plan5.2.1a Steering Failure5.2.4a Search Patterns

Part 6: Deck Equipment

6.1 Mooring 6.1.1 Mooring Arrangement6.1.2 Anchoring Arrangement6.1.3 Aft Emergency Towing Arrangement6.1.4 Anchoring, Mooring and Towing Procedures

6.2 Lifting and Access Equipment6.2.1 Deck Cranes6.2.2 Stores Crane6.2.3 Accommodation Ladders6.2.4 Pilot Ladder

6.3 Lifesaving Equipment6.3.1 Lifeboats and Davits6.3.2 Rescue Boat6.3.3 Liferafts6.3.4 Self-Contained Breathing Apparatus 6.3.5 Breathing Air Compressor6.3.6 Lifeboat Survival Guide

6.4 Safety Equipment6.4.1 Hydrocarbon and LEL Detector6.4.2 Oxygen Meter6.4.3 Personal H2S and Oxygen Detector

Illustrations6.1.1a Mooring Arrangement6.1.3a Aft Emergency Towing Arrangement6.2.1a Hose Handling Cranes6.2.2a Provision/Service and Engine Room Cranes6.2.3a Accommodation Ladder6.3.1a Lifeboat and Davits6.3.2a Liferaft Release6.3.5a Fire Fighting Equipment6.4.1a Hydrocarbon and LEL Detector6.4.2a Oxygen Meters6.4.3a Personal H2S and Oxygen Detector



Part 7: Bridge Layout and Equipment

7.1 Bridge Layout and Equipment7.1.1 Bridge Consoles

7.2 Integrated Navigation System7.2.1 RadarOperating 7.2.2 Operating Procedures

7.3 Autopilot System7.3.1 Steering Stand7.3.2 Gyrocompass7.3.3 Autopilot7.3.4 Procedures

7.4 Main Engine Manoeuvring Control7.4.1 Controls7.4.2 Procedures

7.5 Discrete Equipment7.5.1 Speed Log7.5.2 Loran C7.5.3 GPS Navigator7.5.4 Echo Sounder

7.6 Communications Systems7.6.1 GMDSS7.6.2 Sound Powered Telephones7.6.3 Automatic Telephone System7.6.4 Public Address System7.6.5 SatCom B System

7.7 Lighting Systems7.7.1 Navigation Lights7.7.2 Deck Lighting

Illustrations7.1a Bridge Layout7.2.1a Radar Equipment7.2.2a Radar Operation7.3.1a Steering Stand7.3.3a Gyrocompas and Autopilot System7.4.1a Main Engine Control System7.4.1b Main Engine Control Panels on the Bridge7.4.2a Main Engine Local Control Station7.5.1a Speed Log7.5.2a Loran C7.5.4a Echo Sounder7.6.1a GMDSS Equipment7.6.1b VHF DSC Systems7.6.1c VHF RT System7.6.1d MF/HF DSC System7.6.1e Portable VHF Transceivers7.6.1f Sat C System7.6.1g Actions Following GMDSS Alert7.6.1h Navtex Receiver7.6.2a Sound Powered and Intrinsically Safe Telephone Systems7.6.4a Public Address System7.6.4b Public Address Unit7.6.5a SatCom B system7.7.1a Navigation and Signal Lights 7.7.1b Signal Light Panels7.7.2a Deck Lighting Plan

Part 8: Trim and Stability

8.1 Loading Computer8.2 Trim and Stability Diagrams

Illustrations8.1a Loading Computer - A Page8.1b Loading Computer - B Page8.1c Loading Computer - C Page8.1d Loading Computer - T Page8.2a Loading Condition - Lightship8.2b Loading Condition - Docking8.2c Loading Condition - Normal Ballast (Dep)8.2d Loading Condition - Normal Ballast (Arr)8.2e Loading Condition - Emergency Ballast (Dep)8.2f Loading Condition - Emergency Ballast (Arr)8.2g Loading Condition - Homogeneous Cargo (Dep)8.2h Loading Condition - Homogeneous Cargo (Arr)

Part 9: Miscellaneous Procedures

9.1 Passage Planning

9.2 Operational Procedures9.2.1 Bridge Teamwork9.2.2 Taking Over Watch9.2.3 Watchkeeping9.2.4 Pilot Procedures9.2.5 Weather Reporting

9.3 Helicopter Procedures9.3.1 Landing9.3.2 Winching

9.4 Garbage Management Plan

9.5 Enhanced Hull Inspection9.5.1 Procedures

Illustrations9.1a Checklist - Passage Planning (i)9.1b Checklist - Passage Planning (ii)9.1c Checklist - Passage Planning (iii)9.1d Checklist - Pre-Departure9.1e Checklist - Pre-Arrival9.2.1a Bridge Teamwork9.2.2a Checklist - Taking Over The Watch9.2.4a Checklist - Pilot Procedures (i)9.2.4b Checklist - Pilot Procedures (ii)9.3a Checklist - Helicopter Procedures9.3b Helicopter Operations9.4a Garbage Management Plan - i9.4b Garbage Management Plan - ii9.5.1a Ballast Tank 1 (Port side)9.5.1b Ballast Tank 1 (Starboard side)9.5.1c Ballast Tank 2 (Port side)9.5.1d Ballast Tank 2 (Starboard side)9.5.1e Ballast Tank 3 (Port side)9.5.1f Ballast Tank 3 (Starboard side)9.5.1g Ballast Tank 4 (Port side)9.5.1h Ballast Tank 4 (Starboard side)9.5.1i Ballast Tank 5 (Port side)9.5.1j Ballast Tank 5 (Starboard side)



Issue and Update ControlThis manual is provided with a system of issue and update control. Controlling documents ensure that:

• documents conform to a standard format;

• amendments are carried out by relevant personnel;

• each document or update to a document is approved before issue;

• a history of updates is maintained;

• updates are issued to all registered holders of documents;

• sections are removed from circulation when obsolete.

Document control is achieved by the use of the footer provided on every page and the issue and updatetable below.

In the right hand corner of each footer are details of the pages section number and title followed by thepage number of the section. In the left hand corner of each footer is the issue number.

Details of each section are given in the first column of the issue and update control table. The table thusforms a matrix into which the dates of issue of the original document and any subsequent updated sectionsare located.

The information and guidance contained herein is produced for the assistance of certificated officers who,by virtue of such certification, are deemed competent to operate the vessel to which such information andguidance refers. Any conflict arising between the information and guidance provided herein and the pro-fessional judgement of such competent officers must be immediately resolved by reference to MaerskTechnical Operations Office.

This manual was produced by:

WORLDWIDE MARINE TECHNOLOGY LTD.

For any new issue or update contact:

The Technical DirectorWMT Technical OfficeThe Court House15 Glynne WayHawardenDeeside, FlintshireCH5 3NS, UK

E-Mail: [email protected]

Issue 1 Issue 2 Issue 3 Issue 4List of ContentsIssues and UpdatesList of Symbols and Colour SchemeIntroduction

Text1.1 February 20011.1.1 February 20011.1.2 February 20011.2 February 20011.2.1 February 20011.2.2 February 20011.2.3 February 20011.3 February 20011.3.1 February 20011.3.2 February 20011.3.3 February 20011.3.4 February 20011.4 February 2001

Illustrations1.1a February 20011.1b February 20011.1c February 20011.1d February 20011.2.1a February 20011.2.2a February 20011.2.2b February 20011.2.3a February 20011.3.2a February 20011.3.4a February 2001

Text2.1 February 20012.2.1 February 20012.2.2 February 20012.2.3 February 20012.2.4 February 20012.3 February 20012.3.1 February 20012.3.2 February 20012.3.3 February 20012.3.4 February 20012.3.5 February 20012.4 February 20012.4.1 February 20012.4.2 February 20012.5 February 2001



Issue 1 Issue 2 Issue 3 Issue 4Text2.5.1 February 20012.5.2 February 20012.6 February 20012.6.1 February 20012.6.2 February 20012.7 February 20012.7.1 February 20012.7.2 February 20012.7.3 February 2001

Illustrations2.1a February 20012.2.1a February 20012.2.2a February 20012.3.1a February 20012.3.3a February 20012.3.5a February 20012.4.1a February 20012.4.1b February 20012.6.1a February 20012.6.2a February 20012.7.1a February 20012.7.2a February 20012.7.2b February 20011.6.2 February 20011.6.3 February 20011.7 February 20011.7.1 February 20011.7.2 February 20011.7.3 February 2001

Text3.1 February 20013.1.1 February 20013.1.2 February 20013.2 February 20013.2.1 February 20013.2.2 February 20013.2.3 February 20013.2.4 February 20013.3 February 20013.3.1 February 20013.3.2 February 20013.4 February 20013.4.1 February 20013.4.2 February 20013.4.3 February 20013.5 February 2001

Issue 1 Issue 2 Issue 3 Issue 43.5.1 February 20013.5.2 February 20013.5.3 February 20013.5.4 February 20013.6 February 20013.6.1 February 20013.6.2 February 20013.7 February 20013.7.1 February 20013.7.2 February 20013.7.3 February 2001

Illustrations3.2.1a February 20013.2.2a February 20013.2.4a February 20013.3.1a February 20013.3.2a February 20013.4.1a February 20013.4.2a February 20013.4.3a February 20013.4.3b February 20013.5.1a February 20013.5.2a February 20013.5.3a February 20013.5.4a February 20013.6a February 20013.7a February 20013.7b February 20013.7.2a February 20013.7.2b February 20013.7.2c February 20013.7.2d February 20013.7.3a February 2001

Text4.1 February 20014.1.1 February 20014.1.2 February 20014.1.3 February 20014.2 February 20014.3 February 20014.3.1 February 20014.3.2 February 20014.3.3 February 2001

Illustrations4.1.2ai February 20014.1.2aii February 2001



Issue 1 Issue 2 Issue 3 Issue 4Illustrations4.2a February 20014.3.1a February 20014.3.1b February 20014.3.2a February 20014.3.3a February 2001

Text5.1 February 20015.1.1 February 20015.1.2 February 20015.1.3 February 20015.1.4 February 20015.1.5 February 20015.1.6 February 20015.1.7 February 20015.1.8 February 20015.1.9 February 20015.2 February 20015.2.1 February 20015.2.2 February 20015.2.3 February 20015.2.4 February 20015.2.6 February 20015.2.7 February 20015.2.8 February 20015.2.9 February 20015.2.10 February 20015.2.11 February 20015.2.12 February 2001

Illustrations5.1.1a February 20015.1.2a February 20015.1.5a February 20015.1.5b February 20015.1.6a February 20015.1.7a February 20015.1.7b February 20015.1.7c February 20015.1.7d February 20015.1.7e February 20015.1.7f February 20015.1.7g February 20015.1.8a February 20015.1.8b February 20015.1.8c February 20015.1.8d February 20015.1.8e February 2001

Issue 1 Issue 2 Issue 3 Issue 4Illustrations5.1.8f February 20015.1.8g February 20015.1.8h February 20015.1.8i February 20015.1.9a February 20015.1.9b February 20015.1.9c February 20015.1.9d February 20015.1.9e February 20015.1.9f February 20015.1.9g February 20015.1.9h February 20015.1.9i February 20015.1.9j February 20015.2.1a February 20015.2.4a February 2001

Text6.1 February 20016.1.1 February 20016.1.2 February 20016.1.3 February 20016.1.4 February 20016.2 February 20016.2.1 February 20016.2.2 February 20016.2.3 February 20016.2.4 February 20016.3 February 20016.3.1 February 20016.3.2 February 20016.3.3 February 20016.3.4 February 20016.3.5 February 20016.3.6 February 20016.4 February 20016.4.1 February 20016.4.2 February 20016.4.3 February 2001

Illustrations6.1.1a February 20016.1.3a February 20016.2.1a February 20016.2.2a February 20016.2.3a February 20016.3.1a February 20016.3.2a February 2001



Issue 1 Issue 2 Issue 3 Issue 47.6.1c7.6.1d February 20017.6.1e February 20017.6.1f February 20017.6.1g February 20017.6.1h February 20017.6.2a February 20017.6.4a February 20017.6.4b February 20017.6.5a February 20017.7.1a February 20017.7.1b February 20017.7.2a February 2001

Text8.1 February 20018.2 February 2001

Illustrations8.1a February 20018.1b February 20018.1c February 20018.1d February 20018.2a February 20018.2b February 20018.2c February 20018.2d February 20018.2e February 20018.2f February 20018.2g February 20018.2h February 2001

Text9.1 February 20019.2 February 20019.2.1 February 20019.2.2 February 20019.2.3 February 20019.2.4 February 20019.2.5 February 20019.3 February 20019.3.1 February 20019.3.2 February 20019.4 February 20019.5 February 20019.5.1 February 2001

Issue 1 Issue 2 Issue 3 Issue 4llustrations6.3.5a6.4.1a February 20016.4.2a February 20016.4.3a February 2001

Text7.1 February 20017.1.1 February 20017.2 February 20017.2.1 February 20017.2.2 February 20017.3 February 20017.3.1 February 20017.3.2 February 20017.3.3 February 20017.3.4 February 20017.4 February 20017.4.1 February 20017.4.2 February 20017.5 February 20017.5.1 February 20017.5.2 February 20017.5.3 February 20017.5.4 February 20017.6 February 20017.6.1 February 20017.6.2 February 20017.6.3 February 20017.6.4 February 20017.6.5 February 20017.7 February 20017.7.1 February 20017.7.2 February 2001

Illustrations7.1a February 20017.2.2a February 20017.2.2a February 20017.3.1a February 20017.3.3a February 20017.4.1a February 20017.4.1b February 20017.4.2a February 20017.5.1a February 20017.5.2a February 20017.5.4a February 20017.6.1a February 20017.6.1b February 2001



Issue 1 Issue 2 Issue 3 Issue 4llustrations9.1a February 20019.1b February 20019.1c February 20019.1d February 20019.1e February 20019.2.1a February 20019.2.2a February 20019.2.4a February 20019.3 February 20019.3b February 20019.4a February 20019.4b February 20019.5.1a February 20019.5.1b February 20019.5.1c February 20019.5.1d February 20019.5.1e February 20019.5.1f February 20019.5.1g February 20019.5.1h February 20019.5.1i February 20019.5.1j February 2001



H B

F B

Discharge/Drain

Needle Valve and

Safety Valve (Angle)

N.O or N.C

V-Port Valve

Needle Valve andV-Port Valve (Angle)

Deck Stand (Manual)

Air Horn

Fire Hose Box

Foam Box

Filter

Screw Down Non ReturnValve with Hose Coupling

Screw Down Non Return Valve (Angle)

Normally Open orNormally Closed

Diaphragm

Diaphragm With Positioner

Hand Operated(Locked Open)

(Locked Shut)Hand Operated

Emergency Shut Off Valve

Air Motor Driven

Cylinder Piston Actuator

Air Motor Valve

Electric Motor Valve

Simplex Water Strainer

Y-Type Strainer

Funnel (Without Cover)

Goose Neck

Separator

Drain Trap

Goose Neck Type Air PipeHead (With Wire Net)

Sounding Head

Motor Driven

Ejector (Eductor Injector)

With Cap

Flap Check Valve

Flow MeterFM

Sight Glass

Diaphragm Valve

Ball Valve

Not ConnectedCrossing Pipes

Connected Crossing Pipes

Branch Pipe

Blank Flange

Orifice

Flexible Hose Joint

Stop Valve

Stop Valve (Angle)

Lift Check Valve (Angle)

Regulating Valve

Gate Valve

Butterfly Valve

Screw Down Non ReturnValve

Non Return Valve

Safety Valve

Swing Check Valve

3-Way Valve

Self Closing Valve (Angle)

Self Closing Valve

Hose Valve

Pressure Reducing Valve

2-Way Cock (S-Type)

Breather Valve

Remote Operated Valve

Emergency Shut Off Valve

3-Way Cock(L-Port)

3-Way Cock(T-Port)

Spectacle Flange( = Open, = Closed)

Mud Box

Spool Piece

(Wire Operated)

Tank Penetration

Diaphragm OperatedValve

Manifold Reducer

High Velocity Pressure Vacuum Valve

Simplex Auto-Back

Level Gauge (Glass Type)

Level Gauge(Float Type)

Mechanical Symbols and Colour Scheme

Flushing Filter

Domestic Fresh Water

HT Cooling Water

LT Cooling Water

Hydraulic Oil

Sea Water

Feedwater

Fire/Deck Water

CO2

Marine Diesel Oil

Fuel Oil

Saturated Steam

Air

Condensate

Bilges

Electrical Signal

Instrumentation

Lubricating Oil

Colour Scheme(Air Operated)

Emergency Shut Off Valve(Hydraulic Operated)

A

M

M

Solenoid Valve

Piston Valve

Diaphragm Operated Valve

Wax Expansion Type

(3-Way Control)

Diaphragm Operated ValveWith Positioner

Rose Box

Spring(3-Way Control

W

Control Valve

A

A

Hand Pump

Pump

Positive DisplacementPump

Duplex Oil Strainer

Duplex Auto BackFlushing Oil Strainer

Cargo Group 1

Cargo Group 2

Cargo Group 3

S



Introduction

General

Although the ship is supplied with shipbuilder’s plans and manufacturer’sinstruction books, there is no single handbook which gives guidance on theoperation of complete systems.

The purpose of this manual is to fill some of the gaps and to provide the ship’sofficers with information not otherwise available on board. It is intended to beused in conjunction with the other plans and instruction books already on boardand in no way replaces or supersedes them.

Information relevant to the operation of the Else Maersk has been carefullycollated in relation to the systems of the vessel and is presented in a single onboard volume consisting of the DECK and MACHINERY OPERATINGMANUAL.

In addition to containing detailed information about the Cargo and relatedsystems, the DECK OPERATION section contains safety procedures, andprocedures to be observed in emergencies and after accidents.

The DECK OPERATION section is designed to complement Marpol 73/78,ISGOTT and Company Regulations.

The vessel is constructed in accordance with Marpol 73/78. These regulationscan be found in the Consolidated Edition, 1991 and in the Amendments dated1992, 1994 and 1995.

Officers should familiarise themselves with the contents of the InternationalConvention for the Prevention of Pollution from Ships in order that they areaware of the category of the cargo being carried and the requirements forcleaning of cargo tanks and the disposal of tank washings/ballast containingresidues.

Particular attention is drawn to Appendix IV of Marpol 73/78, the form ofCargo Record Book. It is essential that a record of relevant cargo/ballastoperations are kept in the Cargo Record Book and duly signed by the Officerin Charge.

In many cases the best operating practice can only be learned by experience.Where the information in this manual is found to be inadequate or incorrect,details should be sent to the Maersk Ship Design Office so that revisions maybe made to manuals of other ships of the same class.

Safe Operation

The safety of the ship depends on the care and attention of all on board. Mostsafety precautions are a matter of common sense and good housekeeping andare detailed in the various manuals available on board. However, records showthat even experienced operators sometimes neglect safety precautions throughover-familiarity and the following basic rules must be remembered at all times.

1 Never continue to operate any machine or equipment whichappears to be potentially unsafe or dangerous and always reportsuch a condition immediately.

2 Make a point of testing all safety equipment and devicesregularly. Always test safety trips before starting any equipment.In particular, overspeed trips on auxiliary turbines must be testedbefore putting the unit to work.

3 Never ignore any unusual or suspicious circumstances, no matterhow trivial. Small symptoms often appear before a major failureoccurs.

4 Never underestimate the fire hazard of petroleum products,whether fuel oil or cargo vapour.

5 Never start machinery remotely from the control room withoutchecking visually if it is able to operate satisfactorily.

In the design of equipment and machinery, devices are included to ensure that,as far as possible, in the event of a fault occurring, whether on the part of theequipment or the operator, the equipment concerned will cease to functionwithout danger to personnel or damage to the machine. If these safety devicesare neglected, the operation of any machine is potentially dangerous.

Description

The concept of this Deck and Machinery Operating Manual is based on thepresentation of operating procedures in the form of one general sequentialchart (algorithm) which gives a step-by-step procedure for performingoperations required for the carriage of products.

The manual consists of introductory sections which describe the systems andequipment fitted and their method of operation related to a schematic diagramwhere applicable. This is then followed where required by detailed operatingprocedures for the system or equipment involved.

Each cargo handling operation consists of a detailed introductory sectionwhich describes the objectives and methods of performing the operationrelated to the appropriate flow sheet which shows pipelines in use anddirections of flow within the pipelines.

A list showing the valves which are OPEN during the different operations isalso provided for quick reference.

The valve and fitting identifications used in this manual are the same as thoseused by the shipbuilder.

Illustrations

All illustrations are referred to in the text and are located either in-text wheresufficiently small or above the text, so that both the text and illustration areaccessible when the manual is laid face down. When text concerning an illus-tration covers several pages the illustration is duplicated above each page oftext.

Where flows are detailed in an illustration these are shown in colour. A key ofall colours and line styles used in an illustration is provided on the illustration.Details of colour coding used in the illustrations are given in the previouscolour scheme.

Symbols given in the manual adhere to international standards and keys to thesymbols used throughout the manual are given on the previous pages.

Notices

The following notices occur throughout this manual:

WARNINGWarnings are given to draw reader’s attention to operations whereDANGER TO LIFE OR LIMB MAY OCCUR.

! CAUTIONCautions are given to draw reader’s attention to operations whereDAMAGE TO EQUIPMENT MAY OCCUR.

(Note ! Notes are given to draw reader’s attention to points of interest or tosupply supplementary information.)

Part 1System Description


Issue: 1 1.1 Principal Data - Page 1 of 9

Fore PeakTank

Aft PeakTank

SteeringGear Room

PumpRoom

Slop Tank(P & S)

EngineRoom

Illustration 1.1a General Arrangement - Main Deck

No.5 C.O.TankPort & Starboard


Ship Profile

Upper Deck

Tank Plan




Aft H.F.OTank

ForeH.F.OTank(S)

Outer H.F.OTank

No.5 Ballast Tank Pt & Stb'd No.4 Ballast Tank Pt & Stb'd No.3 Ballast Tank Pt & Stb'd No.2 Ballast Tank Pt & Stb'd No.1 Ballast Tank Pt & Stb'd

H



Illustration 1.1b General Arrangement - Navigation and E Deck

Navigation Deck E-Deck

DN

DN

DNUPWheehouse

andChart Space

Lift

PublicToilet

FireLocker

RadioRoom

DN

DN

DN

UP

UP

UP

Captain'sBedroom

C.G.L

Lift CableDuct

Captain'sDay Room

Captain'sOffice

BatteryLocker

Locker

ToiletShower



C-Deck D-Deck

Cargo GearCleaning

Room

ConferenceRoom

Lift

1stEngineer'sDay Room

1stEngineer'sBedroom

1stOfficer

Officer'sSmoking

Room

ChiefOfficer'sBedroom

ChiefOfficer's

Day Room

Pilot

AirConditioning

Room

DressRoom

ToiletShower

ToiletShower

ToiletShower

ToiletShower

PublicToilet

Library

DN UP DN

DN

UP

UP

DN

UP

DN

UP

DN

UP

CableDuct

ChiefEngineer'sBedroom

ChiefEngineer'sDay Room

ChiefEngineer's

Office

Lift

Electric Equipment

Locker

Locker

C.G.L

CableDuct

Illustration 1.1c General Arrangement - Decks C and D



Illustration 1.1d General Arrangement - Decks A and B

DN UP

DN UP

DN

DN

UP

DN

DN

DN

UP

UP

Emergency DieselGenerator Room

A-Deck B-Deck

EngineCasing

VegetableStore

MeatStore

Galley

Dry ProvisionsRoom

BeerStore

BondStore

Lift

CableDuct

C.G.L

Lift

LiftMachineControlRoom

Officer'sDressRoom

Ship'sAssist.

(F)

SpareOfficer

(A)

SpareOfficer

(B)

Spare(B)

Spare(C)

Spare(D)

Spare(E)

Spare(F)

Spare(G)

Crew's DressRoom

Stewardess

SpareOfficer

(C)

SpareOfficer

(D)

SpareOfficer

(E)

Chief StewardDay Room

ChiefStewardBedroom

3rdEngineer

Locker

StewardLocker

2ndEngineer

2ndOfficer

Cable DuctRoom

C.G.L

DomesticStore

Ship'sAssist.

(A)

Ship'sAssist.

(B)

Ship'sAssist.

(D)

Ship'sAssist.

(E)

Ship'sControlCentre

Fire ControlStation

Ship'sAssist.

(C)

Crew'sDay Room

WatchRoom

EngineCasing

DN UP

DutyMessRoom

DinningStation

ToiletShower

ToiletShower

ToiletShower

ToiletShower

ToiletShower

ToiletShower

ToiletShower

ToiletShower

ToiletShower

ToiletShower

ToiletShower

ToiletShower

Toilet

Toilet

Shower

Shower

Toilet

Shower

Toilet

Shower

Toilet

Shower



1.1 Principal Data

1.1.1 Principal Particulars

Shipbuilder Hyundai Heavy Industry Co. Ltd.Ulsan shipyardKorea

Hull Number 1238Ship Number 529Ship Name MILLENNIUM MÆRSK Delivered 29th September 2000Nationality DanishPort of Registry SvendborgRadio Call Sign OZYC2Type of Cargo Crude OilType of Ship Segregated Ballast Crude Oil CarrierNavigation World WideLloyds Number 9205079Classification Lloyds Register + 100A1 Double Hull Oil Tanker,

ESP, *IWS, SPM, LI, ShipRight (SDA, FDA, CM), with descriptive notes ‘Pt. Ht, PL(LR), SBT(LR), COW(LR), ShipRight (PCWBT)’, +LMC, UMS, IGS, SCM.

Length Overall 332.93mLength between Perpendiculars 319.10mBreadth (moulded) 58.0mDepth (moulded) 31.00mDesigned Draught (moulded) 20.95mScantling Draught (moulded) 22.70mSummer Freeboard 8.323mSummer Draught (moulded) 22.723mFWA 520 mm

Gross Tonnage 159,187Net Tonnage 104,027Summer Displacement 351,799.6 MTSummer Deadweight 308,492 MT

Block Coefficient 0.8150Service Speed 15.7 Knots

Manning Design Compliment 27 Persons

Main EngineType: Hyundai - Sulzer 7RTA84T-DMCR: 39,060 bhp at 74 rpmNCR: 33,200 bhp at 70.1 rpm

Cargo Pumps

Manufacturer: Shinko Industries LtdType: Steam turbine driven vertical centrifugal pumpNo. of sets : 3 Capacity: 5,500 m3/hSpeed (Pump): 1,080 rpm

(Turbine): 7,177 rpmRating: 2,680kW

Stripping Pump

Manufacturer: Naniwa Pump Manufacturing Co.Type: Two speed electrically driven, vertical two

spindle screwNo. of sets: 1 Speed: 1,750/1,150 rpmCapacity: 125/65 m3/h at 150 mth

Crude Oil Stripping Eductors

Manufacturer: TeamtecNo. of sets: 2Capacity: 620 m3/h at 150 mthDriving fluid: 1,075 m3/h at 12 kg/cm2

Ballast Pump No.1

Manufacturer: Shinko Industries Ltd.Type: Centrifugal, vertical single stagePrime mover: Electric motorCapacity: 3,000 m3/hTotal head: 35m

Ballast Pump No.2

Manufacturer: Shinko Industries Ltd.Type: Centrifugal, vertical single stagePrime mover: Steam turbineCapacity: 3,000 m3/hTotal head: 35mSpeed: (Pump): 1,170 rpm

(Turbine): 7,548 rpm

Water Ballast Stripping Eductors

Manufacturer: TeamtecNo. of sets: 2Capacity: 200 m3/hDriving water: 1,040m3/h at 3.5 kg/cm2 supplied by either of

the ballast pumps

Anchor and CableTwo stockless high holding power type each weighing 17.25 tons.14 shackles of 117mm diameter anchor cable each side.

Auxiliary EnginesThree diesel driven main generators and one emergency generator

Main GeneratorsDiesel Engine: Hyundai - B&W 5L 28/32HGenerator: HHIOutput: 980 kW at 720 rpm

Emergency GeneratorDiesel Engine: MAN - DEMP 2866 LXEGenerator: MAN - DEMPOutput: 250 kW at 1,800 rpm

Auxiliary BoilersMaker: HHINo of sets: 2Model: HMT - 50

PropellerType: Fixed pitch No. of blades: 4Diameter: 10,000mmPitch: 7,015.6mm

Steering Gear:Maker: THIType: Electric-Hydraulic, two ram - four cylinder

analogue with 2 x 100% pump units

Draught (m) Freeboard (m) Displacement Deadweight

Tropical Fresh TF 23.716 7.330 359636 316328

Fresh F 23.243 7.803 351793 308485

Tropical T 23.196 7.850 359789 316481

Summer S 22.723 8.323 351800 308492

Winter V 22.25 8.796 343822 300514

Draught and Freeboard Particulars



100% FullLCG from

MidshipVCG above B.L.

Frames m³ m³ US BBL m m m4

No.1 Centre C.O. Tank 94 -103 26297.0 25771.0 162095.0 117.51 17.68 26451

No.2 Centre C.O. Tank 85 - 94 31323.5 30697.0 193078.6 69.95 17.66 41204

No.3 Centre C.O. Tank 76 - 85 31886.2 31248.5 196547.4 19.40 17.66 41944

No.4 Centre C.O. Tank 67 - 76 31886.2 31248.5 196547.4 -31.60 17.66 41944

No.5 Centre C.O. Tank 58 - 67 32104.7 31462.6 197894.1 -82.74 17.69 43803

No.1 Wing C.O. Tank (P) 94 - 103 16988.8 16649.0 104719.2 117.71 17.80 13242

No.1 Wing C.O. Tank (S) 94 - 103 16988.8 16649.0 104719.2 117.71 17.80 13242

No.2 Wing C.O. Tank (P) 85 - 94 20463.1 20053.8 126134.8 69.95 17.65 13411

No.2 Wing C.O. Tank (S) 85 - 94 20463.1 20053.8 126134.8 69.95 17.65 13411

No.3 Wing C.O. Tank (P) 76 - 85 20830.7 20414.1 128401.0 19.40 17.65 13652

No.3 Wing C.O. Tank (S) 76 - 85 20830.7 20414.1 128401.0 19.40 17.65 13652

No.4 Wing C.O. Tank (P) 67 - 76 20830.7 20414.1 128401.0 -31.60 17.65 13652

No.4 Wing C.O. Tank (S) 67 - 76 20830.7 20414.1 128401.0 -31.60 17.65 13652

No.5 Wing C.O. Tank (P) 60 - 67 14979.5 14679.9 92333.9 -76.03 18.24 10017

No.5 Wing C.O. Tank (S) 60 - 67 14979.5 14679.9 92333.9 -76.03 18.24 10017

Slop (P) 52 - 60 3586.5 3514.8 22107.5 -104.19 21.61 1973

Slop (S) 52 - 60 3586.5 3514.8 22107.5 -104.19 21.61 1973

348856.2 341879.0 2150357.3

Compartment

Cargo Oil Tanks

Capacities Centre of Gravity

98% Full

LocationMax. Free

Surface Moment of Inertia

Total

1.1.2 Tank and Capacity Plan



LCG from Midship VCG above B.L.

Frames m³ MT at S.G 1.025 m m m4

No.1 WB Tank (P) 94 - 103 8134.6 8338.0 119.57 11.34 52884

No.1 WB Tank (S) 94 - 103 8134.6 8338.0 119.57 11.34 52884

No.2 WB Tank (P) 85 - 94 9709.6 9952.4 69.87 9.56 100435

No.2 WB Tank (S) 85 - 94 9709.6 9952.4 69.87 9.56 100435

No.3 WB Tank (P) 76 - 85 9920.8 10168.9 19.40 9.55 103128

No.3 WB Tank (S) 76 - 85 9920.8 10168.9 19.40 9.55 103128

No.4 WB Tank (P) 67 - 76 9880.4 10127.4 -31.52 9.59 101157

No.4 WB Tank (S) 67 - 76 9880.4 10127.4 -31.52 9.59 101157

No.5 WB Tank (P) 52 - 67 9196.2 9426.1 -83.66 11.72 49580

No.5 WB Tank (S) 52 - 67 9196.2 9426.1 -83.66 11.72 49580

Fore Peak Tank 103 - 127.9 4176.6 4281.0 153.08 9.14 11137

Aft Peak Tank -7.9 - 15.0 2578.6 2643.1 -154.30 20.00 22107

100438.4 102949.7

Water Ballast Tanks

CompartmentLocation

Centre of Gravity Max. Free Surface Moment

of Inertia

Capacities

100% Full

Total


Frames m³ MT at S.G. 1.000 m m m4

Fresh Water Tank (P) 11 - 15 253.3 253.3 -148.46 27.94 251

Fresh Water Tank (S) 11 - 15 142.8 142.8 -148.43 27.96 53

Distilled Water Tank (S) 11 - 15 110.5 110.5 -148.50 27.92 17

506.6 506.6

Fresh Water Tanks

CompartmentLocation

Capacities Centre of Gravity Max. Free Surface Moment

of Inertia100% Full

Total



100% FullLCG from


Frames m³ m³ MT at S.G. 0.990 m m m4

Outer HFO Tank (P) 20 - 52 1855.5 1818.4 1800.2 -125.92 22.69 886

Outer HFO Tank (S) 20 - 52 1855.5 1818.4 1800.2 -125.92 22.69 886

Inner HFO Tank (P) 20 - 52 1683.3 1649.6 1633.1 -125.69 24.92 731

Fore HFO Tank (S) 40 - 52 1258.4 1233.2 1220.9 -118.48 23.27 450

Aft HFO Tank (S) 20 - 40 1004.3 984.2 974.4 -131.44 25.78 266

No.1 HFO Service Tank (P) 45 - 48 142.4 139.6 138.2 -118.44 22.13 13

No.2 HFO Service Tank (P) 42 - 45 131.1 128.5 127.2 -121.13 22.67 13

HFO Settling Tank (P) 48 - 52 197.5 193.5 191.6 -115.29 21.88 18

8128.0 7965.4 7885.7

Location


of Inertia98% Full

Fuel Oil Tanks

Compartment

Total

100% FullLCG from



MDO Tank (P) 26 - 47 147.9 144.9 130.5 -125.33 1.97 141

MDO Tank (S) 26 - 47 185.4 181.7 163.6 -124.51 2.02 250

MDO Service Tank (P) 30 - 35 98.0 96.0 86.5 -131.05 26.18 3

431.3 422.7 380.6

Diesel Oil Tanks

CompartmentLocation


of Inertia98% Full

Total



100% FullLCG from



Main LO Sump Tank (C) 26 - 42 56.7 55.6 50.0 -130.28 1.93 43

No.1 Cylinder Oil Storage Tank (P) 25 - 30 65.9 64.6 58.1 -135.55 24.08 3

No.2 Cylinder Oil Storage Tank (P) 25 - 30 65.9 64.6 58.1 -135.55 24.08 3

Main LO Storage Tank (P) 30 - 33 79.1 77.5 69.7 -131.95 24.08 13

Main LO Settling Tank (P) 33 - 35 52.7 51.7 46.5 -129.70 24.08 9

Generator Engine LO Storage Tank (P) 35 - 36 13.2 12.9 11.6 -128.35 24.08 1

Generator Engine LO Settling Tank (P) 35 - 36 5 4.9 4.4 -128.35 21.73 1

Turbine LO Storage Tank (P) 35 - 36 8.1 8.0 7.2 -128.35 25.52 1

346.6 339.7 305.6

Lubricating Oil Tanks

Compartment

Total

Location


of Inertia98% Full


Frames m³ MT at S.G 1.000 m m m4

FO Overflow Tank (P) 40 - 47 41.8 41.8 -120.97 2.21 24

Bilge Holding Tank (C) 15 - 22 101.4 101.4 -143.39 1.86 133

Oily Bilge Tank Dirty (P) 22 - 25 29.4 29.4 -139.12 1.95 17

Oily Bilge Tank Clean (S) 22 - 25 29.4 29.4 -139.12 1.95 17

Sludge Tank (P) 39 - 50 22.5 22.5 -120.25 12.9 6

CW Tank 8.8 - 15 82.8 82.8 -148.21 3.95 25

Deck Dump Tank (S) 58 - 59 133.1 133.1 -105.31 17.84 56

440.4 440.4Total

Miscellaneous Tanks

CompartmentLocation


of Inertia100% Full


Issue: 1 1.2 Ship Handling - Page 1 of 5

1.2 Ship Handling

1.2.1 Turning Circles

See Illustration 1.2.1a

1.2.2 Manoeuvring

Full ahead to full astern details are shown in illustration 1.2.2a

1.2.3 Visibility Over Bow

See illustration 1.2.3a



10.6 knots2' 33"

8.5 knots2' 42"

4.9 knots5' 40"

5.0 knots5' 54"

2.4 knots10' 04"

5.0 knots10' 03"

Adv

ance

: 0.4

0 n

mile

s

Adv

ance

: 0.3

9 n

mile

s

Normal Full Loaded Condition With Maximum Rudder Angle

Full Sea Speed 74 rpm

Tactical Diameter: 0.54 n milesTactical Diameter: 0.52 n miles

Illustration 1.2.1a Turning CirclesMaximum Available Rudder Angle:

Hard Right or Starboard - 35˚ Hard Left or Port - 35˚

Port 15.8 knots Starboard 15.8 knots



Adv

ance

: 0.3

6 n

mile

s

Adv

ance

: 0.4

3 n

mile

s

7.1 knots2' 53"

9.8 knots3' 05"

4.0 knots6' 25"

5.0 knots6' 34"

4.2 knots10' 34"

2.8 knots11' 00"

Half Ahead 62 rpm

Full Sea Speed 74 rpm

9.9 knots2' 44"



Adv

ance

: 0.3

9 n

mile

s

Adv

ance

: 0.3

8 n

mile

s

Tactical Diameter: 0.50 n miles Tactical Diameter: 0.53 n miles

11.5 knots2' 21"

5.3 knots5' 14"

2.6 knots9' 18"

5.4 knots9' 12"

5.4 knots5' 27"

9.2 knots2' 30"

Normal Ballast Condition With Maximum Rudder Angle

4.6 knots6' 05"

3.2 knots10' 14"

Adv

ance

: 0.4

1 n

mile

s

Adv

ance

: 0.3

5 n

mile

s

10.5 knots2' 53"

5.4 knots6' 08"


Half Ahead 62 rpm

4.8 knots9' 48"

The response of the ship maybe different from the listed above if any of the followingconditions upon which the manoeuvring information was based are varied,

1) Calm weather: wind 10 knots or less, calm sea 2) No current 3) Water depth twice the vessel's draught or greater 4) Clean hull 5) Intermediate draughts or unusual trim

Caution !



Illustration 1.2.2a Manoeuvring Crash Stop Astern Test (Loaded Condition)

Speed Curve

Sailing Distance Curve

rpm Curve

0

10

10

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18

500

04008001200160020002006001000140018002200

-2194.7m

Ship's Course

1,000

1,500

1,50019'17'

16' 15'14'13'

12'11'

10'9' 8'

7'

6'

5'

4'

3'

2'

1'

18'

2,500

3,000

2,628.2m

500

1,000

1,500

2,000

2,500

3,000

3,500

4,000

4,447m4,500

19

20

30

40

50

60

20

30

50

60

70

5

Speed(knots)

Sailing Distance(metres)

rpmAstern

10

15

20

40

Initial Speed15.8 knots

Initial rpm66.2

Zero rpm9' 34 seconds

Zero Speed19' 16 seconds

19' 16 seconds



Illustration 1.2.2b Manoeuvring Inertia Stop Test (Loaded Condition)

Speed Curve

Sailing Distance Curve

rpm Curve

Speed(knots)

Ahead rpm

SailingDistance

Time (Minutes)

10

1' 2' 3' 4' 5' 6' 7' 8' 9' 10' 11' 12' 13' 14' 15' 16' 17' 18'

500 0-600

500

1000

1500

2000

18'18' 11 seconds

17'

16'

15'

14'

13'

12'11'

10' 9'8'

7'

6'

5'

4'

3'

2'

1'

2500

3000

3500

-1200-1800-2400

1000

1500

2000

2500

3000

3500

4000

4500

5000

5500

6000

6500

20

30

50

60

70

80

20

15

10

5

0

Initial rpm: 743,374.1m

SailingDistance 6,019.6m

Final Speed 5.0 knots

40

Ship's Course

-2,590.8m



Illustration 1.2.3a Visibility Diagrams

! CAUTION These distances apply with the ship stopped and does not allow for Squat. It assumes zero trim in loaded and ballast condition at winter marks.

Visibility Over Bow, Full Load Condition

Visibility Over Bow, Ballast Condition

Blind Zone

Principal Dimensions

Length (Overall) 332.930m

Length (Between Perpendiculars) 319.100m

Breadth (Moulded) 58.000m

Depth (Moulded) 31.00m

Designed Draught (Moulded) 20.95m

Draught Scantling 22.723m

Height from Top of Wheelhouse to Deck 20.80m

Air Draught, Ballast Line Condition 62.89m

Blind Zone

118.5m (Wheelhouse)319.10m

332.95m

282.4m (Wheelhouse)319.10m

332.95m


Issue: 1 1.3 Performance Data - Page 1 of 3

1.3 Performance Data

1.3.1 Fuel Oil Consumption/Power Data

Fuel Consumption

rpm: 74MCR bhp: 39,060Specific gravity of fuel at 15°C : 0.9452Fuel oil temperature: 108°CSpecific fuel consumption: 127.1 g/h bhp

1.3.2 Speed/Power Curve Data

See illustration 1.3.2a Speed/Power Curve Ballast ConditionSee illustration 1.3.2b Speed/Power Curve Loaded Condition

Engine Order/rpm/Speed Table

Engine Order rpm Loaded Condition Ballast ConditionFull at Sea 74 16.6 knots 17.9 knotsFull Ahead 52 11.6 knots 12.4 knotsHalf Ahead 42 9.4 knots 10.0 knotsSlow Ahead 28 6.3 knots 6.6 knotsDead Slow Ahead 22 5.0 knots 5.2 knotsDead Slow Astern 22Slow Astern 28Half Astern 42Full Astern 52

1.3.3 Limitations on Operating Machinery

Ship’s Condition

Loaded Condition Ballast ConditionForward 20.5 m 7.5 mAft 20.5 m 10 m

Minimum Speed

Ship’s Condition Minimum rpm Dead Slow SpeedLoaded 19 2.69 knotsBallast 19 2.94 knots

Time and Distance to Stop

Loaded Condition Ballast ConditionTime Distance Time Distance

Full Sea Speed 19' 14" 2.40 m 11' 12" 2.11 mFull Ahead 13' 33" 1.10 m 8' 05" 0.76 mHalf Ahead 11' 38" 0.75 m 4' 29" 0.44 mSlow Ahead 8' 09" 0.34 m 2' 26" 0.18 m

Number of Starts of the Main Engine from Air Reservoirs withCompressors Stopped:

28 in number, down to a pressure of 4.9 kg/cm2.

Maximum available rudder angle : 35° to port or starboard.

1.3.4 Ship Squat Values

See Illustration 1.3.4a Ship Squat Values



Speed/Power Curve Ballast Condition(Draught Fwd 8.2m, Mid 9.97m, Aft 11.42m)

181716151413

20,000 Trial Results at Design Load

Trial Results With Correction at Design Load

Shaft Power(bhp)

Speed (knots)

25,000

30,000

NCR 31,420 bhp

Guarantee Speed16.4 knots

Trial Design Load16.3 knots

Model Design Model Ballast

35,000

Speed/Power Curve Loaded Condition(Draught Fwd 20.97m, Mid 20.97m, Aft 20.97m)

181716151413

20,000 Trial Results at Design Load

Trial Results With Correction at Design Load

Shaft Power(bhp)

Speed (knots)

25,000

30,000

NCR 31,420 bhp

Guarantee Speed16.4 knots

Trial Design Load16.2 knots

Model Design Model Ballast

35,000

Illustration 1.3.2a Speed/Power Curves



0.07

3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18

0.05

0.26

0.13

0.41

0.20

0.59

0.29

0.80

0.40

1.04

0.52

1.32

0.66

1.63

0.82

1.97

0.99

2.35

1.17

2.75

1.38

3.19

1.60

3.67

3.00

Squat(m)

Speed (knots)

3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18

Speed (knots)

2.00

1.00

0.00

4.00

5.00

6.00

1.83

4.17

2.09

4.71

2.36

5.28

2.64

Squat effect in open waters

Squat effect in confined waters

Block coefficient 0.815

Illustration 1.3.4a Ship Squat Values

Part 2Cargo System Description


Issue: 1 2.1 Cargo Tanks Layout - Page 1 of 1

Part 2: Cargo Systems Description

2.1 Cargo Tanks Layout

The cargo tanks consist of five centre tanks and six pairs of wing cargo oiltanks (port and starboard). The aftermost pair of wing tanks are designated asthe vessel’s slop tanks and have a combined capacity of 7,173m3.

The tanks are divided into main groups as follows :

Number 1 group:No.1, 2 and 4 centre and No.5 wings giving a total of 117,076.3 m3 at 98%capacity; 34% total ship capacity.

Number 2 group:No.3 centre, No.1 and 4 wings and both slop tanks giving a total of 112,404m3

at 98% capacity; 33% total ship capacity.

Number 3 group:No.5 centre, No.2 and 3 wing tanks giving a total of 112,398.4m3 at 98%capacity; 33% total ship capacity.

The cargo tanks can also be divided into two groups to give an approximate46/54% split:

Number 1 groupNo.1, 2, and 4 centre COT, No.3 and 5 wings COT, slop (port and starboard)giving a total of 157,761m3 at 98% capacity.

Number 2 groupNo.1, 2, and 4 wings COT, No.3 and 5 centre COT giving a total of 184,118m3

at 98% capacity.

or, alternatively, to give an approximate 27/73% split:

Number 1 groupNo.2 and 4 centre COT, No.5 wings COT giving a total of 91,305m3 at 98%capacity.

Number 2 groupNo.1, 3 and 5 COT, No.1, 2, 3, and 4 wings COT, and both slop tanks giving atotal of 250,574m3 at 98% capacity.

Five pairs of ballast tanks are situated outboard of, and underneath, the cargooil tanks. The fore peak and aft peak tanks are also used for ballast. The totalcapacity of the ballast tanks, including the fore and aft peak tanks, is100,434m3.

Illustration 2.1a Cargo Tanks Layout

Key

Cargo Group 1

Cargo Group 2

Cargo Group 3

No.1 Port Wing

No.1 Stbd Wing

No.1 Centre

No.2 Port Wing

No.2 Stbd Wing

No.2 Centre

No.3 Port Wing

No.3 Stbd Wing

No.3 Centre

No.4 Port Wing

No.4 Stbd Wing

No.4 Centre

No.5 PortWing

PortSlop

No.5 StbdWing

StbdSlop

No.5 Centre

Key

Cargo Group 1

Cargo Group 2

No.1 Port Wing

No.1 Stbd Wing

No.1 Centre

No.2 Port Wing

No.2 Stbd Wing

No.2 Centre

No.3 Port Wing

No.3 Stbd Wing

No.3 Centre

No.4 Port Wing

No.4 Stbd Wing

No.4 Centre

No.5 PortWing

PortSlop

No.5 StbdWing

StbdSlop

No.5 Centre

Key

Cargo Group 1

Cargo Group 2

No.1 Port Wing

No.1 Stbd Wing

No.1 Centre

No.2 Port Wing

No.2 Stbd Wing

No.2 Centre

No.3 Port Wing

No.3 Stbd Wing

No.3 Centre

No.4 Port Wing

No.4 Stbd Wing

No.4 Centre

No.5 PortWing

PortSlop

No.5 StbdWing

StbdSlop

No.5 Centre

46/54% Split

27/73% Split

34/33/33% Split


Issue: 1 2.2 Cargo Piping System - Page 1 of 4

OD336From Inert Gas System

DumpTank

No. 3 C.O. Main Line

C.O. Stripping Line



PI

To Tank Cleaning Main

Illustration 2.2.1a Cargo Piping Diagram

OP246 OP240

OP241

OP235

OP234OP231 OP225

OP219

OP220

OP221

OP222

OP223

OP224

OP217

OP218OP216 OP215

OP201

OP286

OP207

OP208OP210

OP209OP211

OP212

OP291

OP266

OP269

OP263

OP270

OP271

OP273OP275

OP277OP276

OP287

OP267

OP268

OP274 OP272

OT104

OT103

OT106

OT105

OT114

OT113

OT124

OT123

OT130

OT129

OT136

OT135

OT111

OT112

OT102OT101OT118OT117OT134

OT140

OT142OT149

OT143 OT141

OT139OT146

OT145

OT148

OT147

OT133

OT122

OT121

OT120

OT119

OT128OT127

OT108

OT107

OT116

OT115

OT126

OT125

OT132

OT131

OT138OT144

OT137

OT109750

750

700

700

700

700

700

700

700

700

700

700

700

700 700

600

700

1258050

50

50

50

50

50

80

80

125

700

700

600

600

600

700

700

200

500

750

750

750

750

750

750

750

700

700

700

700

700

700

750

550 550

550

550550550550

250

250

550

250

550

250

550

250

550

550150

300

300

300

300

200

300

300

300

150

150

150

650650

650

650

650

650

650

150

150 150

150

15050

50 25

25

80

80

125 200 200

65

200 200125250 250

250

600

600

600

300

300

100100

100 100

350

350

550

550

250

250250250

250

250

250

250

750

750

OT110

OP265

OP293

OP202

OP203

OP204

OP205

OP292

OP206

OP213 OP214

OP264

OP247

OP249

OP250 OP244 OP239

OP238OP233 OP227

OP245OP251

OP290

OP248 OP242 OP237

OP236OP232 OP226

OP243

From AUSDrain Tank

No. 1 C.O. Pump

No. 2 C.O. Pump

No. 3 C.O. Pump

From BallastSystem

Stripping Pump

No. 1 C.O.Stripping Eductor


No. 2 C.O.T. (P&S)No. 3 C.O.T. (P&S)No. 4 C.O.T. (P&S)No. 5 C.O.T.

(P&S)

No. 1 C.O.T.(C)

No. 2 C.O.T.(C)

No. 3 C.O.T.(C)

No. 4 C.O.T.(C)

No. 5 C.O.T.(C)

Slop Tank(P&S)

No. 1 C.O.T. (P&S)

Comp. Air SupplyWith Flex. Hose

Sea Chest

OD321

OD319

OD322

OD320

OD318

OD317

OD314

OD316 OD312

OD310

OD308

OD326

OD325

OD324

OD328OD330OD332OD334


OD306

OD304

OD315 OD311 OD307 OD303

OD302

OD313 OD309 OD305 OD301

Upper Deck

Upp.Deck

Spill Tanks (Port and Starboard)To No. 4 C.O.T.

(Starboard)

To No. 4 C.O.T.(Port)

H

OD339

OD338

OD337

OT150Slop Tanks (S) W.B.T. (S)

ODMESampling Point

To Vacuum Pump System

OP283

OP228

OP285

OP230

OP284

OP229

DP279

DP278

H

OP262 OP261

Upper Deck

(P) (S)

PumpRoom

Upper Deck

Key

Cargo Group 1

Cargo Group 2

Cargo Group 3

Tank Segregation

OP282BA026

OD323 OD342

Upper Deck

To No.4 C.O.T.(Centre)



2.2 Cargo Piping System

2.2.1 System Description

Cargo System

If required, three different grades of cargo can be loaded or discharged con-currently with two valve separation.

The cargo is loaded through three cargo manifolds on the main deck, thencevia three direct loading lines, situated in the pump room, to the associatedsuction main for each group of tanks.

The system can be made common by use of a crossover line situated in thepump room and at the forward end of the bottom lines in No.1 centre.

Discharge of the cargo tanks is via three steam turbine driven centrifugal cargooil pumps, each of 5,500m3 capacity situated in the cargo pump room,discharging to the respective manifolds on deck.

Each cargo pump is connected to an automatic cargo stripping unit consistingof gas separators and vacuum pumping unit. The lines from the tanks to thepumps are of a nominal 750mm diameter.

The cargo lines are drained using a screw type stripping pump, situated in thepump room, discharging via the 150mm line (commonly called the ‘Marpol’Line), to the manifolds outboard of the manifold valves.

The cargo oil pumping system is designed to discharge the bulk of the cargooil from all cargo oil tanks, in approximately 22 hours, excluding stripping andtime for crude oil washing.

Crude oil washing, which is essential if maximum out turns are to be achieved,is accomplished by bleeding off crude oil from the cargo pump discharge linesto the tank cleaning machines via the tank cleaning line.

The cargo tanks are fully inerted during all cargo handling operations.

There is a small (133m3) dump tank situated at the after end of No.5 centre oiltank, on the starboard side, which can be discharged using either the strippingpump or the No.1 cargo oil pump. This tank can be used for the collection ofany liquids that may accumulate on the main deck.

The bottom suction lines in the pump room can be interconnected on the pumpsuction side through the sea suction (650mm) crossover.

The discharge side of the cargo pumps can also be interconnected through a(600mm) crossover line, terminating in a high overboard discharge outlet onthe starboard side and above the deepest water ballast line.

The tank cleaning main is also fed from this line. The overboard line has asampling probe for the oil discharge monitoring and control system and a flowmeter sensor.

The slop tanks are inter-connected by a levelling line and valves. Both sloptanks have separate stripping suctions connected to the cargo oil strippingpump and eductor crossover.

The crossover line on the cargo suction main and discharge main lines in thecargo pump room are provided for the flexibility of cargo handling and tankcleaning with sea water. Similarly, crossover lines are provided at the forwardend of the tank bottom lines in No.1 centre tank, with two valve separation.

Each cargo tank has the stripping valve in a suction well situated at the portside aft, while the main suction is fitted with a cone type bellmouth.

Ballast is not carried in the cargo tanks under normal circumstances, but, if itis considered that additional ballast in a cargo tank or tanks may be requiredduring the ballast voyage, under the conditions and provisions specified inRegulation 13 (3) of ANNEX I in MARPOL 73/78, such ballast water can behandled by the cargo pumping and piping system.

Both slop tanks are fitted with heating coils.

Cargo Stripping System

Stripping of the cargo is performed by the cargo pumps with an automaticstripping system, cargo stripping eductors and a cargo stripping pump.

The cargo oil pumps are fitted with an individual automatic stripping systemconsisting of vacuum pump, sealing water tank and gas separator. Gas andcondensate from the automatic cargo stripping system is extracted by means ofthe vacuum pumps.

Two 620m3 stripping eductors are installed to take suction from each of thecargo bottom lines, via the eductor/stripping pump crossover, and dischargingto the starboard slop tank and No.5 centre cargo oil tank. The eductor drivecan be supplied by any of the main cargo pumps.

The manifold area is fitted with drip trays either side which can be draineddown to No.4 wing cargo tanks.

One cargo stripping discharge line with a diameter of 150mm, as required byMarpol 73/78, is led to the upper deck and connected outboard of the manifoldvalves on each side.

The cargo stripping pump is used for discharging the contents of the cargopump room bilge to the starboard slop tank, or directly overboard via theODME. Manual control of the bilge suction and stripping pump dischargevalve is fitted at upper deck level.



Illustration 2.2.2a Measuring and Sampling

No. 2 C.O.T. (Starboard)No. 3 C.O.T. (Starboard)No. 4 C.O.T. (Starboard)No. 5 C.O.T. (Starboard)

Slop Tank(Starboard)

Slop Tank(Port)

Deck DumpTank

No. 1 C.O.T. (Starboard)

No. 2 C.O.T. (Port)No. 3 C.O.T. (Port)No. 4 C.O.T. (Port)No. 5 C.O.T. (Port)No. 1 C.O.T. (Port)

No. 2 C.O.T. (Centre)No. 3 C.O.T. (Centre)No. 4 C.O.T. (Centre)No. 5 C.O.T. (Centre) No. 1 C.O.T. (Centre)

Vapour Control Valve (50mm)

SAAB Radar Beam Level Gauge

Vapour Control Valve (25mm)

50mm Seal Valve

25mm Seal Valve

25mm Seal Valve

50mm Seal Valve

Used for :

1. Ullage Oil Water Interface Temperature 2. Hand Dipping

Ullage Zero Level

Upper DeckCap

Accurate toUllage Height

R

R

R

Hanla Independent High Level Alarm

R

TransmitterCleaningHatch

SAAB RadarTransmitter

AntennaAxis

Minimum Xo

Upper deck

Inner Bottom

Bottom Shell

LevelTransmitter

Temperature Sensor

HL

HL

HL

R

HL

R

HL

R

HL

R

HL

R

HL

R

HL

R

HL

R

HL

R

HL

R

HL

R

HL

R

HL

R

HL

R

HL

HL



2.2.2 Measuring and Sampling

Cargo and slop tank levels, with high level alarms, are relayed to the Ship’sControl Centre (SCC) by Saab Tankradar transmitters and are displayed on aCRT monitor. Ballast, fuel and diesel oil tank levels are displayed in the SCCusing electro-pneumatic type equipment. Two ND25 (1”) seal valves plus oneND50 (2”) seal valve are fitted to each cargo oil tank, and one ND25 plus oneND50 to each slop tank. These seal valves provide hand dipping points,independent ullage checks, temperatures and oil/water interface using theMMC portable cargo monitoring device. The seal valve allows connection anddisconnection without having to broach the inert gas in the cargo tanks.Sufficient hand dipping points are fitted for checking the dryness of the tank inaccordance with the requirements of the IMO.

An independent Hanla high level (overflow) alarm is fitted to each cargo oiland slop tank. The alarm indicator panel is situated on the cargo console, withindication of AC and DC power failure and failure reset button, system on/offswitch, accept alarm flash, accept horn and a LED indication for each cargo oiland slop tank. Alarm indication on deck is given by an air operated horn andred indicator light located at the midships manifold area.

Prior to cargo operations the high level alarms are tested by removing the capnut and pulling out the test rod on each individual unit. There is a three secondtime delay. Alarm indication is also relayed to the ECR on the IAS system ifthe alarm is not acknowledged within 120 seconds from the SCC.

2.2.3 Slop Tank Usage

There are two slop tanks with four uses as follows:

Cargo carrying tanks

Crude oil washing when utilising the eductors

Water washing prior to tank inspection or refit

As part of the ODME system, the flow is automatically diverted,as necessary, to the starboard slop tank when decanting slops ordischarging heavy weather ballast to sea

Loading of the slop tanks is completed in the normal manner from the No.2group or No.3 group bottom lines.

(Note ! Both slop tanks are normally included in group 2 but can also be includedin group 3 whilst still maintaining two valve segregation from group 2.)

Discharge of the slop tanks is normally via the main suctions during bulkdischarge and then from the direct suctions in the pump room during draining.During COW, if the slop tanks and eductors are being utilised, fresh crude oil canbe drawn from the either slop tank by No.2 or 3 cargo oil pumps. Crude oil ispumped up the COW line and through the eductor system simultaneously. Botheductors can discharge to either the starboard slop tank or No.5 centre COT.

During water washing, both slop tanks are normally utilised. Clean water isdrawn from the port slop tank and the drainings from the eductor’s discharge aredirected to the starboard slop tank. Clean water flows across to the port slop tankvia the balance line to achieve ‘closed cycle’ washing. Careful management ofthe slop tanks is essential at all times.

The following useful guidelines should be noted:

If the slop tanks are utilised for COW, it is necessary to decant the water fromall COTs, including the slop tanks, subject to grade segregation. The slop tanksare discharged and refilled with dry crude oil prior to the commencement ofCOW. During COW, fresh crude oil can be drawn from port slop tank via themain suction. The levels to which the slop tanks are recharged are arbitrary, butsufficient ullage is required in the ‘clean slop tank’ to allow for the cargo pumpto maintain suction and the balance line to remain covered if both slop tanksare used.

Oxygen content readings of the slop tank atmospheres must be taken prior toCOW or water washing and monitored at regular intervals. Readings must notexceed 8%.

The slop tanks are aft and are of relatively small volume, therefore care mustbe taken when loading these tanks as they can fill rapidly.

2.2.4 Slop Tank Heating

A tank cleaning heater is not fitted on this vessel. However, heating coils arefitted in both slop tanks. These are capable of heating the contents from from44ºC to 60ºC when 98% full in 24 hours, with a sea water temperature of 5ºCand an ambient air temperature of 2ºC. The port slop tank has a heating ratioof 0.03 m2 per m3 and the starboard slop tank heating ratio of 0.06 m2 per m3.

Slop Tank Heating Inlet/Return Manifold - Starboard

Measuring and Sampling Points on Deck

Hanla IndependantHigh Level Alarm

Saab Tank RadarHousing

Hand DippingSeal Valve


Issue: 1 2.3 Cargo Pumps - Page 1 of 10

Engine Room

Illustration 2.3.1a Main Cargo Pumps

Governor

ExhaustSteam

Combined Steam Regulatingand Emergency Shut Off Valve

Pump Room

TemperatureSensor

Gas TightShaft Seal

TemperatureSensor

Pump Discharge

Pump Suction



2.3 Cargo Pumps

2.3.1 Main Cargo Pumps

Cargo Pumps

Manufacturer: Shinko Industries LtdType: Steam turbine driven vertical centrifugal pumpNo. of sets : 3 Capacity: 5,500m3/hModel (Pump): KV 500-2

(Turbine): RVR-2Speed (Pump): 1,080 rpm

(Turbine): 7,177 rpmRating: 2,680kW

General

The main cargo pump system consists of three vertical centrifugal single stagecargo pumps. They are situated at the bottom of the pump room and are drivenby a three stage impulse steam turbine and intermediate shaft passing into thepump room through a bulkhead gland. The pumps are each equipped with anautomatic unloading system.

Procedure for the Operation of Cargo Pumps

Pre-Operation Checks

a) Notify the duty engineer of cargo pump requirements.

b) Check, by opening the drain valve or removing the plug, for waterin the LO sump, Woodward governor and the oil strainer.

c) Check the oil level in the sight glass of the LO sump and thegovernor.

d) Start the priming LO pump to anutomatic and confirm the oilpressure registers above 0.3 kg/cm2.

e) Open the cooling water valves for the LO cooler. (Cooling wateris adjusted by throttling the cooling water outlet valve so that thetemperature of the LO supplied is kept between 20°C and 45°Cduring operation of the turbine.)

f) Confirm all related systems, such as the vacuum condenser andsea water systems and the condensate systems, are ready foroperation.

g) Open the drain valves on thefollowing:

Drain separator

Governor valve

Turbine casing

Steam inlet valve

Exhaust valve

Steam supply pipelines.

h) Open the exhaust valve on each turbine and the ballast pumpturbine.

i) Reset all trips by using the reset knob on the trip casing.

j) Ensure the governor is set to minimum speed setting.

k) Supply the sealing steam to each turbine gland by opening thesealing steam valve gradually, until a sealing steam pressure of0.3 kg/cm2 is reached.

l) The duty cargo officer is to:

Close the pump discharge valve

Open the pump and line suction valves fully

Vent the pump volute casing until liquid appears

m) Open the steam inlet valve slightly to warm through the turbinebut not enough to start the turbine rotating.

Allow enough time for the turbine to warm up before proceeding to the nextstage.

Starting

a) Close all drain valves.

b) Open the steam inlet valve very gradually and start the turbinerotating, keeping its speed at 100 to 200 rpm. Maintain thiscondition for 20 minutes in order to warm up the turbine.

c) When the discharge pressure rises, open the pump discharge valvegradually.

d) Check that there is no abnormal noise or vibration in the turbineand the reduction gear.

e) If an abnormal state is noticed, stop the turbine immediately andinvestigate.

f) Trip the turbine by operating the hand trip knob to confirm thatthe governor control valve closes immediately. Reset the trip.

g) After sufficient warm up, open the steam inlet valve further andgradually raise the speed up to the rated revolutions over a periodof 5 minutes.

h) Confirm that the emergency trip mechanism on the cargo consolein the ship’s control centre is functional. Reset the trip, ensuringthat the turbine is fully stopped and the speed setting is atminimum. Restart the pump.

i) When the pump reaches its minimum operating speed, control canbe transferred to the cargo console.

Stopping

a) Decrease the turbine speed gradually.

b) Close the steam inlet valve.

c) Stopping is possible by operating either the remote stop or thehand trip on the turbine.

d) When speed decreases and oil pressure falls below 0.45 kg/cm2

the priming LO pump starts automatically, keeping the oilpressure above 0.3 kg/cm2.

e) Shut off the cooling water to the LO cooler.

f) When the turbine has stopped, close the exhaust valve and openall drain valves on the turbine.

g) Keep the priming LO pump in operation for at least 5 minutesafter stopping the turbine, in order to protect the bearings fromoverheating. After stopping the priming LO pump, confirm thatthe turbine bearing temperature does not rise above 80°C.

h) Close the pump discharge valve.

i) Close the pump suction valves.



Characteristic Curve: Data From Sea Water as Pumping Fluid

1,000

0

1,000

2,000

3,000

100

120

140

160

180

200

0

2

4

6

8

0

10

20

30

40

50

60

70

80

90

2,000 3,000

Capacity m3/h

NPSH (m) Normal OperationsPower: 2,679 kWPump Efficiency: 86%NPSH: 4.2mCapacity: 5,500 m3/h

NPSH (m)

Efficiency %

Shaft HorsePower (kW)

Total Head(m)

4,000 5,000 6,000 7,000

Shaft Horse Power (kW)Total Head (m)Efficiency (%)

10

Steam Consumption(ton/h)

Output Power (kW)

Steam Consumption Curve

20

20.78

30

1,000 2,0002,679

3,000

Illustration 2.3.1b Main Cargo Pump Characteristic Curves



Emergency Stopping

Local stopping

Pull the hand trip knob so that the spindle moves outward and the governorvalve closes through activation of the trip mechanism causing the turbine tostop.

Remote stopping

Push the remote stop switch provided at the remote stop stations so that the tripmechanism activates to close the governor valve and stop the turbine.

Resetting the Emergency Trip

Before resetting the emergency trip, ensure the following conditions arefulfilled:

i) The pump is at the minimum load, i.e. the pump discharge valveis fully closed.

ii) The governor speed setting is at the minimum speed.

iii)The turbine steam inlet valve is fully closed and the turbine isstopped.

Operation of the Remote Control Systems

a) Open the pump suction, discharge and tank suction valves.

b) The warm up, start and final stop of the turbine is carried out atthe turbine side.

c) The cargo pumps are run up to minimum speed by the dutyengineer. When this speed is reached the running light on thecontrol panel will illuminate. The pump is now available forcontrol from the control panel. The speed can be controlled usingthe govenor speed control lever. The speed of the pump can becontrolled within 60% - 100% of the rated speed.

d) Lamps are fitted for indication of an alarm or trip condition. Theactual trip or alarm condition is indicated on the control panel atthe turbine side.

e) Indication is given on the control panel of pump speed, dischargepressure and suction pressure.

f) The pump is normally stopped by reducing the speed to minimumsetting and pressing the STOP button on the cargo console controlpanel.

g) Resets for trip and alarm functions are provided at the turbineside.

h) A three-way cock remote stop is fitted at each manifold whichstops all pumps.

i) A three-way cock remote stop is provided for each cargo pump,within the pump room.

j) An emergency stop is provided at the turbine side.

CAUTION !The manufacturer’s casing temperature set point of 80ºC will be suitablefor cargoes of all temperatures, but if a non-heated cargo is carried, it isadvisable to reduce the set point to some 20ºC above the ambient cargotemperature. This will give early warning of system abnormalities andlessen the likelihood of damage to the pump seals.

2.3.2 Stripping Pump and Eductors

Stripping Pump

No. of sets: 1 Manufacturer: Naniwa Pump Manufacturing Co.Model: AHSV-150/084Type: Two speed electrically driven, vertical two

spindle screwSpeed: 1,750/1,150Capacity: 125/65 m3/h at 150 mth


No. of sets: 2Manufacturer: TeamtecCapacity: 620 m3/h at 150 mthDriving fluid: 1,075 m3/h at 12 kg/cm2


No. of sets : 2Manufacturer: TeamtecCapacity: 200 m3/h Driving Water: 1,040 m3/h at 3.5 kg/cm2

Bosun’s Store/Chain Locker/Void Space Bilge Eductor

No. of sets : 1Capacity: 5 m3/hDriving water: 6.5 kg/cm2

Stripping Pump

General

The stripping pump is an electrically driven, two spindle screw type pump,controlled from the cargo console in the ship’s control centre (SCC).

The stripping pump can be used to drain the cargo lines and the pump roombilges to the starboard slop tank, to overboard via the ODME or to shore viathe 150mm line (Marpol line). This connects to the manifolds outboard of themanifold valves.

Operation

a) Check the pump gearbox oil level, top up as required with thecorrect grade of oil.

b) Set the pipeline for the operation required. Open the pumpdischarge valve.

c) Inform the enngine room that the pump is to be started. Start thepump on low speed. Before the pump can be changed to highspeed mode, the pump must be stopped and allowed to run downto stop.

The pump is fitted with an integral pressure relief valve which is set to operateat 10% above the working pressure. It is advisable, however, when starting thepump to open the pump bypass valves OP275 and OP268. When the pump isat full speed, the bypass valve can be closed.

Instrumentation

Indication of suction pressure and discharge pressure are available in the SCCand in the ECR.

Eductors

Operation

a) Supply driving fluid to the eductor.

b) When the required pressure is reached open the suction valve.

(Note ! If the driving fluid pressure is too low, fluid may flow back to the tankvia an open suction valve.)



C35

C109

Level Gauge

Sealing Fresh Water

Seal Fresh Water

Drain TankOil and Water

2m3

Valve ControlSignal

Indicator Signalto Cargo Console

To StrippingPump

C2

C16

C6

C17

C30

OP256

OP257

OP255

C43

C20

Engine Room

Pump Room EntranceCargo Vapour

Valve Normally Closed

Cargo Oil

Fresh Water

Key

No.1Separator

Test

/A

djus

tmen

t

No.1Cargo Oil

Pump

A20

B1

LP

HP

LP

A1

A3

OP230OP229OP228

OP227OP226OP225

OP233OP232OP231

OP239OP237OP235

OP244OP242OP240

OP223OP221OP219

OP264

OP280OP279OP278

OP251OP249OP247

OP258OP259OP260

OD341OD340OD335

OP254

OP253

OP252

OP250OP248OP246

OP285OP284OP283

A17

A11

H1

A12

A10

A13

A9

A8

No. 1

To No.3Vacuum Unit

To No.2Vacuum Unit

Illustration 2.3.3a Automatic Cargo Stripping System

Pump Room

Drain

To COW Lineand ODME

To DischargeManifold

No.1Motor

StarboardSlop Tank

PI

PI

PIccc

Ship's Control Centre

No.1VacuumPump

No. 3 AUS

AUTO FINISHOFF ON

DISCH VLVMAN AUTO

AUTO FINISHOFF ON

DISCH VLVMAN AUTO

AUTO FINISHOFF ON

DISCH VLVMAN AUTO

+ -

DISCH VLVCLOSE OPEN

COP COPSTOP RUN

AFTER STRIP

+ -

DISCH VLVCLOSE OPEN

COP COPSTOP RUN

AFTER STRIP

+ -

DISCH VLVCLOSE OPEN

COP COPSTOP RUN

AFTER STRIP

SOURCE DC

OFF ON

SOURCE AC

OFF ON

VACUUM VACUUM VACUUM

LOW SEP LVL

VLV POSITION& SEP LVL



DRAIN TANKLEVEL

FINISHOF STRIP

No. 2 AUS

LOW SEP LVL FINISHOF STRIP

No. 1 AUS

LOW SEP LVL FINISHOF STRIP

No.3 VPSTOP

START AUT

VP RELIEFOFF

No.2 No.1

No.2 VPSTOP

START AUT

VP RELIEFOFF

No.3 No.1

No.1 VPSTOP

START AUT

VP RELIEFOFF

No.3 No.2

GEVCLOSE NOR

GEVCLOSE NOR

GEVCLOSE NOR

DRAIN TANKHIGH LEVEL

VP & GEVINTER LOCK

RESET

VP & GEVINTER LOCK

RESET

VP & GEVINTER LOCK

RESET



2.3.3 Automatic Cargo Stripping System

Manufacturer: Shinko Industries LtdModel: AUS 5022-3

Introduction

The automatic cargo stripping system is provided to improve the efficiency ofstripping the cargo oil tanks. It utilises the cargo oil pumps to complete thestripping operation which reduces unloading time. The operation is fullyautomated.

The basic principle of the system is to automatically prevent the suction of gasinto the pump, thus enabling the cargo oil pump to complete the dischargewithout using a conventional small capacity reciprocating pump.

The gas drawn in from the bellmouth tank suction and the cargo oil vapourproduced in the suction line are separated from the cargo oil in the separator,on the suction side of the cargo oil pump. The gases gather at the top of theseparator from where they are extracted by the vacuum pump system.

When a large volume of gas enters the separator during the stripping stage, theliquid level in the separator drops. This would normally cause the pump to losesuction and stop pumping. To prevent this condition, the opening of thedischarge valve of the cargo oil pump is controlled in proportion to the liquidlevel of the separator and adjusts the flow rate accordingly. The lower theliquid level falls, the more the discharge valve closes. If the liquid level fallsbelow the minimum set value, the discharge valve closes fully.

Component Description

Separator (A1)

No. of sets : 3Manufacturer: Shinko Industries Ltd.Volume : 4.86m2

The separator is a tank on the suction side of the cargo oil pump. It contains anintegrated lattice screen (A20), which assists in the separation of the gas fromthe liquid and protects the pump from damage by ingress of debris. The gascollects at the top where it is extracted by the vacuum pump (C2). A leveltransmitter (A3) is mounted on the side of the separator. The transmitterconverts the liquid level to a pneumatic signal which controls the dischargevalve (B1), vacuum pump (C2) and gas extraction valve (C30).

Discharge Control Valve (B1)

No. of sets : 3Type : Pneumatically operated, non-tight butterfly valve

The discharge control valve (B1) is a butterfly type valve driven by apneumatic cylinder and controls the pump capacity. The valve is controlledremotely either by the automatic control signal from the level transmitter (A3)on the separator, or by the manual control signal from the manual loader on thecontrol panel in the ship’s control centre. The selector switch is used to selectautomatic or manual control of the discharge valve. Three-way cocks aresituated locally to enable the discharge valve to be opened in an emergency.

A valve position gauge on the cargo control console indicates the position ofthis valve.

Vacuum Pump Unit (C2) and Vacuum Pumps

Manufacturer: Shinko Industries Ltd.Model: NSW 100Capacity: 630 m3/hMaximum vacuum: 550 mm HgNo. of pumps 3

The vacuum pumps are horizontal water ring type, driven by an electric motorthrough an intermediate shaft which passes through the bulkhead from theengine room. The pumps extract the gas from the top of the separators (A1)and discharges it to the starboard slop tank. The pumps (C2) are automaticallystarted and stopped by a pressure switch which is operated by the pneumaticsignal from the level transmitter (A3). The pumps can also be started andstopped by means of the control switch on the control panel in the ship’scontrol centre.

Each pump is equipped with a screw-down non-return suction valve (C16) toprevent sealing water and gases from flowing back to the gas extraction line.The sealing water tank (C6) separates the gas from the sealing water and actsas a reservoir for the supply of sealing water to the vacuum pumps.

Gas Extraction Valve (C30)

No. of sets : 3

The gas extraction valve (C30) is a pneumatically operated piston type valve.This is installed in the gas extraction line leading from the top of the separator(A1), and is opened and closed by a solenoid valve controlled through apressure switch, which is operated from the level transmitter (A3).

This valve opens when the separator level is less than 30% and closes when itreturns to 70% or more.

Drain Tank (H1)

Any liquid (fresh water or cargo oil) which overflows or is drained down fromthe vacuum pump unit is stored in this tank which is emptied by the strippingpump via non-return valve OP264. The level in this tank is indicated on thecontrol panel in the ship’s control centre. The drain tank has a capacity of 2m3.

Operating Procedure

Setting Up the System for Automatic Stripping

a) Ensure that there is sufficient water in the vacuum unit sealingtank. The level can be topped up by opening valve C17.

b) Set the discharge valve AUTO/MANUAL switch to AUTO. Thedischarge valve will now be controlled by the separator leveltransmitter.

c) Set the automatic unloading system (AUTO FINISH) ON/OFFselector to ON. This will cause the vacuum pump to stop and thegas extraction valve to close when the FINISH OF STRIP lampflashes and the buzzer sounds.

d) Set the gas extraction valve close/normal selector (GEV) to NOR.This will allow the gas extraction valve to operate automatically.

e) Set the after strip COP STOP/COP RUN selector to STOP for theselected cargo pumps. This will cause the cargo pump to stop(AUTO FINISH ON/OFF selector must be switched to ON),when the FINISH OF STRIP lamp flashes and the buzzer sounds.

f) Set the vacuum pump switches (No.1 VP, No.2 VP and No.3 VP)to AUTO. This allows the vacuum pump to be available asrequired.

g) Set the SOURCE AC and SOURCE DC switches to ON.

The VP RELIEF switch can be used in the event of one of the vacuum pumpsbecoming unusable. It is used to relieve the use of the unusable pump to eitherof the remaining vacuum pumps. This switch is normally set in the OFFposition.

While the liquid level in the cargo oil tank is above 70% of the separator levelthe automatic unloading system is not required.

As the tank level falls, the suction pressure also falls and approaches thevapour pressure of the liquid being pumped. Part of the liquid will turn tovapour and accumulate at the top of the separator (A1) and, as a result, theseparator level begins to fall.

When the separator level falls below 50%, a pressure switch is actuated by thepneumatic signal from the level transmitter (A3) and the vacuum pump (C2)starts. At the same time the gas extraction valve (C30) opens and the dischargevalve (B1) is throttled in by a corresponding amount.



AUS Stripping System Control Panel



The vacuum pump extracts the gases and the separator level rises. When theseparator level recovers above 70%, the gas extraction valve (C30) closes, and20 seconds later, the vacuum pump stops. The discharge valve (B1) then opens.As the tank level falls further towards the bottom of the tank, turbulence occursaround the suction pipe and gas begins to be drawn into the bellmouth of thetank suction. This gas is separated in the same manner as previously described.

When the tank level falls further, the liquid surface around the bellmouth,becomes violently disturbed and a large volume of gas can be sucked from thebottom of the bellmouth. Under these conditions the level of liquid in theseparator falls to a level where the signal air pressure, from the leveltransmitter, causes the discharge valve to close and decrease the flow. Thespeed of liquid flowing into the bellmouth decreases and the disturbancearound the bellmouth also decreases, thus the amount of gas being drawn intothe bellmouth decreases.

When the volume of gas being drawn in to the bellmouth becomes less than theextraction capacity of the vacuum pump, the separator level begins to rise andat the same time the discharge valve begins to open gradually and the pumpdischarge flow begins to increase.

This cycle will repeat until the discharge valve is opening only slightly whilethe amount of gas drawn in is increasing. When the separator level falls tobelow 5%, the red lamp LOW SEP LVL, on the control panel lights up,showing that unloading has reached the stripping stage.

As the stripping of the cargo oil tank advances, even though the vacuum pumpis running continuously, the level in the separator does not rise. As a result thedischarge valve remains closed most of the time.

When the LOW SEPARATOR LEVEL lamp has remained on for threeminutes the red lamp COMPLETION OF STRIPPING flashes and the buzzersounds, signifying completion of discharge.

If the COP STOP/RUN selector switch has been set at COP STOP, then thecargo pump will stop automatically at this stage. However, if the switch hasbeen set to COP RUN, then the cargo pump will continue to run. If the residualliquid appears to warrant more stripping it is possible to control the pump andthe discharge valve manually, in which case set the AUTO FINISH ON/OFFselector to OFF to release the trip condition of the vacuum pump and the gasextraction valve. This operation will allow the vacuum pump and gasextraction valve to return to automatic control if conditions warrant it. When itcan be judged that there is no advantage in operating the pump continuously,the pump can be stopped manually.

CAUTION !Running the pump in the manual condition may result in the pumprunning dry, or running with the discharge valve closed longer than themanufacturer’s recommendation, resulting in serious damage to the pumpand mechanical seals.

AUS Stripping System Vacuum Pumps

AUS Stripping System Gas Extraction Valves

AUS Stripping System Drain Tank



Flame Screen

Weight

PressureDiscPressureDisc Seat

Lift Handle

Lift Cam

High VelocityPressure/Vacuum Valve

VacuumDisc

Illustration 2.3.5a Pressure/Vacuum Valve

PressureDisc

PressureDisc Seat

Weight

Flame Screen

Check Lift Arm

Check Lift Arm

Check Lift Arm

Atmosphere Flow

Vacuum Disc

Vacuum Disc Seat

Lift Handle



2.3.4 Cargo Valves

All the principal cargo valves are operated from illuminated pushbuttons on thecargo control console mimic panel. These pushbuttons supply electrical powerto pilot valves which direct oil from the cargo valve hydraulic system to oneside or the other of the operating piston of the valve to be opened or closed.

Wafer type butterfly valves are generally used throughout, with lugged typebutterfly valves used for ship side valves and manifold connections. Allmanually operated valves are supplied with a manual indicator.

The main discharge valve of each cargo oil pump and the cargo tank strippingvalves are operated by rotary three position switches and can be stopped at anyposition between fully open and fully closed. A position indicator of thesevalves is provided on the cargo console mimic panel next to the respectivevalve control.

Hydraulic pipes are led directly to each valve from the respective solenoidvalve cabinet. In the case of a solenoid control power failure of the valve, it ispossible to operate the valves by manually operating the respective pushbuttonon the solenoid rack. For emergency use, three portable hydraulic hand pumpsare supplied.

The following valves have a throttling function with an intermediate positionindicator and can be stopped at any position between open and closed:

Ballast pump discharge valves

Cargo tank stripping suction valves

Cargo pump discharge valves

Slop tank suction valves

Fore peak tank remote suction

The intermediate position valve control switches are kept in the neutralposition after use. Other remotely operated valves have only fully open orclosed functions with open/closed indication.

2.3.5 Pressure/Vacuum (PV) Valves

Main Cargo TanksMaker: Pres Vac Engineering A/SModel: HS-IMO2 DN250No. of sets: 17Operating pressure:

Over Pressure: 14kPa gaugeVacuum: 3.5kPa gauge

Deck Dump TankMaker: Pres Vac Engineering A/SModel: HS-IMO2 DN80No. of sets: 1Operating pressure:

Over Pressure: 14kPa gaugeVacuum: 3.5kPa gauge

Combined PV valves are fitted to each cargo oil, slop and the deck dump tank.The purpose of the PV valve is to provide automatic control of pressure dif-ferentials during cargo operations and during the voyage.

As per SOLAS requirements, both the pressure and vacuum valves must betested before the commencement of cargo operations. Correct check lifting ofthe pressure relief valve is accomplished by turning the check lift handle fromthe vertical position to the upper position and back again. Check lifting of thevacuum valve is accomplished by lifting the check lift lever from the lowerposition to the upper position and back again. Both valves are self-closingwhen in the properly maintained condition.

Cargo Tank Pressure/Vacuum Valve


Issue: 1 2.4 Inert Gas System - Page 1 of 6

DeckWaterSeal

To T

rans

mitt

er P

anel

To T

rans

mitt

er P

anel

Void

IG05

IG49

IG02

IG03

IG01

IG08

IG07

IG06

IG04

IG10

IG12

IG13

IG11

IG09

IG14

IG20

IG22

IG23

IG18

IG47 IG45

IG16

IG46 IG44

IG17 IG15

IG21

IG19

IG25

IG27

IG28

IG26

IG24

IG29

IG31

IG32

IG30

IG24IG34

IG48

IG42BA023

HC40

HC20

IG40

DD336IG36IG37IG38

IG47

IG39

IG35

IG41

Void

Illustration 2.4.1a Inert Gas System - Deck

No.1 W.B.T. (P & S)

No.1 C.O.T. (P & S)

No.5 Ctr.C.O.T.

No.4 CentreC.O.T.

No.3 CentreC.O.T.

No.2 CentreC.O.T.

No.1 CentreC.O.T.

No.2 C.O.T. (P & S)No.3 C.O.T. (P & S)No.4 C.O.T. (P & S)Slop Tank (Port)

Slop Tank (Starboard)

IG ToDeckDumpTank

No.5 C.O.T. (P & S)

No. 2 W.B.T. (P & S)No.3 W.B.T. (P & S)No.4 W.B.T. (P & S)No.5 W.B.T. (P & S)

IG Flexible Hose

VentRiser

Upper Deck

Pump Room

SteamReturn

SteamSupply

IG to Water BallastLine

To Cargo OilLine

From IGSystem

Deck SealSW Supply

Vapour Emission Shore Connection

Spill Tank(Stb'd)

Spill Tank(Port)

LS

Key

Inert Gas

Sea Water

Vent Mast Riser

PV Valve

Pressure/Vacuum Breaker



2.4 Inert Gas System

System Descriptions

General

Maker: PermeaType: Flue gas systemCapacity: 20,630 m3/h at 400mm WG and 25°C at the deck water seal

The inert gas system (IGS) consists of a main inert gas plant, using boiler fluegas and an independent topping up inert gas plant generator, to provide a gasexplosion protection system for the cargo oil tanks and slop tanks. This isachieved by maintaining a slight overpressure in the tanks at all times.

Whilst discharging the cargo, liquid pumped out of the tanks is replaced byinert gas. At all times, pressure of the inert gas in the tanks is maintainedslightly above atmospheric pressure.

The IG used on this vessel is produced either by a conventional flue gas plant,which cools and cleans exhaust gas from the boiler uptake, or by anindependent topping up generator system, which burns marine diesel oil at avery low excess air setting. The resulting exhaust gas is cooled and cleanedbefore being fed into the cargo tanks.

The main system is designed to maintain a positive tank pressure of 400 mmWG, with a tank O2 content of 5% maximum.

The system is used during:

Cargo oil unloading

Hydrocarbon gas purging

Tank cleaning

2.4.1 Main Inert Gas System

The flue gas from the boiler uptakes is led into the plant, then cooled andcleaned. The gas is then distributed by the fans to the cargo oil, slop tanks anddeck dump tank via a deck water seal and distribution piping. The system isused to purge the ullage spaces in the cargo oil tanks of hydrocarbon gases andreplace them with an inert gas, keeping the oxygen content below 4% byvolume.

When the boilers are operating efficiently, the composition of the IG byvolume should be:

Carbon dioxide (CO2) 13.5 %

Oxygen (O2) 5 %

Sulphur dioxide (SO2) 150 ppm

Nitrogen (N2) Balance

However, during low boiler load operation, the oxygen content of the boilerexhaust gas will tend to rise, due to the higher excess air required for goodcombustion.

WARNINGWhen running with the boiler on a low load, the flue gas blower may drawair down the boiler funnel uptake resulting in an out of range O2 accept-ability.

The system consists of the following components:

Scrubber No. of sets: 1Maker: Permea

The scrubber is of the tower type and consists of inlet water seal tanks, towerelements and spray nozzles.

Hot gas, drawn from the boiler uptake, is cooled by sea water sprayed from asingle nozzle into the gas flow, causing a rapid drop in the temperature of the gas.The gas passes into the scrubber via a central tube venturi which facilitates theremoval of the soot particles. At the lower end of the venturi the gas is passedthrough a water seal into the base of the scrubber tower, it is then drawn upwardsthrough a packed bed of polypropylene pall rings, against a downflow of seawater sprayed from four nozzles positioned above the packed bed. The pall ringsprovide a large surface area between the gas and the water, an essential feature forthe effective absorption of sulphur dioxide. The clean cool gas then passesthrough a mesh demister in the top of the scrubber tower, which effectivelyprevents water droplets from being carried over with the outlet gas flow.

An independent cooling sea water supply pump supplies the scrubber.Emergency cooling water can be provided from a crossover with the fire, GSservice pump. The water from the scrubber is discharged overboard.

Inert Gas FansNo. of sets: 2Maker: Flebu TiconType: Centrifugal single stage

Two electrically driven IG fans are supplied. One is capable of delivering100% of the plant capacity and one 50%. They draw the gas from the boileruptakes, through the scrubber and deliver to the deck distribution system withsufficient overpressure to form a high velocity gas jet at the inlet to the cargotanks. The each blower casing is provided with water spray nozzles and adrain.

Deck Water Seal No. of sets: 1Maker: PermeaType: DisplacementSealing height: 2,400 mm WG

The deck water seal is of the displacement type. The water inside the innerchamber is displaced into the outer chamber by the IG pressure duringoperation. In the event of a loss of gas pressure, the water immediately fallsback and closes the seal, thereby preventing any back-flow of cargo gases.

Any back pressure from the cargo tank area will induce an overpressure in thereservoir chamber above the water level and force water into the centre tube.The water level in the centre tube will rise and thus prevent gas from leakingpast the seal.

The deck water seal is equipped with a steam heating coil for use in coldweather conditions. An externally mounted gauge glass is provided, enablingthe level in the water seal to be checked. A pressure switch, fitted in the seawater supply line, initiates a low pressure alarm and shuts down the the IGplant in the event of of a water supply failure. A low level alarm float switchis fitted to the deck seal chamber. Over filling of the deck water seal isprevented by a weir and overboard discharge.

When the plant is operating and IG is admitted to the deck distribution system,the pressure from the blowers will force the contents of the centre tube into thereservoir, letting the gas flow freely through the top part of the reservoirchamber.

Pressure/Vacuum Breakers

Opening pressure: 1,890 mm WGOpening vacuum: -630 mm WGLiquid quantity: 477 litres (fresh water)Capacity: 20,630 m3/h

A pressure/vacuum breaker is fitted to a branch off the main IG line on deck,with the purpose of safeguarding against over or under pressurisation of thecargo tanks. Under normal conditions it is filled with fresh water, but shouldcold or freezing conditions be expected, i.e. temperatures lower than 10°C,then 20% of the water should be replaced by glycol or other suitable antifreezeadditive.

Flue Gas Isolating Valves

One valve is mounted close to each boiler uptake duct. Soot cleaning nozzlesare provided on the boiler side of each uptake valve. Double acting cylinders,controlled by solenoid valves, pneumatically operate the valves.

As the flue gas isolating valves are subject to high temperature variations theyare therefore non-tight in the shut position. Gas leakage into the system isprevented by the automatic provision of an air sealing from the boiler FD fanwhen the flue gas system is shut down and the boiler is operating. The flue gasisolating valves are also equipped with steam cleaning.



Illustration 2.4.1b Inert Gas System - Engine Room

Sea Water

Hydraulic Oil

Inert Gas

Key

Condensate Saturated Steam

Air

Boiler Exhaust Gas

Steam ForUptake ValveSootblowing

Port AuxiliaryBoiler Gas

Uptake SmokeIndicator

SmokeIndicatorStarboard

Auxiliary BoilerGas Uptake

PI

PI

IG42BA023

LS

PS LS

LSTS PS PX PI

LS

LS

LS

LS

DeckWaterSeal

To FunnelTop

HC20

IG40

DD336IG36

1.30A

2.34

1.59

3.31

1.30B

I-14V

I-15V

I-15V

3.35B

3.35A

3.45B

To Atmosphere

3.45A

3.65B

3.65A

I-13V

IG37IG38

IG47

3.47

IG35

IG41

SteamReturn

SteamSupply

Vacuum PumpUnit

16V

12V

I-10V

I-11V

17V

To Cargo OilMain Line

To IGMain

To BallastSystem

Lower Grating InPump Room

Sea Water Connection Cross Main

Blower A100%

From No.1 BoilerFD Fan Duct

From No.2 BoilerFD Fan Duct

Blower B50%

From Fresh Water Hydrophore Unit

Hydraulic Deck Stand(3rd Deck)

Top UpGenerator

Blower

Top UpGeneratorScrubber

Flue GasScrubber

Top UpGenerator Fuel Pump

(35kg/h at 128bar)

No.2 DeckWater SealPump (9m3/h)

No.1 DeckWater SealPump (9m3/h)

ScrubberPump(310 m3/h)

Emergency SupplyFrom the Bilge, Fireand GS Main

LS

Air Line

PI

PI

LS

LS

LS

LG

PIPS

PS

TI

TI

PI PI

PX

TITI

TE

TS

PS

PS

PI PS

PI

CI

PI

CI

PI

CI

55V53V51V

52V 54V

9V

37V

I-2V

5V

6V

I-1V

I-3V

I-4V

56V

FreshAir Intake With

Limit Switch

IG34

LS



Gas Regulating and Recirculation Valves

Butterfly control valves operated by pneumatic actuators, control the flowthrough the system. During the blower start-up period the valves are held in theclosed position, with the recirculating valve in the open position. When theDELIVERY TO DECK pushbutton on the main panel is activated, the gasregulating valve will open and the recirculating valve will close.

Oxygen Analyser

Maker: PermeaModel: G1010

It is of the utmost importance that the oxygen content of the IG is kept below5% by volume. A fixed oxygen analyser is installed, which samples the inertgas after it has passed through the blowers.

