Maersk Pelican Deck Operating Manual

Maersk Pelican Deck Operating Manual
LIST OF CONTENTS Section 2: Cargo Systems Description 2.5 Crude Oil Washing and Tank Cleaning System
Issues and Updates 2.5.1 Crude Oil Washing (COW)
2.1 Cargo Tanks Layout 2.5.2 Methods of Tank Cleaning
INTRODUCTION
2.5.3 Cleaning Standards
Machinery Symbols and Colour Scheme Illustrations 2.5.4 Tank Flushing
2.5.5 Tank Cleaning Machines
2.1a Cargo Tanks Layout
Illustrations
Section 1: Ship Characteristics 2.2 Cargo Piping System 2.5.1a Crude Oil Washing System
2.5.3a Cleaning Standards (Products Table)
2.2.1 System Description
1.1 Principal Data 2.5.5a Deck Mounted Tank Cleaning Machine
2.2.2 Measuring and Sampling
1.1.1 Principal Particulars 2.2.3 Slop Tank Usage
1.1.2 Tank Capacity Tables 2.2.4 Slop Tank and Cargo Tank Heating 2.6 Hydraulic Systems
Illustrations Illustrations 2.6.1 Cargo and Ballast Valve Hydraulic System
1.1a General Arrangement 2.2.1a Cargo Piping System Illustrations
1.1b General Arrangement - Upper Deck 2.2.2a Measuring and Sampling Positions
2.6.1a Cargo and Ballast Valve Remote Control System
1.1c General Arrangement - A and B Deck 2.2.2b Hermetic UTI Tape
2.6.1b Emergency Handpump
1.1d General Arrangement - C and Navigation Deck 2.2.3a Slop Tank Cross-Section
1.1.2a Tank Capacity Tables 2.2.4a Cargo and Slop Tank Heating System
1.1.2b Tank Capacity Tables 2.7 Ballast System
2.3 Cargo Pumps 2.7.1 System Description
1.2 Ship Handling 2.7.2 Ballast Management Plan
2.3.1 Main Cargo Pumps
1.2.1 Turning Circles 2.3.2 Stripping Pump and Eductors Illustrations
1.2.2 Visibility Over the Bow 2.3.3 Cargo Valves 2.7.1a Ballast System
1.2.3 Squat 2.3.4 Automatic Cargo Stripping System 2.7.2a Sequential Ballast Exchange Plan
Illustrations Illustrations
1.2.1a Turning Circles 2.3.1a Main Cargo Pumps
1.2.2a Visibility Diagrams 2.3.2a Stripping Pump System Section 3: Cargo Handling Procedures
1.2.2b Visibility Table 2.3.2b Stripping Pump Control on Mimic Panel
1.2.3a Squat Diagram 2.3.4a Automatic Cargo Unloading System
2.3.4b Vapour Extraction Crossover System and High Vapour 3.1 Cargo Handling Operation Sequence Diagrams
Pressure Curves 3.1.1 Loading
1.3 Performance Data
3.1.2 Discharging
1.3.1 Fuel Oil Consumption/Power Data
2.4 Inert Gas System - Main and Top-Up Generator
1.3.2 Speed/Power Data
1.3.3 Limitations on Operating Machinery 2.4.1 System Description 3.2 Inerting Cargo Tanks
2.4.2 Operation of the Main System 3.2.1 Inerting
Illustrations
2.4.3 Pressure Vacuum Valves 3.2.2 Vapour Emission Control (VEC)
1.3.2a Speed/Power and Power RPM Curves 3.2.3 Inert Gas Operations During Loading
Illustrations
3.2.4 Inert Gas Operations During Discharging
2.4.1a Deck Inert Gas System
2.4.1b Inert Gas System in Engine Room Illustrations
2.4.2a Inert Gas Generator Control Panel No.3 3.2.1a Inerting by Displacement
2.4.2b Inert Gas Generator Control Panel No.2 3.2.1b Inerting
2.4.2c Bridge and Engine Room Inert Gas Panels 3.2.2a Vapour Emission Control Monitoring and Alarm System
2.4.3a High Velocity Pressure/Vacuum Valve 3.2.2b Loading Using the VEC System
2.4.3b Mast Riser Manual/Automatic Valve 3.2.2c Mast Riser Manual/Automatic Valve
Issue: Final Draft - March 2008 IMO No: 9319686 Front Matter - Page 1 of 8
Produced by: WMT Limited, UK
Email: manuals@wmtmarine.com
3.3 Loading Cargo 3.7 Ballasting and Deballasting Operations 4.3 Cargo Tank Instrumentation System
3.3.1 Loading a Single Grade Cargo 3.7.1 Ballast Operations 4.3.1 Saab Tank Level Measurement System
3.3.2 Loading Two and Three Grade Cargo 3.7.2 Heavy Weather Ballasting 4.3.2 Remote Sounding and Draught Gauge System
Illustrations 3.7.3 Line Washing 4.3.3 Overfill Alarm System
3.7.4 Oil Discharge Monitoring Equipment (ODME) 4.3.4 Gas Detection System
3.3.1a Loading Cargo - Single Grade
3.3.2a Loading Cargo - Two Grades
3.3.2b Loading Cargo - Three Grades 3.7.1a Ballasting No.6 WBTs 4.3.1a Saab TankRadar Overview Display
3.7.1b Deballasting No.6 WBTs 4.3.1b Saab TankRadar Tank Level
3.7.2a Heavy Weather Ballasting 4.3.1c Saab TankRadar Grades
3.4 Discharging Cargo
3.7.2b Heavy Weather Deballasting 4.3.1d Saab TankRadar 5 Port Tank Level Display
3.4.1 Full Discharge 3.7.3a Line Wash with No.1 Cargo Oil Pump 4.3.2a Remote Sounding and Draught Gauging System
3.4.2 Full Discharge of a Single Grade of Crude Oil Cargo with 3.7.3b Line Wash with No.2 Cargo Oil Pump 4.3.3a Overfill Alarm System
COW of Both Slop Tanks, No.2 and No.3 COTs 3.7.3c Line Wash with No.3 Cargo Oil Pump 4.3.4a Gas Detection Alarm Panels
3.4.3 Discharging a Three Grade Cargo with 100% COW, 3.7.3d Line Wash with the Stripping Pump