A portable oxygen analyser and two portable hydrocarbon gas analysers arealso supplied.

Recorder

Maker: ABB Kent TaylorModel: Commander PR-100

A two pen strip chart recorder continuously charts the O2 content and the deckIG main pressure. Deck pressure low and O2 content high alarm limits arepreset at the two pen recorder. Incorporated in the unit is a digital displayshowing the O2 reading (A1) and IG main pressure (A2).

2.4.2 Inert Gas Topping Up Generator

Maker: PermeaType: MPG 400Capacity: 500 Nm3/hConsumption: 40kg/h at design capacity and 3.5% O2

The topping up generator forms a supplement to the flue gas system for repres-surising the cargo tanks when flue gas is not available, such as during theloaded passage, when a drop in pressure is experienced due to leaking tankhatches or temperature variations.

Diesel oil is burned in the combustion chamber, with a low excess air settingand the resulting exhaust gas led into a scrubber unit. Here the gas is cleanedand cooled. The inert gas is then delivered to the IG main through TUG maincontrol valve 3.65A. Excess gas is vented to atmosphere depending on require-ments. With large deck demands the atmosphere control valve will be shut andall the inert gas led to the deck IG main. Conversely all gas will be vented toatmosphere when the deck pressure has reached its set point value.

Operation of Main System

The flue gas system main control panel is situated in the ship’s control centre.On the front of the panel the system is represented in the form of a mimicdiagram, with appropriate indications and pushbuttons for starting/stopping thedeck seal pumps, scrubber pump, IG blowers, selection of boiler uptake, modeselection, delivery to deck or recirculation, plus alarm stop and acknowledge-ment. The panel also contains a two pen recorder/indicator unit.

A sub-panel in the engine control room contains pushbuttons, used for startingand stopping the supply of gas to the deck main line. The system is representedin the form of a mimic diagram with indicators and LEDs.

A sub-panel on the bridge contains indication for inert gas pressure, oxygencontent and alarm indicators.

Procedure for Operating the Main (Flue Gas) Inert Gas System

Starting

The deck seal is constantly supplied with sea water by one of the supplypumps.

a) Set up the deck distribution system for the operation to be carried out.

b) Switch the mode AIR/FLUE/TUG selector, situated on the mainpanel, to the FLUE position.

c) Manually operate the steam soot blowing before the uptake valveto clean the line.

d) Ensure that the CO2 (carbon dioxide) content of the flue gas fromthe boiler is in excess of 13% and that the O2 (oxygen) content islower than 5%.

e) Open the scrubber sea water supply valve isolator to the scrubbertower half way, then start the sea water scrubber pump. Adjust theisolating valve until a pressure of 1 bar is indicated on the localpressure gauge.

f) Check that the two pen recorder is functioning correctly and thatthere is sufficient chart available.

g) Start the IG blower ‘A’ (100% capacity) from either the localstarter or from the main control panel.

h) The IG is now being recirculated back to the scrubber via valve3.45B. When the IG is within parameters, the READY FORDELIVERY TO DECK indicator light is lit. IG can now be

directed to the deck IG main by pressing the DELIVERY TODECK pushbutton on the main panel. If required, the gas flow canbe returned to the recirculatory mode by depressing theDELIVERY TO RECIRC pushbutton.

i) Adjust the deck pressure controller, situated on the main controlpanel, to the desired pressure (between the high/low alarm limitsof 200/800 mmWG).

Stopping

a) On completion of inerting, select the DELIVERY TO RECIRCbutton. The water washing hose is now connected to the IGblower and the washing drain valve opened. When the stop signalis pressed for the IG blower, the water washing of the impellershould commence during the run down period. Leave the scrubberpump running for 20 minutes before manually stopping it.

b) Close the deck main isolator valve.

Deck Main Pressure Control

The pressure in the deck IG main is regulated by the deck pressure controllerlocated on the main panel. The controller compares the set pressure with theactual pressure obtained from a pressure transmitter located in the deck mainand adjusts the gas regulating and recirculation valves to maintain a flowthrough the system and prevent the fans overheating accordingly. The gasregulating valve is fitted with manual emergency operation.

Gas Freeing

The plant is used for purging the cargo tanks with fresh air during gas freeingoperations as follows:

a) Set up the deck distribution system for the operation to be carriedout and remove the blank from the air inlet goose neck. Any cargotank that is not to be gas freed must first be positively isolatedwith its spectacle blank swung into the closed position.

b) Switch the mode AIR/FLUE/TUG selector switch, situated on themain panel, to the AIR position.

c) Adjust the deck pressure controller to approximately 700mmWG.

d) Start the IG blower(s) from either the local starter or from themain control panel.

Fresh air will now be delivered to the deck supply line in the same manner asinert gas.



IG Distrabution Manifold in Engine Room Casing

Discharge From50% IG Blower

Return to Uptake3.45B

To Atmosphere3.43

Discharge From100% IG Blower

To Atmosphere3.65B

TUG DischargeTo Deck 3.65A

IG Plant DischargeTo Deck 3.45A

IG Topping Up Generator



Procedure for the Operation of the Topping Up Generator (TUG)

Starting of the TUG is done from the local panel. The local panel contains theprogrammable controller, which takes care of the start, stop and alarmfunctions and the running mode. On the front of the panel the system isrepresented in the form of a mimic diagram, with appropriate indications andpushbuttons.

Starting - Automatic

a) Ensure the scrubber water supply pump suction and overboarddischarge valves are opened in the engine room. If the scrubberwater supply pump is unavailable, supply can be taken from thecrossover onto the bilge fire and GS main via valve S-37V.

b) Check the calibration of the oxygen analyser.

c) Ensure that the deck main IG valve is opened.

d) Open the control air supply valve A-16V to the TUG controlpanel.

e) Open the sea water isolating valve into the TUG. Due to therelatively smaller capacity through the TUG, it may be necessaryto direct some of the flow through the main scrubber unit.

f) Press the auto sequence START TUG pushbutton.

g) Check that all air is evacuated from the cooling jacket outlet.

After 17 seconds the blower will start. After receiving a running signal fromthe blower, the IG capacity control valve will begin regulation. After 50seconds the fuel oil pump will start and the ignition plug is activated. Afteractivation of the main burner, the gas will purge through the vent valve for 50seconds. The sequence will lead IG to the IG main automatically when it iswithin parameters.

h) The start sequence is indicated with lamps on the mimic diagram.

i) Adjust the combustion air until the desired oxygen content isreached.

j) Check the temperatures and pressures for normal runningconditions.

k) Check the airflow through the oxygen analyser unit.

Stopping - Automatic

The generator stops when activated by the high pressure signal from the inertgas main. The system will revert to the purge mode and shut down. Theblower will continue to run for a cooling down period. After the cooldownperiod, the scrubber pump can be stopped.

Deck Main Pressure Control

The deck main pressure is set by the potentiometer on the control console. Thesignal from this unit automatically controls the vent and capacity controlvalves.

Control Systems

When the inert gas system is in use, the pneumatic control valve and the ventvalve automatically control the pressure in the inert gas main. When the fan isstopped, the control valve, uptake valves, purge valve and fan outlet valvesclose automatically. All the valves utilise instrument air as the control medium.

The tank and inert gas main isolating valves are manually operated.

The manually operated valves in the system are fitted with micro switches, toprovide indication of open/closed position on the mimic panel on theconsole.

Alarms and Trips

The following conditions give indication in the alarm system, and causecomplete shut down of the plant and closure of all automatic valves (except theeffluent valve), including the sea water system:

Sea water pump stopped

Low instrument air pressure 4.1 bar

High water level in scrubber

Power failure to control system

Emergency stop

The following conditions give indication in the alarm system and cause theplant to stop operating, except for the sea water pump:

Blower stopped

Blower failure

Flame failure on TUG

Low sea water supply pressure in scrubber 0.7 bar

Low sea water supply pressure in deck seal 1.0 bar

Low sea water supply pressure in TUG 1.0 bar

IG after blower(s) temperature 70°C

Low pressure after blowers 250mmWG

Low pressure scrubber TUG 400 mmWG

High inert gas temperature TUG scrubber outlet 70°C

Oxygen content high 6%

The following conditions give indication in the alarm system and action wherenoted:

High gas pressure in deck main line (vent to atmos. will open) 800 mmWG

Very low inert gas pressure in deck main (cargo pumps will stop) 100 mmWG

Low inert gas pressure in the deck main line 200 mmWG

High/low oxygen content (vent to atmosphere will open)

Power failure/fault of oxygen analyser (vent to atmosphere will open)

The wheelhouse sub-panel contains the following instrumentation:

Inert gas deck main pressure indication

Oxygen content of inert gas indication

Very low gas pressure in the deck main line alarm

High low oxygen content alarm

The inert gas generator has separate alarms and trips, which monitor the fueloil supply and combustion process.

2.4.3 Maintenance (Routine Maintenance in Operation only)

The use of the deck seal sea water supply pumps should be alternated on aregular basis.

Check the calibration of the oxygen analyser before use.

The sootblower for the boiler uptake valve should be operated before openingthe uptake valves. The manual steam valve to the required uptake valve shouldbe opened prior to operation.

The blowers should be water washed at shut down to prevent a build up ofsolids on the impeller. Prior to the operation the drain valve is opened and theflexible hose is connected. When the blower motor receives the stop signal,open the water supply to the blower while the fan is running down. Oncompletion, the fresh water valve is closed and the flexible hose disconnected.


Issue: 1 2.5 Crude Oil Washing and Tank Cleaning System - Page 1 of 1

2.5 Crude Oil Washing and Tank Cleaning System


Particulars of the Tank Cleaning Machines

No. of sets: 38 deck mounted + 5 submergedManufacturer: ToftejorgType: TZ 73Operating pressure: 10 barNozzle diameter: 2 x 23mmCapacity: 96m3/hNozzle length;

Deck mounted machines: 348mmBottom mounted machines: 178mmTime for one full washing cycle: 75 minutes

The Toftejorg TZ 73 tank washing machine is a dual nozzle, non-programma-ble, turbine driven machine, driven by the cleaning media. The machine rotates360º in the horizontal plane and the nozzles 360º in the vertical plane whichproduces a criss cross cleaning pattern. A series of four graduated cleaningcycles offset these patterns ensuring full 360º cleaning in both planes.

The tank cleaning machines are fitted as follows :

2 machines in each of Nos.1 to 5 wing cargo oil tanks

1 machine in each of the slop tanks

4 machines in No.1 centre cargo oil tank

3 machines in each of Nos.2 to 5 centre cargo oil tanks

Additionally each of the centre tanks is fitted with a submerged type tankcleaning machine at the after end.

No dedicated tank cleaning pump is fitted in this vessel. A main cargo oil pumpis utilised as required.

Stripping Pump

No of sets: 1 Maker: Naniwa Pump Manufacturing Co.Model: AHSV-150/084Type: Two speed electrically driven, vertical two

spindle screwSpeed: 1,750 / 1,150 rpmCapacity: 125 / 65 m3/h at 150 mth


No of sets: 2Maker: TeamtecCapacity: 620 m3/h at 150 mthDriving fluid: 1,075 m3/h at 12 kg/cm2

The vessel is provided with a separate 300mm COW/ tank cleaning line, withbranches to each tank washing machine. Any cargo pump is capable ofsupplying the drive fluid, whether oil or water.

Stripping may be carried out using the stripping eductors, the automaticstripping system or the stripping pump.

There is no tank cleaning heater so, should hot washing be required, the sloptank heating coils are sufficient.

The capacity of each cargo pump is adequate for supplying driving fluid to twoeductors and tank cleaning machines for two cargo tanks. The suction capacityof the two eductors is in excess of 125% of the output of all the COW tankcleaning machines in any two of the cargo oil tanks. During washing, no morethan two cargo tanks are to be washed at a time to enable the eductors to keepthe tank bottom almost dry.

The stripping pump can be used as well, but, by itself, will not keep two tanksalmost dry.

2.5.2 Maintenance (Routine Maintenance in Operation only)

Deck and Bottom Mounted Machines

It is not intended for these machines be removed from the tanks unless therehas been an actual mechanical failure. In the event of such a failure, a liftingtripod, chain block and tools are provided and should be kept in good order.Normal maintenance will consist of ensuring that the control units and turbineassemblies are properly greased and lubricated, the filters are clear, that themachine is carrying out its programme and the stop valves are tight when notin operation.

It is recommended that one third of the machines be retracted from the tanks,inspected and, if necessary, overhauled each year on a rotational basis.

As this type of machine is non-programmable, the operation of the machinecan be verified by its sound pattern.

All other machines in the tank and in adjacent tanks should be shut off and theoperation of the machine in question verified.

Stripping Pump


Issue: 1 2.6 Hydraulic Systems - Page 1 of 6

Valve Control Console

Ships Control Centre

Open/Close Operation Electrical Signal

Open/Close Indication

Pump Room

Engine Room

Hydraulic Power Unit Room

Upper Deck

A Deck

Flame Screen

Upper Deck

Illustration 2.6.1a Cargo Valve Remote Control System

Key

Hydraulic Supply

Hydraulic Return

Electrical Signal

SlopTank(Port)

SlopTank

(Starboard)

ForePeakTank

No.1 SolenoidValve Box

Safe AreaBosun's Store

23 Sets

PowerPack


H

OT150

BA004

BA001

95 Sets

H

OT107

OT108

OT101

OT112

OT102

OT111

OT104 OT103

OT105

OT106

BA006BA008BA010

BA007BA009BA003BA005

BA002

OT115

OT116

OT117

OT109

OT118

OT110

OT113

OT114

OT125

OT126

OT127

OT121 OT122

OT128

OT119 OT120

OT123

OT124

OT131

OT132

OT133

OT134

OT129

OT130

OT137

OT138

OT139

OT140

OT135

OT136

BA011

OT143

OT144

OT141

OT149 OT142

OT145 OT146

OT147

OP206

OP205

OP292

OP204

OP203

OP265

OP293

OP201

OP209

OP211

OP207

OP212

OP224

OP223

OP222

OP220

OP219

OP217

OP215

OP244

OP242

OP248

OP240

OP246

OP245

OP243

OP249

OP241

OP247

OP266

OP271

OP273

OP274

OP275

OP276

OP268

OD337 OD338

BA012

BA013

BA014

BA016

OP202OP210OP221OP250OP251OP269OP277

BA018

BA019

BA020

BA021

BA022

BA027

BA028

BA029

BA030

BA031

BA034

BA035

OT148



2.6 Hydraulic Systems

2.6.1 Cargo and Ballast Valve Hydrulic System

Introduction

The main cargo oil valves and ballast valves are operated from the mimic panelon the cargo control console in the Ship’s Control Centre (SCC). The switcheson the mimic panel operate the solenoid valves contained in the solenoid valvecabinets in the hydraulic power unit room on U deck starboard, and in theBosun’s store forward. The solenoid valves direct hydraulic pressure,generated by the hydraulic power pack, to open or close the hydraulic valves.

The following are of the intermediate position control type valve:

The three main cargo pump discharge valves

Cargo tank stripping suction valves


Fore peak ballast tank suction isolating valve, BA002.

Indication of the degree of opening is given at the cargo control console, by ananalogue % readout. A flow meter is installed on each solenoid operatedcontrol valve block.

Other remote valves are of the fully open and fully closed type. Indication oftheir position is given at the cargo control console by duel operation/indicatorpushbuttons, the red button is for closed and the green for open. A flow meteris installed on each solenoid operated control valve block.

Valve actuators are of the hydraulic cylindrical double acting type and aremounted directly on the valve.

No.1 cabinet supplies (located in the Bosun’s store):

Cargo tank valves

OT101, OT102, OT103, OT104, OT105, OT106, OT107,

OT108, OT109, OT110, OT111, OT112, OT113, OT114,

OT115, OT116, OT117, OT118.

Ballast tank valves

BA002, BA003, BA004, BA005, BA006.

No.2 cabinet supplies (located in the hydraulic power room U deck):

Cargo tank valves:

OT119, OT120, OT121, OT122, OT123, OT124, OT125,

OT126, OT127, OT128, OT129, OT130, OT131, OT132,

OT133, OT134, OT135, OT136, OT137, OT138, OT139,

OT140, OT141, OT142, OT143, OT144, OT145, OT146,

OT147, OT148, OT149.

Cargo pump room valves:

OP211, OP202, OP203, OP204, OP205, OP206, OP207,

OP208, OP209, OP210, OP211, OP212, OP215, OP217,

OP219, OP220, OP221, OP222, OP223, OP292, OP293,

OP241, OP243, OP245, OP246, OP247, OP248, OP249,

OP250, OP251, OP265, OP266, OP268, OP269, OP271,

OP273, OP274, OP275, OP276, OP277.

Ballast valves in pump room

BA011, BA012, BA013, BA014, BA016, BA018, BA019,

BA020, BA021, BA022, BA027, BA028, BA030, BA031,

BA034, BA035.

Ballast tank valves

BA007, BA008, BA009, BA010.

ODME discharge valves on deck

OD337, OD338.

Hydraulic Power Pack

Maker: Samgong Co. Ltd.Power pack capacity: 238 litresMaximum working pressure: 105 barAccumulator capacity (each): 50 litres

The high pressure hydraulic power pack is situated in the hydraulic power unitroom on U deck. It consists of two sets of electrically driven hydraulic pumps,one in use and the other on standby and a set of two accumulators. Eachhydraulic pump is capable of activating three of the largest valves simultane-ously (apart from the ship side valve) from fully open to fully closed, or viceversa, within 60 seconds.

The accumulators act as a buffer, which avoids hammer when the pump stops,and eliminates frequent operation of the control switches when only a smallquantity of valves are operated. In the event of power pack failure, the accu-mulators will allow closing of three of the largest valves. Primary starting andstopping of the hydraulic pumps is done at the power pack side or from thecargo control console.

The power pack pumps are selected for lead/lag operation on the cargo controlconsole where the selected pump is under control of a pressure switch, whichstarts the pump at 95kg/cm2 and stops the pump at 105kg/cm2.

In the event of a high demand or the lead pump has failed to cut in, the standbypump will cut in at 90kg/cm2. Alarms for high and low hydraulic pressure(115kg/cm2 and 85kg/cm2 respectfully) and low level (50% of tank capacity)in the tank are provided on the cargo console. If the tank level falls to 45%capacity, No.1 hydraulic pump will be tripped; No.2 hydraulic pump will betripped at 25% capacity. No.2 power pack pump motor is fed from theemergency switchboard (P-EM-18), both pump motors can be stopped from anemergency stop switch box, button ‘B’, located in the fire station off the ship’scontrol centre.

Three portable hydraulic hand pumps are provided for use in an emergency.These can be connected into the supply lines to the valve activators in thesolenoid valve cabinets.

Procedure for the Operation of the Cargo Valve Hydraulic Power Pack

a) Ensure that the hydraulic tank is filled with the Bartran HV15 andis at the correct level.

b) Ensure that the filters are clean.

c) Check that the accumulators are charged with nitrogen gas. Ifnecessary, recharge the accumulators using the accompanyingnitrogen gas bottle and reducing valve.

d) Open the accumulator isolating valves.

e) Ensure the isolator switch for each pump is set to ON.

f) Start one hydraulic pump. Check that the pressure control issatisfactory.

g) Open the pressure and return outlet valves on all the solenoidvalves.

h) On the cargo console in the ship’s control centre, select thelead/lag pump cut-in/out configuration (P1-P2 or P2-P1).



Valve Control Console

Ships Control Centre

Open/Close Operation Electrical Signal

Open/Close Indication

Pump Room

Engine Room

Hydraulic Power Unit Room

Upper Deck

A Deck

Flame Screen

Upper Deck

Illustration 2.6.1a Cargo Valve Remote Control System

Key

Hydraulic Supply

Hydraulic Return

Electrical Signal

SlopTank(Port)

SlopTank

(Starboard)

ForePeakTank


Safe AreaBosun's Store

23 Sets

PowerPack


H

OT150

BA004

BA001

95 Sets

H

OT107

OT108

OT101

OT112

OT102

OT111

OT104 OT103

OT105

OT106

BA006BA008BA010

BA007BA009BA003BA005

BA002

OT115

OT116

OT117

OT109

OT118

OT110

OT113

OT114

OT125

OT126

OT127

OT121 OT122

OT128

OT119 OT120

OT123

OT124

OT131

OT132

OT133

OT134

OT129

OT130

OT137

OT138

OT139

OT140

OT135

OT136

BA011

OT143

OT144

OT141

OT149 OT142

OT145 OT146

OT147

OP206

OP205

OP292

OP204

OP203

OP265

OP293

OP201

OP209

OP211

OP207

OP212

OP224

OP223

OP222

OP220

OP219

OP217

OP215

OP244

OP242

OP248

OP240

OP246

OP245

OP243

OP249

OP241

OP247

OP266

OP271

OP273

OP274

OP275

OP276

OP268

OD337 OD338

BA012

BA013

BA014

BA016

OP202OP210OP221OP250OP251OP269OP277

BA018

BA019

BA020

BA021

BA022

BA027

BA028

BA029

BA030

BA031

BA034

BA035

OT148



Emergency Hand Pump

No. of sets: 3Type: PHP 25-05, double acting hand pumpWorking pressure: 135bar (maximum)Capacity: 5 litres

The emergency hand pumps are stored at strategic locations. One is placed inthe Bosun’s store, one is located on the floor plate level in the pump room,while one unit is specifically used for the emergency operation of BA022. Thereservoir of each should always be kept full and ready for use in an emergency:

a) Open the solenoid valve box which feeds the valve to be operated.

b) Close the pressure valve for the solenoid valve box.

c) Shut the return valve for the solenoid valve box.

WARNINGFailure to close the above valves could result in oil flowing into thereservoir and over pressurising it, resulting in possible injury to theoperator.

d) Remove the covers from the couplings.

e) Open the hand pump vent to avoid over pressurising the reservoir.

f) Connect the hydraulic hoses from the hand pump. To open thevalve, connect the hoses B and A to the emergency control blockmounted on the actuator.

g) Turn the pilot valve lever on the hand pump to the OPEN orCLOSE position, as desired, and pump continuously until thevalve/actuator is opened/closed.

h) Turn the pilot valve to the centre position. The valve is preventedfrom closing when the pilot valve is placed in the centre position.

(Note ! The solenoid valves can be operated manually from the solenoidcabinets by pushing the buttons protruding through the solenoid coils.)

WARNINGUse protective clothing and goggles when operating the portable

hydraulic hand pumps.

Emergency Hand Pump

Cargo and Ballast Valve Hydraulic Control Panel

Hydraulic Power Pack



Key

Hydraulic Pressure Line

Hydraulic Return Line

Air

LALLAL

TAHTAH

Steering GearRoom

Oil CoolerUnit

Oil CirculationPump

Oil CoolerUnit

Oil CirculationPump

Bosun's Store

EngineCasing

AccommodationArea

Pump RoomEntrance

M8

M7

M6

M5

M4

M3

M2

W2

M1

W1

Illustration 2.6.2a Deck Mooring Hydraulic System

M6 M7 M8

M6 M7 M8

M4 M5

M4 M5 M2 M3

M2 M3W1 W2 M1

W1 W2 M1



2.6.2 Deck Mooring Hydraulic System

Description

Maker: Aker Maritime: Maritime Pusnes AS

The mooring equipment consists of:

Two hydraulic power pack units; the aft unit located in thesteering gear room and the forward unit in the Bosun’s store

Pump station, forward and aft:

3x190 stepless variable axial piston type pumps

Return filter, 10mm with a pressure differential bypass valve >3.3bar

Hydraulic oil cooler; electric driven fan cooler with circulation pump

Two anchor windlass/mooring winches:Hydraulic motor: 320HWHydraulic oil supply: 3 x 195 litres/min at 250 barHauling capacity: 30 tonsSpeed: 15m/minBrake holding load: 93.6 tons

Eight mooring winches:Hydraulic motor: 320HWHydraulic oil supply: 3 x 195 litres/min at 250 barHauling capacity: 30 tonsSpeed: 15m/minBrake holding load: 93.6 tons

System capacity: Oil reservoir: 2,250 litres

The deck machinery driving unit is a high pressure hydraulic motor, operatedby a control valve locally on the mooring unit, or from the remote controlstand. The hydraulic motors have two speed ranges according to the loadingupon the unit. Normal operation is for low speed mode, where the control leveron the mooring unit is set to LOW SPEED. For normal and light line operationthe control lever can be set to AUTO SPEED SELECTION, whereby thehydraulic control valves will control the speed according to the loading.

The forward power pack unit consists of three pumps and operates two anchorwindlass/mooring winches and three mooring winches.

The forward unit can operate, simultaneously either:

One cable lifter at full load or

Two mooring drums at rated capacity.

The aft power unit consists of three pumps and operates five mooring winches.

The aft power unit can operate two mooring drums at rated capacitysimultaneously.

Ten remote control stands are situated as follows:

Forward System

A triple control is situated to port and starboard on the focsle. They operate thetwo anchor windlass/winches W1 and W2 and also the forward mooring winchM1.

A double control station situated port and starboard of the forward main deckoperate the two forward main deck mooring winches M2 and M3.

Aft System

A double control station situated port and starboard of the aft main deckoperate the two aft main deck mooring winches M4 and M5.

A triple control station situated port and starboard of the after end of the poopdeck operate the after three mooring winches on the poop deck M6, M7 andM8.

Procedure for the Operation of the Hydraulic Power Units

a) Check the level of the reservoir tank. If low, transfer oil (BartranHV46) using the barrel pump.

b) Ensure that the filters are clean and that their shut off valves aresecured in the normal position.

c) Check that the shut off valves are secured in the normal position.

d) Check that the changeover cocks are secured in the normalposition.

e) Close the isolators for each pump and start the Bosun’s storessupply fan.

f) At the auxiliary function panel for the power unit, set the coolingfan and circulation pump selection to AUTO. The fan andcirculation pump will cut in when the oil temperature has reached45°C and cut out at 40°C.

g) Start the required pumps one by one in the standby low pressureposition.

h) After starting, check for any leakage and ensure the sound of thepump is normal.

i) When the mooring operation is ready to commence, switch thestart control to either working pressure or standby high pressure.

Pressure Selection DefinitionStandby low pressure: For starting the pumps and system warm-up

Standby high pressure: For anchor payout operation on auto-mooring

Working pressure: For mooring operation or anchor heave operation

Stopping the Units

a) Set each pump to standby low.

b) Stop each pump one by one.

c) Stop the Bosun’s store supply fan.

Performance

The forward and aft units will require all three pumps to achieve the specifiedperformance.

Controls

A local control valve is mounted on each hydraulic motor and is activated bya three position lever which, on release, is spring centred to the neutral stopposition. The other two positions are ‘heave’ and ‘lower’. The speed isvariable, according to the amount the lever is deflected towards the heave orlower positions, within the range of the hydraulic unit.

On the side of the local operating valve is a range valve. This valve is a twoposition manual lever. AUTO SPEED SELECTION and LOW SPEED. Foranchor handling duty the speed setting should remain in the LOW SPEEDposition.

Remote ControlPanel for Deck Machinery


Issue: 1 2.7 Ballast System - Page 1 of 6

Sea Chest

H

Fore PeakTank

Illustration 2.7.1a Cargo Ballast System

Key

Sea Water

Hydraulic System

BA023IG42

BA021

BA017 BA015

BA016BA018

BA019

BA020

BA027

BA029

BA30

BA028

BA032No.2 Ballast Pump

3,000m3/h

No.1 Ballast Pump3,000m3/h

BA034

BA033BA035

BA031BA036

BA037

BA026

OP282

OP281

BA014

BA013

BA012 BA010

BA011

BA009

BA008

BA007

BA006

BA005

BA004

BA003

400

400

500500500500

400400400400

400

400

800250250

250

250

300

300

750

750

650

750750

600

600

600

600 600

600

800

600

800

400

400400400

400400

BA002 BA001

BA022

Upper Deck

Upper Deck

From IG Main Line

To C.O. System

No. 1 BallastStripping Eductor


No.1 W.B.T.(Starboard)

No.1 W.B.T.(Port)

No.2 W.B.T.(Port)


No.3 W.B.T.(Port)


No.4 W.B.T.(Port)


No.5 W.B.T.(Port)




2.7 Ballast System


The vessel complies with MARPOL Protocol 73/78 as a segregated ballasttanker. Segregated ballast is carried in the fore and aft peaks, and in five pairsof wing tanks arranged the entire length of the cargo tank area.

The vessel is designed with sufficient heavy weather ballast capacity to meetany weather condition without having to load additional ballast in the cargotanks.

If, however, it is considered that heavy weather ballast may be required duringthe ballast voyage this will normally be carried in No.3 centre cargo oil tankand this tank shall be crude oil washed before departure from port.

The intended sailing ballast condition is with the fore peak full, No.1 to 4 wingballast tanks full and No.5 wing ballast tanks with about 5,000 m3 in each. Thedeparture draught for the ballast voyage is calculated to be 9.96m with a trimof 2.07m by the stern. The quantity, of ballast, in No.5 wing ballast tank isintanded to be increased during the ballast voyage to compensate for theconsumption of fuel on passage.

The ballast tanks on this vessel consist of :

No.1 Water ballast tank (port and starboard) 16,269.2m3





Fore peak tank 4,176.6m3

Aft peak tank 2,578.6m3

The total capacity of the segregated ballast tanks is 100,438.4m3 (32.56% ofthe Summer DWT).

The main ballast tanks are served by two centrifugal pumps, one steam turbinedriven and one electrically driven, each with a capacity of 3,000m3/h at 35mth.The pumps are located in the pump room and provided with their own seachest. The pumps are connected to an overboard discharge line which endsapproximately 0.5m above the deepest water ballast line on the port side.

The COT ballast overboard passes via a 600mm pipe through No.5 starboardwater ballast tank and exits at least 0.5m above the deepest water ballast lineon the starboard side. ODME equipment is connected to the this overboard.When necessary the ODME will divert the flow into the starboard slop tank.

The ballast pumps are interconnected, both on the suction and discharge sideso as to permit flexibility of operation. The ballast pumps can be connected tothe cargo tank system via manually operated valve BA026, a portable spoolpiece, manually operated valve OP282 and check valve OP281. Heavy weatherballast will be deliverd to No.3 centre COT via a MCP after a basic line wash.

A single ballast main serves all the ballast tanks with the exception of the aftpeak tank which is supplied from the engine room ballast system.

Two stripping eductors are provided to facilitate adequate draining of theballast tanks.

2.7.2 Operation

Ballast Pumps

No. of sets : 2

Ballast Pump No.1

Manufacturer: Shinko Industries Ltd.Model: CV 450Type: Centrifugal, vertical single stagePrime mover: Electric motorCapacity: 3,000m3/hTotal head: 35m

Ballast Pump No.2

Manufacturer: Shinko Industries Ltd.Model (Pump): CV 450

(Turbine): RXOType: Centrifugal, vertical single stagePrime mover: Steam turbineCapacity: 3,000m3/hTotal head: 35mSpeed: (Pump): 1,170 rpm ± 3%

(Turbine): 7,548 rpm


No. of sets: 2Manufacturer: TeamtecCapacity: 200m3/hDriving water: 1,040m3/h at 3.5 kg/cm2 supplied by either of

the ballast pumps

Ballasting

The ballast system is normally empty and dry prior to ballasting, it is, thereforeessential to start ballasting slowly in order to avoid damaging the ballast linewith surge pressure.

Upon commencing discharge of cargo, line up the ballast system to run inpermanent ballast to selected tanks. Where possible, do not stop running into atank until the double bottom is full and the water level is into the side tank area.This is in order to minimise the free surface effects. Care is essential to ensurethat excessive stress, trim and list are avoided and that draught restrictions arenot exceeded.

CAUTION !Keep ballast pump discharge valves shut to avoid ballast pump elementsrotating during the running in of ballast.

a) Prior to commencing cargo or ballast operations check that valvesBA026 and OP282, the emergency cargo oil line connectionvalves are closed, and that the spool piece in the connection to thecargo system is removed. Also check that valve BA023, theisolation valve from the IG main is closed and that the spool pieceis removed.

b) Run in ballast to approximately the draught of the vessel i.e. to alevel whereby pumping ballast would prove more efficient thanrunning ballast.

c) Reset the ballast lines so that both pumps are pumping from seato the ballast tanks.

During ballasting it is advisable to keep the ballast system common and thepumps on similar load and back pressures. This ensures that the ballast wingtanks fill evenly and that in the event of a list, various ballast tanks can bepartly closed without affecting the pumps.

d) Fill the majority of ballast tanks very close to the tank coaming(i.e. ensure that ballast tanks are at least 98% full without overfilling them). This ensures that the possibility of steel corrosion isminimised.

e) Shut down the ballast system upon completion of ballasting.

f) Always inspect the quality of the ballast as soon as possible aftercompletion in order to ensure that it is clean.



Sea Chest

H

Fore PeakTank

Illustration 2.7.2a Ballasting

Key

Sea Water

Hydraulic System

BA023IG42

BA021

BA017 BA015

BA016BA018

BA019

BA020

BA027

BA029

BA30

BA028


3,000m3/h


BA034

BA033BA035

BA031BA036

BA037

BA026

OP282

OP281

BA014

BA013

BA012 BA010

BA011

BA009

BA008

BA007

BA006

BA005

BA004

BA003BA002 BA001

BA022

Upper Deck

Upper Deck

From IG Main Line

To C.O. System



No. 1 W.B.T.(P & S)

No. 2 W.B.T.(P & S)

No. 3 W.B.T.(P & S)

No. 4 W.B.T.(P & S)

No. 5 W.B.T.(P & S)



To Run in Ballast

Initially all valves closed

Position Description Valve

Open No.3 ballast tank suctions BA006, BA007

Open Ballast pump suction valves BA028, BA027

Open Ballast line main isolation valve BA013

Open Ballast pump sea suctions BA030, BA029

Open Sea valve BA031

a) Run sea water into No.3 WBT until the level is well into the sidetank then change to another pair of WBTs. When all the ballasttanks have completed running in:

Open Ballast pump(s) discharge valves 25% BA035, BA034

Close Ballast pump suction valves BA028, BA027

Open Ballast main suction/discharge isolator BA018

b) Start both ballast pumps. When the pumps are up to speed, openthe pump(s) discharge valve fully.

c) Pump up and top off the ballast tanks, stopping each pair at therequired ullage.



Sea Chest

H

Fore PeakTank

Illustration 2.7.2b Deballasting

Key

Sea Water

Hydraulic System

BA023IG42

BA021

BA017 BA015

BA016BA018

BA019

BA020

BA027

BA029

BA30

BA028


3,000m3/h


BA034

BA033BA035

BA031BA036

BA037

BA026

OP282

OP281

BA014

BA013

BA012 BA010

BA011

BA009

BA008

BA007

BA006

BA005

BA004

BA003BA002 BA001

BA022

Upper Deck

Upper Deck

From IG Main Line

To C.O. System



No. 1 W.B.T.(P & S)

No. 2 W.B.T.(P & S)

No. 3 W.B.T.(P & S)

No. 4 W.B.T.(P & S)

No. 5 W.B.T.(P & S)



Deballasting

WARNINGThe greatest free surface effect is when the ballast tanks are at a sounding of3m or less, when the water level has cleared the trunkway in the side tanks andis solely in the double bottom area. If, at the same time, the cargo level is low,the combined effect of a relatively small displacement and the free surfaceeffect in the cargo ballast tanks could result in a negative GM which may leadto the vessel developing an angle of loll.

Deballasting should commence as soon after loading commences aspracticable. However, careful planning is essential to maintain the vessel at asuitable draught and trim consistent with weather conditions and any berthlimitations.

The freeboard may need to be limited to that which can be safely accommo-dated by the loading booms or flexible hoses.

Procedure

a) Set the ballast lines for the running out of ballast and run theselected ballast tanks to sea.

b) When the first set have run to sea, shut them off and run theremaining ballast tanks to sea in the planned sequence.

c) Shut the sea valve and line up both ballast pumps, pumping fromselected tanks to sea through the high overboard discharge.

d) Systematically pump out the bulk of ballast from all the ballasttanks.

e) Suspend bulk discharge of the ballast and line up either of theballast pumps to the eductor system, taking driving water from thesea suction.

f) Commence educting the ballast tanks ensuring that the backpressure of the ballast pump is at least 3.5 bar through theeductors.

g) Reduce the sounding in all tanks to the minimum possible(usually less than 2cm). This will avoid the possibility ofdeadfreight, mud formation and excessive bottom corrosion.

h) Shut down the ballast system upon completion of draining.

To Run Out Ballast

Commence with all valves shut.

a) Prior to commencing cargo or ballast operations check that valvesBA026 and OP282, the emergency cargo oil line connectionvalves are closed and that the spool piece in the connection to thecargo system is removed. Also check that valve BA023, theisolation valve from the IG main, is closed and that the spoolpiece is removed.


Open No.3 ballast tank suctions BA006, BA007

Open Ballast line main isolation valve BA013

Open Ballast pump suction valves BA028, BA027

Open Ballast pump sea suctions BA030, BA029


b) Run out No.3 WBT to sea level then change to another pair ofWBTs.

When all ballast tanks have completed running out :

Open Ballast pump(s) discharge valves 25% BA035, BA034

Open Ballast overboard isolating valve BA021

Open Ballast overboard discharge valve BA022

Close Sea valve BA031

Close Ballast pump sea suction valves BA029, BA030

c) Start both ballast pumps. When up to speed, open the dischargevalve from each pump fully.

d) Pump out and drain the WBTs in a sequence with the loading ofthe cargo.

To drain No.3 WBT (for example) :

Open No.3 WBT suctions BA006, BA007

Open Eductor suction valves BA014, BA016

Open Eductor drive water valves BA019, BA020

Open Ballast pump sea suction valve BA029 or BA030


e) Stop the ballast pump not required for educting.

Close Discharge valve of the pump not BA034 or BA035being used for eductor driving.

Close Ballast pump suction valves BA028, BA027

Close Ballast overboard isolating valve BA021

f) Drain each of the other pairs of WBTs in turn.

The eductor drive water pressure can either be adjusted by adjusting the pumpspeed if the turbine driven pump (No.2) is being used or by adjusting thedischarge valve (BA035) if the motor driven pump is being used.

2.7.3 Venting

Prior to arrival, each SBT ballast hatch must be opened for inspection and thenclosed before cargo operations commence. The reason for this is to ensure theballast is clean.

Winnel type vents are fitted to all ballast tanks, which avoids the dangers ofeither over pressurisation or the creation of a vacuum during filling andemptying.

Where it is necessary to carry additional heavy weather ballast in the COTs andthis is loaded during port operations, the gas should be vented through thevapour control emission system, either to shore facilities, if available, or toatmosphere.

Part 3Cargo Handling Procedures


Issue: 1 3.1 Cargo Handling Operation Sequence Diagrams - Page 1 of 2

Work out a loading plan using all top/bottom lines and the threegroups of tanks to the best advantage, bearing in mind any requiredsegregation and the maintenance of a suitable trim, draught andstress throughout.

3.3

Check that the cargo valve hydraulic system is in operation and thatall cargo valves are in the shut position. Individual IG tank valvesshould be checked as locked open.

3.3.13.3.2

Connect the required arms/hose to the manifold connections.3.3.13.3.2

Establish communications with the shore terminal and agree the tankgauging with the terminal representatives.

3.3.13.3.2

When all preliminaries have been completed including safetychecks, signal to terminal that vessel is ready to commenceloading.

3.3.13.3.2

As soon as cargo starts to flow check the hose connections forleakage also carry out visual checks on all cargo manifolds not inuse. Finally check over the side.

3.3.13.3.2

Start deballasting once the cargo is flowing at full rate, payingdue regard to the stability, shear forces and bending moments, useboth ballast pumps simultaneously. To keep the ship upright theport and starboard ballast tanks must be maintained at the samelevel.

3.3.13.3.2

When topping off the tanks being filled or when nearing the endof loading, slow down the loading rate.

3.3.13.3.2

When all cargo has been loaded drain the top lines to the last tank,as this will invariably be slack, ready for disconnection ofarms/hoses.

3.3.13.3.2

Disconnect the loading arms, agree with terminal representativesand cargo surveyor the quantity of cargo loaded.

3.1 Cargo Handling Operation Sequence Diagrams

3.1.1 Loading

Check that the manifold drip trays are empty on both sides and thatthe oil spill response equipment is in the appropriate positions.


Issue: 1 3.1 Cargo Handling Operation Sequence Diagrams - Page 2 of 2

3.1.2 Discharging

Work out a discharging plan using all top/bottom lines and the threegroups of tanks to the best advantage, bearing in mind any requiredsegregation and the maintenance of a suitable trim, draught andstress throughout.

3.4

Check that the cargo valve hydraulic system is in operation and thatall cargo valves are in the shut position. Individual IG tank valvesshould be checked as locked open.

3.4.13.4.23.4.3

Connect the required arms/hose to the manifold connections.

Establish communications with the shore terminal and agree the tankgauging with the terminal representatives.

3.3.13.3.2

Throughout the discharge ensure that the cargo tanks are maintainedat a slight positive pressure by the IG system.If at any time the IG pressure nears atmospheric the discharge rateshould be reduced or stopped and the IG system checked.

3.4.13.4.23.4.3

3.4.13.4.23.4.3

3.4.13.4.23.4.3

3.4.13.4.23.4.3

3.4.13.4.23.4.3

3.4.13.4.23.4.3

Start ballasting when cargo is flowing at full rate, paying due regardto ship stability, shear forces and bending moment, use both ballastpumps simultaneously to keep the ship upright. The respectiveballast tanks, port and starboard, must be maintained at the samelevel until discharging is almost complete, when a slight port list willassist the cargo pumps to completely empty the cargo tanks.

When the cargo tanks approach draining level the main bellmouthshould be closed and draining carried out using the bellmouth in thesuction well.

When the level in the tanks to be washed has been reduced to thatrequired, start oil washing the tanks. Only one grade of cargo canbe used for tank washing at any one time.

Disconnect the loading arms and agree with terminal representatives,cargo surveyor the quantity of cargo retained on board. Shut downthe IG system when the cargo tank pressures reach the required level.

When all cargo has been discharged, stop the cargo pumps andadvise the terminal. Prepare to strip the main cargo lines andcrossovers to the shore via the Marpol line, advising the terminalupon commencement.

Check that the manifold drip trays are empty on both sides and thatthe oil spill response equipment is in the appropriate positions.

3.4.13.4.23.4.3

3.4.13.4.23.4.3

When all preliminaries have been completed and agreed includingsafety checks, signal to terminal that vessel is ready to commencedischarging.

When terminal confirm they are READY TO RECEIVE cargo,commence discharge at a low rate. As soon as cargo starts to flowcheck the arm connections for leakage also carry out visual checkson all cargo manifolds not in use especially the outboard side.Finally check overside. When all connections have been proventight and terminal confirm READY FULL RATE increase theflow rate to the desired rate.


Issue: 1 3.2 Inerting Cargo Tanks - Page 1 of 6

ResidueTank


C.O. Stripping Line



PI


OP246 OP240

OP241

OP235

OP234OP231 OP225

OP219

OP220

OP221

OP222

OP223

OP224

OP217

OP218OP216 OP215

OP201

OP286

OP207

OP208OP210

OP209OP211

OP212

OP291

OP266

OP269

OP263

OP270

OP271

OP273OP275

OP277OP276

OP287

OP267

OP268

OP274 OP272

OT104

OT103

OT106

OT105

OT114

OT113

OT124

OT123

OT130

OT129

OT136

OT135

OT111

OT112


OT140

OT142OT149

OT143 OT141

OT139OT146

OT145

OT148

OT147

OT133

OT122

OT121

OT120

OT119

OT128OT127

OT108

OT107

OT116

OT115

OT126

OT125

OT132

OT131

OT138OT144

OT137

OT109OT110

OP265

OP293

OP202

OP203

OP204

OP205

OP292

OP206

OP213 OP214

OP247

OP249

OP250 OP244 OP239

OP238OP233 OP227

OP245

OP282BA026

OP251

OP290

OP248 OP242 OP237

OP236OP232 OP226

OP243

No. 1 C.O. Pump

No. 2 C.O. Pump

No. 3 C.O. Pump

From BallastSystem

Stripping Pump




(P&S)

No. 1 C.O.T.(C)

No. 2 C.O.T.(C)

No. 3 C.O.T.(C)

No. 4 C.O.T.(C)

No. 5 C.O.T.(C)

Slop Tank(P&S)

No. 1 C.O.T. (P&S)


Key

Inert Gas

Sea Chest

OD321

OD319

OD322

OD320

OD318

OD317

OD314

OD316 OD312

OD310

OD308

OD326

OD325

OD324

OD323 OD342



OD306

OD304

OD315 OD311 OD307 OD303

OD302

OD313 OD309 OD305 OD301

Upper Deck

Upper Deck

Upp.Deck

Spill Tanks (P&S)

H

OD339

OD338

OD337


ODMESampling Point


OP283

OP228

OP285

OP230

OP284

OP229

DP279

DP278

H

OP262 OP261

Upper Deck

(P) (S)

PumpRoom

From Inert Gas System

To Ballast System

To Deck IG Main

Upper Deck

To No. 4 C.O.T.(Starboard)



DD336IG36IG37

IG37

IG34

Illustration 3.2.1a Initial Inerting of Cargo Tanks

OP264

From AUSDrain Tank



3.2 Inerting Cargo Tanks

3.2.1 Initial Inerting

Under normal operating conditions the vessel is kept totally inerted. However,after refit or tank inspections some, or all, of the tanks may be gas free. Priorto any cargo operations all COTs must be inerted. This is normally completeden route to the loadport. Good quality IG must be supplied to the COTs to beinerted and each COT vented through its own tank hatch to atmosphere.

Inert gas is heavier than air, so the displacement method is recommended. Thisis achieved by introducing a steady flow of IG into the bottom of each COTvia the cargo tank main suction lines at low pressure and displacing air fromeach COT tank hatch. It is normal to purge several tanks at the same time. Themaximum number of tanks should be open whilst still maintaining a slightflow out of the tank hatches to atmosphere, as this will assist in better layeringof the IG in the tanks. The quality of the vented tank atmosphere is monitoredat regular intervals. When the oxygen content is below 8% O2 the COT isconsidered to be inerted. However, it is advisable to reduce the oxygen level tobelow 5% O2 if time allows, so increasing the margins of safety.

Assuming all COTs are gas free.

a) Ensure the IG spectacle blanks to each tank have been swung tothe open position and that the IG isolating valve to each COT isshut.

b) Swing the spectacle piece cross connecting the IG line with thecargo line to the open position.

c) Open the tank hatches on No.4, 5 and 6 wings.


Open IG deck manual isolating valves IG37, IG36, OD336

Open No.1 cargo drop and bulkhead valve OP245, OP204

d) Open all COT main suctions, forward and mid crossover valves.

e) Confirm that the IG plant is running and the O2 content is lessthan 5%.

f) When the READY FOR DELIVERY TO DECK light is lit, pressthe DELIVERY TO DECK button.

g) Adjust the deck pressure controller as required.

h) When the O2 content in No.4, 5 and 6 wings is less than 8%, openthe tank hatches on COTs No.1, 2, 3, 4, 5 centre and No.1, 2 and3 wings. Close the tank hatches on No.4, 5 and 6 wings.

(Note ! It may be necessary to throttle in on selected suction valves in order toregulate the IG flow into each tank.)

i) When the O2 content in remaining cargo oil tanks is less than 8%,stop the IG plant, close all the cargo oil tank suction and crossovervalves. Close all the cargo tank hatches.


Close IG deck manual isolating valves IG37, IG36, OD336

Close No.1 cargo drop and bulkhead valve OP245, OP204

j) Open each cargo oil tank IG valve.

k) Swing the spectacle piece cross connecting the IG line with thecargo line to the closed position.

Deck Seal and Connection to IG, Ballast and Cargo Piping System

IG Isolating Valve, Spectacle Blank and Connection for FlexibleHose on Cargo Oil Tank

IG to the BallastPipingSystem

IG to the Inert GasSystem

IG to the Cargo OilPiping System



DeckWaterSeal

To T

rans

mitt

er P

anel

To T

rans

mitt

er P

anel

Void

IG05

IG49

IG02

IG03

IG01

IG08

IG07

IG06

IG04

IG10

IG12

IG13

IG11

IG09

IG14

IG20

IG22

IG23

IG18

IG47 IG45

IG16

IG46 IG44

IG17 IG15

IG21

IG19

IG25

IG27

IG28

IG26

IG24

IG29

IG31

IG32

IG30

IG24IG34

IG48

IG42BA023

HC40

HC20

IG40

DD336IG36IG37IG38

IG47

IG39

IG35

IG41

Void

No.1 W.B.T. (P & S)

No.1 C.O.T. (P & S)

No.5 Ctr.C.O.T.

No.4 CentreC.O.T.

No.3 CentreC.O.T.

No.2 CentreC.O.T.

No.1 CentreC.O.T.



IG ToDeckDumpTank

No.5 C.O.T. (P & S)


IG Flexible Hose

VentRiser

Upper Deck

Pump Room

SteamReturn

SteamSupply


To Cargo OilLine

Deck SealSW Supply


Spill Tank(Stb'd)

Spill Tank(Port)

LS

Illustration 3.2.2a Vapour Emission Control System Key

Inert Gas

Sea Water

Vent Mast Riser

PV Valve




3.2.2 Use with or without Vapour Emission Control (VEC)

New legislation in some ports may demand that the vessel operates in VECmode. This involves connecting a vapour return arm to the IG main at themanifold so that the entire displaced COT atmosphere is processed ashorerather than being vented direct to atmosphere.

The vessel is fitted with two 600mm manifold valves, port and starboardamidships, which are connected into the deck IG main line.

Most load ports, at present, allow venting to atmosphere. Where venting ispermitted during loading, excess vapour is vented to atmosphere through thevent mast riser.

Loading at a Shore Terminal with VEC

Prior to any cargo operations the following vapour recovery parameters mustbe established at the pre-transfer conference:

Present vapour pressure in the cargo tanks

The initial loading rate and maximum loading flow rate of allconcurrent cargo

The maximum vapour transfer the shore facility can handle,including both system and berth limitations

Types of vapours which will be discharged from the present aswell as previous cargoes

The maximum pressure drop from the cargo tanks to the vessel’svapour manifold connection during the maximum cargo loadingflow rate

The operating pressure to be maintained in the cargo tanks

The maximum and minimum vapour operating pressures

The facility’s alarm and trip setpoints for high and low pressures

Verify that tank oxygen levels have been checked and are below8%

Verify that all level alarms have been tested within the last 24hours

Verify that all vapour recovery valves are in the correct position

Procedure

All valves are initially shut.

a) Verify that the two IG deck master valves, IG37 and IG38, areshut.

b) Make sure the IG deck main is common with all individual COTIG spectacle pieces turned to the open position and the individualCOT IG valves open.

c) Open the amidships manifold valve to which the vapour recoveryarm is connected.

d) Should the tank pressure drop to 0.01kg/cm2, the low pressurealarm will sound and it will be necessary to shut in the VECmanifold until loading is commenced or the flow rate is increased.

Cargo transfer operations are then carried out so that all vapour emissions arecontained within a closed system. Tank pressures, flow rates and oxygen levelsbeing constanty monitored.

At a Shore Terminal without VEC

There will be occasions where, due to lack of shore side vapour controlsystems, it will be necessary to carry out cargo transfers without their use.

In this situation it will be necessary to make use of the vessel’s vent mast riserto control the tank pressure during loading.

As with the enclosed system the pre-transfer conference will require the sameinformation with the exception of those items relating to the shore facility.

The vent mast riser breather rate is set set at 0.12kg/cm2 for pressure and,during loading the bypass valve IG14 should be set in the open position toensure maximum flow through. The vent mast riser is designed to release thevapour at a rate that will propel the released vapour away from the vessel’sdecks and clear of any danger areas. The vent mast riser is rated at29,500Nm3/h.

During the use of the vent mast riser, care must be taken to ensure that changesin the climatic conditions, i.e. lightning or very calm conditions, do notinterfere with the safety of the operations.


a) Verify that the IG deck master valves, IG38 and IG34, are shut.

b) Make sure the IG deck main is common with all individual COTIG spectacle pieces turned to the open position and individualtank IG valves open.

c) Open the vent mast riser valve IG14.

d) Start loading.

e) Monitor the IG main pressure regularly.

Vent Mast Riser

Pressure Vacuum Breaker



DeckWaterSeal

To T

rans

mitt

er P

anel

To T

rans

mitt

er P

anel

Void

IG05

IG49

IG02

IG03

IG01

IG08

IG07

IG06

IG04

IG10

IG12

IG13

IG11

IG09

IG14

IG20

IG22

IG23

IG18

IG47 IG45

IG16

IG46 IG44

IG17 IG15

IG21

IG19

IG25

IG27

IG28

IG26

IG24

IG29

IG31

IG32

IG30

IG24IG34

IG48

IG42BA023

HC40

HC20

IG40

DD336IG36IG37IG38

IG47

IG39

IG35

IG41

Void

Key

Inert Gas

Sea Water

Vent Mast Riser

PV Valve


No.1 W.B.T. (P & S)

No.1 C.O.T. (P & S)

No.5 Ctr.C.O.T.

No.4 CentreC.O.T.

No.3 CentreC.O.T.

No.2 CentreC.O.T.

No.1 CentreC.O.T.



IG ToDeckDumpTank

No.5 C.O.T. (P & S)


IG Flexible Hose

VentRiser

Upper Deck

Pump Room

SteamReturn

SteamSupply


To Cargo OilLine

Deck SealSW Supply


Spill Tank(Stb'd)

Spill Tank(Port)

LS

Illustration 3.2.4a Inerting Cargo Tanks During Discharge



3.2.3 Loading

Single Grade

During the loading operation the main IG plant is shut down and the tankpressure is controlled via the vent mast riser or the VEC manifold. (See illus-tration 3.2.2a, which shows the paths via the VEC. If the vapour is not beingdischarged via the VEC to shore, the vapour paths will be the same except theflow will be out via the vent mast riser.)

Start with all valves in the IG system shut.


Open IG main vent riser IG14

Open VEC manifold valve IG15, IG16, IG17 or (Only if VEC is in use) IG18

Ensure all cargo oil tank IG valves are open.

Multigrade

As this vessel is only equipped with a single deck IG main, it is only possibleto load multiple grades concurrently when, and if, the cargo vapours arecompatible.

3.2.4 Discharging

Single or Multigrade

Part of the pre-discharge safety checks must be to ensure that the IG system isset up and the supply valves are open.

Prior to starting discharge it is necessary to start the IG plant with the systemrecirculating until the oxygen level is below 5%.

When the quality of inert gas is satisfactory, regulate the supply of IG to thetanks by adjustment of the pressure controller (i.e. automatic control of thedeck supply valve and the recirculation valve).

Start the cargo pumps and observe the pressure of the inert gas as the dischargerate increases.

The capacity of the flue gas system is 20,630 m3/h at 400mm WG. This ensuresthat during the period of minimum ullage space, the cargo pumps can beutilised without the danger of creating a vacuum. The pressure of the inert gasdelivered to the deck can be adjusted to match the cargo discharge rate by useof the deck pressure controller in the ship’s control centre on the main inert gaspanel.



Open Deck isolating valves IG37, IG34

Ensure all cargo oil tank IG valves are open.

a) Press the DELIVERY TO DECK button on the main panel.

b) Adjust the set point of the pressure controller as required.


Issue: 1 3.3 Loading Cargo - Page 1 of 4

DumpTank


C.O. Stripping Line



PI


Illustration 3.3.1a Loading Cargo Single Grade

OP246 OP240

OP241

OP235

OP234OP231 OP225

OP219

OP220

OP221

OP222

OP223

OP224

OP217

OP218OP216 OP215

OP201

OP286

OP207

OP208OP210

OP209OP211

OP212

OP291

OP266

OP269

OP263

OP270

OP271

OP273OP275

OP277OP276

OP287

OP267

OP268

OP274 OP272

OT104

OT103

OT106

OT105

OT114

OT113

OT124

OT123

OT130

OT129

OT136

OT135

OT111

OT112


OT140

OT142OT149

OT143 OT141

OT139OT146

OT145

OT148

OT147

OT133

OT122

OT121

OT120

OT119

OT128OT127

OT108

OT107

OT116

OT115

OT126

OT125

OT132

OT131

OT138OT144

OT137

OT109OT110

OP265

OP293

OP202

OP203

OP204

OP205

OP292

OP206

OP213 OP214

OP247

OP249

OP250 OP244 OP239

OP238OP233 OP227

OP245OP251

OP290

OP248 OP242 OP237

OP236OP232 OP226

OP243

No. 1 C.O. Pump

No. 2 C.O. Pump

No. 3 C.O. Pump

From BallastSystem

Stripping Pump




(P&S)

No. 1 C.O.T.(C)

No. 2 C.O.T.(C)

No. 3 C.O.T.(C)

No. 4 C.O.T.(C)

No. 5 C.O.T.(C)

Slop Tank(P&S)

No. 1 C.O.T. (P&S)


Key

Single Grade

Sea Chest

OD321

OD319

OD322

OD320

OD318

OD317

OD314

OD316 OD312

OD310

OD308

OD326

OD325

OD324



OD306

OD304

OD315 OD311 OD307 OD303

OD302

OD313 OD309 OD305 OD301

Upper Deck

Upp.Deck

Spill Tanks (Port and Starboard)

H

OD339

OD338

OD337


ODMESampling Point


OP283

OP228

OP285

OP230

OP284

OP229

DP279

DP278

H

OP262 OP261

Upper Deck

(P) (S)

PumpRoom


Upper Deck

OP282BA026

OD323 OD342

Upper Deck


Tank Segregation



OP264

From AUSDrain Tank



3.3 Loading Cargo

Prior to arrival at the loading port, a number of communications take placebetween the loading terminal and the vessel. These are based on the ISGOTTguide check lists.

Particular attention should be given to:

Emergency shutdown procedures

Closed loading techniques

Topping off techniques

Oil spill response procedures

The manifold area and the mooring systems

WARNINGThe greatest free surface effect is when the ballast tanks are at a sounding of3m or less, when the water level has cleared the trunkway in the side tanks andis solely in the double bottom area. If, at the same time, the cargo level is low,the combined effect of a relatively small displacement and the free surfaceeffect in the cargo ballast tanks could result in a negative GM. This may leadto the vessel developing an angle of loll.

3.3.1 Loading a Single Grade Cargo

Prior to arrival at the load port a number of checks and tests must be carriedout, to verify the correct operation of the cargo hydraulic and monitoringsystems.

Each vapour recovery/inert gas line is fitted with a breather combined pressurevacuum valve. The test levers on all PV valves must be operated to confirmthat the valves are free to operate on their seats before loading or unloading.

After planning the stability, taking into consideration the maximumpermissible draught, bunkers, water and extras, the loading of a single gradehomogeneous cargo is relatively straight forward.

a) Make the IG system common, with the IG valves to all tanks openand their spectacle pieces turned to the open position.

b) Check that the IG deck isolating valves are closed.

When preparing the system to load cargo, it is important to ensure that allvalves are in the closed position prior to commencing the setting of the cargolines.

c) Ensure that all overboard valves are in the closed position andsealed, and that the spectacle pieces are swung and secured in theclosed position .

d) Ensure that all unused manifold valves are blanked and shut.

e) Open vent mast riser valve IG14 if VEC is not to be used. If VECis to be used, see section 3.2.2.

f) Open the pump room group loading valves, the main bulkheadisolating valves, the cargo group isolation valves and the requiredtank suction valves.

g) Open the manifold valves to which the loading arms areconnected.

h) Start loading cargo at a slow rate into one tank. When cargo isconfirmed as coming into the selected tank, other tank valves maybe opened, as required, and the loading rate increased.

i) Create an appropriate stagger for controlled topping off andreduce the loading rate in ample time.

j) Ensure the ballast operations are completed in advance of thefinal topping off.

The trimming tanks are the slack COTs resulting from trim, draught ornominated cargo restrictions. These are normally COTs No.1 and No.5 centres.

Wing tanks are not recommended for use as trimming or finishing tanks.

Trimming tanks are filled to pre-planned ullages and then shut. They arebrought to their final ullage towards the end of loading, at a reduced loadingrate.

It is always advisable to complete loading in a slack tank in order to reduce therisk of a carry-over of cargo to the inert gas main.

Slack tanks should be kept to a minimum in order to reduce the free surfaceeffect.

Deballasting is to be started shortly after bulk loading is under way.

The maximum loading rate into any one cargo tank must not exceed 4,800m3/h.

Initially all valves shut


Close Deck main IG isolating valves IG34, IG37

Open Manifold valve that the VEC recovery IG15, IG16, IG17 orarm is connected to IG18(Or mast riser if no VEC) (IG14)

Open No.1, 2 and 3 group loading valves OP241, OP243 OP245

Open No.1, 2 and 3 CO main bulkhead OP202, OP203 isolation valves OP204

Open No.1 and 2 group isolation valves OT111, OT112

Open No.2 and 3 group isolation valves OT103, OT104

Open No.3 wing COT isolation from No.3 OT119, OT120group valves

Open No.3 wing COT isolation from no.1 OT121, OT122group valves

Open Slop tank isolator from No.3 group OT145, OT146valves


Open No.1, 2, 3, 4 and 5 wing COT and OT106, OT108both slop tanks OT114, OT116

OT124, OT126OT130, OT132OT136, OT138OT143, OT149OT144

Open The manifold valves that loadingarms are connected to: (port side) OD304, OD308

OD312, OD316

(stbd. side) OD303, OD307OD311, OD315

k) Commence loading at slow speed until the initial safety checksare completed, then increase to the required full loading rate.

l) Stagger the tanks and reduce the loading rate in preparation fortopping off tanks.

m) Top off the first sets of COTs.

Whilst topping off the final sets of wing tanks, commence loading into one ormore of the centre tanks to reduce the loading rate into the wing tanks.



DumpTank


C.O. Stripping Line



PI


Illustration 3.3.2a Loading Cargo Multigrade

OP246 OP240

OP241

OP235

OP234OP231 OP225

OP219

OP220

OP221

OP222

OP223

OP224

OP217

OP218OP216 OP215

OP201

OP286

OP207

OP208OP210

OP209OP211

OP212

OP291

OP266

OP269

OP263

OP270

OP271

OP273OP275

OP277OP276

OP287

OP267

OP268

OP274 OP272

OT104

OT103

OT106

OT105

OT114

OT113

OT124

OT123

OT130

OT129

OT136

OT135

OT111

OT112


OT140

OT142OT149

OT143 OT141

OT139OT146

OT145

OT148

OT147

OT133

OT122

OT121

OT120

OT119

OT128OT127

OT108

OT107

OT116

OT115

OT126

OT125

OT132

OT131

OT138OT144

OT137

OT109OT110

OP265

OP293

OP202

OP203

OP204

OP205

OP292

OP206

OP213 OP214

OP247

OP249

OP250 OP244 OP239

OP238OP233 OP227

OP245OP251

OP290

OP248 OP242 OP237

OP236OP232 OP226

OP243

No. 1 C.O. Pump

No. 2 C.O. Pump

No. 3 C.O. Pump

From BallastSystem

Stripping Pump




(P&S)

No. 1 C.O.T.(C)

No. 2 C.O.T.(C)

No. 3 C.O.T.(C)

No. 4 C.O.T.(C)

No. 5 C.O.T.(C)

Slop Tank(P&S)

No. 1 C.O.T. (P&S)


Key

Cargo Group 1

Cargo Group 2

Cargo Group 3

Sea Chest

OD321

OD319

OD322

OD320

OD318

OD317

OD314

OD316 OD312

OD310

OD308

OD326

OD325

OD324



OD306

OD304

OD315 OD311 OD307 OD303

OD302

OD313 OD309 OD305 OD301

Upper Deck

Upp.Deck

H

OD339

OD338

OD337


ODMESampling Point


OP283

OP228

OP285

OP230

OP284

OP229

DP279

DP278

H

OP262 OP261

Upper Deck

(P) (S)

PumpRoom


Upper Deck


OP282BA026

OD323 OD342

Upper Deck


Tank Segregation



OP264

From AUSDrain Tank




Close No.1, 2, 3, 4 and 5 wing COT and OT106, OT108both slop tanks OT114, OT116

OT124, OT126OT130, OT132OT136, OT138OT143, OT149OT144

Ensure that some of the group B tanks are open before completion of the firstgroup in order to avoid a pressure surge in the lines during changeover.

Open No.1, 2, 3, 4 and 5 centre CO tanks OT102, OT118OT128, OT134OT140

n) Shut the required finishing and trimming tanks at a suitableullage, adjusting the loading rate as required.

o) Create an appropriate stagger for controlled topping off, reducethe loading rate in sufficient time.

p) On completion of cargo loading, drain all the loading tanks into aslack tank and close all valves.

3.3.2 Loading a Multigrade Cargo

Prior to arrival at the load port checks and tests must be carried out, to verifythe correct operation of the cargo hydraulic and monitoring systems.

Each vapour recovery/inert gas line is fitted with a breather combined pressurevacuum valve. The test levers on all PV valves must be operated to confirmthat the valves are free to operate on their seats before loading or unloading.

After planning the stability, taking into consideration maximum permissibledraught, bunkers, water and extras, the procedure to load a multigrade crudeoil cargo is very similar to that for a single grade, the worst case scenario beingthat three grades are to be loaded and discharged whilst maintaining a twovalve separation.

The following assumes that the vapours from each grade are compatible withthe other grades being loaded. If this is not the case, only grades withcompatable vapours can be loaded concurrently.

a) Make the IG system common with all spectacle blanks, cargo tankisolating valves and the vent mast riser open.

When preparing the system to load cargo, it is important to ensure that allvalves are in the closed position prior to setting the cargo lines.

b) Set the cargo lines ensuring that the required valve segregation isobserved. Double check the line settings prior to commencingcargo operations.

c) Ensure that all overboard valves are closed and sealed.

d) Ensure that all unused manifold valves are shut and blanked.

e) Open the required tank suction valves in each of the three groups.

f) Open the manifold valves to which the loading arms areconnected.

g) Commence loading, one grade at a time at the agreed reducedrate. Once satisfied that the cargo is flowing only into the selectedtanks, loading of the second and third grades can be commencedin the same manner.

h) Create an appropriate stagger for controlled topping off, reducethe loading rates in ample time.

i) Ensure the ballast operation is completed in advance of the finaltopping off.

j) On completion of loading, drain all the loading lines into slacktanks and close all valves on the cargo system.

The trimming tanks are the slack COTs resulting from trim, draught ornominated cargo restrictions. These are usually COTs No.1 and No.5, or bodytanks such as COTs No.3.

Wing tanks are not recommended for use as trimming or finishing tanks.

Trimming tanks are filled to a pre-planned ullage and then shut. They are broughtto their final ullage towards the end of loading at a reduced loading rate.

It is always advisable to complete loading in a slack tank in order to reduce therisk of a carry-over of cargo to the inert gas main.

Slack tanks should be kept to a minimum in order to reduce free surface effect.

Deballasting is to be started shortly after bulk loading is under way. Segregatedballast should be discharged as required to assist in maintaining a reasonable trim.

Assuming three grades being loaded. Initially all valves shut:


Close Deck main IG isolating valves IG34, IG37

Open Manifold valve that the VEC recovery IG15, IG16, IG17 orarm is connected to IG18(Or mast riser if no VEC) (IG14)

Open No.1, 2 and 3 group loading valves OP241, OP243, OP245

Open No.1, 2 and 3 CO main bulkhead OP202, OP203,isolation valves OP204


Open No.3 wing COT isolation from No.3 OT119, OT120group valves

Open Group 1 cargo oil tank valves: 1 centre, 2 centre, 4 centre and 5wings OT102, OT118,

OT134, OT136,OT138

Open Group 2 cargo oil tank valves: 3 centre 1 and 4 wings and both slop OT128, OT108,tanks OT106, OT130,

OT132, OT144,OT143, OT149,

Open Group 3 cargo oil tank valves: 5 centre 2 and 3 wings OT140, OT114,

OT116, OT124,OT126

Open The manifold valves that loadingarms are connected to: port side OD304, OD308,

OD312, OD316,

stbd side OD303, OD307,OD311, OD315,

a) Commence loading group 1 at slow speed until the initial safetychecks are completed, including manifold and overside checks,then increase to the required full loading rate.

b) Commence loading group 2 followed by group 3 in the samemanner as for group 1.

c) Stagger tanks and reduce loading rates to comply with trim andstress requirments.


Issue: 1 3.4 Discharging Cargo - Page 1 of 12

DumpTank


C.O. Stripping Line



PI


Illustration 3.4.1a Full Discharge

OP246 OP240

OP241

OP235

OP234OP231 OP225

OP219

OP220

OP221

OP222

OP223

OP224

OP217

OP218OP216 OP215

OP201

OP286

OP207

OP208OP210

OP209OP211

OP212

OP291

OP266

OP269

OP263

OP270

OP271

OP273OP275

OP277OP276

OP287

OP267

OP268

OP274 OP272

OT104

OT103

OT106

OT105

OT114

OT113

OT124

OT123

OT130

OT129

OT136

OT135

OT111

OT112


OT140

OT142OT149

OT143 OT141

OT139OT146

OT145

OT148

OT147

OT133

OT122

OT121

OT120

OT119

OT128OT127

OT108

OT107

OT116

OT115

OT126

OT125

OT132

OT131

OT138OT144

OT137

OT109OT110

OP265

OP293

OP202

OP203

OP204

OP205

OP292

OP206

OP213 OP214

OP247

OP249

OP250 OP244 OP239

OP238OP233 OP227

OP245OP251

OP290

OP248 OP242 OP237

OP236OP232 OP226

OP243

No. 1 C.O. Pump

No. 2 C.O. Pump

No. 3 C.O. Pump

From BallastSystem

Stripping Pump




(P&S)

No. 1 C.O.T.(C)

No. 2 C.O.T.(C)

No. 3 C.O.T.(C)

No. 4 C.O.T.(C)

No. 5 C.O.T.(C)

Slop Tank(P&S)

No. 1 C.O.T. (P&S)


Key

Cargo Group 1

Cargo Group 2

Cargo Group 3

Sea Chest

OD321

OD319

OD322

OD320

OD318

OD317

OD314

OD316 OD312

OD310

OD308

OD326

OD325

OD324



OD306

OD304

OD315 OD311 OD307 OD303

OD302

OD313 OD309 OD305 OD301

Upper Deck

Upp.Deck

H

OD339

OD338

OD337


ODMESampling Point


OP283

OP228

OP285

OP230

OP284

OP229

DP279

DP278

H

OP262 OP261

Upper Deck

(P) (S)

PumpRoom


Upper Deck




OP282BA026

OD323 OD342

Upper Deck


OP264

From AUSDrain Tank

Tank Segregation



d) Top off each group in turn. It is likely, due to the loading rates foreach group differing, that the grades will not finish in the sameorder that they started.

e) Drain all top lines and loading arms to a slack tank in each group.

f) Close all cargo valves.

g) Agree ship shore figures and disconnect the loading arms.

A similar loading plan could be followed for two grades making use of theavailability of combining No.1 centre, No.3 wings or the slop tanks withanother group to give different cargo quantities.

3.4 Discharging Cargo

Prior to arrival at the discharge port a number of communications will takeplace between the vessel and the receiving terminal. These communicationsare based on the ISGOTT guide check lists.

Particular attention should be given to:

Emergency shutdown procedures

Crude oil washing pre-arrival checks

Manning levels for the various operations

Oil spill response procedures

The manifold area and the mooring systems

3.4.1 Full Discharge

The following factors are to be considered prior to a full discharge:

Maximum available draught at the berth

Maximum allowable freeboard on the berth

Grade segregation, if carrying multiple grades

Crude oil washing requirements

Heavy weather ballast requirements and the need to COW No.3 centreCOT

Maintenance of satisfactory trim and stress

Ballasting operations

When preparing the system to discharge cargo, it is important that all valvesare in the closed position prior to setting the lines for discharge and all tank IGconnections are set up as required:

a) All COW valves are to be closed.

b) Ensure that all overboards are closed and sealed and any spoolpieces are removed.

c) The cargo pump system and the IG plant is to be prepared.

d) Open the main lines from the COTs to the main cargo pumps andthen up to the manifolds.

e) Start the IG plant.

f) Open the manifold valves that the discharge arms are connected to.

g) Open one set of COTs to each MCP.

h) Start each MCP slowly, watching the back pressures carefully.

i) When pumps and pressures are balanced, debottom all tanks by1m in preparation for crude oil washing. If it is intended that theslop tanks be used for crude oil washing, they should bedischarged and re-filled with fresh ‘dry’ crude oil.

j) Increase to full speed discharge as per discharge plan and inagreement with the shore installation.

(Note ! During draining it may be necessary to reduce the speed of the othermain cargo pumps, so reducing the back pressure and improving drainingperformance.)

k) The ballast crossover to the bottom cargo line is normally keptclosed and blanked. The spool piece between the cargo oil andballast systems must be removed and the lines blanked.

l) The crossovers between the cargo lines in the pump room can beopened to optimise MCP performance, but care must beexercised.

m) At approximately 1.5m sounding, the vacuum pump system canbe started and the auto stripping system activated.

n) COW can be started as required when the selected tanks areempty.

o) Upon completion of discharge, the cargo lines must be drained tothe shore tanks. This can be achieved in two ways:

i) By dropping the lines to the slop tank and re-draining the sloptank to shore via the Marpol Line.

or

ii) By draining the lines directly with the stripping pump andpumping the drainings ashore via the Marpol Line.

During draining of the lines, the vacuum in the cargo lines must be broken viavacuum breaker valves OD323, OD342.

Segregated ballast loading should be started once bulk discharge hascommenced, consistent with maintaining the trim and stress within accepablelimits.

Cargo Oil Pump Emergency Stop at Midship ManifoldBelow Vapour Return to Shore Connection



DumpTank


C.O. Stripping Line



PI


Illustration 3.4.2a Full Discharge of a Single Grade with Partial COW

OP246 OP240

OP241

OP235

OP234OP231 OP225

OP219

OP220

OP221

OP222

OP223

OP224

OP217

OP218OP216 OP215

OP201

OP286

OP207

OP208OP210

OP209OP211

OP212

OP291

OP266

OP269

OP263

OP270

OP271

OP273OP275

OP277OP276

OP287

OP267

OP268

OP274 OP272

OT104

OT103

OT106

OT105

OT114

OT113

OT124

OT123

OT130

OT129

OT136

OT135

OT111

OT112


OT140

OT142OT149

OT143 OT141

OT139OT146

OT145

OT148

OT147

OT133

OT122

OT121

OT120

OT119

OT128OT127

OT108

OT107

OT116

OT115

OT126

OT125

OT132

OT131

OT138OT144

OT137

OT109OT110

OP265

OP293

OP202

OP203

OP204

OP205

OP292

OP206

OP213 OP214

OP247

OP249

OP250 OP244 OP239

OP238OP233 OP227

OP245OP251

OP290

OP248 OP242 OP237

OP236OP232 OP226

OP243

No. 1 C.O. Pump

No. 2 C.O. Pump

No. 3 C.O. Pump

From BallastSystem

Stripping Pump




(P&S)

No. 1 C.O.T.(C)

No. 2 C.O.T.(C)

No. 3 C.O.T.(C)

No. 4 C.O.T.(C)

No. 5 C.O.T.(C)

Slop Tank(P&S)

No. 1 C.O.T. (P&S)


Key

Cargo Group 1

Cargo Group 2

Cargo Group 3

Sea Chest

OD321

OD319

OD322

OD320

OD318

OD317

OD314

OD316 OD312

OD310

OD308

OD326

OD325

OD324



OD306

OD304

OD315 OD311 OD307 OD303

OD302

OD313 OD309 OD305 OD301

Upper Deck

Upp.Deck

H

OD339

OD338

OD337


ODMESampling Point


OP283

OP228

OP285

OP230

OP284

OP229

DP279

DP278

H

OP262 OP261

Upper Deck

(P) (S)

PumpRoom


Upper Deck




OP282BA026

OD323 OD342

Upper Deck


OP264

From AUSDrain Tank

Tank Segregation



3.4.2 Discharge of a Single Grade Cargo with COW of No.1 Centre COT,No.4 Wings COT and Both Slop Tanks

Tank washing is done using the single stage method, commencing when thetank is almost dry. During washing, the level in the tank being washed shouldbe kept as low as possible. The tank should be well drained towards the end ofcleaning in order to get the best results.

Each tank should be washed for at least one full pattern of the cleaningmachines, of approximately 75 minutes.

The normal maximum number of tanks that can be washed at any one time is two.However, the pressure in the tank cleaning line must not fall below 8kg/cm2.

Commence with all valves closed.


Open Deck main IG isolating valves IG34, IG37

a) Start the IG system.

Open No.1, 2 and 3 CO main bulkhead OP202, OP203,isolation valves OP204

Open MCP suctions OP219, OP221, OP223

Open MCP discharge valves OP246, OP248,OP250

Open Group 1, No.1, No.2, No.4 centre OT118, OT102No.5 wings COT OT134, OT138

OT136

Open Group 2, No.1, No.4 wings OT108, OT106No.3 centre, slop tanks COT OT128, OT132

OT130, OT148OT147, OT144

OT143

Open Group 3, No.2 wings COT OT116, OT114OT124, OT126

b) When the shore confirm that they are ready to receive cargo:

Open The manifold valves that the loading arms are connected to. port side OD304, OD308,

OD312, OD316,

stbd side OD303, OD307,OD311, OD315,

If loading arms are not connected to all manifolds, the discharge lines can bemade common on the discharge side of the cargo pumps by opening valvesOP247, OP249 and OP251 as required.

c) Start the COPs.

d) Commence the discharge at slow speed, carrying out all safetychecks after each pump is started.

e) De-bottom all tanks by at least 1m to remove any wet crude oncethe system has been proved.

f) Once the system has been proved, and with the shore installation’sagreement, increase the pump speed until the maximum permittedback pressure or flow rate is achieved.

During bulk discharge, or if all three cargo punps are not being used fordischarge, the crossovers between the bottom lines, OT111 and OT112, OT145and OT146, OT121 and OT122, can be opened as required. Alternatively, or inaddition to the crossovers, the ballast suction crosover can be utilised to makeall the bottom lines common, OP224, OP222 and OP220.

g) As the first tanks near draining level, the automatic unloadingsystem should be set up as per section 2.3.3.

When No.1 centre COT is at cleaning level:


Open Tank cleaning main isolating valve OP287

Open No.3 COP discharge to tank cleaning main line OP247

Open No.1 centre stripping suction valve OT117

Close No.1 centre main suction valve OT118

Open No.1 centre COT tank cleaning machines TC05, TC06, TC13TC14, TC15

h) Commence COW of No.1 centre COT maintaining a pressure ofbetween 8 and 10kg/cm2 using No.3 COP discharge valve OP246to adjust the pressure as necessary.

i) When COW of No.1 centre COT is complete:

Close No.1 centre COT tank cleaning machines TC05, TC06, TC13,. TC14, TC15

j) Complete stripping of No.1 centre COT

Close No.1 centre COT stripping suction valve OT117

k) When No.4 wings COTs are at cleaning level :

Open No.4 wing COT stripping suction valves OT131, OT129

Close No.4 wing COT main suctions OT132, OT130

Open No.4 wing COT tank cleaning machines TC48, TC49, TC41,TC46, TC45, TC40

l) Commence COW of No.4 wings COT maintaining a pressure ofbetween 8 and 10kg/cm2 using No.3 COP discharge valve OP246to adjust the pressure as necessary.

m) When COW of No.4 wings COT is complete:

Close No. 4 wing COT tank cleaning machines TC48, TC49, TC41,TC46, TC45, TC40

n) Complete stripping of No.1 centre COT.

Close No 4 wing COT stripping suction valves OT131, OT129

o) When both slop tanks are at cleaning level.

Open Slop tank stripping suction valves OT137, OT135

Close Slop tank suction valves OT138, OT136

Open Slop tank cleaning machines TC68, TC69, TC66, TC65

p) Commence COW of both slop tanks maintaining a pressure ofbetween 8 and 10kg/cm2 using No.3 COP discharge valve OP246to adjust the pressure as necessary.

q) When COW of the slop tanks is complete.

Close Slop tank cleaning machines TC68, TC69,TC66, TC65

Close Slop tank stripping suction valves OT137, OT135

Close Tank cleaning main isolating valve OP287

Open No.3 COP discharge to tank cleaning main line OP247

r) On completion of the discharge it is necessary to drain all top,bottom and pump room lines to shore via the Marpol line usingthe stripping pump. It may also be necessary to drain the slop tankat the same time.

During draining of the lines, the vacuum in the cargo lines must be broken.



DumpTank


C.O. Stripping Line



PI


Illustration 3.4.3a Discharging a Three Grade Cargo, Full COW

OP246 OP240

OP241

OP235

OP234OP231 OP225

OP219

OP220

OP221

OP222

OP223

OP224

OP217

OP218OP216 OP215

OP201

OP286

OP207

OP208OP210

OP209OP211

OP212

OP291

OP266

OP269

OP263

OP270

OP271

OP273OP275

OP277OP276

OP287

OP267

OP268

OP274 OP272

OT104

OT103

OT106

OT105

OT114

OT113

OT124

OT123

OT130

OT129

OT136

OT135

OT111

OT112


OT140

OT142OT149

OT143 OT141

OT139OT146

OT145

OT148

OT147

OT133

OT122

OT121

OT120

OT119

OT128OT127

OT108

OT107

OT116

OT115

OT126

OT125

OT132

OT131

OT138OT144

OT137

OT109OT110

OP265

OP293

OP202

OP203

OP204

OP205

OP292

OP206

OP213 OP214

OP247

OP249

OP250 OP244 OP239

OP238OP233 OP227

OP245OP251

OP290

OP248 OP242 OP237

OP236OP232 OP226

OP243

No. 1 C.O. Pump

No. 2 C.O. Pump

No. 3 C.O. Pump

From BallastSystem

Stripping Pump




(P&S)

No. 1 C.O.T.(C)

No. 2 C.O.T.(C)

No. 3 C.O.T.(C)

No. 4 C.O.T.(C)

No. 5 C.O.T.(C)

Slop Tank(P&S)

No. 1 C.O.T. (P&S)


Key

Cargo Group 1

Cargo Group 2

Cargo Group 3

Sea Chest

OD321

OD319

OD322

OD320

OD318

OD317

OD314

OD316 OD312

OD310

OD308

OD326

OD325

OD324



OD306

OD304

OD315 OD311 OD307 OD303

OD302

OD313 OD309 OD305 OD301

Upper Deck

Upp.Deck

H

OD339

OD338

OD337


ODMESampling Point


OP283

OP228

OP285

OP230

OP284

OP229

DP279

DP278

H

OP262 OP261

Upper Deck

(P) (S)

PumpRoom


Upper Deck




OP282BA026

OD323 OD342

Upper Deck


OP264

From AUSDrain Tank

Tank Segregation



3.4.3 Discharging a Three Grade Cargo, Full COW

This case example discharging three grades with a 100% COW in thefollowing segregation;

Group 1

No.1, 2, 4 centre and No.5 wings

Group 2

No.3 centre, No.1 and 4 wings and slop tanks

Group 3

No.5 centre, No.2 and 3 wings

Prior to arrival at the discharge port, a cargo plan shall be completed coveringall aspects of the proposed discharging operation. This will ensure that thestability, stress, draught and trim are all within acceptable levels throughout thedischarge, and comply at all times with terminal restrictions.

In addition, the following factors are to be considered and included in the cargoplan prior to the discharge:

Maximum available draught at berth

Maximum available air draught at berth

Grade segregation if necessary

Crude oil washing requirements

Heavy weather ballast requirements

Maintenance of satisfactory trim

Ballasting operation

Ship/shore safety checklists shall be completed prior to starting cargodischarge, the cargo system lined up and valves double checked before start.

All cargo valves shall be checked closed prior to line up.

a) Ensure all IG tank valves are locked open and all IG spectacleblanks swung in the open position.


Lock open Individual COT IG isolating valves IG01, 02, 03, 04, 07, 0809, 12, 13, 19, 22, 2324, 27, 28, 31, 32, 33

b) Check that the IG deck main isolating valves are open, cargo topline and ballast spool piece crossover’s to the IG line are removedand flanges blanked.


Open Inert gas deck isolation valves IG34, 37

Close Inert gas isolation valve to cargo main line IG36, OD336

Close Inert gas isolation valve to ballast system IG42, BA023

Close Inert gas mast riser valves IG10, 20

Close Inert gas connections to ballast tanks and voids IG49, 05, 0611, 21, 2526, 29, 30

Close Vapour emission valves IG15, 16, 17, 18

c) Ensure that all overboard valves are shut tight and sealed.

Close Starboard sea chest sea valves OP215, 216

Close High overboard valves OT150, OD 337

d) Line up the cargo pump room valves.

Open Discharge valves to No.1, 2 and 3 top lines OP246, 248, 250

Open No.1, 2 and 3 pump discharge valves OP240, 242, 244

Open No.1 bulkhead valve OP204

Open No.1 cargo pump suction valve OP223

Open Pump room suction crossover valves OP220, 222, 224

e) Line up the cargo tank valves.

Open No.1 centre tank suction valve OT102

f) Line up the valves on deck.

Open No.1 line block valves OT109, 110

Swing the blanks on the manifold crossovers to the open position. The vesselis now ready to commence discharge.

g) When shore are ready, open the requisite midship manifold valves.

Open Manifold valves connected as required OD303, 304,307, 308, 311312, 315, 316

h) Purge the cargo pumps of gas prior to start up to prevent damageto the pump and seals.

i) Commence discharge with No.1 MCP until checks haveascertained that there are no leaks in the system and that cargo isonly being discharged from No.1 centre tank.

j) Once confirmed as correct, the remaining cargo pumps can be puton line and all cargo tanks on group 1 opened fully.


Open Cargo tank valves on No.1 line OT118, 134, 136, 138

k) Increase the discharge rate to the maximum permitted andcontinue to discharge group 1 tanks to draining level.

l) As the first set of tanks reach draining level, start the automaticunloading system and stop No.2 and 3 pumps as required.Changeover the tanks from the main suctions to the stripping suctions.

Open Group 1 tank stripping suctions OT101, 117, 133,135, 137

Close Group 1 tank main suctions OT102, 118, 134,136, 138

m) Stop No.1 cargo pump on completion of draining and close group1 cargo tanks.

Close Group 1 tank stripping suctions OT101, 117, 133,135, 137

Close No.1 Cargo pump suction valve OP223


Open No.2 cargo pump suction valve OP221

n) Line up to discharge group 2 tanks with all three cargo pumps.

Open No.1 wing tank valves OT106, 108

o) Purge the cargo pumps of gas prior to start up to prevent damageto the pump and seals.

p) Commence discharge with No.2 MCP, until checks haveascertained that there are no leaks in the system and that cargo isonly being discharged from No.1 wing tanks.



DumpTank


C.O. Stripping Line



PI



OP246 OP240

OP241

OP235

OP234OP231 OP225

OP219

OP220

OP221

OP222

OP223

OP224

OP217

OP218OP216 OP215

OP201

OP286

OP207

OP208OP210

OP209OP211

OP212

OP291

OP266

OP269

OP263

OP270

OP271

OP273OP275

OP277OP276

OP287

OP267

OP268

OP274 OP272

OT104

OT103

OT106

OT105

OT114

OT113

OT124

OT123

OT130

OT129

OT136

OT135

OT111

OT112


OT140

OT142OT149

OT143 OT141

OT139OT146

OT145

OT148

OT147

OT133

OT122

OT121

OT120

OT119

OT128OT127

OT108

OT107

OT116

OT115

OT126

OT125

OT132

OT131

OT138OT144

OT137

OT109OT110

OP265

OP293

OP202

OP203

OP204

OP205

OP292

OP206

OP213 OP214

OP247

OP249

OP250 OP244 OP239

OP238OP233 OP227

OP245OP251

OP290

OP248 OP242 OP237

OP236OP232 OP226

OP243

No. 1 C.O. Pump

No. 2 C.O. Pump

No. 3 C.O. Pump

From BallastSystem

Stripping Pump




(P&S)

No. 1 C.O.T.(C)

No. 2 C.O.T.(C)

No. 3 C.O.T.(C)

No. 4 C.O.T.(C)

No. 5 C.O.T.(C)

Slop Tank(P&S)

No. 1 C.O.T. (P&S)


Key

Cargo Group 1

Cargo Group 2

Cargo Group 3

Sea Chest

OD321

OD319

OD322

OD320

OD318

OD317

OD314

OD316 OD312

OD310

OD308

OD326

OD325

OD324



OD306

OD304

OD315 OD311 OD307 OD303

OD302

OD313 OD309 OD305 OD301

Upper Deck

Upp.Deck

H

OD339

OD338

OD337


ODMESampling Point


OP283

OP228

OP285

OP230

OP284

OP229

DP279

DP278

H

OP262 OP261

Upper Deck

(P) (S)

PumpRoom


Upper Deck




OP282BA026

OD323 OD342

Upper Deck


OP264

From AUSDrain Tank

Tank Segregation



q) Once confirmed as correct, the remaining cargo pumps can be puton line and all cargo tanks on group 2 opened fully.


Open Group 2 tank main suctions OT128, 130, 132143, 144, 149

Open Slop tank block valves to No.2 line OT147, 148

r) De-bottom all group 2 tanks by 4m then line up No.2 cargo pumpfor COW of group 1 tanks.

Open No.1 centre tank stripping valve OT101

Open Eductor discharge to starboard slop OP293

Open No.2 eductor suction valve OP269

Open Eductor suction to No.1 group line OP209

Open No.2 eductor drive OP273

Open Tank cleaning machines to No.1 centre TC05, 06, 13, 14, 15

Open COW line block valves 2-1, 2-2, OP287

Open No.2 pump eductor drive OP249

CAUTIONValve OP249 should be opened slowly to allow the eductor and tankcleaning lines to fill, preventing unnecessary shock to the line.

s) COW all group 1 tanks in sequence, closing in on No.2 pumpdischarge to deck as required to maintain the washing pressure of9 kg/cm2 on deck.

Open Tank cleaning machines to No.2 centre TC18, 19, 26, 27

Close Tank cleaning machines to No.1 centre TC05, 06, 13, 14, 15

Open No.2 centre tank stripping valve OT117

Close No.1 centre tank stripping valve OT101

Open Tank cleaning machines to No.4 centre TC42, 43, 50, 51


Close Tank cleaning machines to No.2 centre TC18, 19, 26, 27

Open No.4 centre tank stripping valve OT 133

Close No.2 centre tank stripping valve OT 117

Open Tank cleaning machines to No.5 wings TC52, 54, 5657, 59, 60

Close Tank cleaning machines to No.4 centre TC42, 43, 50, 51

Open No.5 wing tank stripping valves OT135, 137


CAUTIONKeep a very close watch on the level of the starboard slop tank during thisoperation.

t) On completion of washing group 1 tanks changeover No.2 pumpto discharge ashore until group 2 tanks reach draining level.

Close Tank cleaning machines to No.5 wings TC52, 54, 5657, 59, 60

Open No.2 pump discharge to deck OP 248

Close Eductor discharge to starboard slop tank OP 293

Close No.5 wing tank stripping valves OT135, 137

Close No.2 pump eductor drive OP 249

As the first set of tanks reach draining level, start the automatic unloadingsystem and stop No.1 and 3 pumps as required. Change over the tank suctionsfrom the main suctions to the stripping suctions.

Open Group 2 tank stripping suctions OT 105, 107, 127,129, 131

Close Group 2 tank main suctions OT 106, 108, 128,130, 132

u) Stop No.2 cargo pump on completion of draining and close group2 cargo tanks.


Close Group 2 tank stripping suctions OT105, 107, 127,129, 131, 143, 144

Close Eductor suction to No.1 group line OP209

Close No.2 pump suction OP221

v) Line up to discharge group 3 tanks with all three cargo pumps.


Open No.3 pump suction valve OP219

Open No.2 wing tank main suction valves OT114, 116

Open No.3 line crossover to No.3 wings OT119, 120

w) Purge the cargo pumps of gas prior to start up to prevent damageto the pump and seals.

x) Commence discharge with No.3 MCP until checks haveascertained that there are no leaks in the system and that cargo isonly being discharged from No2 wing tanks.

y) Once confirmed as correct, the remaining cargo pumps can be puton line and all cargo tanks on group 3 opened fully.

Open Group 3 tank main suctions OT124, 126, 140

z) De-bottom all group 3 tanks by 4m then line up No.3 pump todrive the eductor and wash group 2 tanks.

Open No.2 eductor suctions to No.2 line OP208, 211

Open Eductor discharge to No.5 centre OP292

Open Tank cleaning machines to No.1 wing tanks TC02, 03, 0408, 09, 11, 12

Open No.1 wing stripping suctions OT105, 107


CAUTIONValve OP247 should be opened slowly to allow the eductor and tankcleaning lines to fill, preventing unnecessary shock to the line.