Pipeline Admixture and One Valve Separation Acceptable 3.7.4a Oil Discharge Monitoring System
3.4.4 Part Cargo Discharge 3.74b Oil Discharge Monitoring Equipment Display
Section 5: Emergency Systems and Procedures
Illustrations
3.4.1a Line Draining to the MARPOL Line 5.1 Emergency Procedures - Deck
3.4.2a Single Grade Discharge Section 4: Cargo Operations - Control and Instrumentation
3.4.2b COW of No.2 Cargo Oil Tanks 5.1.1 Fire Hydrant System
3.4.2c COW of No.3 Cargo Oil Tanks 5.1.2 Deck Foam System
4.1 Control Systems
3.4.3a Full Discharge 5.1.3 Discharge of Cargo from a Damaged Tank
3.4.3b COW of Starboard Slop Tank 4.1.1 Control System Overview 5.1.4 Cargo Spillage
3.4.3c COW of No.1 and No.4 Cargo Oil Tanks 4.1.2 Cargo and Ballast Mimic Panels 5.1.5 Emergency Inerting Ballast Tanks
4.1.3 Control of Valves and Pumps 5.1.6 Pump Room Bilge System
4.1.4 Loading Computer 5.1.7 Deck Drainage and Scuppers
3.5 Crude Oil Washing and Tank Cleaning System
3.5.1 Crude Oil Washing (COW)
4.1.2a Ballast System Mimic Panel 5.1.1a Fire Hydrant System on Deck
3.5.2 Water Wash - (Cold or Hot)
4.1.2b OMD Mimic Panel 5.1.2a Deck Foam System
Illustrations 4.1.2c Cargo Mimic Panel 5.1.5a Emergency Inerting No.5 Ballast Tank Starboard Side
3.5.1a Tank Cleaning No.3 Cargo Tanks 4.1.3a Cargo Oil Pump Control Panel on Cargo Console 5.1.6a Pump Room Bilge System
3.5.2a Closed Cycle Washing 4.1.3b Ballast Pump Control Panel on Cargo Console 5.1.7a Oil Spill Pump System
4.1.4a Loadstar in Tabular View
4.1.4b Loadstar Graphical View with Stress Curve and Condition
3.6 Gas Freeing 5.2 Emergency Systems and Procedures - Navigation
Status
3.6.1 Gas Freeing for Entry Procedure 4.1.4c Loadstar Grades View 5.2.1 Steering Gear Failure
3.6.2 Gas Freeing for Hot Work 4.1.4d Loadstar in GZ Curve and Stress View 5.2.2 Emergency Steering
5.2.3 Man Overboard
Illustrations 5.2.4 Collision and Grounding
4.2 Centralised Control Room, Console and Panels
3.6.1a Gas Freeing 5.2.5 Towing and Being Towed
4.2.1 Ship’s Control Centre 5.2.6 Oil Spill and Pollution Prevention
5.2.7 Emergency Reporting
Illustrations
Illustrations
4.2.1a Ship’s Control Centre Layout
4.2.1b Ship’s Control Centre Console Layout 5.2.3a Search Patterns
Section 6: Deck Equipment 6.3.5g Fire Fighting Equipment - Upper Deck Section 7: Bridge Layout and Equipment
6.3.5h Fire Fighting Equipment - Engine Room 2nd Deck
6.3.5i Fire Fighting Equipment - Engine Room 3rd Deck
6.1 Mooring 7.1 Bridge Layout and Equipment
6.3.5j Fire Fighting Equipment - Engine Room 4th Deck
6.1.1 Mooring Winches 6.3.5k Fire Fighting Equipment - Engine Room Floor and 7.1.1 Bridge Consoles and Equipment
6.1.2 Anchoring Arrangement Steering Gear Room Illustrations
6.1.3 Mooring Arrangements 6.3.6a Lifesaving Equipment and Escape Routes - Wheelhouse
6.1.4 Forward Emergency Towing Equipment and Compass Deck 7.1.1a Bridge Layout
6.1.5 Aft Emergency Towing Equipment 6.3.6b Lifesaving Equipment and Escape Routes - C and B Decks 7.1.1b Bridge Main Console
6.1.6 Fire Wire Reel 6.3.6c Lifesaving Equipment and Escape Routes - A Deck 7.1.1c Bridge Alarm Console and Rear Bulkhead Panel
6.3.6d Lifesaving Equipment and Escape Routes - Upper Deck 7.1.1d Bridge Chart Table Forward and Aft Layout and Overhead
Illustrations
Accommodation Display
6.1.1a Mooring Winch Hydraulic System 6.3.6e Lifesaving Equipment and Escape Routes - Upper Deck
6.1.3a Mooring Arrangement 6.3.6f Lifesaving Equipment and Escape Routes - Engine Room 7.2 Radars and Voyage Management System
6.1.3b Ship-to-Ship Mooring Arrangement 2nd Deck
6.1.4a Forward Emergency Towing Arrangement 6.3.6g Lifesaving Equipment and Escape Routes - Engine Room 7.2.1 Radar Operation
6.1.5a Aft Emergency Towing Arrangement 3rd Deck 7.2.2 Electronic Chart Display and Information System (ECDIS)
6.3.6h Lifesaving Equipment and Escape Routes - Engine Room 7.2.3 Pirate Watch Radar
6.2 Lifting and Access Equipment 4th Deck and Floor Illustrations
6.2.1 Hose Handling Crane 7.2.1a Radar and ECDIS System
6.2.2 Provision and Stores Cranes 6.4 Portable Gas Detection and Safety Equipment 7.2.1b Radar Console and Display
6.2.3 Accommodation and Pilot Ladders 6.4.1 Hydrocarbon and Oxygen Detector 7.2.2a Electronic Chart System Display and Control Panel
6.4.2 Handpump with Tube Detection 7.2.3a Pirate Watch Radar Display
Illustrations
6.4.3 Personal Multigas Analyser 7.2.3b Pirate Radar System
6.2.1a Hose Handling Port Side Crane 6.4.4 Fire Detection System
6.2.2a Provisions Crane
Illustrations 7.3 Autopilot and Electric Steering System
6.2.3a Accommodation and Pilot Ladder
6.4.1a Portable Gas Detection Equipment 7.3.1 Steering Procedures
6.4.4a Fire Detection System 7.3.2 Autopilot
6.3 Lifesaving Equipment
6.4.4b Fire Detection Equipment - Navigation and C Deck 7.3.3 Gyrocompass
6.3.1 Lifeboats and Davits 6.4.4c Fire Detection Equipment - B Deck 7.3.4 Magnetic Compass
6.3.2 Rescue Boat and Davit 6.4.4d Fire Detection Equipment - A Deck Illustrations
6.3.3 Liferafts 6.4.4e Fire Detection Equipment - Upper Deck Accommodation
6.3.4 Lifeboat Survival Guide and Bosun’s Store 7.3.1a Steering Stand and Peripherals
6.3.5 Fire Fighting Equipment Plans 6.4.4f Fire Detection Equipment - Engine Room 2nd Deck 7.3.2a Autopilot Display and Control Panel
6.3.6 Lifesaving Equipment Plans 6.4.4g Fire Detection Equipment - Engine Room 3rd Deck 7.3.3a Gyrocompass System
6.3.7 Self-Contained Breathing Apparatus 6.4.4h Fire Detection Equipment - Engine Room 4th Deck 7.3.3b Gyrocompass Display and Control Unit
6.4.4i Fire Detection Equipment - Engine Room Floor and 7.3.3c Gyrocompass Unit Menu
Illustrations
Steering Gear Room
6.3.1a Lifeboat
7.4 Main Engine Manoeuvring Control
6.3.1b Lifeboat and Davit
6.3.2a Rescue Boat and Davit 7.4.1 DMS2100i System Overview
6.3.3a Hydrostatic Release Illustrations
6.3.4a Righting a Capsized Liferaft
6.3.5a Fire Fighting and Lifesaving Equipment Symbols 7.4.1a Main Engine Remote Control System
6.3.5b Fire Fighting Equipment - Navigation and Compass Deck 7.4.1b DMS 2100i Operator Panel
6.3.5c Fire Fighting Equipment - C Deck 7.4.1c Bridge Telegraph
6.3.5d Fire Fighting Equipment - B Deck 7.4.1d Main Engine Remote Control System
6.3.5e Fire Fighting Equipment - A Deck
6.3.5f Fire Fighting Equipment - Upper Deck Accommodation
7.5 Discrete Equipment 7.6.5e VHF DSC Control Panel Section 8: Miscellaneous Procedures
7.6.6a MF/HF DSC Transceiver System Control Panel
7.5.1 Speed Log
7.6.7a EPIRB
7.5.2 Echo Sounder 8.1 Passage Planning
7.6.7b SART
7.5.3 Differential Global Positioning System
7.6.8a NAVTEX Receiver
7.5.4 Automatic Identification System
7.6.8b NAVTEX Display 8.2 Operational Procedures
7.5.5 Meteorological System
2.6.8c NAVTEX Icons
7.5.6 Weather Facsimile Receiver 8.2.1 Bridge Teamwork
2.6.8d Menu Tree
7.5.7 Voyage Data Recorder 8.2.2 Taking Over Watch
7.6.9a GMDSS VHF Emergency Hand-Held Radio and Menu
7.5.8 Electric Clock 8.2.3 Watchkeeping
Flow Chart
7.5.9 Fog Bell and Gong System 8.2.4 Pilot Procedures
7.6.10a Inmarsat Iridium
7.5.10 Whistle System 8.2.5 Weather Reporting
7.6.10b Iridium Handset
7.5.1a Speed Log System 7.7 Internal Communications 8.2.1a Bridge Teamwork
7.5.2a Echo Sounder System
7.7.1 Intrinsically Safe Telephone System
7.5.2b Echo Sounder Unit
7.7.2 Sound Powered Telephone System 8.3 Helicopter Procedures
7.5.3a DGPS System
7.7.3 Automatic Telephone Exchange System
7.5.3b MX400 DGPS Navigator 8.3.1 Helicopter Winching
7.7.4 Public Address and Talk-back System
7.5.4a Automatic Identification System
7.5.5a Anemometer System Illustrations Illustrationst
7.5.6a Weather Facsimile Receiver 8.3.1a Helicopter Winching
7.7.1a Intrinsically Safe Telephone System
7.5.7a Voyage Event Recording System
7.7.2a Sound Powered Telephone System
7.5.8a Master Clock
7.7.3a Telephone Exchange System 8.4 Oil Spillage, Pollution Prevention and Garbage Management
7.5.9a Fog Bell and Gong System
7.7.4a Public Address and Talk-back System
7.5.10a Whistle System
Illustrations
7.8 Lighting Systems 8.4a Garbage Management Plan
7.6 GMDSS and External Communications Systems
7.8.1 Navigation Lights 8.4b Ship’s Garbage Management Plan
7.6.1 GMDSS Overview
7.8.2 Deck Lighting
7.6.2 Inmarsat-C System
7.6.3 Distress Message Controller (DMC) Illustrations
7.6.4 Inmarsat Fleet F77 System 7.8.1a Navigation Lights General Arrangement
7.6.5 VHF Transceiver System 7.8.1b Signal Light Arrangement
7.6.6 MF/HF Transceiver System 7.8.1c Navigation and Signal Light Control Panels
7.6.7 EPIRB and SARTS 7.8.2a Deck Lighting Panel
7.6.8 NAVTEX Receiver
7.6.9 GMDSS VHF Emergency Hand-Held Radios
7.6.10 Inmarsat Iridium System
Illustrations
7.6.1a GMDSS
7.6.1b GMDSS Distress Reactions
7.6.1c GMDSS Equipment
7.6.2a Inmarsat-C System
7.6.3a Distress Message Controller DMC-5
7.6.4a Inmarsat-F System
7.6.5a VHF System
7.6.5b Indications on LCD
7.6.5c VHF Control Panel
7.6.5d Flow Chart for DSC Distress Alert Acknowledgement
Issue and Updates This manual was produced by:
This manual is provided with a system of issue and update control. Controlling
documents ensure that: WORLDWIDE MARINE TECHNOLOGY LTD.
For any new issue or update contact:

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• Each document or update to a document is approved before Zone 2
issue. Parkway
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CH5 2NS
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Document control is achieved by the use of the footer provided on every page
and the issue and update table below.
In the right-hand corner of each footer are details of the pages, section number
and page 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 thus forms a matrix into which the dates of issue of the
original document and any subsequent updated sections are 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 and guidance refers.
Any conflict arising between the information and guidance provided herein and
the professional judgement of such competent officers must be immediately
resolved by reference to the company’s Technical Operations Office.
Issue and Updates to go in here
INTRODUCTION Safe Operation Illustrations
The safety of the ship depends on the care and attention of all on board. Most All illustrations that are referred to in the text are located either in-text where
General safety precautions are a matter of common sense and good housekeeping sufficiently small, or above the text, so that both the text and illustration are
and are detailed in the various manuals available on board. However, records accessible when the manual is laid open. When text concerning an illustration
Although this ship is supplied with shipbuilder’s plans and manufacturer’s show that even experienced operators sometimes neglect safety precautions covers several pages the illustration is duplicated above each page of text.
instruction books, there is no single document which gives guidance on through over-familiarity and the following basic rules must be remembered at
operating complete systems as installed on board, as distinct from individual all times. Where flows are detailed in an illustration these are shown in colour. A key of all
items of machinery. The purpose of this ‘one-stop’ manual is to assist, inform colours and line styles used in an illustration is provided on the illustration.
and guide competent ship’s staff and trainees in the operation of the systems • Never continue to operate any machine or equipment which
and equipment on board and to provide additional information that may not appears to be potentially unsafe or dangerous and always report
Details of colour coding used in the illustrations are given in the Mechanical
be otherwise available. In some cases, the competent ship’s staff and trainees such a condition immediately.
Symbols and Colour Scheme which is detailed on earlier pages in this Front
may be initially unfamiliar with this vessel and the information in this manual • Make a point of testing all safety equipment and devices Matter section.
is intended to accelerate the familiarisation process. It is intended to be used in regularly. Always test safety trips before starting any equipment.
conjunction with shipyard drawings and manufacturer’s instruction manuals, In particular, overspeed trips on auxiliary turbines must be Symbols given in the manual adhere to international standards and keys to the
bulletins, Fleet Regulations, the ship’s Captain’s and Chief Engineer’s Standing tested before putting the unit to work. symbols used throughout the manual are also given on previous pages in this
Orders, and in no way replaces or supersedes these publications, all of which Front Matter section.
take precedence over this manual. • Never ignore any unusual or suspicious circumstances, no
matter how trivial. Small symptoms often appear before a major
Information relevant to the operation of this vessel has been carefully collated failure occurs. Notices
in relation to the systems of the vessel and is presented in two on board • Never underestimate the fire hazard of petroleum products,
volumes, a DECK OPERATING MANUAL and MACHINERY OPERATING whether fuel oil or cargo vapour. The following notices occur throughout this manual:
MANUAL
• Never start a machine remotely from the cargo and engine
control room without confirming visually that the machine is WARNING
The vessel is constructed to comply with MARPOL 73/78. These regulations
able to operate satisfactorily. Warnings are given to draw reader’s attention to operations where
can be found in the Consolidated Edition, 1991 and in the Amendments dated
DANGER TO LIFE OR LIMB MAY OCCUR.
1992, 1994 and 1995.
In the design of equipment, protection devices have been included to ensure
The information, procedures, specifications and illustrations in this manual that, as far as possible, in the event of a fault occurring, whether on the part of CAUTION
have been compiled by WMT personnel by reference to shipyard drawings and the equipment or the operator, the equipment concerned will cease to function Cautions are given to draw reader’s attention to operations where
manufacturer’s publications that were made available to WMT and believed to without danger to personnel or damage to the machine. If any of these safety DAMAGE TO EQUIPMENT MAY OCCUR.
be correct at the time of publication. The systems and procedures have been devices are bypassed, overridden or neglected, then the operation of any
verified as far as is practicable in conjunction with competent ship’s staff under machinery in this condition is potentially dangerous.
Note: Notes are given to draw reader’s attention to points of interest or to
operating conditions. supply supplementary information.
Description
It is impossible to anticipate every circumstance that might involve a potential
hazard, therefore, warnings and cautions used throughout this manual are The concept of this manual is to provide information to technically competent Safety Notice
provided to inform of perceived dangers to ship’s staff or equipment. In many ship’s officers, unfamiliar to the vessel, in a form that is readily comprehensible,
cases, the best operating practice can only be learned by experience. thus aiding their understanding and knowledge of the specific vessel. Special It has been recorded by International Accident Investigation Commissions
attention is drawn to emergency procedures and fire fighting systems. that a disproportionate number of deaths and serious injuries occur on ships
each year during drills involving lifesaving craft. It is therefore essential that
If any information in these manuals is believed to be inaccurate or incomplete,
The manual consists of a number of parts and sections which describe the all officers and crew make themselves fully conversant with the launching,
the officer must use his professional judgement and other information available
systems and equipment fitted and their method of operation related to a retrieval and the safe operation of the lifeboats, liferafts and rescue boats.
on board to proceed. Any such errors or omissions or modifications to the
ship’s installations, set points, equipment or approved deviation from published schematic diagram where applicable.
operating procedures must be reported immediately to the company’s Technical
Operations Office, who should inform WMT so that a revised document may be The valves and fittings identifications and symbols used in this manual are the
issued to this ship and in some cases, others of the same class. same as those used by the shipbuilder.
Mechanical Symbols and Colour Scheme
Stop Valve Storm Valve With Handwheel Orifice Gear or Screw Type Pump Overboard Discharge
Cargo Grade - 1
Screw-Down Non-Return Blind (Blank) Flange Centrifugal Pump Spool Piece
Flow Control Valve
Valve
Cargo Grade - 2
P1 P2 Spectacle Flange Mono Screw Pump