DumpTank


C.O. Stripping Line



PI



OP246 OP240

OP241

OP235

OP234OP231 OP225

OP219

OP220

OP221

OP222

OP223

OP224

OP217

OP218OP216 OP215

OP201

OP286

OP207

OP208OP210

OP209OP211

OP212

OP291

OP266

OP269

OP263

OP270

OP271

OP273OP275

OP277OP276

OP287

OP267

OP268

OP274 OP272

OT104

OT103

OT106

OT105

OT114

OT113

OT124

OT123

OT130

OT129

OT136

OT135

OT111

OT112


OT140

OT142OT149

OT143 OT141

OT139OT146

OT145

OT148

OT147

OT133

OT122

OT121

OT120

OT119

OT128OT127

OT108

OT107

OT116

OT115

OT126

OT125

OT132

OT131

OT138OT144

OT137

OT109OT110

OP265

OP293

OP202

OP203

OP204

OP205

OP292

OP206

OP213 OP214

OP247

OP249

OP250 OP244 OP239

OP238OP233 OP227

OP245OP251

OP290

OP248 OP242 OP237

OP236OP232 OP226

OP243

No. 1 C.O. Pump

No. 2 C.O. Pump

No. 3 C.O. Pump

From BallastSystem

Stripping Pump




(P&S)

No. 1 C.O.T.(C)

No. 2 C.O.T.(C)

No. 3 C.O.T.(C)

No. 4 C.O.T.(C)

No. 5 C.O.T.(C)

Slop Tank(P&S)

No. 1 C.O.T. (P&S)


Key

Cargo Group 1

Cargo Group 2

Cargo Group 3

Sea Chest

OD321

OD319

OD322

OD320

OD318

OD317

OD314

OD316 OD312

OD310

OD308

OD326

OD325

OD324



OD306

OD304

OD315 OD311 OD307 OD303

OD302

OD313 OD309 OD305 OD301

Upper Deck

Upp.Deck

H

OD339

OD338

OD337


ODMESampling Point


OP283

OP228

OP285

OP230

OP284

OP229

DP279

DP278

H

OP262 OP261

Upper Deck

(P) (S)

PumpRoom


Upper Deck




OP282BA026

OD323 OD342

Upper Deck


OP264

From AUSDrain Tank

Tank Segregation



aa)COW all group 2 tanks in sequence, closing in on No.3 pumpdischarge to deck as required to maintain the washing pressure of9 kg/cm2 on deck.


Close Tank cleaning machines to No.1 wing tanks TC02, 03, 0408, 09, 11, 12

Close No.1 wing stripping suctions OT105, 107

Open No.3 centre stripping suction OT127

Open Tank cleaning machines to No.3 centre tank TC30, 3138, 39

Close Tank cleaning machines to No.3 centre tank TC30, 3138, 39

Close No.3 centre stripping suction OT127

Open No.4 wing stripping suctions OT129, 131

Open Tank cleaning machines to No.4 wing tanks TC40, 41, 4546, 48, 49

Close Tank cleaning machines to No.4 wing tanks TC40, 41, 4546, 48, 49

Close No.4 wing stripping suctions OT 129, 131

Open Slop tank stripping suctions OT 143, 144

Open Tank cleaning machines to slop tanks TC65, 66, 68, 69

Close Tank cleaning machines to slop tanks TC65, 66, 68, 69

Close Slop tank stripping suctions OT143, 144, 149

bb) On completion of washing group 2 tanks, back fill the starboardslop tank to 50% innage then changeover No.3 pump to dischargeashore until group 3 tanks reach draining level. Aim to drain No.3wing tanks first.

Close Tank cleaning block valve OP287

Open Eductor discharge to starboard slop tank OP293

Close Eductor discharge to No.5 centre OP292

cc) As group 3 tanks reach draining level stop No.1 and 2 pumps,start the automatic unloading system and line up to wash group 3tanks.

Position Valve description Valve

Close No.1 pump suction crossover OP224

Open No.3 pump discharge to deck OP246

Close No.3 pump eductor drive OP247

Close No.3 line crossover to No.3 wings OT119, 120

Open No.1 line crossover to No 3 wings OT121, 122

Open No.2 eductor suction to No.1 line OP209

Close No.2 eductor suction to No.2 line OP208

Open Starboard slop tank suction OT143, 149

Close Cargo pump suction crossover to No.2 line OP222

Open No.2 pump suction OP221

Close No.2 pump discharge to deck OP248


dd) Start up No.2 pump and educt out No.3 wing tanks, then proceedto wash these tanks.


Close No.3 wing tank main suctions OT124, 126


Open Tank cleaning block valve OP287

ee) As the remaining tanks reach draining level stop No.3 pump,changeover from the main tank suctions to stripping suctions,close No.2 and 3 manifolds and go onto wash the remaining group3 tanks.

Close No.1, 3 and 4 manifolds OD303, 304, 311,312, 315, 316


Close Group 3 tank main suctions OT114, 116, 140



Close No.3 pump suction valve OP219

Open No.2 eductor suction to No.3 line OP207, 210





Open No.5 centre stripping suction OT139

Open Tank cleaning machines to No.5 centre TC53, 6162, 63

ff) On completion of washing shutdown the tank cleaning line andstrip around all empty tanks and No.1 and 3 lines beforedischarging the starboard slop tank ashore.

Close Tank cleaning machines to No.5 centre TC53, 6162, 63

Close Tank cleaning main block valve OP287


Open Tank cleaning machine to starboard slop TC65, 66

Open No.3 pump suction valve OP 219

Open No.1 pump suction valve OP 223

Open No.1 and 3 pump discharge bypass valves OP234, 238

Open No.1 and 3 main line crossovers OD324, 326



DumpTank


C.O. Stripping Line



PI


Illustration 3.4.3b Stripping Lines Ashore with the Stripping Pump

OP246 OP240

OP241

OP235

OP234OP231 OP225

OP219

OP220

OP221

OP222

OP223

OP224

OP217

OP218OP216 OP215

OP201

OP286

OP207

OP208OP210

OP209OP211

OP212

OP291

OP266

OP269

OP263

OP270

OP271

OP273OP275

OP277OP276

OP287

OP267

OP268

OP274 OP272

OT104

OT103

OT106

OT105

OT114

OT113

OT124

OT123

OT130

OT129

OT136

OT135

OT111

OT112


OT140

OT142OT149

OT143 OT141

OT139OT146

OT145

OT148

OT147

OT133

OT122

OT121

OT120

OT119

OT128OT127

OT108

OT107

OT116

OT115

OT126

OT125

OT132

OT131

OT138OT144

OT137

OT109OT110

OP265

OP293

OP202

OP203

OP204

OP205

OP292

OP206

OP213 OP214

OP247

OP249

OP250 OP244 OP239

OP238OP233 OP227

OP245OP251

OP290

OP248 OP242 OP237

OP236OP232 OP226

OP243

No. 1 C.O. Pump

No. 2 C.O. Pump

No. 3 C.O. Pump

From BallastSystem

Stripping Pump




(P&S)

No. 1 C.O.T.(C)

No. 2 C.O.T.(C)

No. 3 C.O.T.(C)

No. 4 C.O.T.(C)

No. 5 C.O.T.(C)

Slop Tank(P&S)

No. 1 C.O.T. (P&S)


Key

Cargo Group 1

Cargo Group 2

Cargo Group 3

Sea Chest

OD321

OD319

OD322

OD320

OD318

OD317

OD314

OD316 OD312

OD310

OD308

OD326

OD325

OD324



OD306

OD304

OD315 OD311 OD307 OD303

OD302

OD313 OD309 OD305 OD301

Upper Deck

Upp.Deck

H

OD339

OD338

OD337


ODMESampling Point


OP283

OP228

OP285

OP230

OP284

OP229

DP279

DP278

H

OP262 OP261

Upper Deck

(P) (S)

PumpRoom


Upper Deck




OP282BA026

OD323 OD342

Upper Deck


OP264

From AUSDrain Tank

Tank Segregation




Open Manifold vacuum breakers OD323, 342

Open No.1 pump by pass line OP245

Open No.3 pump by pass line OP241

gg) Changeover to strip out No.1 and 3 pumps and strainers oncompletion.

Close No.1 and 3 bulkhead valves OP202, 204

Close No.2 eductor suction to No.1 and 3 lines OP207, 209210, 211

Open Eductor suction to cargo pump drain lines OP212

Open No.1 pump drain lines OP227, 233


hh) Slow down No.2 pump and changeover to discharge thestarboard slop tank ashore.

Close Eductor discharge to starboard slop OP293

Close Manifold vacuum breakers OD323, 342

Open No.2 pump discharge valve OP248

Close No.2 pump eductor drive OP249

ii) As the starboard slop tank reaches draining level, start theautomatic draining system and line up the stripping pump to stripall remaining lines ashore.

Open Stripping pump suction OP266

Close No.1 pump drain lines OP227, 233

Close No.3 pump drain lines OP225, 231

Open Stripping pump discharge OP275

jj) Stop No.1 pump when the starboard slop tank is drained and stripthe lines ashore via No.2 manifold.


Close No.2 manifolds OD307, 308

Open No.2 manifold crossover OD325

Open No.2 manifold stripping valves OD305, 306

Open No.2 pump discharge to deck OP248

Open No.2 pump discharge valve bypass OP236



kk) Stop the stripping pump when all the lines are drained and shutdown all valves on the system on completion.

Vacuum Breaker and Cargo Oil Tank High Level Alarm Indication

Vacuum BreakerLine

Hanla Indepentant HighLevel Alarm IndicationLight and Air Horn


Issue: 1 3.5 Crude Oil Washing and Tank Cleaning - Page 1 of 6

DumpTank

To C.O. Stripping Line

To No. 3 C.O. Main Line


To No. 1C.O. Main Line

PI


To ODME Line

Illustration 3.5.1a Tank Cleaning System

OP246 OP240

OP241

OP235

OP234OP231 OP225

OP219

OP220

OP221

OP222

OP223

OP224

OP217

OP218OP216 OP215

OP201

OP286

OP207

OP208OP210

OP209OP211

OP212

OP291

OP266

OP269

OP263

BA026 OP282

OP270

OP271

OP273OP275

OP277OP276

OP287 2-1

2-32-4

2-2

OP267

OP268

OP274 OP272

OT104

OT103

OT106

OT105

OT114

OT113

OT1 24

OT123

OT130

OT129

OT136

OT135

OT111

OT112


OT140

OT142OT149

OT143 OT141

OT139OT146

OT145

OT148

OT147

OT133

OT122

OT121

OT120

OT119

OT128OT127

OT108

OT107

OT116

OT115

OT126

OT125

OT132

OT131

OT138OT144

OT137

OT109OT110

OP265

OP293

OP202

OP203

OP204

OP205

OP292

OP206

OP213 OP214OP264

OP283

OP228

OP247

OP249

OP250 OP244 OP239

OP238OP233 OP227

OP285

OP230

OP245OP251

OP290

OP248 OP242 OP237

OP236OP232

OP284

OP229

DP279

DP278

DP278

OP226

OP243

From A.U.S. Drain Tank

No. 1 C.O. Pump

No. 2 C.O. Pump

No. 3 C.O. Pump

From BallastSystem

From Pump Room Bilge

Stripping Pump

No.1 COStripping Eductor


No. 2 C.O.T. (P&S)

No. 2 C.O.T. (P&S)

No. 3 C.O.T. (P&S)

No. 3 C.O.T. (P&S)

No. 4 C.O.T. (P&S)

No. 4 C.O.T. (P&S)

No. 5 C.O.T.(P&S)

No. 5 C.O.T.(P&S)

No. 1 C.O.T.(C)

No. 2 C.O.T.(C)

No. 3 C.O.T.(C)

No. 4 C.O.T.(C)

No. 5 C.O.T.(C)

Slop Tank(P&S)

Slop Tank(P&S)

No. 1 C.O.T. (P&S)

No. 1 C.O.T. (P&S)


Key

Deck Mounted Type TankCleaning Machine

Submerged Type TankCleaning Machine

Hole for Portable TankCleaning Machine TC69

TC67

TC64

TC62

TC63

TC61

TC60

TC59

TC57

TC54

TC58

TC47 TC35

TC49

TC08

TC09

TC07

TC04TC05

TC02

TC10 TC01

TC06

TC03TC12

TC11

TC53

TC55TC56

TC52

TC50TC51

TC46

TC41TC14

TC15

TC16TC27 TC22

TC20

TC17

TC21

TC44TC45

TC43

TC48

TC37

TC29

TC31

TC36

TC25

TC24

TC23

TC19TC30

TC40

TC39TC38

TC26 TC13

TC34

TC32

TC28

TC33TC65

TC66

TC68

TC18

TC42

Sea Chest



3.5 Crude Oil Washing and Tank Cleaning

3.5.1 Tank Cleaning System

The tank cleaning system is comprehensive, versatile and self-contained. Itconsists of 38 deck mounted and 5 submerged Toftjorg TZ-73 dual nozzle,non-programmable tank cleaning machines.

A 300 mm tank cleaning main line joins the machines to each of the cargo oilpumps via the COP discharge crossover line. The cargo oil pumps are used toprovide crude oil COW and water for tank washing. The tank cleaning systemis connected to both stripping eductors (2 x 600m3/h), which operate at a drivepressure of between 11 and 12 kg/cm2..The slop tanks complete the system.

One or both of the slop tanks can be utilised during crude oil or water washing.A balance line is fitted, principally for use during water washing.

3.5.2 Tank Cleaning Machine Description

No. of sets: 38 deck mounted + 5 submergedManufacturer: ToftejorgType: TZ-73Operating pressure: 9 barNozzle diameter: 2 x 23mmCapacity: 96m2/hNozzle length:

Deck mounted machines : 348mmBottom mounted machines : 178mmTime for one full washing pattern: 75 minutesNo. of cycles per pattern: 10

The Toftejorg TZ-73 tank washing machine is a dual nozzle, non-programmable,turbine driven machine, driven by the cleaning media. The machine rotates 360°in the horizontal plane and the nozzles 360° in the vertical plane which producesa criss-cross cleaning pattern. A series of four graduated cleaning cycles offsetthese patterns ensuring full 360° cleaning in both planes.

The tank cleaning machines are fitted as follows:

2 machines in each of No.1 to 5 wing cargo oil tanks

1 machine in each of the slop tanks

4 machines in No.1 centre cargo oil tank

3 machines in each of No.2 to 5 centre cargo oil tanks

Additionally each of the centre tanks is fitted with a submerged type tankcleaning machine at the after end.

Operation of the Toftjorg TZ 73 Units

The Toftjorg TZ-73 tank cleaning machine is non programmable and are mediadriven and lubricated. They require no additional power source. Duringoperation the normal working pressure is 9 bar, with a minimum pressure of 8bar if effective cleaning is to be achieved.

As the machine is non-programmable, its operation can only be verified by itssound pattern. If there is any doubt as to a machine’s operation, all othermachines in the tank being cleaned and in adjacent tanks should be shut off, itsmovement can then be identified by the sound pattern.

Under normal operating pressures, one cycle will take approximately 7minutes. A full pattern is achieved when 10 cycles have been completed.

(see section 3.5.3 for flow rates and pattern duration graphs)

Portable Machines

No. of sets: 8Manufacturer: ToftejorgType: TZ-65Operating pressure: 9 barNozzle diameter: 2 x 15mmCapacity: 44m2/h

There are eight portable Toftjorg TZ-65 tank cleaning machines held on boardin the deck store along with eight individual portable hose assembly units.

The TZ-65 units rotate and function in the same manner as the TZ-73 units,except they have four cycles to a complete pattern. At a working pressure of9bar, a pattern will be completed in 13 minutes.

As a guide for both units, the maximum horizontal throw length is measuredunder static conditions, the vertical throw length is approximately 1/3 of thisfigure.

Illustration 3.5.2a Tank Cleaning Machine

Deck CoverPlate

Total weight of extension pipe withcleaner: 42.5 kgs.

Side Elavation

Lift Eye

Gasket



DumpTank





PI


To ODME Line

OP246 OP240

OP241

OP235

OP234OP231 OP225

OP219

OP220

OP221

OP222

OP223

OP224

OP217

OP218OP216 OP215

OP201

OP286

OP207

OP208OP210

OP209OP211

OP212

OP291

OP266

OP269

OP263

BA026 OP282

OP270

OP271

OP273OP275

OP277OP276

OP287 2-1

2-32-4

2-2

OP267

OP268

OP274 OP272

OT104

OT103

OT106

OT105

OT114

OT113

OT1 24

OT123

OT130

OT129

OT136

OT135

OT111

OT112


OT140

OT142OT149

OT143 OT141

OT139OT146

OT145

OT148

OT147

OT133

OT122

OT121

OT120

OT119

OT128OT127

OT108

OT107

OT116

OT115

OT126

OT125

OT132

OT131

OT138OT144

OT137

OT109OT110

OP265

OP293

OP202

OP203

OP204

OP205

OP292

OP206

OP213 OP214OP264

OP283

OP228

OP247

OP249

OP250 OP244 OP239

OP238OP233 OP227

OP285

OP230

OP245OP251

OP290

OP248 OP242 OP237

OP236OP232

OP284

OP229

DP279

DP278

DP278

OP226

OP243


No. 1 C.O. Pump

No. 2 C.O. Pump

No. 3 C.O. Pump

From BallastSystem


Stripping Pump



No. 2 C.O.T. (P&S)

No. 2 C.O.T. (P&S)

No. 3 C.O.T. (P&S)

No. 3 C.O.T. (P&S)

No. 4 C.O.T. (P&S)

No. 4 C.O.T. (P&S)

No. 5 C.O.T.(P&S)

No. 5 C.O.T.(P&S)

No. 1 C.O.T.(C)

No. 2 C.O.T.(C)

No. 3 C.O.T.(C)

No. 4 C.O.T.(C)

No. 5 C.O.T.(C)

Slop Tank(P&S)

Slop Tank(P&S)

No. 1 C.O.T. (P&S)

No. 1 C.O.T. (P&S)


TC69

TC67

TC64

TC62

TC63

TC61

TC60

TC59

TC57

TC54

TC58

TC47 TC35

TC49

TC08

TC09

TC07

TC04TC05

TC02

TC10 TC01

TC06

TC03TC12

TC11

TC53

TC55TC56

TC52

TC50TC51

TC46

TC41TC14

TC15

TC16TC27 TC22

TC20

TC17

TC21

TC44TC45

TC43

TC48

TC37

TC29

TC31

TC36

TC25

TC24

TC23

TC19TC30

TC40

TC39TC38

TC26 TC13

TC34

TC32

TC28

TC33TC65

TC66

TC68

TC18

Illustration 3.5.3a Crude Oil Wash

Key



Hole for Portable TankCleaning Machine

Cargo Group 2

Cargo Group 3

TC42

Sea Chest



3.5.3 Crude Oil Wash

COTs are crude oil washed to comply with both legislation (contingencyballast requirements) and Charterer’s requirements in order to achievemaximum out-turn. This basically would be No.3 centre (nominated ballasttank) and one quarter of the remainder. However, no tank requires to be washedmore than once in four months, with the exception of ballast requirements.

A programme for the regular crude washing of cargo tanks is to be maintained.Crude oil washing permits the removal of oil fractions adhering to or depositedon the tank surfaces. These deposits, which would normally remain on boardafter discharge, are then discharged with the cargo. As a consequence, the needto water wash to remove residues is virtually eliminated. Water rinsing will benecessary if the tank is to be used for clean ballast.

A typical crude oil washing program is as follows :

1st voyageNo.1 centre and 4 wing cargo oil tanks, and both slop tanks

2nd voyageNo.2 wing, and 3 and 5 centre cargo oil tanks

3rd voyageNos.1 and 3 wing cargo oil tanks and both slop tanks

4th voyageNo.2 and 4 centre, and 5 wing cargo oil tanks

Leakage of crude oil from the COW system is a potential fire and pollutionhazard. Before use, the system should be pressure tested to working pressureand any leaks made good.

During operation the system must be kept under continuous observation andcrude oil washing stopped when any sign of leakage or malfunction is detected.

Before commencing COW it is necessary to debot tom all COTs, including theslop tanks. This will remove any water that may have settled during transit,thus considerably reducing static charges that may be created during washing.

If the slop tanks are to be used for crude oil washing, it is, subject to gradesegregation, usually advisable to empty the slop tanks and recharge them withfresh dry crude prior to commencement. The levels to which the slop tanks arerecharged are arbitrary, but sufficient ullage is required in the ‘clean slop tank’(port), to allow for the cargo pump to maintain suction and the balance line toremain covered. The balance line is at approximately the half volume level inthe port slop tank, and 0.4m above the tank bottom in the port slop tank.

This method of COW allows for greater ullage and easier monitoring of thecrude oil returns, but it is quite feasible to utilise a single slop tank for theoperation, reducing the level occasionally to maintain a safe ullage.

COTs are crude oil washed during discharge by pumping dry crude, at a backpressure of about 9kg/cm2, bled from the discharge of one of the cargo oilpumps, via the tank cleaning line, to the tank cleaning machines.

The eductors driven by the same cargo oil pump that is being used to drive theCOW machines, are used to drain the oil fractions from the cargo tank bottomto a slop tank. Good draining is essential during COW operations.

If the portable COW machines are to be used for spot cleaning, then it is ofutmost importance that the bonding wire is securely attached to the machinehead before use, and the earthing clamp made fast to an earthing post.

70

3 4 5

Inlet Pressure (bar)

Flow Rate For TZ-73, Nozzle Diameter 2 x 23mm

Flow Rate(m3/h)

6 7 8 9 10 11 12

80

90

100

110

40

3 4 5

Inlet Pressure (bar)

Time For Complete Pattern (10 Cycles) For TZ-73, Nozzle Diameter 2 x 23mm

Minutes

6 7 8 9 10 11 12

60

80

100

120



DumpTank





PI


To ODME Line

OP246 OP240

OP241

OP235

OP234OP231 OP225

OP219

OP220

OP221

OP222

OP223

OP224

OP217

OP218OP216 OP215

OP201

OP286

OP207

OP208OP210

OP209OP211

OP212

OP291

OP266

OP269

OP263

BA026 OP282

OP270

OP271

OP273OP275

OP277OP276

OP287 2-1

2-32-4

2-2

OP267

OP268

OP274 OP272

OT104

OT103

OT106

OT105

OT114

OT113

OT1 24

OT123

OT130

OT129

OT136

OT135

OT111

OT112


OT140

OT142OT149

OT143 OT141

OT139OT146

OT145

OT148

OT147

OT133

OT122

OT121

OT120

OT119

OT128OT127

OT108

OT107

OT116

OT115

OT126

OT125

OT132

OT131

OT138OT144

OT137

OT109OT110

OP265

OP293

OP202

OP203

OP204

OP205

OP292

OP206

OP213 OP214OP264

OP283

OP228

OP247

OP249

OP250 OP244 OP239

OP238OP233 OP227

OP285

OP230

OP245OP251

OP290

OP248 OP242 OP237

OP236OP232

OP284

OP229

DP279

DP278

DP278

OP226

OP243


No. 1 C.O. Pump

No. 2 C.O. Pump

No. 3 C.O. Pump

From BallastSystem


Stripping Pump



No. 2 C.O.T. (P&S)

No. 2 C.O.T. (P&S)

No. 3 C.O.T. (P&S)

No. 3 C.O.T. (P&S)

No. 4 C.O.T. (P&S)

No. 4 C.O.T. (P&S)

No. 5 C.O.T.(P&S)

No. 5 C.O.T.(P&S)

No. 1 C.O.T.(C)

No. 2 C.O.T.(C)

No. 3 C.O.T.(C)

No. 4 C.O.T.(C)

No. 5 C.O.T.(C)

Slop Tank(P&S)

Slop Tank(P&S)

No. 1 C.O.T. (P&S)

No. 1 C.O.T. (P&S)


TC69

TC67

TC64

TC62

TC63

TC61

TC60

TC59

TC57

TC54

TC58

TC47 TC35

TC49

TC08

TC09

TC07

TC04TC05

TC02

TC10 TC01

TC06

TC03TC12

TC11

TC53

TC55TC56

TC52

TC50TC51

TC46

TC41TC14

TC15

TC16TC27 TC22

TC20

TC17

TC21

TC44TC45

TC43

TC48

TC37

TC29

TC31

TC36

TC25

TC24

TC23

TC19TC30

TC40

TC39TC38

TC26 TC13

TC34

TC32

TC28

TC33TC65

TC66

TC68

TC18

Illustration 3.5.4a Closed Cycle Washing, No.3 Centre

Key



Hole for Portable TankCleaning Machine

Wash Water

TC42

Sea Chest



3.5.4 Water Wash (Cold or Hot)

Cold washing (water rinsing) of COTs is required for the following purposes:

Prior to the ballasting of COTs which have previously been crudeoil washed, where the ballast is to be treated as clean ballast

Prior to refit, or the inspection of COTs that have previously beencrude oil washed

Procedure

When preparing the system for tank cleaning, it is important to ensure that allvalves are in the closed position prior to setting the lines.

a) Ensure the COT to be washed is inerted and that the oxygencontent is less than 8%.

b) Drain all crude oil from the tank cleaning main to the slop tank,by opening a slop tank machine and one of the machines at theforward end of the tank cleaning main. Ensure these valves areclosed prior to commencement of tank cleaning.

c) Keeping both the main sea valves shut, line up the stripping pumpfrom the sea chest to the port slop tank.

d) Open the slop tank balance line.

e) Start the stripping pump so as to create a vacuum at the inboardside of the sea suction.

f) Open the inboard sea valve, check for vacuum, then open theoutboard sea valve.

g) Line up the cargo pump to be used for tank washing from the seasuction to the tank cleaning main, and to the starboard slop tankvia the eductors.

h) Start the tank cleaning pump.

i) When the cargo pump has suction, stop the stripping pump andshut it down.

j) Charge the slop tanks to a level that is higher than the balance lineoutlet in the port slop tank.

k) Change over the cargo pump from the sea suction to the port sloptank direct suction, discharging to the starboard slop tank throughthe eductors. The eductors are used to drain the tank being washed.

l) Open the stripping suctions on the COT to be washed.

m) Open the required tank cleaning machines.

Complete at least one full pattern. The patterns given are for a general wash,the actual duration required will be found with experience. A slight port list isbeneficial for draining purposes.

Monitor the slop tank ullages and total quantities carefully.

The above method of water wash is entitled ‘closed cycle’, and is consideredto be the most manageable and controlled method of tank washing.

Closed Cycle Washing

Assuming No.3 Centre COT is Being Washed for Inspection Using No.3Cargo Oil Pump

Commence with all valves closed.


Open Stripping pump suction to sea chest OP291

Open Stripping pump discharge valves tostarboard slop tank OP276

Open Slop tank balance line OT141, OT142

a) Start the stripping pump. When a vacuum shows on the suctionside of the pump.

Open The inboard sea valve OP217

b) When a vacuum shows at the sea chest.

Open The outboard sea valve OP215

c) Monitor and verify there is a positive flow to the starboard sloptank.

Open No.3 COP discharge line to both OP246, OP241,slop tanks OP202, OT145,

OT146, OT144,OT143

Open No.3 COP suctions from sea chest OP220

d) Start No.3 COP. When the rpm is steady and flow is establishedinto the slop tanks, stop the stripping pump.

Close The stripping pump suction and discharge OP291, OP276,to the starboard slop tank valves OD338

e) Fill the slop tanks to the required ullage and then change No.3COP to closed cycle on both slop tanks.

Close No.3 COP suctions from sea chest OP220

Open No.3 COP main suction OP219

Close Inboard and outboard sea suction valves OP217, OP215

Open No.2 cargo oil stripping eductor suctionand discharge to the starboard slop tank OP273, OP293

Open Tank cleaning line main isolator OP287

Open No.2 group bottom line bulkheadisolator valve OP203

Open No 2 cargo oil stripping eductor OP208, OP211,suction from No.2 group bottom line OP269

Close Starboard slop tank suction valves OT143, OT149

Open No.3 COP discharge to the eductor/overboard OP247

Open No.3 centre COT stripping suction OT127

Close No.3 COP main discharge valve andgroup 3 loading valve OP246, OP241

Open No.3 centre COP tank cleaning valves TC30, TC31, TC38,TC39

f) The cargo tanks are now being washed using closed cyclecleaning.

While draining the centre and starboard tanks a slight port list is advantageous.

Water Wash Hot

A tank cleaning heater is not fitted on this vessel. However, heating coils arefitted in both slop tanks. These are capable of heating the contents from from44ºC to 60ºC when 98% full in 24 hours, with a sea water temperature of 5ºCand an ambient air temperature of 2ºC. The port slop tank has a heating ratioof 0.03 m2 per m3 and the starboard slop tank heating ratio of 0.06 m2 per m3.

The closed cycle method of cleaning, as described above, would require to beemployed.


Issue: 1 3.6 Gas Freeing - Page 1 of 4

Illustration 3.6a Gas Freeing

PortableFan

Gas Freeing

Inert Gas at Low Pressure

Fresh Air

Fresh AirInerting

A

C

D

B

F

Dilution with Air

FlammableMixture

Oxygen - Percentage by Volume

Flammability Composition

Hyd

roca

rbon

Gas

- P

erce

ntag

e by

Vol

ume

Dilu

tion

with

Iner

t Gas

Critical Dilution with AirDilution with AirHE

5

G

10

15

0 5 10 15 20 21

Note: This diagram is illustrative only and should not be used fordeciding upon acceptable gas compositions in practical cases

Inert Gas via the CargoFilling Line

To Vent MastRiser

Purging


Inert Gas/Hydrocarbon Mixture

Fresh Air

Fresh Air

Fresh Air from I.G. Blowervia the Cargo Filling Line

Fresh Air



3.6 Gas Freeing

COTs must be water washed, purged and gas freed prior to inspection. Cargooil tanks must never be entered when inerted.

Prior to gas freeing any COT or gaseous space, the hydrocarbon content mustbe below 2% Hc, thus ensuring that the space will not pass through theflammable envelope as the oxygen percentage increases. (See FlammabilityComposition Diagram - Hydrocarbon Gas/Air/Inert Gas Mixture.)

It is important to locally isolate tanks that are to be gas freed, so that inert gascannot enter these tanks from adjacent, inerted tanks. The first stage in the gasfreeing process is called purging.

Common practice is to purge a couple of tanks at a time and monitor the gasemitted until it is below 2% Hc. This method is termed replacing a tankatmosphere by DILUTION. The lighter inert gas at high velocity is injectedthrough the cargo main suction valves and mixes with the gaseous atmosphere,which is then vented throught the inert gas main to the vent riser.

Gas Freeing

a) Line up the inert gas plant to supply IG to the cargo main byturning the spectacle piece on the cross conecting line.

b) Monitor the emissions until the hydrocarbon meter readings areless than 2% Hc.

c) Upon completion of purging, the IG plant must be stopped, thepressure of the IG main minimised and the tank hatch opened.

d) Close the inert gas inlet valve to the tank being gas freed. Thetank can now be gas freed using the portable fans.

e) Monitor the tank atmosphere for oxygen until the readings are21% O2.

f) Carefully monitor for LEL and ensure that the reading is consis-tently below 1% but preferably zero.

g) Test for H2S if necessary.

Alternative Method for Gas Freeing

In the event that several, or all, the COTs are to be gas freed, the inert gas fan(s)can be changed over to blow air to the tanks :

a) Check all the COTs that are to be gas freed have been isolated,their IG inlet valve shut and the spectacle piece turned to the

closed position. b) Change over the inert gas blowers to fresh air blowing.

c) Restart one blower and blow air to the COT to be gas freed, viathe spectacle piece cross connecting into the cargo top line. Alllines must have been well drained.

d) Vent through the tank hatch. Gas free one COT at a time.

e) Monitor the oxygen at all levels in the cargo tank until 21% O2 is

achieved.

f) Carefully test the tank for LEL and ensure that the LEL is zero. Ifdeemed necessary, test the COT for H2S to ensure that it is within

acceptable limits.

3.6.1 Gas Freeing for Entry

The following are required, in addition to the general procedures above, for gasfreeing. More detail and recommendations can be found in the CompanySafety Operations Manual. A risk assessment should be completed prior totank entry.

Competent persons are the Master, Chief Engineer, Chief Officer and the FirstEngineer. In the case of cargo tanks the Chief Officer will normally make theinitial assessment. The level of risk must be defined in accordance with theCompany Safety Operations Manual. Full account is to be taken of thepotential dangers and hazards associated with the space to be entered.

A Responsible Person is to Take Charge

A responsible officer will take charge of the entry operation, this person willbe appointed by the Master, Chief Engineer or Chief Officer.

Potential Hazards to be Identified

Oxygen deficiency and/or the presence of toxic substances or flammablevapours.

Space Prepared and Secured for Entry

The space to be entered is to be secured against the ingress of dangeroussubstances. Valves are to have a positive method of displaying if open or shut,and of preventing them from being operated while entry is taking place. TheOOW on watch on the bridge, or on the main deck, is to be informed of anytank entry.

Atmosphere Tested

The COT atmosphere is to be tested for both oxygen and LEL, at differentlevels and sections, and if remote checking cannot take place, entry is to bemade wearing breathing apparatus, in a fully controlled manner. A Permit toWork certificate, of limited duration, will be required.

Entry into a space, without the use of breathing apparatus, is only permittedwhen the oxygen content is 21%, and the flammable gas content is nil. Wherereadings have been steady for some time up to 1% LEL is acceptable, inconjunction with the 21% oxygen.

Permit to Work Completed

A permit to work must be completed before entry. The permit should be oflimited duration and should, in any case, not have a validity in excess of 24hours.

Pre-Entry Preparations Made

The space must be thoroughly ventilated and the atmosphere tested and foundsafe for entry without breathing apparatus. Rescue and resuscitation equipmentis to be at the entrance to the space, along with a responsible person who willmaintain constant and full communications with the personnel throughout thetime they are in the space. He will also maintain communications with theOOW.

All equipment is to be checked as being intrinsically safe.

Procedures During Entry

Ventilation is to be continued throughout the entry period. Should theventilation fail, the operation is to be stopped and the personnel in the tank areto exit to the deck immediately.

The atmosphere must be tested at regular intervals to verify that it is still safe.Personal portable gas sampling equipment is supplied for this purpose. Carefulmonitoring of the personnel in the tank is to be carried out. Should theresponsible person note any adverse signs, they are to issue the recall signalimmediately and advise the OOW, who will sound the alarm and summonassistance.

In a similar manner, should any person in the tank feel adversely affected, inany way, they are to warn their companions and vacate the tank immediately.



Illustration 3.6a Gas Freeing

PortableFan

Gas Freeing

Inert Gas at Low Pressure

Fresh Air

Fresh AirInerting

A

C

D

B

F

Dilution with Air

FlammableMixture

Oxygen - Percentage by Volume

Flammability Composition

Hyd

roca

rbon

Gas

- P

erce

ntag

e by

Vol

ume

Dilu

tion

with

Iner

t Gas

Critical Dilution with AirDilution with AirHE

5

G

10

15

0 5 10 15 20 21

Note: This diagram is illustrative only and should not be used fordeciding upon acceptable gas compositions in practical cases


To Vent MastRiser

Purging


Inert Gas/Hydrocarbon Mixture

Fresh Air

Fresh Air

Fresh Air from I.G. Blowervia the Cargo Filling Line

Fresh Air



3.6.2 Gas Freeing for Hot Work

In addition to the requirements of section 2.6 and 2.6.1 the following are to becomplied with:

All the necessary terminal and port authority approvals are to be obtained.

A Hot Work Permit is to be issued.

Hot Work must not reduce the vessel’s fire fighting potential.

Appropriate fire fighting equipment is to be ready for immediate use, includinghoses run out and the fire pumps running.

All sludge scale and sediment for a distance of at least ten metres around thehot work area must be removed, including from the reverse side of frames andbulkheads. The adjacent tanks and spaces should checked and rendered safeby either gas freeing or filling with water.

The COW line should be continuously pressurised from the fire main.

Cargo lines must have been thoroughly washed and be kept flooded with seawater.

If necessary, bunker tanks should be ventilated (where the LEL is in excess of5%).

An adjacent bunker tank can be considered safe when the level of fuel oil iswell above the level at which the work is being carried out and the LEL in itsullage space is below 5%.

All cargo and pump room valves are to be locked closed, or inhibited with aDO NOT OPERATE sign, posted for the duration of the repair period.


Issue: 1 3.7 Ballasting and Deballasting Operations - Page 1 of 26

DumpTank


C.O. Stripping Line



PI


Illustration 3.7a Heavy Weather Ballasting

OP246 OP240

OP241

OP235

OP234OP231 OP225

OP219

OP220

OP221

OP222

OP223

OP224

OP217

OP218OP216 OP215

OP201

OP286

OP207

OP208OP210

OP209OP211

OP212

OP291

OP266

OP269

OP263

OP270

OP271

OP273OP275

OP277OP276

OP287

OP267

OP268

BA026 OP282

OP274 OP272

OT104

OT103

OT106

OT105

OT114

OT113

OT124

OT123

OT130

OT129

OT136

OT135

OT111

OT112


OT140

OT142OT149

OT143 OT141

OT139OT146

OT145

OT148

OT147

OT133

OT122

OT121

OT120

OT119

OT128OT127

OT108

OT107

OT116

OT115

OT126

OT125

OT132

OT131

OT138OT144

OT137

OT109OT110

OP265

OP293

OP202

OP203

OP204

OP205

OP292

OP206

OP213 OP214

OP247

OP249

OP250 OP244 OP239

OP238OP233 OP227

OP245OP251

OP290

OP248 OP242 OP237

OP236OP232 OP226

OP243

No. 1 C.O. Pump

No. 2 C.O. Pump

No. 3 C.O. Pump

From BallastSystem

Stripping Pump




(P&S)

No. 1 C.O.T.(C)

No. 2 C.O.T.(C)

No. 3 C.O.T.(C)

No. 4 C.O.T.(C)

No. 5 C.O.T.(C)

Slop Tank(P&S)

No. 1 C.O.T. (P&S)


Sea Chest

OD321

OD319

OD322

OD320

OD318

OD317

OD314

OD316 OD312

OD310

OD308

OD326

OD325

OD324



OD306

OD304

OD315 OD311 OD307 OD303

OD302

OD313 OD309 OD305 OD301

Upper Deck

Upp.Deck

Spill Tanks (P&S)

H

OD339

OD338

OD337


ODMESampling Point


OP283

OP228

OP285

OP230

OP284

OP229

DP279

DP278

H

OP262 OP261

Upper Deck

(P) (S)

PumpRoom


Upper Deck

OD323 OD342

Upper Deck


Key

Sea Water



OP264

From AUSDrain Tank



3.7 Ballasting and Deballasting Operations

3.7.1 Heavy Weather Ballasting

The ballast system is described in section 2.7. In the event of extreme weatherconditions, where the Master considers that it would be prudent to ballast oneor more sets of COTs, then the following procedure should be adopted:

a) Ensure that at the discharge port, heavy weather ballast tanks aresuitably prepared in accordance with Marpol 73/78 requirements.Normally No.3 centre COT is used.

b) Ensure that all the cargo lines to be used are well drained.

c) Carefully calculate the stress, trim and stability. To avoidsloshing, aim to ballast each COT to 98% capacity.

d) One of the MCPs may be used utilising the main sea valves andthe pump room direct loading lines.

e) Where ballast is put into a tank which has been crude washed butnot water rinsed, then the ballast in that tank is to be treated asdirty ballast.

A COT may not be used for additional ballast unless it was crude washed atthe discharge port.

At the onset of improved weather, or as soon after as is practicable, theadditional ballast should be discharged. This COT ballast must be dischargedaccording to Marpol 73/78 regulations in sea areas acceptable to thesignatories. In addition COT ballast must be discharged with the ODMEoperational.

Ballasting No.3 Centre COT Using No.1 Main Cargo Pump

In this instance it is assumed that No.3 centre has not been water rinsed andwill be classed as dirty ballast.

Commence with all valves closed:


Open Stripping pump suction to sea chest OP291

Open Stripping pump discharge to the starboard slop tank OP276, OD338


Open No.2 COP discharge line to the starboard slop tank via No.2 bottom line, the No.2 to No.3 group isolation valves and the No.3 bottom line OP248,

OP243, OP203OT104, OT103OT145, OT146OT149, OT143

a) Start the stripping pump. When a vacuum shows on the suctionside of the pump:

Open Inboard sea valve OP217

b) When a vacuum shows at sea chest:

Open Outboard sea valve OP215

c) Monitor and verify there is a positive flow to the starboard sloptank.

Open No.2 COP suction from the sea chest OP222

d) Start No.2 COP. When the speed is steady and a flow isestablished into the starboard slop tank, stop the stripping pump.

Close The stripping pump suction and discharge valves OP291, OP276

e) Carry out a basic line wash to the starboard slop tank.

f) After a short period of time open No.3 centre main suction andshut the crossovers between No.2 and No.3 bottom lines.

Open No.3 centre main suction OT128

Close Crossover valves between No.3 and No.2 bottom lines OT103, OT104

Close Starboard slop tank suction valves and slop tank isolators OT149, OT143from No.3 bottom line OT145, OT146

g) Slowly increase the pump speed to full and ballast the tank to therequired ullage. During the operation a good check must be kepton the IG pressure. Excess pressure can be vented via the ventmast riser.

h) On completion of ballasting No.3 centre, it may be consideredprudent to drain No.3 bottom line to the starboard slop tank usingthe stripping pump.

Keep a good watch on the cargo tank IG pressure.

Excess pressure may be vented through the vent mast riser.

If at any time the cargo pump should be stopped, for any reason, the pumpsuction valve to the sea line and the sea valve should be closed immediately.

Prior to restarting the cargo pump, the stripping pump must be used to place apositive vacuum on the sea valve, which may then be opened, and a flowresumed to the starboard slop tank in the manner previously outlined.



DumpTank


C.O. Stripping Line



PI


Illustration 3.7b Heavy Weather Deballasting

OP246 OP240

OP241

OP235

OP234OP231 OP225

OP219

OP220

OP221

OP222

OP223

OP224

OP217

OP218OP216 OP215

OP201

OP286

OP207

OP208OP210

OP209OP211

OP212

OP291

OP266

OP269

OP263

OP270

OP271

OP273OP275

OP277OP276

OP287

OP267

OP268

OP274 OP272

OT104

OT103

OT106

OT105

OT114

OT113

OT124

OT123

OT130

OT129

OT136

OT135

OT111

OT112


OT140

OT142OT149

OT143 OT141

OT139OT146

OT145

OT148

OT147

OT133

OT122

OT121

OT120

OT119

OT128OT127

OT108

OT107

OT116

OT115

OT126

OT125

OT132

OT131

OT138OT144

OT137

OT109OT110

OP265

OP293

OP202

OP203

OP204

OP205

OP292

OP206

OP213 OP214

OP247

OP249

OP250 OP244 OP239

OP238OP233 OP227

OP245OP251

OP290

OP248 OP242 OP237

OP236OP232 OP226

OP243

No. 1 C.O. Pump

No. 2 C.O. Pump

No. 3 C.O. Pump

From BallastSystem

Stripping Pump




(P&S)

No. 1 C.O.T.(C)

No. 2 C.O.T.(C)

No. 3 C.O.T.(C)

No. 4 C.O.T.(C)

No. 5 C.O.T.(C)

Slop Tank(P&S)

No. 1 C.O.T. (P&S)


Sea Chest

OD321

OD319

OD322

OD320

OD318

OD317

OD314

OD316 OD312

OD310

OD308

OD326

OD325

OD324



OD306

OD304

OD315 OD311 OD307 OD303

OD302

OD313 OD309 OD305 OD301

Upper Deck

Upp.Deck

Spill Tanks (P&S)

H

OD339

OD338

OD337


ODMESampling Point


OP283

OP228

OP285

OP230

OP284

OP229

DP279

DP278

H

OP262 OP261

Upper Deck

(P) (S)

PumpRoom


Upper Deck

OD323 OD342

Upper Deck


Key

Sea Water



BA026 OP282

OP264

From AUSDrain Tank



Deballasting No.3 Centre COT Using No.2 Main Cargo Pump

a) Swing the spectacle piece between valves OD337 and OT150.

b) Inert gas will be required during this operation.


Open No.2 MCP suction and No.2 line bulkhead master on No.2 bottom line OP221, OP203

Open No.2 MCP discharge to the high overboard discharge OP249, OP277

c) Complete checks on the ODME.

Open High overboard OT150

Open No.3 centre COT suction OT128

d) Start No.2 MCP, maintain the pump at minimum speed andobserve the overboard discharge.

e) Slowly increase the pump speed to full flow for the bulkdischarge.

f) As the COT sounding nears the bottom, reduce the pump speedand maintain a good overside watch.

g) If the MCP discharge is not stopped by the ODME, stop No.2COP and use the stripping pump to drain No.3 centre and cargolines to the starboard slop tank. All the drainings are thus consol-idated into one slop ready for decanting after a suitable waitingperiod.



DumpTank


C.O. Stripping Line



PI


Illustration 3.7.2a Line Cleaning, No.1 MCP

OP246 OP240

OP241

OP235

OP234OP231 OP225

OP219

OP220

OP221

OP222

OP223

OP224

OP217

OP218OP216 OP215

OP201

OP286

OP207

OP208OP210

OP209OP211

OP212

OP291

OP266

OP269

OP263

OP270

OP271

OP273OP275

OP277OP276

OP287

OP267

OP268

OP274 OP272

OT104

OT103

OT106

OT105

OT114

OT113

OT124

OT123

OT130

OT129

OT136

OT135

OT111

OT112


OT140

OT142OT149

OT143 OT141

OT139OT146

OT145

OT148

OT147

OT133

OT122

OT121

OT120

OT119

OT128OT127

OT108

OT107

OT116

OT115

OT126

OT125

OT132

OT131

OT138OT144

OT137

OT109OT110

OP265

OP293

OP202

OP203

OP204

OP205

OP292

OP206

OP213 OP214

OP247

OP249

OP250 OP244 OP239

OP238OP233 OP227

OP245OP251

OP290

OP248 OP242 OP237

OP236OP232 OP226

OP243

No. 1 C.O. Pump

No. 2 C.O. Pump

No. 3 C.O. Pump

From BallastSystem

Stripping Pump




(P&S)

No. 1 C.O.T.(C)

No. 2 C.O.T.(C)

No. 3 C.O.T.(C)

No. 4 C.O.T.(C)

No. 5 C.O.T.(C)

Slop Tank(P&S)

No. 1 C.O.T. (P&S)


Sea Chest

OD321

OD319

OD322

OD320

OD318

OD317

OD314

OD316 OD312

OD310

OD308

OD326

OD325

OD324



OD306

OD304

OD315 OD311 OD307 OD303

OD302

OD313 OD309 OD305 OD301

Upper Deck

Upp.Deck


H

OD339

OD338

OD337


ODMESampling Point


OP283

OP228

OP285

OP230

OP284

OP229

DP279

DP278

H

OP262 OP261

Upper Deck

(P) (S)

PumpRoom


Upper Deck

OP282BA026

OD323 OD342

Upper Deck




OP264

From AUSDrain Tank

KeySea Water Flushing - Section up to k)

Sea Water Flushing - Section k) to l)

Sea Water Flushing - Section l) to n)



3.7.2 Line Cleaning

Periodically it becomes necessary to wash and gas free all cargo tanks andpipelines for inspection and/or possible repair. In order to achieve this it isnecessary to flush all pumps and lines with sea water, ensuring that all lineshave been washed and subsequently gas freed on completion.

There follows an example of a line washing sequence in preparation forinspection and repairs.

Line Washing Sequence

It is important to ensure that all tanks and lines are well stripped ashore oncompletion of discharge. All COW machines shall be opened and the COWline allowed to drain into the cargo tanks.

(Note ! The slop tanks should be filled to around 50% level during the linewashing. If the slop tanks reach this level prior to completion of flushingthe system should be changed over to take suction from the slop tank onrecirculation, closing the sea valve.)

a) Drain the manifold top lines into No.4 wing tanks.

Position Description ValveOpen Manifold valves OD303, 304, 307,

308, 311, 312, 315,316

Open Manifold drain valves OD301, 302, 305306, 309, 310, 313,

314

Open Drain to No.4 starboard tank OD317

Open Drain to No.4 port tank OD318


Swing the three blind flanges to open at the manifold crossovers.

b) Drain the bottom lines into the slop tanks.

Open Bulkhead valves OP202, 203, 204

Open Eductor suctions to bottom lines OP207, 208, 209

Open No.1 and 2 eductor suction crossovers OP210, 211

Open Slop tank suctions OP201, 205

c) Drain the cargo top lines through the pump room into the sloptanks.

Position Description ValveOpen Drops to No.1, 2 and 3 bottom lines OP241, 243, 245

d) Close ALL valves on the system on completion of draining.

e) Line up the stripping pump on the main sea suction line to ensurethat the line is stripped dry of any residual crude oil.

Open Intermediate sea valve OP217

Open Stripping pump suction to sea line OP291

Open Stripping discharge to ODME OP276

Open High discharge to slop tank OD338

f) Start the stripping pump and check to ensure that the sea suctionline draws a vacuum.

g) Line up No.1 MCP for taking suction from sea to the slop tank.

Open Slop tank balance line OT141, 142

Open No.1 MCP suction to sea line crossover OP224

Open No.1 MCP discharge valve OP244

Open No.1 block valve OP250

Open No.1 and 2 manifold crossover valves OD325, 326

Open No.2 line drop valve OP243

Open No.1 and 2 bulkhead valves OP203, 204

Open No.1 and 2 bottom line crossovers OT111, 112

Open No.1 line block valves OT109, 110

Open Eductor suction to No.1 line OP209

Open Port slop tank suction OP205

Open Sea valve OP215

Start No.1 MCP, open OP239 and flush from sea into the slop tank.

h) Stop the stripping pump and shut down the stripping system.

Position Description ValveClose Stripping pump suction to sea line OP291

Close Stripping pump discharge valve OP267

Close Stripping discharge to ODME OP276

Close High discharge to slop tank OD338

i) When confirmed that water is reaching the slop tank, alternatelyflush into each of the cargo tanks.

Open Starboard slop tank main suction OP201

Close Port slop tank main suction OP205

Open No.5 starboard suctions OT135, 136

Close Starboard slop tank main suction OP201

Open No.5 port suctions OT137, 138

Close No.5 starboard suctions OT135, 136

Open No.4 centre suctions OT133, 134

Close No.5 port suctions OT137, 138

Open Block valves to No.3 wings OT121, 122


Close No.4 centre suctions OT133, 134





Close Block valves to No.3 wings OT121, 122




DumpTank


C.O. Stripping Line



PI


Illustration 3.7.2a Line Cleaning, No.1 MCP

OP246 OP240

OP241

OP235

OP234OP231 OP225

OP219

OP220

OP221

OP222

OP223

OP224

OP217

OP218OP216 OP215

OP201

OP286

OP207

OP208OP210

OP209OP211

OP212

OP291

OP266

OP269

OP263

OP270

OP271

OP273OP275

OP277OP276

OP287

OP267

OP268

OP274 OP272

OT104

OT103

OT106

OT105

OT114

OT113

OT124

OT123

OT130

OT129

OT136

OT135

OT111

OT112


OT140

OT142OT149

OT143 OT141

OT139OT146

OT145

OT148

OT147

OT133

OT122

OT121

OT120

OT119

OT128OT127

OT108

OT107

OT116

OT115

OT126

OT125

OT132

OT131

OT138OT144

OT137

OT109OT110

OP265

OP293

OP202

OP203

OP204

OP205

OP292

OP206

OP213 OP214

OP247

OP249

OP250 OP244 OP239

OP238OP233 OP227

OP245OP251

OP290

OP248 OP242 OP237

OP236OP232 OP226

OP243

No. 1 C.O. Pump

No. 2 C.O. Pump

No. 3 C.O. Pump

From BallastSystem

Stripping Pump




(P&S)

No. 1 C.O.T.(C)

No. 2 C.O.T.(C)

No. 3 C.O.T.(C)

No. 4 C.O.T.(C)

No. 5 C.O.T.(C)

Slop Tank(P&S)

No. 1 C.O.T. (P&S)


Sea Chest

OD321

OD319

OD322

OD320

OD318

OD317

OD314

OD316 OD312

OD310

OD308

OD326

OD325

OD324



OD306

OD304

OD315 OD311 OD307 OD303

OD302

OD313 OD309 OD305 OD301

Upper Deck

Upp.Deck


H

OD339

OD338

OD337


ODMESampling Point


OP283

OP228

OP285

OP230

OP284

OP229

DP279

DP278

H

OP262 OP261

Upper Deck

(P) (S)

PumpRoom


Upper Deck

OP282BA026

OD323 OD342

Upper Deck




OP264

From AUSDrain Tank

KeySea Water Flushing - Section up to k)

Sea Water Flushing - Section k) to l)

Sea Water Flushing - Section l) to n)



Position Description ValveClose No.2 centre suctions OT117, 118









Open Block valves to slop tanks OT147, 148

Open Slop tank stripping suctions OT143, 144, 149



Close Block valves to slop tanks OT147, 148

Open No.2 and 3 bottom line crossovers OT103, 104







Open Block valves to No.3 wings OT119, 120



Position Description ValveOpen Block valves to slop tanks OT145, 146


j) During the above flushing into the cargo tanks, also flush throughthe manifold drains into No.4 wing tanks.

Open Drain valves to No.4 port and starboard OD317, 318

Open Manifold drain valves OD301, 302, 305, 306, 309, 310, 313, 314

Open No.1, 2 and 4 manifold valves OD303, 304, 307, 308, 315, 316

Close in on OP243 as required to divert the flow of water.

k) On completion of flushing the manifolds to No.4 wing tanksproceed to flush the MARPOL line through to the slop tank.

Open MARPOL line block valve OP275

Open Stripping pump discharge to ODME OP276

Open Starboard slop tank discharge OD338

Close Drain valves to No.4 port and starboard OD317, 318

l) Changeover to flush down No.3 top line and No.3 drains into theslop tanks.


Open No.3 drop valve OP241

Open No.3 manifold crossover valve OD324

Close No.2 manifold crossover valve OD325

Close No.2 bulkhead valve OD203

Close No.1, 2 and 4 manifold valves OD303, 304, 307, 308, 315, 316

Open No.3 manifold valves OD311, 312

m) Flush through the eductors into the slop tanks.

Position Description ValveOpen Eductor suction to No.3 bottom line OP207

Open Eductor suctions OP269, 271

Open Eductor discharge to slop tanks OP292, 293

Close Eductor suction to No.1 bottom line OP209

Open Eductor suction crossovers OP210, 211

Close in on slop tank stripping valves OT143 and OT144 as required to directthe flow of water through the eductors.

n) Changeover to flush through the ODME into the slop tank.

Open Discharge to ODME OP277

Open No.1 MCP discharge to ODME OP251

Close No.1 MCP discharge to deck OP250

Close Stripping pump discharge to ODME OP276

o) Stop No.1 MCP and line up No.2 MCP. Close OP215 and OP239as No.1 MCP is stopped. Proceed as follows on the next page:



DumpTank


C.O. Stripping Line



PI


Illustration 3.7.2b Line Cleaning, No.2 MCP

OP246 OP240

OP241

OP235

OP234OP231 OP225

OP219

OP220

OP221

OP222

OP223

OP224

OP217

OP218OP216 OP215

OP201

OP286

OP207

OP208OP210

OP209OP211

OP212

OP291

OP266

OP269

OP263

OP270

OP271

OP273OP275

OP277OP276

OP287

OP267

OP268

OP274 OP272

OT104

OT103

OT106

OT105

OT114

OT113

OT124

OT123

OT130

OT129

OT136

OT135

OT111

OT112


OT140

OT142OT149

OT143 OT141

OT139OT146

OT145

OT148

OT147

OT133

OT122

OT121

OT120

OT119

OT128OT127

OT108

OT107

OT116

OT115

OT126

OT125

OT132

OT131

OT138OT144

OT137

OT109OT110

OP265

OP293

OP202

OP203

OP204

OP205

OP292

OP206

OP213 OP214

OP247

OP249

OP250 OP244 OP239

OP238OP233 OP227

OP245OP251

OP290

OP248 OP242 OP237

OP236OP232 OP226

OP243

No. 1 C.O. Pump

No. 2 C.O. Pump

No. 3 C.O. Pump

From BallastSystem

Stripping Pump




(P&S)

No. 1 C.O.T.(C)

No. 2 C.O.T.(C)

No. 3 C.O.T.(C)

No. 4 C.O.T.(C)

No. 5 C.O.T.(C)

Slop Tank(P&S)

No. 1 C.O.T. (P&S)


Sea Chest

OD321

OD319

OD322

OD320

OD318

OD317

OD314

OD316 OD312

OD310

OD308

OD326

OD325

OD324



OD306

OD304

OD315 OD311 OD307 OD303

OD302

OD313 OD309 OD305 OD301

Upper Deck

Upp.Deck


H

OD339

OD338

OD337


ODMESampling Point


OP283

OP228

OP285

OP230

OP284

OP229

DP279

DP278

H

OP262 OP261

Upper Deck

(P) (S)

PumpRoom


Upper Deck

OP282BA026

OD323 OD342

Upper Deck


KeySea Water Flushing - Section o) to r)

Sea Water Flushing - Section s)

Sea Water Flushing - Section r)



OP264

From AUSDrain Tank



Position Description ValveClose Sea valve OP215

Close No.1 MCP discharge valves OP239, 244

Close No.1 MCP discharge to ODME OP251

Close No.1 MCP suction to sea line crossover OP224

Close Eductor suction to No.3 bottom line OP207


Open No.2 MCP discharge valve OP242

Open No.2 MCP sea line suction crossover OP222

p) Start up No.2 MCP and open OP215 as required.

q) Flush through No.2 MCP into the starboard slop tank, thenchangeover to flush through the eductor line.

Open No.1 and 2 eductor drives OP273, 274

Close Discharge to ODME OP277

r) Changeover suction.

Close No.2 drop valve OP243


Open No.1 MCP suction OP223



Close No.2 MCP sea line suction crossover OP222

Close Block valves to slop tanks OP145, 146

s) Flush up No.2 main line and down through No.1 line into the sloptanks.



Close No.2 MCP suction OP221

Position Description ValveOpen No.2 MCP discharge to deck OP248

Open No.2 manifold crossover OD325

Close No.2 MCP discharge to ODME OD249

Close No.3 drop valve OP241

Open No.1 drop valve OP245

Open Block valves to slop tanks OP145, 146

t) On completion of flushing, stop No.2 MCP and line up No.3MCP. Close the sea valve OP215 and pump discharge OP237.



DumpTank


C.O. Stripping Line



PI


Illustration 3.7.2c Line Cleaning, No.3 MCP

OP246 OP240

OP241

OP235

OP234OP231 OP225

OP219

OP220

OP221

OP222

OP223

OP224

OP217

OP218OP216 OP215

OP201

OP286

OP207

OP208OP210

OP209OP211

OP212

OP291

OP266

OP269

OP263

OP270

OP271

OP273OP275

OP277OP276

OP287

OP267

OP268

OP274 OP272

OT104

OT103

OT106

OT105

OT114

OT113

OT124

OT123

OT130

OT129

OT136

OT135

OT111

OT112


OT140

OT142OT149

OT143 OT141

OT139OT146

OT145

OT148

OT147

OT133

OT122

OT121

OT120

OT119

OT128OT127

OT108

OT107

OT116

OT115

OT126

OT125

OT132

OT131

OT138OT144

OT137

OT109OT110

OP265

OP293

OP202

OP203

OP204

OP205

OP292

OP206

OP213 OP214

OP247

OP249

OP250 OP244 OP239

OP238OP233 OP227

OP245OP251

OP290

OP248 OP242 OP237

OP236OP232 OP226

OP243

No. 1 C.O. Pump

No. 2 C.O. Pump

No. 3 C.O. Pump

From BallastSystem

Stripping Pump




(P&S)

No. 1 C.O.T.(C)

No. 2 C.O.T.(C)

No. 3 C.O.T.(C)

No. 4 C.O.T.(C)

No. 5 C.O.T.(C)

Slop Tank(P&S)

No. 1 C.O.T. (P&S)


Sea Chest

OD321

OD319

OD322

OD320

OD318

OD317

OD314

OD316 OD312

OD310

OD308

OD326

OD325

OD324



OD306

OD304

OD315 OD311 OD307 OD303

OD302

OD313 OD309 OD305 OD301

Upper Deck

Upp.Deck


H

OD339

OD338

OD337


ODMESampling Point


OP283

OP228

OP285

OP230

OP284

OP229

DP279

DP278

H

OP262 OP261

Upper Deck

(P) (S)

PumpRoom


Upper Deck

OP282BA026

OD323 OD342

Upper Deck


KeySea Water Flushing - Section t) to u)

Sea Water Flushing - Section x)



OP264

From AUSDrain Tank




Close No.2 MCP discharge OP237




Open No.3 MCP discharge OP240

Open No.3 MCP discharge to top line OP246


Close No.1 bulkhead valve OP204

Open Port slop tank main suction OP205

Close Block valves to slop tanks OP145, 146

u) Start No.3 MCP and open OP215 and OP235. Flush over the toplines into the port slop tank.

v) Change over to flush through the eductors into the slop tanks.


Close Eductor suction to No.1 line OP209


w) Flush through the stripping line into the port slop tank.

Open Stripping pump suction to eductor OP266

Open Stripping crossover to cargo pump eductor OP290

Close No.2 eductor drive OP273

Close Eductor suctions OP269, 271

x) Stop No.3 MCP on completion and close OP215 and OP235. Lineup to flush internally.


Close Intermediate sea valves OP216, 217

Close No.3 MCP discharge valve OP235



Close Stripping pump suction to eductor OP266

Close Stripping crossover to cargo pump eductor OP290


Open No.1 MCP discharge to deck OP250



Open Sea line discharge to port slop tank OP206

Close No.1 eductor drive OP274

Open Block valves to slop tanks OP145, 146

Close Starboard slop tank valve OP143

y) Start up No.3 MCP, open OP235. Flush the port slop to port slop.

z) Stop No.3 MCP on completion.



DumpTank


C.O. Stripping Line



PI


Illustration 3.7.2d Line Cleaning, Stripping Pump

OP246 OP240

OP241

OP235

OP234OP231 OP225

OP219

OP220

OP221

OP222

OP223

OP224

OP217

OP218OP216 OP215

OP201

OP286

OP207

OP208OP210

OP209OP211

OP212

OP291

OP266

OP269

OP263

OP270

OP271

OP273OP275

OP277OP276

OP287

OP267

OP268

OP274 OP272

OT104

OT103

OT106

OT105

OT114

OT113

OT124

OT123

OT130

OT129

OT136

OT135

OT111

OT112


OT140

OT142OT149

OT143 OT141

OT139OT146

OT145

OT148

OT147

OT133

OT122

OT121

OT120

OT119

OT128OT127

OT108

OT107

OT116

OT115

OT126

OT125

OT132

OT131

OT138OT144

OT137

OT109OT110

OP265

OP293

OP202

OP203

OP204

OP205

OP292

OP206

OP213 OP214

OP247

OP249

OP250 OP244 OP239

OP238OP233 OP227

OP245OP251

OP290

OP248 OP242 OP237

OP236OP232 OP226

OP243

No. 1 C.O. Pump

No. 2 C.O. Pump

No. 3 C.O. Pump

From BallastSystem

Stripping Pump




(P&S)

No. 1 C.O.T.(C)

No. 2 C.O.T.(C)

No. 3 C.O.T.(C)

No. 4 C.O.T.(C)

No. 5 C.O.T.(C)

Slop Tank(P&S)

No. 1 C.O.T. (P&S)


Sea Chest

OD321

OD319

OD322

OD320

OD318

OD317

OD314

OD316 OD312

OD310

OD308

OD326

OD325

OD324



OD306

OD304

OD315 OD311 OD307 OD303

OD302

OD313 OD309 OD305 OD301

Upper Deck

Upp.Deck


H

OD339

OD338

OD337


ODMESampling Point


OP283

OP228

OP285

OP230

OP284

OP229

DP279

DP278

H

OP262 OP261

Upper Deck

(P) (S)

PumpRoom


Upper Deck

OP282BA026

OD323 OD342

Upper Deck


KeySea Water Flushing - Section aa)

Sea Water Flushing - Section bb)



OP264

From AUSDrain Tank



aa)Line up to flush the stripping pump into the slop tanks.

Position Description ValveOpen Stripping pump suction OP291

Open Stripping pump discharge valve OP267





Open Stripping pump discharge to ODME OP276

bb) Start the stripping pump slop to slop, then strip through all cargopump drain lines.

Open Cargo pump drain line master valve OP212

Close Stripping pump suction OP291

Open No.2 and 3 MCP sea line crossovers OP220, 222

Open Stripping suction to cargo pumps OP266

Open No.1 MCP drain valves OP227, 233

Close Slop tank main suction OP205


Close No.1 MCP drain valves OP227, 233




cc) After stripping through each of the pump’s respective lines, shutdown the stripping pump and shutdown ALL valves on thesystem.

dd) Using the procedure described for water washing, line up totank clean all cargo tanks using both the slop tanks with thebalance line open.

Flush through the COW line on start up prior to washing each respective tank.

ee) Strip all pump room lines on completion of washing.



FS

Key

Ballast Water

Compressed Air


Hydraulic

Pressure Transmitter Line

Fibre Optic Line

Control Signal

Slop TankStarboard

No.5 WBTStarboard

V11OD338

OT150

OP276

OP277

OD337

GrabCock

P2

1.5bar P1

V10

Opto/Pneumatic

Cabinet

V12

Air DrivenWindow WashBooster Pump

Discharge>15 ppm

Discharge<15 ppm

Skid Assembly

Illustration 3.7.3a ODME System

7 8 9

4 5 6

1 2 3

0 o

VAF Oilcon Oil Discharge Monitor

Console

Control Unit

Off

?

Cargo Oil PumpDischarge

StrippingPump Discharge

From DomesticFresh Water

Ballast Pump/EductorDischarge to

Overboard

OrificePlate

AirEliminator

DetectorCell

Sample Probe

PI

PI

Pump Room

Engine Room


Main Control Unit

7bar Air 4bar Air

Window Wash

Flush Stop Monitor

AlarmReset

Scroll

Change

Clear

Enter

Date Time SAMP.PNT No. MODE SAMPLE WWCONC xxx ppm A DISCH xx l/nm AFLOW xxxx T/h A TOT.OIL xxxxxx l ASPEED xxx kts A V/V COM:C POS:C OIL 01

dP/I Flow MeterTransmitter Block

OrificePlate


M

Air RegulatingValve



3.7.3 Oil Discharge Monitoring Equipment

Maker: VAF InstrumentsType: Mark 5

Introduction

The Oil Discharge Monitoring and control system is used for monitoring andcontrolling the discharge of dirty ballast water overboard. The systemcomprises the following main components:

Oil Discharge Monitor

Flow Meter System

The purpose of the oil discharge monitor is to calculate and record:

The instantaneous rate of discharge of oil, in litres per nauticalmile.

The total quantity of oil discharge into the sea on each voyage.

Control the ship’s overboard discharge system as necessary toreduce the possibility of discharging excessively oily water.

Safety

The opto/transceiver unit in the opto/pneumatic cabinet contains a transmitter,which transmits invisible laser radiation.

WARNINGInvisible laser radiation, avoid exposure to the beam.

Regulation Summary

Certain areas such as the Mediterranean Sea, the Black Sea, the Baltic Sea andthe Red Sea are defined as special areas; no discharge of oil or oily mixture ispermitted in such areas.

Oil tankers may discharge oily mixtures into the sea only when the followingare satisfied:

The tanker is not within a special area

The tanker is more than 50 nautical miles from the nearest land

The tanker is proceeding underway

The instantaneous rate of discharge of oil does not exceed 30 litres per nauticalmile.

The total quantity of oil discharge into the sea does not exceed, for existingtankers, 1/15,000 of the total quantity of the particular cargo of which theresidue formed a part. For new tankers, the figure is calculated by 1/30,000.

The tanker has in operation, an approved oil discharge monitoring and controlsystem and a slop tank arrangement.

The oil discharge monitoring and control system required to be fitted shallcontain the following features:

The system shall provide a continuous record of the discharge in litres pernautical mile and the total quantity discharge in litres, or the oil content and therate of discharge.

The record shall be identifiable by time and date.

The monitor and control system shall come into operation when there is anydischarge of effluent into the sea and any discharge of oily mixture is auto-matically stopped when the rate of discharge exceeds 30 litres/nmile.

Failure of the monitoring and control system shall stop the discharge.

A manually operated alternative method shall be provided and may be used incase of such failure. Existing oil tankers may employ manual stopping ofdischarge and the rate of discharge may be estimated from the pump charac-teristics.

(Note ! On any failure of the system, the discharge should be stopped and thefailure should be noted in the Oil Record Book. If a manually operatedalternative is provided, it may be used in case of such a failure. The defectiveunit must be made operable before the oil tanker commences its next ballastvoyage, unless it is proceeding to a repair yard.)

These references are based on regulations contained in Annex 1 of MARPOL73/78.

System Description

Oilcon Oil Discharge Monitor

The Oilcon oil discharge monitor continuously samples the ballast water beingdischarged overboard and measures the oil content and controls the dischargeof the ballast water and plays a central role in the oil discharge monitor andcontrol system (ODME).

The Oilcons oil discharge monitor comprises the elements:

Skid

Opto/pneumatic cabinet

Starter box, sample pump

Main control unit

Main Control Unit

The main control unit (MCU) is the central part of the ODME system and ismounted in the cargo control console. Its function is to compute and record:

The instantaneous rate of discharged oil in litres per nautical mile

The total quantity of oil discharged into the sea on each voyage

To control the ship’s overboard discharge system

It receives the following input signals:

Ship’s speed in knots

Overboard valve position

Oil content of ballast water in ppm

Rate of discharge of ballast water in tonnes per hour

The data is displayed on an LCD display and is also printed on paper at 10minute intervals. Control of the MCU is through a keyboard. The MCU alsodisplays a number of pages with information according to the operator’sinstructions.

The various pages are designed to help the operator to control the ODMEsystem and to give a wide range of information.

Opto/Pneumatic Cabinet

The opto/pneumatic cabinet (OPC) contains the electronics for measurement,the control electronics and the solenoid valves to switch the pneumatic signals.It also contains the zener barriers for the input signals from the flow meter(s)and flow switch.

Fibre optic cables interconnect the engine room mounted opto/pneumaticcabinet with the pump room mounted detector cell located within the skidassembly.



Discharge Valveto Starboard Slop

Tank OD338

Deck StandFor Overboard

Discharge ValveOT150

ODME Skid Assembly

ODME Discharge Line to Overboard and Starboard Slop Tank

Discharge Valveto Overboard

OD337



Starter Box

The control of the sample pump motor is from the OPC via the starter box. Thisunit contains a relay to switch the 3-phase supply to the pump motor and athermal trip to protect the pump motor. It also has a main switch to isolate thepump motor from the 3-phase supply in case of maintenance.

Pump Motor Assembly

The pump motor assembly comprises a high-shear vortex pump, a gas tightbulkhead seal and a motor. The pump provides an amount of sample water con-ditioning as the shearing effect tends to produce droplets of oil of roughlysimilar size. The shaft passes through a bulkhead seal, which consists of anumber of rubber lip-seals, which are oil lubricated to form a gas tight seal.The motor is directly bolted to the bulkhead seal.

Skid Assembly

The skid assembly contains the necessary items to handle the sampled ballastwater to measure the oil content. In the skid assembly there are two pneumat-ically operated valves:

V10 which selects between fresh water or sample water

Vl1 which selects either backward flush or forward flush

On the right of the skid assembly is the detector cell, which contains the fourwindow bolts, to which the fibre optic cables are connected. At the back of theskid assembly is the window wash pump. This is a pneumatically operatedpump, which provides a 10 to 1 pressure boost to the window flushing water.Also included in the skid assembly is an air separator/eliminator and grab cock.The remaining items are a needle valve, which sets a backpressure on thesample pump and a magnetic flow switch to determine flow through the skidassembly.

Flow Meter System

The flow of water through the orifice plate causes a pressure difference acrossthe plate. This differential pressure is converted into a mA signal andtransmitted to the OPC by the dP/I transmitter.

The manifold valve block fitted to the differential pressure transmitter hasthree shut-off valves.

The two outer valves are for shutting off the pressure sensing lines from thesensor.

The centre valve serves as equalising valve to balance the pressure at bothsides of the transmitter.

Sample Probe Valve Assembly

For taking a representative sample of the ballast water to measure the oil levelcontent a sample probe valve assembly is provided. It comprises:

i) A probe, for penetration in the selected discharge line;

ii) A gate valve, for manual closure upon completion of monitoring;

iii)A pneumatic valve, for remote selection of the discharge line, sothe line can be changed whilst the monitor is in operation.

Principle of Operation

The measurement technique used in the oil discharge monitor is based onscattered light. The sample of discharge water passes through a detector cellwhile light enters and leaves the measurement area of the cell.

The sample flow is at right angles to the optical path. When no particles or oildroplets are present in the water, light can pass straight through the cell (directbeam). When oil is present in the form of a homogeneous mixture, light isscattered at different angles (scatter beam).

The intensity of scattered light at a specific angle depends on the density of oildroplets and upon their particle size relative to the wavelength of radiation.The intensity of light of the direct beam decreases logarithmically withincreasing oil concentration, while the scatter beam increases linearly butpasses through a maximum before decreasing logarithmically. The maximumoccurs because of the increase in attenuation blocking out the scattered light athigh concentrations.

The amount of light reflected by oil droplets is quite different from thatreflected by solid contaminants and this fact can be used to obtain an accurateindication of oil content whilst disregarding solid particles up to a point. Toachieve this, a third detector is placed in the detector cell to measure thereflected light intensity (reflect beam).

The light source used in the oil discharge monitor is a near infrared laser,which is operated in the pulsed mode so that the average power dissipation islow, although the intensity is high.

The light is transmitted along a fibre optic cable from the laser transmitterlocated in the OPC, to the detector cell. The light leaves the detector cell viathree windows and along fibre optic cables to the optical receivers. The signalsfrom the direct and scatter detectors are used to compute the oil concentration,whilst the reflected signal is used to compute other contaminant levels presentin the sample passing through the detector cell.

Entrained air in the sample is physically removed by the airseparator/eliminator assembly prior to the detector cell. In this way, the oildischarge monitor is able to discriminate between oil and other contaminantssuch as mud and rust.

The response in the optical detection is instantaneous and most of the delayswhen reading oil levels lie in the sampling pipework.

Automatic sequential control of forward and backward flushing at start up andshutdown of the monitor prevents erroneous readings and keeps the samplinglines clean. This also ensures reliable start up, minimises system deteriorationand ensures that the pipework is left in a clean condition prior to the next useof the monitor.

At the end of the start up flushing cycle, a system zero check is performed, thisautomatic zero setting compensates for any small deposits on the cell windows.The window wash pump cleans the cell windows at regular intervals.

All operating controls and system alarms are situated on the MCU. Manualsystem flush and window wash controls are available to make these twooperations possible at any time.

With the exception of selecting the sample point and the oil type, the systemworks automatically once sampling has been initiated. The oil level togetherwith the discharge flow rate and ship’s speed is fed to the MCU to give apermanent record of oil discharged overboard. Both calibration alarms andoperational alarms are provided and the alarm philosophy employed followsnormal marine practice.

When a fault occurs, both audible and visual alarms are activated. Theaudible alarm can be silenced by fault acceptance but the visual alarm cannotbe extinguished.

It is only after the fault has been rectified that the visual alarm is extinguished.Should a second alarm occur during this sequence, both the audible and visualalarms would be reactivated.

Sampling System Arrangement

The sample point is selected from the MCU in the ship’s control centre thiscauses the selected valve to open. When the system is in sample mode, wateris drawn from the sample point by the sample pump, passed through thedetector cell and then discharged to the starboard slop tank.

The accuracy of the monitor is improved by the use of a flushing sequencebefore sampling commences, at intervals during sampling and when the systemis shut down after use. All the flushing sequences are carried out automaticallyby the system.



ODME Control Panel on Cargo Console



The flushing sequences serve three purposes:

Clean the pipework

Keep the detector cell windows clean, which keeps the optical path clear

Perform a zero check every time a flush sequence is activated

Every three minutes during sampling, an automatic cleaning of the windows inthe detector cell is carried out a pneumatic pump mounted in the skid assemblywhich supplies high pressure fresh water which is sprayed across eachwindow. It will be noticed that the window wash sequence is indicated on theMCU by MODE SAMPLE WW.

The use of fresh water for these sequences means that it is important, forcorrect operation of the ODME system, that an uninterrupted supply of freshwater is available. The fresh water used must be free of any contaminants.

(Note ! The correct setting for the needle valve is almost closed; in thisposition the sample pump discharge pressure will be in the order of 5-7 barwith an audible whistle being emitted from the pump.)

System Operation

Operation of the ODME system is controlled from and recorded by the MCU.The MCU control panel contains the following:

LCD DisplayActs as the major interface between machine and operator and displays allrelevant information:

dd/mm/yy hh:mm SAMP.PNT 1 MODE SAMPLECONC ppm M DISCH l/nmFLOW T/h M TOT.OIL lSPEED kts M V/V COM:C POS:C OIL:l

Control Switch

The control switch is a three position switch with the following functions :

Off: The display is blanked and the MCU goes to a quiescent state where theonly active electronic circuit is the battery backed clock/calendar. (Note ! Donot attempt to service the equipment in this mode, see the manufacturer’soperating manual.)

Control Unit: In this position the MCU is in the normal operational mode,automatically controlling the ballast discharge system.

Console: In this position the MCU is in normal operational mode but manualcontrol of the ballast discharge system is provided from the cargo console.

Keyboard

The operator can communicate with the equipment by using the keyboard. Allinputs from the keyboard are displayed on the LCD display. The keys are asfollows:

WINDOW WASH: Pressing this key will initiate a manual window wash.

FLUSH: Pressing this key will initiate a manual flush and calibration check.

STOP MONITOR: Pressing this key will stop the operation.

ALARM RESET: Pressing this key will silence the audible alarm and displaysthe cause of the alarm situation.

SCROLL: Pressing this key will display the next page.

CHANGE: This key is pressed to change a system setting.

CLEAR: This key is pressed to clear the value of a display setting.

ENTER: This key is pressed to enter a system setting.

→: Pressing this key is used to select setup when in STANDBY mode, or toselect sample when in IDLE mode.

·/?: Pressing this key is used to enter the HELP mode.

The numeric keys are used to enter the numeric values for the system settings.

Printer

(Note ! According to the regulations, a record of the entire ballast waterdischarge operation must be kept on board the vessel for at least three years.)

The printer in the MCU provides a printout at the following intervals:

At the start and at the end of the deballasting operation

At ten minutes intervals (or less, if set by the operator)

At the occurrence of any alarm

If automatic or manual mode is selected

Any fault of out of range inputs from the transducers

If any of the system settings is changed

If the front panel keyswitch is operated

If the discharge rate changes by more than 10 litres/nm

If an alarm situation is cleared

During normal operation, the data printed will be shown on the display. Eachtime a printout takes place an appropriate message is printed at the top of theprintout to explain why the printout occurred. The messages take the form:

Alarm printout

Discharge rate increasing

Time interval report

Control mode report

Console mode report

Manual to auto change

Manual data entered

Oil type change

Discharge valve open

Discharge valve closed

Discharge prohibited

Output Control

The MCU provides a number of output signals to allow a flexible means ofcontrolling the ballast water discharge system. Two outputs are under the directcontrol of the MCU and these are used to automatically control the dischargesystem, to stop the discharge when the alarm points are reached and to permitdischarge when the discharge rate of oil is within limits.

Overriding of the MCU should only be considered if the MCU itself has failedor if special circumstances prevail.

System Override

There may be occasions when it is imperative to override the control signalfrom the MCU to the ballast discharge system.

The control switch on the MCU front panel has a position marked CONSOLE.With the switch in this position, the automatic control is overridden, whichmeans that the control of the valves, pumps etc., in the ballast discharge systemhas reverted to the cargo control console.

In the position marked CONTROL UNIT, control of the ballast dischargesystem is entirely from the MCU. The fact that the switch has been operatedwill be printed on the printer.



FS

Key

Ballast Water

Compressed Air


Hydraulic


Fibre Optic Line

Control Signal

Slop TankStarboard

No.5 WBTStarboard

V11OD338

OT150

OP276

OP277

OD337

GrabCock

P2

1.5bar P1

V10

Opto/Pneumatic

Cabinet

V12


Discharge>15 ppm

Discharge<15 ppm

Skid Assembly


7 8 9

4 5 6

1 2 3

0 o


Console

Control Unit

Off

?





Overboard

OrificePlate

AirEliminator

DetectorCell

Sample Probe

PI

PI

Pump Room

Engine Room


Main Control Unit

7bar Air 4bar Air

Window Wash

Flush Stop Monitor

AlarmReset

Scroll

Change

Clear

Enter



OrificePlate


M

Air RegulatingValve



Transducer Override

On occasions, one of the three transducers in the system (Oil dischargeMonitor, ship’s log or flow meter) may be defective. For this situation, theinput of these transducers can be changed from AUTO to MANUAL. This canbe achieved by entering the SET UP mode or the EXTRA SET UP mode andselecting the required input signal.

The input mode is indicated alongside the input by A for automatic and by Mfor manual.

The mode can be changed by pressing CHANGE.

In manual mode, the value for that input must be entered with the numerickeys. Any of the three inputs and any combination of these inputs can be set tomanual.

Any change of mode from automatic to manual or vice-versa will be recordedon the printer.

Discharge Control

The main purpose of the MCU is to control the discharge of ballast wateroverboard. The MCU controls an internal relay which, when suitablyconnected, can be used to open or close an overboard valve, or stop a cargopump.

The position of this internal relay is shown on the display as V/V COM: and iseither O (open) or C ( closed). The relay will be closed:

i) When the oil discharge monitor is switched off, or is self-flushing.

ii) When the discharge rate exceeds 30 litres/nm.

iii)When the total oil discharged exceeds 1/30,000. (or 1/15,000whichever is applicable) of the last cargo carried;

iiii)Should there be any other alarm displayed on the MCU.

When the monitor has completed the flush cycle and has switched to sample,there will be a 10 second delay before V/V COM: changes to open.

If the discharge is being restarted after an alarm condition then there will be atwo minute delay after the alarm has been cleared before the V/V COM:changes to O (open).

Discharge Control Answer-Back

It is necessary for the MCU to know if the command output has been obeyedcorrectly. Hence, an input is provided to signal the status of the dischargecontrol system. The input could be, for example, from a micro-switch on theoverboard valve. The answerback is shown on the display as POS: and statusis shown as O (open) or C (closed).

If the MCU is in CONTROL mode and the command and status indications donot agree, after two minutes the status indication will flash ERROR to indicatea fault. The overboard valve command will then be CLOSE.

The discharge rate and total oil discharged calculations are performed once thestatus is open. This means that if the overboard valve is opened even when thecommand signal is to close the valve, then the normal calculation will becarried out and the amount of oil discharged will be recorded.

Modes of Operation

General

WARNINGNo adjustments should be made to the opto/transceiver and opto receiverunits prior to operation. Use of controls or adjustments or theperformance of procedures, other than those specified herein, may resultin hazardous radiation exposure.

The MCU has several modes of operation which are; STANDBY, SET UP,FLUSH, IDLE, SAMPLE, AUTOMATIC WINDOW WASH, MANUALWINDOW WASH, MANUAL FLUSH, SHUTDOWN, EXTRA SET UP,HELP and CONFIGURATION.

These modes are either selected automatically or by the operator via thekeyboard.

Standby Mode

The STANDBY mode is automatically selected after switching on the systemand is also automatically entered after performing the shutdown flush sequenceor when in SET UP mode and STOP MONITOR is pressed.

In standby mode, the system is waiting for a manual input from the operator,which can be:

i) Press → enter SET UP mode and start operation.

ii) Press SCROLL to select the self-test mode.

iii)Switching off to stop the operation.

Set-Up Mode

The set-up mode is used to set up the system before a discharge run can takeplace. The settings, which can be selected, are:

Time and date

Discharge rate

Total oil limit

Reset total oil

Sample point selection

Oil type selection

Oil concentration alarm

Printer interval time

Ship’s speed input mode (auto/manual)

Discharge flow rate input mode (auto/manual)

Oil content input mode (auto/manual)

These settings are displayed sequentially and can be selected by pressingENTER. In the display indicated, the keyboard actions can be executed tochange or input the correct value for that setting.

Once the set-up is completed, which is indicated in the display, there are threepossible actions:

i) Press → to check the set-up settings.

ii) Press ENTER to initiate the flush mode and continue operation.

iii)Press STOP MONITOR to stop operation and return to standbymode.

Flush Mode

The flush mode is used to clean the system prior to sampling and to check thecondition of the detector cell and cell system.

This mode consists of a two minute backward flush, a two minute forwardflush and calibration.

If no failures are detected the system will select the idle mode after completionof the flush.



FS

Key

Ballast Water

Compressed Air


Hydraulic


Fibre Optic Line

Control Signal

Slop TankStarboard

No.5 WBTStarboard

V11OD338

OT150

OP276

OP277

OD337

GrabCock

P2

1.5bar P1

V10

Opto/Pneumatic

Cabinet

V12


Discharge>15 ppm

Discharge<15 ppm

Skid Assembly


7 8 9

4 5 6

1 2 3

0 o


Console

Control Unit

Off

?





Overboard

OrificePlate

AirEliminator

DetectorCell

Sample Probe

PI

PI

Pump Room

Engine Room


Main Control Unit

7bar Air 4bar Air

Window Wash

Flush Stop Monitor

AlarmReset

Scroll

Change

Clear

Enter



OrificePlate


M

Air RegulatingValve



Idle Mode

From this point, there are four possible keyboard actions:

i) Press → to select the sample mode and continue operation.

ii) Press STOP MONITOR to initiate the shutdown flush and returnthe system to standby mode.

iii)Press CHANGE to enter the extra set-up mode to change thesystem settings.

iv) Press SCROLL to select the self-test mode.

Sample Mode

In this operational mode the overboard discharge of ballast water is continuouslymonitored for oil content and the discharge rate is controlled automatically, onlyif valve control is fitted.

If an alarm situation occurs the ballast water will be diverted from overboardto the slop tank to prevent any oil contamination.

During the sample mode an automatic window wash takes place every threeminutes to keep the detector cell in an optimal condition.

There are four possible keyboard actions during the sample mode.

i) Press WINDOW WASH, to initiate a manual window wash.

ii) Press FLUSH, to initiate a manual flush and calibration check.However, during manual flush the ballast water is diverted to theslop tank instead of discharged overboard.

iii)Press STOP MONITOR to return to idle mode.

iv) Press SCROLL, to select the self-test mode.

Shutdown Mode

The shutdown mode is used to clean the piping of the ODME system prior toa final stop of operation thus leaving the system in a clean condition for thenext discharge run.

The shutdown mode is entered when in idle mode by pressing STOPMONITOR. In this mode a two minute backward and two minute forwardflush are performed.

Extra Set Up Mode

This mode can only be entered when in idle mode and CHANGE is pressed. Inthis mode the following system settings can be changed:

Sample point selection

Oil type selection

Discharge rate

Oil concentration alarm

Ship’s speed input mode (auto/manual)

Discharge flow rate input mode (auto/manual)

Oil content input mode (auto/manual)

These settings can be selected by pressing ENTER and will be displayedsequentially.

The system will automatically return to idle mode when ENTER is pressedafter the last setting selection or 15 seconds after the last keyboard action.

Help Mode

The help mode can be entered by pressing ·/? and gives additional informationabout system operation and operational actions which can be taken if an alarmsituation occurs.

To return to the normal operational mode press CLEAR.

Configuration Mode

The configuration mode is used to set up the system during installation and thisshould only be done by a trained service engineer.

Operating Instructions

Start-Up

(Note ! The ODME must be operated as directed under the regulations givenin Marpol 73/78, to prevent discharge of oil contaminated water overboard.Where instructions in this manual may apparently conflict with the Marpolrequirements, then at all times the Marpol regulations must be favoured.)

! CAUTIONUnder no circumstances must the pump be run without liquid. The pumpcasing must be filled with liquid first otherwise the pump will seize anddamage will occur.

Before operating the system, ensure that the following conditions are met:

The control air supply is on

The fresh water supply is on

The electrical supplies are on

The MCU is switched on

The OPC is switched on

The starter box is switched on

All manual valves in the system are open

The cargo pump is on standby

Procedure for Operation

a) Check that sufficient paper is available in the printer.

b) Switch the main control unit (MCU) to CONTROL UNIT, thedisplay of MCU indicates MODE STANDBY.

c) Press →. The time and date is displayed. If this is correct, proceedwith the next step, if not correct, press CHANGE and follow theactions as indicated in the display.

d) Press ENTER. The discharge rate is displayed. If this is correct,proceed with the next step, if not correct, press CHANGE andfollow the actions as indicated in the display.

e) Press ENTER. The total oil limit is displayed. If this is correct,proceed with the next step, if not correct, press CHANGE andfollow the actions as indicated in the display.

f) Press ENTER. RESET OIL TOTAL ? is displayed. If the answeris no, proceed with the next step. If yes, press CHANGE andfollow the actions as indicated in the display.

(Note ! It is only permissible to reset the TOTAL OIL discharged at the startof a new ballast voyage.)

g) Press ENTER. The SAMPLE POINT selection is displayed. Ifthis is the correct sample point, proceed with next step, if notcorrect, press CHANGE and follow the actions as indicated in thedisplay.

h) Press ENTER. The OIL TYPE selection is displayed. If theincorrect oil type is displayed press CHANGE and follow theactions as indicated in the display otherwise proceed with the nextstep.



FS

Key

Ballast Water

Compressed Air


Hydraulic


Fibre Optic Line

Control Signal

Slop TankStarboard

No.5 WBTStarboard

V11OD338

OT150

OP276

OP277

OD337

GrabCock

P2

1.5bar P1

V10

Opto/Pneumatic

Cabinet

V12


Discharge>15 ppm

Discharge<15 ppm

Skid Assembly


7 8 9

4 5 6

1 2 3

0 o


Console

Control Unit

Off

?





Overboard

OrificePlate

AirEliminator

DetectorCell

Sample Probe

PI

PI

Pump Room

Engine Room


Main Control Unit

7bar Air 4bar Air

Window Wash

Flush Stop Monitor

AlarmReset

Scroll

Change

Clear

Enter



OrificePlate


M

Air RegulatingValve



i) Press ENTER. The OIL CONCENTRATION ALARM setting isdisplayed. If the alarm setting is correct, proceed with the nextstep, otherwise press CHANGE and follow the actions asindicated in the display.

j) Press ENTER. The PRINTER INTERVAL time is displayed. Ifthis is correct proceed to the the next step, otherwise pressCHANGE and follow the actions as indicated in the display.

(Note ! The maximum allowable printing interval, under the regulations, is tenminutes.)

k) Press ENTER. The DISCHARGE FLOW RATE input mode(auto/manual) is displayed. If this is correct proceed with the nextstep, otherwise press CHANGE and follow the actions asindicated in the display.

l) Press ENTER. The OIL CONTENT input mode (auto/manual) isdisplayed. If this is correct proceed with the next step, otherwisepress CHANGE and follow the actions as indicated in the display.

m) Press ENTER. The SET-UP sequence is now completed. Tocontinue monitoring, proceed with the next step. To check the setup of the system, press →. To stop monitoring and go intostandby, press STOP MONITOR.

n) Press ENTER. The FLUSH mode is entered. The displayindicates MODE FLUSH BF/CALIBRATION wait four minutes.The flush/sample selection valve V10 in the skid opens to selectclean water. The backflush valve V11 opens. The selected samplevalve opens and the sample pump starts.

After two minutes of backflush, the forward flush starts and a window wash isperformed.

The display changes from MODE FLUSH BF to MODE FLUSH FF and theback-flush valve V11 closes. The window wash pump V12 operates for threeseconds.MODE FLUSH WW is displayed.

After two minutes of forward flush, the system changes to IDLE mode. Thedisplay changes to MODE IDLE, the flush/sample selection valve V10 closesand the sample pump stops.

o) Start the cargo pump on idle speed.

p) Press →, to continue monitoring and to enter the SAMPLE mode,the display changes to MODE SAMPLE. The monitor is nowsampling from the selected sample point and will supply a read-out of the measured oil content level.

Provided no alarms are activated, the overboard valve command will changeto OPEN after 20 seconds. If an alarm has occurred and has been cleared theoverboard valve command will change to OPEN after 30 seconds. This isindicated in the display by V/VCOM: O.

The overboard discharge will then automatically be diverted overboard viaOD337.

q) Increase the cargo pump speed.

Watch the discharge rate indicated DISCH on the MCU, it will increase as thespeed of the cargo pump is increased.