Angle Stop Valve Pressure Reducing Valve Discharge/Drain Cargo Grade - 3
( Open, Shut)
Normally Open Domestic Fresh Water

Angle Screw-Down Non- Sounding Head with Eductor (Ejector)
Solenoid Valve N.O or N.C or
Return Valve Filling Cap
Normally Closed HT Cooling Water
Sounding Head with Self-
Air Control Hand Pump
Lift Check Non-Return Valve Closing Cap and Sampling Tank Penetration LT/Central Fresh Cooling Water
Valve
Cock (Self-Closing)
Sea Water
Swing Check Non-Return M Two-Way Temperature
Suction Bell Mouth Liquid Level Gauge Air Horn
Valve Control Valve Hydraulic Oil
M
Three-Way Temperature Lubricating Oil
Gate Valve Vent Pipe Flow Meter
Control Valve
Saturated Steam
Vent Pipe with
Butterfly Valve Cylinder Piston Actuator Filter
Flame Screen
Exhaust Steam
Ball Valve Simplex Strainer HB Fire Hose Box

Hose Valve
Condensate
Two-Way Cock Float Valve Duplex Strainer FB Feed Water

Foam Box
Fire/Deck Water
Three-Way Cock (L-Type) Deck Stand (Manual) Mud Box Accumulator
CO2
H Hydraulic Operated Valve

Three-Way Cock (T-Type) Spark Arrester Rose Box Fuel Oil
(Open/Shut)
Marine Diesel Oil

H Hydraulic Operated Valve
Safety / Relief Valve Valve Locked Closed Y-Type Strainer
(Intermediate Type)
Sludge
Angle Safety / Relief Valve Steam Trap Without Strainer Not Connected
Valve Locked Open
Crossing Pipe Air
Bellows Type Steam Trap With Strainer Bilges

Regulating Valve Connected Crossing Pipe
Expansion Joint
Electrical Signal
Self-Closing Valve Flexible Hose Observation Glass T Pipe
Instrumentation
Quick-Closing Valve Water Separator Filter Regulating Valve
Expansion Bend Pipe
(Pneumatic Operated) With Strainer
Quick-Closing Valve
Hopper Without Cover Air Trap / Deaerating Valve Non-Return Ball Valve
(Wire Operated)
Section 1: Ship Characteristics
1.1 Principal Data 1.3 Performance Data
1.1.1 Principal Particulars 1.3.1 Fuel Oil Consumption/Power Data
1.1.2 Tank Capacity Tables 1.3.2 Speed/Power Data
1.3.3 Limitations on Operating Machinery

Illustrations
Illustrations
1.1a General Arrangement
1.1b General Arrangement - Upper Deck 1.3.2a Speed/Power and Power RPM Curves
1.1c General Arrangement - A and B Deck
1.1d General Arrangement - C and Navigation Deck
1.1.2a Tank Capacity Tables
1.1.2b Tank Capacity Tables
1.2 Ship Handling
1.2.1 Turning Circles
1.2.2 Visibility Over the Bow
1.2.3 Squat
Illustrations
1.2.1a Turning Circles
1.2.2a Visibility Diagrams
1.2.2b Visibility Table
1.2.3a Squat Diagram

1.1 Principal Data Main Engine Speed: 720 rpm
Engine Capacity: 834kW
1.1.1 PRINCIPAL PARTICULARS
Manufacturer: DMD Sulzer
Shipbuilder: Dalian New Shipbuilding Heavy Industries Co., Ltd Model: 7RT-flex 58T-B Alternator
China Type: Two-stroke, single-acting direct reversible, crosshead Manufacturer: Hyundai Heavy Industries
Ship name: Maersk Pelican diesel engine with two constant pressure turbochargers Type: HF J6 508-14K
Hull No: PC1100-28 and air coolers
Capacity: 780kW
Keel laid: 31st August 2007 No. of cylinders: 7
Rating: Continuous
Delivered: 20th January 2008 Cylinder bore: 580mm
Voltage: 450V, 3-phase
Official No: 393330 Stroke: 2,416mm
Frequency: 60Hz
IMO No: 9319686 Output (MCR): 15,260kW at 105 rpm
Nationality: Singapore Direction of rotation: Clockwise looking from aft
Port of registry: Singapore
Emergency Diesel Generator
Radio call sign: 9VBS9 Propeller Diesel Engine
MMSI number: 565 686 000 Manufacturer: Stone Manganese Marine Ltd Manufacturer: Sisu
Inmarsat-F telephone: 764 816 967 Type: Fixed pitch Type: 4-stroke, 6 cylinder turbocharged diesel engine
764 816 968 No. of blades: 5 Model: 634 DSBIG
764 816 969 Material: Nikalium No. of sets: 1
Inmarsat-F Fax: 600 912 264 Diameter: 7,050mm Output: 165kW
Inmarsat-F Data: 600 912 262 Pitch (Mean): 4,740mm Speed: 1,800 rpm
Inmarsat-C Telex: 456 568 610 Weight: 27,270kg Rating: Continuous
456 568 611 Direction of rotation: Right-hand Displacement: 7.4 litre
Type of cargo: Product
Type of ship: Segregated Ballast Large Product Carrier
Steering Gear Alternator
Navigation: Worldwide
Manufacturer: Mitsubishi Heavy Industries, Ltd. Manufacturer: Stamford
Classification: Lloyds +100A1, Double Hull Oil Tanker, +LMC,
UMS, SCM, COW, Shipright FDA, SDA, CM, LI, Type: Four cylinder, two ram, rapson slide type Model: UCM 274H2
ESP, IWS, IGS, SPM, with the descriptive notations: Model: DFT - 250 Type: Horizontal self-exciting brushless
SBT/PL Pt. Higher tensile steel Main pump type: 2 x 3V-FH2B-MK Janney type pump Capacity: 187.5kVA/150kW
Length: 244.60m (overall) Auxiliary pump type: 2 x TOP 340FBN Voltage: 450V, 3-phase
233.00m (between perpendiculars) Motor: 75kW, 440V, 3-phase, 60Hz, 1,200 rpm Frequency: 60Hz
235.00m (registered) Tiller type: Solid, keyless
Breadth moulded: 42.00m Rudder angle: 35° normal operation Boilers
Depth moulded: 22.20m Limit rudder angle: 37° maximum
Auxiliary Boiler
Height: 36.40m (keel to bridge)
Height (maximum): 51.16m (keel to highest point) Manufacturer: Aalborg Industries
Generator Engines No. of sets: 2
Design draught: 15.517m
Diesel Engine Type: Oil-fired vertical water tube marine boiler
Draught (Summer): 14.465m
Propeller immersion: 7.65m Manufacturer: STX MAN-B&W Model: AQ-18
Service speed: 15.70 knots No. of sets: 3 Evaporation: 25,000kg/h
Cruising range: 23,800 nautical miles Type: 6L23/30H Steam condition: 16.0 bar at 170°C
Manning complement: 26 Persons + 6 Suez men No. of cylinders: 6 Fuel oil: HFO up to 700cSt at 50ºC
Issue: Final Draft - March 2008 IMO No: 9319686 Section 1.1 - Page 1 of 9
Inert Gas System Ballast Pumps Combined Windlass/Mooring Winch
Main System Manufacturer: Shinko Industries Ltd Manufacturer: Rauma Brattvaag
Manufacturer: Smit Gas Systems BV No. of sets: 2 Type: MW200H/CU92 U3
Type: Fin 11.250- 0.1 Model: CV400-2 Windlass clutch control: Local manual
Capacity: 11,250m³/h (No.1 fan rated at 100%, No.2 fan rated Type: Centrifugal, vertical single-stage Brake control: Remote hydraulic, local manual
at 50%) Prime mover: Electric motor Drive control: Remote/local hydraulic
Fan manufacturer: Flebu Capacity: 2,000m3/h at 0.3MPa
Power: 150kW Forward Emergency Towing Equipment
Top-Up Generator System Manufacturer: Wuxi Haitian Marine Equipment Co. Ltd.
Water Ballast Stripping Eductors Safe working load: 2,000kN
Manufacturer: Smit Gas Systems BV
Type: Gin 500 - 0.15 Manufacturer: Team Tec Marine Chaffing chain: 76mm diameter, 10m long
Capacity: 500m³/h No. of sets: 2
Model: 10-10-12L Aft Emergency Towing Equipment
Suction capacity: 250m3/h at 0.2MPa
Cargo Pumps Manufacturer: Wuxi Haitian Marine Equipment Co. Ltd.
Safe working load: 2,000kN
Cargo Pumps
Deck Machinery Towing rope: 76mm diameter, 90m long
Manufacturer: Shinko Industries Ltd
Mooring Winch
Type: Steam turbine-driven vertical centrifugal pump
Manufacturer: Rauma Brattvaag Accommodation Ladder
No. of sets: 3
Capacity: 3,000m3/h at 130mth Type: MW200H/CU 92 U3 for W1 and W2 Manufacturer: Jinchuan Industrial & Commercial Company
Model (Pump): KV450-3 MW200H for M1/M7 (no warping drum) Length: 18.3m
(Turbine): RX1 MW200H for M2, M3, M4, M5 and M6 Breadth: 0.70 metres
Speed (Pump): 1,330 rpm ±3% Pull on winch drum: 20 tons at first layer at 15m/minute Ladder test weight: 2025kg over the 12m length area.
(Turbine): 7,189 rpm Speed: 0 - 15m/minute Winch motor type: SAM 5.5VF/120-R, air operated
Rating: 1,290kW Slack rope speed: 45m/minute Rope hoisting speed: 14.8m/min (3rd layer)
Governor: Woodward UG 10DM Brake holding load: 57 tons (design) Winch hoisting load: 10kN
Mooring wires: 18 x 220m x 32mm (SWL 72.9 tonnes) with rope Winch supporting load: 30kN
tails Drum capacity: 12mm wire, 52m
Stripping Pump Rope Tails: 18 x 11m x 72mm (SWL 113.4 tonnes) Operating air pressure: 7kg/cm²
Manufacturer: Shinko Industries Ltd STS ropes: 4 x 220m x 40mm (SWL 26 tonnes)
No. of sets: 1
Model: VPS 100HW
Winch Drum
Type: Electric-driven, two-speed positive displacement
piston type Type: Non-auto-tensioning
Speed rating: Pump: 52/35 rpm Rope capacity: 220m of 80mm polypropelene rope
Motor: 900/600 rpm Clutch control: Manual
Capacity: 100/67m3/h at 130/130mth Brake control: Manual
Rating: 75/55kW Drum control: Remote/local
Cranes and Lifting Equipment Lifesaving Equipment Liferafts
Hose Handling Crane Lifeboats Manufacturer: Viking
Manufacturer: TTS Norlift AS Manufacturer: Qing Dao Beihai No. of sets: 4 x 20 persons - Throw-over type, 20DK+
Type: GP 380-15-17 No. of sets: 2 1 x 6 persons - Throw-over type, 6DK+
No. of sets: 2 Model: BH-6A fire protected
SWL: 15 tonnes Dimensions (LxBxH): 6.50m x 2.30m x 2.70m Hydrostatic Units
Working radius: 17m, maximum Number of persons: 32 Manufacturer: Hammar HRU for 20 person liferafts
3.5m, minimum Weight: Light load (including loose equipment) 3,080kg Type: H20R
Hoisting speed No Load: 0 to 20m/min Total davit load for lowering 5,480kg No. of sets: 4
Hoisting speed at SWL: 0 to 10m/min Engine manufacturer: BUKH
Slewing sector: 360° Model: DV29RME
1.1.2 Tank Capacity tables
Slewing speed: 0 to 0.8 rpm Engine type: Diesel
Luffing: 85 seconds Rating: 29hp at 3,600 rpm See tables on pages 8 and 9
Lifting height: 40m (hook travel height) Starting system: Electric motor
List/trim, maximum: 5° list / 2° trim Speed: 6 knots
Provisions and Store Crane Davits