(Note ! If the discharge rate approaches the maximum permissible, i.e.30litres/nm, it can be reduced by slowing down the cargo pump.)

The system is now operating automatically.

If any of the permitted limits are exceeded, or if any other alarms are activated,an alarm will be given, the ballast will be diverted automatically to thestarboard slop tank via OD338 and the printer will record the events.

When the oil discharge monitoring and control system is running normally, theoil content will be displayed. At regular intervals a record of the monitor statusis printed, which will build up to give a complete printed record of the ballastdischarge. Whenever there is a discharge overboard, the total oil dischargedwill be incremented.

Every three minutes the window wash will operate automatically. This isindicated in the display by MODE SAMPLE WW. During the operation anextra manual window flushing can be carried out, if required by pressingWINDOW WASH.

If it is suspected that the detector cell is particularly dirty, extra cleaning canbe carried out by pressing FLUSH. It should be noted however, that this wouldcause the discharge overboard to be stopped automatically. The monitor willnot measure the discharge overboard whilst flushing.

Shutdown

The system is shut down in the following manner :

a) Stop the cargo pump.

b) Press STOP MONITOR the display changes from MODESAMPLE to MODE IDLE. The overboard valve commandchanges from V/V COM: O to V/V COM: C.

The sample pump stops.

c) Press STOP MONITOR.

The shutdown mode is initiated. This is an automatic flush sequence to clearthe pipework of oil contaminated water, leaving the monitor clean for the nextoperation.

The display indicates MODE SHUTD BF, the flush/sample selection valveV10 opens to select clean water.

The backflush valve V11 opens.

The selected sample valve opens.

The sample pump starts.

After two minutes of backflush, the system changes to the forward flush mode.

The display indicates MODE SHUTD FF.

The backflush valve V11 closes.

The window wash pump V12 operates for 3 seconds. MODE SHUTD WW isdisplayed.

After two minutes of forward flush, the system changes to STANDBY mode.

The display indicates MODE STANDBY.

All valves are closed. The sample pump is stopped.

d) Switch the MCU to OFF.

The system is now shut down. All manual valves in the system may be closedand all auxiliaries may be shut off. The only active electronics will be theclock/calendar and the overboard valve position control.

If for any reason there is a change in the overboard valve position from CLOSEto OPEN or vice versa, a printout is made to record the event.

Part 4Cargo Operations - Control and Instrumentation


Issue: 1 4.1 Control Systems - Page 1 of 3

4.1 Control Systems

4.1.1 System Overview

The cargo tank levels are monitored by the Saab Tank Radar system. Thetransmitter units send signals to the work station in the cargo control consoleand the levels can be monitored on the CRT.

Each cargo tank, including the slop tanks, has a Hanla independent transmitterfor providing an overfill alarm.

Electro-pneumatic transmitters monitor the ship’s draught (forward, aft andmidship) and ballast tank levels. These signals are also processed by the workstation computer.

A Load Star loading computer is supplied, which interfaces with a designatedwork station.

An automatic unloading system is provided to allow automatic stripping of thecargo tanks.

The turbine driven cargo pumps and turbine driven ballast pump are controlledfrom the cargo control console in the Ship’s Control Centre (SCC).

The electrically driven ballast pump and duel speed cargo stripping pump arestarted from the cargo console when sufficient electrical power is available.

The inert gas main plant is prepared from the engine room and can be startedand stopped from the SCC.

The cargo and ballast valves are represented on mimic panels, which containsthe controls for operating the hydraulic valves.

The hydraulic power pack for the cargo valve system is remotely operatedfrom the cargo console.

4.1.2 Mimic Panels(Illustrations 4.1.2ai and 4.1.2aii are shown on the following two pages)

Cargo operation mimic panels are provided on the cargo control consoleshowing the layout of the complete ballast and cargo systems. The mimicsprovide a graphical display of the system pipelines, position of tanks andvalves. All items on the display are clearly labelled.

A centre sprung three position switch accompanied by an indicator, whichindicates the percentage opening of the valve, represent the intermediateopening hydraulic valves.

The open/close valves are represented by two buttons, which operate the valveto the fully open or fully closed positions.

The valves that are locally/manually operated are represented by a switch,which indicates the position of the valve and serves as a memory aid to theoperator.

4.1.3 Control of Valves and Pumps

Control of the hydraulic cargo and ballast valves is from the mimic panel onthe cargo console. The following valves are of the intermediate type, eachvalve is fitted with an analogue 0-100% position indicator.

Cargo oil tank stripping suctions

Cargo oil pump discharge valves

Fore peak ballast tank main line isolator


In service operation has shown it prudent that when setting an intermediatetype valve to the close position, it is necessery to maintain the switch in theclosed position for a period of between 30 and 60 seconds in order to ensurethe valve is fully closed, before setting the switch to the central position.

The remaining cargo and ballast valves are of the fully open/closed type, withthe individual valve buttons fulfiling the operation of the valve and theindication its position.

The hydraulic power pack for the operation of these valves is located in thehydraulic power unit room on U deck. Control of the hydraulic pump units,alarm indication and acknowledgement, plus the system pressure status formspart of the overall mimic panel and is located in the upper right hand corner ofthe mimic panel.

The steam turbine driven cargo pumps and ballast pump (No.2) are made readyfor operation in the engine room and are run up to minimum speed beforecontrol is passed over to the cargo control console. The speed of the pumps arethen controlled directly from the individual speed raise/lower lever. Indicationof the turbine speed, steam chest and exhaust pressure, pump suction anddischarge pressures are given on the console along with an individual runninglight and emergency turbine trip button.

The cargo stripping pump is driven by a dual speed electric motor. The startbuttons for low and high speed, plus a pump stop button are located above thespeed control levers for the cargo oil pumps. Indication of the pump suctionand discharge pressure are given on the console. The pump discharge valve isthe fully open or closed type.

The electrically driven ballast pump (No.1) has its start/stop control buttonsmounted on the cargo console, plus the pump suction and discharge gauges anda load indicator.



LOW

STOP

HIGHSTEADY

No.1 C.O. PUMPSTEAM TURBINE

C.O. STRIP. PUMPELECTRIC MOTOR

PUMP CONTROL

LOW HIGHSTEADY


LOW HIGHSTEADY


LOW HIGHSTEADY

No.2 W.B. PUMPSTEAM TURBINE

No.1 W.B. PUMPELECTRIC MOTOR

LOWSTART/RUN.

TO C.O SYSTEM

HIGHSTART/RUN.

STOP START/RUN.

C.O. STRIP PUMP

No.2 C.O.P

No.3 C.O.P

No.2 C.O.P

No.1 W.B.P

No.2 W.B.P

SEA CHEST

H

H

M M M

SEA CHEST

NO.1 W.B.STRIP

EDUCTOR

NO.2 W.B.STRIP

EDUCTOR

S.P.

COMP. AIR SUPPLY

FROM BALLASTSYSTEM

STRAINER

NO.1 C.O. STR. EDUCTOR

NO.2 C.O. STR.EDUCTOR

TO TANK CLEANING MAIN LINE

UPP. DK

DECKDUMPTANK

ENG. ROOM

TOSLOPTK(S)

H.B.W.L

FROM I.G.SYSTEM

H.B.W.L

UPP. DK

P/R

(P) (S)

SLOP TK (P)

SLOP TK (P)NO.5

W.B.T (P)

SLOP TK (S)

NO.5 W.B.T (P)

NO.5 W.B.T (S)

OC

OC

OC

OC

OC

OC

OC

F.M.

F.M.

OD341

OD340

OD335

OP260

OP259

OP290

OP251

OP250

OP245

OP239

OP254

OP253

OP252

OP268

OP267

OP275

OP277

OP276 OP274

OP287

OP271

OP272

OP270

OP269

OP263

OP262 OP261

OP224

OP223

OP212

OP211

OP209

OP210

OP286

OP218 OP214 OP213

OP202

OT143

OT144

OT148OT147

OT146

OT149

OT145OP265

OP203

OP204

OP292

OP205

OP206

OP293

OP216 OP215OP217

OP208

OP207OP291

OP222

OP221

OP279

OP226

OP278

OP225OP219

OP220

OP231

IG42 BA023

BA021

BA020

BA019BA016

BA018

BA026BA027

BA029

BA030

BA028BA037

BA036BA031

BA034 BA032

BA035 BA033

OP282 OP281

BA017 BA015 BA022

BA013BA011

BA012

OP201

BA014

OP235

OP241

OP236

OP237

OP242OP248

OP249

OP244

OP243

OP240OP246

OP247

OP234

OP232

OP266

OD339

OD337

OT152

OD338

OP273

OP255OP257

OP256

OP238OP233 OP227

OP280OP285

OP230

OP284

OP229

OP283

OP228

OP258

S.P.

Illustration 4.1.2ai Mimic Panels

FROM AUSDRAIN TANK

OP263



H

STOP

START/RUN

POWER ON

P1

P1-P2 PUMPS OFF P2-P1

PRESSURE GAUGE

PUMP SELECTIONSTOP LOW OIL LEVEL

POWER SOURCE

START/RUN LOW OIL PRESS.

POWER ON HIGH OIL PRESS.

AC 220V 0N

DC 24V 0N

P1

HYDRAULIC POWER UNIT CONTROL MAIN POWER

CONTINUOUS VALVE CONTROL SWITCH(KEEP IT AT NEUTRAL POSITION AFTER 100%

CLOSED/OPENED OR DESIRED POSITION)

C : CLOSEN : NEUTRALO : OPEN

C N O

OPEN-CLOSE VALVECONTROL SWITCH

CLOSE OPEN

NOTICE

FROM I.G.SYSTEM

NO.4C.O.T.(P)

NO.1 C.O. MAIN LINE

NO.2 C.O. MAIN LINE

NO.3 C.O. MAIN LINE

C.O. STRIPPING LINE

SPILLTANK

UPP. DK

NO. 5 W.B.T (S) NO. 4 W.B.T (S) NO. 3 W.B.T (S) NO. 2 W.B.T (S) NO. 1 W.B.T (S)

NO. 5 W.B.T (P)

NO.5C.O.T.

(P)

NO.4C.O.T.

(S)

NO.5C.O.T.

(S)

NO.4C.O.T.

(P)

NO.4C.O.T.

(S)

NO.3C.O.T.

(P)

NO.3C.O.T.

(S)

NO.2C.O.T.

(P)

NO.2C.O.T.

(S)

NO.2C.O.T.

(C)

NO.3C.O.T.

(C)

NO.4C.O.T.

(C)

NO.5C.O.T.

(C)

NO.1C.O.T.

(C)

NO.1C.O.T.

(P)

NO.1C.O.T.

(S)

NO. 4 W.B.T (P) NO. 3 W.B.T (P) NO. 2 W.B.T (P) NO. 1 W.B.T (P)

F.P.T

OCOCOCOC

OC OC OC OC

OC

OCOCOCOC OC

OC

OC

OT141 OT135 OT136 OT129 OT130 OT123 OT124 OT113 OT105 OT106

OT103

OT104

OT111

OT112

OT101 OT102

OT108OT107OT116OT115OT126OT125

OT132OT138

OT131

OD319OD333

OD313

OD331

OD309

OD329

OD305

OD327

OD301

OD302

OD328

OD330

OD332

OD334

OD314

OD310

OD308

OD315

OD316

OD318

OD320

OD322OD336

IG35

IG36 OD312 OD308 OD304

OD326

OD325

OD324

OD311 OD307 OD305

OD342

No.4CENTRE

OD323

OD317

OD321

OT137

OT121OT128OT127OT134OT123OT140OT139

OT142

OT122

OT110

OT117 OT118

OT109

OT114

BA010 BA008

BA009 BA007 BA005

BA004

BA003 BA002 BA001

BA006

Illustration 4.1.2aii Mimic Panels


Issue: 1 4.2 Ship’s Control Centre, Console and Panels - Page 1 of 2

Illustration 4.2a Ship's Control Centre Layout

Arm Chair

Book CaseFile

Cabinet

PrinterPrinter Network PCLoading Computer

Book Case

AutoTelephone

No.3 VHFRadio TelephoneTransceiver Unit

Plan TableWith 6-Drawer

GasSampling

Panel

LockerFor LANSystem

Wardrobe

Sink

Notice Board

Sat. Comm.(B)Telephone

Notice Board

Fire and GeneralAlarmBellAnemometer/Scope

IndicatorPA

SpeakerAlarm Buzzer

For Sat. Comm. (B)

Clinometer

Flood LightControlPanel

Tank LevelUnit

VibrationMonitor

Vibration and Temperature MonitorFor Pump Room Fans

Switch Box ForPump Room and Cargo Gear

Locker

Inert Gas MainPanelSounding Board

Cargo ControlConsole

FireStation

EmergencyStop

Buttons

Fire AlarmIndicator

Panel

CO2 ReleaseCabinets,

Engine Roomand

Pump Room

Bilge, Fireand GS,

EmergencyFire PumpStart/Stop

Box ForInternational

ShoreConnection

Fireman'sOutfitsLocker

Fireman'sOutfitsLocker

Emergency Shut-OffValve Control Box

GasOutlet

Comp.Air

Inlet

NOR Control Ext.WCU Panel

Pushbuttons For PumpRoom Fans


Issue: 1 4.2 Ship’s Control Centre, Console and Panels - Page 2 of 2

4.2 Ship’s Control Centre, Console and Panels

The Ship’s Control Centre (SCC) is located on A deck within the accommodationarea, where all the necessary equipment and controls are located to permit thecentralised supervision of cargo operations.

Mounted on the aft bulkhead are the control cabinets for the IG system, cargoand ballast pump vibration monitoring equipment, pump room fan vibrationand temperature monitoring equipment and the Saab tank radar console, decklighting control panel, switch box for pump room cargo gear locker, NORcontrol external alarm watch control unit and the pump room fans start/stopcontrol panel.

Located in the forward starboard corner is the fixed gas detection control panelfor the ballast tanks and pump room, with the adjoining cabinet housing thesample line isolating valves.

On the forward bulkhead there is a wind speed and direction anemometer, No.3VHF radio telephone transceiver, Inmarsat B telephone, automatic telephone,public address speaker, Saturn B message indicator, inclinometer and fire andgeneral alarm bell. Located on the workstation desk area there is a network PCand photocopier, and the Loadstar cargo loading computer and printer.

The ship’s network server station is housed in a cupboard adjacent to the gasdetection panel.

The SCC has a single console for the cargo handling operations.

Cargo Control Console

The cargo control console contains the following equipment:

An operator station for the Saab tank level gauging equipment

PA controller

Automatic telephone

Battery powered IS telephone

Automatic unloading system (AUS) control panel

Cargo and ballast system mimic panel

Ballast tank level gauges

Draught indication panel showing port, starboard, forward andaft draughts

Tank overfill alarm panel

Control panel for buzzer and common announciator for the cargooil pumps, ballast pumps, cargo stripping pump, pump roombilges, common trip alarm and deck dump tank high/low level

Tachometers for:

No.1, 2 and 3 cargo oil pumps

No.2 ballast pump

Control stations for:


No.1 and 2 water ballast pumps

Cargo oil stripping pump

ODME control panel, calculator and printer

Pressure gauges for:

Tank cleaning line pressure

Cargo oil pumps No.1, 2 and 3 suction and discharge pressure,steam chest and exhaust pressure

No.2 ballast pump suction and discharge pressure, steam chest and exhaust pressure

Cargo oil stripping pump suction and discharge pressure

Ballast stripping eductors No.1 and 2 suction and discharge pressure and driving pressure

Cargo stripping eductors No.1 and 2 suction and discharge pressure and driving pressure

No.1 ballast pump suction and discharge pressure and load (power) indicator

Bulkhead stuffing box temperature indication for:


Pump bearing temperature indication (upper and lower) for:


Pump casing temperature indication for:


Cargo Control Console


Issue: 1 4.3 Cargo and Ballast Tank Instrumentation System - Page 1 of 12

Interface To Load Calculator

Interface To Remote Sounding System

Interface To Alarm Monitoring System

I/O Box

ConnectedWorkstation With

21" Monitor

Printer

Safe Area


Siox Module

Cargo Tanks Slop Tanks

Level Unit

Hazardous Area

Illustration 4.3.1a Tank Level Measurement and Alarms

PrinterSwitch

15 Cargo Level Transmitters15 Cargo Cleaning HatchDeck Fitting

2 Cargo Level Transmitters2 Cargo Cleaning HatchDeck Fitting



4.3 Cargo and Ballast Tank Instrumentation System

4.3.1 Cargo Tank Level Measurement System

Saab Tank Radar System

Maker: Saab Marine ElectronicsType: Saab Tank Radar

General Description of the Saab Tank Radar System

The radar transmitters on the top of the tank emit microwaves directed by anantenna towards the surface of the tank contents. The antenna picks up theecho from the surface. The difference in frequency between the transmittedand reflected signal is directly proportional to the measured distance i.e. ullage.

The Saab Tank Radar system is the main part of the Cargo Tank Controlsystem, which is made up of the following units:

Workstation

Level Unit

Transmitter

Workstation

The workstation is used by the operator for the monitoring of tank ullages,temperatures, inert gas pressures and all the other data that is handled by theSaab Tank Radar. The workstation takes care of the alarm handling of themeasured values. It also communicates with other systems, such as loadcalculators and electro-pneumatic level gauging systems (for ballast etc.) andsupervises the transmitter and level unit computers.

Level Unit

The level unit contains terminals for the intrinsically safe connection of thetransmitters. It contains the electronics used for processing the signals from thetransmitters, for calculating the tank parameters, such as a trim/list, correctedullage, average cargo temperature etc., and for communicating with theworkstation.

The system automatically measures the ullage more often on cargo tanks thatare either being loaded or discharged.

Transmitters

The transmitters measure the distance to the product surface, using acontinuous radar signal and have an electronic box that generates andprocesses the radar signal.

The transmitters are of the standard type with a high performance parabolicantenna.

Workstation

Description

The workstation is operated with a light pen, which the operator points directlyon the screen to activate various functions. A mouse or trackball may also beused. Alarm limits for example are input using a keyboard.

The display works under the Windows System format. Different windows canbe opened up and displayed simultaneously. The windows can be moved on thescreen by pointing at the top, on the title bar, of the window and dragging themto a new position. All the windows have a BACK button, which places thewindow behind the other windows and an EXIT button, which closes thewindow.

The overview window is the main window to work from, as it shows the layoutof the tanks of the vessel. If the overview window is not displayed, touch theEXIT ALL button or the OVERVIEW button. Touch a tank area on the mimicfigure to open the tank data window, which displays the basic information onone tank. When loading or discharging, the tank data windows of all the activetanks can be opened and placed beside each other.

To display the channel menu touch a value, for example an ullage value. Selectone of the items on the menu or touch outside the menu to close it.

The tank set up window shows more information on one tank than the tank datawindow.

Operating Procedure

Light Pen

a) Move the pen to the area on the screen that is required to beactivated or selected.

b) Hold the light pen close to the screen and move the cursor to thearea to be activated and hold the tip of the light pen against thesurface of the screen. The pen registers a ‘hit’ and activates thefunction of the area where the cursor was positioned.

c) If the light pen (or mouse) should fail, it is possible to move thecursor with the arrow keys on the keyboard.

d) Touch an arrow key once to move it just slightly, or keep itpressed to move the cursor quickly.

e) To activate a function, once the cursor is positioned correctly,press the control key and the return key at the same time. Thiscorresponds to a touch with the light pen.

The Base Window

The base window is always at the background of the screen.

At the top of the window there is a row with the Tank Radar name, the date andtime, the HELP button and an EXIT ALL button.

By pressing the HELP button, help texts can be read about the various parts ofthe software.

Clear the screen by pressing the EXIT ALL button. All the windows that areopen on the screen are closed down and the overview window is opened.

Below the top row there is the row of buttons, of which the first button isalways the window button. The other buttons can be as follows (depending onsystem configuration):

OVERVIEW button

GROUP button

TREND button

These buttons are used to open the corresponding windows and or menus fromwhich a selection can be read.

Alarm Row

At the bottom of the screen there is an alarm row. On the alarm row there is:

An alarm button for opening the alarm summary window

An alarm text with the oldest accepted alarm, status, channelname, current value and the past alarm limit

An indication of how many more unaccepted alarms there are

A red ACCEPT button for accepting the alarm displayed on thealarm row

A BUZZER STOP button for silencing the workstation’s alarmbuzzer, until there is a new alarm

When there is an alarm, the alarm row is shown on top of the other windowson the screen. If there is no alarm, only the alarm button is shown on the alarmrow.



Illustration 4.3.1b Saab Tank Level Monitor Display

Saab TankRadar

Window Ballast Tanks

Ballast Tanks Miscellaneous Tanks Density all System Overview

Alarm Accept5 Ct Ullage 2.200 ( 2.150 ) m

Misc Tanks

Help

Back

Overview

Draft Aft20.15mMILLENNIUM MAERSK

Draft Fore19.31m

Trim/List Corr:

Seawater Dens:1.0250kg/1

OffDraft Aft 12.00mDraft Stbd 20.64m

Trim A 0.85mList S -8.54˚

Exit

Exit allDec 04 08:11.43 2001

Max 29.518m

3 Pt

Crude 3

Ullage

1.512m

Max 29.520m

2 Pt

Crude 2

Ullage

1.494m

Max 24.090m

2 Ct

Crude 1

Ullage

1.953m

Max 29.514m

2 Sb

Crude 2

Ullage

1.557m

Max 29.520m

1 Sb

Crude 3

Ullage

2.860m

Max 29.997m

1 Ct

Crude 1

Ullage

6.556m

Max 29.519m

1 Pt

Crude 3

Ullage

5.715m

Max 24.090m

Sl Pt

Crude 2

Ullage

1.512m

Max 24.090m

Sl Pt

Crude 2

Ullage

1.512m

Max 29.580m

5 Sb

Crude 3

Ullage

6.684m

Max 30.000m

5 Ct

Crude 3

Ullage

2.200m

Max 29.579m

5 Pt

Crude 3

Ullage

6.662m

i

i

i

i

i

Max 29.518m

4 Sb

Crude 2

Ullage

6.021m

Max 29.997m

4 Ct

Crude 1

Ullage

1.812m

Max 29.511m

4 Pt

Crude 2

Ullage

6.911m

i

i

i Max 29.527m

3 Sb

i

Crude 3

Ullage

5.929m

Max 24.090m

3 Ct

Crude 1

Ullage

2.048m

i

i

i

i

i

i

i

i



Overview Window

When the workstation is switched on a mimic of the vessel is shown in anoverview window.

The overview window is made specifically for each ship. The information inthe overview window will change for different ships.

Each tank is shown with its tank name and ullage. An arrow indicating thelevel rate may be displayed below the value of the ullage. When it points downit indicates that the tank is being discharged and conversely it points up whenthe tank is being loaded.

There can also be fixed areas on the overview window with information on, forexample, draught, sea water density, trim and list.

Below the mimic of the ship there can be buttons for viewing pre-defined tankgroups. One of these buttons could be configured to show for example, thetanks in the aft end of the ship, and another, the tanks at the middle part of theship.

By touching a tank area, the tank data window for that tank is opened. If theullage value is pressed, the channel menu is opened.

Tank Data Window

The tank data window is a small window displaying basic data of one tank foreach window. The ullage for a cargo or a slop tank is shown in a numeric formbelow the bar graph. In the bar graph, the ullage is indicated by the emptyspace above the coloured bar in the bar graph. For ballast and miscellaneoustanks the level is shown in numeric form and as well in the bar graph. Open thetank data window by touching the area of the tank in the overview window.The tank data window for that specific tank will open. If the value of the ullageis pressed in the overview window, the channel menu will be displayed instead.

A number of tank data windows can be opened (a maximum of 20 windowscan be displayed at one time) and can be placed on the screen. Touch the titlebar and move the pen.

A new tank can be selected in a window by pressing the TANK button and anew tank can be selected from the list.

An arrow pointing down beside the bar graph indicates that the tank is beingdischarged, and conversely if the arrow points up the tank is being loaded.

The alarm limits are shown as lines beside the bar graph. The shorter linesindicate the high and low limits, while the longer lines indicate the high highand low low limits. The values in the window that are underlined can bechanged.

Channel Data Window

The channel data window looks similar to the tank data window. The channeldata window is used to obtain a quick overview of the data of a single channel.

A new channel can be selected directly from this window by pressing theCHANNEL button.

Tank Set Up Window

The tank set up window will display all the data on one tank. The alarm limitsand other data from this window. It is also possible to block individualchannels from this window by pressing the check boxes at the right end of thewindow. A check mark in a box indicates that the channel is blocked. Select anew tank by pressing the TANK button.

A manual value for the channel can be set by pressing a field in the modecolumn.

The value of delay is entered in seconds.

The tank set up window might contain more information than can fit sideways.In this case there is a scroll bar at the bottom of the window for scrolling thewindow sideways.

Channel Set Up Window

Use the channel set up window to enter a manual value. Touch the check boxfor manual, and then touch the value and type in the manual value. Somechannels do not allow manual entries. The word Manual is then dimmed.

It is also possible to disconnect a channel by pressing the disconnect checkbox, so that a check mark shows.

Alarm limits can be changed as well as blocking a channel.

Select a new channel by pressing the CHANNEL button.

The Alarm Window

The summary window contains six summaries; the Sysfail, the WARNINGSummary, the Alarm Summary, the Event Log, the Alarm Blocked and theControl Blocked channels.

Open the summary window by touching one of the two alarm buttons, either atthe lower left corner of the screen or at the row of buttons at the top part of thescreen.

Touch the summary button to display one of the following summaries:

Sysfail to display any system failure

WARNING to display the WARNING summary

Alarm to display the alarm summary

Event log to display a log of all events (up to the 200 latest eventsin the system)

Alarm blocked for a list of the channels that have been blockedfrom alarm handling

Control blocked for a list of the channels that have been blockedfrom control

On the right side of the window there are four buttons for scrolling the list. Usethe intermediate buttons to scroll the list one page at a time, or use top orbottom buttons to go to the beginning or to the end of the list.

When touching the ACCEPT PAGE button, all the channels seen on the screenat the moment are accepted.

The Sysfail Window

The Sysfail window contains a list of any serious system failures within thetank radar system. The following failures can be included in the Sysfailwindow:

Level unit communication failed

Level unit sysfail

Level unit power failure

Level unit LI communication failed

I/O box relay communication failed

Refer to the service manual for more information on how to find the failuresand how to correct them.

The WARNING Summary Window

The WARNING summary window lists all the failures that normally do notseriously affect the tank radar system.




Saab TankRadar




Misc Tanks

Help

Back

Overview


Draft Fore19.31m

Trim/List Corr:




Exit

Exit allDec 04 08:11.43 2001

Max 29.518m

3 Pt

Crude 3

Ullage

1.512m

Max 29.520m

2 Pt

Crude 2

Ullage

1.494m

Max 24.090m

2 Ct

Crude 1

Ullage

1.953m

Max 29.514m

2 Sb

Crude 2

Ullage

1.557m

Max 29.520m

1 Sb

Crude 3

Ullage

2.860m

Max 29.997m

1 Ct

Crude 1

Ullage

6.556m

Max 29.519m

1 Pt

Crude 3

Ullage

5.715m

Max 24.090m

Sl Pt

Crude 2

Ullage

1.512m

Max 24.090m

Sl Pt

Crude 2

Ullage

1.512m

Max 29.580m

5 Sb

Crude 3

Ullage

6.684m

Max 30.000m

5 Ct

Crude 3

Ullage

2.200m

Max 29.579m

5 Pt

Crude 3

Ullage

6.662m

i

i

i

i

i

Max 29.518m

4 Sb

Crude 2

Ullage

6.021m

Max 29.997m

4 Ct

Crude 1

Ullage

1.812m

Max 29.511m

4 Pt

Crude 2

Ullage

6.911m

i

i

i Max 29.527m

3 Sb

i

Crude 3

Ullage

5.929m

Max 24.090m

3 Ct

Crude 1

Ullage

2.048m

i

i

i

i

i

i

i

i



The following messages can be included in the WARNING summary window:

Level unit ground failure

Level unit memory failure

Master communication failed

LevelDatic communication failed

SIOX communication failed

Level unit restarted

Refer to the service manual for more information on how to find the failuresand how to correct them.

The Alarm Summary Window

The alarm summary window displays all the channels that are in alarm at thepresent time. They are displayed with their status, their value, the limit thatcaused the channel to go into alarm, and the units in which the channel ispresented.

The alarm summary can contain an unlimited number of rows. The alarms foreach tank are grouped together in the summary.

The Event Log

The event log lists the latest 200 events for each channel of the alarm classesSysfail, WARNING, and Alarm. An event is recorded when a channel statusgoes into or out of alarm, block or disconnect.

Group Window

Use the group window to group information, such as measured values, status,alarm limits, into one or more tables. It could, for example, be the ullage valuesof a number of tanks with the same cargo or it could be a group with all theballast tanks. A group can be changed or a new group added as follows:

a) Touch the GROUP button to display a list of the available groups.

b) Select the group required.

c) Touch the SET UP button to select one of the following modes:

Edit Group mode to change the group

Add Group mode to create a new group

Delete Group to delete a whole group

d) Press the BLOCK button to block all the channels in the groupthat are possible to block. Unblock them by pressing UNBLOCK.

e) Touch the LOG button to start or stop a logging of the group. It isalso possible to order it to make a single logging of the group.

Adding a New Group

Add a new group by pressing the ADD GROUP action under the set up button.

The Group and Log Set-up window is displayed. Enter the name of the group.

Select whether the group will be based on tanks or on channels. Normallygroups will be based on tanks. There will be one row for each tank. Thecolumns can contain data such as ullage value, status and unit for each tank.The logging of the group can be set up directly, but these parameters can alsobe defined at a later time. See instructions on how to edit a group below.

Touch OK to open the new group. Touch the buttons marked with ???? todefine the contents of the rows and columns of the group. Select NEW to addnew rows or columns before or after the column or row button that has beenpressed.

Editing a Group

(Note! Do not edit a group with a log started. Stop it first, edit it and save thechanges, then start it again.)

To edit a group, first select the group from the list under the GROUP button.

Then touch the SET UP button and select EDIT GROUP. The look of thewindow changes slightly when it is in the edit mode.

The column and row headings turn into buttons that are used for defining thecontents of each row or column. If a row needs to be changed, touch the buttoncontaining the heading of the row. A small menu, with the options EDIT, NEW,and DELETE, is displayed.

When EDIT or NEW is selected, the edit member window is opened. If NEWis selected, first select whether the new row will be placed before or after theactive row.

Touch the MEMBER button to select another channel to be displayed on thatrow. The new channel is displayed on the member row in the window. In thelabel input field the label can be changed so that it fits in the group window.

The columns are changed in a similar way. Instead of the member window, theInfopost window is opened. In addition to the functions described above, it ispossible to define the width of the column.

Use the LOG SET UP button to open the group and log set up window wherethe period, start time or stop time of the group’s log can be set up. It can alsobe defined if the log should be printed or saved on a file. The log files arenormally saved in a directory ‘acu/tmp’ if the Save To File option is defined.This file may be copied to diskette.

Trend Window

The trend window is used to view the historical data of up to four channels ina window, with different colours for each channel.

A number of trends can be configured and selected by pressing the TRENDbutton. The minimum sample rate is ten seconds. The latest 1,000 samples arestored and can be displayed using the scroll bar.

Each channel is displayed with its actual value and with its maximum andminimum settings for the diagram. The trends are shown in a window andthese can be scrolled one page at a time using the intermediate left or rightbuttons, or they can be scrolled to the end of the trend using the outermost leftand right buttons. The window shows 180 samples at a time.

There is a time ruler for viewing historical data. Use the buttons describedabove to move to the trend area that is required, then switch the ruler on bypressing the RULER button. When the ruler is on, the values of the channelscorresponding to the time where the ruler is placed, are displayed under theheading Ruler Value. The time and date, corresponding to the position of theruler, are shown above the grey window containing the trend lines. The rulercan be moved one sample at a time using the left and right single arrowbuttons, or five samples at a time using the left and right double arrow buttons.If it is neccesary to move quickly to another part of the trend, switch the ruleroff and use the buttons to move one whole window at a time, or to go to oneend of the trend.

When the ruler is on, touch a point on a trend and the ruler moves to this point.Then adjust the position of the ruler more exactly with the single arrow left andright buttons.

Edit, Add or Delete a Trend

To alter a trend, add a new one or delete one, touch the SET UP button to opena menu with these choices. When selecting Add Trend or Edit Trend, the EditTrend window opens up.

Another way to open the edit trend window is by pressing one of the numberedchannel buttons or anywhere on a channel row.

The name of the trend is altered by typing the new name in the input field.Change the sample period by entering the time between each sampling inhours, minutes and seconds. The minimum sample rate is ten seconds.




Saab TankRadar




Misc Tanks

Help

Back

Overview


Draft Fore19.31m

Trim/List Corr:




Exit

Exit allDec 04 08:11.43 2001

Max 29.518m

3 Pt

Crude 3

Ullage

1.512m

Max 29.520m

2 Pt

Crude 2

Ullage

1.494m

Max 24.090m

2 Ct

Crude 1

Ullage

1.953m

Max 29.514m

2 Sb

Crude 2

Ullage

1.557m

Max 29.520m

1 Sb

Crude 3

Ullage

2.860m

Max 29.997m

1 Ct

Crude 1

Ullage

6.556m

Max 29.519m

1 Pt

Crude 3

Ullage

5.715m

Max 24.090m

Sl Pt

Crude 2

Ullage

1.512m

Max 24.090m

Sl Pt

Crude 2

Ullage

1.512m

Max 29.580m

5 Sb

Crude 3

Ullage

6.684m

Max 30.000m

5 Ct

Crude 3

Ullage

2.200m

Max 29.579m

5 Pt

Crude 3

Ullage

6.662m

i

i

i

i

i

Max 29.518m

4 Sb

Crude 2

Ullage

6.021m

Max 29.997m

4 Ct

Crude 1

Ullage

1.812m

Max 29.511m

4 Pt

Crude 2

Ullage

6.911m

i

i

i Max 29.527m

3 Sb

i

Crude 3

Ullage

5.929m

Max 24.090m

3 Ct

Crude 1

Ullage

2.048m

i

i

i

i

i

i

i

i



The trend can also be activated or deactivated the trend by pressing the activebox. A check mark indicates that the trend is active and is storing samples.

Select up to four channels that are included in the trend, by pressing thenumbered buttons at the bottom of the window.

When pressing one of these buttons, the edit channel window opens up.

Editing a Channel in a Trend

By pressing one of the numbered buttons for the channels in either the Trendwindow or in the Edit Trend window, the Edit Channel window is opened.

In this window select the channel for the required trend line. The maximumand minimum ranges for the trend graph can also be specified. As guidance,the maximum and minimum of the range for the channel are printed in thewindow. Select colour by pressing the box with the correct colour.

(Note ! Maximum and minimum ranges can be changed without losing thehistorical data of the trend. When any channel is added or deleted, thehistorical data for the other channels in that trend window is lost. To avoidlosing historical data, make a new trend with the new channel or channelsincluded or deleted. The original trend will still contain the historical data.)

Changing the Sampling Period of a Trend

(Note ! All historical data of the trend will be lost when the sampling period ischanged. To avoid this, make a new trend with the new sampling period).

Touch the set up button in the trend window and press EDIT TREND on themenu. Enter a new sampling period in the edit trend window. Select OK to startthe trend with the new sampling period.

Back-Up Display on the Level Unit

If the workstation should fail, level indication can be obtained from the levelunit.

The back-up display is located in the calculation unit in the top part of the levelunit cabinet. The back-up display serves only as a backup for the workstation.The display can show each tank with its tank name and relevant tank values.The display can also show other information such as the setting of the trim/listmode, trim and list values, mode of the Processor Memory Board (LCM), com-munication parameters and versions of the software.

As all the operations are normally done on the workstation, the back-up displayis only needed when servicing the system or if there is a failure on theworkstation.

(Note ! No alarm handling on measured values (except for the IG Pressurealarm) is done in the level unit. All such alarm handling is done in theworkstation.)

COT Independent Overfill Alarm System

Manufacturer: Hanla Level Co. Ltd.

An independent overfill alarm is fitted to each cargo and slop tank. The overfilllevel alarms consist of a magnetic float and reed switch built into a pipe. Whenthe liquid level reaches a set point (normally 98% by volume) the magneticfloat activates the reed switch. The signal unit is connected through IS barriersto the alarm panel, at the same time audible and visual alarms are activated onthe main control panel on the cargo console, while on deck an air horn and arotating red light located close to the main line vacuum breaker are acitvated.

High Level Alarm Indication Panel



Illustration 4.3.2a Remote Sounding and Draught Gauging System

Air ReducingValve

All dimensions in mm

AftPerpendicular

ForwardPerpendicular

Constant FlowRegulators

Dry AirSupply

8kg/cm2

umpoom

o.1 Water Ballast Tankort and Starboard





ft Peakank

PT

PT

PT

PT

PT

PT

PT

PT

PT

PT

III

II

II

II

I

I I I I I I I I II

II

II

II

II

II

I I

I

I

III

II

II

II

I

I I I I I I I I II

II

II

II

II

II

I I

I

I

III

II

II

II

I

I I I I I I I I II

II

II

II

II

II

I I

I

I

III

II

II

II

I

I I I I I I I I II

II

II

II

II

II

I I

I

I

III

II

II

II

I

I I I I I I I I II

II

II

II

II

II

I I

I

IIII

II

II

II

I

I I I I I I I I II

II

II

II

II

II

I I

I

IIII

II

II

II

I

I I I I I I I I II

II

II

II

II

II

I I

I

I

Aft

No.5 WBT Port

No.5 WBT Stb'd

III

II

II

II

I

I I I I I I I I II

II

II

II

II

II

I I

II

III

II

II

II

I

I I I I I I I I II

II

II

II

II

II

I I

I

I

No.4 WBT Port

No.4 WBT Stb'd

III

II

II

II

I

I I I I I I I I II

II

II

II

II

II

I I

I

I

III

II

II

II

I

I I I I I I I I II

II

II

II

II

II

I I

I

I

No.3 WBT Port

No.3 WBT Stb'd

III

II

II

II

I

I I I I I I I I II

II

II

II

II

II

I I

I

I

IIII

II

II

II

I I I I I I I I II

II

II

II

II

II

I I

I

I

No.2 WBT Port

No.2 WBT Stb'd

III

II

II

II

I

I I I I I I I I II

II

II

II

II

II

I I

I

I

III

II

II

II

I

I I I I I I I I II

II

II

II

II

II

I I

I

I

No.1 WBT Port

No.1 WBT Stb'd

F.P. Tank

III

II

II

II

I

I I I I I I I I II

II

II

II

II

II

I I

I

I

A.P. Tank

Mid (P) Mid (S)

Draught Indicators

Ballast Tank Level

Fore

2,500159,550159,550

,34021,190

ore Peakank



4.3.2 Remote Sounding and Draught Gauge System

Manufacturer: Pan-Asia Precision & Eng. Co., Ltd

The ballast tanks, fore peak tank and aft peak tank, are each fitted with anelectro-pneumatic type air purge transmitter situated near the sounding pipe.

The draught gauge level transmitters are also of the electro-pneumatic type.The forward transmitter is fitted in the fore peak tank, the aft transmitter in theengine room and the midship transmitters port and starboard in the ballasttanks.

The ballast and draught transmitter signals are linked into Saab Tank Radarsystem and can be viewed on the same monitor.

The distilled and fresh water storage tanks are also fitted with electro-pneumatic type transmitters. They give a direct reading on the gauge panel inthe engine control console.

The measuring line from all the electro-pneumatic type transmitters are ledback to the transmitter box, the cargo transmitter box is located in the hydraulicpower unit room where the pneumatic signals are converted to electronicsignals and passed to their respective displays in the cargo console in the ship’scontrol centre.

Each individual guaging line on the transmitter box is fitted with a selectorknob in order that each line can be purged. In normal operation the selector isset to gauge. Additionally there is a pushbutton for blowing the line through.There is a 100mm dead zone from the bottom of each tank which cannot bemeasured.

The draught indicator heads are each fitted with hydraulically operated ship’sside isolating valves. The valves are operated from hydraulic deck stand unitswhich have connections for the use of an emergency hand pump. The gaugingheads are fitted with air vent pipes which are terminated on deck as gooseneckslocated next to the deck stand units.

The ballast tanks are equipped with a high level alarms and the other tankshigh and low level alarms.

During normal operations, there is a air consumption rate of approximately7 litres/h; during blow through this is raised to approximately 300 litres/h.

Tank Sounding - Draught Gauging Panel in the Hydraulic Power Unit Room



Fresh AirInlet Outlet

%LEL Test Gas

ControlAir

Pipe SystemShut Off Valve

Safe Area Ex Area

Flame Traps

Measuring Pipes

Ballast and Voids System Analysing Unit

Ballast and Voids System Analysing Unit

Pump Room System Analysing Unit

Pump Room System Analysing Unit

Measuring PointInside Analysing Unit

ALARMS IN QUEUEDETECTORALARM MUTE

ALARM RESET

SAMPLINGPOINT

ALARMLEVEL

6 13GASPOWER ON

DISCONNECTION

HIGH ALARM LEVEL

EXTERNAL ALARM

STATUS 1

STATUS 2

SYSTEM FAULT..

ABNORMAL COND.

MUTE

RESET

SAMPLINGPOINT

DISCONNECTIONS

SAMPLINGPOINT

ALARM

FAULTS

GENRALSETTINGS

ESCENTER HOME

M

R

LIST EA

LIST EC

SETUP AD

FAULT

F1 F2 F3 F4

1 2 3

4 5 6

7 8 9

ABC DEF

, . "

GHI

JKL MNO PQR

STU VWX YZ '

0


ALARM RESET

SAMPLINGPOINT

ALARMLEVEL

6 13GASPOWER ON

DISCONNECTION

HIGH ALARM LEVEL

EXTERNAL ALARM

STATUS 1

STATUS 2

SYSTEM FAULT..

ABNORMAL COND.

MUTE

RESET

SAMPLINGPOINT

DISCONNECTIONS

SAMPLINGPOINT

ALARM

FAULTS

GENRALSETTINGS

ESCENTER HOME

M

R

LIST EA

LIST EC

SETUP AD

FAULT

F1 F2 F3 F4

1 2 3

4 5 6

7 8 9

ABC DEF

, . "

GHI

JKL MNO PQR

STU VWX YZ '

0

Illustration 4.3.3a Gas Detection System

Bridge Repeater Unit

Control Unit


ALARM RESET

SAMPLINGPOINT

ALARMLEVEL

GASPOWER ON

DISCONNECTION

HIGH ALARM LEVEL

EXTERNAL ALARM

STATUS 1

STATUS 2

SYSTEM FAULT..

ABNORMAL COND.

MUTE

RESET

SAMPLINGPOINT

DISCONNECTIONS

SAMPLINGPOINT

ALARM

FAULTS

GENRALSETTINGS

ESCENTER HOME

M

R

LIST EA

LIST EC

SETUP AD

FAULT

F1 F2 F3 F4

1 2 3

4 5 6

7 8 9

ABC DEF

, . "

GHI

JKL MNO PQR

STU VWX YZ '

0

O2

CX HY


ALARM RESET

SAMPLINGPOINT

ALARMLEVEL

GASPOWER ON

DISCONNECTION

HIGH ALARM LEVEL

EXTERNAL ALARM

STATUS 1

STATUS 2

SYSTEM FAULT..

ABNORMAL COND.

MUTE

RESET

SAMPLINGPOINT

DISCONNECTIONS

SAMPLINGPOINT

ALARM

FAULTS

GENRALSETTINGS

ESCENTER HOME

M

R

LIST EA

LIST EC

SETUP AD

FAULT

F1 F2 F3 F4

1 2 3

4 5 6

7 8 9

ABC DEF

, . "

GHI

JKL MNO PQR

STU VWX YZ '

0

CX HY

On

GAS ALARM REPEATER UNIT

List

List

Local Mute

Alarm/Fault

Alarms

Faults

OnBALLAST SYSTEM

GAS ALARM REPEATER UNIT

List

List

Local Mute

Alarm/Fault

Alarms

Faults

PUMP ROOM



4.3.3 Gas Detection System

Maker: Consillum MarineModel: Salwico SW2020

Description

The Salwico Gas Sampling System is a gas detection system divided into twoseparate systems:

1) The main system monitors for hydrocarbon explosive gases in theballast tanks forward void space. The system has 22 externalsampling points and one internal point for sampling theatmosphere inside the cabinet itself. These sampling points aredesignated to cover the ballast tanks (four sample points per tankand two in the forward void space) and of the counter pressurecone type.

2) The pump room system monitors for hydrcarbon and O2 content.The pump room has fours sample points and one internal point forsampling the atmosphere inside the cabinet itself.

Both system analysing control units are located in the Ship’s Control Centre(SCC) with a remote repeater located in the wheelhouse. The alarm system isalso linked into the bridge and engine room NOR control monitoring system.Monitoring covers an LEL low level alarm, 10% LEL, and a high LEL alarm,30% LEL.

The gas detection systems are automatic scanning and permanently installed.The gas detectors are common for all sampling points. A gas sample is takenfrom each sampling point in turn according to a pre-programmed samplingsequence. The sampling time for each point is individually adjustable, corre-sponding to the length of pipe to each particular sampling point.

A gas cylinder with a gas mixture of known composition is connected to thesystem for regular calibration of the gas alarm instrument, as well as checks onthe operation of the system.

The Salwico SW2020 system consists of four primary units:

1) Control Unit

The control unit contains all control and checking functions of the system andis located in the SCC. The control unit is divided into two parts - the gas alarmpanel and the operating panel. The gas alarm panel is activated when a gasalarm situation is detected. The sampling point number, alarm level and theactual gas detector in alarm are displayed.

The operating panel continuously displays the last sampling point andmeasured value.

2) Analysing Unit

The analysing unit contains all functions for gas detection and transportationof the test samples, as well as an internal sampling point for monitoringinternal gas leakage.

Gas detection is carried out by a SIMRAD GD10 IR gas detector. The controland analysing units are contained in a single cabinet.

3) External Alarm Panel

The function of this panel is to indicate alarms/faults visually and audibly onthe bridge.

4) Pipe System

The pipe system transports the test samples from sampling points to theanalysing unit. The pipe system includes shut-off valves and flame traps,which are connected to the control cabinet and have sintered bronze cones inthe sample lines.

It is important that the control/instrument air supply to the system is neverisolated during the normal operation of the control units. The individualsampling line isolation valves must also remain open during normal samplingoperations, these are located behind the panel adjacent to the sampling unit.

Special attention should be made to the ballast tank sampling system. Whenindividual ballast tanks are filled, each sample point in that tank (four in eachtank) must be disconnected at the control unit. When disconnected, the controlunit will send a counter air pressure flow down the line. This is sufficient toensure that no water can enter the system, which might otherwise causedamage.

Procedure to Disconnect a Sample Point i.e. When a Ballast Tank(s) is tobe Filled

a) Press LIST SAMPLING POINTS.

b) Press the UP/DOWN arrow keys to bring up the sample pointrequired.

c) Press DISCONNECT.

d) Press DISCONNECT again to confirm the action.

Procedure to Reconnect a Sample Point i.e. When Ballast Tanks AreEmpty

a) Press LIST DISCONNECTIONS.


c) Press RECONNECT.

After a sample point has been reconnected it is prudent to purge that line.

Procedure to Purge a Sample Line

a) Press LIST SAMPLING POINTS.


c) Press key F4 which will initiate a 30 second purge of that line.

d) After the purge is complete, press the HOME key; this will returnthe system to the standby sampling sequence. If the HOME key isnot selected, the system will automatically return to the standbysampling sequence if no futher keys are operatated within 30minutes.

Each sample line that is reconnected must be purged individually.

Gas Detection Control Panel in the SCC

Part 5Emergency Systems and Procedures


Issue: 1 5.1 Emergency Procedures Deck - Page 1 of 39

Illustration 5.1.1a Fire Hydrant Systems

No.5 Crude OilTank(Port)

No.5 Water Ballast Tank(Port)

SlopTank(Port)

SlopTank

(Starboard)

FoamRoom

ToAccommodation

ToAccommodation

FreshWaterSpray

AccommodationPumpRoomComp.Way

CO2Room

EngineCasing

EmergencyDiesel

GeneratorRoom

Swim.Pool

DeckStore





No.5 Water Ballast Tank(Starboard)





No.4 Crude Oil Tank(Port)




No.5 Crude OilTank

(Starboard)

No.5 Crude Oil Tank(Centre)

No.4 Crude Oil Tank(Starboard)








Bosun'sStore

To VoidSpaceBilge

Eductor

S

Engine Room

VoidSpace

Fore PeakTank

ChainLocker

BilgeWater

Bosun'sStore

Upper Deck

ToBilge

EductorIn

VoidSpace

Aft PeakTank

To SwimmingPool

PaintStore

FoamRoom

Steering GearRoom & Rope

Store

EmergencyFire Pump

PumpRoom

Bilge,Fireand GSPump

Bilge,Fireand GSPump

S.C

Nav. Deck

A Deck

B Deck

C Deck

D Deck

E Deck

BF67

BF65

BF63

BF68

BF66

BF64

BF62

BF60

BF58

BF55

BF69BF35

BF51

BF49

BF47

BF45

BF44

BF72

BF71

BF70

BF42

BF43

BF53

BF46

BF48

BF50

BF40BF52

BF41

BF54

BF36

BF35

BF33

BF69

BF34

BF38

BF34BF33

BF36

BF61

BF59

BF57

BF54

PI

Steering GearRoom & Rope

Store

BF37

BF56

BF52

BF39

BF40

BF73

BF53

BF55

BF32

BF31

BF29 BF26 BF23 BF20 BF17 BF14 BF11 BF08

BF30

BF27

BF28

BF24

BF25

BF21

BF22

BF18

BF19

BF15

BF16

BF12

BF13

BF09

BF10

BG01

BG01

BF07

BF07

BF03

BG05

BG06

PI

To Steering GearRoom

To Accommodation

To DeckFire Main

FromEngineRoom

To Deck FoamSystem

From theEmergencyFire Pump

FoamRoom

SwimmingPoolTank

FW Mist Supply

Hydraulic Oil

Key

Fire Water

Cable Washers(P&S)

To FoamSystem

H

H

H

S

H

H

H H H H H H H

H

H

H

H

H

H

H

H

H

H

HH

H

H

H

H

H

H

H

H

H

HH

H

H

H

H

H

H

H



5.1 Emergency Procedures - Deck

5.1.1 Fire Hydrant System

The following pumps can supply the fire and wash deck system:

Bilge, Fire and General Service Pump

No. of sets: 2Capacity: 350/290 m3/h at 30/110 mth

The above pumps can supply sea water to:

The fire hydrants in the engine room

The fire hydrants on deck

The fire hydrants in the accommodation block

The fire hydrants in the pump room

Steering gear room and aft rope store

Main foam system

Hawse pipes

Forward bilge eductor

A fresh water spray system is available for the paint locker which is operatedfrom the engine control room.

The bilge, fire and GS pumps are permanently set up for foam and fire mainservice with the discharge and suction valves open.

The above pumps take suction from the main sea water crossover line in theengine room.

Emergency Fire Pump

Capacity 72 m3/h 90 mth

The emergency fire pump only supplies the fire main. It is an electro-hydraulicdriven self-priming vertical centrifugal pump. The pump unit is situated withina room in the pump room on the floor plate level, with access to the room fromthe deck above through a watertight access hatch adjacent to the vac strippingsystem drain tank. The hydraulic drive pump unit is situated in the steeringgear room, the power supply is taken from the emergency switchboard. Thepump has an independent suction valve, which is operated from a hydraulicdeck stand valve actuator just forward of the accommodation block on thestarboard side on U deck, and non-return valve on the discharge side.

The fire and deck wash main runs the full length of the vessel and is branchedoff to the fire hydrants, which are located so that two jets can be directed to thefire source.

Two international shore connections are carried on board, which are ofstandard international dimensions for supplying water from a shore supply tothe ship’s fire main. An international shore connection is stored in the firecontrol centre and the fire locker at the rear of the bridge.

Isolating valves are positioned along the main deck, between each set ofhydrants on the fire main line and foam line.

Operation of Pumps for the Fire Hydrant and Foam System

All intermediate isolating valves along the fire main and foam main on themain deck are normally left in the open position.

All foam monitor valves are closed.

All hydrants are closed.

Deck


Close Supply valves to the bilge eductor in the forward void space BG01

Close Port hawse pipe supply valve BG05

Close Starboard hawse pipe supply valve BG06

Foam Room

Open Master supply valve to foam and deck BF35

Open Supply valve to deck fire main BF33

Engine Room

Locked Open Bilge, fire and GS pumps suction valve 1V, 2V

Locked Open Bilge, fire and GS pumps discharge valve 17V, 18V

Locked Closed Bilge, fire and GS pumps bilge suction valves 3V, 5V

Locked Closed Bilge, fire and GS pump discharge valve to overboard 20V

Locked Open Emergency fire pump suction valve BF45

Locked Open Emergency fire pump discharge valve BF69

All of the above pumps are now ready to be started locally, or remotely fromthe fire station in the Ship’s Control Centre or on the bridge.



No.5 Wing COT(P&S)

No.5 Water Ballast Tank(P&S)

SlopTank(P)

SlopTank(S)





No.4 Wing COT(P&S)

No.3 Wing COT(P&S)

No.2 Wing COT(P&S)

No.1 Wing COT(P&S)

Illustration 5.1.2a Foam System

VoidBosun's

Store

Key

Fire Water

Foam Liquid

Foam Mixture

FW Flushing

ProportionatorPump

To UpperDeck

Fire Main

Located On ADeck

Located On ADeck

FoamPump

For FreshWater

Flushing

ToAccommodation

To SteeringGear Room &Rope Store

Filter

FM37

FM38

FM35

FM34

FM36

FM08

FM29 FM27 FM25 FM23 FM21 FM19 FM17

FM30

FM15 FM14 FM13 FM12

FM07 FM06 FM05 FM04

FM11

FM03

FM10

FM02 FM01

FM28 FM26 FM24 FM22 FM20 FM18

FM31

FM32

FM16

FM09

FM33

BF34BF36

BF33

BF35

B18V B17V

Foam Tank

FM39PI

PI

PI

Bilge, Fireand GS Pump

Bilge, Fireand GS Pump

FoamApplicator

No.1 No.2



5.1.2 Deck Foam System

Description

Foam for fire fighting purposes is supplied to the main deck when required,from a single 6,000 litre foam tank situated in the foam room. Foam compoundis supplied from the tank via a foam liquid pump to an automatic proportion-er, where it is automatically mixed with the correct proportion of sea water andthen supplied to the deck foam main.

The proportioner mixes the foam compound and sea water in the ratio of 3%foam compound to 97% sea water.

The sea water is supplied from the fire main. The foam main runs the length ofthe main deck and supplies nine foam monitors sited so that the entire deckarea can be covered. Seven of the monitors are on the centre line on the deckitself and two are at the forward corners of the accommodation block. Foamhydrants are fitted to the foam supply pipes branched off before each monitorfor use with hoses. They are situated at both sides of the vessel. Isolatingvalves which are normally open, are fitted to the foam main just forward ofeach monitor in order to enable damaged sections of the main to be isolated, soallowing the system aft of the damaged section to operate normally.

The foam hydrants are used with hoses and foam nozzles when required. Thefoam mixture is aerated at the foam monitors and nozzles to give the requiredconsistency. The hoses and nozzles can be used to supply foam to the cargotanks if required. Sets of portable foam making branch pipes are stored inlabelled cabinets along the main deck for use with the foam hydrants ifrequired.

The capacity of the deck foam system is designed to give 20 minutes operationof one monitor supplying 9,042 litre/min of foam mixture. The selectedmonitors have a capacity of 7,000 litre/min with a throw of 62m in still air atan inlet pressure of 5 bar.

Operation of the Main Deck Foam System

Procedure for fighting a fire, after first raising the alarm:

a) Supply sea water to the fire main.

b) Open the sea water inlet valve to the foam main BF34.

c) Confirm that the flushing valves FM35 and FM37 to the foampump are closed.

d) Open the outlet valve from the foam tank FM34.

e) Open the foam pump discharge valve FM33.

f) Start the foam pump.

g) Open the monitor or hydrant valves as required and fight the fire.

Fighting Oil Fires on Deck

Never direct the foam mixture directly on to the burning oil as this will causethe oil to splash and spread the fire.

Direct the foam mixture to flow over the surface of the burning oil, so that itgradually covers and smothers the fire. Use the prevailing wind or slope of thedeck to assist the flow wherever possible.

Use one monitor and/or two foam branches to fight the fire. If more are used,the effectiveness of each unit will be reduced.

Stopping the System

a) Stop the fire and foam pumps.

b) Close the foam tank outlet valve FM34 and the sea water supplyvalve to foam main BF34.

c) Open flushing valves FM37 and FM35 and connect the freshwater supply hose from FM38.

d) Start up the fresh water and foam pumps, operate the forwardmonitor on the deck until clear fresh water is discharged. Thenoperate all other monitors for a few seconds.

e) Stop the fresh water and foam pumps.

f) Revert all valves to the standby position, ensuring that flushingvalves FM35 and FM37 are closed. All valves in the foam room,monitor inlet valves and hydrant valves should be closed. Allintermediate valves between the monitors and the pressure gaugecock in the foam room should be open.

g) Refill the foam tank as soon as possible.

Foam Monitors and Section Isolators on Deck



5.1.3 Discharge of Cargo from a Damaged Tank

Should a leakage to sea or to a ballast tank occur due to suspected tank damage,measures should be taken to reduce the head (i.e increase the ullage) in thecargo tank involved, either by internal transfer or discharge ashore. Unlesscorrective action is taken promptly, oil will continue to flow into the sea untilthe hydrostatic balance is achieved between the head of oil remaining in thetank and the sea water pressure exerted on the outer hull. If it is not possible toidentify the specific tank from which the leakage is occurring, the levels of alltanks in the vicinity should be reduced, taking into account the effect on hullstresses and stability.

If it is suspected that the leakage is from a fracture on the bottom plating orlower shell plating, then the level in the tank, if full, should be reduced andthen a water bottom pumped into the damaged tank to prevent further oilspillage.

Remember that in a tidal stream, any seepage or leakage from the hull (or sea-valve, for that matter) may be carried by the current to another part of the shipbefore it surfaces and is noticed. This is particularly so in the area of the bilgekeels. For example, oil leaking from a sea valve can be carried forward by thecurrent, entrapped below the bilge keel, to surface in the forward part of theship.

Where action is taken to prevent or minimise oil spillage, preventativemeasures should take priority over cargo segregation and quality concerns.Similarly, no action must be undertaken that could jeopardise the safety of thepersonnel on board the ship and on shore.

5.1.4 Oil Spill and Pollution Prevention

If an oil spill occurs at any time, the Ship’s Oil Spill Emergency Plan (SOPEP)must immediately be put into operation.

Oil Leakage/Overflow During Loading

a) Contact the terminal and request to stop loading immediately.Cease all cargo and ballast operations.

b) Follow the individual terminal emergency stop procedures andsignals.

c) Manifold valves may be closed only after permission is receivedfrom the terminal.

d) In case of overflow, open valves to any empty/slack tanks toreduce the level of the overflowing tank.

e) Sound the General Emergency Alarm with a PA broadcast aboutthe oil spill.

f) Check/stop the air intake to accommodation, stop non-essentialair intakes to the engine room.

g) Close all non-essential sea suctions.

h) Re-check that all scuppers are shut.

i) Try to contain the spill on board using the portable Wilden pumpsand stripping pumps as appropriate.

j) Deck clean up is to be started and fire fighting equipment to bekept ready for use.

k) Oil spill dispersants/emulsifiers should never be used oversideexcept for small spills where written approval is received from theappropriate authorities.

l) Reporting procedures to be followed as per the SOPEP/VRPdepending on the location of the ship.

m) Loading may be resumed after the fault has been rectified.

Oil Leak/Spill During Discharge

a) Stop/trip the cargo pumps immediately. Cease all cargo andballast operations.

b) Inform the terminal about the nature and extent of the leak.

c) Sound the General Emergency Alarm with a PA broadcast aboutthe oil spill.

d) The manifold valves may be closed.

e) Identify and isolate the leaking section of the line if possible.

f) Open the drop valves to drain the top lines and consider reducingthe IG pressure in the tanks.

g) Check/stop the air intake to the accommodation. Stop non-essential air intakes to the engine room.

h) Close all non-essential sea suctions.

i) Re-check that all scuppers are shut.

j) Try to contain the spill on board using the portable Wilden pumpsand stripping pumps as appropriate.

k) Deck clean up is to be started and fire fighting equipment to bekept ready for use.

l) Oil spill dispersants/emulsifiers should never be used oversideexcept for small spills where written approval is received from theappropriate authorities.

m) Reporting procedures to be followed as per the SOPEP/VRPdepending on the location of the ship.

n) Discharging may be resumed after the fault has been rectified.

Any spillage that collects near the aft scuppers on the main deck can bepumped into the deck dump tank.

This is carried out using the two diaphragm pumps (fitted on the port andstarboard side of the pump room entrance) and suction piping system fitted ondeck.

(Note ! Should the deck dump tank fill up, then a cargo oil tank must beselected and the remaining oil spillage pumped directly into the open hatch ofthe tank, using a portable diaphragm pump and flexible hoses.)

Scupper to Deck Dump Tank Port Side



To T

rans

mitt

er P

anel

To T

rans

mitt

er P

anel

DeckWaterSeal

HC40

HC20

IG40

IG47

IG39

IG41

Key

Inert Gas

Sea Water

Vent Mast Riser

PV Valve


SteamReturn

SteamSupply

Deck SealSW Supply

LS

Void

IG05

IG49

IG02

IG03

IG01

IG08

IG07

IG06

IG04

IG10

IG12

IG13

IG11

IG09

IG14

IG20

IG22

IG23

IG18

IG47 IG45

IG16

IG46 IG44

IG17 IG15

IG21

IG19

IG25

IG27

IG28

IG26

IG24

IG29

IG31

IG32

IG30

IG24IG34

IG48

IG42BA023

DD336IG36IG37IG38

IG35

Void

Illustration 5.1.5a Emergency Inerting of Ballast Tanks

No.1 W.B.T. (P & S)

No.1 C.O.T. (P & S)

No.5 Ctr.C.O.T.

No.4 CentreC.O.T.

No.3 CentreC.O.T.

No.2 CentreC.O.T.

No.1 CentreC.O.T.



IG ToDeckDumpTank

No.5 C.O.T. (P & S)


IG Flexible Hose

VentRiser

Upper Deck

Pump Room


To Cargo OilLine


Spill Tank(Stb'd)

Spill Tank(Port)



5.1.5 Emergency Inerting of Ballast Tanks

Adjacent to each ballast tank there is a branch off the IG main, with a valveand blank flange to facilitate emergency inerting of the ballast tanks. Aportable flexible hose (150mm dia) is connected when necessary between thetank inerting connection (elbow with a blank flange) and the flange at theadjacent spur on the IG main. It is also possible to inert the ballast tanks byconnecting the IG line and the ballast bottom lines via IG42, BA023 and theremovable spool piece. The ballast tank hatch in this case would need to beopen to allow venting, as would the required ballast tank suction valve.Alternatively, use the emergency inerting connection as the vent, utilising theinert gas main line hi-jet as the outlet for the tank vapour and the ballast lineas the IG inlet. The method to be used will depend on the incide nt and type ofavailable vents on the ballast tank.

To Carry Out Emergency Inerting of No.2 Ballast Tank Port Side, TankPartially Flooded

a) Shut the individual COT IG isolation valves.

b) Remove the blank from the valve on the branch from the IG main.

c) Remove the blank from the ballast tank inerting flange.

d) Connect the portable flexible hose between the tank valve and thevalve/flange on the branch.

e) Open the ballast tank hatch, provided that there is no lightning orsource of ignition in the vicinity.

f) Open the deck valves IG34 and IG10.

g) The IG system should be running and ready for use.

h) Open the deck isolating valve IG37 for the IG main. Inert gas willnow be sent to No.2 port ballast tank, entering via the flexiblehose and valve.

Continue inerting until the oxygen reading at the tank vent is consistentlybelow 8%, at which point the tank can be considered inert. Depending onrequirements, it may be prudent to continue inerting until a level of 5% oxygenis reached, to give a greater safety margin.

Alternatively the ballast tanks can be inerted using the permanent IGconnection to the ballast system as follows:

To Carry Out Emergency Inerting of No.2 Ballast Tank Port Side, NoFlooding

a) Shut valve IG34 to maintain a positive pressure in the cargo tanks.

b) The IG system should be running and ready for use.

c) Insert the spool piece in the inert gas/ballast system connectingline.

d) Open valves IG42 and BA023.

e) Open the ballast line to No.2 port.

f) Open the ballast tank hatch to act as vent, provided that there isno lightning or source of ignition in the vicinity.

g) Open the deck isolating valve IG37 for the IG main.

Inert gas will now be delivered to No.2 port ballast tank, entering via theballast suction valve and exiting through the ballast tank hatch.

Continue inerting until the oxygen reading at the tank vent is consistentlybelow 8%, at which point the tank can be considered inert. Depending onrequirements, it may be prudent to continue inerting until a level of 5% oxygenis reached, to give a greater safety margin.

Illustration 5.1.5b Emergency Inerting, Ballast Tank No.2 (Port Side)

Key:

ManholeInerting Via Ballast SuctionWith Cross Connection SpoolPiece Inserted From IG LineTo Ballast Line.

Inerting Via Removal OfBallast Tank Inerting Plate,Layering Onto The BallastSurface.

IG

WD WD



Salwico CS3004Salwico CS3004

ALARMS IN QUEUEALARMS IN QUEUE

EXTERNAL CONTROLEXTERNAL CONTROLACTIVATEDACTIVATED

SECTION / DETECTORSECTION / DETECTORNOT RESETNOT RESET

ALARM MUTEALARM MUTE

ALARM RESETALARM RESET

SECTIONSECTION DETECTORDETECTOR

6 13FIREPOWER ONPOWER ON

DISCONNECTIONDISCONNECTION

TEST......TEST......

ALARM TRANSFERALARM TRANSFER

EXTERNAL ALARMEXTERNAL ALARM

DELAY OFF.....DELAY OFF.....

SYSTEM FAULT..SYSTEM FAULT..

ABNORMAL COND.ABNORMAL COND.

MUTEMUTE

RESETRESET

SECTIONSECTION

DETECTORDETECTOR

SMOKESMOKEDETECTORDETECTOR

EXTERNALEXTERNALALARMALARM

EXTERNALEXTERNALCONTROLCONTROL

ALARMALARMDELAYDELAY

ON OFF TIMER LIST

M

R

S EA

D EC

SD AD

FAULT

F1 F2 F3 F4

1 2 3

4 5 6

7 8 9

0

FIRE SEC 6 DET 13CREW CABIN 754

1 (1)

MENU

Illustration 5.1.6a Fire Detection Panel

Central Unit Panel

Fire Alarm Panel Operating Panel



5.1.6 Fire Detection System

General Description

Manufacturer: Consilium MarineType: Salwico Fire Detection System. CS3004

The fire detection system is a complete fire detection and alarm system,including a fire alarm panel, operating panel, control unit and power supplyunit, all contained in one cabinet. Detector loops and two remote repeaterpanels are included in the system.

The system comprises a wide range of detectors and sensors to suit differentneeds and conditions. It includes detectors for different alarm parameters, suchas smoke, heat and flames. Manual call points, short circuit isolators and timersare connected to the loop where required. A fault in the system or a false alarmis detected immediately, since the function of the detectors and other installedloop units are automatically and continuously tested.

The signal for a general fire alarm is provided by the combination of bells andair horns located throughout the vessel.

The central panel is located on the bridge, with repeater panels in the firecontrol centre and in the ECR.

In the event of an alarm condition, a supervised relay in the central controlpanel provides a signal, which activates the vessel’s central alarm system.

Alarms are also given on the central alarm system of fire detection system,Fault and Fire Detection System Override.

Equipment:

Central panel: 1

Repeater panel: 2

Ion smoke detector 96

Rate of rise heat detector: 4

UV-type flame detector: 4

Manual call point : 40

Detectors

The type of detector fitted depends upon the location of the unit, and acombination of the following three basic types of detector is used to providethe surveillance on the vessel.

i) Heat Detectors

The heat detectors may be splash-proof with automatic re-setting, triggertemperature of either 57°C or 80°C or rate of rise. They have a bi-metaloperation, closing at an alarm condition with local LED alarm indication.

ii) Ionisation Smoke Detectors

The ionisation smoke detectors have a two part outer chamber to measureparticle concentration and an inner chamber to compensate for changes inpressure and humidity. Local LED alarm indication. Reset on central panelonly.

For hazardous areas intrinsically safe versions of the above are supplied via azener barrier.

WARNINGIonisation smoke detectors contain radio-active elements and onlyauthorised personnel are to repair them. Defective units should beremoved, replaced and landed for forwarding to authorised agents forrepair.

iii) Flame Detectors

The flame detectors comprise of an infrared detector with a local LED alarmindication. These can be reset on the central panel only. A function testrequired at least every six months as units may become obscured by dirt.

Central Fire Alarm Panel (FAP)

The fire alarm panel is divided into two parts, the fire alarm panel and theoperating panel. The fire alarm panel is activated when there is a fire alarm inthe system. The operator verifies and supervises the system by using thedifferent keys and the display on the operating panel.

The fire alarm signal is indicated by a common fire indication on all panels(flashes red). All alarm devices start. Act in accordance with the instructionsby the central panel. Adjacent to the FIRE signal on the panel the sectionnumber and detector head in alarm are displayed.

Keys on the Fire Alarm Panel are:

ALARM MUTEThis key acknowledges the fire alarm and mutes the buzzers.

ALARM RESETThis key is used to reset the fire alarm.

ALARMS IN QUEUE (ALQ)LEDs indicate multiple alarms when flashing. Pressing the ALQ button willdisplay the next sector in alarm.

Indicators

External Control Activated:A LED indicating that and external control output is active.

Section Detector not Reset:A LED indicating that a reset of the fire alarm has been attempted but failed.

Operating Panel (OP)

The operating panel is used for controlling the system and to display allnecessary information in the case of a fire alarm. The alphanumeric display isused as a complement to the numerical display on the fire alarm panel, as acommunication media when operating the system and to display guiding textsfor the function keys. Under normal conditions when the central unit is innormal status, the text Salwico CS3004 is displayed together with the date andtime.

Keys

F1, F2, F3 and F4:

These are function keys used for choosing functions from the menus in thealphanumeric display on the operator panel and for entering certain characterswith no keys of their own. F4 cycles through the available menus. Anexplanation of each function key is shown above it on the alphanumericdisplay.

0 - 9These are the numerical keys.

Left Arrow KeyThis is the correction key; pressing erases the last key entry.

ENTER KeyPressing the return key returns the system to its normal status.



Salwico CS3004Salwico CS3004

ALARMS IN QUEUEALARMS IN QUEUE

EXTERNAL CONTROLEXTERNAL CONTROLACTIVATEDACTIVATED

SECTION / DETECTORSECTION / DETECTORNOT RESETNOT RESET

ALARM MUTEALARM MUTE

ALARM RESETALARM RESET

SECTIONSECTION DETECTORDETECTOR

6 13FIREPOWER ONPOWER ON

DISCONNECTIONDISCONNECTION

TEST......TEST......

ALARM TRANSFERALARM TRANSFER

EXTERNAL ALARMEXTERNAL ALARM

DELAY OFF.....DELAY OFF.....

SYSTEM FAULT..SYSTEM FAULT..

ABNORMAL COND.ABNORMAL COND.

MUTEMUTE

RESETRESET

SECTIONSECTION

DETECTORDETECTOR

SMOKESMOKEDETECTORDETECTOR

EXTERNALEXTERNALALARMALARM

EXTERNALEXTERNALCONTROLCONTROL

ALARMALARMDELAYDELAY

ON OFF TIMER LIST

M

R

S EA

D EC

SD AD

FAULT

F1 F2 F3 F4

1 2 3

4 5 6

7 8 9

0

FIRE SEC 6 DET 13CREW CABIN 754

1 (1)

MENU

Illustration 5.1.6a Fire Detection Panel

Central Unit Panel

Fire Alarm Panel Operating Panel



M KeyThis is a fault handling key used to acknowledge faults and to mute thebuzzers.

R KeyThis is a fault handling key used to reset the faults.

ON, OFF, TIMERThese are operation keys used to choose the operation to perform.

LIST, UP ARROW, DOWN ARROWPressing the LIST key opens the list function whilst the arrow keys are used toscroll through the lists.

Indicators

POWER ONIs lit when the power is set to on.

DISCONNECTIONGeneral disconnection indicator.

TESTIs lit when the central unit is in the test mode.

ALARM TRANSFERIs lit when the dedicated fire output is activated (steady light) and is flashingwhen the door is opened, the fore output is deactivated.

EXTERNAL ALARMIs lit when an external alarm output is disconnected (steady light) or faulty(flashing).

DELAY OFFIs lit when the time delay is deactivated.

SYSTEM FAULTIs lit when a fault occurs in the system program.

ABNORMAL COND.Is lit when an abnormal condition has occurred.

The top line of the LCD screen displays address of the first fire alarm, thesecond line displays additional information about the alarming unit. The thirdline displays the address of the latest fire alarm and additional information isdisplayed on the fourth line.

Mini Repeater Panel (MN3000)

A mini repeater panel can only display one fire alarm at a time. An indicator islit (MORE ALARMS) if there is more than one fire alarm active in the systemat a time. The user can list all fire alarms in the system forward or backwardusing the LIST arrow keys. In the event of a fire alarm there is a local buzzerwhich can be muted locally at the panel using the LOCAL MUTE key.

In the Event of a Fire being Detected

Press ALARM MUTE to mute and acknowledge the fire alarm whenconsistent with the ship’s emergency procedures.

(Note ! If a fire alarm is accidentally muted there is a function to resound thealarm.)

The fire indicator stops blinking and turns over to a steady red. The audible firealarm is temporarily silenced when the door is opened and it is permanentlysilenced when the ALARM MUTE is pressed. The sector number and detectoraddress in alarm is displayed on the fire alarm panel and on the alphanumericdisplay on the operating panel.

Alarms in Queue Flashing

Press the ALQ button to cycle through the sectors that are in alarm.Information is displayed on both the FAP and the OP.

Reset Fire Alarm

Press ALARMS IN QUEUE repeatedly to select the appropriate fire alarm.Press ALARM RESET to reset the fire alarm.

Two things happen when a fire alarm is reset; it disappears from the displayand it is moved from the ALL list to the Fire Alarm History list. The next firealarm is displayed after five seconds or, if there are no more fire alarms, thesystem returns to normal status and Salwico CS3004 is displayed.

Should the fire alarm not reset, the indicator SECTION/DET NOT RESET onthe fire alarm panel comes on, the alphanumeric display indicates the reasonfor no reset and the display returns to normal status. The fire alarm nowbecomes a non-resettable alarm which can be listed in one of two ways.

a) Press the list key on the operating panel and select the NOTRESET list.

b) If all fire alarms and faults are muted and reset use the ALARMSIN QUEUE key to cycle through the not reset alarms.

Resound Fire Alarm

This function will activate a muted alarm device if the fire alarm conditionremains. The device will sound continuously until muted again.

a) Press F4 (MENU).

b) Press F3 (RESOUND).

The fire indicator starts flashing and the external device gives an audibleindication. The alphanumeric display displays SOUNDING DEVICEACTIVATED.

Fault Signal

The common fault indicator flashes yellow and internal audible indicationstarts. All fault indications are to be investigated and dealt with as soon aspossible.

The fault is displayed on the alphanumeric display. The first line displays theword FAULT followed by the fault code, section number, detector address and afault message. The second line displays additional text if provided. The fault isnot displayed if a fire alarm exists in the system; instead it is put in the fault list.

Press the M key in the fault field to mute the buzzer and acknowledge the faultalarm.

The fault alarm changes to a steady yellow light once acknowledged. The faultis now entered into the fault list and the next fault if any is displayed.

Fault Codes (examples)

26 Bad communication on loop possibly due to a noisy environment

81 Mains fault

83 Fuse fault

90 Polluted detector (abnormal condition)

96 Battery indicates a battery fuse(s) blown or a break in a battery cable

101 Alarm function failure indicates that the alarm function in thestated detector has failed

102 Thermistor faulty indicates that the thermistor in the stated heat detector is faulty



Fire Control Panel on the Bridge

Fire Alarm Repeater Panel in the Fire Control Centre



103 Ion smoke chamber fault, indicates that the stated smoke detector is at fault

121 Cable break, indicates that one of the system loops or detectorloops is faulty

141/142 Earth fault indication, indicates both positive (+) and negative(-) potential to earth

Reset Faults

The faults can only be reset from the fault list

Press LIST to open the list function

Press F2 to select the fault function

The latest fault is always displayed first. Use the up and down arrow keys toscroll through the faults to interrupt this function, press the ENTER key.

Press the R key in the fault field to reset the fault

When the fault resets it disappears from the list and the next fault is displayedafter about five seconds. If the fault list is empty, the text LIST IS EMPTY isdisplayed and the system returns to normal status. Salwico CS3004 isdisplayed.

Should the fault not reset, the reason is displayed on line three of thealphanumeric display. The text on line three will disappear after threeseconds. Rectify the problem and then try to reset the fault again.

Disconnections

Different parts of the alarm system can be disconnected from individualdetectors to complete loops and alarm devices. Once disconnected the systemcan no longer detect fire alarms or faults etc., which are covered by the partdisconnected. This function should only be used with great care and for theminimum of time.

Deactivation/Activation of Alarm Delay

The alarm delay function is usually set to ON (activated) when the system isdefined, before installation of the system. When a smoke detector reaches itsalarm level, the alarm is time delayed for 40 seconds before it is passed on tothe central unit if the alarm condition remains.

This function can be deactivated/activated from the operator panel.

Press AD key on the operator panel

Press OFF key to deactivate the function

When the alarm is deactivated the LEDs DELAY OFF and DISCONNECTIONare lit.

To activate the delay function:

Press LIST

Press F3 (DISCONN)

Press ON

When the alarm is activated the LEDs DELAY OFF and DISCONNECTIONgo out.

Dimmer Function

The LED intensity can be set in six different levels 0 to 5 where 0 is minimum(off) and 5 is maximum intensity.

Press F4 (MENU) until LAMP INTENS is displayed

Press F2 (LAMP INTENS)

Enter a number between 0 and 5

Press F1 (READY)

The intensity is now set and the text SENSITIVITY SET is displayed on thethird line. To test the result of the setting, use the lamp test function.

Press the ENTER key to leave this function

Central Panel Door

The front door on the central panel should be kept closed. When the front dooris opened, the fire alarm buzzer is temporarily silenced.

Only the green operating lamp, marked ON, should be lit when the door isclosed during normal operation.

Changing Access Levels

The functions in the system are divided into different access levels since notall operators are allowed to use all functions in the system. The system changesto a higher access level if the operator enters the correct four digit access code.

Press F4 (MENU) until ACC LEV is displayed on the alphanumeric screen

Press the FUNCTION key below ACC LEV to select it

Enter the correct four digit code

The system changes to the new access level if the correct code is entered orreverts to access level one if the wrong code is entered. When the panel dooris closed the system reverts to access level one.

Main Menu and the Access Levels

Menu F1 F2 F3 Access Level

Menu A Acc Level Cha Code RESOUND All levels

Menu B Lamp Test Lamp Intensity Buzzer All levels

Menu C Set Time Set Date From level 2

Menu D Prog Ver Show Def El Isol From level 3

Menu E Power Status Loop Test Connect PC From level 3

Menu F Load Text From level 3



DNDNUP

Lift PublicToilet

FireLocker Radio

Room

Illustration 5.1.7a Fire Detection and Alarms Navigation and Bridge Deck

Wheelhouseand Chart Space

Fire Alarm Bell

Pushbutton For Fire Alarm

Fire Detector Smoke Type

Emergency Stop

Fire and Safety Plan

Key

Fire Detecting Alarm Control PanelCP

CP

E

E

ERVentilation

E

AccommodationVentilation



DN

DN

UP

UP

UP

Captain'sBedroom

C.G.L

Lift

CableDuct

Captain'sDay Room

Captain'sOffice

BatteryLocker

Locker

ToiletShower

Illustration 5.1.7b Fire Detection and Alarms Deck D and E

Deck D

Deck E

A

Fire Alarm Bell



Key

Locker

C.G.L

CableDuct

DN

DN

UP

UP

tt

UP



ChiefEngineer's

Office

Lift

Electric Equipment

Locker



Illustration 5.1.7c Fire Detection and Alarms Deck C and B

Cargo GearCleaning

Room

ConferenceRoom

Lift



1stOfficer

Officer'sSmoking

Room


ChiefOfficer's

Day Room

Pilot

AirConditioning

Room

DressRoom

ToiletShower

ToiletShower

ToiletShower

ToiletShower

PublicToilet

Library

UP

DN

UP

DN

UP

C.G.L

UP

UP

Lift


Officer'sDressRoom

Ship'sAssistant

(F)

SpareOfficer

(A)

SpareOfficer

(B)

Spare(B)

Spare(C)

Spare(D)

Spare(E)

Spare(F)

Spare(G)

Crew's DressRoom

Stewardess

Engine CasingSpareOfficer

(C)

SpareOfficer

(D)

SpareOfficer

(E)Chief Steward

Day Room

ChiefStewardBedroom

3rdEngineer

Locker

StewardLocker

2ndEngineer

2ndOfficer

CableDuct

C.G.L

DN

ToiletShower

ToiletShower

ToiletShower

ToiletShower

ToiletShower

ToiletShower

ToiletShower

ToiletShower

ToiletShower

ToiletShower

ToiletShower

Toilet

Shower

Toilet

Shower

Toilet

Shower

Deck BDeck C

Engine Casing

Fire Alarm Bell



Key



Illustration 5.1.7d Fire Detection and Alarms on Deck A

DN

DN

UP

DN

DN

DN

UP


EngineCasing

A Deck

VegetableStore

MeatStore

Galley

Dry ProvisionsRoom

BeerStore

BondStore

Lift

Cable DuctRoom

C.G.L

DomesticStore

Ship'sAssist.

(A)

Ship'sAssist.

(B)

Ship'sAssist.

(D)

Ship'sAssist.

(E)

Ship'sControlCentre

Fire ControlStation

Ship'sAssist.

(C)

Crew'sDay Room

WatchRoom

DutyMessRoom

DinningStation

ToiletShower

Toilet

Toilet

Shower

Shower

Fire Alarm Bell



Emergency Stop


Quick-Closing Valve Box

Key

Fire Detecting Alarm Repeater PanelRP

E

Emergency StopE

RPE E



Illustration 5.1.7e Fire Detection and Alarms on Upper Deck

Engine Casing

DeckStore

DeckStore

FoamRoom

Upper Deck

HydaulicPowerUnit

Room

LampStore

SwimmingPoolTank

Emergency DieselGeneratorRoom

Paint Store

CO2Room

Infirmary

Rescuelocker

GarbageRoom

LinenLocker

Ship'sLaundry

CloakLocker

DN

Gymnasium

6-SuezCrew

Lift

CGL

CableDuct

Locker

Pub.Toilet

UP

UP

UP

UP

UP

UP

UP

UP

Fire Alarm Bell




Key



Illustration 5.1.7f Fire Detection and Alarms 2nd Deck and Steering Gear Room

Steering Gear Room

2nd Deck

UP

DN

DN

UP

UP

Store Room

Workshop

Incinerator

MDOService Tank

CylinderOil Storage

Tank

No.2HFOServ.Tank

No.1HFOServ.Tank

HFOSettling

Tank

MainLO

Stor.Tank

MainLO

Sett.Tank

Turbine LOSett. Tank

G/E LOStorage Tank Lift

Outer HFO Tank(P)

Outer HFO Tank(S)

Inner HFO Tank(P)

Aft HFO Tank(S) Fore HFO Tank

(S)

CO2 CO2

CO2

Fire Alarm Bell



Fire Detector Thermal Type

Flame Detector

Fire Alarm Horn

CO2 Discharge Alarm Horn

CO2 Discharge Alarm Bell

Key

CO2

CO2



Illustration 5.1.7g Fire Detection and Alarms Floor Plan and 3rd Deck

LO Sump Tank

Aft HFO Tank(Starboard)

Fore HFO Tank(Starboard)

Outer HFO Tank(Starboard)

Outer HFO Tank(Port)

Inner HFO Tank(Port)

LSS

OBT(Dirty)

BHT

BW

OBT(Clean)

BW

BWMDO Tank(Port)

FO OverflowTank

MDO Tank(Starboard)

UP UP

HFOServ.Tank

No.1HFOServ.Tank

HFOSettling

TankOuter HFO Tank

(P)

Outer HFO Tank(S)

Inner HFOTank (P)

MainEngine

Purifier Room

Sludge Tank

Lift

Fore HFO Tank(S)Aft HFO Tank

(S)

Engine ControlRoom

RP

CO2

CO2

CO2

CO2

CO2

CO2

CO2

PumpRoom

Fire Alarm Bell



Fire Detector Thermal Type

Flame Detector


Fire Alarm Horn

CO2 Discharge Alarm Horn

CO2 Discharge Alarm Bell

Key

Fire Detecting Alarm Repeater PanelRP

CO2

CO2



DNDNUP

Lift PublicToilet

FireLocker Radio

Room

MV-16

ConverterRoom

Illustration 5.1.8a Fire Fighting Equipment and Dampers - Navigation and Bridge Deck

Firemans OutfittingLockerFE

Fire Proof Clothing

Rubber Boots

Safety Helmet

Fire Axe

Compressed Air BreathingApparatus (Press Air Mask)

Spare Cylinder For AirBreathing Apparatus

Safety Lamp

Battery For Safety Lamp

45m Line With Belt

Rubber Gloves

KeyFE

Portable Fire Extinguishers(2kg CO2)

CO2 2kg

CO22kg

CO22kg

CO22kg

Portable Fire Extinguishers(12kg Powder)

P

12kg

P

12kg

P

12kg

Wheelhouseand

Chart Space

Fire Hydrant With HoseConnection

Smoke Damper

International Shore ConnectionWith Gasket and Bolts

Emergengy Fire PumpStart/Stop

Fire Pump LocalStart/Stop

S.F.P

M.F.P

Fire Hose Box With Hose

S.F.P

M.F.P

S

S

S

V

VentilatorV(x2) (x1)(x4) (x2) (x2) (x2) (x2) (x6) (x2) (x2) (x2)



Illustration 5.1.8b Fire Fighting Equipment and Dampers - Deck E and D

DN

DN

UP

UP

UP

Captain'sBedroom

CGL

Lift

Cable

Duct

Captain's

Day Room

Captain'sOffice

Battery

Locker

Locker

Toilet

Shower

Deck E

P

12kg

P

6kg

P

6kg

P

6kg

CO26kg

A

5FT

5

Deck D

Locker

4

MV-15

CGL

CableDuct

DN

DN

UP

UP

DN

UP



ChiefEngineer's

Office

Lift

Electric Equipment

LockerCO26kg

P

12kg

P

6kg

P

6kg

P

12kg

V

A

5FT

Key


CO26kg


P

6kg


P

12kg



Fire Damper (Automatic)A

Ventilator

Applicator For Jet/Fog NozzleIncluding Wall Mounting Bracket (5ft.)

V



Illustration 5.1.8c Fire Fighting Equipment and Dampers - Deck C and B

Cargo GearCleaning

Room

ConferenceRoom

Lift



1stOfficer

Officer'sSmoking

Room


ChiefOfficer's

Day Room

Pilot

AirConditioning

Room

MV-13, MV-14

21, 22, 23, 24

MV-13, MV-14

3

M9, M10, M11

DressRoom

ToiletShower

ToiletShower

ToiletShower

ToiletShower

PublicToilet

Library

UP

DN

UP

DN

UP

C.G.L

CO26kg

P

12kg

P

12kg

P

6kg

P

6kg

P

12kg

M M

M M

M M M

V V

V

Key


CO26kg


P

6kg


P

12kg



Fire Damper (Automatic)

Fire Damper (Manual)

A

VentilatorV

M

A

UP

UP

Lift


Officer'sDressRoom

Ship'sAssist.

(F)SpareOfficer

(A)

SpareOfficer

(B)

Spare(B)

Spare(C)

Spare(D)

Spare(E)

Spare(F)

Spare(G)

Crew's DressRoom

Stewardess

SpareOfficer

(C)

SpareOfficer

(D)

SpareOfficer

(E)


ChiefStewardBedroom

3rdEngineer

Room

Locker

StewardLocker

2ndEngineer

2ndOfficer

Cable DuctRoom

C.G.LEngineCasing

DN

ToiletShower

ToiletShower

ToiletShower

ToiletShower

ToiletShower

ToiletShower

ToiletShower

ToiletShower

ToiletShower

ToiletShower

ToiletShower

Toilet

Shower

Toilet

Shower

Toilet

Shower

P

6kg

A

P

6kg

P

6kg

P

6kg

P

12kg

P

12kg

Deck BDeck C



Illustration 5.1.8d Fire Fighting Equipment and Fire Dampers - Deck A

DN

DN

UP

DN

DN

DN

UP


EngineCasing

VegetableStore

MeatStore

Galley

Dry ProvisionsRoom

BeerStore

BondStore

Lift

Cable DuctRoom

C.G.L

DomesticStore

Ship'sAssist.

(A)

Ship'sAssist.

(B)

Ship'sAssist.

(D)

Ship'sAssist.

(E)

Ship'sControlCentre

Fire ControlStation

Ship'sAssist.

(C)

Crew'sDay Room

WatchRoom

DutyMessRoom

DinningStation

ToiletShower

Toilet

Toilet

Shower

Shower

F Main Isolating Valve


VentilatorV

M

Firemans OutfittingLockerFE

Fire Proof Clothing

Rubber Boots

Safety Helmet

Fire Axe

Compressed Air BreathingApparatus (Press Air Mask)

Spare Cylinder For AirBreathing Apparatus

Safety Lamp


45m Line With Belt

Rubber Gloves

Key


International Shore ConnectionWith Gasket and Bolts

Emergengy Fire PumpStart/StopS.F.P

Fire Pump Local Start/StopM.F.P


FE

(x2) (x1)(x4) (x2) (x2) (x2)

(x2) (x6) (x2) (x2) (x2) (x1)


CO26kg


P

6kg


P

12kg

Fire Blanket

Smoke DamperSApplicator For Jet/Fog NozzleIncluding Wall Mounting Bracket (5FT.)5FT

5FT

M.F.PS.F.P

S

SFire Damper (Automatic)A

A

MM

V

V

CO26kg

P

12kg

CO26kg

P

12kg

P

12kg

P

6kg

P

12kg

7

MV-11

MV-12

8

1



Illustration 5.1.8e Fire Fighting Equipment and Fire Dampers - Upper Deck

Engine Casing

MV-10

MV-6

MV-7

MV-56

3

DeckStore Deck

Store

FoamRoom

HydraulicPowerUnit

Room

LampStore

SwimmingPoolTank


Paint Store

CO2Room

Infirmary

Rescuelocker

GarbageRoom

LinenLocker

Ship'sLaundry

CloakLocker

DN

Gymnasium

6-SuezCrew

Lift

CableDuct

Locker

Pub.Toilet

UP

UP

UP

UP

UP

UP

UP

UP

CO2 Discharge NozzleCO2

Key


CO2

6kg

Spare Portable Fire Extinguishers(2kg CO2)


P

6kg

Spare Portable Fire Extinguishers(6kg CO2)

Spare Portable Fire Extinguishers(6kg Powder)

Spare Powder Charges(12kg Powder)

Spare Powder Charges(15kg Powder)

P

6kg



Hose Reel With Fire Hose

Portable Foam ApplicatorF

F

F Main Isolating Valve

CO2 Master Control BoxWith KeyCO2


P

12kg


P

25kg

CO2

6kg

CO2

2KGCO2

2kg

25KG

P

12KG

P

Stop Valve For Foam Main

Foam TankF

Foam MonitorF

Emergency Fire PumpStart/StopM.F.P


VentilatorV

V

MV-17V

M

M

CO2

6kg

P

25kg

P

25kg

F

P

6kg

P

6kg

P

6kg

P

6kg

P

6kg

P

6kg

P

6kg

P

6kg

P

6kg

P

12kg

P

12kg

P

6kgCO2

6kg

CO2

2KGCO2

2kg25kg

P

12kg

P

F

F

F

F

CO2

CO2

CO2 CO2

F

F

F

M.F.P

V

MV-18V

V

V

V

M

M

1

2

M

15

16

MV-19V

MV-9MV-8

V

M

M14

M

13

M

12

M

54

17

M

M

M

P

25kg

F

P

25kg

Fresh Water Spray NozzleW

W



H

Illustration 5.1.8f Fire Fighting Equipment and Fie Dampers - On Deck

Hose Reel With Fire HoseF


Fire & General Service Pump

Emergency Fire Pump

Key


Jet/Fog Nozzle


VentilatorV

M

Foam Valve With ConnectionF

Stop Valve For Foam Main

Foam MonitorF

Foam Hose With PortableFoam Branch Pipe & Hose

F

SteeringGear Room

PumpRoom

FF

M

M

M

M

M

Offshore Fire Extinguishers(12kg Powder)

P

12kg

P

12kg

P

12kg

V MF

V MF

F

F

F

F

F

F

F

F

F

F

F

F

F

19

18

F

F

F

F

F

F

F

F

F

F

F

F

F

F

F

Fresh Water IsolatingValve

W

W

VMV-20

MV-19

16

MV-18

15

14

12

13

VMV-17



Illustration 5.1.8g Fire Fighting Equipment - Bosun's Store and Steering Gear

UP

Bosun'sStore

Key


CO26kg


P

25kg


Applicator For Jet/Fog NozzleIncluding Wall Mounting Bracket (10FT.)