Manufacturer: TTS Norlift AS Manufacturer: Zhenjiang Marine Auxiliary Machinery Works
Model: GP 115-5-14.5 Model: LE65-1 hinged gravity type
No. of sets: 2 Lowering speed: 0.76m/s minimum, 1.3m/s maximum
SWL: 5 tonnes Davit hoisting load: 3,380kg (lifeboat plus 2 persons)
Radius maximum: 14.5m and 7.3m (see illustration 6.2.2a for slewing Davit winch: D48S
angles) Motor rating: 6.3kW
Radius minimum: 3m Hoisting speed: 5m/min
Maximum lift: 38m (hook travel height) Designed condition: Heel 20°, trim 10°
Hoisting speed at SWL: 0 to 16m/min
Slewing sector: Limited (see illustration 6.2.2a for slewing angles) Rescue Boat and Davit
Slewing speed: 0 to 1.5 rpm
Manufacturer: Hatecke
Luffing: 65 seconds
Model: RB430APM
List/trim: 5° list / 2° trim
Dimensions (LxB): 4.31m x 1.80m x 0.5m
No. of persons: 6
Weight: Light load (including loose equipment) 550kg
Load weight: 970kg
Davit SWL: 1,100kg
Engine manufacturer: Yamaha
Model: 50H
Engine type: 2 stroke L3, 90 octane petrol engine and lube
oil in separate tank
Horsepower: 29.3kW at 5,000 rev/min
Speed: 6 knots in calm water with six persons on board,
endurance of at least 4 hours
Illustration 1.1a General Arrangement
Profile
Steering
Gear 2nd Platform
Aft Peak
Tank 3rd Platform
4th Platform No.6 Cargo Oil Tanks No.5 Cargo Oil Tanks No.4 Cargo Oil Tanks No.3 Cargo Oil Tanks No.2 Cargo Oil Tanks No.1 Cargo Oil Tanks Fore
Peak
Pump Tank
Floor Room
Slop Tanks No.6 Water Ballast Tanks No.5 Water Ballast Tanks No.4 Water Ballast Tanks No.3 Water Ballast Tanks No.2 Water Ballast Tanks No.1 Water Ballast Tanks
(Port and
Starboard) Upper Deck
Engine Accommodation
Casing
Tank Top
Slop
Tank
Residual No.6 Port Cargo No.5 Port Cargo No.4 Port Cargo No.3 Port Cargo No.2 Port Cargo No.1 Port Cargo
Aft Peak Oil Tank Oil Tank Oil Tank Oil Tank Oil Tank Oil Tank
Tank Tank
Steering Principal Particulars
Gear Dump
Aft Peak Tank Length Overall: 244.60m approximately
Tank No.6 Starboard Cargo No.5 Starboard Cargo No.4 Starboard Cargo No.3 Starboard Cargo No.2 Starboard Cargo No.1 Starboard Cargo Length Between Particulars: 233.00m
Slop Oil Tank Oil Tank Oil Tank Oil Tank Oil Tank Oil Tank Breadth (Moulded): 42.00m
Tank
Depth (Moulded): 22.00m
Draught (Design): 12.00m
Draught (Scantling): 15.50m
Block Coefficient: 0.81
No.6 Water Ballast Tanks No.5 Water Ballast Tanks No.4 Water Ballast Tanks No.3 Water Ballast Tanks No.2 Water Ballast Tanks No.1 Water Ballast Tanks Service Speed: 15.70 knots
Illustration 1.1b General Arrangement - Upper Deck
Up
Up
Paint Store Ante
Infirmary
CO2 Room
Deck Store Fire Locker
Dn
Store
C.T
Laundry
Air Conditioning Room
Pump Room
Engine Casing Linen Dry

Store Room
Store
Oxygen
Room
Up
Acetylene Dn
Room Locker
Deck Store
Foam Room
WC
Up
Emergency
Store
Exit Garbage
Locker
Room
Dn Up
Rope
Store
Inert Gas Room Suez Crew Room

Gymnasium
Up
Illustration 1.1c General Arrangement - A and B Deck
Lifeboat
Rescue Boat
B Deck
Dn
dn
Dn
Toilet
Ante Chief Steward Officer’s
Emergency Up Bedroom Spare 1
Generator
Duty Mess Chief Steward
Dn Room
Day Room
Up Dn Crew’s
Dining Saloon Day Room
Toilet Wardrobe
Cofferdam
Ventilation Ventilation
Crew A Fan Room Fan Room Crew I Crew D
Cable Cable
Space Space
Locker
V.P Crew B Crew J Crew E
Space V.P
Galley Space
Engine Casing
Engine Casing Dn Up Crew C Dn Up
Crew K Crew F
Soft Clean Clean

Dry
Drinks Gear Crew L Locker Crew G
Provisional
Store Locker Safety
Gear Ventilation
Locker
Dn Up Cargo Fan Room Dress
Bonded Dress Control Crew M Room Crew H
Locker Room Room
Dn
Dn
Up Ship’s
Control
Dn
Toilet Centre
Inert Gas Room Vegetable Meat Recreation Area
and and
Swimming Pool Dairy Fish Crew N Officer’s Officer’s 2 Engineer’s
Ante Up
Swimming Pool Spare 2 Spare 3 Room
Dn
Up Dn
Lifeboat
Illustration 1.1d General Arrangement - C and Navigation Deck
C Deck Navigation Deck
1 Engineer’s 1 Engineer’s C/Engineer’s