10FT

10FT


F

CO26kg

P

25kg

Bosun's Store

Steering Gear Room

Emergengy Fire PumpStart/Stop

S.F.P

S.F.P



Illustration 5.1.8h Fire Fighting Equipment and Fire Dampers - 2nd Deck

UP

DN

DN

UP

UP

Store Room

Workshop

Incinerator

V.T

V.T

V.T

CylinderOil Stor.

Tank

No.2H.F.O.Serv.Tank

No.1H.F.O.Serv.Tank

H.F.O.Sett.Tank

MainL.O.Stor.Tank

MainL.O.Sett.Tank

Turb. L.O.Sett. T.

G/E L.O.

Lift

Outer H.F.O Tank(P)

Outer H.F.O Tank(S)

Inner H.F.O Tank(P)

Aft H.F.O Tank(S) Fore H.F.O Tank

(S)CO2 Discharge Nozzle

CO2




P

6kg

Key

CO2

CO2

CO2

CO2

CO2

CO2

CO2

CO2

CO2

CO2

CO2

CO2

CO2

CO2

CO2

CO2

CO2

CO2

P

6kg

P

6kg

F

Portable Foam Applicator

Sand Box With Scoop

F

F


P

25kg


P

12kg

P

25kg

P

12kg

P

12kg

P

12kg

P

12kg

P

6kg

P

6kg

Emergengy Fire PumpStart/StopS.F.P

S.F.P

Fresh Water Spray Pump

Fresh Water IsolatingValve

W

W

W

W

VentilatorV

V MV-5



Illustration 5.1.8i Fire Fighting Equipment and Fire Dampers - Floor and 3rd Deck Plan

L.O. Tank

Aft H.F.O.T.(S)

Fore H.F.O.T.(S)

Outer H.F.O.T.(S)

Outer H.F.O.T.(P)

Inner H.F.O.T.(P)

L.G.S.

O.B.T.(Dirty)

B.H.T.

B.W.

O.B.T.(Clean)

B.W.

PumpRoom

CO2 Discharge NozzleCO2


Fire & General Service Pump

Emergency Fire Pump

Fire Pump Local Start/StopM.F.P


P

6kg

Key

CO2

CO2

CO2

CO2

CO2

CO2

CO2

CO2

CO2

CO2

CO2

CO2

CO2CO2CO2

CO2

CO2CO2CO2

P

6kg

P

6kg

P

6kg

P

6kg

P

6kg

P

6kg

F

F

F

F

CO2

CO2CO2 CO2

CO2

CO2

CO2

CO2

M.F.P

UP UP

H.F.O.Serv.Tank

No.1H.F.O.Serv.Tank

H.F.O.Sett.TankOuter H.F.O Tank

(P)

Outer H.F.O Tank(S)

Inner H.F.OTank (P)

MainEngine

Purifier Room

MV-3

Sludge Tank

Lift

Fore H.F.O Tank(S)Aft H.F.O Tank

(S)

Engine ControlRoom

Fresh Water Spray NozzleW


Fire Proof Gloves (pair)

Safety Lamp


CO2

CO2


P

25kg


P

12kg

P

6kg

P

6kg

P

12kg

P

12kg

P

12kg

CO2

CO2

CO2

CO2

CO2

CO2

CO2

CO2

CO2

CO2

CO2

CO2

CO2

CO2

P

6kg

P

6kg

P

25kg

F

F


CO26kg

CO26kg

CO26kg

(x2)

(x2)

(x6)

VentilatorV

V

W

W

(x24)

(x30)

W(x40)

Fresh Water Spray PumpStart/Stop

E

E

1

2

3

1

2

3

Floor 3rd Deck

VMV-3



DNDN

DN

UP

Wheelhouseand

Chart Space

LiftPublicToilet

FireLocker

RadioElectricRoom

Illustration 5.1.9a Life Saving Equipment and Escape Routes - Navigation and Bridge Deck

A

Escape Routes

A Class Fire Door

Two Way Hand-Held RadioTelephone Apparatus

Lifebuoy with Lightand Smoke

Life Jacket Box

Float Free EmergencyIndicator Radio Beacon (EPIRB)

Radar Transponder

Life Jacket

Parachute Signal Flares

Line-Throwing Appliance

Key

LJB

LJB

X3

X2



DN

DN

DN

UP

UP

UPCaptain'sBedroom

C.G.L

Lift

Cable

Duct

Captain's

Day Room

Captain'sOffice

Battery

Locker

Locker

Toilet

Shower

Escape Route

Key

Illustration 5.1.9b Life Saving Equipment and Escape Routes - Deck E

A Class Fire Door

B Class Fire Door

A

B

A

A

A

B

B

B



Illustration 5.1.9c Life Saving Equipment and Escape Routes - Deck C and D

C Deck D Deck

Locker

C.G.L

CableDuct

DN

DN

UP

UP

DN

UP



ChiefEngineer's

Office

Lift

Electric Equipment

Locker

A

A

A

A

B

B

Cargo GearCleaning

Room

ConferenceRoom

Lift



1stOfficer

Officer'sSmoking

Room


ChiefOfficer's

Day Room

Pilot

AirCondition

Room

DressRoom

ToiletShower

ToiletShower

ToiletShower

ToiletShower

PublicToilet

Library

UP

DN

UP

DN

UP

C.G.L

Escape Route

Key

A Class Fire Door

B Class Fire Door

A

B

A

A

A

A

B

B

B

B

B

B

B

B



Illustration 5.1.9d Life Saving Equipment and Escape Routes - Deck A and B

DN

DN

UP

DN

DN

DN

UP


EngineCasing

VegetableStore

MeatStore

Galley

Dry ProvisionsRoom

BeerStore

BondStore

Lift

CableDuct

C.G.L

DomesticStore

Ship'sAssist.

(A)

Ship'sAssist.

(B)

Ship'sAssist.

(D)

Ship'sAssist.

(E)

Ship'sControlCentre

Fire ControlStation

Ship'sAssist.

(C)

Crew'sDay Room

WatchRoom

DutyMessRoom

DinningStation

ToiletShower

Toilet

Toilet

Shower

Shower

Escape Route

Key

A60 Class Fire Door

A Class Fire Door

B Class Fire Door

A60

A

B

A60

A60

A

A

A

A

A

A

A

B

B

B

B

B

B

B

UP

UP

Lift


Officer'sDressRoom

Ship'sAssist.

(F) SpareOfficer

(A)

SpareOfficer

(B)

Spare(B)

Spare(C)

Spare(D)

Spare(E)

Spare(F)

Spare(G)

Crew's DressRoom

Stewardess

SpareOfficer

(C)

SpareOfficer

(D)

SpareOfficer

(E)


ChiefStewardBedroom

3rdEngineer

Room

Locker

StewardLocker

2ndEngineer

2ndOfficer

C.G.L

EngineCasing

DN

ToiletShower

ToiletShower

ToiletShower

ToiletShower

ToiletShower

ToiletShower

ToiletShower

ToiletShower

ToiletShower

ToiletShower

ToiletShower

Toilet

Shower

Toilet

Shower

Toilet

Shower

B

B

B

B

B

B

B

B

B

B

B

B

B

B

A

A

A

A

A

A

A

A

A Deck B Deck

CableDuct



Illustration 5.1.9e Life Saving Equipment and Escape Routes Upper Deck

Engine Casing

DeckStore Deck

Store

FoamRoom

HydroPowerUnit

Room

LampStore

SwimmingPoolTank


Paint Store

CO2Room

Infirmary

Rescuelocker

GarbageRoom

LinenLocker

Ship'sLaundry

CloakLocker

DN

Gymnasium

6-SuezCrew

Lift

CableDuct

C.G.L

Locker

Pub.Toilet

UP

UP

UP

UP

UP

UP

UP

UP

Key

Medicine Supply

+

+

Stretcher

(x6)

++

A Class Fire Door

B Class Fire Door

A

B

A

A

A

A

A

A

A

A

A

A

B

B

B

B

B

Immersion Suit

Escape Route



H

Illustration 5.1.9f Life Saving Equipment and Escape Routes On Deck

Inflatable Liferaft No. of Person

Embarkation RopeLadder

Immersion Suit

Life Jacket BoxL.J.B

L.J.B

Key

16

6

6P

Escape Route

(x2)

(x2)

(x6)

(x6)

Medical Supply

Stretcher (Marine Model)

+

+

+

+

Lifebuoy with Light Lifeboat

Lifebuoy With Lineand Light

Fast Rescue Boat

Life JacketChildrens

Life Jacket

2016

2016 6P

Lifebuoy With Line

(x4)(x18)L.J.B

(x4)(x18)L.J.B



Illustration 5.1.9g Life Saving Equipment and Escape Routes - Bosun's Store and Steering Gear

Escape Route

Key

UP

Bosun'sStore

F

Bosun's Store

Steering Gear Room



Illustration 5.1.9h Life Saving Equipment and Escape Routes - 2nd Deck

UP

DN

DN

UP

UP

Store Room

Workshop

Incinerator

V.T

V.T

V.T

CylinderStorage

Tank

No.2H.F.O.Serv.Tank

W.D.O.Serv. Tank

No.1H.F.O.Serv.Tank

H.F.O.Sett.Tank

MainL.O.Stor.Tank

MainL.O.Sett.Tank

Turbine LOSettling

Tank

GeneratorEngine LO

Storage Tank Lift

Outer H.F.O Tank(P)

Outer H.F.O Tank(S)

Inner H.F.O Tank(P)

Aft H.F.O Tank(S)

Fore H.F.O Tank(S)

2nd deck

3rd Deck

Engine Room

Aft PeakTank

SteeringGear Room

PumpRoom

Escape Route

Key

A60

A

A60

A60 Class Fire Door

A Class Fire Door

A60

A



Illustration 5.1.9i Life Saving Equipment and Escape Routes - 3rd Deck

UP UP

No.2H.F.O.Serv.Tank

No.1H.F.O.Serv.Tank

H.F.O.Sett.Tank

Outer H.F.O Tank(P)

Outer H.F.O Tank(S)

Inner H.F.OTank (P)

Main Engine

Purifier Room

Sludge Tank

MainGenerator

Room

Lift

2nd deck

3rd Deck

Engine Room

Aft PeakTank

SteeringGear Room

PumpRoom

Escape Route

Key

Fore H.F.O Tank(S)Aft H.F.O Tank

(S)

EngineControlRoom

A60

A60 Class Fire Door

A Class Fire Door

B Class Fire Door

A60

A

B

A

A

A

A60

B

Life Jacket Box

L.J.B

L.J.B

Life Jacket

(x2)



Illustration 5.1.9j Life Saving Equipment and Escape Routes - Floor Plan

1st Platform

2nd Platform

Engine Room

Aft PeakTank

SteeringGear Room

PumpRoom

L.O. Tank

Aft H.F.O.T.(S)

Fore H.F.O.T.(S)

Outer H.F.O.T.(S)

Outer H.F.O.T.(P)

Inner H.F.O.T.(P)

L.G.S.

FOOverflow

Tank

O.B.T.(Dirty)

B.H.T.

B.W.

O.B.T.(Clean)

B.W.

B.W.

PumpRoom

Escape Route

Key

A60 Class Fire DoorA60

A60


Issue: 1 5.2 Emergency Procedures Navigation - Page 1 of 9

The following actions to be carried out:

a) Inform the Master.

b) Inform the engine room.

c) Engage emergency steering procedure posted in the steering gearroom.

d) ‘Not Under command’ shapes or lights to be exhibited.

e) Commence sound signalling.

f) Prepare engines for manoeuvring.

g) Take way off the ship.

h) Prepare for anchoring if in shallow waters.

i) Evaluate need for tug escort/assistance.

j) Evaluate need for salvage.

k) Broadcast URGENCY message to ships in the vicinity.

Emergency Steering Drill

Emergency steering drill should be carried out at least once every three monthswhen traffic and navigational restrictions permit.

The drill is to consist of the direct operation of the main steering gear by usingthe manual control within the steering flat. This operation is to be directed fromthe navigation bridge. After each drill, details and the date it is carried out areto be entered in the Official Log Book and Particulars and Records Book.

STEERING CONTROLMODES

Follow Up SteeringSteering Stand

Automatic SteeringNautopilot A

Non Follow-up steeringTiller

For emergency override

Failureof FU

Change to NFUsteering

No

Use helmsman tosteer, advise masterand duty engineer of

any problem

In the event of usingthe override tiller for

emergency alteration,this will be instigated

by the OOW.Use the helmsman tosteer. Call master andduty engineer, advise

of problem

Autopilot Failure

No

Yes

Emergencyalteration

Yes

Yes

5.2.1a Steering Gear Failure

5.2 Emergency Procedures - Navigation



ector Search Pattern quare Search Pattern

ssS miles

es2S mile

eses2S mile

s3S miles

ss3S miles

s4S miles

ss4S miles

s5S miles

ss5S miles

sS miles

ote !he individual leg length 'S' is dependentpon visibility and the size of the object,

ncreasing by a factor of one every third leg.

Illustration 5.2.4a Search Patterns

Ease the helmand steady onReciprocal Course

When the ship's head is 60°

off original course,put helm Hard to Port

60° − 70°

Man Overboard to Starboard-put helm to Starboard

Original Course

Williamson Turn

ote !he leg length is dependent upon visibilitynd the size of the object. Each leg is 120

o starboard. The second search isommenced 30 to starboard of the originalrack.

Datum 1st Leg

2nd Crossleg

3rd Crossleg2nd Leg

First Search

Second Search

3rd Leg

S miles



5.2.2 Main Engine Failure

a) Inform the Master.

b) Rudder to be used to best navigational advantage.

c) Prepare for anchoring if in shallow water.

d) ‘Not Under command’ shapes or lights to be exhibited.

e) Commence sound signalling.

f) Evaluate need for tug/escort.

g) Evaluate need for salvage assistance.

h) Make ready for towing as applicable.

i) Broadcast URGENCY message to ships in the vicinity.

5.2 3 Man Overboard

Procedure

In the event of a man overboard the following actions should be taken:

a) Helm hard over toward the side on which the person fell.

b) Release the appropriate bridge wing lifebuoy.

c) Mark the position on the ARPA and GPS.

d) Sound the General Alarm and make a PA announcement.

e) Post a lookout to continuously keep sight of the person.

f) Continue executing the turn, the type of which will be dictated bythe situation and the positions of ships close by.

g) Ring engines to standby.

h) As parties close up to emergency stations, the rescue boat can beprepared for lowering.

i) Hoist appropriate flag signals and use VHF to warn vessels in thevicinity.

General

The Williamson turn is a proven method of returning the ship, via a reciprocalcourse, to the position of the person overboard.

Performance of a Williamson turn will considerably reduce the ship’s speed.

The rapid posting of lookouts is vital in order to locate the person and/or tokeep them in sight.

5.2.4 Search and Rescue

a) Check the position of the vessel in distress with respect to ownship’s position.

b) Relay the distress message, if no acknowledgement is receivedfrom the shore station.

c) Proceed at maximum safe speed to the distress location andinform RCC.

d) Inform owners/charters/operators of deviation.

e) Maintain continuous listening watch on all distress frequencies.

f) Consult MERSAR/IMOSAR manuals.

g) Establish communications with all other surface units and SARaircraft involved in the SAR operation.

h) Follow instructions from the RCC and on-scene commander forexecuting SAR operations.

i) Plot positions, courses and speeds of other assisting units.

j) Prepare engines for manoeuvring when near to the distresslocation.

k) Monitor X-band radar for locating survival craft transponder(SART) signals using 6 or 12 mile RANGES.

l) Post extra lookouts for sighting flares, switch on searchlights atnight.

m) Prepare rescue boat, pilot ladder and nets for assisting recovery ofsurvivors when sighted.

Search Patterns

(Note ! Refer to the Merchant Ships Search and Rescue Book and theWheelhouse Poster - Man Overboard Rescue Manoeuvre.)

The recommended search patterns, starting from a common datum point,provide a basis to search for a man overboard. The search patterns for a manoverboard, whose position is known approximately, but cannot be seen are asfollows:

Sector Search Pattern

a) Where the position of a person is known within reasonable limits,the Sector Search Pattern should be used first.

b) All turns are 120° to starboard.

c) The length of the leg is dependent on the state of visibility and thesize of the search object, in as much as the length of each leg isthe same.

d) The first leg of the search should begin in the direction where theperson is most likely to be seen.

e) Should the person still be missing on completion of the initialsearch pattern and it is known they are within the area, a secondpattern should be commenced with the heading 30° to starboardof the initial search pattern heading.

Square Search Pattern

a) If the sector search pattern has failed to find the person, the shipshould commence the square search pattern from the same datumpoint.

b) All turns are 90° to starboard. The length of the leg is dependenton the state of visibility and the size of the search object. After thefirst square has been completed, the subsequent increase in searchleg is increased accordingly.

MERSAR

The IMCO MERSAR manual is a useful source of additional information.Search patterns including those suitable for use with more than one ship andaircraft are described.



5.2.5 Collision and Grounding

Minimising Damage

If a collision is inevitable, damage can be minimised by striking a glancingblow.

Collision amidships of either ship must be avoided whenever possible and abow to bow, quarter to quarter or bow to quarter situation is preferable.

Imminent Collision / Collision

a) Sound the General Emergency alarm.

b) Manoeuvre the ship in order to minimise the effects of collision.

c) Close all watertight doors and automatic fire doors.

d) Switch on deck lighting at night.

e) Switch VHF to Ch. 16 and if appropriate to Ch. 13.

f) Make the ship’s position available to radio room, satellite terminaland other automatic distress transmitters. Update as necessary.

g) Sound bilges and tanks after collision.

h) Check for fire/damage.

i) Prepare lifeboats and fire fighting equipment.

j) Check stability/damage stability and manoeuvring capability ofthe vessel.

k) Offer assistance to the other vessel as appropriate.

l) Broadcast Distress Alert and Message if the ship is in grave andimminent danger and immediate assistance is required, otherwisebroadcast an Urgency message to vessels in the vicinity.

Stranding Or Grounding

a) Stop engines.

b) Sound General Emergency alarm.

c) Close all watertight doors and non-essential air intakes.

d) Maintain VHF watch on Ch. 16 and if appropriate on Ch. 13.

e) Switch on deck lighting at night.

f) Exhibit light/shapes and make appropriate sound signals.

g) Check hull for damage and check for oil pollution.

h) Sound bilges and tanks, and compare against departuresoundings.

i) Visually inspect compartments such as the forward store, pumproom and engine room, if possible.

j) Sound around the ship and determine which way deep water liesand nature of the seabed.

k) Consider:

Reducing IG pressure

Isolating damaged tanks

Advantages/risks in case of refloating

Potential effect of sea

Potential for pollution

Potential drift to perilous location

Setting of anchors or ballasting empty tanks to stabilise the vessel pending assistance

Potential for further damage to hull or machinery

l) Obtain information on local currents and tides, particularly detailsof rise and fall of tide and weather forecast.

m) Isolate damaged tanks to ensure intact hydrostatic head andintegrity.

n) Reduce the draught of the ship by transfer of cargo, ballast or fuelinternally, after considering the effects of transfer on stability.

o) Make the ship’s position available to radio room, satellite terminaland other automatic distress transmitters. Update as necessary.

p) Evaluate need for salvage assistance.

q) Make ready for lightering or towing.

r) Communicate with Casualty Committee and owners/operators.

s) Broadcast Distress Alert and Message if the ship is in grave andimminent danger and immediate assistance is required, otherwisebroadcast an Urgency message to ships in the vicinity.



5.2.6 Towing and Being Towed

The vessel is fitted with a specially designed Emergency Towing Apparatus(ETA). Forward there is a custom built Panama fairlead, a section of towingchain and a towing bracket. On the poop is situated the automated equipmentwhich allows the towing wire to be released and deployed by one man.

Being Towed

Stern System

To deploy this, open the flap on the box containing the orange float andmessenger lines. The orange float drops to the waterline pulling out themessenger line, which in turn pulls out the wire from the drum. The towingwire is now ready for the towing vessel to pick up and secure. This system canbe used when the vessel has lost all power and is dead in the water. (SeeSection 6.1.3)

Bow System

Using the bow system will require considerable manpower, time to rig and theavailability of the deck machinery

It is most likely to be used in conjunction with a salvage tug and for a pre-planned tow with the vessel in no immediate danger. To rig the system it willbe necessary first to place the section of towing chain in the towing bracket,then using light lines and messengers, finally heaving on board the tug’stowing wire which is then secured to the vessel’s towing chain with thepurpose designed shackle. Ensure that the towing chain, when slackened back,passes through the Panama fairlead. This will prevent the towing wire fromunnecessary chafing. Where the ship is totally without power but towage fromthe bow is still necessary, a messenger can be led from the ocean going tugthrough the vessel’s towing fairlead and returned to the tug. The tug’s winch isthen used to heave round the towing wire for connection to the ship’s chain.

Towing Another Ship

There are many factors which determine the most suitable method of takinganother vessel in tow. Type and size of the ship to be towed, the urgency of thesituation, the duration of the tow and route to be taken. Taking into account thesize of the vessel, and the equipment fitted, it is extremely unlikely that thetowing of another vessel will be undertaken except in the case of extremeemergency. For example, preventing a vessel from grounding when neither atug nor more suitable vessel is available, the following should be considered:

The initial information required:

Urgency of the situation, time available before grounding

Size of the other vessel

Type of towing equipment available

Is power available for deck equipment?

Available manpower

Connecting the Tow

Decision made by Master as to equipment usage

Use towing vessel’s ETA ( preferred due to poop configuration)

Use towed vessel’s ETA

Establish continuous radio communication between the vessels

Pass a light line between the vessels

Connect to ETA buoy line and deploy when other vessel ready

Tow wire connected to other vessel

If picking up other the vessel’s tow-wire, rig a bridle between two of the poopwinches using their wires and connect to the tow wire using a suitable shackle.

(Note ! The designed brake load on each winch is 80% of the wire breakingstrain but this could vary depending on the brake linings.)

Commencing Tow

The towing vessel to make way very gradually, using her enginesin short bursts of minimum revolutions

Increase speed in stages of five revolutions per minute. Do notalter course until both vessels are moving steadily

When altering course do so in stages of 5°

The towing vessel should use its steering gear in conjunction with the towed vessel

If the towed vessel’s steering is not available her rudder should beplaced amidships and locked

The towed vessel should not use her engines unless requested todo so

Steering Problems

If towing by the stern and the rudder is not locked, the rudder mayassume the hardover position.

If towing by the bow and the disabled vessel’s engines are used,the propeller race can cause the rudder to assume a hardoverposition.

The disabled vessel’s trim if possible should be as follows:Towed by the bow trim should be one in one hundred by the stern.

Towed by the stern trim should be one in eighty by the head.

Steer directly into wind to minimise yaw.

Some larger vessels yaw the least on a heading 20° to 30° off thewind.

Passing Tow Line Alternatives

Use line throwing apparatus to pass an initial light line followed by heavierlines.

A helicopter with a lift capacity of two to three tons could be used to facilitatethe connection.

It should be remembered that speed and yaw have a considerable effect on theforces acting against a tow. In the case of speed, the forces vary directly as thespeed squared.



5.2.7 Fire

a) Sound the fire alarm.

b) Call the Master, if not already on the bridge, and notify the engineroom.

c) Consider altering course to avoid spreading the fire/danger topersonnel.

d) Muster the crew at the fire station (ships control centre).

e) Establish communications with the fire control station and engineroom.

f) Get the main engine ready for manoeuvring.

g) Check for missing and injured crew members.

h) On locating the fire, inform all on board of the location. Preparefire fighting/rescue/resuscitation equipment.

i) If an engine room fire, prepare for engine failure. Shut off allrelevant quick-closing valves.

j) Close down ventilation fans and all doors, including fire andwatertight doors and vents.

k) Switch on deck lighting at night.

l) Start fire pumps and commence boundary cooling. Clear adjacentspaces of all combustible materials.

m) Assess the fire situation and fight the fire appropriately.

n) Prepare lifeboats for abandoning ship according to the situation.o) Make ship’s position known to the radio room, satellite terminal

and other automatic distress transmitters. Update as necessary.

p) Broadcast Distress Alert and Message if the ship is in grave andimminent danger and immediately assistance is required,otherwise broadcast an Urgency message to other ships in thevicinity.

5.2.8 Flooding

a) Sound the General Emergency alarm.

b) Close all watertight doors.

c) Sound all bilges and tanks.

d) Identify the location of incoming water and close all intakes to thecompartment.

e) Cut off all electrical power running through that area.

f) Shore up the area to stem the water flow.

g) Check bilge pump operation.

h) Check auxiliary pumps for back up operation as required.

i) Consider transfer of bunkers, ballast or cargo to correct excessivelist/trim with due regard to stability of the vessel.

j) Make ship’s position known to the radio room, satellite terminaland other automatic distress transmitters. Update as necessary.

k) Broadcast Distress Alert and Message if the ship is in grave andimminent danger and immediately assistance is required,otherwise broadcast an Urgency message to other ships in thevicinity.

5.2.9 Abandon Ship

a) Broadcast Distress Alert and Message on the authority of theMaster.

b) Sound the General Emergency alarm on the ship’s whistle andbells.

c) Inform owners/charteres/operators of intended abandonment.

d) Instruct crew members to wear adequate and warm clothing.

e) Muster crew at lifeboat stations and don lifejackets.

f) Prepare to launch lifeboats/liferafts.

g) Ensure that lifeboat painters are well secured to the ship.

h) Embark the crew in the lifeboats and launch the boats on theverbal instructions of the Master.

i) Ensure that the lifeboats remain in safe proximity to the ship andin contact with each other.

j) Follow the survival instructions, which will be found in thelifeboats.

k) Consider returning to the ship if conditions improve.

5.2.10 Piracy Attack

The following actions to be carried out when raiders are detected

a) The first person to sight the pirates should report to the officer onwatch.

b) Sound the General Alert and broadcast on the PA systemannouncing the possible pirate attack.

c) Increase speed and alter course to seaward if possible.

d) Switch on deck and overside lighting, if appropriate, and usesearchlights to illuminate and dazzle the potential raiders.

e) Alert shore stations and other ships in the vicinity.

f) Start the fire pump.

g) Fire warning rockets, operate fire hoses to prevent embarkation.

h) Recheck that all entrances to the accommodation and engineroom are shut.

The following actions are to be carried out when raiders have boarded

a) Inform the Piracy Reporting Centre.

b) Retire to a pre-arranged secure area and ensure all crew membersare inside.

c) Report the situation by radio to the coastguard/local authorities/marinepolice and seek assistance.

d) Do not be heroic as the boarders may be armed.



5.2.11 Emergency Reporting

The particulars of all accidents or incidents involving the ship and or herpersonnel must be sent as soon as possible to Head Office by a secure means.Initial incident reporting may be advised via the telephone, the contents of thecall being confirmed by telex. A full report must be made at the earliestopportunity. It would be beneficial to keep a template of the following InitialIncident Report ready for use on each telex communication system.

Initial Incident Report

i) Date and time (UTC) of the incident (this comprises of a sixfigure group; first two figures indicating the date, and the last fourfigures the time, using the twenty four hour clock).

ii) The nature of the incident: i.e. collision, grounding, fire.Sufficient detail must be given to allow an overall appreciation ofthe situation to be made.

iii)The vessel’s position. The latitude and longitude is preferredalong with a general statement giving the geographical position.

iv) Name, nationality and type of any other vessel involved.

v) The nature and extent of any damage to own vessel and any othervessel or installation involved.

vi) Casualties, if any, including those missing from own vessel andfrom any other vessel or installation involved.

vii) Environmental conditions including:

Weather

Sea state

Visibility

viii) If the vessel is immobilised and/or if towage or any other assistance is, or may be, required the following additional information must be included:

The nature of any assistance required

An estimate of how long the vessel can safely remain without assistance in the prevailing circumstances

Set and drift of current

The names and positions of any Company ships contacted, and those of associated companies in the vicinity

Estimated time of readiness to proceed

Details of cargo, if any, lost overboard

Any other relevant information

(Note ! Nil reports, as applicable, must be made under each heading. This isparticularly important in the case of casualty reporting. Plain language shouldbe used in preference to code.)

Check Lists for Specific Accidents

In the following it will not always be necessary to report on each item listedand conversely the list will not always cover every item that needs comment.Remember that the reports are used by Head Office to ascertain the particularsof an accident and can therefore act accordingly.

Cargo Contamination

i) Present cargo on board, including where loaded, stowage,including tonnages, extent of contamination (grades, quantities,tanks) and the nature of the contamination (water, flash point,colour).

ii) Pipeline and or tanks used (Preferably a coloured tank/pipelinediagram).

iii)Valves shut throughout.

iv) Tanks contaminated.

v) Dates and times of commencing and completing parcels and,where relevant, the times of opening up line sections for receptionof individual parcels.

vi) Gas line settings.

vii) Previous cargo carried :

Where loaded and dischargedCargo stowagePipelines/tanks used. Preferably in colour on a tank pipelinediagram

viii) Additional information

Details of tank washing, line washing, gas freeing carried out since discharge of previous cargo, include times, inspections made and by whom.

Line and valve settings, when carried out and by whom.

Sampling - when carried out, by whom and results (In all cases retain samples clearly marked awaiting Head Office instructions).

ix) Ship’s staff involved and their duties.

x) How and when contamination was first discovered.

xi) Action taken.

xii) Delay caused by incident.

xiii) Views on how contamination occurred.

xiv) Any recent history of leakage or contamination.

(Note ! On the rare occasions where installations immediately accept respon-sibility advice will only be necessary on i), viii), x), xi) and xii).

Grounding

i) Voyage from/to. Date and time of grounding.

ii) Position of vessel (latitude and longitude for clarity).

iii) Draught of ship

iv) Cargo/ballast and bunkers on board, where stored.

v) Heading of ship in grounded position.

vi) Soundings plan, prior to grounding, at time of grounding and repeated as necessary at various stages between high and low water.

vii) Tidal conditions.

viii) Nature of bottom.

ix) Identify grounded section of ship and damage incurred or suspected.

x) Details of any oil pollution, actual or potential.

xi) Weather conditions at time of grounding, updated as necessary including

Wind force and direction

Sea state

Visibility

Current, set and drift

xii) Chart or charts in use.



xiii) Positions, courses steered and engine movements prior to grounding.

xiv) Heading and estimated speed of ship at time of grounding.

xv) Bridge manning at time of grounding.

xvi) Navigation aids in use.

xvii)Pilot involvement.

xviii)Position and movement of other ships in the vicinity where relevant

xix) Actions taken after grounding including :

Involvement of other parties

Tugs

Port Authorities

Classification Societies

P & I Club (Involved if third party damage incurred)

xx) Views on cause of grounding

Manoeuvring Accident

i) Voyage from/to.

ii) Date and time.

iii) Position (latitude and longitude ) or berth.

iv) Describe manoeuvre being carried out.

v) Describe the circumstances leading up to the accident, including:

Courses steered

Positions

Engine movements.

Weather conditions


Sea state

Visibility

Tidal conditions

Bridge manning, also any witnesses

Any pilot involvement

vi) Damage incurred by own ship, jetty or others.

vii) Actions taken after accident and involvement of other parties

Tugs

Port authorities

Classification societies

P & I Club (Involved if third party damage incurred).

Surveyors

viii) View on cause of accident

(Note ! It is necessary to record all cases of known or suspected hull damage.)

Heavy Weather Damage

i) Voyage from/to.

ii) Date and time of damage.Position of vessel (latitude and longitude for clarity)

Draught of ship

Cargo/ballast and bunkers on board

iii) Circumstances leading up to the damage, including :Course steered (include adjustments made because of the weather).

Engine revolutions ( include adjustments made because of the weather)

Weather conditions


Sea state and swell

Visibility

iv) Particulars of damage.

v) Details of any action taken to make good the damage.

vi) Outstanding repairs.

vii) List of damaged equipment requiring replacement.

Loss of Anchors

i) Voyage from/to.

ii) Date and time.

iii) Position (latitude and longitude)

iv) Give additional details such as:

Actual bearings

Radar distances

Depth of water and nature of bottom

Tidal state and current

v) Operation in progress e.g.

Anchoring

Weighing anchor

At anchor

Method in use:

Walking out

On the brake

vi) Which anchor and how much cable lost.

vii) Any additional damage.



5.2.12 AMVER

The principle of any ship reporting system is to tap the resources of thenumerous merchant vessels that are at sea at the time of a marine incident. Oneor more vessel may offer the earliest possible response if located near thecasualty. The purpose of AMVER is to maximise the effectiveness of responseto a marine emergency by co-ordinating and controlling the assisting ships.

AMVER (Automated Mutual-Assistance Vessel Rescue System) is operatedby the United States Coastguard for all merchant vessels regardless ofnationality. AMVER centres located in New York and San Francisco arecapable of processing data automatically and in the event of a marine incidentco-ordinate the vessels most suitable to respond. The data is received througha vessel reporting system, these reports may be made free of charge throughparticipating stations.

The reports are made in the following format:

Sailing Plan

This report may be made well in advance of departure from a port. The reportincludes the ship’s name and call sign. The port of departure and destinationand the navigational route to be followed between them along with estimateddeparture and arrival times. Any special resources such as advanced commu-nication system should also be included in the report.

Departure Report

This report is transmitted as soon as possible after departure. It should includethe ship’s name, call sign, and time of departure and either confirm the originalsailing plan remains valid or update the changes instigated.

Position Report

This report is transmitted within 24 hours of departure and continue to betransmitted within 48 hour intervals during the course of the voyage. It shouldinclude the ship’s name, time and position together with the destination andlatest ETA.

Arrival Report

This report takes the form of a simple statement that the vessel has reached herintended destination. It should be transmitted as soon as practicable uponarrival.

Deviation Report

This report is used to notify AMVER of any changes to the original sailingplan that take place in the course of a voyage. Should the vessel receive achange of orders the sailing plan should be reviewed and any changes that mayapply advised in the form of a deviation report.

Pro-Forma messages are printed in the Admiralty List of Radio Signals.

Vessels participating in the scheme also receive a comprehensive guide in theform of the AMVER users manual.

Full details of the scheme can be obtained from:

The Commander Atlantic Area,US CoastguardGovernors Island New YorkNY 1004 - 5099USA

The Commander Pacific Coast Area,US CoastguardGovernment Island AlmedaCalifornia94501 - 5100USA

AUSREP

A similar system is in existence on the Australian coast under the nameAUSREP. Participation in this scheme is compulsory for all vessels navigatingbetween Australian ports. The scheme follows a similar reporting format toAMVER and full details are listed in the Admiralty List of Radio Signals.

Part 6Deck Equipment


Issue: 1 6.1 Mooring - Page 1 of 7

Breast Lines

SternLines

Breast Lines

Head Lines

Springs Springs

Illustration 6.1.1a Mooring Arrangement

H

M8M6

M3

M2M1

W1

W2

M4

M5

M7

Remote Control Stand

Key



6.1 Mooring

6.1.1 Mooring Arrangement

Mooring Winch

Type: 320 HWHauling: 30 tonsHeave speed: 15 metres per minuteSlacking speed: 45 metres per minuteBrake holding power: 93.6 tons

Pusnes high-pressure hydraulic winches are are fitted with two or more drums,cable lifters and/or warping drums, depending on their position on board. Thegearbox is of a totally enclosed watertight construction. The bottom of the gearcase is also an oil reservoir to provide splash lubrication. The main shaft is ofsolid steel.

Drum

Either two or three declutchable split drums with band brakes.

Rope capacity: 300m of 38mm diameter wire mooring rope

Clutch control: Manual

Brake control: Manual

Brake testing: Provisions incorporated into construction for on boardperiodic testing using a ‘BREMSETESTER’

(One test kit supplied for testing of all drum brakes.)

Remote control stands for mooring winches and windlesses are provided onboth sides of the vessel as indicated on illustration 6.1.1a.

A winch with three drums in the fore and aft line is situated at the break of thefocsle. These wires can be used for head, breastlines or backsprings. Twofurther drums are attached to each windlass for use as either headlines orbreastlines.

Situated aft on the cargo deck are two winches with twin drums in the fore andaft line. These can be used as back springs or breast lines.

On the deck aft (poop) there are three winches, two with twin drums. The aftertwo are used for stern lines whilst the third winch, which has three drums inthe fore and aft line, is primarily for breast lines. On the after part of the maindeck there are two winches each with two drums, which can be used as eitherback springs or breast lines.

Each of the eighteen 38mm wire ropes has an 11m nylon pennant attached. Thebreaking strain of the pennant is at least 125% that of the mooring wire.

Two hydraulic power packs are provided one forward in the stores space andone aft in the steering gear room. The forward power pack operates all thehydraulic deck machinery from midships forward and the aft unit operates theremainder of the deck machinery.

The forward power pack can operate either one cable lifter or two mooringwinches at rated capacity (one drum per winch) at any one time. The aft powerpack can operate two mooring winches at rated capacity (one drum per winch).

When starting the power packs always ensure that the oil cooling fan and pumpare set to AUTO on the auxiliary function panel and that the pressure selectorswitch is set to STANDBY-LOW. Start the pumps one at a time allowing eachto achieve its full running speed before starting the next one. When all pumpsare running switch the pressure selector to STANDBY-HIGH (auto mooring).Should the intention be to heave up the anchor, the selector for the forwardpower pack should be put to WORK.

When stopping the power packs reselect STANDBY-LOW and stop the pumpsone at a time. There is no interconnection between the forward and afthydraulic systems.

SBM Mooring Equipment

Two sets of single point mooring fittings are situated on the focsle consistingof:

Bow fairlead:600mm x 450mm for use in conjunction with 76mm diameter grade 3 chain.

Bow stopper:Rated towing load 200 tonnes

Roller fairlead deck stand 450mm suitable for a 76mm diameter chafe chain.

An 8m chafing chain as per Solas and OCIMF is situated at the bow.

6.1.2 Anchoring Arrangement

Anchors are of the stockless high holding power type each weighing 17,250kg.The cable is grade U3 117mm-stud link chain of total length 770m in shacklesof approximately 27.5m, with 13 shackles to each anchor. The chain isconnected to the anchor with a swivel and Kenter joining shackle. The end ofeach anchor cable is secured at the upper part of the chain locker with a quickrelease system that can be operated from outside the locker. Each shot of cableis marked with white paint and a stainless steel band.

Combined Anchor Windlass/Mooring Winches

There are two electro hydraulic high-pressure type cable lifters consisting ofone gypsy wheel, two hawser drums and one warping drum. The gear wheeland the interconnected driving shaft are enclosed in a watertight gear case,sealed by sealing ring and lip seals. Both gearwheel and driving shaft arerunning in oil reservoirs for splash lubrication.

Performance

Maximum heave: 93 tonsHeave and speed: 65 tons at 9 metres per minuteBrake holding load: 426.8 tons

Windlass

One declutchable cast steel cable lifter with band brake. A bellmouth withchain stopper is included for each cable lifter.

Chain diameter/grade: 117mm/grade U3Clutch control: ManualBrake control: Hydraulic remote control

Combined Mooring Winch

A non auto-tensioning winch is combined with the anchor windlass and isequipped with two split wire drums and one warping end.

Situated outboard of each cable lifter is a track way type chain compressor. Thechain compressor is of welded steel construction with a split manual stopper ofthe bar type. Turnbuckles and steel wire ropes are provided for securing theanchor cable.

The windlass and winch can be remotely controlled from the ship’s side. Whenlowering the anchor, select LOW SPEED at the winch controls.



Illustration 6.1.3a Aft Emergency Towing Arrangement

Pick Up Rope Messenger Rope

Messenger WireBuoy'sWith Lights

Buoy'sWith Lights

Pick Up gearAssembled

Ship Side

Towing Bracket

Storage Drum

Spelter EndSocket

Deck Level

Gear & Centrifugal Brake

Storage Part For Towing Wire

Storage Part For RetrievalWire & End SocketSplit Flange

Container For Pick Up Gear

RemovableAir Motor

ContainerFor Pick Up

Gear

Aft Mooring Deck Emergency Towing Arrangement



6.1.3 Aft Emergency Towing Arrangement

Type Pusnes ETS 200-D

Description

The emergency towing system is designed so that a tug can easily pick up thetowing wire once deployed from the ship, if a main engine failure or anotheremergency situation should occur. The towing system is capable ofdeployment within fifteen minutes by one man.

The system is designed to meet the requirements of the IMO resolutionMSC35(63) May 20, 1994. The system consists of three main items:

The towing bracket

The storage drum with towing wire

The pick up gear

The towing bracket/fairlead is a welded steel construction, designed for a ratedworking strength of 100 tons for ships up to 50,000 DWT or 200 tons for shipsover 50,000 DWT, at a side angle of + 90° and 30° downward.

Operating Procedures

a) Ensure that lubrication maintenance is up to date.

b) Check the operation of the centrifugal brake.

c) Check the oil level in the planetary gears.

d) Check the operation of the light buoys.

Emergency Procedure

a) Go to the pick-up gear container.

b) Remove the locking/cotter pins and open the cover.

c) Take the buoys out of the container and throw them one by oneinto the sea.

d) Start feeding the messenger rope and wire into the sea. Make surethe pick-up gear is falling freely into the sea.

e) When the tug exerts a pull of approximately 3.5 tons on the pickup rope, the weak link at the storage drum will part and the towingwire will fall out under its own weight controlled by thecentrifugal brake.

WARNINGNever deploy the towing wire with the air motor connected to the storagedrum. The tug should not use its engines to pull out the towing wire. Thewire should be allowed to free fall until the speltered socket is in positionand the weight, as necessary, can be taken on the wire.

Test Procedures

Deployment

a) At the storage drum remove the shackle connecting theturnbuckle and weak link to the drum.

b) Open the pick up gear container and deploy the buoys one by one,allowing the messenger line to feed out freely.

c) When the contents of the pick up gear container are in the watergive the towing wire/storage drum a slight push until it startsturning by the wire’s own weight.

d) Leave the drum unattended until the towing wire is fully deployedand the end socket hits the strong point. Observe that the pay outspeed is controlled.

Retrieval

a) Remove the flange on the end of the centrifugal brake and installthe air motor.

b) Spool the retrieval wire on the smallest/stopper side of the drum.

c) Check that the stopper is falling into the cradle of the drum, if not,move the wire in the wire lock until it rests correctly.

d) When the stopper is resting correctly on the drum, the towing wiremust be guided through the split flange to the storage side of thedrum. Spool the towing wire on the drum and monitor that thecorrect spooling is obtained. Rinse off the wire with fresh waterwhile it is being retrieved.

e) Replace the shackle for the turnbuckle and weak link, tighten theturnbuckle.

f) Remove the air motor and cover for the centrifugal brake.

g) Recover the pick up gear, rinsing it in fresh water and allowing itto dry before restowing it in the pick up container. Remember tofigure of eight the messenger rope on top of the messenger wire.

6.1.4 Anchoring, Mooring and Towing Procedures

General

When anchoring, mooring or towing, the following shall be the main priorityat all times during the operation:

The safety of personnel, vessel, cargo, as well as prevention of damage to theterminal jetty. This includes other ships, floating hoses, mooring boats, tugs orany other object in the vicinity. Remember a safe operation is an efficientoperation.

Safe mooring should also include use of proper clothing, teamwork, commu-nications, use of a mooring plan, team selection and briefing prior to arrival.

All operations should comply with the Code of Safe Working Practices forMerchant Seamen, terminal and port requirements.

Anchoring Procedure

Clearing the anchors is the term used for removing the anchor securing chains.

a) Prior to removing the chains, the windlass should be turned overwith full hydraulic pressure, then operated in the heave mode, tocheck that the brake is secure. Once it is certain that the brake issecure, the chains may be removed. However, the cable stoppersare to remain in the lowered position.

b) Before lowering, letting go (and heaving-in), always check thatthe area below and in the vicinity of the anchor is clear of smallcraft, tugs etc.

c) Before letting go, always ‘walk’ (lower in gear) the anchor out ofthe hawse pipe close to the waterline. In waters up to 20m deep,the anchor and cable can be let go on the run. In waters over 20mdeep, the anchor should be first walked out close to the seabedand then let go. This ensures the anchor will not be damaged afterfalling a considerable distance onto a hard seabed, or that thecable will not run out of control.

d) When anchoring, it is preferable to have a slight astern movementover the ground. As a guide, this should not be in excess of half aknot in water depths up to 20m. Where the water depth is inexcess of 20m, it is preferable to have zero speed over the ground,until it is confirmed that the anchor is on the bottom. Slight sternway can then be allowed to build up, with the anchor cabledeveloping a lead and the cable being paid out under control,usually in sections of one shackle or shot, which is 27.5m (15fathoms) (emergencies excepted).



e) Ensure that the windlass operator and others in the vicinity wearfull personal protective clothing.

f) Ensure that adequate communication is established andmaintained between bridge and focsle.

g) Anchors that are housed and are not required should be securedagainst accidental release.

h) When the vessel has completed anchoring and the brake applied,ensure that the cable stoppers are lowered and correctlypositioned with lashings to prevent jumping. Cable stoppers forman integral part of cable restraint equipment and are designed totake the anchoring loads.

i) After heaving up the anchor and before entering open seas, ensurethat the anchor is not twisted in the hawse pipe and that the flukesare gently heaved hard up against the hull. Cable stoppers mustalso be in position, together with securing chains.

j) To prevent flooding of the chain locker at sea, the spurling pipesshould be properly covered and chain lashed.

It is good seamanship for all deck officers to become acquainted with themethod used to secure the cables within the lockers, since the need to slip acable may be both unexpected and urgent. A prolonged search for the bitter endrelease mechanism, only to find it seized is not in keeping with goodseamanship. Always keep the mechanism lubricated and free of obstructions.

Mooring Procedures

a) Surfaces of fairleads, bollards, bitts and drum ends should be keptclean and maintained in good condition. Rollers and fairleadsshould turn freely and be in a sound condition.

b) Decks of mooring areas should be treated to ensure anti-slipproperties. This can easily be accomplished by spreading fine saltfree sand on top of wet paint or using dedicated anti-slip paint.

c) Always ensure that there are sufficient personnel available at eachmooring station to accomplish their assigned tasks safely.

Changing Moorings and Moving the Vessel

If the vessel’s position changes, in relation to the cargo hoses or booms, theterminal may request that cargo operations be suspended and the vessel repo-sitioned.

If necessary, the cargo lines should be disconnected and the accommodationladder or gangway hoisted clear of the berth. If there is any possibility that themain engine will be required the Chief Engineer should be informed and theengine made ready for immediate use. Sufficient power should be available tooperate the mooring winches on full tension.

If there is a strong off shore wind or current, a tug may be required to hold thevessel alongside.

Sufficient manpower should be made available to complete the operationsafely and efficiently. If the pipeline is not disconnected a crew member shouldbe stationed at the manifold area with a radio during the shift.

It should be noted that if the ship is well moored and the lines properly tended,the vessel should remain in position in almost all weathers.

Handling Moorings

The following guidelines should be followed.

NEVER surge synthetic ropes on drum ends.

NEVER stand too close to the winch drum or bitts when holding a line undertension; if the line jumps the operator could be pulled into the drum or bitts.Stand back and hold the line at a point about 1m away from the drum or bitts.

NEVER apply too many turns on a warping drum, generally 4 turns issufficient.

NEVER bend the rope excessively.

NEVER stand in the bight of a rope.

NEVER leave loose objects in the line handling area; if a line breaks it maythrow such objects around as it snaps back.

NEVER have more people than necessary in the vicinity of a line.

NEVER hold a line in position by standing on it.

NEVER lead wires through excessive angles.

NEVER use leads out of alignment with the spool or drum end.

NEVER leave winches and windlasses running unattended.

NEVER attempt to handle a wire or rope on the drum end, unless a secondperson is available to assist in removing the build up of slack.

NEVER allow a rope or wire being paid out to run out of control. Alwaysensure a line has one turn on the bitts before being paid-out. Wires onunpowered stowage reels (not mooring winches) must never be paid-outdirectly from the reel.

NEVER use dangerously worn lines.

ALWAYS take care when letting go lines, as the end of a line can whiplash andcause injury or snag. To avoid this, it may be necessary to rig a slip line toassist in controlled slacking.

ALWAYS wear full personal protective clothing.

ALWAYS wear gloves when handling wires.

ENSURE that adequate communications are established before startingoperations.

ENSURE that properly trained and experienced persons only are permitted tooperate winches.

ALWAYS use all split spool drums correctly, with the last few turns changedto the narrow part of the split drum. This will prevent the wire or ropebecoming embedded in that part that is left on the reel and make letting goeasier.

ENSURE all winch controls are clearly marked.

Have an axe and sharp knife always available, and a flashlight for nightoperations.

Fire Wires

Towing off wires of adequate strength and condition should be made fast tobollards, forward and aft. These should be led out through a suitable Panamalead or fairlead and the eye maintained at, or about, the waterline on theoffshore side of the vessel. The inboard end should be turned up with a least 6full turns around the bollards. At buoy berths, the wires should be hung on theopposite side to the hose strings.

In order that sufficient wire can pay out to enable tugs to tow effectively,sufficient slack should be retained between the bollard and the fairlead, and beprevented from running out by a rope yarn or some other, easily broken,means.

There are various means for rigging emergency towing wires, and thearrangement may vary from terminal to terminal. The vessel is normallyinformed when a particular method is required.



General Mooring Procedures

Mooring to Berth, Sea Islands or STS

a) Select and brief the teams of the known situation prior to the pilotboarding.

b) Consult with the pilot for mooring requirements at the berth andconstruct the final plan.

c) Brief all officers in charge of mooring stations regarding themooring plan. Ensure they understand all requirements and thatthe plan meets with their approval.

d) Prepare mooring stations forward and aft. Lines should be run tofairleads in accordance with the plan.

e) Have messengers of natural fibre rope and heaving lines ofappropriate size ready in advance.

f) Nobody should attend mooring stations unless they are wearingfull personal protective clothing.

g) Fire wires, fore and aft on the seaward side, must be riggedaccording to terminal requirements, or with the eye maintained1m above water level at all times, along with 6 full turns on a pairof bitts.

Mooring to an SBM

a) As the pilot may stay on the focsle to advise the vessel, full co-operation and communication with the pilot is required to avoidany hazardous occurrence.

b) Equipment employed in the mooring of a ship at a single pointmooring such as Smitt bracket, bar type chain stopper or pawltype chain stopper, must be ready for use at any time.

c) Keep a lifebuoy with a line ready for immediate use on the focsle.

d) Lower the ship’s messenger by heaving line to the mooring boatthrough the central closed fairlead. The terminal messenger isattached to the vessels messenger, and heaved in until the chainattached to the SBM hawser is in position for the chain stopper.

e) A chain stopper lashing bar is provided to avoid accidental releaseof SBM chain.

Mooring to an MBM

Multiple bouy mooring (MBM) consists of securing a ship to several (normallyfive) permanently anchored buoys in conjunction with use of the ship’s ownanchor. This type of mooring may also be called conventional buoy mooringor ‘CBM’.

MBMs are usually sited at terminals where weather and sea conditions are mildto moderate. The terminal normally requires the ship to provide the necessarymooring equipment.

During the mooring operation mooring lines will be paid out on both port andstarboard sides. Two lines may require to be sent to all or some of the buoys.

Wire mooring lines are preferred in order to reduce the ship’s drift, althoughsome CBMs require rope.

Some berths provide wires, which are permanently attached to the buoy andare towed to the ship with a launch. In this case, handling of the wire can bedifficult. If it is made fast to the ship’s bollard, care must be taken to ensure thetension is on the winch brake and not on the shore wire. The wire must be ledto bitts or bollards using a chain or stopper.

Notes on Mooring to an SBM/MBM

When running lines via a launch, always keep a careful watch on the launchand ensure that the appropriate amount of line is paid out. Keep clear ofrunning lines, which should be paid out under control.

Good communication between bridge and poop are essential to avoid lines (orboat) being caught in the ship’s propeller.

At many buoy berths, shore wires often supplement the ship’s moorings. Thehandling of shore wires, around the warping drum of a winch and then to thebitts, should be done carefully and by experienced seamen.

Always have readily available an axe, sharp knife, sledgehammer, largecrowbar, 2 x 150m messenger lines and a portable light for night timeoperations.

At an SBM, the hawser pick-up rope must never be used to check the ship orheave the ship into position.

Chafe chains should be led through Panama fairleads and not through rollerfairleads.

Once the chafe chain is aboard and in position it should be secured as quicklyas possible. This is a high-risk operation, particularly in bad weather. Anofficer should be stationed to watch the mooring hawser. If load starts to comeon the hawser during the securing operation, the officer should warn the crewto stand clear and slacken the line.

Slackening a line under tension via a warping drum is difficult, if notimpossible, to control. The turns will start to ride off the end of the drum. Thepersons working the warping drum (drum end) should be ready to clear thearea if the line starts to run. To avoid this danger and other associated dangersof using a warping drum at an SBM, every effort should be made to use a spooldrum, upon which the pick-up line can be more safely reeled. In this case, onlyuse leads assigned to the respective winch.

Once moored to an SBM, a constant bow watch must be maintained to ensurethe vessel does not ride up on the buoy and/or hoses. If in any doubt, call thepilot.

Ship to Ship Mooring Operation

This operation consists of mooring two different sized ships alongside eachother, with the initial mooring usually carried out underway. Once themoorings on both vessels are secure, the vessel to be lightened will normallyanchor.

During STS operations, fair leads should be provided for all lines, as thesewould prevent the lines chafing against each other, the ships or the fenders.This is critical in view of the large relative free board changes between theships.

Never allow fenders to ride up on either vessel; inform the terminal authorityof dangerous conditions well in advance.

All moorings must pass through closed fairleads, thus avoiding any difficultywith the expected large changes in freeboard.

Fire wires for emergency use must be rigged as described previously.

Environmental Effects on Mooring

The moorings of a ship must resist environmental forces for example:

Wind Forces

Wind forces vary with the amount of exposed area of the ship, the wind forceand the direction from which it is blowing. Ensure the moorings are sufficientto keep the vessel securely moored in any expected adverse weatherconditions. Local weather reports should give an indication of any impendingadverse weather conditions.



Current

This can increase or decrease the effect of wind, particularly at berths exposedto the sea or at river berths.

Surging

This is caused by interaction with a passing ship and may cause shock loadingon the mooring lines e.g. whilst the vessel is moored in a narrow channel tobuoys at bow and stern, awaiting transit through a canal or berth vacancy. Thevessel should have enough lines to the buoys to resist any possible effect.

In some ports, such as Chahbahar or Karachi, the berth is exposed to the sea,where a high long swell is present. Doubling up the lines in the same directionas the external force can reduce the cradle effect on a vessel. The wear and tearof mooring lines can be reduced by having rollers, fairleads and lineslubricated.

Tidal and Freeboard Changes

In combination with other factors, the change of freeboard can cause excessivestrain on mooring lines and have an adverse effect on loading arms. This canbe avoided by close observation of the moorings and of the tidal conditionsduring loading and discharging.

Towing

Requirements for Tug Handling

For securing a tug’s line, use only closed fairleads and associated bollardsproperly placed to have a direct lead from fairlead to the bollard.

A means for heaving the tug’s line onboard with the ship’s heaving line ormessenger must be provided, i.e. use of suitable fairleads and bollards to leadthe heaving line on to the warping drum of a mooring winch. The personoperating the winch must have line of sight vision to the person directing theoperation at the ship’s side.

Towing operations lead to large loads being applied to ropes, and mooringequipment. A sudden failure of any part of the towing arrangement can havedisastrous consequences, which should be considered and the appropriatesafety precautions taken.

Only mooring lines in good condition, specifically allocated to towing, shouldbe deployed to tugs. These lines, one forward and one aft, should be kept apartand not used for mooring except in an emergency. The towing lines andassociated equipment must be inspected prior to use. Any line found withdefects and/or excessive wear, must be rejected for use as a towing line.

All mooring equipment, such as bollards, Panama leads, and fairleads, shouldbe:

Suitably sited to avoid obstructions

Effectively secured to the ship’s structure

Not unacceptabley weakened by corrosion or age

Of suitable design, with a SWL for the intended use

! CAUTIONDO NOT use small cruciform bits to secure a towline.

Effective communications should be established between the bridge andmooring station prior to the commencement of any operation.

Persons involved in towing operations should be briefed in their duties and befamiliar with the necessary safety precautions.

Care should be taken to keep clear of rope bights. Similarly, whiplash areasshould be evaluated, with personnel warned of the consequences of partinglines and associated danger zones.

When letting go towlines, ensure all personnel are clear of the end eye.Preferably the eye should be lowered under control of a slip line, thus avoidingdanger of injury due to whiplash or the line snagging.


Issue: 1 6.2 Lifting and Access Equipment - Page 1 of 6

Illustration 6.2.1a Hose Handling Cranes

Maximum Outreach 21m

SWL 20 T - 21m

Minimum Outreach 4m

Hoisting Height: 60m

Hoisting Speed at SWL: 0 to 10m/min

Hoisting/Lowering Speed No Load: 0 to 20m/min

Luffing Speed (Average): 120 seconds

Slewing Speed: 0 to 5 rpm

Port Hose Handling Crane



6.2 Lifting and Access Equipment

6.2.1 Deck Cranes

Hose Handling Crane

Maker: Hydralift MarineType: MCV 2201-20-21No. of sets: 2SWL: 20 tonnesWorking radius maximum: 21mWorking radius minimum: 4mHoisting speed No Load: 0 to 20 m/minHoisting speed at SWL: 0 to 10 m/minSlewing sector: 360° with overrideSlewing speed: 0 to 5.0 rpmLuffing: 120 secondsLifting height: 60mList/trim: 5° list / 2° trimWeight of crane: 26 tons approximatelySystem oil: 1,000 litresWinch gearbox: 2.5 litresSlew gearbox: 2 x 11.5 litres

Description

Two electro hydraulically driven deck cranes are provided for handling thecargo hoses, fuel hoses and Suez mooring boats.

Crane Control

The crane is controlled from an open platform above the slewing ring.Entrance to the platform is by ladder. All motions have step-less speed controlfrom 0 to maximum. Two motions can be operated at the same time with fullcapacity, but with reduced speed.

Load Limiting System

Each hydraulic circuit is provided with equipment for limiting hydraulicpressure to preset values corresponding to the crane capacity. These do not stopthe electric motor but divert the oil supply back to the holding tank.

Limit Switches

i) Hook travel upThe crane is provided with an automatic hook stop when the hook reaches themaximum top position.

ii) Hook travel downThis activates when there are three full turns remaining on the winch drum.

iii) Luffing up - downThe luffing cylinder is designed for safe buffering in the extreme positions.

Electro-Hydraulic Power Pack

The crane is provided with a built in power pack. The electric pump/motor islocated in the centre of the pedestal with the output shaft pointing upwards anddriving the hydraulic pump through a carbon shaft. The slewing column steelstructure is utilised as a tank for the hydraulic oil. The hydraulic oil circuit hasa full flow return filter with a changeable filter insert. The tank is providedwith an oil level indicator. Emergency STOPS (coloured red) for the electricmotor are sited adjacent to the electric motor remote starter button on the cranebase and on the starter panel. At the operator’s console there is an emergencystop for the hydraulic oil supply. This is lever operated and immediatelyfreezes all crane motions. In both cases, the in built check valves and fail safebrakes will ensure that the crane will not lower the load until positive action istaken.

Hoisting Machinery

The winch unit consists of:

Drum with bearing and brackets

Winch gear with hydraulically operated fail safe brake.

Hydraulic motor with safety valve to ‘freeze’ movement in caseof pressure drop.

The wire rope is of the non-rotating type and is galvanised. The minimumsafety factor is 5.

The wire sheaves are provided with heavy duty roller bearings on stainlesssteel axles. All bearings have grease nipple lubrication.

Starting Procedure

a) Check that the control levers are in neutral.

b) Check that the wire is run correctly in the sheaves and that thewire rope ends are securely clamped.

c) Check the oil level and condition of the hydraulic hoses andconnections.

d) Start up the electric motor/hydraulic pump.

e) If the ambient temperature is less than 10ºC, let the crane run untilthe oil temperature is a minimum of 10ºC.

f) Check that all movements (hoist-luffing-slewing) are operationalwithout load.

g) The crane is ready for use.

Parking the Crane

a) Park the crane with the jib in a horizontal position and resting onthe jib support cradle on top of the corresponding deck store.

b) Stop the pump/motor.

c) Fit the jib securing bracket.

Possible Hazards

During the operation of the crane the levers must be operated slowly andsmoothly in order not to induce a swinging motion in the hanging load.

Extreme care must also be taken when operating the crane in the winch up orjib up motion, where the jib angle is nearing its maximum value and the hookis close to the hook stop, as the load may hit the underside of the jib.

The operator must always be able to see the landing area for the load, or be indirect contact with somebody who can see the landing area.

Hose Handling Crane Control (Note ! Starboard Side View)

Winch High SpeedUp and Down

Winch Up andDown

Jib Up andDown

Slew Left andRight

EmergencyStop



Illustration 6.2.2a Provision/Service and Engine Room Crane

Provision/Service Crane Engine Room Crane

SWL 3 T - 20m SWL 10 T - 17m


Minimum Outreach 3.5m




Slewing Speed: 0 to 0.9 rpm




Slewing Speed: 0 to 1.1 rpm


Minimum Outreach 3.5m



6.2.2 Stores Cranes

Engine Room Crane (plumbs the engine room hatch)

Maker: Hydralift MarineType: MCV 1610-10-17No. of sets: 1SWL: 10 tonnesWorking radius maximum: 17mWorking radius minimum: 3.5mHoisting speed at SWL: 0 to 12 m/minSlewing speed: 0 to 1.1 rpmLuffing: 80 secondsLifting height: 60mList/trim: 5° list / 2° trimWeight of crane: 11.5 tons approximatelySystem oil: 800 litresWinch gearbox: 2.5 litresSlew gearbox: 11.5 litres

Provision/Service Crane

Maker: Hydralift MarineType: MCV 1301-3-20No. of sets: 1SWL: 3 tonnesWorking radius maximum: 20mWorking radius minimum: 4mHoisting speed at SWL: 0 to 15 m/minSlewing sector: 205° limitedSlewing speed: 0 to 0.9 rpmLuffing: 105 secondsLifting Height: 60mList/Trim: 5° list / 2° trimWeight of crane: 7.8 tons approximatelySystem oil: 400 litresWinch gearbox: 2.8 litresSlew gearbox: 8 litres

Description

Two electro hydraulically driven deck cranes are provided aft, one on the portside where it can plumb the engine room hatch and is suitable for handling theheavier lifts, and the other on the starboard side which is mainly for stores andprovisions.

Crane Control

The crane is controlled from an open platform above the slewing ring.Entrance to the platform is by ladder. All motions have step-less speed controlfrom 0 to maximum. Two motions can be operated at the same time with fullcapacity, but with reduced speed.

Load Limiting System

Each hydraulic circuit is provided with equipment for limiting hydraulicpressure to preset values corresponding to the crane capacity. These do not stopthe electric motor but divert the oil supply back to the holding tank.

Limit Switches

i) Hook travel up

The crane is provided with an automatic hook stop in the top position.

ii) Hook travel down

This activates when there are three full turns remaining on the winch drum.

iii) Luffing up/down

The luffing cylinder is designed for safe buffering in the extreme positions.

Electro-Hydraulic Power Pack

The crane is provided with a built in power pack. The electric pump/motor islocated in the centre of the pedestal with the output shaft pointing upwards anddriving the hydraulic pump through a carbon shaft. The slewing column steelstructure is utilised as a tank for the hydraulic oil. The hydraulic oil circuit hasa full flow return filter with a changeable filter insert. The tank is providedwith an oil level indicator. Emergency STOPS (coloured red) for the electricmotor are sited adjacent to the electric motor remote starter button on the cranebase and on the starter panel. At the operator’s console there is an emergencystop for the hydraulic oil supply, this is lever operated and immediately freezesall crane motions. In both cases the in built check valves and fail safe brakeswill ensure that the crane will not lower the load until positive action is taken.

Hoisting Machinery

The winch unit consists of:

Drum with bearing and brackets.

Winch gear with hydraulically operated fail safe brake.

Hydraulic motor with safety valve to ‘freeze’ movement in caseof pressure drop.

The wire rope is of the non-rotating type and galvanised. Minimum safetyfactor is 5.

The wire sheaves are provided with heavy duty roller bearings on stainlesssteel axles. All bearings have grease nipple lubrication.

Starting Procedure

a) Check that the control levers are in neutral.

b) Check that the wire is run correctly in the sheaves and that thewire rope ends are securely clamped.

c) Check the oil level and condition of hydraulic hoses andconnections.

d) Start up the electric motor/hydraulic pump.

e) If the ambient temperature is less than 10ºC, let the crane run untilthe oil temperature is a minimum of 10ºC.

f) Check that all movements (hoist-luffing-slewing) are operationalwithout load.

g) The crane is ready for use.

Parking the Crane

a) Park the crane with the jib in a horizontal position and resting onthe jib support cradle.

b) Stop the pump/motor.

c) Fit the jib securing bracket.

Possible Hazards

During operation of the crane the levers must be operated slowly and smoothlyin order not to induce a swinging motion in the hanging load.

Extreme care must also be taken when operating the crane in the winch up orjib up motion, where the jib angle is nearing its maximum value and the hookis close to the hook stop, as the load may hit the underside of the jib.

The operator must always be able to see the landing area for the load, or be indirect contact with somebody who can see the landing area.



Illustration 6.2.3a Accommodation Ladder

Profile

Plan

Shifting Winch

Stowing DavitRail

Upper Deck

HoistingWinch

Upper PlatformRail

AccommodationLadder

Hoisting WireRope

Turn TableStowingDavit

Rail ForDavit

Shifting GuideSheave

Shifting Winch

Oiler & Filter

Platform

Rail For UpperPlatform

Pilot BoardingMark

Rest'sOiler Unit

Shifting Air Motor



6.2.3 Accommodation Ladders

Manufacturer: Jung-A Marine Equipment MFG. Co., LtdLength: 26.625mBreadth: 650 mmNo. of steps: 76Air motor (2 per ladder): SAM 4.5VP/60R

One aluminium alloy accommodation ladder is provided on each side of themain deck. The ladders are traversed, lowered and hoisted by means ofcompressed air motors operated locally.

The ladders are designed to reach the ballast water line with an angle ofinclination of not more than 55°.

6.2.4 Pilot Ladders

Air motor (1 per ladder): SAM 4.5VP/60R

Two SOLAS compliant pilot ladders are stowed on air operated reels, onesituated on each side of the main deck, for use in conjunction with the accom-modation ladder for pilot embarkation and disembarkation.

The pilot ladder reels can be traversed, in a fore and aft direction, to one ofthree possible positions for use with the accommodation ladder to provide acomposite pilot ladder/accommodation ladder arrangement for pilot boarding.

Pilot Ladder


Issue: 1 6.3 Lifesaving Equipment - Page 1 of 13

Illustration 6.3.1a Lifeboat and Davits

20O

1

23

4

5 6

7

8 9

10

11

12

13

14

15

16 17

18

19

20

21

2223 24

25

26

27

28

29

30

3132

33

34

35

36

37

39

41

42

43

45

47

1 Engine 2 Sprinkler Pump 3 Sprinkler Pump Intake Valve 4 Battery Compartment 5 Emergency Start Battery 6 Main Start Battery 7 Fuel Tank 8 Drain plug 9 Air Cylinder10 Exhaust Pipe11 Steering Nozzle

12 On/Off Release Hook13 Sprinkler System14 Over Pressure Valve15 Aft Door16 Aft Centre Wall17 Forward Centre Wall18 Seat Harness19 Water & Provision's Tank's20 Air Regulator21 Foot Rest For Helmsman22 helmsman Chair

23 Steering Wheel24 Instrument Panel25 Helmsman's Hatch26 Marker Light With Protection27 Ladder28 Forward Hatch29 Equipment Tank30 Under Pressure Valve31 Propeller Shaft32 Stern Tube33 Steering Cylinder

34 Access To Pump Room35 Puller36 Hook Release Handle37 Gear/Throttle Control39 Buoyancy Foam Hull41 Bilge Pump42 Bilge Pump Handle43 Hydrostatic Safety Interlock44 Break Away Plug. 42V AC45 Painter Release Hook46 Engine Cooler

47 Emergency Tiller



6.3 Lifesaving Equipment

6.3.1 Lifeboats and Davits

Vessel is fitted with two totally enclosed, fire protected lifeboats and a rescueboat.

Lifeboats

Maker: NorsafeModel: 7.4m MATHILDADimensions (LxBxH): 7.52m x 2.84m x 3.12mNumber of persons: 50Weight with equipment: 3,650kg

Boat No.1: Lifeboat at starboard side of shipBoat No.2: Lifeboat at port side of ship

The lifeboats are moulded from fire retardant polyester resin, with the spacebetween the seat, hull, canopy and canopy liner filled with polyurethanebuoyancy foam, which provide the craft with enough buoyancy to remainafloat and upright, even if holed below the waterline. The lifeboats are totallyself-righting when fully loaded and flooded.

Each craft is fitted with two lifting hooks, which are designed to be releasedsimultaneously from inside, when fully waterborne. It is possible to release thehooks when the boat is out of the water, but this procedure is EXTREMELYDANGEROUS and must only be considered in very special circumstances.The steering position has a steering console containing the normal steering,engine instrument panel, engine control lever and emergency air supplycontrols which are located to the starboard side of the con.

The main engine starting battery and the emergency starting battery arecontained in watertight boxes, recessed into the inner liner aft of the enginecompartment. A fuel shut-off valve is situated on top of the fuel tank.

The centre section of the boat contains the water tank, fuel tank and equipmenttanks, with access available to the three air cylinders and the drain plug.Manual bilge pumps are provided on the aft bulkhead and in the forward hookrecess.

External water spray systems are installed on the canopies of the boats, whichwill provide the outside of the boat with a protective layer of water, should firebe encountered on the surface of the sea.

Internal air cylinders are installed which, when operated, will provide thepassengers and engine with air at a controlled rate for at least 10 minutes.

Natural ventilation is achieved via two automatic valves located on the forwardend of the canopy. These valves prevent the cabin from becoming dangerously

under pressurised when the engine is running, An over pressure relief valve ismounted aft, on the main entrance door, inside the canopy. This valve preventsthe cabin from becoming dangerously over pressurised when the emergency airsystem is in operation.

The three emergency air system cylinders are pressurised to 200 bar and shouldbe topped up if the pressure drops to less than 180 bar.

Lowering the Lifeboats

a) Rig the painter.

b) Withdraw the toggle pin at the winch brake lever.

c) Release the davit arm cradle stoppers by removing the toggle pinsand operating the levers.

d) Check that the remote control line is led to the inside of the boat.

e) Open the inboard doors. The helmsman should enter the boat first,disconnect the ship’s power supply and prepare to start the engine.

f) Embark all personnel. Ensure that everybody is strapped in, thenstart the engine. If there is burning liquid on the surface of the seastart the emergency air system.

g) Pull continuously on the brake remote control wire until the boatis waterborne and no tension exists in the fall wires.

h) Operate the falls hook quick-release lever.

i) Check that the falls have released from the hooks and are clear.

j) When ready, release the toggle painter, move ahead on the engineand steer away from the vessel.

The boats are equipped with ON/OFF load lifting hooks. These hooks arecontrolled from a release handle situated on the starboard side of the steeringconsole in the following manner :

a) Do not touch the hook release lever until the boat is fullywaterborne.

When the indicator arm moves from the green zone to the red zone :

b) Remove the red safety pin.

c) Lift the release lever and pull aft.

The lifting hooks will now be released.

WARNINGThe red safety pin should never be removed until the boat is completelywaterborne.

Alternatively the lifeboats can be lowered from the vessel by lifting the brakelever on the lifeboat winch, or by operation of the lever on the remote standhaving first released the locking pin. The falls are released from inside the boatas before.

(Note! If in a fire or toxic gases, start the water spray system as soon as theboat is waterborne. The air supply can be operated when the boat is still on thefalls. However, the supply is of limited duration, being approximately tenminutes.)

Recovery of the Lifeboats

a) Plug in the remote controller for the lifeboat winch.

b) Reset toggle pins on the brake lever on the winch and on theremote stand, ensuring that the brake is in the ON position.

c) Reset the lifting hook quick release mechanism inside the boat.

d) Hook on the fall suspension chains to the forward and aft hookson the lifeboat.

e) Check that power for the winch motor is on at the starter box.

f) Check that limit switch operates and stops the motor just short offully raised position.

g) Push the button on the winch motor control to start raising thelifeboat.

When the limit switches operate to cut out the winch motor:

h) Engage the winch handle and wind in the lifeboat the remainderof the way manually.

i) Engage the davit arm stoppers.

j) Connect the slip hooks on the gripes and secure with theturnbuckle.

k) Gently lift the brake handle so that the weight of the boat is takenby the gripes, with tension still in the falls.

l) Turn the starter main switch off.



Lifeboat Engine Emergency Start

Ratchet Drive Release Lever B Lever A

Lifeboat Engine Start Spring Indicator

Spring LoadIndication Window

Lifeboat Helm Control

Lifeboat Compressed Air Supply ChargingPoint and Outlet Regulator

Emergency Rudder Operation

Rudder Hydraulic CylinderBypass Valve to be the

Open Position InEmergency Operation



To Start the Engine

a) Disconnect the external power supply.

b) Switch on the battery supply, then move the main switch on thelifeboat steering console instrument panel to the RUN position. Abuzzer will sound.

c) Put the gear lever into the NEUTRAL position.

d) Press the START switch on the steering console instrument panel.

Emergency Back-Up Starting of the Engine

a) Disconnect the external power supply.

b) Remove the cover from the engine compartment.

c) Below the spring motor pull down the black knob (A), the springrelease lever (B) will now be in the horizontal position.

d) Check the spring load indicator window. If the indicator is notshowing the white sector, use the ratchet drive supplied to drivethe spring until the white sector is showing half a window. At thispoint the ratchet drive will become difficult to operate.

e) Ensure the gear lever is in the NEUTRAL position.

f) In one movement move the red lever (B) into the vertical position.The engine will now start.

To Stop the Engine

a) Reduce the engine to idling and put the gear lever into the neutralposition.

b) Push the STOP button, on the steering console instrument panel,until the engine stops.

c) Switch the OFF/RUN switch to the OFF position.

Sprinkler System

The lifeboats are equipped with a sprinkler system, designed to cover the entireexternal surface of the boat with a film of sea water when the boat iswaterborne.

To Activate the System

a) Ensure that all hatches and openings are closed.

b) Turn the red handle on the sprinkler valve, located in the forwardend of the engine compartment, so that it aligns with the intakepipe.

c) Increase the engine rpm.

After testing the sprinkler system it should be flushed through with fresh water,at a pressure of 10 bar, for a minimum of 10 minutes, to prevent salt depositsbuilding up on the inside of the pipework. Once the system has been flushed,the pump should be drained, by opening the drain valve on the pump. Close thevalve after draining.

Davits

Maker: OPCO-SEKIType: SHS-38-073K hinged gravity typeMaximum working load: 6,350kgMaximum inclination: ± 20° heel and 10° trim

Requirements:

The davits are designed to permit boarding of 36 persons into the lifeboat whenin the stowed position. The lifeboat may be lowered without stopping, asswinging out and lowering is a continuous movement. The winch brake releaselever is released remotely from inside the lifeboat, or alternatively manuallyfrom the deck. Davits are capable of swinging out the lifeboats against anadverse list of 20°; skates being fitted to each boat to facilitate this.

The davits and winch are designed to lift the boat, to the stowed position, withtwo persons on board.

Davit Winch

Motor: 4 kW Power source: 440 volt 3 phase 60 HzHoisting load: 3,800 kg (boat, 2 persons, falls and blocks)Hoisting speed: Minimum 3 metres per minuteLowering speed: 52 to 78 m/minute

An electric motor mounted on the winch is used to hoist the lifeboats. Safetydevices automatically cut off power before the davit arms reach the stops. Thewinch is equipped with a centrifugal brake, manual lowering brake, non-returnclutch and manual hoisting handle. The falls can be manually wound out.

Lifeboat Engine

Maker: BUKH Model: DV24RMEType: 2 cylinder, water cooled diesel, with an external

keel coolerHorsepower: 24 bhp at 3,600 rpmFuel tank capacity: Suitable for more than twenty four hours duration.

CAUTION!The lifeboat engine may be run for a maximum of five minutes whilst notwaterborne. During this period the propeller clutch must not be engaged,otherwise the propeller gland seal will be damaged.

Rescue Boat

Maker: VikingType: Viking 470 GRP 1Length: 4.75mBreadth: 1.9m

Davit

Maker: OPCO-SEKIType: Single jib slewing typeMaximum load: 596 kgLowering speed: 48-78m/minuteHoisting speed: 18m/minuteWorking radius: 3.6m

The six man GRP rescue boat, stowed on the port side of the vessel, islaunched and recovered by means of a single jib slewing davit.

The davit system consists of a pedestal, slewing ring gear, jib and electrohydraulic power units, including a stored power unit for slewing the jib out.

The rescue boat is lowered either by means of the control wire, which issuspended from the brake lever into the boat, or by lifting the brake leverdirectly. A continuous pull remote control wire is also provided for non-stoplowering.

An automatic release hook is fitted to facilitate rapid release of the fall oncethe boat is waterborne.



Illustration 6.3.1a Lifeboat and Davits

20O

1

23

4

5 6

7

8 9

10

11

12

13

14

15

16 17

18

19

20

21

2223 24

25

26

27

28

29

30

3132

33

34

35

36

37

39

41

42

43

45

47

1 Engine 2 Sprinkler Pump 3 Sprinkler Pump Intake Valve 4 Battery Compartment 5 Emergency Start Battery 6 Main Start Battery 7 Fuel Tank 8 Drain plug 9 Air Cylinder10 Exhaust Pipe11 Steering Nozzle

12 On/Off Release Hook13 Sprinkler System14 Over Pressure Valve15 Aft Door16 Aft Centre Wall17 Forward Centre Wall18 Seat Harness19 Water & Provision's Tank's20 Air Regulator21 Foot Rest For Helmsman22 helmsman Chair

23 Steering Wheel24 Instrument Panel25 Helmsman's Hatch26 Marker Light With Protection27 Ladder28 Forward Hatch29 Equipment Tank30 Under Pressure Valve31 Propeller Shaft32 Stern Tube33 Steering Cylinder

34 Access To Pump Room35 Puller36 Hook Release Handle37 Gear/Throttle Control39 Buoyancy Foam Hull41 Bilge Pump42 Bilge Pump Handle43 Hydrostatic Safety Interlock44 Break Away Plug. 42V AC45 Painter Release Hook46 Engine Cooler

47 Emergency Tiller



Launching Procedure

a) Release the boat lashings by means of the two slip hooks.

b) Disengage the locking pin on the boat davit.

c) Slightly hoist the boat by means of the crank handle.

d) Embark the rescue boat crew.

e) Slew out the boat by means of the manual control valve, using thepainter to steady the boat.

f) Lower the boat either by means of the control wire or by operatingthe davit winch brake directly.

g) Prior to the boat reaching the water, pull the toggle on theautomatic release hook to trip the safety catch to the releaseposition.

When the boat becomes waterborne the release hook will disengage automati-cally.

h) Release the painter.

(Note ! The outboard motor can be started prior to the boat becomingwaterborne but must not be allowed to run for more than one minute withoutcooling water.)

Recovery Procedure

a) Manoeuvre the boat alongside the ship and secure the painter.

b) Manoeuvre the boat below the fall and engage the automaticrelease hook. After engaging the hook, push the lever into theLOCKED position.

c) Hoist the boat until the limit switch on the davit causes thehoisting motor to cut out. The boat can be hoisted with a fullcomplement of six persons on board.

d) Slew the boat inboard, lower it to its stowed position anddisembark the crew.

e) Lash the boat in its stowed position and insert the davit lockingpin.

6.3.2 Rescue Boat

Maker: YanmarModel: D27Type: 4 cycle, water cooled, vertical crankshaft dieselStarting system: Electric, 12 volt

Starting Procedure

a) Ensure the fuel tank is attached to the fuel line to the engine andif necessary, prime the system to the engine with the priming bulb.

b) Put the remote control lever in neutral.

c) In cold conditions, put the warm-up lever in the fully openposition.

d) Insert the engine switch key into the key slot and turn to the ONposition.

e) Turn the key to the START position and the engine will start.

f) As soon as the engine is running release the key and it will returnto the ON position.

g) When the engine is warm (after about 3 minutes), return thewarm-up lever to the fully closed position.

Stopping Procedure

a) Push the key to activate the stop switch and stop the engine.

b) Switch the starting key to the OFF position.



Illustration 6.3.2a Liferaft Release

Slip Hook

Liferaft Retaining Straps

Attachment Line

Shackle

Weak Link(Red)

Thimble

Shackle

Release Unit

Expiry Date

Cradle

Life RaftPainter



6.3.3 Liferafts

Maker VikingType 2 x 20 DK (20 person)

2 x 16 DK (16 person)1 x 6 DK (6 person)

General

There is a twenty man and a sixteen man liferaft, stowed just aft of eachlifeboat, and one liferaft for six persons stowed on the main deck forward justaft of the winch/windlass on the port side. All the liferafts are constructed withtwin buoyancy chambers, one above the other. The bottom and the canopy ofthe rafts are of double construction and may be inflated by bellows. The raftsare provided with boarding ladders, inside and outside gripping lines, capsizestabilisers and a salt water activated battery for both internal and externallighting. Accessories supplied are, a rescue line with rubber quoit, repair outfit,hand bellows, floating knife, operational instructions, sea anchor (drogue) andan emergency pack to SOLAS standards.

Release of Rafts

Hydrostatic Release Units (HRU) are only fitted to the liferafts situated aft,which will activate when submerged to a depth of 2 to 4m, releasing the raftsto float towards the surface. After activation of the HRU the raft will still besecured to the vessel by a weak line. However, after inflation of the raft,sufficient drag is applied to break the weak link, and therefore allow the raft tofloat free. The rafts may also be released manually by unfastening the slip hooksecuring the lashing round the container. Ensure the the ring on the end of thepainter is still attached to the HRU. When the raft is thrown over the side, thepainter is pulled out until the carbon dioxide cylinder is activated and the raftinflates.

Operation

After boarding the raft, the painter must be cut with the knife provided. Paddleaway from the danger zone using the paddles placed in a bag close to theentrance of the raft or, alternatively, one of the lifeboats could be used to towthe raft clear of the vessel.

6 person Liferaft on Main Deck Forward

Liferaft Location



6.3.4 Self-Contained Breathing Apparatus

The vessel is supplied with four sets of positive pressure self-containedbreathing apparatus (SCABA). Two sets are kept in the fire control centre andtwo in the locker on the navigating bridge deck, aft of the wheelhouse, portside. The following equipment is kept beside each set, ready for immediateuse:

Spare cylinders of air 1,200 litres: 2 (plus one on set)

Safety lamp: 1

Fire axe: 1

Fireman suit: 1

Rigid helmet: 1

Boots: 1

Gloves: 1

45m life line (with belt): 1

The apparatus has an estimated working duration of 20 minutes with a 1,200litre cylinder, plus approximately 10 minutes duration once the whistle isactivated. It consists of a high-pressure air cylinder mounted on a lightweightframe. The padded synthetic harness, developed from the Bergen rucksackprinciple, is fully adjustable to fit all sizes of wearer. A special lifting harnessis fitted to all sets required for marine use, a life line is connected to this to givethe wearer added security when entering enclosed spaces.

The cylinder air is reduced by a single stage pressure reduction system. The airleaves the cylinder and passes through a sintered bronze filter, located in thecylinder connector manifold, then via a stainless steel reinforced PTFE supplyhose to the positive pressure demand valve, where it is reduced to a breathablepressure.

The tilt operated demand valve has a spring-loaded neoprene diaphragm togive long reliable service. The simplicity of the valve eliminates the need foradjustment. The demand valve switch enables the wearer to apply positivepressure to the mask by releasing the spring on the diaphragm. This ensuresthat the air pressure in the face mask is always above the external atmosphericpressure. Any leakage of air from the face mask, due to poor sealing, will beforced out to the atmosphere.

A pressure gauge is attached, via a fire resistant stainless steel reinforced tube,which indicates cylinder pressure, and a whistle unit warns the user whenapproximately 10 minutes of air remains.

The face mask is moulded in black non-dermatitic neoprene with a deeptapered reflex edge seal. When not in use a neck strap enables the mask to becarried on the chest. A fully adjustable five-point head harness holds the facemask to the face when required. An integral speech diaphragm is moulded intothe front of the face mask which requires no maintenance.

Pre-Use Checklist

Switch Off the Demand ValveTurn off the black positive pressure knob on the demand valve.

Check the Cylinder is FullOpen the cylinder valve slowly and check the gauge against the pressure statedon the cylinder.

Leak Test of ApparatusOpen the cylinder valve slowly and close again, the gauge reading should notfall by more than 10 bar per minute.

Check the Whistle SettingGradually reduce the pressure in the system by partially turning the ON/OFFdemand valve switch. Let the pressure reading fall slowly, the whistle shouldblow at 68 bar for the 1,200 litre cylinder.

Donning the ApparatusWith the shoulder straps and waist belt slackened, put on the apparatus andadjust the shoulder straps until the cylinder is held snugly on the back. Fit thewaist belt and adjust as required. Hang the face mask strap around the neck.Secure the lifeline to D ring. Now fit the leg straps of the lifting harness andsecure through the D rings. Check the demand valve is in the OFF position,turn on the cylinder air valve slowly. With the thumbs inside the head harnessstraps, put the chin into the mask first and pull the straps over head. Positionthe mask so that the chin fits snugly into the chin cup and then gently tightenthe head harness, lower straps first. Do not over tighten.

Check for Positive PressureTurn the black knob on the demand valve to the ON position, gently lift themask seal off the cheek and ensure that air flows out of the mask, proving thatthe air pressure in the mask is positive. Allow the mask to re-seal and holdbreath. There should be no leakage from the exhale valve, as denoted by thesound of a constant flow of air from the demand valve.

Check Face Mask LeakageClose the cylinder valve and continue to breathe normally, until air in theapparatus is exhausted and the face mask is pulled gently on to the face. Whenthe pressure gauge shows zero, hold breath for 10 seconds; any leakage willeither be heard or shown by the mask moving away from the face. If a leak isdetected, turn on the cylinder valve, readjust the mask and head harness, thenretest.

Check the Actual Cylinder PressureTurn the cylinder valve fully ON and check the reading on the pressure gauge.

Check the Supplementary Air SupplyTo operate the supplementary air supply (demand valve override) depress thepurge button on the demand valve cover. This action causes the tilt valvemechanism to be displaced and releases air into the face mask.

! CAUTIONIn toxic atmospheres where the contamination has exceeded certain levels,reference should be made to BS 4275 for guidance.

In the event of the wearer using spectacles, or having facial hair, it is likelythat the face seal fit will be impaired.

At very high work rates the pressure in the face mask of positive pressurebreathing apparatus may become negative at peak inhalations.

After Use

a) Turn off the positive pressure demand valve switch.

b) Slacken off the head harness and remove the face mask.

c) Turn off the cylinder valve.

d) Slacken off shoulder straps, undo the waist belt and leg harness.

e) Take off the apparatus. Release air trapped in the system byturning the demand valve to the ON then the OFF position.

f) Remove cylinder from apparatus and mark it MT (empty) for refilling.

g) Place a fully charged cylinder in the apparatus so that it is readyfor instant use.

h) Fully slacken off the head harness straps.

i) Clean the face mask by removing the demand valve and washingthe mask in soapy water (do not use detergent). After drying,lightly dust the face mask with French chalk. The interior of thevisor may be wiped with a de-misting agent and the wholepolished with a clean lint free cloth.

Maintenance

MonthlyThe apparatus should be subjected to the test as stated in the Pre-Use andPositive Pressure checks.

AnnuallyThe demand valve diaphragm and all seals should be replaced annually, ormore frequently as a result of the monthly inspection.



6.3.5 Breathing Air Compressor

Manufacturer: BauerNo. of sets: 1

The SCABA air compressor is specially designed for recharging SCABAcylinders with clean dry high pressure air up to 300 bar. The unit is mountedon a skid located in the fire locker store on the starboard side aft on upper deck.Additionally the compressor is used to recharge the lifeboat air cylinders up toa pressure of 200 bar.

There are two discharge pressure hoses, the pressure line (with associatedpressure gauge) with the red locking nut is used on the SCABA cylinders andthe pressure line with the black locking nut (with associated pressure gauge) isused for the lifeboat air cylinders.

The unit is supplied from the emergency switchboard 440V feeder panel,isolation breaker P-EM-24.

Procedure for Operation

a) Check the compressor sump level and top up if required withCORENA OIL 150 (Shell oil).

b) Open the purifier/filter drain valves and blow through.

c) Open the water separator drain valve and blow through.

d) Connect up the air cylinder to be recharged to the correctpressure line, see above.

e) Start the air compressor.

When the cylinders have been recharged, shut down the compressor and logthe running hours. The purifier/filter should be changed according to the man-ufactures operating instructions

Air Compressor for SCABA Air Cylinders and Lifeboat Air Cylinders

Pressure Gauge andConnection for SCABA Air

Cylinders

Pressure Gauge andConnection for Lifeboat Air

Cylinders



6.3.6 Lifeboat Survival Guide

In the unfortunate event that the vessel has to be abandoned it is necessary tomake some very important decisions and carry out certain actions quickly,these are summarised as follows: -

Procedure Prior to Abandonment

a) Put on extra clothing.

b) Put on a lifejacket.

c) Take extra clothing or blankets if possible.

d) Drink water if possible.

e) Take water in sealed containers.

In addition to the statutory lifeboat equipment e.g. emergency radio, water,rations, first aid kit etc., the following extra items would be useful:

Extra lifejackets

Extra survival bags

Small plastic bags

Extra medical supplies

Extra electric torches and batteries

Paper and pencil

Portable radio receivers, books, playing cards etc

Navigational instruments, books chart and chronometer

Abandon Ship Procedure

a) All personnel should, if possible, board the lifeboat withoutgetting wet.

b) If, for some reason, this is not possible and a jump into the waterhas to be made, remember:

Make sure it is clear to jump

Hold your nose

Hold down your life jacket

Put your feet together

Look ahead when you jump

Additional Duties, Which Should be Allocated on the Lifeboat MusterList

SARTS to the lifeboats

GMDSS portable radio to lifeboat

EPIRB to lifeboat

Blankets and provisions

Aboard the Survival Craft

First Actions

Elect a leader. This will normally be the most senior officer or the person appointed on the muster list.

Take a muster of persons on board.

Search the area for other survivors or survival craft.

Liaise with any other survival craft to ensure that all persons areaccounted for.

Assess the situation, is rescue likely and how long will it take?

Do you stay close to the position of the sinking or proceedtowards the nearest land?

Put the food and water under the control of one person who willbe responsible for distributing the rations.

Collect in all additional food, clothing and sharp objects orweapons that may have been brought into the survival craft.

The leader must confirm to all that no food or water will be issuedfor the first 24 hours.

The leader should nominate different people to the followingpositions, first aid, signalman, hull repairs, engine repairs,recorder of voyage log, navigator, helmsman and lookouts.

Give an anti-seasickness tablet to all personnel.

Stay Close to the Position of Abandonment

With the improvements brought about by the GMDSS system in maritimesearch and rescue, this is the most likely decision that will be made. Prior totaking to the lifeboat, a Distress Alert would be sent out. This can be done atthe touch of a single button. In addition there are the EPIRB and SARTS whichshould be taken to the lifeboats when abandoning ship. The EPIRB, whenactivated, allows the MRCC to locate the position of survivors and guidevessels and aircraft to your rescue. Should the EPIRB not be in the survivalcraft when the vessel sinks, the HRU will automatically release the EPIRBwhich will then start its transmissions. Where possible it is therefore beneficialfor all the survival craft to stay together by tying the survival craft together.The SARTS should be positioned on the extension pole switched on andmounted as high as possible.

To minimise drift, rig the sea anchor, issue anti-seasickness tablets and ensurethat any persons in the water are accommodated in the lifeboat as soon aspossible.

Listen for whistles and look for survivors, signalling lights and lights of otherrafts, ships or aircraft. The look outs should be properly briefed in their duties,regarding the collection of useful debris, how to keep a look-out, sectorsearches and the use of pyrotechnics, including when to use them.

Proceed Towards the Nearest Land

In some circumstances this will be the most obvious choice. Factors to takeinto consideration are:

Was a distress alert sent?

How far is it to the nearest land? Is the nearest land within the fuelrange of your craft?

If there is no EPIRB in the survival craft, search the area of the sinking to seeif it has surfaced.

Indications of the proximity of land are changes in the wind direction aroundsunset and sunrise. The land and sea breeze effect can be quite distinct in someareas. A good indication of land is a single cumulus cloud or occasionallyseveral appearing to be stationary close to the horizon whilst others aremoving. There are many other indications such as a green and blue reflectionon the underside of the clouds in low latitudes, the direction that birds fly ineither early in the morning or in the evening, also the change in colour of thesea from green or blue to a lighter colour.

Do not approach land at night unless you know exactly where you are and thatthe landing area or harbour entrance can be safely transited. During the hoursof darkness look-outs should keep a good watch for the sound of surf andreport to the watch leader any visual or audible occurrences



Settling Down to a Period Before Rescue

Having made an assessment of how long it will be before rescue is likely it isnow necessary to decide how the available food and water will be divided andissued. The following are a few guidelines: -

The minimum daily water ration should be around 450 to 500 ml given in threeseparate issues at sunrise, noon and sunset. This quantity will be sufficient toavoid severe dehydration.

The daily food ration should consist of 800 to 850 kJ of the emergency rationsgiven in three equal amounts. (This equates to around 500 gms). To make thedecision as to how much should be issued, take the total available, separate onethird as emergency stock and should rescue not be forthcoming when expected,then apportion the remainder where possible on the above basis as a minimum.

In a lifeboat there should be 3 litres of water and 10,000 kJ of food for eachperson that the boat is certified to carry. It should be noted that the emergencyrations consist mainly of carbohydrates, some fat and minimal protein. Theserations do not require the consumption of water or body fluid for them to bedigested, which is of great importance.

Food and water should be issued in such a way that all can see that it is fair.Everyone will become thirsty and as time passes human nature will make theration distribution a very difficult and harrowing experience and also thehighlight of the day.

If a desalination plant is available this should be put into operationimmediately and its output used in preference to the internal water.

Passing the Time

The leader has to face and resolve the following problems:

Maintain morale. This is best approached by giving duties to each personwhich are meaningful and ensuring that they are carried out.

Duties such as look-out, helmsman and baler should be rotated at intervals ofnot more than one hour, as this will prevent boredom and lack of vigilancefrom setting in.

Continually show confidence that rescue will take place. Do not allowindividuals to lapse into melancholy. Try to make everyone think of factorsother than the situation that they are in by introducing games of various forms.If a portable radio is available tune it in and listen to the various programmes.Playing card games is useful, as considerable concentration is required.

Maintaining the Health of all On Board, both Mental and Physical

Routines can be counter productive and where possible restrict movement to aminimum as all movement consumes body fluid. Body fluid is probably themost significant single factor to control whether or not you survive.

The initial withholding of food and water for 24 hours puts the body into aslightly dehydrated state which is the ideal situation for a prolonged period ina survival craft. During this period all persons should be encouraged to urinate,this will assist in reducing urinary retention problems later.

Do not consume food high in protein as this causes defecating which in turncauses body fluids to be used which will be irreplaceable. If possible keep agood flow of fresh air through the boat as this will help to reduce seasickness,Ensure that all take the anti-seasickness tablets for the first two days as afterthis most seaman will be acclimatised to the motion of the craft.

Towards the evening try to hang out any damp clothing and make sure it is dryfor the evening chill in the tropics. This avoids the loss of body fluid as bodyheat dries the clothing and reduces the internal body temperature.

As thirst grows the temptation increases to drink sea water. This must beprevented as ultimately death will certainly ensue.

All parts of the body should be shaded from the sun and the elements this willreduce the loss of body fluid and/or the risk of sunburn or frostbite.

If the water ration is at least one litre per person daily then fishing can be aworthwhile exercise. Remember that fish are high in protein which brings itsown problems as previously mentioned.

The blood of sea birds is quite nutritious. To catch these try putting some of thefish guts on a piece of wood with a hook in the middle and allow it to float alittle way from the craft.

Do not encourage swimming as a form of exercise as this will use up energyand put the individuals at risk from sharks.

Injuries, Ailments and Treatment

Injuries

A first aid kit is supplied with every lifeboat and a leaflet describing simplefirst aid is enclosed with each kit.

Frost-Bite

Usually occurs in extremities i.e. fingers, toes, ears. Wear protective clothingif possible. Reduce look-out periods in very cold weather, watch each other’sconditions. Wriggle nose and cheeks and exercise hands and feet to keepcirculation going.

Do not massage an affected area once signs of frost-bite have appeared. Warmthe area by holding a hand against it.

Urine Retention

This can be dangerous, so overcome mental blockage early before urineproduction is reduced by rationing. Ensure that everyone urinates within thefirst 24 hours. If retention occurs, dangling hands in the water may help out butwhilst this is being done keep a wary eye for sharks. After a period in a survivalcraft, urine will appear dark and smoky. This is normal and no action isnecessary.

Sunburn

Avoid excessive exposure to the sun by keeping under cover. Keep head, neckand other exposed areas covered. A very gradually acquired sun tan may bebeneficial.

Salt Water Boils

These are due to the skin becoming sodden with sea water. Do not squeeze orprick boils. Keep them clean and cover with a dry dressing. Keep the area asdry as possible to avoid chafing.

Dry Mouth and Cracked Lips

Swill water around the mouth prior to swallowing. Suck a button. Smear lipswith cream or soft petroleum jelly.

Swollen Legs

This is common and due to long periods spent in a sitting position. It willsubside without treatment after rescue.



Hypothermia

There is a risk of hypothermia in water below about 25°C. Extra clothing willdelay the onset of hypothermia even if immersed and of course will provideextra warmth for the survivor in the lifeboat even if immersion takes place.Totally enclosed or partially enclosed lifeboats provide far better protectionfrom the elements than the older open type, but extra clothing is still essentialfor warmth in nearly all climates. If a survivor has been immersed in water andhas hypothermia, strip off wet outer clothing and replace with any availabledry garments. Warm the patient with extra layers of clothing and use life-jackets as extra insulation. Use a thermal protective aid (plastic survival bag)if available. Persons particularly at risk from hypothermia should be positionednearer the engine, which will run for 24 hours at full power and much longerif kept on light load. The engine can be a very valuable source of warmth incold weather, by running at light loads or using the engine for certain periodsonly. However, fuel should be conserved as much as possible.

Dehydration

This is a fact of life in a survival craft and all the best that can be done is tominimise the rate at which the body looses fluid. Drinking either sea water orurine increases the rate at which precious body fluids are used up and in turnincreases thirst. Eventually the person will lapse into unconsciousness and die.Avoid eating proteins, minimise exercise and try to stay dry and comfortable.

Rescue

Take care, as by now you are not as fit or as able when boarding the survivalcraft, your mental and physical processes will be operating in slow motion.

Establish communication with the rescue craft, give all details regarding thecondition of the survivors and discuss the simplest means of transfer to theother craft.

The injured and weakest should be transferred first.

Remember to take the log into the rescue boat.


Issue: 1 6.4 Safety Equipment - Page 1 of 2

Illustration 6.4.2a Oxygen Meters

Riken OX-226

Riken OX-82 Personal O2 Meter With Extension Hose and Bayonet Fitting

30 m Lengthof Hose


Issue: 1 6.4 Safety Equipment - Page 2 of 2

6.4 Safety Equipment

The portable gas detection equipment on board is both comprehensive and wellproven. Each instrument is certificated and comes with manufacturer’soperating instructions and recommended spares and test kits. The certificatesare to be suitably filed and the monthly tests recorded.

6.4.1 Hydrocarbon and LEL Detector

Manufacturer: RikenModel: NP-237HNo. of sets: 2

The ship carries two Riken portable combustible detectors designed for themeasurement of hydrocarbon gas/vapour % concentration and % LEL duringpurging and gas freeing. Operating instructions are carried inside the cover ofeach unit.

On a monthly basis, each unit should be tested for gas sensitivity with the spangas test sampling bags which are stored in the metal cabinet in the ship’scontrol centre.

The use of the equipment and any maintenance carried out should be logged inthe Log and Instruction Manual stored in the metal cabinet in the ship’s controlcentre.

6.4.2 Oxygen Meter

Manufacturer: RikenModel: OX-226No. of sets: 1

The ship carries a Riken portable oxygen meter with a 30m sampling hose fortesting of the cargo and ballast tank atmosphere. Operation and calibrationinstructions are carried inside the cover. The use of the equipment and anymaintenance carried out should be logged in the Log and Instruction Manual.

Model: OX-82No. of sets: 1

The ship carries a personal oxygen meter for the testing of the atmosphere intanks that have been gas freed. An O2 detector head or extension cable line canbe fitted into the bayonet fitting on top of the unit.

6.4.3 Personal H2S and Oxygen Detector

Manufacturer: RikenModel: HX-GWNo. of sets: 2

The ship carries two Riken personal H2S and O2 ‘GasWatch’ detectors whichare designed to be strapped onto the wrist of the operator. The detector unit hasa range up to 150 ppm H2S with two alarm point settings i.e., 10 ppm and 20ppm. The O2 range is 40% by volume O2 with two alarm point settings i.e., low19.5% and high 23.5%. The display increment value for H2S is 0.5 ppm andfor O2 0.1% by volume.

The detector is able to display peak readings for the highest recorded H2S leveland lowest recorded O2 level.

The use of the equipment and any maintenance carried out should be logged inthe Log and Instruction Manual.

Illustration 6.4.3a Personal H2S and Oxygen Detector

02

DISP.ODE. AIR.

Mode Power Display Air

START UP - Press the POWER button until the alarm light turns on (approximately 3 seconds).

1. The Gas Watch temporarily testsall elements of the display screen,then displays the battery voltage.

2. After several seconds, the GasWatch automatically displays thetoxic gas normal screen (CO or H2S).

3. The Gas Watch then displays theoxygen normal screen. It is nowin normal operation.

V

ppm %H2S O2

Illustration 6.4.1a HC and LEL Detector

Part 7Bridge Layout and Equipment


Issue: 1 7.1 Bridge Layout and Equipment - Page 1 of 2

Bridge Wings

Bridge MainConsole

Rudder Angle Indicator

Navigation Table

Coarse Board Blackboard

Window Heater Temp.Controller No.1, 2, 3, 4 Port

Window Wiper/HeaterController No.3, 4 Stb'd

Window Heater Temp.Controller No.1, 2, 3, 4 Stb'd

Window Wiper/HeaterController No.3, 4 Port

Window Wiper/HeaterController No.1, ctr. Port

Window Wiper/HeaterController No.1, 2 Stb'd

Binocular Box Binocular Box Folding Table

Table

Main Chart Table

Bridge Alarm Console

RadarDisplay

Unit(S-Band)

SteeringStand Pilot

Chair

ook RackLow Type)

ook RackPilotChair

RadarDisplay

Unit(X-Band)

ersockeo

Bookcase

PA System

VHF PortableTransceiver

LAN PC

Weather FacsimileReceiver

Group Control Panel

ConverterRoom

S & X-BandRadar

Transceiver

CoffeeLockerDrinking

Water FountainBook Rack(High Type)

GMDSSConsole

Inmarsat-BTelex

Inmarsat-BTelex Keyboard

AutoTelephone Inmarsat-B

Facsimile

Illustration 7.1a Bridge Layout

Down

UpDown

Down

Searchlight(Port and Starboard)

Receptacle ForSearchlight(Port and Starboard)

Bridge WingConsole

PushbuttonFor Whistle(Port and Starboard)

Morse Key(Port and Starboard)

Gyro Repeater(Port and Starboard)

Wooden Grating ForGyro Repeater(Port and Starboard)

rpm of TurnIndicator

Digital GyroRepeater

Rate of TurnIndicator

Speed LogIndicator Rudder Angle

Indicator GPS RouteIndicator

Clock

Anemometer/ScopeDirection Indicator

Anemometer/ScopeSpeed Indicator

Bookcase


Issue: 1 7.1 Bridge Layout and Equipment - Page 2 of 2

7.1 Bridge Layout and Equipment

The wheelhouse is of open plan design with the necessary equipment placed tobest advantage in various consoles from which the officer of the watch is ableto carry out the normal watchkeeping operations.

In the centre of the wheelhouse and to the front is the Auto Pilot and manualsteering position, to the left of this is the X-Band radar, which is incorporatedin the active chart table and to the right is the bridge main console. Further tothe right are the S-Band radar and pilot chair. Directly behind both the forwardchart table and pilot chair is the main chart table with stowage for the chartfolios and both gyrocompasses. To the right of the chart space is the bridgealarm console. In the port aft corner of the wheelhouse is a VHF portablereceiver, weather facsimile receiver and storage locker. Spaced along the rearof the wheelhouse starting from the port side is a bookcase with box for thedaylight signalling lamp and battery charger. Slightly to starboard is the toilet,then the converter room which houses the radar transceiver units, interswitch-ing for radars and radio battery charger. To starboard again of this is theGMDSS and radio communication area, which is closed off by a curtain.Around the sides of the wheelhouse ample cupboard space is provided for thestowage of flags and other bridge equipment. A SART is mounted just insideeach of the bridge wing doors. An EPIRB is mounted directly behind thebridge on the port side, above the lift emergency escape trunking.

Across the front of the wheelhouse are placed a variety of instruments to assistin the smooth operation of the vessel such as clinometer, course board,window wiper and heater controls and whistle pushbutton. The wheelhousemain instrument panel contains the rate of turn indicator, gyro readout, speedindication, rudder angle indicator, anemometer, clock and remote display forGPS. On each bridge wing there is a console containing a mini-helm, mainengine telegraph repeater, rudder angle indicator, VHF DSC handset, speedindication and various warning lights. There is also a separate gyro repeater,searchlight, morse key and whistle pushbutton.

7.1.1 Bridge Consoles

Navigation Console

This consists of from left to right, the forward chart table, which holds:

The current chart

No.2 GPS unit

Speed log indicator

X-Band ARPA radar display

Storage space is provided under the chart table for charts and bridgeequipment.

Main Bridge Consoles

On the right hand side of the steering stand and autopilot is the main bridgeconsole, the first section contains the manoeuvring panel which houses theAutoChief remote control system for the bridge, telegraph and emergency stop.Above these are various dimmer controls, echo sounder readout, speed log andhorsepower meter. The second half of this console contains the whistlecontrols, PA remote controller, morse key, emergency telegraph, soundpowered and auto telephones, No.1 VHF main unit and control units for No.1and No.2 gyrocompasses. To complete the main bridge console is the secondARPA (S-Band) radar display.

Bridge Alarm Console

The bridge alarm console is situated directly behind the main bridge consoleand contains the following:

Signal light control panel

Two navigation light panels

No.2 VHF main unit

Echo sounder main unit

Alarm panel with buzzer stop and test button

Changeover switch from At Sea to Harbour

Navtex

GMDSS alarm unit

Fire alarm pushbutton

General and emergency alarm

Automatic telephone

Inmarsat B telephone

Message indicator for Inmarsat B

Alarm buzzer for Satcom-B

CRT for the alarm monitoring system

No.3 operator control panel

An emergency stop switch box A, B, C and D.

Main Chart Table

Underneath the full size chart table are drawers with sufficient space to carrya set of charts suitable for the vessel’s trading. The following equipment issupplied at the chart table:

No.1 GPS, data select switch for GPS

Loran C receiver and power unit

Speed log digital indicator

Magnetic compass transformer and dimmer box

No.1 and 2 gyrocompass (In locker below table, port side)

Chronometer in a recessed box

Various light/dimmer controls

Group Control Panel

The group panel is situated directly behind the main chart table and containsthe following:

Master fire alarm panel

Gas detection repeater panel for the ballast tanks and pump room

Elevator alarm, buzzer and direct telephone to the elevator

Master clock

Fog and gong automatic system

Rudder and course log printer

IG system indicator panel

NOR control movement recorder

Deck lighting control panel

Alarm indication for the infirmary, refrigeration rooms and auto telephone trouble

Start/stop for the bilge, fire and GS pumps and emergency fire pump

Communications Area

The radio console provides all the equipment necessary to comply withGMDSS regulations along with additional communication equipment such as:Satcom-B, MF/HF radiotelephony and narrow band direct printing, telephonefor the Satcom-B, facsimile machine for Satcom-B, automatic exchangeinternal telephone, various printers and the public address main unit. Storagespace is provided for all communication publications.


Issue: 1 7.2 Integrated Navigation Equipment - Page 1 of 8

Illustration 7.2.1a Radar Equipment

IsolationSwitch

IsolationSwitch

ScannerControl

Unit

ShipSupply220V

ShipSupply220V

ShipSupply220V

Transceiver Transceiver

S-Band

Turning Unit

X-Band

Turning Unit

Pulse Log

Step Compass

Trackable

External Alarms

GPS

Pulse Log

Step Compass

Trackable

External Alarms

GPS

SerialInterface

Unit

SerialInterface

Unit

Display AS-Band

Display BX-Band

InterswitchUnit



7.2 Integrated Navigation Equipment

Maker: Litton Marine SystemsType: Bridge-Master E series

7.2.1 Radar

Radar is an acronym of Radio Detection and Ranging and uses a source of radiofrequency power known as a transmitter to send via a transducer (antenna) elec-tromagnetic waves at the speed of light into the atmosphere. A portion of thesetransmitted electromagnetic waves will be absorbed by any medium whichhappens to be in its path. This wave is then re-radiated from the medium againat the speed of light in all directions. Some of the electromagnetic waves aretransmitted directly along the reciprocal course at which they were receivedand are picked up by the radar antenna which also acts as a receiver. Thereceived wave is amplified and, by use of high speed time measuring equipmentthe exact time delay can be measured and the distance of the mediumcalculated. The direction from which the wave is received can be easilymeasured as an azimuth bearing with reference to a selected datum point.

Equipment Description

The vessel is fitted with two radars, one X-band (3cm) and one S-band (10cm).Both radars are fitted with ARPA (automatic radar plotting aid). Theequipment is composed of a transceiver, scanner and a display unit with a highdefinition colour CRT.

Information regarding the current settings and configuration of the radar aredisplayed around the CRT.

The display unit is fitted with a control panel, which is made up from a numberof modules mounted immediately below the screen. This panel contains asimple pointing device (a tracker-ball referred to as the cursor control) withtwo associated keys (left and right) which are used to control the radar and itsdisplay. Also contained on the panel is a two memory-card reader. Memorycards are used for storing and retrieving information such as maps andrecorded tracks.

Both radars are equipped with automatic radar plotting aids (ARPA). Targetmotion is displayed both graphically on the CRT and for chosen targets adigital read-out is provided of all information necessary for anti collisionoperation.

The facility is available to both draw and save navigation lines for the pre-programming of parallel index lines in order to assist in the monitoring of thevessels navigational track in coastal waters.

The basic, single-scanner/single-display configuration is expanded by theinter-switch unit.

A display unit can be connected via the inter-switch to any one of the scannerunits and can be selected from that display as the master display for controllingthat scanner, or as a slave display. The master/slave status of all displays andtheir specific scanner couplings can be monitored from any display unit in thesystem.

A display unit can only be connected to one scanner at a time, and only amaster display has full control of the scanner. The controls available at amaster display, but NOT at a slave display, are as follows:

Selection of transmission pulse-length

Tuning the transceiver

Tuning the performance monitor

7.2.2 Operating Procedures

Switching On the Radar

Press the On/Off switch to turn on the radar display.

During the start-up sequence, a series of messages is displayed in the centre ofthe video circle. The initial message indicates the type of radar and is displayedfor approximately 30 seconds.

The messages that follow depend upon the set up chosen during the previousinitialisation. An indication of this set up is given in the top left hand corner ofthe screen.

The MASTER (or SLAVE) caption indicates the type of display. A masterdisplay has control over the radar system’s antenna and transceiver. From amaster display you can switch to transmit, i.e. start the antenna rotating and thetransceiver transmitting radar pulses. It also allows you to select the length ofthe radar pulse transmitted, to tune the transceiver and to monitor theperformance of the radar.

A slave display has no control over the antenna and transceiver. It must be usedin conjunction with a master display. The pulse length, tuning and performancemonitoring are all controlled by its associated master display, the controlsassociated with these functions are disabled on a slave display.

Master Radar Start Up

After the initial 30 seconds, the radar warm up message is displayed togetherwith a 3-digit counter.

RADAR WARMING UPPLEASE WAIT

nnn

The counter (nnn) will increment every second up to a maximum of 999 duringthe period that the transceiver timer is running. When the transceiver haswarmed up and is available to transmit, the timer stops and the radar standbymessage is displayed. If the transceiver is already warmed up and available totransmit, after the initial 12 seconds, the standby message is displayedimmediately.

Slave Radar Start Up

After the initial 30 seconds, the radar standby message is displayed. The radaralways powers up in standby mode.

Using the Radar Controls

Control Panels

The following types of control panel are used for controlling the radar:

Simple Control Panel

The simple control panel is made up of a number of modules, which areusually mounted immediately under the display monitor. A simple pointingdevice, tracker-ball, with two associated keys (left and right), is used to controlthe radar and its display. The tracker-ball controls the position of the on-screencursor which is displayed as a small white arrow when positioned outside theradar circle.

Selections are made by positioning the on-screen cursor over an object orcaption and clicking (press and release) with the left key. The left key isduplicated on the left hand side of the control panel, to enable two handedoperation. The right key is used on some items to provide additional function-ality when available.

Optional Dedicated Control Panel

A dedicated control panel, which contains a number of additional pushbuttonsand rotary controls, can be fitted as an optional extra. However, the simplecontrol panel is always fitted.

The dedicated control panel provides individual tactile controls for specificfunctions. These functions would normally be accessed and adjusted using thecursor control and associated left/right keys of the simple control panel. Thecontrols available are as follows:

Pushbuttons: RANGE UP, RANGE DOWN TM/RM, TRUE/RELATIVE VECTORS, CENTRE, ACK ALARM

Rotary Controls: GAIN, RAIN (Clutter), SEA (Clutter) EBL 1, VRM I, PANEL (Brightness)



Illustration 7.2.2a Radar Operation

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NO ALARMSTARGET ( )

RANGE T BRGCPATCPACOGSOGBCDBCT

NMoNMMINoKTNMMIN

--.----.- --.- --.----.----.- --.- --.-

OWN POSITION IGPSILATLON 093 O 08.689 E

08:09:3:9

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AZ PI TOOLS

ARPA SYSTEM NAV

CENTRE

v3.00

TRIAL MAPS BRILL

PM

HL

EVENT

ENH ON

GAIN

RAINSEA

TUNE

MAN

AFC

RANGE

12 NM+_

RINGS OFF

TZ A (X)

MASTER

STBY

LP

N UP

Transceiver Selection

User Specified Data

Range

Status

Heading Line

Tuning

Video Controls

Transmission Pulse Length

Event Record

Performance Monitoring

Heading

Speed

Vector Mode

Trail Mode

Motion Mode

EBL and VRM

Target Functions

Miscellaneous Function Soft Keys

Alarm Display

Help Line Area

RADAR

BRILLIANCEONOFF

Trackball



The On-Screen Cursor

When the on-screen cursor is outside the video circle it is displayed as a smallwhite arrow, referred to as the screen cursor. As the cursor passes into the videocircle it changes and is displayed as a small white cross, referred to as the videocursor.

Screen Cursor

As the screen cursor moves over a caption or item which can be accessed, itsbox is highlighted (drawn in white), and two small boxes (representing the leftand right keys) appear next to the arrowhead cursor. One or both of these boxesis filled in white to indicate which key(s) are active and available for selection.

If a caption box is not highlighted as the cursor passes over it, it indicates thatthe caption or item inside the box cannot be accessed in the current mode.

Menu options and adjustable parameters selected by the screen cursor aredisplayed in yellow while they are being adjusted. If a particular menu optionis not available it is not highlighted when the screen cursor is positioned on it.Options that can never be selected because of the current radar configuration,are NOT shown.

Video Cursor

Whenever the video cursor is displayed, a dialogue box giving a read-out of thecursors position within the video circle, replaces the usual function soft keysshown in the bottom right hand corner of the display. By default this box givescursor range and bearing (from own ship) and cursor lat. / long.

(Note ! Soft keys are small boxed areas of the screen, usually containing asingle caption, which respond in much the same way as the dedicated functionkeys of a computer keyboard.)

In TRANSMIT mode, the range and bearing of the cursor are relative to ownship’s position. In STANDBY mode, the range and bearing are relative to thecentre of the video circle.

(Note ! If, when in TRANSMIT mode, own ship’s position is lost, or there isa compass error, the lat./long. readings are replaced by dashes.)

Help Area

A help area consisting of two lines of yellow text is given in the bottom righthand corner of the display.

This area is used to provide prompt information when, for instance, the user istrying to make a selection which conflicts with the existing set up.

Permanent prompts, when they exist, are displayed on the upper of the twolines. Temporary prompts are displayed on the lower line. In the defaultcondition both lines are blank, unless in standby mode when the permanentprompt OFF LINE is displayed.

When the auto-track (ARPA/ATA) or manual plotting (EPA) synthetics(information displays) are turned OFF, an appropriate message is permanentlydisplayed on the upper line.

Soft Keys and Fixed Menus

A series of functional soft keys are displayed in the bottom right hand cornerof the display.

A left click on any one of these keys will reveal a fixed menu and a new set ofsoft keys associated with that menu. The menu appears in the area immediatelyabove the soft keys.

A right click on some of the function soft keys will provide additional func-tionality, for example, switching the maps in the video circle ON or OFF.

Items from the menu are usually selected by a left click.

Drop Down Menus

Where there are a number of fixed selections for a particular parameter, forexample RANGE in the top left hand corner of the display. A left click willreveal a drop down menu of the alternatives available.

A drop down menu is usually displayed in the vicinity of the screen cursorwhen the selection is made. Once a menu is displayed, the cursor is restrictedto the area within the menu and selections are made with a left click. A rightclick will close the menu without taking further action.

Selecting a Mode of Operation

From the STANDBY display, there are three mode selections available,

TRANSMIT:The normal operational mode. The antenna is rotating and the transceivertransmits and receives radar pulses enabling a radar picture to be displayed.

INITIALISATION:The system initialisation mode. This is used to set up the system parametersduring installation.

MONITOR TEST:The test mode. This is used to set up the monitor, e.g. geometry,. pre-setcontrast etc.

The soft keys for selecting these modes of operation are located in the bottomleft hand corner of the display.

To Select a Mode

Use the cursor control to position the screen cursor over the soft key for themode required. (Usually TRANSMIT)

Left click to select.

(Note ! A slave display can only be switched to TRANSMIT if its associatedmaster display is in transmit mode.)

Operating Procedure in Transmit Mode

a) After warm up select transmit mode.

b) Select transceiver.

c) Check user specified data such as own ship position, waypointdata, wind and depth and rudder angle which are displayed in thebottom right hand side.

d) Select range scales and range rings. Ranges can be selected usingthe +/- keys or drop down menus.

e) Check the transceiver tuning. The indicator is located at thebottom left hand corner of the screen. Auto or manual tuning canbe used.

f) Set video gain. The video gain can be adjusted using the shadedbar behind its associated caption. Always adjust the gain settingwhile on the range scale of 12 or 24 miles. A light backgroundspeckle must be present to achieve the best target detection andlong range performance. A temporary reduction in gain can bebeneficial when searching for targets in rain or snow conditions.

g) Set anti-clutter sea control. Use the anti-clutter sea control toreduce sea clutter to an operational level where some residualclutter speckle is present. The setting must permit small targets,often as similar signal strength to the sea clutter returns to bedetected.

Always use the control with great care. Avoid setting the control to completelyremove all sea clutter, as this will reduce the detection of small targets. Thesetting should be periodically checked as prevailing sea conditions change.




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ARPA SYSTEM NAV

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ENH ON

GAIN

RAINSEA

TUNE

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STBY

LP

N UP


User Specified Data

Range

Status

Heading Line

Tuning

Video Controls


Event Record


Heading

Speed

Vector Mode

Trail Mode

Motion Mode

EBL and VRM

Target Functions


Alarm Display

Help Line Area

RADAR

BRILLIANCEONOFF

Trackball



h) Set anti-clutter rain control. Use this control to optimisesuppression of rain clutter, i.e. balance the detection of targetswithin the clutter region with detection of those outside the clutterregion. Excessive suppression can cause loss of small targets. It isadvantageous to use this control to search for targets in the clutterregion, returning the control to zero after the search.

i) Set enhanced video mode. This provides an improvement in thepresentation of small short range targets.

j) Select radar transmission pulse length. The current selection ofpulse length is indicated in the PULSE LENGTH soft key at theleft hand side of the display.

k) Set brilliance using the soft key at the bottom right of the display.

l) Check heading and speed display. The ship’s heading and speedare displayed at the top right corner of the display.

m) Select presentation mode. The selection field is located to the leftof the heading and speed displays. Data from the compass can beprocessed to produce a correct stabilised display. Select NORTHUP or COURSE UP.

n) Select motion mode. The motion mode determines whether ownship moves across the radar picture or remains at a selected point,and how the trails of moving targets are displayed.

o) Select vector mode. Vectors are shown on the radar display toindicate the velocity (speed and direction) of own ship andmoving targets. The length of the vector indicate speed and thebearing indicates direction.

p) Select trails mode. Decaying video trails, showing the history ofthe targets movements can be displayed in addition to the targetvectors. The manner in which the trails are displayed depends onthe motion mode in use.

q) Set EBLs (electronic bearing lines). Two EBLs are available andcan be displayed simultaneously in the video circle.

r) Set VRMs (variable range markers). Two VRMs are availableand can be displayed simultaneously in the video circle.

s) Set target data. In transmit mode, any targets that appear on theradar display within 40 nautical miles can be plotted or tracked.Once a target has been plotted or acquired, information relating tothe target’s proximity to own ship and its speed and bearing ismaintained until the target is cancelled.

t) Set navigation data. The display of waypoints, routes and steeringdata, is switched on and off using the navigation (NAV) soft key.This key also provides access to the navigation menu and certainediting facilities.

Heading Display

To align the compass:

1. Position the screen cursor over the heading readout.

2. Left click to access. Heading is displayed in yellow.

3. Move the cursor control left or right to change the heading. Theheading should be the ship’s head derived from another source.

4. Left click to accept the new heading.

Speed Display

Speed can only be input when manual speed mode is selected.

1. Position the screen cursor over the manual speed mode.

2. Left click to select.

3. Position the screen cursor over the speed readout.

4. Left click to access. Speed is displayed in yellow.

5. Move the cursor control left or right to change the speed.

6. Left click to accept the new speed.

Presentation Modes

The Motion Mode and Presentation Mode selection fields are located in the topright corner of the display, immediately to the left of the heading and speeddisplays and are available in both standby and transmit modes.

The Vector Mode and Trail Mode selection fields, located beneath the headingand speed displays are only available in transmit mode.

Data from the compass can be processed to produce a correct stabiliseddisplay. There are two types of display available, NORTH-UP and COURSE-UP. Without a compass input, the display is unstabilised and is shown with theship’s heading marker vertically upwards indicating straight ahead movement(Head-Up mode).

Head-Up Unstabilised display. The ship’s heading marker is always shown vertically upwards indicating straight ahead movement.

North-Up Stabilised display. The bearing scale shows 000 at the top of the video circle (assumed to be true north). The ship’s heading marker is shown at the appropriate bearing.

Course-Up Stabilised display. On selection of course-up mode the ship’s bearing is shown at the top of the video circle with 000 eliwhere on the circle, still representing true north.

Presentation mode can be set as follows.

1. Position the screen cursor over the Presentation Mode field.

2. Left click consecutively to toggle through the available optionseither ‘N UP’, ‘H UP’ or ‘C UP’.

Motion Modes

The motion mode determines whether own ship moves across the radar pictureor remains at a selected point and how the trails of moving targets aredisplayed.

Modes available for selection are:

RM ( R ) Relative Motion-Relative Trails, own ship is displayed at a fixed point in the video circle (normally the centre) and all target trails are shown relative to own ship’s movement. Thismeans that stationary targets will have trails if own ship is moving.

RM ( T ) Relative Motion-True Trails, own ship is displayed at a selected point in the video circle (normally the centre). However, as with true motion, the target trails show their truedirection. Therefore, stationary targets do not generate trails. The advantage of this mode over true motion is that a constant range ahead of own ship is always displayed, so thereis no need to reset the display.

TM True Motion, own ship moves across the video circle. Stationary targets therefore do not produce any trails.




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Range

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Video Controls


Event Record


Heading

Speed

Vector Mode

Trail Mode

Motion Mode

EBL and VRM

Target Functions


Alarm Display

Help Line Area

RADAR

BRILLIANCEONOFF

Trackball



In order to select the motion mode required

1. Position the screen cursor over the motion mode field.

2. Left click consecutively to toggle through the available options.

Automatic Targeting and Radar Plotting Aid (ATA /ARPA)

Target Acquisition

Targets can be acquired manually by the operator or automatically usingoperator definable auto-acquisition zones. When a target enters an auto-acquisition zone an alarm is raised and the target is acquired. Auto-acquisitionzones are available in all presentation and motion modes.

Target Tracking Limitations

When the maximum number of targets are being tracked, the TRACKS FULLalarm is raised and another target cannot be acquired until one or more targetsare cancelled.

If the radar is switched to standby, all targets will be cancelled automatically.

Already acquired targets are dead reckoned (DR) when within 0.25nm of ownship.

Manual Acquisition of Targets

Manual acquisition is only available on range scales 0.5nm or greater. When atarget is acquired it is automatically assigned an identification number. Targetnumbering always starts at 1 and goes up to a maximum number of 40. A targetis assigned the next number in the sequence.

Acquiring a Target

1. Position the cursor over the target in the video circle.

2. Left click to acquire the target. An initial tracking symbol isdisplayed centred on the targets estimated position. After 16 plots,this initial tracking symbol is replaced by the target vector,indicating the acquired targets speed and direction.

Auto-Acquisition Zones

If the system is configured as Automatic Tracking Aid (ATA) or AutomaticRadar Plotting Aid (ARPA) then auto-acquisition zones will be available. Inthis case the AZ soft key is used to select and define the zones.

Two annular and two polygonal acquisition zones are available. Annular zonesare always displayed relative to the ship’s head.

When a target enters an auto-acquisition zone an AZ ENTRY alarm is raisedand the auto-acquisition zone violation symbol is displayed.

Target Data

TARGET Target identification number/name

RANGE Range of target from own ship

T BRG Bearing of target from own ship

CPA Closest point of approach to own ship

TCPA Time to Closest Point of Approach

CSE/COG Targets Course through the Water (CSE) or Course Over the Ground (COG)

STW/SOG Targets Speed Through the Water (STW) or Speed Over the Ground (SOG)

BCR Bow Crossing Range

BCT Bow Crossing Time

The target for which data is shown, can be selected by left clicking on anacquired target in the video circle. The selected target is identified in the videocircle by a small square symbol centred on the plot origin.

Parallel Index Lines

The Parallel Index Line (PI) facility allows up to four index lines to bedisplayed simultaneously. The lines span the entire video circle irrespective ofthe range scale in use, and are retained in the working memory. They areavailable in all presentation modes.

Index lines are available on range scales of 0.25nm and above.

Each index line is defined by the range of its closest point to own ship, itsbearing and its line type. Bearings are true when in a stabilised presentationmode, but relative to own ship’s head when in unstabilised mode.

To activate the index lines:

1. Position the screen cursor over the PI soft key which is located inthe bottom right corner of the display.

2. Right click to toggle the lines ON or OFF.

When the lines are switched ON all defined index lines are displayed. A leftclick will reveal the EDIT INDEX LINES menu which is used for creating anddefining index lines.

Search And Rescue Transponder

A Search And Rescue Transponder (SART) may be triggered by any X band(3cm) radar within a range of approximately 8 miles. Each radar pulse receivedcauses it to transmit a response which is swept repetitively across the completeradar frequency band. If the SART is within range the frequency match willproduce a response on the radar display as a line of twelve dots equally spaced.

When looking for a SART on the radar it is preferable to use the 6 or 12 milerange scale as the total displayed length of the SART response may extend 9.5miles beyond the position of the SART.


Issue: 1 7.3 Autopilot System - Page 1 of 9

SperrySperry

Heading Repeater DTR 600

On/Off

SperrySperry

Illustration 7.3.1a Steering Stand



7.3 Autopilot System

7.3.1 Steering Stand

The steering stand, which is situated in the centre of the wheelhouse directlyaft of the manoeuvring console, is the position from which manual steering ofthe vessel will normally take place. The stand is fitted with a wheel on the aftside, which the helmsman uses in conjunction with the rudder angle indicator,and the gyrocompass display to steer the vessel.

The magnetic compass is conveniently situated on the deck above the steeringstand, along with a voice pipe for communication and conning in the event ofgyro failure.

The compass card can be viewed through a periscope, with adjustablereflectors to provide a good viewing angle. Lighting for the compass card issupplied from the emergency electrical supply.

The hand wheel steering is of the follow-up type. The helmsman puts the handwheel to a rudder position and the rudder follows to the requested angle, whichis shown on the rudder angle indicator.

A changeover switch on the steering stand is used to set the steering mode toeither AUTO, FU (helm), NFU (non follow up tiller) or RMT

FU mode

In FU (follow up mode) when the operator changes the position of the helmwheel, the rudder begins to move and keeps moving until it reaches the orderedposition indicated on the helm.

NFU mode

In the case of NFU tiller steering, the rudder moves in the pre-selecteddirection as long as the tiller is being actuated. The position of the rudder inthis case can be verified by observing the rudder angle indicator.

Remote Mode

The remote mode (RMT) selects analogue helm order signals from the port orstarboard bridge wing mini-wheels. When the mode switch selects RMT, theautopilot remains in AUTO until the ACCEPT button at one of the remotestations is pressed. The Autopilot then goes in standby as indicated on themode portion of the display unit. To switch between remote stations it is onlynecessary to press the ACCEPT button at the required remote station.

Automatic Mode

The automatic mode, like Track and Navigation control, provides automaticheading control. The ADG 3000 continuously monitors dynamic parameters,such as ship’s heading and speed, to adapt the steering control output toprovide course keeping with minimal rudder motion. The individual automaticfunctions are selected directly from the autopilot.


The helm steering assembly consists of a helm wheel, a display assembly, aswitch assembly and three potentiometers.

The potentiometers contained in the unit are driven through the gearingattached to the helm wheel. The helm order is displayed numerically throughan overlay switch panel using two 7-segment displays. Lighted arrows belowthe seven segment displays indicate helm order, direction and roughmagnitude. Helm order is adjustable for maximum rudder angles of 20° to 75°.The ratio of helm order to wheel angle is variable. Wheel movement nearmidships, where fine control is desirable, gives helm orders similar to thatwhich would be provided by a conventional helm having approximately fourturns hardover to hardover. With this variable ratio helm, however, the ratio ofrudder order to helm angle at higher values, where fine control of the rudder isnot required, is increased logarithmically so that the total range of the ruddertravel can be ordered in less that one full turn of the wheel.

A selection switch on the display assembly allows the helm to be configuredfor linear or non-linear steering gear. Selection of non-linear mode allows theinstaller to calibrate the helm order display, using trim potentiometers formodifying the displayed helm order, to match non-linear steering gear.

The mode switch input from the steering control system to the helm steeringassembly is used to enable or disable the helm order display. While operatingthe steering system in the non-helm mode, the PREVIEW switch allows thehelmsman to momentarily display the helm angle, which would be orderedwhen the helm is again selected as the controlling device. Dimmer keys areprovided for brightness control. They allow the intensity level of the displayson the unit to be adjusted when operating the steering system in any mode.

Helm Wheel

The helm wheel provides helm order inputs to steer the ship when the HANDmode of steering is selected. The helm wheel allows for 1600 rotation ± 50 ineach direction from centre. The helm wheel is mounted to a shaft equippedwith a gear, which mechanically drives the variable resistors.

The helm wheel and the casting have markings, which show the helm wheel'scentre position. The hub also contains hash marks, which show 50 and 100 cor-responding to a linear 350 rudder steering system.

Potentiometers

The three potentiometers are mechanically aligned with the helm wheelthrough gearing. Two single potentiometers are used as helm input for a dualsteering system and the third potentiometer provides the helm angle to thedisplay assembly for displaying the helm order and direction. A section of thepotentiometer provides a steering failure alarm.

Display Assembly

The display assembly is a micro controller based circuitboard, which providesa digital readout of helm order (in degrees). It contains LED light bars, whichprovide panel illumination of the switch assembly. The display assemblycontains LED light bars, which illuminate behind arrows on the switchassembly. The arrows indicate the direction wheel rotation and approximateposition (off centre, 1/3, 2/3, and full hardover). The display assembly alsocontains the circuitry for dimming the LEDs and houses the circuitry for lamptest and helm advisor functions.

Switch Assembly

The switch assembly contains three switches (PREVIEW, TEST, andDIMMER), associated legends for the switches and for the HELM ORDERLEDs, and eight indicator arrows that are illuminated by LED light bars on thedisplay assembly (four for port and four for starboard). Back panel lighting ofthe switch assembly is supplied by LEDs mounted on the display assembly.



SperrySperry

Heading Repeater DTR 600

On/Off

SperrySperry

Illustration 7.3.1a Steering Stand



Procedure for the Operation of the Helm Steering Assembly

Start Up Procedure

a) Set the circuit breaker supplying power to the helm steeringassembly to ON. All displays and legends are blank if not in thehelm mode.

b) Verify that the steering control system is in the non-helm mode,that the helm order display and legend are blank and also that thetest and preview legends are blank.

c) Press the PREVIEW switch. The helm order display shows thecurrent helm order. The appropriate arrow indicator is lit if thehelm wheel is not set to zero helm order.

Helm Wheel Steering

(Note ! Before entering the helm mode of steering, verify that the helm wheelis set to the desired helm order.)

a) Press and hold the PREVIEW switch. The helm order displayshows the helm order, which will be used if the system is switchedto the helm mode. The appropriate arrow indicator is lit if thehelm wheel is not set to zero helm order.

b) Rotate the helm wheel to set the desired helm order beforeentering the helm mode of steering. The helm order display showsthe pending helm order. The appropriate arrow indicator is lit ifthe helm wheel is not set to zero helm order.

c) Confirm that the mode switch on the steering control system is setto HELM. The helm order display and preview legend is not lit onthe display assembly. The appropriate arrow indicator is lit if thehelm wheel is not set to zero helm order.

d) Set the intensity of the display by using the dimmer increase anddecrease switches.

e) Move the helm wheel. The helm order display shows the helmorder. The rudder order position agrees with the helm order value.

Equipment Shutdown Procedure

a) Position the rudder to midships. The rudder angle indicator shouldshow zero degrees.

b) Position the circuit breaker supplying power to the helm steeringassembly to OFF. The indicators on the helm steering assemblyare not lit.

c) Turn the steering gear off.



7.3.2 Gyrocompass

The C. Plath Navicat X/mod 10 gyrocompass is a compact design allowing itto be used as a direct reading steering compass.

Design and Main Features

All electronic components in the microprocessor controlled power unit areplug-in modules, providing fast and easy servicing.

Additional features of the PCU are central synchronisation of all headingrepeaters, built-in test equipment providing a monitoring and alarm function ofall voltages, gyroscope current and the follow-up system.

The gyrosphere’s method of being supported by buoyancy ensures northstabilisation during short power failures. For example, after a three minutepower failure no more than 2° of deviation can be expected. Once powerhas been restored the gyrocompass will return to the correct headingwithout requiring the usual settling period.

The combined effect of twin rotors and the liquid damping system preventlatitude error.

There is an automatic changeover to the 24 volt emergency power supply inaccordance with GMDSS Rules for Inmarsat SES Terminals.

A 3600 and a 100 compass card along with a lubber line display the vessel’sheading. A dimmer is provided to adjust the illumination of the unit. Audibleand visual alarms are provided to indicate malfunctions of the system.

Operating the Gyrocompass

Operation is mainly confined to the switch on procedure.

The unit is switched on at the main switch. As the gyrosphere requires threehours to settle to geographic north, it is recommended that the gyrocompasssystem be switched on three hours before departure and should only beswitched off during long docking periods.

Correction of the Speed Latitude Error

When the ship is at rest, the gyrocompass indicates the true north. When theship is travelling, a small correction is to be applied, i.e. the speed latitude error(SLE). It arises from the combination of the ship’s speed with the rotation ofthe earth.

When the ship is heading due east, the rotationary velocity of the earth and theship’s velocity fall in the same direction, when heading due west they fall in acontrary direction. In both cases, speed latitude error does not occur.

Heading north or south, however, the ship’s velocity forms an angle with thevelocity of the earth. The gyro spin axis lines itself up with the apparentmeridian, which is perpendicular to the resultant velocity. In this way theindication suffers a deviation from the north.

As the ship’s speed, compared to the rotationary speed to the earth, is onlysmall, the angle is, in general, only small and can be neglected in some cases.Correction values for speed latitude error can be taken from tables in the man-ufacturer’s manual.



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ANSCHUTZ

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190200210220

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ANSCHUTZ

360350340

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134

Radar

Navcomputer Plotter

Satnav, GPS,

TypicalSystem

NAVIGAT X/mod 10Gyrocompass

Power InputElectronic Powerand Control Unit

DigitalRepeater

Course and Rudder Angle Recorder

Heading Signal

Console Repeater

Bulkhead Repeater

Bearing Repeater in Stand

Heading Signal

Heading Via RS-422 Interface

6 steps/o

300 steps/o

Illustration 7.3.3a Gyrocompass and Autopilot Systems

Autopilot Display Unit

SperrySperryCONTROLS

ADAP/MAN

RUDDER LIMIT

RATEORDER

ORDER

ALARMS

TEST MUTE

PRESET

ADG 3000 VTADAPTIVE DIGITAL GYROPILOT

MODE: AUTO

[AUTO ONLY]

STATUS

HEADING

PRESET

AUTO



7.3.3 Autopilot

Description

The ADG 3000 VT (Adaptive Digital Gyropilot) Steering Control is a digitallycontrolled unit, which uses a microprocessor to control the rudder. Theautopilot continuously monitors the ship’s steering dynamics and adapts theparameters of the generated control signals to provide the most efficientcontrol of the rudder consistent with the ship’s heading and selected course.The adaptive nature of the autopilot is to provide minimum rudder motion,which maintains ship stability while maximising fuel economy.

The autopilot provides the control and display functions along with circuitswhich process the control inputs, generate the display response and determinethe rudder command. The various steering functions are selected by means ofthe display unit, which enables the operator to choose the mode of steeringcontrol and any limits or special commands associated with the selected mode.

The autopilot is used to automatically steer to a selected order using one or twoexternally provided heading references. The heading order can be selected bya human operator or by an electronic navigator.

The autopilot has provisions for indicating both automatic and manual steeringmodes. Automatic steering can be performed from the following three differentautomatic steering modes if configured during installation:

AUTO mode

Performs automatic heading keeping using heading data from the gyrocompassand the operator’s order setting.

STANDBY mode is indicated when the external steering mode switch input isnot selecting the autopilot for steering control.

NFU mode is selected when the operator moves the NFU controller to anactive state.

Basic Autopilot Features

i) Adaptive steering control which provides automatic adjustment of the shipcontrol parameters.

ii) Minimum rudder motion which in turn produces maximum stability andfuel economy.

iii) Computerised calibration at installation using CALCON which sets thecontroller gains and time constants specific to the ship’s design in headingkeeping and vessel manoeuvring modes.

iv) An analogue rudder order output signal that is capable of driving twoindependent rudder servo amplifiers.

v) Direct connection to external heading reference or navigation.

vi) Built-in self-test and continuous system monitoring.

vii) Full alarm complement via the display unit and the alarm contacts.

Display Unit

The display unit (Illustration 7.3.2a) contains the operator controls andindicators used for autopilot operation. The display unit contains displays thatindicate the current heading, the ordered heading, the rudder order and otherinformation used when steering in the autopilot mode. The display unit alsocontains a Liquid Crystal Display (LCD) which displays information duringinstallation, operation and troubleshooting. Light Emitting Diodes (LEDs) areused in the assembly to provide back panel lighting, which illuminates toindicate the operating mode and highlight the operator controls. Also includedon the display unit are controls used for testing the system, for adjusting theintensity level of the display unit indicators for day or night viewing and acontrol which is used for muting the audible alarm.

Controls and Indicators

Status Switch

Used to select the automatic steering mode.

Auto Indicator

Illuminates to show that the autopilot is using the heading data from thecompass and the operator’s ORDER setting.

Track Indicator

Illuminates to show that the autopilot is using order inputs from an externalnavigator and the cross track error is corrected by the autopilot to steer the shiptoward a waypoint over a designated track over the ground.

STBY Indicator

Illuminates to show that the external steering mode switch has selected asteering mode other than autopilot for steering control and also to indicateheading reference alarm when an excessive rate of change of heading has beendetected which indicates a heading signal fault.

NFU indicator

Illuminates to show the takeover non-follow up controller (not part of theautopilot) is active.

ADAP/MAN Display

Display shows an ‘A’ if adaptive (automatic) gain selection is chosen tocompensate for sea conditions. If a fixed gain setting is chosen, the displayshows a number from one through to seven. One is the highest gain, seven isthe lowest.

When the ADAP/MAN control is set to adaptive, the autopilot automaticallydetermines the gain, based upon heading error and rudder activity, to maintainship stability while maximising fuel economy. When manual selection iswanted, the operator selects a high numerical setting to prevent excessiverudder activity in heavy seas, or selects a low numerical setting to providetighter heading keeping.

Rudder Limit Display

Displays the current rudder limit set by the operator.

Rate Order Display

Displays the current rate order or OFF if rate control is turned off.

CONTROLS Display

Displays information relating to the operation of the autopilot.

Increase Scroll Switch

Increases the selection setting displayed in the CONTROLS display.

Decrease Scroll Switch

Decreases the selection setting displayed in the CONTROLS display.

Controls Switch

Enables the CONTROLS display and cycle through the list available operatorselectable control settings.

Controls Indicator

Identifies the CONTROLS display.



Sperry ADG 3000VT Adaptive Digital Gyropilot Steering Control



Rate Order Switch

Selects the turn rate order to be shown on the CONTROLS display. This turnrate order will be followed during manoeuvres when the ADO 3000 VT is inthe AUTO mode.

Rudder Limit Switch

Selects the rudder limit to be displayed on the CONTROLS display. This limitmay be set to any value between 1° and the ship’s maximum rudder angle. Thisis the effective rudder limit, based on the calculated bias or "weather helm,"and thus may differ from the actual rudder angle.

Rudder Limit Indicator

An indicator to show that the rudder order output is equal to the selected rudderlimit.

ADAP/MAN Switch

Used to show the gain selection on the CONTROLS display.

Heading Display

Displays the heading data from the currently selected compass. The displayflashes the last known heading whenever re-synchronisation is required, suchas during power-up or after a compass fault has been detected when non-synchronous heading data is being used.

Off Course Indicator

The OFF COURSE alarm detects failure of the steering equipment to achieveand maintain an ordered heading while in AUTO, NAV or TRACK mode.

Test Switch

When this switch is operated the audible alarm sounds for one second and allLED indicators and the displays on the control unit are lit. When the switch isreleased, the indicators and displays return to their previous state.

System Indicator

This indicator flashes and the audible alarm sounds when the system processordetects an internal malfunction or one of the external sensor inputs. Theindicator remains lit steadily after the alarm is acknowledged until the fault iscleared from the system.

Compass Indicator

An indicator flashes and an audible alarm sounds when the system processordetects an error in any heading input data. The indicator remains lit steadilyafter the alarm is acknowledged until the fault is cleared from the system.

Mute Switch

Silences the audible alarm. Also used to scroll through the list of faultmessages displayed in the CONTROLS display.

Decrease and Increase Switches

Adjusts the brightness of the display panel.

Preset Switch

Selects the PRESET mode for order entry.

Accept Switch

Enters the PRESTO value from the PRESTO display as the current headingorder for display in the ORDER display.

Accept Indicator

This indicator lights steadily to show the PRESET mode is selected. Indicatorflashes to show the PRESET order must be accepted to become active.

Order Control Knob

Enters a heading order when operating the autopilot in AUTO. The headingorder change cannot exceed 1450 from the current heading.

Preset Display

Displays the value entered using the order control knob when the PRESETmode is selected.

Order Display

Displays the current heading order (in one-tenth of a degree resolution) of theautopilot.

Procedure for the Start up of the Autopilot

a) Apply power to the autopilot by rotating the steering controlSYSTEM switch to the desired PORT, STBD, or BOTH position.

b) Adjust the panel lighting intensity for day or night visibility, asappropriate. The initial intensity level for the LEDs is fullbrightness, and the intensity level for the back panel lighting isfull dimness.

c) Hold the ALARM TEST switch depressed for several seconds totest the functioning of all control panel indicators and the audiblealarm.

d) If required, synchronise the autopilot heading display to allcompasses (see paragraph 2-4.12 and 2-4.11 in manufacturer’smanual).

e) If two compasses are installed on the ship, select the desiredcompass that will serve as the primary source for the ship’sheading input (as described in paragraph 2-4.11 in manufacturer’smanual).

f) Select the operating mode for the autopilot (as described inparagraph 2-4.1 in manufacturer’s manual). Press the STATUSswitch. The controls display will indicate the available autofeatures. Use the increase or decrease buttons to move to thefeature required namely AUTO, NAV or TRACK.

Fault Acknowledgement

After completing basic power checks, the system will proceed with internalstatus checks. If any failures occur doing this check, an alarm will sound. Anadvisory message will appear on the LCD when the MUTE switch is pressedand held. (Refer to Chapter 5 in the manufacturer’s manual for the correctactions when fault conditions are indicated.)

Operation in Automatic (AUTO) Mode

a) Adjust the autopilot front panel controls to the desired settings forthis mode.

b) Verify that the steering control system has selected the autopilot.

c) Press the STATUS switch to select the AUTO mode. When theAUTO mode is selected, the autopilot response will depend on theprevious mode in use. In each case there is no change in theeffective heading-to-steer on mode transition, i.e. the transfer isseamless.

d) Rotate the ORDER knob until the desired heading-to-steerappears on the digital ORDER display.

(Note ! ORDER and all control settings may be changed at any time whilstoperating in AUTO mode.)

For operating in Nav and Track modes see paragraph 2-4.1 in the manufacturer’smanual.


Issue: 1 7.4 Main Engine Manoeuvring Control - Page 1 of 8

ECR Console With Control Unit

Actuator

Power Unit

Bridge Telegraph

Remote ControlSystem

Scavenger AirPressure

TachoPickups

Safety System

AHEAD

ASTERN

AHEAD

ASTERN

Max.Ah.

Full

Half

Slow

DeadSlow

Illustration 7.4.1a Main Engine Control System



7.4 Main Engine Manoeuvring Control

7.4.1 Controls

Engine Telegraph System (ETS)

Manufacturer: NORCONTROL Automation ASModel: AutoChief - 4

Description

The ETS performs two basic functions. These are:

1. To allow an operator to initiate engine change commands from thedesignated control location directly to the engine via the remotecontrol system. These changes can also be communicated, via theETS pushbuttons and telegraph handle, to an operator who willimplement these commands in the engine control room or locallyat the engine side manoeuvring station.

2. To transmit messages between the bridge, engine control roomand engine room via the sub-telegraph system pushbuttons. Thesub-telegraph system also includes monitoring of certain safetyfunctions and it can operate independently of the enginetelegraph.

An order printer logs the engine telegraph system commands and every fourhours in Full Away On Passage (FAOP) mode.

The engine telegraph system comprises of one engine telegraph unit at each ofthe following locations:

Bridge

Engine control room

Engine room local manoeuvring station

Engine Telegraph System (ETS)

Each engine telegraph unit comprises a front panel, with pushbuttons markedon the panel and light emitting diode (LED) indicators giving statusinformation. The ETS panel, its pushbuttons and their functions are describedin the following sections.

The bridge and engine control room units each have a telegraph handle whichcan be used in a stepped position for pre-defined engine rpm settings, or, byturning the handle 90°, it is possible to obtain incremented engine rpm control,i.e. exact rpm settings.

The engine room unit has emergency telegraph pushbuttons grouped accordingto AHEAD, ASTERN and STOP commands. The names on the telegraphhandle and the pushbuttons are self-explanatory.

The panel on the bridge is equipped with an auto dimmer, which senses theroom lighting and varies the intensity of the LEDs accordingly.

Sub-Telegraph System

The sub-telegraph system consists of four panels, these being Sub-TelegraphMode, Control Location, Telegraph Status and System:

1. Sub-telegraph Mode

It provides information about the level of operator-interaction with the mainengine:

FWE (Finished With Engines)This pushbutton selects the FWE mode when the ship is in port and no furtheroperator-interaction is required.

Standby This pushbutton selects the STANDBY mode to indicate that constantoperator-engine interaction is necessary. For example, entering or leaving aport or in manoeuvring situations which require constant use of the mainengine.

FAOP (Full Away On Passage)This pushbutton selects the FAOP mode to indicate that the ship is at sea, undernormal sailing conditions, and that no operator engine interaction is expected.

The sub-telegraph system also includes monitoring of the following:

FWE loop abnormal.

Used in conjunction with the FWE mode only. If an alarmcondition exists the LED indicator is illuminated and an audiblealarm is sounded.

The sub-telegraph system will initiate an alarm condition if arequest is received, and acknowledged, for FWE mode before thefollowing monitored safety functions are performed:

Control air not vented

Safety air not vented

Start valve not blocked

2. Control Location

Provides information about which operator station is controlling the engine.

EmergencyThis LED indicator is illuminated to indicate that control of the main engine isfrom the emergency operator station in the engine room. It indicates that thereis a direct communication between the bridge unit and the engine room unit.

Control Room The LED is illuminated to indicate that control of the main engine is from theoperator station in the engine control room. It indicates that there is direct com-munication between the bridge and the control room unit in the engine controlroom.

BridgeThis LED is illuminated to indicate that control of the main engine is at thebridge, via the bridge control/governor system and that all conditions forbridge control are fulfiled.

3. Telegraph Status

Provides information on the status of the engine telegraph system:

New Command LED is illuminated when a new command is received at the unit. The LED willbe extinguished when the command is acknowledged.

Wrong WayLED is illuminated when the given telegraph command, and the respondingrotational direction of the propeller shaft, do not correspond.

RCS (Remote Control System) Not Ready This LED is illuminated when the remote control system is not ready to assumecommand of the engine. An audible alarm also sounds.

4. System

Provides pushbuttons for silencing audible alarms/signals and testing LEDindicators, as well as a LED indicator for the system’s self-monitoring status:

Lamp TestWhen pushed for less than three seconds, this pushbutton will test all the LEDindicators on the ETS panel by illuminating all lamps. When pressed for morethan three seconds, this pushbutton will initiate the on-line test for all lampsand pushbuttons.

Sound OffIs used to silence audible alarms.



AHEAD

CONTRO LL OCATION

TELEGRAPH STATUS

SYSTEM

ETU CONTROLNOR

FULL

FULL

HALF

HALF

SLOW

SLOW

STOPEMER NORMAL

COMMANDNEW

GENCY

LAMPTEST

SOUNDOFF

INTERNALFAILURE

DEADSLOW

DEADSLOWA

STERN

EMERGENCY SYSTEM

Engine Telegraph Unit

CONTRO LL OCATION

TELEGRAPH STATUS

SYSTEM

ETU CONTROLNOR

EMER BRIDGE

NEWCOMMAND

WRONGWAY

CONTROLROOM

RCSNOT

READY

GENCY

LAMPTEST

SOUNDOFF

INTERNALFAILURE

SUBTELEGRAPGH MODE

FWE FAOPSTANDBY


REMOTE CONTROL SYSTEM

SHUTDOWNNOT

CANCAL-ABLE

STARTINTERLOCK

MANUALSLOWDOWN

REMOTECONTROLFAILURE

STARTFAILURE

TURNINGGEAR

ENGAGED

SHUTDOWNACTIVE

SLOWDOWNACTIVE

START AIRPRESSURE

LOW

OVER-SPEED

EMERGENCY

STOP

ALL AUX.BLOWERSFAILURE

ALARM

CHIEFRPMLIMIT

ENGINEOUTPUT

LIMIT

HANDLEMATCH

CRITICALSPEED

SETPOINT

ENGINECRITICAL

SPEED

START AIR PR. COMMAND RPM. ENGINE RPM.

SAFETYFUNCTIONS

OTHERALARMS

CANCELSHD

CANCELSLD

CANCELLIMITATION

CANCELLOAD

PROGRAM

CANCEL FUNCTIONS

MISCELLANEOUS

ENGINEROOM BRIDGE

COMMAND POSITION

SETPOINTLIMITER STATE

INDICATION

ASTERN

AHEAD

ASTERN

AHEAD

kg/cm2

SOUNDOFF

ALARMACKN.

RESET

POW. FAILCOMMUN.MEMORYIN./OUT.FAILSAFE

SYST.OP.I/O SIM.RECEIVETRANSMIT

STATUS WARNING

CONTROL

DIMMER

R

PORTBRIDGEWING

ENGINEROOM

CONTROL

STBDBRIDGEWING

BRIDGECONTROL

COMMAND POSITION

SHUTDOWN

SLOWDOWN

CANCELSPEED

PROGRAM

CANCEL FUNCTIONS

VITLOW NOX

SLOWTURNING

LAMPTEST

COMMIS.LOCK

OTHER FUNCTIONS

MANOEUVMODE

SEAMODE

EL.SHAFTWARNING

RESET

SHUTDOWN

CANCAL-ABLE

SLOWDOWN

CANCAL-ABLE

SLOWTURNINGFAILURE

AHEAD

ASTERN

AHEAD

ASTERN

Max.Ah.

Full

Half

Slow

DeadSlow

EM

ERGENCY

STOP

Illustration 7.4.1b Main Engine Control Panels on the Bridge



Internal Fail

This LED is illuminated when the self-monitoring program detects a commu-nication failure or internal failure in the unit.

Telegraph Commands for the Engine

Direct control of the main engine is achieved via the telegraph handle forAHEAD, ASTERN and STOP commands. In this ETS installation, control ofthe engine is directed from the telegraph handle and each position controls theengine in pre-set rpm increments, according to which LED indicator isselected, Maximum, Full, Half, Slow or Dead Slow. Alternatively, thetelegraph handle may be turned 90° and the handle can be moved by anyamount thereby giving greater speed control over the engine and allowing forsmoother operation.

Bridge control is achieved when the BRIDGE indicator is illuminated.

Engine control room control is achieved when the CONTROL ROOMindicator is illuminated.

(Note ! When passing control between stations, the control must be offered bythe station giving up control and it must be accepted by the station taking overcontrol. Control cannot just be handed over, it must be accepted.)

The LED in the control room unit and engine room unit illuminate tocorrespond to the telegraph handle position in the bridge unit. A short audiblesignal is given in the control room and engine room for each engine orderchange. All changes and commands are logged on the order printer.

Procedure for Direct Control from the Bridge or Control Room

Telephone communications between the two stations should confirm whichstation is to have control.

a) Check that the BRIDGE (or CONTROL ROOM) indicator isilluminated, when selected by the control lever in the controlroom.

b) At the telegraph handle, check that the telegraph handle is in theSTOP position and the STOP LED is illuminated.

c) Move the telegraph handle to the desired engine commandposition in the AHEAD group or ASTERN group.

Communicating Engine Commands to Personnel

The ETS may be used as a sub-system of the AutoChief - 4 installation in orderto communicate commands between the locations. When this method is used,the ETS only communicates engine commands between its units and theengine personnel/operators, who initiate the engine changes in the enginecontrol room or the engine room.

Communication and Command Response

Normally, commands originate from the bridge unit to the operator station(Control Room or Emergency Position). Personnel at the operator station unitthen acknowledge commands from the bridge unit.

A command given from the bridge unit causes the push buttons and LEDindicators, on the ETS panels at the operator station units in the engine controlroom and the engine room, to illuminate. These correspond with thepushbutton and LED indicator illuminations on the bridge, as follows:

Flickering A new command has been received but has not been acknowledged. The bellwill also sound until the command is acknowledged.

SteadyThe command has been acknowledged.

Procedure for Communication from the Bridge to the Control RoomUnit

a) In the CONTROL LOCATION section of the sub-telegraph panel,check that the control room pushbutton is illuminated to indicatethe communication link. A control lever, in the engine controlroom selects this.

b) At the bridge unit move the telegraph handle to the new enginecommand position The LED at the bridge unit and the controlroom unit, which corresponds with the new command positionfrom the telegraph handle of bridge unit will flicker and a bell willsound in the engine control room.

The ETS panel now shows three illuminated telegraph pushbuttons:

1) The last acknowledged command LED on the telegraph handle ison.

2) The NEW COMMAND pushbutton is illuminated to indicate thata new command is given.

3) The LED for the ‘new’ telegraph handle position is flickering.

c) When the command has been carried out, the operator at thecontrol room will move the telegraph handle to the position cor-responding to the flickering LED, thereby acknowledging that thenew command has been carried out. The telegraph handle willhave only one LED indication with steady illumination.

Procedure for Communication from the Bridge to the Engine Room Unit

a) In the CONTROL LOCATION section of the sub-telegraph panel,check that the EMERGENCY push button is illuminated toindicate the communication link, when selected by a control leverin the engine control room.

b) At the bridge unit, position the telegraph handle for the enginecommand.

c) The LED indicator at the bridge unit and the engine room unit,which corresponds with the new command position on thetelegraph, will flicker and a bell will sound in the control room.

The ETS will show three telegraph pushbuttons illuminated:

1) The last acknowledged command LED indicator on the enginetelegraph is on.

2) The NEW COMMAND pushbutton is on to indicate that a newcommand is given.

3) The ‘new’ telegraph position LED indicator is flickering.

d) When the command has been carried out, the operator at theengine room will press the flickering telegraph pushbutton toacknowledge that the new command has been carried out; thetelegraph handle will have only the one LED indicator withsteady illumination.

Sub-Telegraph System Controls and Indicators

Control Location

This panel section indicates the communication link between the bridge unitand an operator station unit. The control location is indicated according to theposition selected by the control lever, or other type of control in the controlroom. The indicators are:

Emergency: Engine room operator station unit

Control Room: Control room operator station unit

Bridge: Control directly from the bridge



AHEAD

CONTRO LL OCATION

TELEGRAPH STATUS

SYSTEM

ETU CONTROLNOR

FULL

FULL

HALF

HALF

SLOW

SLOW

STOPEMER NORMAL

COMMANDNEW

GENCY

LAMPTEST

SOUNDOFF

INTERNALFAILURE

DEADSLOW

DEADSLOWA

STERN

EMERGENCY SYSTEM


CONTRO LL OCATION

TELEGRAPH STATUS

SYSTEM

ETU CONTROLNOR

EMER BRIDGE

NEWCOMMAND

WRONGWAY

CONTROLROOM

RCSNOT

READY

GENCY

LAMPTEST

SOUNDOFF

INTERNALFAILURE

SUBTELEGRAPGH MODE

FWE FAOPSTANDBY


REMOTE CONTROL SYSTEM

SHUTDOWNNOT

CANCAL-ABLE

STARTINTERLOCK

MANUALSLOWDOWN

REMOTECONTROLFAILURE

STARTFAILURE

TURNINGGEAR

ENGAGED

SHUTDOWNACTIVE

SLOWDOWNACTIVE

START AIRPRESSURE

LOW

OVER-SPEED

EMERGENCY

STOP

ALL AUX.BLOWERSFAILURE

ALARM

CHIEFRPMLIMIT

ENGINEOUTPUT

LIMIT

HANDLEMATCH

CRITICALSPEED

SETPOINT

ENGINECRITICAL

SPEED

START AIR PR. COMMAND RPM. ENGINE RPM.

SAFETYFUNCTIONS

OTHERALARMS

CANCELSHD

CANCELSLD

CANCELLIMITATION

CANCELLOAD

PROGRAM

CANCEL FUNCTIONS

MISCELLANEOUS

ENGINEROOM BRIDGE

COMMAND POSITION

SETPOINTLIMITER STATE

INDICATION

ASTERN

AHEAD

ASTERN

AHEAD

kg/cm2

SOUNDOFF

ALARMACKN.

RESET

POW. FAILCOMMUN.MEMORYIN./OUT.FAILSAFE

SYST.OP.I/O SIM.RECEIVETRANSMIT

STATUS WARNING

CONTROL

DIMMER

R

PORTBRIDGEWING

ENGINEROOM

CONTROL

STBDBRIDGEWING

BRIDGECONTROL

COMMAND POSITION

SHUTDOWN

SLOWDOWN

CANCELSPEED

PROGRAM

CANCEL FUNCTIONS

VITLOW NOX

SLOWTURNING

LAMPTEST

COMMIS.LOCK

OTHER FUNCTIONS

MANOEUVMODE

SEAMODE

EL.SHAFTWARNING

RESET

SHUTDOWN

CANCAL-ABLE

SLOWDOWN

CANCAL-ABLE

SLOWTURNINGFAILURE

AHEAD

ASTERN

AHEAD

ASTERN

Max.Ah.

Full

Half

Slow

DeadSlow

EM

ERGENCY

STOP

Illustration 7.4.1b Main Engine Control Panels on the Bridge



Procedure for Communication from the Bridge to the Control RoomUnit

a) In the CONTROL LOCATION section of the sub-telegraph panel,check that CONTROL ROOM is illuminated to indicate a com-munication link. A control lever in the control room selects this.

b) At the bridge unit, press the pushbutton for the required (new)command:

FWE

STANDBY

FAOP

c) The LED at the bridge unit and the control room unit, whichcorresponds with the new command position will flicker and abell will sound in the engine control room. The ETS panel nowshows three illuminated telegraph pushbuttons:

1. The last acknowledged command LED for the sub-telegraphmode is on.

2. The NEW COMMAND pushbutton is on to indicate that a newcommand is given.

3. The ‘new’ sub-telegraph LED is flickering.

When the command has been carried out, the operator at the control room unitwill press the pushbutton with the flickering LED indicator to acknowledgethat the new command has been carried out; only the ‘new’ sub-telegraph LEDindicator will now be illuminated. The NEW COMMAND pushbutton and theprevious sub-telegraph mode LED indicator will no longer be illuminated.

Emergency Stop Operation

a) Push the EMERGENCY STOP switch to stop the engineimmediately.

b) Push downward and turn the switch to reset the EMERGENCYSTOP switch.

c) The stop valve must be reset.

Main Engine Control System

The AutoChief - 4 remote control system is designed to remotely control theship’s main engine from the bridge or engine control room. The system consistsof two main units the AutoChief - 4 bridge unit and the AutoChief - 4 controlroom unit. The bridge unit is connected to the control room unit by a serial com-

munication line. The AutoChief - 4 essentially provides an interface between theengine telegraph system and the main engine control system. It comprises all theelements necessary for the operation, monitoring and safety of the engine.

The system includes the programming control, which can be bypassed in anemergency, for the gradual increasing of the engine speed in the range of theengine manufacturer’s recommendation. The system sets the speed for thevarious manoeuvring conditions.

In general, the control of propulsion machinery from the wheelhouse is kept assimple as possible and the control station is provided with only those indicatorsand equipment necessary for the effective control of speed, ahead and asternand emergency trip of the main engine.

The automatic bridge control system performs the following functions:

Starting of the engine

Stopping the engine

Reversing the engine

Speed setting by telegraph/lever from bridge

Safeguarding and monitoring the engine

Manual operation via electric control lever from the ECR

Automatic run-up program

Critical speed ranges passed through at maximum rate

Crash manoeuvre program

Manoeuvre mode selectable from bridge, with limited speed set pointin ahead direction

Bad weather limitation

Manual speed and fuel limitation

Torque and smoke limitation

Automatic start manoeuvre, including slow turning with air, when theengine has been stopped for more than an adjustable time

An automatic load reduction by an external signal from the safety device

Start prevention in case of predetermined criteria, e.g. turning gear engaged, emergency stop etc.

Speed measurement by inductive pick-ups

Test and simulation functions

System is self-monitoring, including the vital periphery units

Propeller shaft revolution indicator

A separate rpm pick-up is provided supplying the following instruments:

Indicator with dimmable illumination, in the wheelhouse and at both bridge wings

Indicator on the bridge console and engine control console

Revolution counter on engine control console

The majority of the units required for the engine control are arranged in theimmediate vicinity of the local manoeuvring stand at the engine thus allowingfor easier operation and monitoring during emergency engine control.

The reversing servomotor moves the fuel cams on the camshaft for forward orreverse engine rotation. The servomotor positions the fuel injection point to thecorrect moment corresponding to the direction of rotation.

The starting air distributor controls the starting valves in the cylinder covers,in such a way that starting air enters the cylinders in the exact sequence andmoment to turn the crankshaft.

The starting cut off valve is actuated by remote control for the followingfunctions:

End of start

Starting time limitation

Firing speed is reached

Start interval cut out (interruption after several ineffective starts)

Slow turning (integrated in the starting system)

When starting, the shut-off valve releases starting air, which operates thestarting valves in the cylinder head, causing the engine crankshaft to turn.

In all other operating positions the shut-off valve remains closed, thuspreventing an unwanted supply of starting air into the cylinder.

Depending on the desired direction of rotation, the reversing valve directscontrol oil pressure to the reversing servomotor on the camshaft, thus bringingit to the respective position. As a safeguard the regulating linkage will not befreed until the engine turns in the desired direction of rotation.

To measure the engine speed, a speed pick-up unit is situated below the bearinghousing of the camshaft driving gear wheel. The electrical signal of the speedvalue is sent to the remote control system, which in turn will operate theregulating linkage to maintain the speed at the set point.

The pneumatic logic unit is installed below the local manoeuvring stand. Rodsserve as connecting links to the local manoeuvring stand.



AHEAD

CONTRO LL OCATION

TELEGRAPH STATUS

SYSTEM

ETU CONTROLNOR

FULL

FULL

HALF

HALF

SLOW

SLOW

STOPEMER NORMAL

COMMANDNEW

GENCY

LAMPTEST

SOUNDOFF

INTERNALFAILURE

DEADSLOW

DEADSLOWA

STERN

0

1

2

3

4

5

6

7

8

9

10

STOP

RUN

REMOTE CONTROL

START

START

RUN

RUN

REMOTECONTROL

ASTERN

AHEAD

Detail of Plate

AHEAD

CONTRO LL OCATION

TELEGRAPH STATUS

AUX BLOWERS SAFETY SYSTEM

No 1 No 2 No 3

SUBTELEGRAPH MODE

SYSTEM

ETU EMERGENCY SYSTEM

EMERGENCYTELEGRAPH

Engine Telegraph Unit CONTROLNOR

FULL

FULL

HALF

HALF

SLOW

SLOW

STOPEMER NORMALCONTROLROOM

WRONGWAY

RCSNOT

READYCOMMAND

NEW

GENCY

FAOPSTAND

BYFWE

LAMPTEST

SOUNDOFF

INTERNALFAILURE

DEADSLOW

DEADSLOWA

STERN

AFT

OFF OFF

RUNNING

PRESELECT

PRESELECT

FWD SHUTDOWN

SHUTDOWN

CANCEL

SHUTDOWN

CANCEL

-LED

OVERSPEED

ACTIVE

EMERG

EMERG

STOP

STOP

ACTIVE

SLOWDOWNACTIVE

RESET

LAMPTEST

REMOTECONTROL

REMOTECONTROL

SAFETYSYSTEM

RUNNING

CONTROLNOR

DECREASE INCREASE

MANUALFEED

CONTROL

01

23

56

89

10

7

4

Load Indicator

Connecting Rod

Fuel ControlLever

Fuel RackRegulating Rod

(3.12)

Manoeuvring ControlLever (5.03)

Stop / RunLever (5.07)

Illustration 7.4.2a Main Engine Local Control Station

EMERGENCY SYSTEM




The safety cut-out device stops the engine independently of the fuel injectionpump regulating linkage. The mechanical components of the safety cut-outdevice are mounted on each fuel injection pump block, stopping the flow offuel from the fuel injection pumps as soon as the corresponding command istriggered.

The fuel injection pump regulating linkage transmits the movement of thegovernor output lever to the eccentric shaft, this controls the spill valve of thefuel injection pumps.

The load dependant variable controlled injection influences the control of thevalves in the fuel pumps. The maximum firing pressure is kept constant in theupper load range, which provides for reduced fuel consumption.

7.4.2 Procedures

AutoChief - 4 Control Transfer System

Although normally control will take place from the bridge there are times whenit is necessary to transfer control from the bridge to the control room or to thelocal control station.

From Bridge or Control Room to LocalThis enables the engineers to take control of the engine directly.

At the Local Station

a) Set the fuel lever (3.12) from REMOTE to LOCAL position. TheREMOTE CONTROL pushbutton lamp will be off. The engineroom control or bridge pushbutton/LED will be dark in thecontrol room panel and bridge panel. The ENGINE ROOMCONTROL pushbutton/LED starts to flash in the control roompanel.

b) Set the local manoeuvring lever (5.03) from the REMOTECONTROL position to the RUN AHEAD or RUN ASTERNposition. The engine is now ready for control from the localposition.

c) Push the pushbutton/LED LOCAL CONTROL at the controlroom panel, the LED is illuminated.

From Local to Control Room

a) Set the fuel lever (3.12) to the REMOTE position.

b) Set the local manoeuvring lever (5.03) to the REMOTECONTROL position.

c) Set the STOP lever (5.07) to the RUN position.

d) Push the REMOTE CONTROL pushbutton on the local controlpanel. The REMOTE CONTROL pushbutton lamp starts to flashin the local control panel. The ENGINE ROOM CONTROLpushbutton/LED starts to flash in the AutoChief - 4 panel in theengine control room.

e) Push the ENGINE CONTROL ROOM pushbutton/LED at thecontrol room panel. The LED changes to steady illumination. TheREMOTE CONTROL pushbutton lamp changes to steady illumi-nation. The engine is now ready for remote operation from thecontrol room.

From Control Room to Bridge, Requested by the Bridge

a) Set the lever at the bridge to the level corresponding to the controlroom. Ensure the engine rpm and command rpm are equal.

b) Press the BRIDGE CONTROL pushbutton/LED at the bridgepanel. The pushbutton/LED BRIDGE CONTROL starts to flashin the bridge and control room panels. The control room telegraphbell will sound.

c) Press the BRIDGE CONTROL pushbutton/LED at the controlroom panel. The buzzer will sound in the bridge panel.

d) Press the BRIDGE CONTROL pushbutton/LED at the bridgepanel. The pushbutton/LED BRIDGE CONTROL remainsilluminated on the bridge and the control room panel. Control istransferred to the bridge.

From Control Room to Bridge, Requested by the Control Room

a) Press the BRIDGE CONTROL pushbutton/LED at the controlroom panel. The pushbutton/LED BRIDGE CONTROL starts toflash in the bridge and control room panels and a buzzer soundsin the bridge panel.

b) Press the BRIDGE CONTROL pushbutton/LED at the bridgepanel. The pushbutton/LED BRIDGE CONTROL changes tosteady light in the bridge and control room panels. The buzzer issilenced in the bridge panel. Control is transferred to the bridge.

From Bridge to Control Room, Direct Take-Over

a) Press the CONTROL ROOM pushbutton/LED at the controlroom panel. The pushbutton/LED CONTROL ROOM isilluminated and control transfers to the control room. Thepushbutton/LED on the bridge starts to flash and a buzzer sounds.

b) Press the CONTROL ROOM pushbutton/LED at the bridgepanel. The pushbutton/LED CONTROL ROOM changes to asteady light in the bridge panel. The buzzer is silenced in thebridge panel.


Issue: 1 7.5 Discrete Equipment - Page 1 of 18

Illustration 7.5.1a Speed Log

FURUNO DS-30

WARNINGTo avoid electrical shock, do notremove cover. No user-serviceableparts inside.

!

!

G T

TKW

M

F A M F T

O MIN

ROUND

ATER

TURN RATE

HEADING COURSE

MODE DIMMERktm/s

DEPTH

S/

/

A L



7.5 Discrete Equipment

7.5.1 Speed Log

The Doppler Speed Log measures the ship’s speed relative to the water. Itsoperating principle is based on the Doppler Effect, which is a phenomenon inwhich ultrasonic sound emitted from an object in motion is received with slightfrequency shifts by an observer at a stationary place.

Read-out of the ship’s speed is made by detecting the doppler shift frequencyfrom the signal reflected by the water mass. The unit uses a Three BeamSystem, which compensates for errors due to the ship’s pitch and roll. Thetransducer assemblies symmetrically emit two sonic beams. This pair beamsystem indicates an average doppler shift in both directions, thus providingaccurate information under rough sea conditions.


Maker: FurunoType: DS - 30

Main Display Controls

Power Switch

This switch provides power to the display unit. The three zeroes for fore andaft speed blink for one minute during power up to indicate that the test programis being carried out.

Mode Switch

This selects either Ground tracking, Water tracking or Auto tracking.

Ground tracking can be used in water depths of up to 200 metres though thiswill depend on the bottom and weather conditions.

Water tracking may be used in water depths over 30 metres. This form oftracking should be used when the speed from the log is input to an ARPA radar

Ship’s Speed Display

These indicators display the ship’s speed, the upper display is the athwartshipsspeed with a range of -9.9 to +9.9 knots and the lower is the fore and aft speedwith a range of 0 to 40 knots. The display is updated every second.

The arrow marks on the digital display show the ship’s moving direction; whenmoving forward the upper arrow mark lights up, and when moving astern thelower one lights up. When moving to port the left arrow lights up and tostarboard the right arrow lights up.

Dimmer Arrows

These controls adjust the illumination level of the display either up or down.Eight levels of brilliance are available, the selected level appears below thedistance run display for about half a second.

Distance/Keel Clearance Selector

Pressing this switch repeatedly cycles the display between distance run and thedepth below the keel. The appropriate title is illuminated to indicate the activemode.

Distance Display

When the power is turned off, the present distance run figure is memorised andretained by the integral back up battery. When the power is re-applied theprevious figure is displayed. The unit of measurement is displayed to the rightof the distance, this is either knots or metres per second.

Set Button (found behind the lid at the bottom of the main display)

This button is used for setting the distance run display. When the SET buttonis pressed the highest numeral on the distance display starts to blink. Use theleft or right arrow keys to move the blinking cursor to the digit needing to bechanged. Now use the up or down arrow keys to change the digit to therequired numeral. In this manner all of the distance digits can be reset oradjusted as required. To exit, press the SET button to memorise the newsettings. To exit without memorising the changes do not touch any controls formore than ten seconds, the display will reset to the previous distance.

Operational Check

To enable the operator to verify that the log is working correctly, the followingchecks can be made:

i) Turn on the power whilst holding down the MODE selector. Thefollowing appears when the equipment is normal:

Port/starboard speed: 0.5 knotFore/aft speed : 18.9 knotsDistance run: 12345.67Depth: 12.3 (unit according to system settings)

ii) Operate the MODE, distance/keel clearance and kt per m/scontrols one by one. Confirm that mode or indications changewith each pressing.

iii)Confirm that the distance run setting can be changed.



LC - 90 MARK-II

Illustration 7.5.2a Loran C



7.5.2 Loran C

The LC-90 Mark II (M) is a high performance, high quality Loran-CNavigator, which is simple to operate. It features virtually hands off automaticoperation once the estimated position from a chart of the area has beencorrectly entered. The unit provides automatic functions and entry of theproper GRI, secondary slaves, ASF compensation and magnetic variation.Four automatic notch filters eliminate interference. The LC-90 Mark II (M)will automatically lock-on and track the master station and up to fivesecondaries simultaneously. The computer will then calculate the navigation-al data from the two selected secondaries to provide present position, speedover ground, course over ground and distance to go etc. The LC-90 Mark II(M) has a large backlit LCD display. The LCD displays five lines of naviga-tional data on a single page. Entry and readout for all position functions maybe in either latitude/longitude or Time Difference (TD’s). Operation isachieved using the twenty three colour coded keys adjacent to the display.

Basic Function Keys

PWR Turns the power ON.

OFFTurns the unit off when the PWR and OFF keys are pressed at the same time.

DIMThis key is used to vary the level of backlighting for the display and keyboardto enhance night-time viewing. There are four levels of intensity, repeatedlypressing the DIM key cycles through the settings.

MODE SWITCHThe mode key consists of two blue arrow keys on the lower left of thekeyboard and selects one of nine modes of operation. Pressing the mode keycauses the mode indicator arrow to move sideways to align itself above thelabel for the operating mode on the panel beneath the LCD display. Thereadouts on the display vary with the mode selected.

ENTThis is used to enter data or activate a function.

#This key is used to select one of nine secondary functions. Press the keyfollowed by a number to access the required function.

SAVE Saves a position in the Event Memory.

RCLIs used to recall stored data from the Event Memory.

CLRIs used to clear numbers from the display or to silence audible alarms.

The Rotating Arrow keyThis key is a general purpose key that is used to change N/S, E/W or to changedefault values within modes and functions.

The Down Arrow keyThis key is used to select which line of the display the cursor will move to.

Numeric KeysThe keys 0 to 9 are used to enter numeric data. Note that leading zeroes mustbe entered otherwise the entry will be rejected.

FR/TO This is used to activate routes.

Primary Modes Display Readouts

S/CSpeed made good, course made good, present position and waypoint/routeinformation.

TTGVelocity to destination, time to go also present position and waypoint/routeinformation.

R/BRange and bearing to destination and present position and waypoint/routeinformation.

XTECross track error, with arrow indicators to show direction of offset anddirection to steer to get back onto track also present position andwaypoint/route information.

Primary Modes Data Entry

NAVThis is the navigation mode, cross track error, course offset, range and bearingto desired waypoint are also shown.

RTEThis is the route planning mode. The waypoints in up to ten routes are selectedin this mode.

WPTThis mode is used to enter position data into the waypoint.

CLCThis is the calculation mode.

ALMThis is the mode where alarm limits are defined for the cross track error, borderalarm, arrival alarm and anchor alarm.

Secondary Functions

In each function the blue # key is first pressed followed by one of the numerickeys to access the desired function.

#1This is the initialisation function. Enter the approximate position.

#2Position offset function.

#3Averaging time function applies smoothing to speed and position.

#4Automatic ASF and Magnetic Variation automatic function can be disabledhere.

#5Cycle select function.

#6The signal to noise ratio (SNR) and envelope to cycle Difference (ECD) aredisplayed. This gives the operator an indication of the quality of the incomingLoran signals.

#7SNR Visual/Audio indicator.

#8Tuning Indicator Function.

#9Notch Filter status.



LC - 90 MARK-II

Illustration 7.5.2a Loran C



Use of the LC-90 Mark II(M) Navigator

The procedure for using the LC-90 Mark II(M) is simple and follows four basicsteps:

a) Switch on.

b) Initialise the navigator.

c) Enter the way point positions.

d) Organise the route and activate it.

Turning on the LC-90 Mark II (M)

Press the PWR key, the panel background will be illuminated at a setting level.Adjust the LCD display and keyboard brightness to suit using the DIM key.

Initialising the LC-90 Mark II (M)

Where the unit is being powered up for a cold start:

a) Press both the PWR and CLR keys at the same time. This willclear the internal memory completely and will allow the unit toinitialise itself for your geographic area. Continue to hold theCLR key until two distinctive beeps are heard.

b) The LC-90 Mark II (M) will automatically go directly to its ini-tialisation function #1, and will be ready to accept theapproximate latitude of your position. The tolerance for entry ofthe latitude is to 1°. Enter the latitude and the flashing cursor willadvance to the longitude. Use the rotating arrow key to set the N/Sand E/W co-ordinates.

c) The flashing cursor will now advance to the ‘A’. This denotesautomatic function. Leave the unit in the automatic mode and inapproximately two minutes initialisation will be complete.

d) Press the blue left or right arrow key to select the desired displaymode usually S/C. It will take around five minutes for the unit tocomplete acquisition of the master and slave signals.

Waypoint Entry

The equipment has 100 memory locations for storing waypoints numberedfrom 00 to 99. The first memory location is reserved to store own ship’sposition for cross track and route planning calculations. Whenever you want toenter new waypoint position data or recall old data for display, the waypointmemory location number has to be entered first so the Loran can place orretrieve the correct information. Note the waypoints being used by an activeroute cannot be changed until the route is made inactive.

The simplest method of entry by the seafarer is to enter the latitude andlongitude of each waypoint, this is done in the Waypoint mode. Select thewaypoint mode by pressing the right arrow key until the Waypoint Entryscreen is displayed.

The waypoint number will be flashing to indicate that the cursor is at thisposition. Enter a waypoint number using a leading zero if necessary then pressthe ENT key. The cursor will automatically advance to the latitude entry, enterthis and press the ENT key. Now enter the longitude followed by pressing theENT key. Continue entering as many waypoints as required by selecting a newnumber for each one.

Routes

A series of waypoints are combined in such a manner that the navigator willdisplay a constant readout of course, speed, waypoint number,distance andbearing to the next waypoint. The ship’s position and cross track error aredisplayed in the form of a bar graph. Ten routes can be stored with a maximumof ten waypoints in each route.

Route entry is carried out in three stages:

i) Enter all waypoints for the route in consecutive numbers (this isimportant).

ii) Set an arrival alarm zone distance so the Auto Sequence willbecome active when reaching each waypoint location.

iii)Enter the route sequence string start and end points into thememory.

Procedure

a) Using the Mode Arrow key select the RTE screen. The cursor willbe flashing at the route number.

b) Enter the new route number and press the ENT key. The flashingcursor now moves to the first waypoint entry position.

c) Enter the waypoint number then press the ENT key.

d) Repeat the above step until either all the waypoints have beenentered or the maximum of ten has been reached.

e) Return to the S/C display or other screen as required.

To follow a route which has been previously programmed into the navigator.

a) Press the FR/TO key.

b) Press the CLR key and then type in the two digit number of theroute to be followed.

Note that the first position shown to the left of the arrow when the route is firstactivated is always the ship’s actual position. The figure to the right of thearrow is the first waypoint. When the arrival alarm is activated, the waypointswill change sequentially.

Alarms

Use the Mode Arrow key display the ALM mode screen

To enter arrival alarm data:

a) Use the down arrow key to move cursor to the bottom line.

b) Press CLR.

c) Press the rotating arrow key if OUT is showing to display IN.

d) Enter the range required.

To enter off-course alarm data:

a) Use the down arrow key to move cursor to the fourth line.

b) Press CLR.

c) Confirm that OUT is displayed next to XTE. If not press therotating arrow key to display OUT.


To enter border alarm data:

a) Use the down arrow key to move cursor to the fourth line.

b) Press CLR.

c) Press the Rotating arrow key if OUT is showing to display IN.


To enter anchor watch alarm data:

a) Use the down arrow key to move cursor to the third line and setthe audible alarm to ON.

b) Use the down arrow key to move to the bottom line.

c) Press CLR.

d) Confirm that OUT is displayed next to the WCH indication. If notpress the rotating arrow key to display OUT.

e) Enter the range required.



XTE

SPDRT. DIST

TO: 009 Androt h I

NEXT: 010 Comori n

TTG

1D10 H 43M

POSITION

DEC 6, 2000 13:15' 00'' S GPS 3D

0.34nm

16.0kt

17° 15.579' N66° 59.102' E

2450nm

FURUNO GPS NAVIGATOR GP-80-D

Illustration 7.5.3a GPS Navigator



7.5.3 GPS Navigator

Maker: Furuno Electric Co.Type: GP 80 GPS Navigator

System Overview

The Global Positioning System

The Global Positioning System (GPS) is a satellite based navigation systemoperated and maintained by the US Department of Defence. GPS consists of aconstellation of 24 satellites providing world-wide, 24-hour, three-dimensional(3D) coverage.

Differential GPS

Differential GPS (DGPS) is a sophisticated form of GPS navigation whichprovides even greater positioning accuracy than standard GPS. DGPS relies onerror corrections transmitted from a GPS receiver placed at a known location.This receiver, called a reference station, calculates the error in the satelliterange data and outputs corrections for use by mobile GPS receivers in the samelocale. DGPS eliminates virtually all the measurement error in the satelliteranges, enabling a highly accurate position calculation.

The GP 80 GPS Navigator is a totally integrated GPS receiver and videoplotter consisting of a sophisticated navigation computer coupled with a high-resolution graphic display. The high sensitivity receiver tracks up to eightsatellites simultaneously. An 8-state Kalman filter ensures optimum accuracyin determination of the vessel’s position, course and speed. Pressing a singlekey accesses most key navigation information. Navigation information isdisplayed in a variety of forms using graphics, characters, and symbols.

Operational Features

Calculation of speed and course over ground, to waypoint and todestination.

Easy entry of waypoints, and routes

Automatic or manual waypoint/route leg advancing

Five different navigation displays to choose from: highway, data,navigation and two grid plot displays

Man overboard function

Storage for 200 waypoints and 30 routes

DGPS capability with built in DGPS beacon kit or can acceptDGPS corrections from an external beacon receiver

Menu driven operation

NMEA ports to send or receive information from externalequipment, such as autopilots and radars

Audible indications for anchor alarm, watch alarm, waypointalarm, destination alarm, crosstrack alarm, hazard alarm, GPSlock alarm, DGPS lock alarm, and RTCM message indicator

One key route reversal

Front Panel Controls

Power KeyThe POWER key is used to turn the GP-80 on and off. To turn the GP-80 on,momentarily press the POWER key until the beep is heard. To turn the GP-80off, press and hold the POWER key for several seconds.

Tone KeyThe TONE key is used to control the brightness and contrast of the display’sbacklighting. To change either the brightness or contrast, press the TONE key,the display changes to the required screen. To increase or decrease the contrast,press the left or right arrow key. To change the brightness press the up or downarrow key as prompted by the on screen display. The TONE key is also usedto change the latitude and longitude co-ordinate.

Numeric KeypadPushbuttons 0 to 9 are used to enter numeric data in various screens as well ascontrolling the chart layers in chart mode. The arrow key is used to move thecursor between fields on some displays, e.g. waypoint and route screens, andto complete operations on numeric data fields.

Cursor ControlsThe cursor control keys, also called arrow keys, control the movement of thecursor on those screens where a cursor is present. On the plot screens, thecursor appears as a crosshair and provides the ability to ‘move’ around on thegrid. On the SETUP, WAYPT, and ROUTE screens, the up/down arrow keysare used to move the cursor between items that may be changed by the userwhile the left/right arrows are used to edit or change a given item.

Function Keys

MENU/ESCAccesses various screens, which permit the user to customise the operation ofthe GP-80 also quits the current operation.

DISPLAYSelects the display mode.

NU/CU/ENTSelects display orientation and registers selections on menus.

EVENT/MOBInscribes an event mark at ship’s position or marks the man overboard position.

WPT/RTERegisters waypoints and routes.

GOTOSets the destination.

MARKInscribes a mark on the display.

PLOT ON/OFFTurns recording and plotting of ship’s track on or off.

ZOOMIncreases or decreases the display range.

CENTRECentres the ship’s position or cursor position on the display.

CURSOR ON/OFFTurns the cursor on or off

CLEARDeletes waypoints and marks, clears incorrect data and silences audiblealarms.

Navigation Displays

The GP-80 offers several different displays, which provide navigationinformation and guidance. To access the different displays, press the DISPLAYSEL key once followed by the cursor keys to move the cursor to display thetype of display required, the selected display mode appears about 15 secondslater.

PLOT 1

PLOT 2

HIGHWAY

NAVIGATION

DATA

START UP



XTE

SPDRT. DIST

TO: 009 Androt h I

NEXT: 010 Comori n

TTG

1D10 H 43M

POSITION

DEC 6, 2000 13:15' 00'' S GPS 3D

0.34nm

16.0kt

17° 15.579' N66° 59.102' E

2450nm





When first turned on by pressing the POWER key the unit will test theProgram Memory, SRAM and battery for proper operation and displays theresult. Some 20 seconds after power up an accurate position in latitude andlongitude appears. Where the GPS is being cold started with no previoussatellite information it may take two minutes for an accurate position to bedisplayed. This can be reduced if a DR position is entered through the SETUPMENU. If a position could not be found then NO FIX will appear in the GPScondition window. At initial start up the GP-80 will operate in the basic GPSmode only until the DGPS reference beacon is set. Operating in the DGPSmode can be in either AUTO or MANUAL, the default set up at power on ismanual.

DGPS Set-Up

Auto Setup Procedure

a) Press the MENU/ESC key 9, then 7, to display the DGPS set-upmenu.

b) Press the up or down arrow key to select Ref. Station.

c) Press the left or right arrow key to select AUTO.

d) Press the NU/CU/ENT key.

e) Press the MENU/ESC key to complete.

Manual Setup Procedure

a) Press the MENU/ESC key 9 then 7 to display the DGPS set-upmenu.

b) Press the up or down arrow key to select Ref. Station.

c) Press the left or right arrow key to select MANUAL.

d) Enter the four digit ID number for the required DGPS referencestation.

e) Press NU/CU/ENT key.

f) Enter the frequency in four digits (kHz).

g) Press NU/CU/ENT key, BAUD RATE appears in reverse video.

h) Press the right or left arrow key to select a baud rate.

i) Press the MENU/ESC key to complete.

The following can also be entered from the GPS setup menu, which is accessedusing the MENU/ESC key followed by pressing the 9 key then the numericalkey for the required function :

Geodetic datum

Fix mode

Disable satellite

GPS smoothing, position

GPS smoothing, speed

Speed average

Position offset

Time difference

Position

Navigation Planning

Waypoints

A waypoint is a particular location on a voyage whether it be a starting, inter-mediate or destination waypoint. The GP-80 can store 200 waypoints,numbered from 001 to 200. Waypoints can be registered in four ways:

i) By cursor

ii) By MOB (Man Overboard) position or event position

iii)At own ship’s position

iv) Through the waypoint list

Registering Waypoints using the Cursor

a) Press the WPT RTE key, the waypoint/route menu appears.

b) Press 1 to select the cursor display. Press the ENT key to move thecursor to the required position or MENU key to escape. Thedisplay changes to the Plotter 2 when the Highway, Navigation orData mode is in use.

c) Press the cursor keys to place the cursor on the desired locationfor the waypoint.

d) Press the ENT key and the waypoint data screen opens displayingthe date, time, position and the next empty, lowest waypointnumber. This number may be accepted or changed using thecursor or numeric keys. Now a mark, if required, can be entered.Using the down arrow key move the cursor to the mark line and anew menu opens allowing a mark to be selected. Comments maybe added in a similar manner following the on screen prompts.

e) Press the ENT key and control is returned to the last display modein use.

Registering Waypoints by MOB Position/Event Position Procedure

a) Press the WPT/RTE key.

b) Press 2 to select the MOB/Event Position display screen, whichnow opens.

c) Press either the left or right arrow key to select either MOB/Eventor Position data.

d) Press the ENT key and the waypoint data screen opens displayingthe date, time, position and the next empty youngest waypointnumber. This number may be accepted or changed using thecursor or numeric keys. Now a mark, if required, can be entered.Using the down arrow key, move the cursor to the mark line anda new menu opens allowing a mark to be selected. Commentsmay be added in a similar manner following the onscreenprompts.

e) Press the ENT key and control is returned to the last display modein use.

Registering Waypoints by Own Ship’s Position Procedure


b) Press 3 to select Own ship’s position.

c) Press the ENT key and the waypoint data screen opens displayingthe date, time, position and the next empty, lowest, waypointnumber. This number may be accepted or changed using thecursor or numeric keys. Now a mark if required can be entered.Using the down arrow key move the cursor to the mark line and anew menu opens allowing a mark to be selected. Comments maybe added in a similar manner following the onscreen prompts.

d) Press the ENT key and control is returned to the last display modein use.

Registering Waypoints Through the Waypoint List Procedure


b) Press 4 to display the waypoint list.

c) Press the TONE key to select position format in eitherlatitude/longitude or LOP.



XTE

SPDRT. DIST

TO: 009 Androt h I

NEXT: 010 Comori n

TTG

1D10 H 43M

POSITION

DEC 6, 2000 13:15' 00'' S GPS 3D

0.34nm

16.0kt

17° 15.579' N66° 59.102' E

2450nm





d) Using the up or down arrow key, select a suitable waypointnumber.

e) Press the right arrow key to enter the position area.

f) Enter the latitude and longitude with the numeric keys and use theTONE key to change the N/S or E/W co-ordinates as necessary.

g) Assign a mark and/or comment as before.

h) Press the ENT key twice and the waypoint list will reappear readyto enter another waypoint.

i) Press the MENU ESC key to finish.

Editing Waypoints Procedure

a) Press the WPT/RTE and the 4 key and the waypoint list opens.

b) Use the up or down arrow keys to select the waypoint for editing.

c) Press the right arrow key to move the cursor into the selectedwaypoint data area.

d) Edit the data.

e) Press the ENT key.

f) Press the MENU/ESC key to return to the last used display.

Where the operator has edited a waypoint that is in use in the currently selectedroute when the ENT key is pressed a screen will open and display ‘Are yousure you want to erase’, the first line will state this waypoint is in a registeredroute or something similar. To cancel the erasure press the MENU/ESC key orpress the ENT key to confirm the erasure.

Deleting Waypoints Procedure

a) Press the WPT/RTE and the 4 key and the waypoint list opens.

b) Use the up or down arrow keys to select the waypoint for deleting.

c) Press the CLEAR key. If the selected waypoint is part of an activeroute there will be a request to confirm the deletion. Press theENT key to confirm or the MENU/ESC key to cancel.

Routes

Often a voyage involves several course changes, requiring a series ofwaypoints. The sequence of waypoints leading to the ultimate destination aid

called a route. The GP-80 can automatically advance to the next waypoint ona route. Up to 30 routes can be stored and each route can contain up to 30waypoints.

Registering Routes Procedure

a) Press the WPT/RTE key, the waypoint/route menu is displayed.

b) Press 5 to select route planning, the route list appears.

c) Press the up or down arrow key to move the cursor to the requiredroute number.

d) Press the right arrow key and the route editing list window opens.

e) If necessary use the up arrow key to enter the speed by which toenter the time to go box.

f) Use the left or right arrow key to select either auto or manual. Formanual enter speed and press the down arrow key otherwiseselect auto and the down arrow key. Auto uses the current averagespeed.

Route waypoints may be entered in two ways:

i) Enter waypoint number directly.

ii) Use the route editing screen.

Entering the Waypoint Number Directly Procedure

a) Enter the waypoint number in three digits. The cursor shifts to theskip window.

b) Press the down arrow key to continue.

c) Enter other waypoints as necessary.

d) Press MENU/ESC key to finish.

Using Previously Registered Waypoints Procedure

a) Press the TONE key. The reverse video on the waypoint on theroute planning screen disappears.

b) Press the up or down arrow key to select the waypoint number.

c) Press the NU/CU ENT key, the selected waypoint number appearson the route editing screen. The distance and time to goindications to the first waypoint entered are blank.

d) Press the MENU/ESC key to finish.

Deleting Route Waypoints





e) Select the waypoint to delete.

f) Press the CLEAR key.

g) Press the NU/CU ENT key.

h) Repeat steps e) through g) to continue deleting waypoints fromthe route.

i) Press the MENU/ESC key to finish.

Replacing Route Waypoints





e) On the route editing screen place the cursor on the waypointnumber to replace.

f) Enter the new waypoint number.

g) Press the NU/CU ENT key. The following message is displayed‘This waypoint already exists are you sure you want to change?.Press the ENT key to confirm and MENU key to cancel.

h) Press the NU/CU ENT key.

i) Press MENU/ESC key twice to finish.



XTE

SPDRT. DIST

TO: 009 Androt h I

NEXT: 010 Comori n

TTG

1D10 H 43M

POSITION

DEC 6, 2000 13:15' 00'' S GPS 3D

0.34nm

16.0kt

17° 15.579' N66° 59.102' E

2450nm





Deleting Routes


b) Press 5 to select route planning, the route list is displayed.


d) Press the CLEAR key. If the route is in use, the operator will beasked to confirm or cancel the requested action.

e) Press the NU/CU ENT key.

f) Press MENU/ESC key to finish.

Destinations

There are four ways by which the destination can be set:

By cursor

By MOB or event position

By waypoint

By route

Destination by Cursor, Setting a Single Destination Procedure

a) Press the GOTO key and the GOTO setting list is displayed.

b) Press 1 to select CURSOR.

c) If the display in use is other than Plotter 1, the Plotter 2 display isautomatically selected. Place the cursor on the required location.

d) Press the ENT key twice to select and complete. Alternativelypress the CLEAR key to escape. Control is returned to the displaymode in use before the destination was set.

Destination by MOB or Event Position Procedure

a) Press GOTO key and the GOTO setting list appears.

b) Press 2 to select MOB or Event Position.

c) Press the left or right arrow key to select either MOB or EventPosition.

d) Press the ENT key. A flag appears at the position selected ifwithin the current display range. A dashed line connects betweenown ship and MOB position or event position.

Destination Through the Waypoint List Procedure

a) Press the GOTO key and the GOTO setting list is displayed.

b) Press 3 to select the waypoint list.

c) Enter the waypoint number in three digits (manual), or press theTONE key to alternate between manually entering the waypointnumber or scrolling through the waypoint list using the cursor keyto select the required waypoint.

d) Press the ENT key.

Own ship’s position becomes the starting point and a dashed line runs betweenit and the waypoint selected.

Destination by Route Selection Procedure

a) Press GOTO key and the GOTO setting list appears.

b) Press 4 to select route list.

c) Either enter the route number directly or press the TONE key toalternate between manually entering the route number or scrollingthrough the route list using the cursor key to select the requiredroute.

d) Press the ENT key.

Skipping Route Waypoints

A waypoint maybe skipped by displaying ‘DI’ (Disable) icon next to the routewaypoint in the route list.


b) Press 5 to select route planning, the route list is displayed.

c) Press the cursor keys to select the required route.

d) Press the up or down arrow key to select the waypoint to SKIP.

e) Press the right arrow key to shift the cursor to the EN position.

f) Press the TONE key to change EN to DI. (EN shows that awaypoint is enabled).

g) Press the ENT key to complete.

Repeating the above steps and reverting to EN will enable the waypoint.

Cancelling a Destination

a) Press the GOTO key, the GOTO setting menu is displayed.

b) Press 5 to select cancel. A message Release GOTO is displayed.Confirm with the ENT key or cancel with the MENU key.

Alarms

Arrival AlarmThe arrival alarm informs the user that the vessel is approaching a destinationwaypoint. The area that defines the arrival zone is that of a circle with a userdefined radius around the waypoint. The alarm will be triggered when thevessel enters the circle.

a) Press the MENU key and 4 key.

b) Press the up or down arrow key to select ARRIVAL or ANCHOR.

c) Press the left or right arrow key to select ARRIVAL. To disablethe alarm, if required, select OFF.

d) Press the down arrow key to select the ALARM range.

e) Key in the alarm range (0.0001 to 9.999 nm).

f) Press the NU/CU/ENT key.

g) Press the MENU/ESC key to complete.

When the vessel enters the set range a buzzer sounds and the message ‘ArrivalAlarm’ appears. Press the CLEAR key twice to silence the alarm and clear thedisplayed message.



XTE

SPDRT. DIST

TO: 009 Androt h I

NEXT: 010 Comori n

TTG

1D10 H 43M

POSITION

DEC 6, 2000 13:15' 00'' S GPS 3D

0.34nm

16.0kt

17° 15.579' N66° 59.102' E

2450nm





Anchor Watch Alarm

Before setting the anchor watch alarm, set the present position as thedestination waypoint.


b) Press the up or down arrow key to select ARRIVAL or ANCHOR.

c) Press the left or right arrow key to select ANCHOR. To disablethe alarm, select OFF if required.





When own ship drifts more than the range set a buzzer sounds and the message‘Anchor alarm’ appears. Press the CLEAR key twice to silence the alarm andclear the displayed message.

Cross Track Error (XTE) Alarm


b) Press the up or down arrow key to select the XTE.

c) Press the left or right arrow key to select ON. To disable the alarmselect OFF if required.





When own ship drifts more than the range set from the intended track a buzzersounds and the message CROSS TRACK ERROR ALARM appears. Press theCLEAR key twice to silence the alarm and clear the displayed message.

Various other alarms can be set in a similar manner for water depth, watertemperature, speed variation, or trip distance.



Illustration 7.5.4a Echo Sounder

70%GAIN70%GAIN

100%TUG100%TUG

LineMARKLine

MARKoff

PRINToff

PRINT5m

ALARM5m

ALARM50m

ALARM50m

ALARM

Screen 1 [LOST BOTTOM!]Screen 1 [LOST BOTTOM!]500m PICT.SPEED 5:00/div500m PICT.SPEED 5:00/div

0m 09:26 GMT-5

-50

140140



7.5.4 Echo Sounder

Type: GDS101 (Skipper)

Overview

The Skipper GDS101 is a navigation echo sounder with a large, high resolutiongraphic display and a dot matrix thermal printer. The display graphics are con-tinuously shown on the LCD screen along with complete navigation details.

The operator panel contains a graphic dot matrix supertwist LCD display, athermal printer and a keyboard with fixed keys, soft-keys and a rotatingencoder. The function of each soft-key button depends on the active screen,and the buttons are labelled on the lower rim of the LCD display. The displayis backlit, the user may adjust contrast and backlight intensity. The printer needonly be used when a hard copy is required, for instance it will start automati-cally when a preset depth is violated.

Data EntrySeveral screens may be selected to enter various settings and calibrationparameters. Each screen has a selection of soft-key buttons. Screens 1 through3 are primary operation screens with appropriate operator controls. Screens 4through 10 are calibration set-up and system supervision screens.

PrinterThe high resolution thermal printer uses continuous roll thermal sensitivepaper for printing echo-grams and screen dumps. The roll contains approxi-mately 15 metres of paper. Since the printer is only required when hard copydocumentation is absolutely necessary, the paper consumption is expected tobe limited under normal conditions.

History MemoryThe Skipper sounder has a thirty minute history memory. Depth, time and allavailable navigation data are stored continuously so that the last thirty minutesof information is always available. A back-up battery is provided to preventloss of data due to power failure, this battery should last the lifetime of thesystem. The retained data can be played back and or printed out from screen 7.

Operation

Parameter EntryThe fixed function buttons and the soft key buttons of the various screens alongwith the rotating encoder, facilitates entry of parameters, set points and otherdata in the following manner.

a) Pressing a fixed function button or soft-key once will advance thefixed state or value, check the screen for required change.

b) Keeping a fixed function button or soft-key pressed continuously,now rotate the encoder in either direction to obtain the desiredsetting or state. Release the button and check the screen for thedesired result.

Screen SelectionEach of the operation screens contains a graphic picture and a selection of up tosix soft-key buttons. The various screens are selected by keeping the MENUbutton pressed and rotating the encoder in either direction. Turning the encoderclockwise cycles the screens in the sequence 1 to 10, and counter clockwiserotation cycles the screens in the sequence 10 to 1. Screens 1 to 3, covering theprimary functions, may also be cycled by repeatedly pressing the MENU button.

Power ON/OFFDuring normal daily operation, the system may be switched off from screen 2.This operation does not disconnect the system from the power supply, but allpower consuming components are switched off. The system may be switchedon again by pressing any button. Do not run the sounder for a long time withouta submerged transducer connected.

Alarm AcknowledgementWhen the depth alarm is activated, the alarm may be acknowledged bypressing any button.

Alarm SettingsDepth alarm settings are performed from screen 1. Alarm limits are referred tothe indicated depth. The local alarm buzzer may be disabled from screen 9, butthe external alarm relay will always operate. The only way to disable thealarms completely is to reduce the shallow alarm to zero depth and to increasethe deep alarm to maximum range. Auto start of the printer in the event of adepth alarm is enabled on screen 4.

Fixed Keys

Depth RangeThe depth range button can be used to set the depth limit between 0 and 1600metres. The standard values available by repeatedly pressing the button are 50,100, 500 and 1000 m.

Picture SpeedPicture speed may be referred to either time or speed. If no speed log isconnected, picture speed will always be referred to time, (mm:ss/div). If aspeed log is connected it is possible to select a speed/div unit in screen 5.

MenuThe menu button facilitates selection of one of the 10 screens and soft-keylayouts. The 3 primary operation screens may be cycled by repeatedly pressing

the MENU button. Access to the other screens is through encoder operation.Turning the encoder with no button pressed will force Screen 1.

Contrast and BacklightingContrast and backlight may be continuously controlled by means of theappropriate buttons and the encoder. Press either button and rotate the encoderuntil a satisfactory setting is obtained then release the button. The settings aremaintained in the non-volatile memory, and the last settings are restored onpower up. It is also possible to cycle through 4 standard backlight/picturesettings by repeatedly pressing the brightness button. If the backlight setting isreduced too much, the panel illumination may become uneven due to the CCTtubes not being properly ignited. Increase the setting until the illumination iseven across the screen.

Screens

Screen 1The Primary Operation Screen, this screen shows the main graphic echogram.Left-hand digital indication may be enabled form screen 2.

Screen 2The Operation Screen, this has the same graphic display but different soft-keys.

Screen 3The Operation Screen, this has the same graphic display but different soft-keys.

Screen 4The Calendar and clock setting soft-keys plus main graphic display.

Screen 5The Language and units of measure Set-up, plus main graphic display.

Screen 6The Interface Setup screen, plus main graphic display.

Screen 7The History Memory Control Screen, plus main graphic display.

Screen 8The NMEA Control screen, this screen show a list of NMEA data received anda half screen echogram.

Screen 9The System Status Screen, this screen shows a comprehensive list of systemparameters.

Screen 10The Oscilloscope Screen, this screen shows the oscillogram of receiver outputversus time and a half screen echogram.


Issue: 1 7.6 Communications Systems- Page 1 of 25

BatteryCharger

Bridge AlarmConsole

PowerSupply

PowerSupply

PowerSupply

Illustration 7.6.1a GMDSS Equipment

Above Deck

MF/HFDSCAerial

MF/HFAerial

MF/HFAerial

Tuning Unit

VHF DSCAerial

VHF Aerial VHF DSCAerial

VHF Aerial VHFAerial

Sat-C Aerial Sat-C Aerial

250w MF/HFTransceiver

AC Supply220V

AC Supply220V

AC Supply220V

AC Supply220V

Fuse Box

Fuse50A

Fuse Box

Fuse50A

Battery24V

Battery24V

From GPS Navigator

RemoteAlarm Panel

HandsetHandset Handset

Port WingHandset

StarboardWingHandset

No.1VHF/DSCSystem

No.2VHF/DSCSystem

No.3VHF R/TSystem

Sat-C No.1 Printer Sat-C No.2 Printer Sat-B Telex Printer

Sat-B TelexMonitor

Sat-BTelex

Keyboard

Sat-C No.1 Keyboard

Sat-C No.1Monitor

Sat-C No.2Monitor

MF/HFDSC Unit

Sat-CTransceivers

BatteryPanel

3 GMDSS SurvivalCraft Portable

VHF Transceivers& Charger



7.6 Communication Systems

7.6.1 GMDSS

The GMDSS (Global Maritime Distress and Safety System) provides a com-prehensive communication system for distress and search and rescueoperations. The GMDSS specifies methods to be used to enable vessels indistress to transmit specific alerting signals to indicate they require assistance.

The primary intention of a distress alert is to inform a coast station or a MarineRescue and Co-ordination Centre (MRCC) of the situation. The MRCC wouldinstigate the distress relay to the relevant ships in the area.

It is important to note that in a distress situation a ship would not acknowledgea distress message using its own DSC equipment. This acknowledgment isnormally carried out by a coast station.

The only occasion when a ship should acknowledge another ship’s distressmessage, using the DSC controller, is when relaying another vessel’s distressmessage to a coast station. In this case acknowledgement would be sent on thedistress alert frequency using the DSC. The relaying ship must make it clearthat they themselves are not in distress.

The coast station/MRCC only sends a Distress Relay to the ships in the area ofthe distress. This avoids confusion and subsequent communication channeloverload. Ships then acknowledge the MRCC message and await furtherinstructions.

Sea Areas

The GMDSS radio equipment fitted complies with the requirements for seaareas A1, A2 and A3.

The choice of equipment used to send a distress message is governed by theship’s position at the time of the distress.

The specific area in which a vessel is sailing is designated a particular sea areacode. A1, A2, A3 or A4:

A1 Area

This covers an area which is within the coverage range of at least one VHFcoast station at which continuous DSC alerting is available. This is approxi-mately 20-30 miles. Within this area all methods of distress communication ie:VHF and MF/HF DSC and Sat C can be used reliably.

A2 Area

This excludes A1 areas and covers the area which is within the coverage range

of at least one MF coast station, operating within the 2/3 MHz band, in whichcontinuous DSC alerting is available. This is approximately 100 miles.

This area is beyond the range of VHF equipment and therefore MF/HF DSCand Sat C should be used for distress purposes.

A3 Area

This excludes A1 and A2 areas and covers the area which is within thecoverage range of the Inmarsat satellite system.

A4 Area

This area covers any sea areas not covered by areas A1, A2 and A3.

Standard Distress Message

The following message would be transmitted verbally in a calm clear voice oneither VHF Channel 16 R/T or MF 2182 kHz after the sending of the distressalert message on Channel 70 DSC or 2187.5 DSC respectively.

On the VHF, change to channel 16 R/T and transmit the message.

The message format should be as follows:

MAYDAY MAYDAY MAYDAYTHIS IS MILLENNIUM MAERSK,MILLENNIUM MAERSK,MILLENNIUM MAERSK. MAYDAYMILLENNIUM MAERSK POSITION........NATURE OF DISTRESS........ASSISTANCE REQUIRED..........ADDITIONAL INFORMATION FOR S.A.R........(Search and Rescue)

GMDSS Frequencies

Distress Urgency Safety DSC kHz R/T kHz

MF 2187.5 2182

HF 4207.5 4125

HF 6312 6215

HF 8414.5 8291

HF 12577 12290

HF 16804.5 16420

VHF Ch 70 Ch16

Supplementary calling when 2182kHz is being used for distress: 2191 kHz

DSC Calling Freq. Ship to Shore: 2189.5 kHz or National frequency

Routine Calls Shore to Ship: 2177 kHz

Ship to Ship: 2177 kHz or National frequency

Safety Message over ONE Minutesent after a DSC Safety Alert: 2048 kHz

Intership Safety of Navigation: VHF Channel 13

Primary Intership frequency: VHF Channel 6

GMDSS Radio Watch

Whilst at sea the vessel shall maintain a continuous radio watch on thefollowing:

a) VHF DSC distress and safety channel 70.

b) MF DSC distress and safety frequency 2187.5kHz.

c) The frequencies of 2187.5kHz, 8414.5kHz and also at least oneother HF DSC distress and safety frequency from the following:4207.5kHz, 6312kHz, 12577kHz or 16804kHz. These shall becovered by setting the MF/HF scanning receiver to automaticallyscan these frequencies.



Illustration 7.6.1b VHF DSC Systems

SAILOR RT 4822 VHF-DSC

ALARM

FREQ

STATION

CH

USTx 1W CALL

RxLOG

FUNC

SCAN STO DEL

MEN INTC DW

STU VWX YZ

PQRMNOJKL

ABC DEF GHI

P

SHIFT

TxCALL

ADDRBOOK

ON/OFF

TELDSC

1 2 3

4

#

5 6

7 8

0 16

9

*.

ON/OFF

TX IW US CALL

TELDSC

RXLOG

TXCALL

SENDCALL

AUTOI/U

SCAN

ABC

MEM

JKL

DIM SPK

VWX

FUNC P

STU

PWR

DWINT-C

MNO PQR

YZ-

SHIFT

STO

DEF

DEL

GHI

VOL

SQCH

ALARM

VOL SGMEM

* . # 16

1 2 3

4 5 6

7 8 9

0

24V DCFrom GMDSS

ConsoleFrom Remote

Alarm UnitGMDSSConsole

VHF DSCAerial

VHFAerial

Handset Handset

BridgewingHandsets

C4901

VHF DSC System No.1Located on Bridge Manoeuvring Panel

On / OffButtons

DistressButton

Above Deck

Port WingHandset

StarboardWing

Handset

No.1VHF/DSC

ON/OFF

24V DCFrom GMDSS

ConsoleGMDSSConsole

VHF DSCAerial

VHFAerial

VHF DSC System No.2Located on Bridge Alarm Panel

Above Deck

No.2VHF/DSC

VHF/DSCRT4822

Indicators

TX - Transmit1W - Low Power (1 Watt)US - United States ChannelsCALLALARM

TEL/DSC Key

CH Key

Shift/Keyboard Lock Key

Microphone

Soft KeysDisplay FunctionsRelating to Soft Keys

< >



General Rules for Communications

1. All stations are forbidden to carry out the following:

Unnecessary communicationsThe transmission of profane languageThe transmission of signals without identification

2. Avoid interference

All stations are forbidden to carry out the following:

The transmission of superfluous signals and correspondenceThe transmission of false or misleading signals

All stations shall radiate the minimum power necessary to ensure satisfactoryservice.

3. Secrecy of communications

All administrations bind themselves to take the necessary measures to prohibitand prevent the following:

The unauthorised interception of radio communications notintended for the general use of the public.

The divulgence of the contents, simple disclosure of theexistence, publication or any use whatsoever, without authori-sation, of information of any nature obtained by the interceptionof radio communications.

4. Log important calls

All stations are required to record important calls such as distress, urgent andsafety communications, in the following format:

Time of transmission (start and stop), ship’s position, weather conditionsSubscriber’s ID (identification) number or call signUsed class of emission and frequencyContents of the call (for distress call: the entire call)Communications state (atmospheric, scrambled, IF gain, other)Also, log the results of all the mandatory tests

GMDSS Equipment

The following equipment is mounted in the System 4000 GMDSS console inthe wheelhouse:

Sat C Transceiver Systems (two)

MF/HF DSC Controller Unit

Battery/Charger Monitor Panel

Remote Alarm Unit No.1

The following equipment is mounted in the main wheelhouse console:

VHF DSC System No.1

The following equipment is mounted in the wheelhouse alarm console:

Remote Alarm Unit No.2

VHF DSC System No.2

The following equipment is mounted in the cargo control room

VHF R/T Transceiver Unit No.3

VHF Transceivers/DSC and Radiotelephone Controllers

DSC Units: Sailor RT4822 Radiotelephone Unit: Sailor RT2048

There are three differently configured VHF transceiver systems:

The first VHF unit is mounted on the starboard side of the main wheelhouseconsole. This unit has a radio telephone and DSC unit with a local handset.There are also extension handsets and speakers on the port and starboardbridge wings for use during manoeuvring etc.

The bridge wing handsets of this system are fully equipped to enable thesending of distress messages etc.

The second unit is mounted on the starboard side of the bridge alarm console.This unit consists of a radio telephone and DSC unit with a local handset. Thisshould be kept in the watchkeeping mode on channel 70.

The third unit is a VHF radiotelephone with local handset for working use:contacting pilots/other vessels etc. This unit is located in the ship’s controlcentre on the forward bulkhead.

This unit is not part of the ship’s designated GMDSS equipment.

To Send a Distress Call Using the VHF DSC

To send an un-designated distress alert:

a) If the unit is off or on standby, press the ON/OFF button. (If usingthe bridge wing handsets: unhook the handset.)

b) Press and hold the DISTRESS button until RELEASE isdisplayed.

c) The un-designated distress call will be sent on CHANNEL 70.The operator must now wait for an answer.

The message format is:

Type: DistressMessage: Un-designatedPosition: Position Co-ordinates Time: Time UTC

The distress call is automatically repeated every 3.5 minutes on the samefrequency until acknowledged or manually stopped.

To Accept the Distress Acknowledgement from Other Ship Using theVHF DSC

a) The display changes to: ‘Distress acknowledge received’. (For thebridge wing handsets the display reads: DIST ACK).

b) Press the VIEW button. (For the bridge wing handsets press RXLOG and SELECT buttons).

c) Press the 16 button.

d) Lift the handset, press the P.T.T. (pressel) switch and say:

‘MAYDAY MAYDAY MAYDAYTHIS IS MILLENNIUM MAERSKMILLENNIUM MAERSKMILLENNIUM MAERSK MAYDAYTHIS IS MILLENNIUM MAERSK POSITION........NATURE OF DISTRESS..........ASSISTANCE REQUIRED............ADDITIONAL INFORMATION FOR S.A.R.....number of crew etc.’

e) Release the P.T.T. switch and wait for an answer.



Illustration 7.6.1c VHF R/T System

SCAN SCANADD

SCANTIME

DW

SCANDELETE

SELCALLT/R

DIM US TW

GHI

P

SHIFT

1 2 3

4 5 6

7 8

0 16

9

ON/OFF

24V DCFrom GMDSS

Console

220V AC Power

Supply

VHFDipoleAerial

LocalHandset

PowerSupply

Unit

Above Deck

No.3 VHF

SAILOR COMPACT VHF RT2048

SQ

VOL

OFF

SP RADIO DENMARK

USTX1W

No.3 VHF RT2048Located in Ship's Control Centre

No.3 VHFSystem

Squelch Control

Volume On/OffControl

Channel 16Key

Display

Indicators1W - Reduced PowerTX - TransmittingUS - United States Channels



Operation and Controls: VHF DSC Unit RT4822

The controls for the VHF DSC unit are almost identical to the MF/HF DSCunit. The main difference in operation is that the unit uses pre-programmedVHF channels instead of frequencies.

Power

Press the ON/OFF button to turn on the transceiver.

Setting Telephony or DSC Operation

Press the TEL/DSC key. Each operation toggles the display between the DSCand telephony functions.

Received Log

Press the RX LOG key. This operation opens the screen menu where all DSCcalls are logged and recorded.

Setting the backlight level

Press the SHIFT key followed by the DIM key. The backlight level is changedin four steps from zero to maximum.

Switching the Speaker On and Off

Press the SHIFT key followed by the SPK key. Each operation toggles thespeaker on and off.

Squelch

Press the SHIFT key followed by the SQ key. When the squelch function is onthe receiver output is muted between the speech pauses.

Setting the Transmitter Level

Press the SHIFT key followed by the 1W key. The output power level istoggled from 1 watt to the maximum level of 25 watts.

Call Procedures

The VHF DSC distress procedure is described at the beginning of this section.To make a manual call:

a) Select channel by pressing one of the soft-keys and enter thechannel by keying in the numbers using the keyboard.

b) Press the TX CALL key.

c) Select the type of call required eg: ‘shore’, by pressing one of thesoft-keys.

d) Enter the MMSI number by keying in the numbers using thekeyboard.

e) Press ACCEPT or MEMORY using the soft-keys. The memoryfunction reveals a sub menu where a pre-programmed station canbe selected.

f) Press ACCEPT again or TEST CALL using the soft-keys.

g) Select the frequency the call is to be made on, by pressing the UPor DOWN soft-keys followed by ACCEPT using the soft-keys.

h) Select SEND using the soft-keys. The message CALL INPROGRESS followed by WAITING FOR ACKNOWLEDGE isdisplayed.

i) When the called station answers take the handset off the hook.(or press VIEW using the soft-keys to read the call if DSC)

j) Press the PTT switch on the handset and talk.

k) When finished, release the PTT switch and listen for an answer.

VHF R/T Unit RT2048

To Send a Distress Message Using the VHF R/T Transceiver

The distress alert message is given verbally into the handset of the unit. Itshould be noted there is no formal distress message for channel 16 communi-cation. However, the standard distress message is recommended.

a) Switch on the unit using the ON/OFF volume control.

b) Switch the unit to channel 16 using the 16 button.

c) Press the PTT switch and say:

‘MAYDAY MAYDAY MAYDAYTHIS IS MILLENNIUM MAERSK,MILLENNIUM MAERSK,MILLENNIUM MAERSK. POSITION........NATURE OF DISTRESS..........OVER’

e) Release the PTT switch and wait for an answer.

Operation and Controls: RT 2048 VHF Transceiver

Power

Turn the volume control clockwise to switch on the transceiver.

Setting the Channel Display Backlight Level




Squelch

Turn the squelch control clockwise to increase squelch level.


Press the SHIFT key followed by the 1W key. The output power level istoggled in from 1 watt to the maximum level of 25 watts.

Quick Selection of Channel 16

Press the 16 key.

Scanning Function

Press the SHIFT key followed by the SCAN key to enter scanning mode.

Press the SHIFT key followed by the SCAN ADD key to add a channel to thescanned channel list.

Press the SHIFT key followed by the SCAN DELETE key to delete a channelfrom the scanned channel list.

Press the SHIFT key followed by the SCAN TIME key to select a channellistening time from 1 to 99 seconds.


Press the SHIFT key followed by the DW key to enter the dual watch facility.

United States VHF Channels

Press the SHIFT key followed by the US key to select the channels used in theUnited States.



Illustration 7.6.1d MF/HF DSC System

SAILOR HC4500 MF/HF CONTROL UNIT

ALARM

CANCEL

STATION

CH

Tx

CALL

RxLOG

TxCALL

ADDRBOOK

ON/OFF

TEL/DSC

24V DCFrom GMDSS

ConsoleFrom Remote

Alarm Unit

Local Handset

On / OffKey

VolumeControl

TuningControl

DistressKey

Shift Key(For YellowFunctions)

Above Deck

MF/HF DSCSystem

MF/HF DSCController Unit HC 4500

Fitted in GMDSS Console

Soft Keys

Indicators

Tx - TransmittingCall - Dsc Call ReceivedAlarm - Alarm call Received

Display FunctionsRelating to Soft Keys

< >

MF/HFD.S.CAerial

MF/HFAerial

MF/HFAerial

Tuning Unit

250w MF/HFTransceiver

AC Supply220V

FUNCALARMSPKDIM

SCAN STO DEL MEN INTC

PWR

STU VWX YZPQR

MNOJKLABC DEF GHI

2182DIST

FREQ

SHIFT

1 2 3 4 #5

6 7 8 09 *.

Rx 2182.0 kHzTx 2182.0 kHz

POWER HIGH SQUELCH ON

SAILOR HC4500 MF/HF CONTROL UNIT

ALARM

CANCEL

STATION

CH

Tx

CALL

RxLOG

TxCALL

ADDRBOOK

ON/OFF

TEL/DSC

< >

FUNCALARMSPKDIM

SCAN STO DEL MEN INTC

PWR

STU VWX YZPQR

MNOJKLABC DEF GHI

2182DIST

FREQ

SHIFT

1 2 3 4 #5

6 7 8 09 *.

Rx 2182.0 kHzTx 2182.0 kHz

POWER HIGH SQUELCH ON



Selcall Test Facility

Press the SHIFT key followed by the SELCALL T/R key to test and reset theselcall decoder.

Switching to the Private Channels

Press the SHIFT key followed by the P key to select the private channels.

MF/HF Transceiver and DSC Controller

Transceiver type: Sailor HT4520DSC Controller Unit: Sailor HC4500

This unit consists of a combined MF and HF transceiver, a DSC scanningwatch receiver/controller unit and a handset. The controller and handset aremounted on the GMDSS console and should be kept ‘On Watch’, scanning theDSC distress channels.

To Send a Distress Call Using the MF/HF DSC Controller Unit


a) If the unit is off or on standby, press the ON/OFF button.

b) Press and hold the DISTRESS button until RELEASE isdisplayed.

c) The un-designated distress call will be sent on 2187.5kHz. Theoperator must now wait for an answer.

The Message format is:

Type: DistressMessage: Un-designatedPosition: Position Co-ordinates Time: Time UTC

The distress call is automatically repeated every 5 minutes on the samefrequency until acknowledged.

Whilst at sea, the GMDSS regulations require the MF/HF scanning receiver tobe set to cover 2187.5kHz, 8414.5kHz and also at least one other HF DSCdistress and safety frequency from the following: 4207.5kHz, 6312kHz,12577kHz or 16804kHz.

To Accept the Distress Acknowledgement from Other Ship Using theMF/HF DSC Unit

a) The display changes to: ‘Distress acknowledge received’.

b) Press the VIEW button.

c) Press the 2182 button.

d) Lift the handset, press the PTT (pressel) switch and say:

‘MAYDAY MAYDAY MAYDAYTHIS IS MILLENNIUM MAERSK,MILLENNIUM MAERSK,MILLENNIUM MAERSK. POSITION........NATURE OF DISTRESS.......... OVER’

e) Release the PTT switch and wait for an answer.

Procedure to Acknowledge a Distress Call

a) The audible alarm distress signal will sound; ‘Distress CallReceived’ will be shown in the display area.

b) Press the VIEW button to show the Call Content informationpage.

c) Press the MORE button to view the addtional information.

d) Press the REPLY button. The distress acknowledgement will nowbe received by the sender.

e) Press the 2182 key and listen for the distress message as shownabove.

The MF/HF Transceiver has many functions, but the main functions are:

1. Distress alert: Transmit the distress alert via the SSB radiotelephone.

2. All Ships Call: For urgent situation on own ship (for example, request formedical assistance).

3. Individual Call: To place a call to a specific ship or coast station.This unit is madeup of the HT4520 control unit, a 250W transmitter with an aerialcoupler for automatic tuning. There is also a power supply unitwith meters mounted at the GMDSS console to enable monitoringof power levels.

The SSB Radiotelephone can be used on ship to ship and ship to station radiocommunications in the MF/HF band. The main communication modes used arevoice communications (J3E/H3E) via the handset and DSC communications.

Operation and Controls: MF/ HF DSC Unit HC4500

Power

Press the ON/OFF button to turn on the transceiver.

Setting Telephony or DSC Operation

Press the TEL/DSC key. Each operation toggles the display between the DSCand telephony functions.

Received Log

Press the RX LOG key. This operation opens the screen menu where all DSCcalls are logged and recorded

Setting the backlight level




Squelch

Press the SHIFT key followed by the SQ key. When the squelch function is onthe receiver output is muted in speech pauses.


Press the SHIFT key followed by the PWR key. The output power level ischanged in three steps from low to medium to maximum.

Call Procedures

The DSC distress procedure is described at the beginning of this section. Tomake a manual call:

a) Press the TX CALL key.

b) Select the type of call required eg: ‘shore’, by pressing one of thesoft-keys.



TronVHF

JOTRON

Tron VHF

Antenna

Loudspeaker

Battery ReleaseButton

Battery Pack

Battery ReleaseButton

Off Switch

Channel Selector

Belt Clip

Volume Control

Squelch Control Remote Connector

Channel 16Indication

TransmitIndication

On / Channel 16 Selector

On / Channel 16 Selector

Microphone

PPT(Push To Talk)

Enlarged View of Top of Radio

SQ

CHVOL

Illustration 7.6.1e Portable VHF Transceivers



c) Enter the MMSI number by keying in the numbers using thekeyboard.

d) Press ACCEPT or MEMORY using the soft-keys. The memoryfunction reveals a sub-menu where a pre-programmed station canbe selected.

e) Press ACCEPT again or TEST CALL using the soft-keys.

f) Select the frequency the call is to be made on,by pressing the upor down soft keys followed by ACCEPT using the soft-keys.

g) Select SEND using the soft-keys. The message CALL INPROGRESS followed by WAITING FOR ACKNOWLEDGE isdisplayed.

h) When called station answers take the handset off the hook.(or press VIEW using the soft-keys to read the call if DSC)

g) Press the PTT switch on the handset and talk.

e) When finished release the PTT switch, listen for an answer.

Portable VHF Transceivers

Maker: JotronType: Tron VHF

The vessel is fitted with three Tron VHF two-way hand held survival craft 156MHz radio telephones, complying with GMDSS requirements.

Each unit consists of a main body (radio) and a re-chargeable nickel cadmiumbattery pack, which fits into the base of the radio. Designed to operate in harshconditions the unit is tested waterproof to 1 m for up to 5 minutes. Emergencylithium battery packs, coloured orange, are supplied for emergency operation.These battery packs cannot be recharged and have a shelf-life of 4 years.

Up to 11 channels can be installed in the Tron VHF for both international andon board communication. Constructed for easy handling, the Tron VHF haseasy to read instructions located on the front panel, and is designed to beoperated if necessary with just one hand.

Operation Procedure

Select the battery pack to use:

Receiving procedure:

a) Turn the VOL and SQ to position 0.

b) Turn the radio on by pushing the ON/16 button for 3 seconds. Theunit is now ready to operate on Ch 16.

b) Adjust the sound volume by turning the VOL for operatorpreference.

c) Adjust the squelch setting by turning the SQ knob carefully untilnoise from the loudspeaker is suppressed. Be careful not to turnthe squelch level too high, as this may lead to weak signals beingcut out.

d) The Tron VHF is now ready for reception.

Selection of channels is done using the CH knob. The illumination of ‘16’ willbe extinguished and CH light will illuminate.

Re-selection of channel 16 is done simply by pressing the ON/16 button.

Transmitting Procedure

a) Adjust the radio as in ‘Receiving’.

b) Monitor channel for activity to make sure it is clear before trans-mitting. (The BUSY lamp lights when a frequency is occupied.)

c) Hold the radio in a vertical position with the microphone five toeight cm from your mouth.

d) When the channel is clear, press and hold down the PTT switchon the side of the radio and speak slowly and clearly into themicrophone area. When you have finished talking, release thePTT switch to listen (receive). Keep the transmission as short aspossible to conserve battery power and not to over occupy thechannel.

Battery Change Procedure

a) Hold down the two pushbuttons on each side of the unit andremove the battery pack from the radio unit housing.

b) Check the gasket inside the housing for signs of damage andreplace as required.

c) Replace the battery ensuring that the expiry date is clearly markedand within date.

d) Ensure that the two pushbuttons click into the locked position onthe unit sides. This ensures that the unit remains watertight.

Testing

The Tron VHF should be tested monthly to ensure proper operation in theevent of an emergency. The test procedure is as follows:

a) Battery:Turn the unit on. If the Tx light is flashing when transmitting thebattery requires charging / replacing.

b) Volume Control:Check if the VOL control is smoothly operating and that thesound is increasing gradually when turning the VOL control.

c) Squelch Control:Check if SQ control is smoothly operating and that the noise ismuted with increasing squelch level.

d) Transmit:Check that the Tx is illuminating when transmitting. The Tx lightindicates that the carrier is produced at the antenna output.

e) Talk Test:Communicate with another radiotelephone unit to test thetransmit and receive functions.



Portable VHF Battery Charger

This charger is provided solely to charge the 7.2V Nickel Cadmium batteriesmade for the portable VHF units.

The charger has two charging positions. The front position is designed for aportable radio mounted with a battery.

The rear charging position is not normally connected, and is employed asstorage for a spare battery or an emergency battery.

Operation

a) Connect the charger to a 230V AC source.

b) Switch on the charger by pressing down the ON/OFF switch.

c) Insert the battery-mounted radio in the front charging position.The radio must be switched OFF during the charging time.

d) Press the CHAR switch downwards to start the charger and the 14hour timer. The charger automatically checks the battery type,which can be either 700mAh or 1200mAh.

e) If the charger accepts the battery, the indicator for the chargingposition in use will illuminate red.

f) After the battery is fully charged, the indicator will flash green.By means of a weak current, the charger subsequently maintainsthe battery’s charge for as long as it remains in the charger. Thebattery is therefore always ready for use.

g) The charging process can always be interrupted by switching offthe charger at the ON/OFF switch or by removing the radio. Itwould be necessary to press the CHAR switch in order to start anew 14-hour charging period.

h) By pressing the DIM switch, the charging indicator can beswitched on and off alternately. This has no effect on the chargingprocess. This function is intended solely for use on board vesselswhen the charger is situated in the wheelhouse.

Remote Alarm Units

Type: Sailor AP4365

There is a single unit fitted on board. This is fitted on the starboard side of thebridge alarm console. This unit provides remote alarm indication or remotedistress initiation for the VHF DSC, the MF/HF DSC and the Sat C systems.

To Send a Distress Call Using the Remote Alarm Unit


a) If the unit is off or on standby, press the ON/OFF button.

b) Press and hold the relevant DISTRESS button (VHF, MF/HF, Sat C)for 5 seconds. During this time the audible alarm will sound.

All distress functions operate independently of each other.

Battery Charger and Power Supply Units

Battery Charger Type: Sailor N-2164

The control unit for the battery charger is mounted on the GMDSS console.The battery charger serves as an uninterruptible power supply for the GMDSSequipment, providing a seamless changeover to battery back-up power in theevent of mains failure. The control unit has alarm facilities to monitor thebattery and charger outputs.

(Note ! GMDSS regulations require that all the GMDSS equipment is switchedon when the vessel is at sea.)

SARTs

Type: Jotron ‘Tron Sart’COSPAS - SARSAT Frequency: 121.5/406 MHz suitable for A1, A2,A3 and A4 sea areas.

The two SARTs (Search and Rescue Transponders) are mounted in customcabinets, fitted port and starboard in the wheelhouse.

Monthly Testing Procedure

The Sarts should be checked once a month by activation and subsequentchecking of the ship’s 3cm (X Band) radar display for the correct signalindication. The procedure is as follows:

a) Remove the SARTs from their cabinets.

b) When in open waters with no other ships nearby, take the SARTsto one of the ship’s bridge wings and activate using the self-testbutton. The red LED will illuminate to show the unit hasactivated.

c) The radar beam will interrogate the SART and the internalloudspeaker will produce an audible signal. The signal iscontinuous when close to the radar source but will become inter-mittent at a distance.

d) Check the 3cm radar display. The display should show 12 to 20dots radiating out from the position of the SART in concentriccircles, similar to a racon indication.

e) Check the battery expiry date.

f) Enter the results of the test in the GMDSS logbook.

Every four years the SART battery should be renewed.



Sat-C Aerial Sat-C Aerial

Illustration 7.6.1f Sat C System

Power Stop Login Send Mail Alarm Alarm

Thrane & ThraneTT-3020C

Press both keys for 5seconds to send alarm

Capsat

Power Stop Login Send Mail Alarm Alarm

Thrane & ThraneTT-3020C

Press both keys for 5seconds to send alarm

Capsat

TT-3020C Maritime Capsat Transceiver TT-3020C Maritime Capsat Transceiver

Keyboard

Data Terminal/Monitor

Data Terminal/Monitor

PrinterPrinter

GMDSS Console

Keyboard



EPIRB

Type: Jotron ‘Tron 40S’

There is a single EPIRB (Emergency Position Indicating Radio Beacon)carried on board, which is mounted port aft of the bridge directly on top of theelevator emergency escape. It is fitted with a hydrostatic release.

The function of the EPIRB is to help locate survivors in the event of a searchand rescue operation. The EPIRB will also act as an automatic means ofdistress transmission if no other means is available.

Monthly Testing Procedure

The internal test of the battery and transmitter should be carried out once amonth.

a) Remove the EPIRB from its bracket, holding the unit upright.

b) Wipe clean the EPIRB and check that the two earthing screws forthe mercury tilt switch are clean. The screws are close to the joinof the two EPIRB sections. If the unit is inverted after removaland the screws earthed, the EPIRB will activate and set off a falsealert.

c) Push the test switch to the TEST position. Within 15 seconds thestrobe and red light will flash several times. After one minute theEPIRB will automatically reset.

d) Check the expiry date of the battery unit.

e) Carefully replace the EPIRB in the correct position within it’sbracket.

(Note ! The unit’s normal stowage position is inverted i.e. the battery unit isuppermost.)

f) Enter the results of the test in the GMDSS logbook.

Yearly Test

a) Test the EPIRB using the TRONDEC decoder, this test ensuresthat the beacon is within its specification and complies with theCOSPAS/SARSAT system regulations.

b) Change the hydrostatic release mechanism on the float freebracket.

Inmarsat C Mobile Earth Stations

Maker: Thrane and ThraneType: Capsat TT-3020C

There are two ‘Sat C’ stations provided, each with its own monitor, keyboardtransceiver unit and printer mounted on the GMDSS console.

These stations provide distress and general telex communications for mobileand fixed terrestrial subscribers in the Inmarsat C communications network.Telex messages are processed by store and forward telex. A telex messagetransmitted from the ship arrives at a coast station where it is storedtemporarily before delivery to the specified subscriber.

(Note ! No full duplex communications are possible with this equipment.)

To Send a Distress Message Using the Sat C Systems

An un-designated distress alert can be sent from the Sat C systems using theremote alarm units previously described.

Another method of sending a distress alert message is available at thetransceiver unit itself:

a) The units should always be switched on and in the receive mode.

b) Press and hold the ALARM and STOP buttons simultaneously forat least 5 seconds until the alarm LED starts flashing.

A distress alert with the current position of the ship will be sent to the landstation used for the last ship’s transmission.

Overview

The Inmarsat-C system provides worldwide telex and data communication toowners of Inmarsat-C transceivers or a terrestrial telex network via satellite.

Communication mode is store and forward telex, which means all informationsent is first stored at a Land Earth Station (LES) and then delivered to thedesignated party.

An EGC (Enhanced Group Call) receiver is built into the transceivers toreceive the following types of messages, broadcast from a Land Earth Station

1. Safety-NET. Governments and maritime authorities can use thisservice to distribute maritime safety information to ships withinselected areas.

2. Fleet-NET. Commercial subscription organisations or shippingcompanies can use this service to transmit information simultane-ously to a selected group of ships.

The Inmarsat C system allows the operator to send distress messages which aregiven immediate priority over all other calls. The distress messages are auto-matically routed to a land-based Rescue Co-ordination Centre (RCC).

The Inmarsat-C system consists of:

Operation Control Centre (OCC)

Satellite Control Centres (SCC)

Network Coordination Stations (NCS)

Land Earth Stations (LES)

Mobile Earth Stations (MES).

The OCC, located at Inmarsat’s London headquarters, co-ordinates a widerange of activities in the Inmarsat system, including commissioning of mobileearth stations.

The Inmarsat-C system divides the world into four regions and each region iscovered by its own satellite.

In each region there is one NCS and several LESs. The NCS keeps track of allthe Inmarsat C transceiver’s in its region and broadcasts information such asnavigational warnings, weather reports and news. The LES provides the linkbetween the MES and the terrestrial telecommunications networks via satellite.

Operation and Controls: Sat C System

Each Sat C system consists of a transceiver, antenna, keyboard, display unitand printer.

All operations are carried out from the computer terminal unit except the quicksending of a distress message using the transceiver, previously described. Adistress message may also be sent using the on-screen menus.

Transceiver Unit

The transceiver unit has 5 indicators and two pushbuttons:

The Power Indicator

This indicator will always be illuminated when power is supplied to theequipment.

The Log-in Indicator

This indicator will be illuminated when the transceiver is logged onto an oceanarea. If the transceiver is in synchronisation with ocean area signals but notlogged on, the indicator will flash. If the transceiver is unable to synchronisewith ocean area signals the indicator will be off.



Channel 70

Change to Channel 16 R/T

Wait 3 minutes for coaststation to acknowledge

ACTION

Acknowledge vesselon VHF R/T CH16

Relay to coast station

IF COAST STATIONDOES NOT REPLY:

Send distress relayto coast station

IF VESSELDOES NOT REPLY:

Channel 70 2187.5 kHz

Illustration 7.6.1g Actions Following GMDSS Alert

Action To Be Taken on Receipt of A DSC Distress Alert

DistressReceived Via:

Which Sea Area is Own Vessel Currently Sailing?

A2A1

Change to channel 16 R/T

Acknowledge vesselvia R/T channel 16

ACTION

Change to 2182kHz

Wait 3 minutes for coaststation to acknowledge

ACTION

IF DISTRESSCONTINUES:


Send distress relay to coaststation, if distress continuesacknowledge using DSC on

2187kHz, then via R/Ton 2182kHz


Send distress relay tocoast station by most

suitable method


Acknowledge vesselif in a position to assist

ACTION ACTION

Change to HF Frequencythat distress received onWait 3 minutes for coaststation to acknowledge

ACTION


suitable method, standby



Relay to coast station

Acknowledge vesselusing DSC. Then via

R/T channel 16

Acknowledge vesselusing DSC. Then via

R/T channel 16




suitable method



suitable method


Acknowledge vesselusing DSC on 2187kHz,then R/T via 2182kHz

Channel 70 2187.5kHz

A3

HF

Change to channel 16 R/T

Acknowledge vesselvia R/T channel 16

Change to 2182kHz

Acknowledge vesselvia R/T on 2182kHz



The Send Indicator

This indicator will flash when the transceiver enters transmission protocol.This indicator will be steadily illuminated when the transceiver is actuallytransmitting. The indicator will flash again after transmission until thetransceiver receives acknowledgment from the Land Earth Station.

The Mail Indicator

This indicator will flash when the transceiver receives a non-EGC message.This indicator will be steadily illuminated when the message has beenreceived. The indicator will then go off when the message has been read, flashagain after transmission until the transceiver receives acknowledgment fromthe Land Earth Station.

If the automatic Capsat message program is in use the indicator will flash andgo off automatically as the system accepts and files the message.

The Alarm Indicator

This indicator will flash when the transceiver has transmitted a distressmessage. This indicator will be steadily illuminated when the message hasbeen acknowledged by the Land Earth Station. To turn off the indicator thestop button must be pressed.

The Stop Button

This button is used to:

Initiate a distress message when used in conjunction with thealarm button.

Switch off the alarm indicator after a distress message transmis-sion.

Set the serial port to its default values. The button has to bepressed at the power up stage of initialising the system otherwisethe button has no effect.

The Alarm Button

This button is used in conjunction with the stop button to send a distressmessage. The two buttons must be pressed and held for five seconds until thealarm indicator starts flashing.

Sat C Communication Modes (ARQ and FEC)

ARQ Mode

ARQ is an acronym meaning Automatic Re-transmission reQuest. It allowsprivate communication between any two stations using semi-duplex commu-nication. The transmitting station sends information in a block of threecharacters and the receiving station confirms receipt and sends acknowledge-ment to the transmitting station, if the information is received correctly. Oncea block of information has been received correctly the transmitting stationsends the next block of three characters. As mentioned above, the transmittingstation sends information while reception confirmation is being carried out.This ensures that each character is received correctly. In the case of an error,the receiving station requests re-transmission of the block which contained theerror. Requests for re-transmission can be repeated up to 32 times (this can takeup to 15 seconds) until the information has been received error-free. After 32attempts, the transmitting station automatically initiates a new call. If a blockstill contains an error, the communication line is then automatically discon-nected.

This mode is mainly used for coast station communication.

FEC Mode

FEC is an acronym meaning Forward Error Correction. In this mode the trans-mitting station sends information twice, with a 280ms interval between trans-missions to reduce receive error. However, the transmitting station is notprovided with receipt confirmation. Therefore, this mode should only be usedfor one-way uninterrupted transmission of messages where confirmation ofreceipt is not required.

This mode is mainly used for distress communications.

GMDSS Routine Testing

Daily Tests

The correct function of the DSC facilities shall be tested at least once per day,without transmission, by use of the equipment’s internal test facility.

Batteries providing a source of energy for any part of the radio installationsshall be tested daily and where necessary bought up to the fully chargedcondition.

Printers shall be checked to ensure there is an adequate supply of paper.

Weekly Tests

The correct operation of the DSC facilities shall be tested at least once a weekby means of a test call, when within communication range of a coast stationfitted with DSC equipment.

Where a vessel has been out of the range of a DSC equipped coast station fora period exceeding a week, a test shall be made on the first opportunity that thevessel is within the communication range of a DSC coast station.

Each survival craft VHF transceiver shall be tested at least once a week on afrequency other than channel 16.

Monthly Tests

Each EPIRB shall be tested at least once per month to determine its correctoperation using the internal test facility. The general condition and security ofthe device shall also be checked.

Each SART shall be tested at least once per month to determine its correctoperation using the internal test facility. The general condition and security ofthe device shall also be checked.

Each survival craft VHF transceiver shall be tested at least once a month on afrequency other than channel 16.

A check shall be made at least once per month on the general condition andsecurity of the GMDSS back-up batteries. Connections and cleanliness shouldalso be checked at this time.

Ideally the batteries should be subjected to a load test by simulating mainsfailure. This should be for a period of at least 30 minutes and the batteryvoltages closely monitored and logged during this time.



FURUNO NAVTEX RECEIVER NX - 500 SAR

PAPER

LOCK

POWER

DIM

MENU ENT

REJECT ACCEPT

Illuminates When Messages areReceived

Illuminates when power is on

Adjusts Illumination

The ENT Key RegistersUser Set Data

Moves Cursor Right

The Accept Key: Selects Stations,Messages or EntersUpper case characters

The FEED Key: Feeds Paper

Moves Cursor Left

The MENU key: Calls UpThe Main Menu

The REJECT Key: Used to RejectStations, Messages or to EnterLower Case Characters. (Also Cuts Off theSignal Monitor Function)

Illuminates When PaperRuns Out

Illuminates When SAR Message(category D) is Received.Alarm is Activated

Illustration 7. 6.1h Navtex Receiver

SAR

PAPER

LOCK

POWER

DIM

MENU ENT

REJECT ACCEPT



Navtex Receiver

Make FurunoModel NX-500

Navigational Telex, is an international direct printing telex service used topromulgate navigational and meteorological warnings to shipping. The uniquefeature of Navtex is that the transmission sends nine control characters (aheader code) ahead of the main message. In this way, the receiver can identifythe station, message type and serial number.

System Operation

The Navtex system uses the single frequency of 518kHz worldwide. Eachnavigation area (navarea) may contain several transmitting stations, so to avoidconflict between adjacent stations the following rules apply:

1. The transmission timetable is determined so that two or morestations, having a common service area, will not overlap in theirtime schedules.

2. Each station transmits with the minimum power required to coverits service area, nominally 200 nautical miles.

Message Format

Message categories vary according to the content and the ship’s operator has adegree of selection over which categories can be received. Essential warningcategories A, B, D and L cannot be de-selected from the receiving list.

Type of message (category):

A: Navigational warningsB: Meteorological warningsC: Ice reportsD: Search and Rescue informationE: Meteorological forecastsF: Pilot service messagesG: DECCA messagesH: LORAN messagesI: OMEGA messagesJ: SATNAV messagesK: Other electronic navaid messages (Messages

concerning radio navigation services)L: Navigational warnings additional to the letter AM to Y: No category assignedV to Y: Special services - allocation by IMOZ: No message on hand

Common to all messages, the first five characters are always ‘ZCZC-’. Thisheader code is used for message synchronisation. The latter four characters are

designated as b1, b2, b3 and b4. They indicate the origin, category and serialnumber of the message.

Character b1 is the identification letter of the Navtex station; from A to Z.Character b2 indicates the type of message, from A to Z as listed above.Characters b3 and b4 indicate the serial number of the message.

The serial numbers count from 01 to 99 and then start from 01 again. Thenumber 00 is reserved for important emergency messages, such as a search andrescue (SAR) message.

The end of each message is indicated by NNNN.

Navtex Receiver Message Handling

The Navtex receiver acquires, stores and prints Navtex messages according tothe following rules:

1. The receiver selectively acquires stations and types of messagesspecified by the operator. Messages of types A, B, D and Lcannot be de-selected by the operator.

2. Message type D (search and rescue information) is an SARmessage and is printed immediately. To call this to theoperator’s attention, the alarm buzzer sounds and the SARwarning LED illuminates.

3. When an abnormal character is received, possibly due to noiseinterference, the character is printed as: ‘*’ (an asterisk).

4. Type D messages (search and rescue information) are printedautomatically. (Printing can be inhibited by presetting.)

5. A message having the serial No. 00 (emergency message) isprinted automatically.

6. Message types A, B, D and L or serial No. 00 from rejectedstations are printed. (Printing of message type A from rejectedstations can be inhibited by presetting.)

7. Type D messages up to 2000 characters in length are printedregardless of the character error rate. (However, the NX-500can be preset to stop printing when the error rate is over 33%.)

Navtex Receiver Operation

Basic operation is confined to switching on the unit. This is carried out asfollows:

a) Flip down the front panel and turn on the power switch. As soonas the NX-500 is on, the message NAV, PRINT READY isprinted. This indicates the receiver is in a standby setting, readyto receive the Navtex signal. This is the receiving mode.

b) User settings can be adjusted to suit the requirements of thevessel.

All user settings are contained in the main menu. To access the main menupress the MENU key. The printout will look like the following message:

* ------------------Print HeadA B C D E F G

---------------------Main Menu------------------A: Set StationB: Set MessageC: Set FunctionD: Print Received IDE: Print StatusF: Print NMEA dataG: End

------------------------FURUNO------------------------

The printing head is above A of A B C D E F G. Each character correspondsto a main menu, which is listed below them on the printout. To call up a menu:

a) Place the printing head above the letter corresponding to the menurequired by operating the arrow keys < or >.

b) Press the ENT key or the ACCEPT key.

Most functions are selected or deselected by designating upper or lower casecharacters by pressing the ACCEPT key or the REJECT key at the relevantcharacters.

The arrow keys (< >) move the printing head right or left, to skip over thefunctions and items not required.

To escape from the user setting mode place the printing head above G andpress either the ENT or the ACCEPT keys. The message NAV, PRINTREADY is then displayed, indicating control has returned to the receivingmode.



Illustration 7.6.2a Telephone Systems

RelayBox

I.S. PowerSupply

Bell

Headset

Wall Type

Wall Type Desk Type

To PublicAddress System

PowerSource

AC 110/220V

DC 24V

For Shore Connection

Bell Bell

Power

EmergencyHorn

RotaryLight

From Sound power TelephoneAir Horn

Beacon

I.S. Telephone

I.S. Telephone

(Hazardous Area)

Power Source (AC 220V)

Cargo PumpTurbine Area

Selector

Cargo PumpTurbine Area

Telephone and Alarms

Cargo ConsoleSelector

Ship's ControlCentre Telephone

I.S. Selector

I.S. Selector

I.S RelayUnit Box

Terminal Box

Air Horn

Beacon

Wall TypeWall Type

Wall Type Flush Type

Sound Powered Telephone Automatic Telephone System Intrinsically Safe Telephone System

Satcom

Remote Alarm

S

S

Bell

JunctionBox

Air(8kg/cm2)

Air(8kg/cm2)

Pump Room

Pump Room Entrance

Rotary Selector Switch

Generator Handle

Call Pilot Lamp

Headset/handset Selector Switch

AutomaticTelephone Exchange



7.6.2 Sound Powered and Intrinsically Safe Telephone Systems

Sound Powered Telephone System

Manufacturer: Marine Radio Co.Type: LC 800

The sound powered telephone system is designed for safe and clear communi-cation. The aim of this system is to provide communication independent of theship’s power supplies thereby providing emergency communication.

To Make a Call

a) Pick up the handset.

b) Set the station selector to the required extension number.

c) Turn the call generator handle until a loud beep is heard at theuser’s own station (approximately 10 turns).

d) Duplex communication is now possible for approximately 15minutes. Speech time may be extended by winding the callgenerator handle again.

Stations within machinery spaces are fitted with headsets to provide commu-nication within the noisy environment. The headsets are selected by operatingthe headset/handset toggle switch on the telephone unit.

Intrinsically Safe Telephone System

Manufacturer: Seun Electric Co.Type: SU-IS

The intrinsically safe telephone system is designed to provide communicationsfrom and to the ship’s pump room.

All the telephones and fittings within the pump room are explosion proof. Airhorns and rotating lights are fitted within the pump room to alert personnel onthe reception of a telephone call.

The two telephones in the pump room (one in the entrance area) can call andreceive from the cargo control room and the cargo pump turbine area.

7.6.3 Automatic Telephone System

Manufacturer: Marine Radio Co.Type: MCX 2064

The automatic telephone system is an electronic telephone switching systemwith integrated circuit components which ensure high quality transmission. Itis fitted to provide communication throughout the vessel. Alongside eachextension is a directory of all extensions in the system. Telephones are situatedin all officer and crew cabins, including separate bedrooms, public rooms,galley, emergency generator room, fire control station, engine room workshop,main engine manoeuvring stations and engine room floor. A three-digitnumbering system is used.

The exchange is supplied by the 220V system and in the event of powerfailure, from the 24V emergency battery system.

Rotating lights and horns are activated in the machinery spaces when theengine room telephones are accessed.

Telephones on the vessel are divided into four classes of service:

‘A’ class telephones have the following facilities:

Extension to extension calling

Paging facility via the PA system

Priority

Trunk access

‘B’ class telephones have the following facilities:



Priority

‘C’ class telephones have the following facilities:



‘D’ class telephones have the following facility:


Classes of service can be re-programmed at the telephone exchange if required.



Illustration 7.6.4a Public Address System

Public Address System Central Control Unit

From BK (DC 24V)

From AutomaticTelephoneExchange

EmergencyGeneral

Alarm Stop

AC 220V In

Steering Gear

Galley

Engine Room Speakers

Engine Control Room

DC 24V In

Bridge PA Control Unit

Upper Deck ForwardCompass Deck

Starboard Bridge WingPort Bridge Wing

Aft Mooring Deck

Ship's Control Centre PA Controller Unit

M

M

M

M

M

M

M

AlarmOut

G/A

To AMAntenna

Microphone

Public Areas, Cabins etc



7.6.4 Public Address System

Manufacturer: Marine Radio Co.Type: MPA-2100A

The public address system is provided to communicate important announce-ments throughout the vessel. Speakers are provided in the accommodationalleyways, public rooms, working spaces and outside decks. There is a facilityto play a radio tuner or a cassette from the unit in the wheelhouse. The systemis supplied from the main 220V system with back up from the emergency 24Vsystem.

Operation

Public announcements may be carried out from the control panels installed inthe wheelhouse and ship’s control centre. Broadcasting is selected from theselection switch mounted on the control panel.

There is a talkback facility to allow the system to be used for communicationduring docking etc. The forward and aft mooring decks have microphones andspeakers to allow communication with the bridge and bridge wings.

To Make a Broadcast:

At the main PA control station in the wheelhouse:

a) Switch on the power by pressing the POWER button.

b) Select the speaker network required using the SPEAKERSELECTOR buttons.

c) Set the monitor volume using the ‘Moni. Vol’ control. (If the monitor volume is set too high feedback noise may beinduced).

d) Activate the alarm pushbutton if required.The alarm signal consists of an 800Hz oscillating tone.

e) Press the microphone PRESS-TO-TALK switch and speak intothe microphone.

f) On completion, de-select speakers and turn off the power at thepower button.

For talk back operation follow the instructions as above, except in step b),when the selection should be set to FCSLE/POOP.

Emergency Broadcasting

When the SPEAKER SELECTOR button is set to the EMERG position, theemergency announcement is made through all cabins, passages and machineryspaces. In this case the volume setting is neglected and the maximum settingis automatically used.

Paging

The public address system can be activated from the telephone system forpaging purposes if required.

M1 M2

12 BANDS RADIO

M3VOLUMEUP

TUNE

DOWN

OFF COMP.DK

FORE/AFT E/R

CABINPASS

EMERG

SPEAKER SELECTION

M4

SCANENTER

BANDALARM

ENTERTIME

POWERON/OFF

M5 BAND

MRC

AUTO REVERSE 100:C CASSETTE

MIC VOLMIC

DIMMER

BUSY

POWER

POWER

EJECTOR

ALARM

DIMMER

MONI-VOL

VU

PUBLIC ADDRESER

DATE

MODEL

BAND

Illustration 7.6.4b Public Address Unit



Illustration 7.6.5a SatCom B System

Above Deck

DisplayHandset

From Gyro

From GPS

Saturn B

Facsimile

24V DC

220V AC

Telex

Keyboard

Printer

Main Control Unit

Distress Button(Under Flap)

Alarm Test LED

Distress AlertActivated LED

Remote DistressAlarm Unit

NERANERA SATURN B

FAX MESSAGE

TELEX MESSAGE

DATA MESSAGE

RESET

Message Indicator

Message Indicator

NERANERA

DISTRESSALARMACKNOWLEDGE

Saturn B

NERANERA

AcknowledgeButton

Distress AlarmReceived LED

Receiver Alarm Buzzer

Interface Box

Power Supply Unit



7.6.5 SatCom B System

Maker: NeraType: Saturn Bm Marine Mk2

The Saturn B communication system provides several telephony channels forcommunication, facsimile (fax) transmission and reception, telex facilities andautomatic distress alert transmission.

The equipment comprising the Saturn B system can be divided into two parts:

1) The above decks equipment, consisting of the stabilised antenna,RF units and pedestal control unit.

2) The below decks equipment, consisting of the main control unit,handset, personal computer, fax machine, telephones and telexunit.

Telephone calls can be made from any of the system telephones providing thecorrect access codes are entered. Telex facilities are accessed via the computerby selecting TELEX MODE from the screen menu. Faxes are sent andreceived from the fax machine.

To send a Distress Message via the Sat B System

a) Lift the telephone handset.

b) At the distress alarm panel, lift the flap over the distress button,press and hold down the button for at least 6 seconds.

c) Wait for dialling tone, then press the ‘#’s key.

d) When the Rescue Co-ordination Centre operator answers, say thefollowing:

“MAYDAY MAYDAY MAYDAYTHIS IS MILLENNIUM MAERSK S6LYCALLING ON INMARSAT FROM POSITION: ..........MY INMARSAT MOBILE NUMBER IS: ..........USING THE ........ OCEAN REGION .......SATELLITE.MY COURSE AND SPEED ARE ........NATURE OF DISTRESS: ........ASSISTANCE REQUIRED: ........ANY OTHER INFORMATION........OVER”

e) Follow the operator’s instructions.

f) Keep the telephone line clear for return calls.

Receiving a Distress Call

a) The alarm buzzer will sound and the alarm indicator will flash.

b) Answer the call using the handset, press the ALARMACKNOWLEDGE pushbutton. The buzzer will stop and theindicator will illuminate steadily.

Controls

The main control unit handset is used for system control and communication.

Functions within the handset display may be scrolled through by pressing theup/down arrow keys. To select the required function press the ENTER key. Tomove back to the previous position or display press the ESC key. To delete anentry press the DEL key.

User LevelsFunctions are accessible from the following levels:

The USER level, which includes functions such as short number dialling andocean region selection etc. This is the system’s default level.

The OPERATOR level, a more advanced level which includes functions suchas date and time setting and port configuration etc.

The RENTER and OWNER levels, which include enhanced functionsaccessible only by password entry. (See the manufacturer’s manual for furtherinformation.)

IndicatorsThe yellow square indicator flashes when receiving a call and illuminatessteadily when the call is established. The indicator remains illuminated untilthe call clears.

The red triangular indicator flashes when receiving important information oran alarm. The indicator illuminates steadily when the alarm has been read. Keyin SHIFT followed by ENTER to read the alarm.

The green circular indicator illuminates steadily as long as the system remainssynchronised with the LES or NCS. The indicator flashes slowly when nospeech is detected at the remote end of a call.

Display BacklightTo turn the display backlight on and off, press the SHIFT key followed by theLIGHT key.

VolumeThe handset volume may be adjusted during a call using the up/down arrowkeys. The volume reverts to its default level when the call is cleared.

Key Symbols

Key symbols marked red can only be accessed when the Shift indicator isdisplayed by pressing the SHIFT key.

Keypad letters can only be accessed when the Alpha indicator is displayed bypressing the ALPHA key. To select a letter, press and hold the required keyuntil the specific letter appears in the display.

Operation

To Make a Telephone call

a) Check the main handset display. The message DIAL 00+INTLTEL. NO. should be displayed.

b) If the user wishes to determine which LES (Land Earth Station)the system is connected to, press the LES key. The default LESfor that ocean region is displayed along with the ocean region.

If the LES is to be changed, key in the new LES code numberfollowed by the asterisk key.

If the ocean region/LES is not displayed the user will have toinitiate a satellite search (see below).

c) Key in the international call prefix number: 00.

d) Key in the country code: eg 47 (Norway).

e) Key in the subscriber number.

f) Press the # key. Slow beeps are heard during call set up. Theyellow indicator illuminates when the LES accepts the call. Theringing tone will be heard until the call is answered.

g) Clear the call when finished by pressing the ESC button.

To Search for a Satellite

a) Press the FUNCTION key, followed by 2 and 6.

b) Press the ENTER key.

c) Press the ENTER key again to initiate the search. The search maytake a few minutes.

d) The display will read the specific ocean region when locked on.



Illustration 7.6.5a SatCom B System

Above Deck

DisplayHandset

From Gyro

From GPS

Saturn B

Facsimile

24V DC

220V AC

Telex

Keyboard

Printer

Main Control Unit

Distress Button(Under Flap)

Alarm Test LED

Distress AlertActivated LED

Remote DistressAlarm Unit

NERANERA SATURN B

FAX MESSAGE

TELEX MESSAGE

DATA MESSAGE

RESET

Message Indicator

Message Indicator

NERANERA

DISTRESSALARMACKNOWLEDGE

Saturn B

NERANERA

AcknowledgeButton

Distress AlarmReceived LED

Receiver Alarm Buzzer

Interface Box

Power Supply Unit



Ocean Regions

Depending on the vessel’s position, the vessel will be synchronised to the LESby one of the following ocean region satellites.

Atlantic Ocean Region West: AOR-W

Atlantic Ocean Region East AOR-E

Pacific Ocean Region POR

Indian Ocean Region IOR

To display the current ocean region:

a) Press the SHIFT key followed by the LES key.

As the vessel travels around the world it may be necessary to change oceanregions to maintain signal quality. To change the ocean region:

a) Press the SHIFT key followed by the LES key to display thecurrent ocean region.

b) Press the ENTER key to enter the Edit mode.

c) Scroll up or down using the arrow keys until the relevant oceanregion is displayed.

d) Press the ENTER key to select the ocean region.

e) The display will show COMMAND ACCEPTED followed bySEARCHING FOR SATELLITE.

f) The display will show the title of the new ocean region when thesystem synchronises with the new LES.

Signal Quality indication

The signal quality indicators are displayed throughout communication. Theyconsist of a row of asterisks, three being the optimum signal, zero being thelowest. Calls may still be possible, but uncertain, on zero.

Info Log

Any alarm conditions will be logged in the system info log. To access the infolog:

a) Press the SHIFT key followed by keying in the number 31.

b) Press the ENTER key to display the log information.

For further in-depth information on the Saturn B system consult themanufacturer’s manual.


Issue: 1 7.7 Lighting Systems- Page 1 of 4

SIGNAL LIGHT CONTROL PANEL

PORT STBD

ON

OFF

ROTTERDAMSIGNAL LIGHT (RED)

ON

OFF

STEERING LIGHT(FOREMAST)

ON

OFF

ROTTERDAMSIGNAL LIGHT (RED)

ON

OFF

HUGE VESSEL LIGHT(GREEN FLASHING LIGHT)

ON

OFF

DANGEROUS CARGO LIGHT(RED FLASHING LIGHT)

ON

OFF

SUEZ CANALSTERN LIGHT (RED)

ON

OFF

GREEN SIGNAL LIGHT

ON

OFF

GREEN SIGNAL LIGHT

ON

OFF

WHITE SIGNAL LIGHT

ON

OFF

WHITE SIGNAL LIGHT

ON

OFF

RED SIGNAL LIGHT

ON

OFF

BLUE SIGNAL LIGHT

ON

OFF

RED SIGNAL LIGHT

ON

OFF

GREEN SIGNAL LIGHT

ON

OFF

WHITE SIGNAL LIGHT

ON

OFF

RED SIGNAL LIGHT

ON

OFF

RED SIGNAL LIGHT

ON

OFF

RED SIGNAL LIGHT

ON

OFF

WHITE SIGNAL LIGHT

ON

OFF

WHITE SIGNAL LIGHT

ON

OFF

WHITE SIGNAL LIGHT

ON

OFF

WHITE SIGNAL LIGHT

MAIN LIGHT

INS

EST

MAST FORE

PORT SIDE

LIGHT

UC/DEEPRAFTEDUCE UPP.

UC/DEEPRAFT MID.

STBD SIDE

LIGHT

ANCHOR

UC/DEEPRAFTEDUCE LOW

TERN

FT ANCHOR

MAIN MAST

DEIF

MALLING

SPARE LIGHT

AINS

EST

MAST FORE

PORT SIDE

LIGHT

UC/DEEPRAFTEDUCE UPP.

UC/DEEPRAFT MID.

STBD SIDE

LIGHT

NCHOR

NUC/DEEPRAFTEDUCE LOW

TERN

FT ANCHOR

MAIN MAST

DEIF

MALLING

Illustration 7.7.1b Signal Light Panels



7.7 Lighting Systems

7.7.1 Navigation Lights

The control panel for the navigation lights is situated on the bridge alarmcontrol console.

The officer of the watch must ensure that navigation lights are properly shownduring his watch, in accordance with the applicable COLREGS.

Spare light bulbs must be kept accessible and ready for use. The navigationlight system must be tested before departure.

Operation of Navigation Lights

a) Operate the power switch.

If the power supply is abnormal, the buzzer will sound.

b) Switch on the appropriate navigation lights using their individualpushbuttons.

The outside lights and the corresponding Main LEDs are illuminated.

The outside lights are constantly monitored. If a lamp failure occurs the buzzerwill sound and the outside lamp will change over from Main to Sub.

Testing of Navigation Lights

a) Operate the TEST button, all the LEDs on the panel shouldilluminate.

The main outside lamps and the corresponding LEDs will be illuminated. Theoutside main lights are now checked. The buzzer will sound if any have failed.

b) Switch the system test button off.

Signal Lights

Various signal lights are fitted to the lamp posts mounted port and starboard onthe compass deck above the bridge. These lights include NUC and deepdraught lights plus the following specific lights:

Morse/Manoeuvring Light

A morse/manoeuvring light is fitted on the radar mast. The light is operated bykeys fitted in the wheelhouse and on the bridge wings.

Steering Light

A blue steering light, controlled from the signal light panel is provided on theaft side of the foremast.

Suez Canal Signal Lights

A set of incandescent type Suez Canal signal lights is provided as follows:

Five white lights on the starboard compass deck lamp post

Three red lights on the starboard compass deck lamp post

Three green lights on the port compass deck lamp post

Two red lights on the port compass deck lamp post

One blue light on the port compass deck lamp post

One red light under the stern light

The lights can also be used for other purposes.

Dangerous Cargo Light

A red dangerous cargo light is provided on the main mast.

Huge Vessel Light

A green flashing huge vessel light is provided on the main mast.

Rotterdam Light

A red Rotterdam signal light is also provided on the main mast.

Illustration 7.7.1b Navigation and Signal Lights

N.U.C./Deep Draft/Restricted Light

Suez Canal & Rotterdam Signal Light

Rotterdam Signal Light

Huge Vessel Light (Flashing)

Compass Deck

Air Horn Mast HeadLights

Rotterdam Signal Light

Dangerous Cargo Light (Flashing)

N.U.C. DeepDraft Light

Restricted Light

N.U.C./DeepDraft/Restricted Light

S-Band Radar

X-Band Radar

Sat Com 'C'Looking To Port

Manoeuvring Light

Port

Starboard



Illustration 7.7.2a Deck Lighting Plan

Aft MooringStation

Floodlights

Aft MooringStation

Floodlights

No.4 Ballast Tank Pt & Stb'd

H

Mid Lamp PostAft Floodlights


ForemastFwd

Floodlighting

ForemastFwd

FloodlightingForemastAft Floodlighting

ForemastAft

Floodlighting

Bridge FrontFloodlighting

Bridge Searchlight

Bridge FrontFloodlighting Mid Lamp Post

Fwd Floodlights

Mid Lamp PostFwd Floodlights


Mid Lamp PostFwd Floodlights

Dave



7.7.2 Deck Lighting

Floodlights

Marine use mercury floodlights are provided for the deck lighting and arecontrolled from the light control panel in the wheelhouse or additionally fromthe ship’s control centre light control panel.

Eight 700W and two 1500W mercury floodlights are fitted to thebridge front

Seven 700W mercury floodlights are fitted to the starboard midlighting post plus one 1500W mercury floodlight

Seven 700W mercury floodlights are fitted to the port midlighting post plus one 1500W mercury floodlight

Twelve 700W and two 400W mercury floodlights are fitted to theforward mast

Two 400W mercury floodlights are fitted to illuminate the aftmooring deck

Two 400W floodlights are fitted to illuminate the funnel

Two 400W mercury narrow beam floodlights port and starboardare fitted to the starboard side life boat/liferaft overside deck area

Ship’s Name Board Lighting

Illumination is provided for each ship’s name board. These lights are fed fromthe AC 220V feeder of the wheelhouse distribution panel and controlled fromthe lighting control panel in the wheelhouse and ship’s control centre.

Part 8Trim and Stability


Issue: 1 8.1 Loading Computor - Page 1 of 8

Illustration 8.1a Loading Computer A - Page

DISPLDISPLA. PLANA. PLAN 43\Voy.0006.Dep.Halul Island.43\Voy.0006.Dep.Halul Island.SEAGOINGSEAGOING

Cargo surveyCargo surveyTankTank WeightWeight DensityDensity %full%full

FRMFRM ++--103103

9494858576766767606058585252 SBSB

B SB S

B SB SBB SS

BB SS

BSBS

S BS B**

::::::::::::::::

::::::::::::::::

Millennium MaerskMillennium Maersk 30323303.12.0003.12.00DEADWDEADW 259924CARGOCARGO 254849FUELFUEL 4270BALLBALL 0MISCMISC 805

D-FPD-FP 19.63D-APD-AP 20.02DmeanDmean 19.83TRIMTRIM 0.39G'MG'M 6.47GMreqGMreq 0.15HeelHeel -0.27SFSF -38SBMBM -41SSGSG 1025.0

-1.00

-0.30TL:GL:

DR:BM:

DW:LIMITS:SF:

TH:GH:

22.70100

351800100

2.005.00

4:37:12

ONLINEONLINE OFF

GH

1CCOT1CCOT2CCOT2CCOT3CCOT3CCOT4CCOT4CCOT5CCOT5CCOT1SCOTP1SCOTP1SCOTP1SCOTP2SCOTP2SCOTP2SCOTP2SCOTP3SCOTP3SCOTP3SCOTP3SCOTP4SCOTP4SCOTP4SCOTP4SCOTP5SCOTP5SCOTP5SCOTP5SCOTPSLOP PSLOP PSLOP SSLOP S

17026.817026.824207.424207.424678.024678.024814.224814.225555.725555.711716.911716.913187.913187.916268.816268.816235.016235.014332.914332.914336.714336.7132 77.2132 77.213821.613821.69859.29859.29837.39837.32836.12836.12857.62857.6

818.6818.6818.6818.6818.6818.6818.6818.6851.4851.4851.4851.4851.4851.4828.2828.2828.2828.2851.4851.4851.4851.4828.2828.2828.2828.2851.4851.4851.4851.4828.2828.2828.2828.2

79.9879.9895.4695.4695.6095.6096.1396.1394.8094.8082.1482.1492.4592.4598.0198.0197.8197.8181.9481.9481.9781.9778.5878.5881.8081.8078.3978.3978.2178.2197.4897.4898.2298.22



8.1 Loading Computer

Maker: Maersk Data ASType: LOADSTAR

LOADSTAR is an advanced loading program designed for use with a PC andfacilitates the planning and control of various loading conditions on board thevessel.

General Layout

Most of the pages in the LOADSTAR computer program contain the sameinformation about the vessel and the present loading condition. Thisinformation is found on the right hand side of the page displayed.

In the upper right corner of the page, the CONDITION STATUS FIELD isdisplayed. This field contains information about the present loaded condition.

Abbreviations used in the condition status field;

DISPL Displacement in metric tonnes

DEADW Deadweight

CARGO The cargo that has been loaded

FUEL The fuel that has been loaded

BALL Ballast on board

MISC Miscellaneous

D-FP Draught at forward perpendicular

D-AP Draught at after perpendicular

Dmean Mean draught to bottom of keel

TRIM Trim of the vessel

GM Transverse metacentric height corrected for free surface

Gmreq Minimum required GM to fulfil the IMO intact stability criteria

HEEL Heeling of vessel in degrees. SB heeling is negative.

SF Sheer force calculated on each station as a percentage ofthe limit

BM Bending moment calculated on each station as a percentage of the limit on the station.

These two percentages are maximum percentages. An S or an H is displayedafter the percentages, indicating whether the stress is calculated in sea (S) orharbour (H) condition.

SG Specific gravity of the sea water in which the vessel is floating

ON-LINE Indicates whether LOADSTAR is receiving informationfrom the tank gauging equipment

Below the condition status field, the WARNING FIELD is displayed. In thisfield warnings, if any, are shown.

Abbreviations used in the warning field;

DW Deadweight, the standard deadweight corresponding to summer draught

DR Draught, the standard is summer draught

TH Trim too high

TL Trim too low

SF Sheer force

BM Bending moment

GH GM too high

GL GM too low

The warnings will also be displayed as follows:

A green flag covering a value in the condition status field informs the operatorto pay attention to the value in question.

A red flag covering the value informs the operator that the value is notpermitted.

It should be noted that when ONLINE is activated, the present time field ischanged to show the time elapsed since the last update.

The command field is displayed at the bottom right hand corner of the page.Here the cursor is placed when the LOADSTAR pages are not edited.

Pull Down Menu

Press <F1> to activate the pull down menu.

The first window shown is ‘Condition’. The menus can be displayed by usingthe left and right arrow keys. The highlighted selection bar is always placed onthe last choice selected in the menu. To select from the menu, move theselection bar to the command you want to issue and press <Enter>. Thecommand is then executed and the menu disappears. Use the <ESC> key toleave the pull down menu without selecting a command.

On some of the graphic pages, the menu bar containing the five general choicesis always visible at the top of the screen.

On these pages the menu can also be accessed with the mouse. Instead ofselecting <F1>, click on the menu bar to activate the menu. The pull downmenus can be accessed by clicking on a specific choice in the menu bar. Toselect a choice from one of the five pull down menus, click on it with themouse. To close the menu, click anywhere on the screen outside the menu box.

The following commands on the pull down menu can be issued from thecondition menu.

LOADLoad a previously saved condition

SAVESave the present condition

Copy TANKSGet tanks from a previously saved condition

Interface ON-LINE/OFFLINEStart or turn off on line interface to tanks

Alarm BEEP OFFSwitch alarm beep ON/OFF in on-line mode

CLEARClear all information in the condition

ExitLeave LOADSTAR

The following commands can be issued from the action menu.

BACKUP ON/OFFPerform a backup every time the condition is updated



Illustration 8.1b Loading Computer B - Page

U.Vol310265

D-AP 20.02 Dmean 19.83 19.63 DISPL 303233DEADW 259924CARGO 254849

GMreg 0.15G'M 6.47

HEEL -0.27SG 1025.0TRIM 0.39

D-FP

88.94 VCG 16.34 LCG 175.60 TCG -0.12 GMcor 0.91

4SCOT*4814

4SCOTS3822

Cargo Ballast Fuel

C a r g o

Simulator

5SCOTPSLOP P 2

SLOP

'98592836

2858

3

NameMaxVolU.VolWeight%fullDens.VCGLCGTCGGMCor

Enter Esc

5SCOTS

SFSF

BM

-38

-41

B. TANK. MILLENNIUM MAERSK

Condition Action Page cmds. Short cmds. Pages43\Voy.0006 .Dep .Halul Island. 03 .12 .00 Online OFF

HRB

SEAREAL

14979.511715.6

3SCOTP'14333

3

3SCOTS'14337

3CCOT*'24678

3

1 2CCOT*'24207

1 1CCOT'17027

1

2SCOTS'16235

2 1SCOTS'13188

3

4SCOTP'13277

2 2SCOTP'16269

2 1SCOTP'11717

3

9837.378.2

851.415.2883.78

-17.410.03

-



Sea water SGChange the specific gravity of the sea water

Limits Sea/Limits HarbourChange to seagoing limits/harbour limits

True DraughtDisplay the deflected draught

Print PagePrint the page shown on the display

Condition REPORTPrint the condition report

Print GRADESPrint grades report

EJECT pageScroll to the next paper page

Edit Title StringEdit the title string shown on all pages

Set OPTionsDefine the general set-up of LOADSTAR

ABOUT LoadstarGeneral information about LOADSTAR

General Keys and Commands

The general commands can be used on all pages of LOADSTAR.

The page commands are commands used only on a specific page outside editmode.

The short commands are used only in edit mode.

When using LOADSTAR, messages and questions may appear at the top of thedisplay. When LOADSTAR asks the user a question it will always suggest ananswer. When an error message is displayed <ESC> must be entered in orderto proceed and correct the entry.

If it is required to edit a page of LOADSTAR, press <Enter>. This will makethe cursor jump into the page from the command field, if possible.

Type/Edit Principle

LOADSTAR pages are edited using the type/edit principle. When the cursor isin the field to be edited either type in the required information or press<Enter>. In both cases a window will be opened where corrections can beentered. Type <Enter> again when completed.

Using Loadstar

Overview of LOADSTAR pages

Page A: Cargo SurveyPage ‘A’ shows the weights of the cargo. Longitudinal stresses in harbourcondition and seagoing condition are displayed. Only the warning limits can bedisplayed on page ‘A’.

Page B: Tank DiagramsPage ‘B’ is used for updating cargo, ballast and fuel and also for load/dischargesimulation.

Page C: All CompartmentsPage ‘C’ gives a full summary of cargo, ballast, fuel and miscellaneous tanks.The tanks can also be updated on this page.

Page G: Index of Existing ConditionsPage ‘G’ displays a list of the saved conditions.

Page M: Tank ViewsPage ‘M’ offers a graphical overview of the filling level in the cargo, ballastand fuel tanks.

Page N: Alarm LevelsOn page ‘N’ the alarm level of volume high, % high, volume low and % lowcan be set for all tanks.

Page O: On-line SurveyPage ‘O’ is an on-line interface to the level gauging equipment of the cargotanks. It illustrates the volume of each tank in the vessel.

Page T: Test DataPage ‘T’ shows the actual values from the calculation of the present condition.

Page Z: GZ Curve - Intact StabilityPage ‘Z’ shows graphical displays of the continuous GZ curve.

Start-Up

a) Start the Loadstar program by typing LOAD at the commandprompt C:\>. The LOADSTAR menu will appear listing all thepages of the program.

b) Page ‘A’ will appear automatically. If not press <F1> to pull downthe menu. From the PAGES menu move the selection bar to page‘A’ and press <Enter>.

Page ‘A’ shows the weights of the cargo tanks. Also, the warning limits of thevessel can be edited on page ‘A’.

The cargo weights are displayed in the diagram to the left on the page, togetherwith the density and the percentage of the tanks that have been filled.

The numbers in the FRM row indicate the numbers of the stations where lon-gitudinal strength is calculated. Opposite the stations under the titleSEAGOING the values of bending moment and sheer force are displayed. TheHARBOUR condition is brought forward by the command LH (LimitsHarbour). The SEAGOING condition is brought forward by the command LS(Limits Sea).

c) Type ‘C’ and press <Enter>. Page ‘C’ will be displayed.

Page ‘C’ is used when the vessel compartments are updated. It gives anoverview of all compartments within the vessel and consists of a number ofpictures dealing with cargo, ballast and fuel tanks together with other miscel-laneous compartments.

d) Press <End> to display the miscellaneous tank screen.

To the right of the page can be found the condition status, warning andcommand field. To the left of the display can be found the miscellaneous tanksand their volumes.

e) Press <Enter> to edit the page and input new data.

The cursor will jump to the first field to be edited. Enter a new volume asrequired or move the cursor across to the tank weight column and enter aweight as required. Press <Enter> to confirm new entry.

f) On completion of entering the required volumes/weights in eachof the tanks press <Esc> and the cursor will jump back to thecommand field.

g) Type ‘B’ and press <Enter> to view page ‘B’.

Page ‘B’ is used for updating the cargo, ballast and fuel tanks. At the top of thepage, a diagram illustrates curves of bending moments and sheer forces for theentire vessel, shown in percentage of limits. The horizontal centre lineindicates zero percent, and the dotted lines indicate 50 and 100 percent. Thevertical dotted lines represent calculation stations for longitudinal strength.



Illustration 8.1c Loading Computer C - Page

43\Voy.0006.Dep.Halul Island.CargoCargo

CodeCode MaxBarMaxBar GG TT TempFTempF Bar(T)Bar(T) Bar(60)Bar(60) Wair(TS)Wair(TS) APIAPI

DISPLDISPL 303256DEADWDEADW 259948CARGOCARGO 254873FUELFUEL 4270BALLBALL 0MISCMISC 805


4:37:12

ONLINEONLINE OFF

GH

OnlOnl78.1 132291.9 131070.1 16759.6 41.341.3 >>>>

>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>

41.341.341.341.341.341.334.634.634.634.634.634.6

34.634.634.634.6

39.339.339.339.3

39.339.339.339.3

39.339.339.339.3

34.634.634.634.6

23827.624490.924424.925153.811532.612980.516013.415980.114107.514111.313068.713604.7

9704.29682.52791.62812.7

186345.6189968.5191017.2189129.3

86712.797598.8

123780.6123523.1106072.9106101.2101018.8105161.3

72964.872802.121578.221741.8

188082.6191739.3192797.8191432.6

87768.798787.4

126148.9125886.4107364.7107393.3102951.6107173.3

73853.473688.721991.022157.8

250846.71926585.91951509.3

78.178.178.185.585.585.597.597.585.585.597.597.585.585.597.597.5

CCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCC

111133322

22

22

33

33

165403165403197019197019200559200559200559200559201933201933106857106857106857106857128709128709128709128709131021131021131021131021131021131021131021131021

9421894218942189421822558225582255822558

Total 2194244Total 2194244

1CCOT1CCOT2CCOT2CCOT3CCOT3CCOT4CCOT4CCOT5CCOT5CCOT1SCOTP1SCOTP1SCOTP1SCOTP2SCOTP2SCOTP2SCOTP2SCOTP3SCOTP3SCOTP3SCOTP3SCOTP4SCOTP4SCOTP4SCOTP4SCOTP5SCOTP5SCOTP5SCOTP5SCOTPSLOP PSLOP PSLOP SSLOP S

03.12.00Millennium MaerskMillennium MaerskCOMPCOMPC.C.



In the lower section of the screen the tank groups are shown. The headingindicates which group of tanks is currently shown. When you display page ‘B’,the cargo tanks are always shown first.

h) Double click on the tank to be edited with the mouse. An editwindow will appear containing the following information for eachtank:

MaxVol The maximum volume or capacity of the tank

U.Vol The used volume of the tank

Weight The weight of the tank

%full The extent to which the tank is filled (in percent)

Dens. The density of the tank contents

VCG The VCG of the tank contents

LCG The LCG of the tank contents

TCG The TCG of the tank contents

GMC or GM Correction due to free surface moment of the tank contents

i) Enter a new figure as required and press <Enter>. Move thecursor to the next tank and repeat until all tanks are at the requiredvolumes.

j) Press <Enter> to end editing of the tanks.

In order to view the results of the loading in harbour condition, press <F4>while in edit mode. The condition will now illustrate harbour limits.

k) Press <PgUp> or <PgDn> in edit mode. The ballast tank statuswill now be shown.

The ballast tanks are displayed in exactly the same way as that of the cargotanks.

l) Press <Enter> or double click with the mouse. The cursor willmove to the first ballast tank on the page. Use the arrow key tomove to the ballast tank to be edited and enter the weight asrequired.

m) Press <Enter> and move to the next tank as required.

n) Press <PgUp>, <PgDn> or <Home> to return to the cargo tankpage.

Simulated Loading and Discharging

To activate the loading and discharging simulation mode, click on theSIMULATOR button (or press <Ctrl+P>). To deactivate the simulation modeclick on the ESCAPE PUMPING button (or press <ESC>) to return to normalediting.

The simulation mode is only accessible when the LOADSTAR is not on-linewith the tank gauging system.

When the simulation mode is in use, it is possible to switch between the cargo,ballast and fuel tanks by clicking on the CARGO, BALLAST and FUELbuttons or use <PgUp> and <PgDn>.

By clicking on the WEIGHT button at the foot of the screen the weights aredisplayed in the tanks. The tank information can be updated by opening theedit window.

Click on the VOL/HOUR button and the pumping speed will be displayed foreach tank. Negative values are used for discharging from the tanks. The valuecan be updated by opening the edit menu for the tank. By accessing the editmenu, it is also possible to set the % FILL of the tank. This is the fillingpercentage at which pumping to or from the tank stops.

When pumping speeds have been specified, click on the TIME INT button inorder to specify the time interval between each observation.

The system is now prepared to start the simulation which can be run in twoways:

1. Click on the PUMP TO FINISH button. The pumping will continue until alltanks involved reach their % fill values.

2. Click on the PUMP TO EVENT button. The simulation will run until anevent occurs such as a tank reaching its % fill value. The simulation can thenbe started again using the PUMP TO FINISH or PUMP TO EVENT option.

On starting the simulation the ESCAPE PUMPING button changes to STOPPUMPING.

The simulation can be stopped anytime by clicking on the STOP PUMPINGbutton or by pressing <Esc>.

To exit the entire pumping simulation click on the ESCAPE PUMPING buttonor press <Esc>. In order to return to the original loading condition click on theRESTORE TANKS button.

Overview of Tank Filling Level

In order to see an overview of the tank filling level type ‘M’ in the commandfield and <Enter>. Page ‘M’ is now displayed.

Page ‘M’ shows a graphical display of the filling level, temperature anddensity in all cargo, ballast and fuel tanks.



Illustration 8.1d Loading Computer T - Page

DISPLDISPLT. TESTT. TEST 43\Voy.0006.Dep.Halul Island.43\Voy.0006.Dep.Halul Island.Millennium MaerskMillennium Maersk

Frame DistAPFrame DistAP

5252 46.0546.05

Vr:Vr: 265.1265.1 Vb:Vb: 131.2131.2

5858 51.4551.456060 62.8562.856767 102.45102.457676 168.45168.45

9494 254.56254.56108108 305.85305.85

8686 204.45204.45

-37005-37005-57530-57530-56496-56496

-126418-126418-154624-154624

-175629-175629-20483-20483

-217498-217498

-2801-2801-4587-4587-2351-2351

-81-81-1276-1276

2964296433393339

-1263-1263

FSM:FSM:G'G:G'G:

BM:BM:-VCG:-VCG:

GM:GM:-G'G:-G'G:

-G'M:-G'M:

BSL:BSL:MCT:MCT:TRIM:TRIM:

Deflected drafts:Deflected drafts:D-FPD-FPD-APD-APDmeanDmean

2788962788960.890.89

23.6923.6916.3216.32

7.377.370.890.896.476.47

0.460.463586.83586.8

0.390.39

19.6119.6120.8520.8519.8519.85

BendBend SFSF

30323303.12.0003.12.00DEADWDEADW 259924CARGOCARGO 254849FUELFUEL 4270BALLBALL 0MISCMISC 805


Max SF=ICF: 160.87ICB: 170.89ICG: 169.62

VCB: 10.23VCG: 16.32

-4587 51.45 maft-219442 212.77 maftMax BM=

Actual Values (Page 1 of 4)

4:38:12

ONLINEONLINE OFF

GH



Updating Alarm Levels

On page ‘N’, the alarm levels used in connection with the on-line gaugingequipment connected to the Tank Gauging System can be updated.

Page ’N’ displays a list of all tanks. The first to be displayed is the cargo tankpicture. The alarm levels can be set for ‘Volume High’, ‘Volume Low’,‘Volume % High’, ‘Volume % Low’, ‘Temperature High’ and ‘TemperatureLow’. The ‘Accept’ column to the right of the page shows if an alarm levelhas been exceeded and not accepted.

1). Set the interface to the tank gauging equipment on-line with the generalcommand ‘On-line’. Type this command in the ‘Command field’ and press<Enter>.

2). Use the arrow keys to move the cursor over the alarm type to be altered. Bystarting to type in a new figure a small box will open allowing the number tobe input.

3). Close the window by pressing <Enter> again. The window will now beupdated.

On-line Survey

Page ‘O’ is an online interface to the level gauging equipment of the cargotanks. This page cannot be edited and shows the following information aboutthe tanks :

Volume The volume of the tank

Av. Temp. The average temperature of the tank contents

Density The density of the contents

The name of the tank is displayed at the top of the page. The keys <Home>,<End>, <PgUp> and <PgDn> can be used to scroll through the panels.

Test Data Output

Page ‘T’ shows the actual values from the calculation of present condition.This page cannot be edited.

In the left part of the page, sheer force (ShrForce) and bending moment(Bending) are shown in their actual values. These values are shown oppositethe stations where longitudinal strength is computed.

By pressing <PgUp>, <PgDn>, <Home> and <End> the operator can leafthrough the different pages of results:Actual values

PermissiblesPercentages of permissiblesIn the mid part of the display the calculations of trim and stability are displayedand the following abbreviations used :

FSM Free surface moment

G’G Loss in GM

KMT The height of transverse metacentre above base line

VCG Vertical centre of gravity

GM Transverse metacentric height

G’M Transverse metacentric height corrected for free surface.

BGL Buoyancy gravity lever, the difference between LCB and LCG

MCT Moment to change trim

TRIM Trim of the vessel, computed by the traditional method of trimming the vessel around the longitudinal centre of floatation.

In the lower right part of the page the calculated deflected draughts are shown:

D-FP The calculated deflected draught at the forward perpendicular

D-AP The calculated deflected draught at the aft perpendicular

Dmean The midships calculated deflected draught

On the bottom lines, the position of the centre of gravity, the centre ofbuoyancy and the centre of floatation is displayed. Here the following abbre-viations are used :

VCB Vertical centre of buoyancy

VCG Vertical centre of gravity

LCB Longitudinal centre of buoyancy

LCG Longitudinal centre of gravity

LCF Longitudinal centre of floatation

To the right the maximum occurrences of the moments of strength aredisplayed together with a specification of their position. The following abbre-viations are used :

Max SF Maximum of uncorrected shear force, computed on the stations

Max BM Maximum bending moment, computed on and between the stations

To the right of the page, the condition status field, the warning field and thecommand field are displayed.

G’Z Curve- Intact Stability

On Page ‘Z’ the G’Z curve is displayed. This page cannot be edited and showstwo displays ;

1) G’Z curve scaled by maximum of curve

2) G’Z curve scaled by initial stability

It is possible to change between the two scaling by pressing <PgUp> and<PgDn>. The G’Z curve can be printed on a graphics printer by using thegeneral command PP.

The table above the G’Z curve displays a summary of the stability data. Thestability requirements code relevant to the ship is shown in the upper leftcorner of the table.

The columns of the table show the stability requirements together with thecalculated figures for the present loading condition.

If one or more of the requirements are not fulfiled, the actual calculated figuresare flagged red.

To the right of the page the condition status field is displayed together with thewarning field and the command field.


Issue: 1 8.2 Trim and Stability Diagrams - Page 1 of 9

8.2 Trim and Stability Diagrams

Introduction

The Master must ensure that the vessel operates safely at all times and anessential feature of safe operation is to ensure that the vessel is correctlyloaded. Care must be taken to ensure that the cargo allocated to the vessel iscapable of being loaded so that compliance with the strength and stabilitycriteria can be achieved. The Master must exercise prudence and goodseamanship at all times, having regard to the season of the year, weatherforecasts and the navigational zone, and should take the appropriate action asto speed and course warranted by the prevailing circumstances. Adverseweather can have serious implications for the vessel if loading of cargo is notdone correctly.

Example stability calculations which can be performed manually whenvarious conditions are known can be seen in the Trim and Stability booklet(box 3, FG-7). It is essential that the stability book is used correctly whenmanual calculations are performed.

Abbreviations

DRAFT Extreme draught from bottom of keel plate

DRAFT (CORR.) Draught at LCF

LCB (B) Longitudinal centre of buoyancy from midship

LCF (F) Longitudinal centre of floatation from midship

LCG (G) Longitudinal centre of gravity from midship

TCG Transverse centre of gravity from centre line

KG Centre of gravity above base line

TPC Tons per one centimetre (cm)

MTC Moment to change one centimetre (cm)

KB Centre of buoyancy above base line

TKM Transverse metacentric height above base line

GM Transverse metacentric height above centre of gravitywithout the correction of free surface effect

GoM Transverse metacentric height above centre of gravitywith the correction of free surface effect

GGo The value of free surface correction

I/D Propeller immersion in %



Illustration 8.2a Loading Condition - Lightship

-20 -10-8

-4

0

4

8

12

16

0 10 20 30 40 50 60 70Heel (Degrees)

GZ(Metres)

GZ CURVE

GENERAL INTACT CRITERIA (IMO RES. A. 749 (18)

AREA UNDER CURVE UP TO 30˚

AREA UNDER CURVE UP TO 40˚ or (θ f) WHICHEVER IS LESS

AREA BETWEEN 30 AND 40˚ or (θ f) WHICHEVER IS LESS

GZ AT ANGLE OF EQUAL TO OR GREATER THAN 30˚

THE ANGLE AT WHICH THE MAX. GZ OCCURS

THE INITIAL METACENTRIC HEIGHT GM

NOTE: FLOODING ANGLE (θ f) ≥ 40.0˚ SO 40.0˚ IS ADOPTED

ACTUAL

4.818 M-RAD

6.621 M-RAD

1.803 M-RAD

11.553 M

20.70 (DEG)

63.764 M

REQUIREMENT

0.055 M-RAD

0.09 M-RAD

0.03 M-RAD

0.20 M

25 DEG)

0.15 M

DEADWEIGHT

LIGHT SHIP WEIGHT

DISPLACEMENT

DRAFT EQUIV.

TRIM BY STERN

DRAFT FORWARD

DRAFT AFT

DRAFT MEAN

L.C.B.

L.C.F.

M.T.C.

T.P.C.

0.0

43100.0

43100.0

3.16 M

-3.92 M

1.38 M

5.30 M

3.34 M

15.46 M

15.00 M

TRANSV. METACENTRE

VERT CENTRE OF GRAV

METAC. HEIGHT

FREE SURFACE CORR.

CORR. METAC. HEIGHT

PROPELLER IMMERSION

KMT

KG

GM

GG

GM

80.31 M

16.55 M

63.76 M

0.00 M

63.76 M

-1.0 %

0.00

-7.07

-7.07

0.

-304713.

-304713.

0.00

16.55

16.55

0.

713305.

713305.

0.

0.

* NOTE : THIS CONDITION IS NOT ALLOWED FOR SEAGOING

MT. M. MT-M M. MT-M MT-M

WEIGHT

L.C.G

FROM

MOMENT

ABOUT

V.C.G

FROM

MOMENT

ABOUT

FREE

SURFACE

L/2 L/2 BL BL MOMENT

2479.6 MT-M

144.61 MT/CM

CARGO W.B.T

DEADWEIGHT ITEMS



Illustration 8.2b Loading Condition - Docking

-20 -10-8

-4

0

4

8

12

16

0 10 20 30 40 50 60 70Heel (Degrees)

GZ(Metres)

GZ CURVE









ACTUAL

4.438 M-RAD

6.458 M-RAD

2.020 M-RAD

11.744M

29.70 (DEG)

46.262 M

REQUIREMENT

0.055 M-RAD

0.09 M-RAD

0.03 M-RAD

0.20 M

25 DEG)

0.15 M

DEADWEIGHT ITEMS

ARR. BUNKER

NO.1 W.B.T. (P)

NO.1 W.B.T. (S)

NO.2 W.B.T. (P)

NO.2 W.B.T. (S)

DEADWEIGHT

LIGHT SHIP WEIGHT

DISPLACEMENT

DRAFT EQUIV.

TOTAL TRIM

DRAFT FORWARD

DRAFT AFT

DRAFT MEAN

L.C.B.

L.C.F.

M.T.C.

T.P.C.

1522.7

2939.0

2939.0

5278.5

5278.5

-121.42

116.38

116.38

69.87

69.87

-184884.

342046.

342046.

368803.

368803.

18.75

1.53

1.53

2.01

2.01

28555.

4488.

4488.

10614.

10614

2081.

12930.

12930.

723.

723.

17957.7

43100.0

61057.7

4.39 M

0.00 M

4.39 M

4.39 M

4.39 M

15.28 M

14.73 M

TRANSV. METACENTRE

VERT CENTRE OF GRAV

METAC. HEIGHT

FREE SURFACE CORR.

CORR. METAC. HEIGHT

PROPELLER IMMERSION

KMT

KG

GM

GG

GM

59.39 M

12.64 M

46.74 M

0.48 M

46.26 M

-9.3 %

68.87

-7.07

15.27

1236813.

-304713.

932100.

3.27

16.55

12.64

58760.

713305.

772064.

29386.

29386.

* NOTE : THIS CONDITION IS NOT ALLOWED FOR SEAGOING


WEIGHT

L.C.G

FROM

MOMENT

ABOUT

V.C.G

FROM

MOMENT

ABOUT

FREE

SURFACE


2593.3 MT-M

147.31 MT/CM

CARGO W.B.T



Illustration 8.2c Loading Condition - Normal Ballast (DEP.)

-20 -10-8

-4

0

4

8

12

16

0 10 20 30 40 50 60 70Heel (Degrees)

GZ(Metres)

GZ CURVE









ACTUAL

2.502 M-RAD

4.168 M-RAD

1.666 M-RAD

10.347M

46.80 (DEG)

18.020 M

REQUIREMENT

0.055 M-RAD

0.09 M-RAD

0.03 M-RAD

0.20 M

25 DEG)

0.15 M

DEADWEIGHT

LIGHT SHIP WEIGHT

DISPLACEMENT

DRAFT EQUIV.

TRIM BY STERN

DRAFT FORWARD

DRAFT AFT

DRAFT MEAN

L.C.B.

L.C.F.

M.T.C.

T.P.C.

1522.7

2939.0

2939.0

5278.5

5278.5

-121.42

116.38

116.38

69.87

69.87

-184884.

342046.

342046.

368803.

368803.

18.75

1.53

1.53

2.01

2.01

28555.

4488.

4488.

10614.

10614.

2081.

12930.

12930.

723.

723.

100851.5

43100.0

143951.5

9.88 M

-2.07 M

8.92 M

11.00 M

9.96 M

14.73 M

12.72 M

TRANSV. METACENTRE

VERT CENTRE OF GRAV

METAC. HEIGHT

FREE SURFACE CORR.

CORR. METAC. HEIGHT

PROPELLER IMMERSION

KMT

KG

GM

GG

GM

31.04 M

12.28 M

18.75 M

0.74 M

18.02 M

56.3 %

17.85

10.39

1800040.

-304713.

1495327.

10.46

16.55

12.28

1055090.

713305.

1768396.

105825.

105825.

INVISIBLE LENGTH 417.999 M < 500.00 M ( SATISFIED WITH CRITERIA )


WEIGHT

L.C.G

FROM

MOMENT

ABOUT

V.C.G

FROM

MOMENT

ABOUT

FREE

SURFACE


2881.3 MT-M

153.96 MT/CM

CARGO W.B.T

DEADWEIGHT ITEMS

DEP. BUNKER

NO.1 W.B.T. (P)

NO.1 W.B.T. (S)

NO.2 W.B.T. (P)

NO.2 W.B.T. (S)

NO.3 W.B.T. (P)

NO.3 W.B.T. (S)

NO.4 W.B.T. (P)

NO.4 W.B.T. (S)

NO.5 W.B.T. (P)

NO.5 W.B.T. (S)

10168.9

10168.9

10127.4

10127.4

5000.0

5000.0

19.40

19.40

-31.52

-31.52

81.32

81.32

197276.

197276.

-319265.

-319265.

-406598.

-406598.

9.55

9.55

9.59

9.59

3.45

3.45

97151.

97151.

97088.

97088.

17237.

17237.

0.

0.

0.

0.

50819.

50819.

* NOTE;Scantlings have been approved for minimum draft forward of 8.16 m mld. ( 8.183 m ext. ) in association with No.1 and No.2 water ballast tanks being 100% full. The minimum draftforward with the Fore Peak, No.1 and No.2 water ballast empty is not to be less than 9.80 m mld (=9.823 m ext. ). In heavy weather conditions the forward draft should not be lessthan this value. If in the opinion of the Master, sea conditions are likely to cause regular slamming, then other appropriate measures such as change in speed, heading or an increase in draft forward may also need to be taken.



Illustration 8.2d Loading Condition - Normal Ballast (ARR.)

-20 -10-8

-4

0

4

8

12

16

0 10 20 30 40 50 60 70Heel (Degrees)

GZ(Metres)

GZ CURVE




AREA BETWEEN 30 AND 40 (DEG) or (θ f) WHICHEVER IS LESS





ACTUAL

2.499 M-RAD

4.170 M-RAD

1.671 M-RAD

10.394 M

46.80 (DEG)

17.963 M

REQUIREMENT

0.055 M-RAD

0.09 M-RAD

0.03 M-RAD

0.20 M

25 DEG)

0.15 M

CARGO W.B.T

DEADWEIGHT

LIGHT SHIP WEIGHT

DISPLACEMENT

DRAFT EQUIV.

TRIM BY STERN

DRAFT FORWARD

DRAFT AFT

DRAFT MEAN

L.C.B.

L.C.F.

M.T.C.

T.P.C.

1522.7

4281.0

8338.0

8338.0

9952.4

9952.4

-121.42

153.08

119.57

119.57

69.87

69.87

-184884.

655329.

997004.

997004.

695352.

695352.

18.75

9.14

11.34

11.34

9.56

9.56

28555.

39142.

94530.

94530.

95123.

95123.

2081.

0.

0.

0.

0.

0.

101920.0

43100.0

14020.0

9.95 M

-1.94 M

9.05 M

11.00 M

10.02 M

14.53 M

12.66 M

TRANSV. METACENTRE

VERT CENTRE OF GRAV

METAC. HEIGHT

FREE SURFACE CORR.

CORR. METAC. HEIGHT

PROPELLER IMMERSION

KMT

KG

GM

GG

GM

30.90 M

12.07 M

18.83 M

0.87 M

17.96 M

56.3 %

18.16

-7.07

10.66

1850726.

-304713.

1546013.

10.17

16.55

12.07

1036587.

713305.

1749892.

126378.

126378.



WEIGHT

L.C.G

FROM

MOMENT

ABOUT

V.C.G

FROM

MOMENT

ABOUT

FREE

SURFACE


2885.1 MT-M

154.03 MT/CM

DEADWEIGHT ITEMS

ARR. BUNKER

F.P.T.

NO.1 W.B.T. (P)

NO.1 W.B.T. (S)

NO.2 W.B.T. (P)

NO.2 W.B.T. (S)

NO.3 W.B.T. (P)

NO.3 W.B.T. (S)

NO.4 W.B.T. (P)

NO.4 W.B.T. (S)

NO.5 W.B.T. (P)

NO.5 W.B.T. (S)

A.P.T.

10168.9

10168.9

10127.4

10127.4

8150.0

8150.0

2643.1

19.40

19.40

-31.52

-31.52

-82.98

-82.98

-154.30

197276.

197276.

-319265.

-319265.

-676318.

-676318.

-407816.

9.55

9.55

9.59

9.59

9.09

9.09

20.00

97151.

97151.

97088.

97088.

74118.

74118.

52869.

0.

0.

0.

0.

50819.

50819.

22659.

* NOTE;Scantlings have been approved for minimum draft forward of 8.16 m mld. ( 8.183 m ext. ) in association with No.1 and No.2 water ballast tanks being 100% full. The minimum draftforward with the Fore Peak, No.1 and No.2 water ballast empty is not to be less than 9.80 m mld (=9.823 m ext. ). In heavy weather conditions the forward draft should not be lessthan this value. If in the opinion of the master, sea conditions are likely to cause regular slamming, then other appropriate measures such as change in speed, heading or an increase in draft forward may also need to be taken.



Illustration 8.2e Loading Condition - Emergency Ballast (DEP.)

-20 -10-8

-4

0

4

8

12

16

0 10 20 30 40 50 60 70Heel (Degrees)

GZ(Metres)

GZ CURVE









ACTUAL

1.963 M-RAD

3.444 M-RAD

1.480 M-RAD

9.244 M

45.00 (DEG)

13.397 M

REQUIREMENT

0.055 M-RAD

0.09 M-RAD

0.03 M-RAD

0.20 M

25 DEG)

0.15 M

CARGO W.B.T

DEADWEIGHT

LIGHT SHIP WEIGHT

DISPLACEMENT

DRAFT EQUIV.

TRIM BY STERN

DRAFT FORWARD

DRAFT AFT

DRAFT MEAN

L.C.B.

L.C.F.

M.T.C.

T.P.C.

9397.3

4281.0

8338.0

8338.0

9952.4

9952.4

-125.87

153.08

119.57

119.57

69.87

69.87

-1182826.

655329.

997004.

997004.

695352.

695352.

22.74

9.14

11.34

11.34

9.56

9.56

213689.

39142.

94530.

94530.

95123.

95123.

4187.

0.

0.

0.

0.

0.

142387.0

43100.0

185487.0

12.55 M

-3.96 M

10.70 M

14.66 M

12.68 M

13.88 M

10.15 M

TRANSV. METACENTRE

VERT CENTRE OF GRAV

METAC. HEIGHT

FREE SURFACE CORR.

CORR. METAC. HEIGHT

PROPELLER IMMERSION

KMT

KG

GM

GG

GM

27.07 M

13.65 M

13.42 M

0.02 M

13.40 M

92.5 %

11.73

-7.07

7.36

1670087.

-304713.

1365374.

12.77

16.55

13.65

1818864.

713305.

2532169.

4187.

4187.



WEIGHT

L.C.G

FROM

MOMENT

ABOUT

V.C.G

FROM

MOMENT

ABOUT

FREE

SURFACE


3053.0 MT-M

157.13 MT/CM

DEADWEIGHT ITEMS

DEP. BUNKER

F.P.T.

NO.1 W.B.T. (P)

NO.1 W.B.T. (S)

NO.2 W.B.T. (P)

NO.2 W.B.T. (S)

NO.3 W.B.T. (P)

NO.3 W.B.T. (S)

NO.4 W.B.T. (P)

NO.4 W.B.T. (S)

NO.5 W.B.T. (P)

NO.5 W.B.T. (S)

NO.3 C.C.O.T.

10168.9

10168.9

10127.4

10127.4

9426.1

9426.1

32683.3

19.40

19.40

-31.52

-31.52

-83.66

-83.66

-19.40

197276.

197276.

-319265.

-319265.

-788603.

-788603.

-634056.

9.55

9.55

9.59

9.59

11.72

11.72

17.66

97151.

97151.

97088.

97088.

110492.

110492.

577265.

0.

0.

0.

0.

0.

0.

0.

* NOTE;Scantlings have been approved for minimum draft forward of 8.16 m mld. ( 8.183 m ext. ) in association with No.1 and No.2 water ballast tanks being 100% full. The minimum draftforward with the Fore Peak, No.1 and No.2 water ballast empty is not to be less than 9.80 m mld (=9.823 m ext. ). In heavy weather conditions the forward draft should not be lessthan this value. If in the opinion of the master, sea conditions are likely to cause regular slamming, then other appropriate measures such as change in speed, heading or an increase in draft forward may also need to be taken.



Illustration 8.2f Loading Condition - Emergency Ballast (ARR.)

-20 -10-8

-4

0

4

8

12

16

0 10 20 30 40 50 60 70Heel (Degrees)

GZ(Metres)

GZ CURVE









ACTUAL

2.041 M-RAD

3.559 M-RAD

1.518 M-RAD

9.493 M

45.00 (DEG)

13.978 M

REQUIREMENT

0.055 M-RAD

0.09 M-RAD

0.03 M-RAD

0.20 M

25 DEG)

0.15 M

CARGO W.B.T

DEADWEIGHT

LIGHT SHIP WEIGHT

DISPLACEMENT

DRAFT EQUIV.

TRIM BY STERN

DRAFT FORWARD

DRAFT AFT

DRAFT MEAN

L.C.B.

L.C.F.

M.T.C.

T.P.C.

1522.7

4281.0

8338.0

8338.0

9952.4

9952.4

-121.42

153.08

119.57

119.57

69.87

69.87

-184884.

655329.

997004.

997004.

695352.

695352.

18.75

9.14

11.34

11.34

9.56

9.56

28555.

39142.

94530.

94530.

95123.

95123.

2081.

0.

0.

0.

0.

0.

137155.5

43100.0

180255.5

12.22 M

-1.87 M

11.35 M

13.21 M

12.28 M

13.99 M

10.55 M

TRANSV. METACENTRE

VERT CENTRE OF GRAV

METAC. HEIGHT

FREE SURFACE CORR.

CORR. METAC. HEIGHT

PROPELLER IMMERSION

KMT

KG

GM

GG

GM

27.43 M

13.31 M

14.12 M

0.14 M

13.98 M

78.5 %

16.48

-7.07

10.85

1670087.

-304713.

634056.

12.30

16.55

13.31

1686599.

713305.

2399904.

0.

24740.



WEIGHT

L.C.G

FROM

MOMENT

ABOUT

V.C.G

FROM

MOMENT

ABOUT

FREE

SURFACE


3027.6 MT-M

156.69 MT/CM

DEADWEIGHT ITEMS

DEP. BUNKER

F.P.T.

NO.1 W.B.T. (P)

NO.1 W.B.T. (S)

NO.2 W.B.T. (P)

NO.2 W.B.T. (S)

NO.3 W.B.T. (P)

NO.3 W.B.T. (S)

NO.4 W.B.T. (P)

NO.4 W.B.T. (S)

NO.5 W.B.T. (P)

NO.5 W.B.T. (S)

A.P.T.

NO.3 C.C.O.T.

10168.9

10168.9

10127.4

10127.4

9426.1

9426.1

2643.1

32683.3

19.40

19.40

-31.52

-31.52

-83.66

-83.66

-154.30

19.40

197276.

197276.

-319265.

-319265.

-788603.

-788603.

-407816.

634056.

9.55

9.55

9.59

9.59

11.72

11.72

20.00

17.66

97151.

97151.

97088.

97088.

110492.

110492.

52869.

577265.

0.

0.

0.

0.

0.

0.

0.

22659.

* NOTE;Scantlings have been approved for minimum draft forward of 8.16 m mld. ( 8.183 m ext. ) in association with No.1 and No.2 water ballast tanks being 100% full. The minimum draftforward with the Fore Peak, No.1 and No.2 water ballast empty is not to be less than 9.80 m mld (=9.823 m ext. ). In heavy weather conditions the forward draft should not be lessthan this value. If in the opinion of the Master, sea conditions are likely to cause regular slamming, then other appropriate measures such as change in speed, heading or an increase in draft forward may also need to be taken.



Illustration 8.2g Loading Condition - Homogeneous Cargo (DEP.)

-20 -10-4

-2

0

2

4

6

8

0 10 20 30 40 50 60 70Heel (Degrees)

GZ(Metres)

GZ CURVE





GZ AT ANGLE OF EQUAL TO OR GREATER THAN 30 (DEG)




ACTUAL

0.786 M-RAD

1.312 M-RAD

0.526 M-RAD

3.078 M

38.70 (DEG)

5.317 M

REQUIREMENT

0.055 M-RAD

0.09 M-RAD

0.03 M-RAD

0.20 M

25 DEG)

0.15 M

CARGO W.B.T

DEADWEIGHTLIGHT SHIP WEIGHTDISPLACEMENTDRAFT EQUIV.TRIM BY STERNDRAFT FORWARDDRAFT AFTDRAFT MEANL.C.B.L.C.F.M.T.C.T.P.C.

9397.320343.224231.724667.024667.024836.1

-125.87117.49

69.9519.40

-31.60-82.74

-1182826.2390072.1695007.478540.

-779478.2054986.

22.7417.3917.3717.3717.3717.40

213689.353815.420952.428515.428515.432170.

4187.20880.32526.33110.33110.34051.

279271.1 43100.0 322371.1

20.97 M-1.03 M20.46 M21.49 M20.97 M

9.90 M-0.46 M

TRANSV. METACENTREVERT CENTRE OF GRAVMETAC. HEIGHTFREE SURFACE CORR.CORR. METAC. HEIGHT

PROPELLER IMMERSION

KMTKGGMGGGM

23.63 M17.55 M

6.08 M0.77 M5.32 M

161.4 %

11.17-7.078.73

3120236.-304713.2815523.

17.7016.5517.55

4942956.713305.

5656261.



WEIGHT

L.C.GFROM

MOMENTABOUT

V.C.GFROM

MOMENTABOUT

FREESURFACE


3655.9 MT-M 167.35 MT/CM

DEADWEIGHT ITEMS

DEP. BUNKERNO.1 C.C.O.T.NO.2 C.C.O.T.NO.3 C.C.O.T.NO.4 C.C.O.T.NO.5 C.C.O.T.NO.1 S.C.O.T.(P)NO.1 S.C.O.T.(S)NO.2 S.C.O.T.(P)NO.2 S.C.O.T.(S)NO.3 S.C.O.T.(P)NO.3 S.C.O.T.(S)NO.4 S.C.O.T.(P)NO.4 S.C.O.T.(S)NO.5 S.C.O.T.(P)NO.5 S.C.O.T.(S)SLOP T. (P)SLOP T. (P)

13142.4 13142.4 15830.2 15830.2 16114.6 16114.6 16114.6 16114.6 11588.1 11588.1 2774.5 2774.5

117.65117.6569.9569.9519.4019.40

-31.60-31.60-76.01-76.01

-104.19-104.19

1546152.1546152.1107318.1107318.312622.312622.

-509220.-509220.-880850.-880850.-289069.-289069.

17.5317.5317.3717.3717.3717.3717.3717.3717.9717.9721.4121.41

230322.230322.274917.274917.279857.279857.279857.279857.208296.208296.59400.59400.

7633.7633.9663.9663.9836.9836.9836.9836.6742.6742.

719.719.

246718.

246718.



Illustration 8.2h Loading Condition - Homogeneous Cargo (ARR.)

-20 -10-4

-2

0

2

4

6

8

0 10 20 30 40 50 60 70Heel (Degrees)

GZ(Metres)

GZ CURVE









ACTUAL

0.769 M-RAD

1.287 M-RAD

0.518 M-RAD

3.066 M

37.80 (DEG)

5.203 M

REQUIREMENT

0.055 M-RAD

0.09 M-RAD

0.03 M-RAD

0.20 M

25 DEG)

0.15 M

CARGO W.B.T

DEADWEIGHTLIGHT SHIP WEIGHTDISPLACEMENTDRAFT EQUIV.TRIM BY STERNDRAFT FORWARDDRAFT AFTDRAFT MEANL.C.B.L.C.F.M.T.C.T.P.C.

1522.720343.224231.724667.024667.024836.1

-121.42117.4969.9519.40

-31.60-82.74

-1182826.2390072.1695007.

478540.-779478.2054986.

22.7417.3917.3717.3717.3717.40

213689.353815.420952.428515.428515.432170.

4187.20880.32526.33110.33110.34051.

276749.6 43100.0 319849.6

20.82 M0.00 M

20.82 M20.82 M20.82 M9.98 M

-0.35 M

TRANSV. METACENTREVERT CENTRE OF GRAVMETAC. HEIGHTFREE SURFACE CORR.CORR. METAC. HEIGHT

PROPELLER IMMERSION

KMTKGGMGGGM

23.63 M17.28 M

6.36 M1.15 M5.20 M

161.4 %

12.64-7.079.98

3498052.-304713.3193340.

17.3916.5517.28

4812972.713305.

5526277.



WEIGHT

L.C.GFROM

MOMENTABOUT

V.C.GFROM

MOMENTABOUT

FREESURFACE


3646.9 MT-M 167.20 MT/CM

DEADWEIGHT ITEMS

ARR. BUNKERNO.1 C.C.O.T.NO.2 C.C.O.T.NO.3 C.C.O.T.NO.4 C.C.O.T.NO.5 C.C.O.T.NO.1 S.C.O.T.(P)NO.1 S.C.O.T.(S)NO.2 S.C.O.T.(P)NO.2 S.C.O.T.(S)NO.3 S.C.O.T.(P)NO.3 S.C.O.T.(S)NO.4 S.C.O.T.(P)NO.4 S.C.O.T.(S)NO.5 S.C.O.T.(P)NO.5 S.C.O.T.(S)SLOP T. (P)SLOP T. (P)NO.5 W.B.T.(P)NO.5 W.B.T.(S)A.P.T.

13142.4 13142.4 15830.2 15830.2 16114.6 16114.6 16114.6 16114.6 11588.1 11588.1 2774.5 2774.5 1355.0 1355.0 2643.1

117.65117.6569.9569.9519.4019.40

-31.60-31.60-76.01-76.01

-104.19-104.19-78.34-78.34

-154.30

1546152.1546152.1107318.1107318.

312622.312622.

-509220.-509220.-880850.-880850.-289069.-289069.-106154-106154-407816

17.5317.5317.3717.3717.3717.3717.3717.3717.9717.9721.4121.41

0.840.84

20.00

230322.230322.274917.274917.279857.279857.279857.279857.208296.208296.

59400.59400.11.411141.52869

7633.7633.9663.9663.9836.9836.9836.9836.6742.6742.719.719.

5081950819

22659.368910.

368910.

Part 9Miscellaneous Procedures


Issue: 1 9.1 Passage Planning - Page 1 of 6

Checked by : ____________________________Date : _______________ Time : ____________

Weather information and weather routing

Passage plan sighned by the officer who prepared it

Passage plan approved and signed by the Master

Alternative routes and emergency anchoring

Position fixing intervals

Navigation marks

Obstructions and hazards to navigation

Traffic likely to be encountered

Underkeel clearance - draught, speed and squat

Position fixing methods

Pilot embarkation / disembarkation areas

Route planning - waypoints / courses / distances

Traffic separation / routing schemes

Local information / VHF Channels

Tides and currents

Vessel traffic service areas

Pilots - time to notify

indicates the check has been performed and appropriate action taken.N/A indicates the check is not applicable to the vessel or prevailing conditions

Port of Departure - ETD (date/time

Port of Destination - ETA (date / time)

Total Distance

Pilot to pilot distance

Checklist for Preparing a Passage Plan

Average speed and steaming time in open waters

Charts and nautical publications

Vessel : __________________

9.1a Checklist - Passage Planning (i)



Vessel: ________________________ Place ________________________ Date ____________

1

2

3

4

5

Have the following factors been taken into consideration in preparing the passage plan

Checklist - Deep Sea Navigation

- daylight / night time passing of danger points

- traffic likely to be encountered

Comments

The following shall be carefully examined

Are Navarea warning broadcasts being monitored?

Is participation in area reporting systems recommended?


- available navigational aids and their accuracy

Have all charts and nautical publications to be used been corrected up to date?

- advice / recommendations in sailing directions

- weather

- current

- position fixing methods to be used

Master ____________________________ ____________________________________

Signature (Master)

Is the ship's position being fixed in accordance with Guidelines for Navigators in Maersk Vessels Circulars?

Vessel : Place Date

1

2

- ships draft

- effect of squat

3

4

5 Have courses been laid off wellclear of obstructions?

6

Master

- traffic likely to be encountered

Have all charts and nautical publications to be used been corrected up to date?

Have the following factors been taken into consideration in preparing the passage plan

Signature (Master)

Is the ship's position being fixed in accordance with Guidelines for Navigators in Maersk Vessels Circulars?

- advice / recommendations in sailing directions

- weather

- tides andcurrent

- position fixing methods to be used

- daylight / night time passing of danger points

Checklist - Coastal Navigation

Comments

The following shall be carefully examined

Are Navarea warning broadcasts being monitored?

Is participation in area reporting systems recommended?


- requirements for traffic separation / routing schemes

- available navigational aids and their accuracy

9.1b Checklist - Passage Planning (ii) 9.1c Checklist - Passage Planning (iii)



Part 9 Miscellaneous Procedures

9.1 Passage Planning

General

The STCW Convention 1978 requires that the intended voyage be planned inadvance, taking into consideration all pertinent information and that any courselaid down should be checked before the voyage commences. The passageshould be planned from berth to berth and should cover ocean passages, coastalpassages and pilotage areas.

The passage plan should aim to establish the most favourable route, whilstmaintaining adequate margins of safety. When planning the route the followingfactors should be taken into consideration :

The marine environment

The constraints imposed by the vessel’s draught, size and natureof cargo

The reliability of the charted hydrographic data

Constraints imposed by environmental conditions

The availability and reliability of navigation aids and marks andthe nature of any coastlines to be encountered

Areas of high traffic density

The need for ship operations that may require additional sea roome.g. tank cleaning

The reliability of the vessel’s propulsion system

The need to comply with traffic routing schemes

The intended passage should be planned prior to sailing using the latestavailable charts and publications, corrected to the latest Notices to Marinersavailable.

Appraisal and Planning

Before the planning can commence it is necessary to gather together, andstudy, the various sources of information. Only official charts and publicationsshould be used. For coastal passages and port approaches large scale chartsshould be used with small scale charts being used for ocean passages.

Sources of information will include (but will not be restricted to) :

Chart catalogue

Navigational charts

Ocean Passages for the World

Routing or pilot charts

Sailing directions and pilot books

Mariner’s handbook

Light lists

Tide tables

Tidal stream atlases

Notices to mariners

Routing information

Radio signal information (including VTS and Pilotage services)

Climatic information

Load line chart

Distance tables

Electronic navigational systems information

Radio and local warnings

Owner’s instructions

Personal experience

Having collected together all the relevant information, the Master, in consulta-tion with his officers, will be in a position to make an overall appraisal of thepassage, which will consist of one, or a combination of the following:

Ocean Passages

Ocean passages comprise of a Great Circle, Rhumb Line or Composite GreatCircle route. Anticipated environmental conditions may have an impact on theroute selected.

A Great Circle route, although being the shortest distance, may result in thevessel encountering ice or the poor climatic conditions associated with highlatitudes. A Composite Great Circle, utilising a limiting latitude can befollowed to avoid venturing into high latitudes.

It is frequently possible to plan a passage to take advantage of ocean currentsthat may offer improved passage speeds that will offset any extra distancetravelled.

Coastal Passages

The margins of safety in coastal or restricted waters can be critical, as theremay be limited time available in which to take corrective action.

The draught and manoeuvring characteristics of the vessel, including thepossibility of squat, may influence the route chosen through coastal waters.

One of the main considerations at the appraisal stage will be to determine asafe distance at which the courses should be laid off the coastline and offshoredangers, and what is the minimum acceptable under-keel clearance.

In many areas, ship’s routing measures have been introduced to reduce the riskof collision between ships, to keep ships away from environmentally sensitiveareas and to reduce the risk of grounding. The use of these separation schemesand areas should form an integral part of the plan. When the vessel is passingthrough a traffic separation area or scheme the provisions of rule 10 of theRegulations for Preventing Collisions at Sea must be strictly adhered to.

The requirement for ship reporting has been introduced by several coastalstates, so that they can track vessels passing through their coastal waters.Reports may be required when leaving some reporting areas as well as whenentering. Additionally reports may be required when passing predeterminedpositions. Vessel Traffic Services at most ports will require reports to be madein order to monitor ship compliance with local regulations and to optimisetraffic management.

In certain areas of the world it may be desirable to avoid areas of conflict.

Having made an appraisal of the intended voyage, the Master will determinethe route to be followed and delegate an officer, normally the second officer,to prepare the passage plan.

Preparing the Passage Plan

Charts

All the relevant charts for the forthcoming voyage are put into the correct orderof use. Ensure that all the charts and publications have been corrected to thelatest available Notices to Mariners.

The route plan should incorporate the following details:

The planned track showing the true course and distance of each leg

Maximum allowable off track margins for each leg

Areas to be avoided

Where appropriate, the wheel over position and radius of turn ateach alteration of course



Areas to be Avoided

Coastal and estuary charts should be examined and all areas to be avoidedshown by highlighting or cross-hatching. Care should be taken however, not toobscure chart features.

Maximum Allowable Off Track Margins

During the voyage it may be necessary for the vessel to leave the planned routeat short notice. The marking on the chart of shallow water, relative to thevessel’s draught and clearing distances in critical areas, will enable the OOWto decide on what extent to deviate without jeopardising the safety of thevessel.

The vessel’s cross track error in relation to the planned track can be monitoredby the use of parallel indexing techniques on the radar. Parallel indexing doesnot replace the need to fix the vessel’s position at regular intervals. It does,however, provide an instant means of verifying that the vessel is maintaining asafe course to pass a fixed object or navigation mark at the desired distance. Itis good passage planning practice to mark suitable parallel indexes on the chartalong with the distance off at which the index needs to be set.

ARPA mapping may be used in addition to, but not to the exclusion of othermethods of monitoring the vessel’s position.

The vessel must remain in safe water at all times, and be sufficiently far off anydanger in order to minimise the possibility of grounding in the event ofunforseen circumstances, such as mechanical breakdown.

Regulations, both Company and National, regarding off shore distances mustbe observed.

Under Keel Clearance

It is important that any reduced under keel clearance has been planned for andis clearly shown on the chart. On occasions, adequate under keel clearance mayonly be attainable during the period that the tide has achieved a certain height.Outside that period the area is unsafe and passage must not be attempted. Sucha safe period is called the Tidal Window and must be clearly shown, in orderthat the OOW or Master is in no doubt as to whether or not it is safe for theship to proceed. Under normal circumstances this situation will only arise inthe approaches to a port or in a pilotage area.

Tidal stream information is usually available on the chart, though moredetailed information may be given in Ocean Passages for the World and pilotbooks and on routing charts. The times and heights of tides are available fromtables, with further local information being available in the pilot books.

Wheel Over Positions

In confined waters when navigating on large scale charts, the margins of safetymay require that the vessel commences altering course at a planned wheel overposition some distance before the actual alter course position, in order to allowfor the vessel’s advance while the alteration of course is taking place. Thesewheel over points should be marked on the chart with information as to theplanned rate of turn and speed that it is calculated for.

Waypoints

A waypoint is a position shown on the chart, where a planned change of courseor status will occur. It will normally be a change of course, but may also be anevent, for example:

Start or end of a sea passage

Alteration of speed

Pilot embarkation position

Anchorages

A point where an ETA or notice of readiness is to be given

The waypoints are normally entered into the electronic aids to navigation toform a complete route.

Contingency Planning

Contingency planning should include the identification of safe anchorages andsuitable locations for shelter in the event of severe weather conditions.

Executing the Plan

Organisation

The plan having been created, discussed and approved, now requires itsmethod of execution to be organised with the best use of the availableresources. Final details will have to be confirmed when the actual timing of thepassage can be ascertained and will include:

The ETA at critical points to take advantage of favourable tidalconditions.

ETAs at critical points, where it may be preferable to make adaylight transit of an area.

Areas where high traffic density can be expected.

The ETA at the destination, particularly where there may be noadvantage gained by an early arrival.

Tidal stream information, obtained from the chart or tidal stream atlas can beincluded in the planned passage when the time of transit of a relevant area isknown. Ideally, the course to steer should be calculated prior to making thetransit, though in fact, strict adherence to the planned track will actuallycompensate for tidal streams.

It must always be borne in mind that safe execution of the passage may onlybe achieved by modifying the plan to accommodate unforseen circumstances,such as items of navigational equipment becoming unreliable or inaccurate, thedeparture being delayed, or the need to make a timed arrival at the next port.

The OOW should have full working knowledge of all the safety and naviga-tional equipment on board the vessel, and should be aware of the operatinglimitations of such equipment. The Master is to ensure that all bridge teampersonnel, including newly joined navigating officers, are familiar with allnavigational equipment and are capable of taking a navigational watch. Ifnecessary, a newly joined officer should be accompanied by a competentnavigating officer until familiar with the equipment.

In order to achieve safe execution of the plan, it may be necessary to manageany risks involved by utilising additional deck or engine personnel. This willinclude an awareness of the positions at which it will be necessary to:

Call the Master to the bridge for routine situations such as approaching thecoast, passing through constrained waters, approaching the pilot station or anyother situation where the Master’s presence may be required.

Change from unattended to manned machinery spaces.

Make extra personnel available, in addition to the watch-keeper, for bridgeduties, such as manning the wheel and keeping a lookout.

Make additional personnel available, in addition to the watch-keepers, forduties such as preparing pilot ladders, clearing and standing by anchors andpreparing mooring equipment.

Before commencing the voyage, there is considerable advantage to be gainedfrom ensuring that all personnel concerned are fully briefed as to what isexpected of them. This may take place over a considerable period of time and,as the actual commencement of the voyage approaches, certain specificpersonnel will need to be briefed so that work schedules and manpowerrequirements can be planned. Any variation from the routine running of theship, such as doubling of the watches and anchor party requirements, must bespecifically advised to the personnel involved , either by the Master, chiefofficer, or the officer of the watch. Such briefing may require frequentupdating, and at different stages of the voyage, re-briefing may be required.



Vessel :

Date :___________

Checked by :_________________________

Port :____________________________

Rank :___________ _______________________

Aldis Lamp

Signature (Checker)

Time :_____________

Watchkeeping Receiver

Mooring and Anchoring Arrangements

Power on Deck

Pilot Disembarkation Arrangements

Pilot Ladder or Hoist ready with safety equipment

Electronic Position Fixing Systems

Master Gyro No. 1

Master Gyro No. 2

Gyro Repeaters

Course Recorder and Rudder Recorder running and calibrated

Magnetic Compass

Bearing Diopters

Radar No. 1 and ARPA

Radar No. 2 and ARPA

Radar(s) Forward and/or Aft

Engine related matters

Engine Telegraph and Emergency Telegraph

Manoeuvring Printer including Time Calibration

Stabilisers in "IN" position

Rudder Indicator Starboard

Anchors ready

Navigation Lights

Binoculars

Chronometer

BEFORE DEPARTURE CHECKLIST

This Check List applies to all vessels in the fleet. Complete all sections with a or N/A

Charts, Tide Tables, Sailing Directions

Navigation

Vessel Draft : Forward ________ Aft ________

Instruments

Communications

VHF Radio Telephones

Walkie Talkies

Sextants

Radio Direction Finder

Weather Facsimile

NAVTEX and EGC

Echo Sounder Forward and Aft

Log

Telephones - Emergency Telephones Whistle No. 1

Public Address System Whistle No. 2

Pilot Ladder or Hoist sufficiently illuminated

Steering Gear and FU-NFU tested Rudder Indicator Midship

Upon completion of checks, entry to be made in vessels Logbook.

Rudder Indicator Port

Vessel :

Engine related matters

Engine Telegraph and Emergency Telegraph

Manoeuvring Printer including Time Calibration

Stabilisers in "IN" position

Azimuth thruster in "IN" position

Instruments

Gyro Repeaters

Bearing Diopters

Echo Sounder Forward and Aft

BEFORE ARRIVAL CHECKLIST

This Check List applies to all vessels in the fleet. Complete all sections with a or N/A

Charts, Tide Tables, Sailing Directions Reporting to VTS

Navigation

Course Recorder and Rudder Recorder running and calibrated

Communications

VHF Radio Telephones

Walkie Talkies

Telephones - Emergency Telephones

Public Address System

Aldis Lamp

Whistle No. 1

Whistle No. 2

Upon completion of checks, entry to be made in vessels Logbook.

Mooring and Anchoring Arrangements

Power on Deck

Anchors ready

Mooring lines ready

Checked time for calling crew

Checked by: ____________________ Rank: ___________ _______________________________Signature (Checker)

Port: __________________________________ Date: _____________________ Time

Pilot Embarkation Arrangements

ETA Pilot Time:

Pilot Ladder or Hoist ready with safety equipment

Pilot contacted

Pilot Ladder or Hoist sufficiently illuminated

Steering Gear and FU-NFU tested Duty Engineer informed

9.1d Checklist - Pre-Departure 9.1e Checklist - Pre-Arrival



Voyage Preparation

This is normally be the task of a junior officer who will prepare the bridge forsea. Such routine tasks are best achieved by the use of a checklist, but care hasto be taken to ensure that this does not just mean that the checklist is tickedwithout the actual task being completed.

Bridge Preparation

As and when directed by the Master, the officer responsible should prepare thebridge as follows :

a) Ensure that the passage plan and supporting information isavailable and to hand.

b) Check that the charts are in order in the chart drawer and thecurrent chart is available on the chart table.

c) Check that the chart table equipment, such as pens, pencils,parallel rules, dividers, note pads are in order and to hand.

d) Check that ancillary watch keeping equipment, such asbinoculars, azimuth rings, and aldis lamps are in order and readilyto hand.

e) Confirm that monitoring and recording equipment such as thecourse recorder and engine movement recorder, is operational andthat the recording paper is replaced if necessary.

f) Confirm that the master gyrocompass is fully operational and thatthe repeaters are aligned. The compass error should be checked.

g) Check that all instrument illumination lamps are operational.

h) Check the navigation and signal lights.

i) Switch on any electronic navigational equipment that has beenshut down and ensure operating mode and position confirmed.

j) Switch on and confirm the read outs of echo sounders and logs,and confirm associated recording equipment is operational withadequate paper.

k) After ensuring that the scanners are clear, switch on and tuneradars and set appropriate ranges and modes.

l) Switch on and test the control equipment such as telegraphs andsteering gear as appropriate. Switch on and test communicationsequipment for both internal and external use (VHF and MFradios, Navtex, Inmarsat and GMDSS systems as appropriate).

m) Test the whistle.

n) Ensure that wipers and heaters are operational and that thewindows are clean.

o) Confirm that all clocks and recording equipment are synchro-nised.

p) After ensuring that there is no relevant new information on thetelex, fax or Navtex, advise the Master that the bridge is ready forsea.

Monitoring the Passage Plan

When passing through coastal or restricted waters consideration must be givento monitoring the progress. It is of particular importance to fix the vessel’sposition at regular intervals, so that any errors made are discovered andrectified before a dangerous situation develops.

Undue reliance should not be put on any single item of position fixingequipment. All appropriate methods should be used to fix the vessel’s positionat regular intervals, with cross referencing being carried out so that if a defectdevelops, with one position fixing aid, it will become obvious before adangerous situation develops.

When suitable radar conspicuous targets are available, effective use can bemade of radar clearing bearings and ranges.

Plan Change

All members of the bridge team will be aware that even the most thorough planmay be subject to change during the passage. It is the responsibility of theperson in charge to ensure that changes are made with the agreement of theMaster, and that all other members of bridge team are advised of such change.

Pre-Arrival Planning

A plan should be prepared covering the port approaches and pilotage waters,which should include anchoring off the port and aborting port entry in theevent of problems arising.


Issue: 1 9.2. Operational Procedures - Page 1 of 7

Bridge Teamwork

Approaching PortConfined Waters

Low Visibility

At SeaRoutine Situations

Officer of the Watch

Progresses the routinenavigation and controlof traffic in accordancewith the Master's ordersand the passage plan.


Responsible for navigation.Liaises with pilot advisinghim of the ships position

relative to the agreed track.

Pilot

Cons vessel along trackagreed with the Master.

Liaises with OOW onnavigation / traffic.

Master

Formulates and approves plan.

Monitors that the OOW isprogressing the plan correctly.

Master

Initially agrees track to follow with pilot.

Maintains an overview of all commands / orders given.

Monitors navigation of the vesselby cross checking information

provided by the OOW.

Pilotage

Master

Cons vessel giving both helm and engine orders. Uses his radar maps

and indexing to crosscheck the navigational information provided by the OOW.

Advises OOW of his intentionsin good time, so that the safe progress

of the passage plan can be verified,or any amendments be properly checked.


Provides the historical navigational data.

Maintains his own radar maps and indexing.

Advises the Master of the position of the vessel relative to the agreed track,

speed and course made good.

Endeavours to resolve any difference between the information on the two radars and chart.

Monitors the traffic and advises of anyclose quarter situations.

Illustration 9.2.1a Bridge Teamwork

High Risk Area

An additional officer may be requiredto assist the Master. This officer willtake control of the communications,give backup information to the OOW

for the chart, provide the Masterwith radar indexing and anti-collision

advice as a cross check to the safe passage plan.



9.2 Operational Procedures

9.2.1 Bridge Teamwork

Safe navigation is the most fundamental attribute of good seamanship.Sophisticated navigational aids can complement the the basic skills of thenavigator, but sophistication can bring its own dangers and there is a need forprecautionary measures against undue reliance on technology. Experience hasshown that that bridge teamwork and properly formulated procedures arecritical in maintaining a safe navigational watch.

In determining the composition of the bridge team the Master should take intoconsideration:

The state of visibility

The anticipated traffic density

The proximity of navigational dangers or other routing measuressuch as traffic separation schemes

The additional workload that may be caused by nature of thevessel’s immediate operating requirements and anticipatedmanoeuvres

The professional competence of the bridge personnel and theirfamiliarity with the vessel’s equipment and characteristics

The operational status of the bridge equipment and controls

The fitness of the members of the bridge team and the need toensure that all members of the bridge team have had the restperiods as required by the STCW Code

The need to ensure that the bridge is at no time left unattended

All members of the ship’s complement that have bridge navigational dutieswill be part of the bridge team. The OOW is in charge of the bridge team forthat watch until such time as they are relieved.

It is most important that the bridge team work together closely, both within andacross the watches, as decisions made during one watch can, and will, have animpact on another watch. All non-essential activity on the bridge should beavoided.

The members of the bridge team should have a clear and unambiguous under-standing of the information that should be routinely reported to the Master ofthe vessel, and the circumstances under which the Master should be called.

The OOW will continue to be responsible for the conduct of the watch, despitethe presence of the Master on the bridge, until informed specifically that theMaster has assumed responsibility for the watch. The Master’s decision to takeover the watch must be clear and unambiguous and the fact recorded in theDeck Log Book.

It is important for a ship’s complement to co-ordinate their activities,communicate effectively and work effectively as a team. During emergencysituations this is vital.

A bridge team that has a plan that is understood and is well briefed, with allmembers working together as a team, will have good situation awareness andwill be able to anticipate potentially dangerous situations. They will recognisethe development of a chain of errors and will be able to take early and positiveaction to break the sequence and avoid a possible disaster.



TIME :

1. Plotted position and present course

2. Navigation coming Watch

3. Magnetic/gyro compass/repeaters

4. Movements of Vessels in vicinity

5. Masters Watch instructions

6. Expected change of present conditions

7. Expected change of weather conditions

8. Look - Out

9. Navigation Lights

10. Smoke Detector

11. Radar and Radar Plotes

12. Watch receiver EGC and NAVTEX

13. Logbook entries

14. Course recorder checked and calibrated

OFFICER TO BE RELIEVED (INIT)

RELIEVING OFFICER (INIT)

DATE : DATE : DATE :

CHANGE OF BRIDGE WATCH KEEPING OFFICER CHECKLIST

Vessel : ________________________________

9.2.2a Checklist - Taking Over The Watch



9.2.2 Taking Over the Watch

The officer of the watch should not hand over responsibility for the watch ifthey are in any doubt whatsoever, as to the ability or fitness of the relievingofficer to carry out their duties effectively. When in any doubt, the Mastershould be informed.

Before accepting responsibility for the watch the relieving officer must besatisfied with:

The contents of any standing and night orders or special instruc-tions relating to the safe navigation of the vessel

The position, course, speed and draught of the vessel

The operational status of all navigational and safety equipmentthat is in use or may be required to be used during the course ofthe watch.

Prevailing environmental conditions, including the state ofvisibility, wind, sea and current and the effect of these factors onthe course and speed of the vessel

The procedures for use of the main engines their status and thewatchkeeping arrangements for the engine room.

The errors of the gyro and magnetic compasses

The presence and movements of any vessel in sight or known tobe in the vicinity

Any conditions or hazards that are likely to be encountered duringthe course of the watch

The effect of trim list, water density or squat on under keelclearance

Any other circumstance that may be of concern during the watch

9.2.3 Watchkeeping

The officer of the watch (OOW) is the Master’s representative and is in chargeof the bridge team.

The watchkeeping duties of the OOW include, but are not restricted to:

The maintenance of a proper all round lookout

Collision avoidance and compliance with the collision regulations

The plotting of the vessel’s position at regular intervals andmonitoring the vessel’s progress

Periodic checks on the navigational equipment in use, includingthe gyro and magnetic compasses

The keeping of records appertaining to the safe navigation of thevessel

The OOW needs to maintain a high general awareness about the vessel and itsday to day operation including a general watch over the vessel’s decks tomonitor people working on deck.

Routine tests of the bridge equipment should be undertaken to ensure that it isfunctioning correctly and communicating with other systems to which it maybe connected. Care should be exercised when using electronic means forplotting the position of the vessel and these should be cross referenced withvisual means at every opportunity.

Manual steering should be tested at least once a watch when the automatic pilotis in operation.

The gyro and magnetic compass errors should be checked and the magneticdeviation obtained at least once a watch, and after every major coursealteration. The errors and deviations obtained should be recorded in theCompass Error book and in the bridge log book.

It is most important that the OOW keeps to the passage plan as prepared, andmonitors the progress of the vessel in relation to that plan. Should a deviationfrom the plan be required for any reason, the OOW should return to the planas soon as it is safe to do so.

Radar parallel indexing techniques are invaluable in monitoring the vessel’sprogress in relation to the prepared passage plan. However, when using radarfor position fixing or monitoring, the OOW should check the accuracy of theVariable Range Marker and Electronic Bearing Lines, as well as the overallperformance of the radar.

Sufficient information should be recorded in the bridge log book, for theactual track that the vessel followed to be reconstructed at a later date,including the vessel’s position course and speed, the times of passingsignificant navigational marks and any other information that may beconsidered relevant. All positions marked on navigational charts should beretained at least for the duration of the voyage. Paper records from courserecorders, echo sounders and any other relevant recording device should besuitably marked and retained. It is better to record too much informationrather than too little.

The OOW should be aware of the effects of operational and accidentalpollution on the marine environment, and should be familiar with MARPOLand the Shipboard Oil Pollution Emergency Plan (SOPEP).



SHIP TO SHORE Master/Pilot Exchange

SHIP IDENTITY

Name Call sign Flag

Ship's agent Year built IMO No

Cargo Type Ship type Last port

ADDITIONAL COMMUNICATION INFORMATION

Fax Telex Other

PILOT BOARDING

Date/ETA Freeboard

SHIP PARTICULARS

Draught fwd Draught aft Draught amidships (salt water)

Air draught Length Beam

Displacement Dwt Gross Net

ANCHORS

Port anchor Stbd anchor (length of cable available)

MANOEUVRING DETAILS AT CURRENT CONDITION

Full speed Half speed

Slow speed Min. steering speed

Propeller direction of turn Controllable pitch

Number of propellers Number of fwd thrusters Number of aft thrusters

MAIN ENGINE DETAILS

Type of engine

Max. number of engine starts Time from full ahead to full astern

EQUIPMENT DEFECTS RELEVENT TO SAFE NAVIGATION

OTHER IMPORTANT DETAILS e.g. berthing restrictions, manoeuvring peculiarities

motor/turbine/other

left/right yes/no

SHORE TO SHIP Pilot/Master Exchange

SHIP REQUESTING PILOTAGE DETAILS

ORIGINATING AUTHORITY

PILOT BOARDING INSTRUCTIONS

BERTH and TUG DETAILS

LOCAL WEATHER AND SEA CONDITIONS at the pilot boarding station on arrival

(heights/times)

DETAILS OF THE PASSAGE PLAN including abort points/emergency plans

REGULATIONS including VTS reporting anchor/lookout attendance, max. allaowable draught

OTHER IMPORTANT DETAILS including navigation hazards, ship movements

(UTC/LT)Date/arrival time at pilot boarding station

Embarkation side

Position pilot will board

port/starboard/TBA Approach course and speed

Ship Name

Other means of contact

Call sign

Contact name VHF channel

port/starboardSide alongside Estimated transit time to berth

Requested boarding arrangement

Intended berth and berthing prospects

Tug rendezvous position Number of tugs

Total bollard pull

Forecast weather

Expected currents

Tidal information

Tug arrangement

9.2.4a Checklist - Pilot Procedures (i) 9.2.4b Checklist - Pilot Procedures (ii)



9.2.4 Pilot Procedures

Pilots are engaged to provide local knowledge of a port or area through whichthe vessel is passing.

When they have embarked and arrived on the bridge, the pilot becomes amember of the bridge team. The Master may either delegate the conduct of thevessel to the pilot, in close co-operation with the Master and OOW, or he maykeep the con himself with the pilot giving advice. Either way, it is importantthat the Master/Pilot relationship is agreed and clearly understood.

The presence of a pilot does not relieve the Master or OOW of their duties andobligations with regard to the safety of the vessel. Should the Master, or OOW,in the absence of the Master, be in any doubt as to the pilot’s competence oractions then they must not hesitate in informing the pilot accordingly and takeover the con of the vessel.

The Master will, under normal circumstances, remain on the bridge during thepilotage. However, in the event of a long pilotage, it may not be practical forthe Master to remain on the bridge throughout. In such cases he must delegatehis authority to a responsible officer, probably the OOW, exactly as he woulddo at sea.

Master/Pilot Information Exchange

See Illustration 9.2.4a and 9.2.4b

It is often the case that the Master of the vessel is not familiar with the pilotagearea and that the pilot is not familiar with the handling characteristics of thevessel.

When the pilot arrives on the bridge it is normal practice for the Master tomake time for a brief discussion with him. This will include such items as thepilot’s planned route, his anticipated speeds and ETAs, both en-route and at thedestination and also what assistance he expects from the shore, such as tugsand VTS information.

The Master should advise the pilot of the:

Ship’s particulars

Speeds at various engine rpm

State of readiness of relevant equipment

Manoeuvring characteristics

Mode of propulsion and direction of rotation of propeller

Any other information that he feels is relevant

Much of this information can be be made readily available on the PilotInformation Card, a copy of which should be handed to the pilot as he arriveson the bridge of the vessel.

The pilot will need to be acquainted with the bridge and to agree how hisinstructions are to be executed. Some pilots prefer to operate the controlsthemselves, while others will leave that to the ship’s staff. On large vessels,such as this, it is usual for the ship’s staff to operate the controls, so that thepilot remains free to move about the bridge. He will need to know where theVHF is situated and how to change channels. He may also require a radar to bemade available for his use. Care must be taken to alter the mode of operationand range of the radar from that set by the pilot.

The time available for the Master/Pilot exchange depends upon several factors,including :

The position of the pilot boarding area. Often this is such thatthere will be little time between the pilot actually entering thebridge and taking over the con of the vessel.

The speed of the ship at the pilot boarding area.

Environmental conditions such as poor visibility, strong winds,rough seas, strong tides or heavy traffic may inhibit the handoverof the con to the pilot.

Where circumstances do not permit a full Master/Pilot exchangeto take place then the bare essentials should be coveredimmediately and the rest of the discussion held as soon as is safeand practicable.

Many ports use helicopters for the embarkation and disembarkation of pilots.This can usually be achieved away from areas of heavy traffic or constrainedwaters and without the need to reduce speed. See section 9.3. for advice onhelicopter operations.

Planning

A properly planned passage does not stop at the pilot boarding area.

The passage plan continues from sea to berth, or vice versa, the boarding of thepilot, and the areas where a pilot has the con, being part of the passage plan.This enables the Master and OOW to compare the progress of the ship with theplanned track and also familiarises them with the constraints and other detailsof the pilotage. Abort and contingency planning will assist, should the shipexperience navigational or other problems.

The Master and the bridge team should, as far as is possible, be aware of thepilot’s intentions and be in a position to query his actions at any stage of thepassage. This can only be effectively brought about by the members of thebridge team consulting all the available sources of information prior toentering the pilotage area and being aware of its difficulties and constraints.

Monitoring

The vessel’s position must be plotted and progress monitored in exactly thesame manner when the pilot has the con, as it is under normal conditions. Suchmonitoring must be carried out by the OOW, and any deviations from theplanned track or speed observed and communicated to the Master. From suchinformation the Master will be in a position to question the pilots decisionswith confidence, should the need arise.

Pilot Embarkation/Disembarkation Procedure

a) Give the required ETAs to the Pilot Station and agree a time andposition for the embarkation or disembarkation of the pilot. Alsoestablish on which side the pilot ladder is required.

b) Give the engine room the required notice.

c) The pilot ladder or a combination ladder should be suitablyrigged, with a lifebouy and heaving line ready for immediate use.

d) An officer and assistant are assigned to ensure that the pilot issafely embarked or disembarked.

e) A suitable communication link should be established between thebridge and the deck party.

f) Ensure that the embarkation area is clear of oil or grease and anyunnecessary objects.

g) Provide adequate illumination, if dark.

h) The engines should be on standby and the steering in manual.

i) The time and place of pilot embarkation and disembarkationshould be recorded in the Bridge Movement Book and Deck LogBook.



9.2.5 Weather Reporting

Weather reports from voluntary observing ships are sent via the Inmarsatsystem using the two digit (41) abbreviated dialling codes or by using the HFradio telex service. Reports should be sent to the nearest coast radio station asshown on the diagram in the Admiralty List of Radio Signals Volume 1. Incertain areas of the world the number of meteorological reports (OBS) fromships is inadequate. ALRS Volume 1 shows these areas on a diagram. When inthese areas all ships are requested to send in OBS reports. These reports willbe free of charge to the vessel. The synoptic hours of 0000, 0600, 1200 and1800 UTC (GMT) are where possible used for recording the OBS.Transmission is to be as soon after the designated time as possible to a suitablecoast earth station (CES) within the WMO Zone as depicted in the ALRS. Inthe event of there being no CES within the zone, then transmit the OBS to thenearest available CES or coast station.

The weather reporting code FM13 X should be used to encode the reports.Precise details of the code can be found in the ALRS. Auxiliary ships and shipswhich are making non-instrumental observations should use the followingformat of the code:

BBXX Identifier for Ship report from a sea station.

D.....D Ships call sign consisting of three or more alphanumeric characters.

YYGGiw YY = day of month, GG = the nearest whole hour GMT, iw= wind indicator.

99LaLaLa Latitude in degrees and tenths of a degree.

QcLoLoLo Quadrant of the globe and longitude in degrees and tenths of a degree.

iRix/VV Precipitation data, wind indicator and horizontal visibility.

Nddff Cloud cover, wind direction and wind speed.

1snTT/ Sign of temperature and the temperature in whole degrees.

4PPPP Pressure in hectopascal at mean sea level.

7wwW1W2 Present weather, past weather.

222Dsvs True course and speed of the ship over the last three hours.

6IsEsEsRs Thickness and rate of ice accretion.ICE

ciSibiDizi Various ice reports.

Code pages are provided in the ALRS for all the above sections with a fulldescription. Should it be impractical to send the OBS in coded format it shouldbe sent in plain language.

In addition to the above, the International Convention on the Safety of Life atSea also requires vessels to send weather reports where dangers to navigationexist, such as icebergs, sea ice and abnormal weather systems such as tropicalrevolving storms, or when the wind force is in excess of force 10 and nowarning has been received. In addition to the preceding situations this OBS isto be sent to all ships in the vicinity and to the nearest coast station orcompetent authority. Messages sent are to be prefixed with the Safety Signal‘SECURITE’.


Issue: 1 9.3 Helicopter Procedures - Page 1 of 4

Vessel : __________

Portable fire extinguishers

Large Axe

Crow Bar

Wire Cutters

Red emergency signal / torch

Marshalling Batons (at night)

Officer in charge of operation

Are all fire pumps running and is there adequate pressure on deck

Is the operating area free of heavy spray or seas on deck

Have side rails and, where necessary, awnings, stanchions and derricks been lowered or removed

Have hook handlers been equipped with helmets, strong rubber or suitable gloves and rubber soled shoes to avoid the danger of static discharge

Landing On

Gas control: ships not fitted with an Inert Gas System: has pressure been released from tanks within thirty(30) minutes of commencement of helicopter operations

Gas control: ships fitted with an Inert Gas System: has pressure in cargo tanks been reduced to slight positive pressure

Are fire hoses ready, (hoses should be near, but clear of operating area)

Have all lose objects within and ajacent to the operating area been secured or removed

Are the following items of equipment to hand:

Has the correct lighting, (including special navigation lights), been switched on prior to night operations

Have all aerials, standing or running gear above, and in the vicinity of, the operating area been lowered or secured

Has the Officer of the Watch been consulted about the ship's readiness

All tankers: have all tank openings been secured following venting operations

Are foam equipment operators, of whom at least 2 are wearing prescribed firemen's outfit, standing by

Is a rescue party, of which at least 2 persons are wearing firemen's outfit, standing by

Is a man overboard rescue boat ready for immediate lowering

Where applicable, have portable pipes been removed and have the remaining apex ends been blanked off

Tankers (Additional items)

Is the deck party ready, and are all passengers clear of the operating area

Is the deck party aware that a landing is to be made

Has surface ventilation to dry bulk cargoes ceased, and have all hatch openings been fully battened down prior to helicopter operations

Have all precautions been taken to prevent gas emission on deck

Gas Carriers (Additional items)

Upon completion of check entry to be made in vessel's Log Book

Checked by: __________________________________ Date:________________ Time: _________

General

CHECKLIST FOR HELICOPTER OPERATIONS

Are foam hoses and monitors ready

Are foam nozzles pointing away from the helicopter

Bulk/Combination Carriers (Additional items)

Are rope messengers to hand for securing the helicopter, if necessary (NOTE : only the helicopter pilot may decide whether or not to secure the helicopter)

9.3a Checklist - Helicopter Procedures



9.3 Helicopter Procedures

A deck party, consisting of the minimum number of persons, commensuratewith the operation, should be carefully briefed and instructed beforehand.Personnel should be wearing HI visibility waistcoats and appropriate safetyclothing. All items of clothing, particularly helmets, should be securelyfastened.

Before commencing helicopter operations, the officer in charge should checkthe operational requirements on deck as follows:

All loose objects within, or close to, the operating area must besecured or removed

Any of the ship’s rails, within the manoeuvring area should beremoved or collapsed

Any aerials or standing rigging above, or in the vicinity of theoperational area, should be lowered or secured

Fire equipment, including hoses, foam gear, and extinguishers,should be ready for immediate use

A rescue party should be detailed with at least two crew memberswearing fire suits

The rescue boat should be ready for immediate use

The following items of equipment should be on hand ready for immediate use:

Large axe

Crowbar

Wire cutters

Red signal torch

Marshalling batons

First aid equipment

The correct signals, as required by the International Regulations for PreventingCollisions at sea, are displayed.

Hook handlers should be equipped with strong rubber gloves and rubber soledshoes to avoid static discharge.



Illustration 9.3b Helicopter Operations

Helicopter Operations

Communications

Routine Emergency

Place passport, crew list, discharge book, payoff slips,MPO in bag and put with stretcher.

Parties to advise Bridge when standing by.

Officer in charge of deck to complete check list andadvise bridge of readiness.

Engine room on standby and fire pump running.

CASEVAC

Hoist windsock.

Check helicopter landing area and surrounding decks areclear of loose objects.

Prepare rescue boat.

Fixed foam system ready to activate.

Rig two fire hoses - must not be pointed at the helicopter.

Portable foam, fire axe, crow bar, wire cutters, redemergency torch all ready close to winching area.

Four men in proximity suits standing by, two to act asfoam equipment operators.

Hook handlers to have thick rubber gloves,rubber soledshoes and helmets with chin straps.

Preparations

Investigate with the MRCC, the nearest available rescuehelicopter and discuss how and who to contact.

HelicopterHelicopter calls on VHF channel 16 and agrees channelfor working on.

MRCC

Arrange helicopter rendezvous via agent.

Discuss and agree requirements for operation.

Give latitude longitude speed and course.

Change to working channel, either VHF or airband radio.

Advise pilot of relative wind/speed, ships course and speed,pitch and roll.

Confirm winching or landing and details of ships helicopterarea.

Confirm ETA.

Agree with pilot the heading for the operation.If CASEVAC agree with pilot whether or not winchman will belowered to ship to help patient during winching process andinto aircraft.

Operation of landing onor

winching carried out.



9.3.1 Landing

See Checklist 9.3a

A designated safe landing area is clearly marked on the port side of the foredeck and a winching area on the starboard side of the fore deck. The ICS GuideTo Ship Board Helicopter Operations must be consulted before engaging inhelicopter operations. It is a requirement that the procedures and standards laiddown in this publication are heeded. The guide contains comprehensivechecklists covering all aspects of safe helicopter operation. Companyregulations concerning approved operators and helicopter specifications arealso available.

The deck party should remain clear of the operating area until the helicopterhas landed. The officer in charge should stand in a conspicuous position, towindward of the landing area, in order to be in full view of the pilot and to beable to give the required signals.

Once the helicopter has landed and the pilot or winchman has signalled that itis clear to proceed, the deck party should move in to assist disembarkingpassengers and to unload any stores.

All slings should be removed from the immediate vicinity of the helicopterbefore being emptied and stores stacked well clear of the helicopter’s downdraft.

Great care must be taken by all personnel when moving around in the vicinityof the helicopter, particularly when working or moving in the area between thehelicopter and any collapsed guard rail.

Embarking - Guidance To Passengers

a) Enter the operations area only when ordered to do so by theofficer on duty.

b) Lower your head and walk at right angles to the longitudinal axisof the helicopter in full view of the helicopter pilot or crewman.

c) Keep well clear of the tail rotor and the helicopter’s exhaustoutlets. Always remember that the tail rotor is difficult to seeowing to the speed at which it rotates.

d) Once on board, sit only where directed by the winchman.

e) Wear lifejackets at all times during flights over water.

f) Local regulations may require the wearing of survival suits.

g) Fasten safety belt, study the flight instructions.

Disembarking - Guidance To Passengers

a) Remain seated until ordered to leave by the helicopter attendantor winchman.

b) On leaving lower your head and walk briskly away from thehelicopter and always in full view of the helicopter pilot orcrewman.

c) Keep well clear of the tail rotor and exhausts.

9.3.2 Winching

A winch only area is located on the starboard fore deck. This area does nothave the unrestricted manoeuvring area available on the port side andhelicopters must not be allowed to land on this area.

When a helicopter carries out a transfer while hovering over the deck, theactual transfer will be effected by the use of a winch operated by thewinchman.

The hook handler on deck and the winchman play the most important part inthese operations. When nets of stores are being handled, the hook handlershould steady each load as it lands on deck and disengage the hook. Itemsbeing returned to the helicopter, or empty nets, should be properly stowed andthe safety hook shut. The hook should be kept in hand until clear of the deck.

The hook handler should wear properly secured protective headwear andinsulated rubber gloves and the hook must not be handled by any other memberof the crew.

The winch hook must NEVER be attached to the ship.

Heavy loads may be carried underneath the fuselage of the helicoptersuspended from heavy cables. The deck party should remain well clear of theload until it is released by the pilot, as the heavy supporting cables could causeinjury.

Embarking - Guidance To Passengers

a) This will only be carried out in an emergency and only with a twinengined helicopter.

b) Personnel to be embarked should be dressed in tight fittingclothes and wearing a safety helmet with chin strap fastened.

c) Place yourself vertically under the helicopter winch, fit the liftingstrop around your body ensuring that it is well under the armpits.

d) Pull the toggle on the lifting strop as close to the chest as possible.

e) Grip the lifting strop at face level with both hands and keep theelbows firmly against the body.

f) Give the thumbs up signal when you are ready.

At the helicopter doorway, the winchman will turn the man being winched toface outboard and will assist him into the helicopter. Do not try to help him, hehas a set routine to follow.

g) Do not remove the strop until instructed to do so.

h) Sit where the winchman directs you.

i) Fasten seat belt and study the inflight safety regulations.

Disembarking - Guidance To Passengers

a) Do not leave your seat until instructed to do so.

b) The winchman will check that the strop is fitted correctly fitted.

c) Sit in the doorway when the winchman orders you to do so andgive the thumbs up signal when ready.

d) On reaching deck let the strop fall to your feet and step clear of it.

e) Leave the operating area briskly, keeping your head down.


Issue: 1 9.4 Garbage Management Plan - Page 1 of 3

Illustration 9.4a Garbage Management Plan..I

Garbage Management Plan For Maersk

Cabin Garbage & Public RoomShip Operational Garbage

Deck

1.Plastic2.Floating dunnage3.Lining/packing materials4.Paper, rage, glass, metal, bottles, etc.5.Oily rags6.Solid oily waste7.Waste oil

Engine Room

1.Plastic2.Floating dunnage3.Lining/packing materials4.Paper, rage, glass, metal, bottles, etc.5.Oily rags6.Solid oily waste7.Waste oil

Separation

Generated garbageseparated at source into themarked receptacles by theoccupants/users

Separation


Location ofreceptacles Collected by

BridgeRadio roomC.C.R.LaundryDeck stores

4-8 GP14-8 GP14-8 GP1GP2GP2


Work shopE.C.R.Engine Store E/R Decks

MotormanMotormanMotormanMotorman


CabinCleaning gearLkr on A&C-DkConf. roomOff. smoking roominfirmary

2/Cook

2/Cook2/Cook2/Cook

2/Cook

Location ofreceptacles

Collectedby

CabinCleaning gear Lk. on upp.&B-DkCrew smoking roomSuez roomGymnasium

Occupant

GP2GP2

GP2GP2

Separation


Separation


Storage

WATER TIGHT GARBAGE ROOMLOCATED : ON UPP. DECK AFT

The collected garbage to be broughtevery morning to the garbage room

as per designated duties for storage.

Officers

1.Plastic2.Paper, rags, glass, bottles, metal, etc.

Crew

1.Plastic2.Paper, rags, glass, bottles, metal, etc.

Galley & Messroom Garbage


Inside galleyOfficers messCrew Mess

2/Cook2/CookGP2


Inside Store 2/Cook

Separation

Generated garbageseparated at source into themarked receptacles by theChief Cook

Separation

Generated garbageseparated at source into themarked receptacles by theChief Cook & 2/Cook

Chief cook will check withthe bridge if vessel is morethan 12 miles from nearestland 12 miles

Storage

WATER TIGHT GARBAGE ROOMLOCATED : ON UPP. DECK AFT

The collected garbage to be broughtevery morning & evening to the garbage

room as per designated duties forstorage.

Galley Stores

1.Plastic2.Packing material3.Paper, glass, bottles,metal, etc.

Galley & Messroom

1.Food waste2.Plastics3.Packing material4.Paper, glass, bottles,metals, etc.

Processing of Food Waste

Food waste will be processedusing chafe cutter or disposerand will be disposed to thesea. Chief Cook is responsiblefor the operation of theDISPOSER located in thegalley.

Yes

To Sea

No



Illustration 9.4b Garbage Management Plan..II

Storing Garbage In Garbage Room (Located On Upper Deck Aft)

Sea Disposal

By GP2

1.Under the supervision of C/O2.Obtained permission from Bridge3.All Disposals to be recorded in thegarbage log

Disposal To Shore Facility

By GP2 and assisted by GP1

1.Under the supervision of C/O2.All Disposals to be recorded in thegarbage log

Collected By

GP2 & GP1Under supervisionof C/O and taken

to incinerator

Incineration

Under supervisionof 2/E

Generated ashbrought to storagearea and kept inyellow receptaclefor sea disposal byMotorman

Red Receptacle

For incineration

Blue Receptacle

For sea disposal>25 nm

outside special area

Yellow Receptacle

For sea disposal>25 nm

outside special area

Black Receptacle

For landing ashore

Green Receptacle

Food wastefor sea disposal

>25 nmoutside special area

To Sea To land ashore

Examples

1.Plastic2.Burnable dunnage3.Paper, rags, etc4.Oily rags5.Solid oily waste6.Waste oil

Examples

1.Paint2.Chemicals3.Oil soaked material

Examples

1.Floating dunnage2.Lining3.Packing materials

Examples

1.Paper, rags, glass, metal, bottles, crockery & similar refuse2.Incinerator ash

Examples

1.Food waste



9.4 Garbage Management Plan

See illustration 9.4a and b

MARPOL 73/78 requires that every vessel of 400 gross tons and above, andevery ship certified to carry 15 or more persons, shall carry a garbagemanagement plan which the crew shall follow. The plan shall provide writtenprocedures for collecting, storing, processing and disposing of garbage,including the use of on board equipment. It shall also designate the person incharge of carrying out the plan. The plan shall be in accordance with theguidelines developed by the IMO and written in the working language of thecrew.

Annex V of MARPOL 73/78 specifies special areas as follows:

The Baltic Sea area including the Gulfs of Bothnia and Finland

The North Sea area including the English Channel and approaches

The Antarctic area south of latitude 60º South

The wider Caribbean area

The Mediterranean Sea

The Red Sea

The Persian Gulf area

Within the special areas no garbage, other than food wastes may be disposedof. Food wastes may be disposed of only where the disposal is as far aspracticable, and not less than 12 nautical miles, from the nearest land.

Outside special areas :

No plastics may be disposed of anywhere

Dunnage, lining, and packing materials, which float, may be disposed of 25nautical miles, or more, from the nearest land

Unground food wastes and all other unground garbage, including paperproducts, rags, glass, metal, bottles, crockery and similar garbage, may bedisposed of 12 nautical miles or more from the nearest land.

Ground food wastes, and other ground garbage, may be disposed of 3 nauticalmiles, or more, from the nearest land.

Garbage management can be split into three stages:

Collection

Storage

Disposal

Ship’s garbage comprises of different categories which must be evaluatedseparately.

Domestic Waste

Wastes generated in the living spaces on board the vessel.

Food Waste

Food waste generated in the galley and dining areas of the vessel excludingfresh fish or parts thereof.

Maintenance Waste

Materials accumulated by the Engine and Deck departments whilstmaintaining and operating the vessel. This waste may be contaminated withchemicals and oil.

The procedures for collecting and disposing of the different categories of wastewill be based on what can be disposed of on board and what will be retainedon board for disposal ashore.

Garbage that must be returned to port for disposal may require long termstorage. Garbage which can be safely disposed of overboard may require shortterm, or no storage. Where possible, garbage requiring long term storageshould be in tight, securely covered containers to avoid health and safetyhazards.

The disposal of plastic garbage, at sea, is prohibited unless reduced to ash byincineration. Garbage that has not had the plastics separated from it must betreated as plastics.

The procedures for the collection of garbage on board the vessel, should giveconsideration to the method of its disposal, and suitable receptacles providedat the collection points, as follows:

Garbage that can be disposed of at sea

Garbage to be incinerated

Garbage that is to be landed for disposal

Garbage Record Book

A record is to be kept of each disposal operation or completed incineration.This is to include each disposal at sea, disposal to shore reception facilities orto other vessels.

For the purposes of the Garbage Record Book, garbage is to be grouped intothe following categories:

Plastics

Floating dunnage, lining or packing material

Ground down paper products, rags, glass, metal, bottles, crockery andother similar garbage

Unground paper products, rags, glass, metal, bottles, crockery and other similar garbage

Food waste

Incinerator ash

An entry must be made in the Garbage Record Book on each of the followingoccasions:

When garbage is discharged into the sea

When garbage is discharged to reception facilities ashore, or to other ships

When garbage is incinerated

The accidental or other exceptional discharge of garbage

The Master should obtain a receipt from the operator of the port receptionfacilities detailing the estimated quantity of garbage landed. The receipts mustbe retained on board with the Garbage Record Book for a period of 2 years.

The columns in the Garbage Record Book include:

Date/Time

Position

Estimated amount discharged into the sea or to shore reception facilities

Estimated amount incinerated

The amount of garbage should be estimated in cubic metres, separatelyaccording to category, if possible. It is recognised that the accuracy ofestimating amounts of garbage is left to interpretation and that someprocessing procedures may not allow for a usable estimate of volume, e.g. thecontinuous processing of food waste. Such factors should be taken into accountand allowed for, when making and interpreting entries.

All entries in the Garbage Record Book should be signed.


Issue: 1 9.5 Enhanced Inner Hull Inspection - Page 1 of 11

9.5 Enhanced Inner Hull Inspection

9.5.1 Procedures

Regulation 13G of MARPOL 73/78 provides that crude oil tankers of20,000 dwt and product carriers of 30,000 dwt and above shall be subject tothe enhanced programme of inspections, the scope and frequency of whichshall at least comply with IMO guidelines.

IMO Regulation A.744(18) details Guidelines on the Enhanced Programmeof Inspections During Surveys of Bulk Carriers and Oil Tankers. Guidelinesfor tankers are in Annex B to the Resolution.

The following illustrations of the ballast tanks show the proposed inspectionroutes for this class of ship.

The main criteria is to look for damaged paint work, hull plating, gasdetection equipment and piping and the condition of the sacrificial anodes.

Maersk standard procedures must be followed for entering into enclosedspaces prior to commencement.



Illustration 9.5.1a Ballast Tank No.1 (Port Side)

Key:

Manhole

Inspection Route

Finish

Start

No.53 Stringer

No.45 Stringer

No.38 Stringer

FR 94

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Note!The illustration shows the basic ballast tank structure only. Many strengthening ribs have been omitted for the purposes of clarity.



Illustration 9.5.1b Ballast Tank No.1 (Starboard Side)

Key:

Manhole

Inspection Route

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Start

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No.38 Stringer

FR 94

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Illustration 9.5.1c Ballast Tank No.2 (Port Side)

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Illustration 9.5.1d Ballast Tank No.2 (Starboard Side)

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Illustration 9.5.1e Ballast Tank No.3 (Port Side)

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Inspection Route




Illustration 9.5.1f Ballast Tank No.3 (Starboard Side)

Key:

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Inspection Route


FR 82

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FR 76

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Illustration 9.5.1g Ballast Tank No.4 (Port Side)

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Stringer No.48

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Illustration 9.5.1h Ballast Tank No.4 (Starboard Side)

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Illustration 9.5.1i Ballast Tank No.5 (Port Side)

Key:

Manhole

Inspection Route

FR 59

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FR 63

FR 64

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No.48 Stringer

No.38 Stringer

No.41 Stringer

To aid clarity, no attempt has been made to show the ship's cross-sectional profile

The illustration shows the basic ballast tank structure only. Many strengthening ribs have been omitted for the purposes of clarity. Finish

Start

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Illustration 9.5.1j Ballast Tank No.5 (Starboard Side)

Key:

Manhole

Inspection Route

FR 59

FR 58

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FR 61

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No.48 Stringer

No.38 Stringer

No.41 Stringer

To aid clarity, no attempt has been made to show the ship's cross-sectional profile

The illustration shows the basic ballast tank structure only.Many strengthening ribs have been omitted for the purposes of clarity.

Finish

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Documents

P267 ELISABETH Maersk - Deck visit section 1.qxd