Up Day Room Bedroom Bedroom
C/Engineer’s
Day Room
Dn
Dn Battery
Room
Library C/Engineer’s
2 Officer’s Office
Room Cable Locker
Space Toilet
Locker Up
Convertor
Room Chart
Funnel V.P 1 Officer’s
Pilot Area
Casing Space Room
Dn Up Funnel
Dn Up
Locker Wheelhouse
Fire
Locker
Clean Conference
Locker Room Radio
Wardrobe Equipment
Captain’s Area
Office
Officer’s Smoke
Saloon Toilet
Dn
Up
Captain’s
C/Off’s C/Off’s Captain’s Day Room
Dn Day Room Bedroom Bedroom
1.1.2 Tank Capacity Tables Water Ballast Tanks SG 1.025
Compartment Location Capacity Centre of Gravity Maximum
Cargo Oil Tanks (m3) at 98% Capacity Values Inertia
Compartment Location Capacity Centre of Gravity Maximum (m) (m4)
(m3) at 98% Capacity Values Inertia Frame No. 100% Full Vertical Long’l. Trans.
(m) (m4) BL AP CL
Frame No. 100% Full 98% Full Vertical Long’l. Trans. P 243 - 279 3,180.8 8.21 207.39 -11.57 13,573
BL AP CL No. 1 Ballast Water Tank
S 243 - 279 2,691.7 9.18 207.39 13.67 7,759
P 243 - 279 8,441 8,272 12.70 205.50 -7.79 10,129
No. 1 Cargo Oil Tank P 207 - 243 3,513.8 7.58 179.62 -12.32 26,606
S 243 - 279 8,441 8,272 12.70 205.50 7.80 10,127 No. 2 Ballast Water Tank
S 207 - 243 2,851.3 7.58 179.76 15.19 16,723
P 207 - 243 10,408 10,200 12.38 177.82 -9.40 16,110
No. 2 Cargo Oil Tank P 171 - 207 3,501.5 7.46 150.78 -12.33 27,621
S 171 - 207 2,839.0 7.44 150.92 15.21 17,463
P 171 - 207 10,470 10,260 12.37 149.09 -9.46 16,402
No.3 Cargo Oil Tank P 135 - 171 3,501.5 7.46 121.98 -12.33 27,621
S 135 - 171 2,839.0 7.44 122.12 15.21 17,463
P 135 - 171 10,470 10,260 12.37 120.29 -9.46 16,402
S 99 - 135 2,827.4 7.46 93.73 15.19 17,272
P 99 - 135 10,469 10,260 12.37 91.49 -9.46 16,405
S 53 - 99 3,922.0 8.70 59.61 14.67 13,628
P 63 - 99 9,907 9,709 12.58 62.98 -8.99 14,458
No.6 Cargo Oil Tank Fore Peak Tank 279 - Fwd 2,797.6 9.72 226.18 0.00 5.025
S 63 - 99 9,907 9,708 12.58 62.98 8.99 14,455
Aft Peak Tank Aft - 14 2,211.9 16.68 2.67 -0.10 20,586
P 53 - 63 1,959 1,920 13.66 44.90 -8.68 2,916
Slop Tank Total 44,924.8 8.45 129.94 -0.01 261,595
S 53 - 63 1,959 1,920 13.66 44.90 8.68 2,915
Cargo Residual Tank 53 - 55 161 158 14.80 41.80 -2.48 42
Dump Tank 53 - 55 127 125 14.66 41.80 3.12 17 Fuel Oil Tanks
Total 124,534 122,044 12.50 129.78 0.00 185,686 Compartment Location Capacity Centre of Gravity Maximum
(m3) at 98% Capacity Values Inertia
(m) (m4)
FRESH AND FEED WATER Tanks SG 1.000 Frame No. 100% Full 98% Full Vertical Long’l. Trans.
Compartment Location Capacity Centre of Gravity Maximum BL AP CL
(m3) at 98% Capacity Values Inertia No. 1 Heavy Fuel Oil P 48-53 706.1 692.0 15.60 39.08 -12.73 920
(m) (m4) Tank S 48-53 642.9 630.0 15.77 39.21 12.66 920.0
Frame No. 100% Full Vertical Long’l. Trans.
No. 2 Heavy Fuel Oil P 42-48 456.4 447.3 16.69 35.00 -13.91 588.8
BL AP CL
Tank S 42-48 458.9 449.7 16.32 34.99 14.09 509.7
P 12 - 19 250.8 20.05 11.20 -12.27 420.7
Fresh Water Tank No.3 Heavy Fuel Oil P 24-43 641.6 628.8 18.19 26.55 -16.05 394.8
S 12 - 19 178.5 20.07 11.24 13.52 179.1
Tank S 23-43 592.3 580.5 17.59 26.72 16.33 183.1
Distilled Water Tank 12 - 19 72.4 20.01 11.10 9.20 6.2
Heavy Fuel Oil Service
Stern Tube Cooling Water Tank 8 - 14 33.4 4.57 8.56 0.01 4.8 29-37 91.7 89.9 16.81 25.00 13.60 2.2
Tank
Cascade Feed Water Tank 20.625 - 25 20.9 13.65 15.75 -8.00 4.0
Heavy Fuel Oil Settling
Total 555.9 18.88 11.21 -0.30 614.8 37-45 91.7 89.9 16.81 31.40 13.60 2.2
Tank
Total 3,681.6 3,608.1 16.69 33.37 0.31 3,520.8
Engine room and Lubricating Oil Tanks Miscellaneous Tanks

Compartment Location Capacity Centre of Gravity Maximum Compartment Location Capacity Centre of Gravity Maximum
(m3) at 98% Capacity Values Inertia (m3) at 98% Capacity Values Inertia
(m) (m4) (m) (m4)
Frame No. 100% Full 98% Full Vertical Long’l. Trans. Frame No. 100% Full 98% Full Vertical Long’l. Trans.
BL AP CL BL AP CL
Main Engine LO Bilge Holding Tank
43-48 53.5 52.4 19.26 35.00 6.40 10.9 26-35 19.9 19.5 1.90 22.92 -3.96 14.0
Storage Tank (Clean)
Main Engine LO Bilge Holding Tank
43-46 32.1 31.5 19.26 34.20 -1.87 7.6 33-38 13.7 13.5 1.91 27.18 -3.25 4.8
Settling Tank (Dirty)
Main Engine LO Oily Tank 38-43 18.7 18.3 1.92 31.14 -3.76 14.5
23-36 25.1 24.6 1.58 22.07 0.01 15.2
Sump Tank Fuel Oil Drain Tank 28-33 6.8 6.6 1.94 23.25 -2.75 0.9
Auxiliary Engine LO LO Drain Tank 28-33 6.8 6.6 1.94 23.25 2.75 0.9
37-40 16.0 15.7 19.26 29.40 8.80 0.8
Storage Tank Fuel Oil Overflow
Auxiliary Engine LO 38-43 46.1 45.2 1.80 31.06 1.18 154.0
36-37 5.3 5.2 19.26 27.80 8.80 0.3 Tank
Settling Tank Stern Tube LO Sump
1 43-48 48.1 47.2 19.26 35.13 0.93 8.8 20-22 6.1 6.0 1.95 15.40 0.00 2.4
Cylinder Oil Tank Tank
2 43-48 40.1 39.3 19.26 35.00 3.60 4.6 Purifier Sludge Tank 28-43 16.0 15.7 11.94 26.60 10.40 3.8
Turbine Oil Tank 43-45 5.3 5.2 19.26 33.80 -2.80 0.1 Sludge Tank 33-38 13.7 13.5 1.91 27.18 3.25 4.8
Total 225.7 221.2 17.29 32.87 2.86 48.3 Drain Tank for Main
24-27 6.4 6.3 1.84 19.11 2.89 1.5
Engine Air
Grey Water Tank 12-17 41.9 41.1 14.30 10.47 -10.66 40.9
Diesel Oil Tanks Total 196.1 192.3 5.36 23.52 1.82 242.5
Compartment Location Capacity Centre of Gravity Maximum
(m3) at 98% Capacity Values Inertia
(m) (m4)
Frame No. 100% Full 98% Full Vertical Long’l. Trans.
BL AP CL
Diesel Oil Service
23-27 42.8 41.9 19.26 18.60 12.80 8.7
Tank
Diesel Oil Storage P 6-11 95.5 93.6 20.03 5.95 -7.20 32.3
Tank S 6-11 98.2 96.2 20.02 5.77 7.75 45.7
Total 236.4 231.7 19.88 8.16 2.63 86.7
Illustration 1.2.1a Turning Circles
Normal Full Loaded Condition With Maximum Rudder Angle Normal Ballast Condition With Maximum Rudder Angle
Full Speed (74 rpm) Full Speed (74 rpm)
Transfer 218.9 m Transfer 155.7 m

Transfer 150.2 m Transfer 181.5 m
101” 109” 98” 104”
Advance in 626.9 metres


Port Starboard
Port Starboard
Half Ahead (58 rpm) Half Ahead (58 rpm)
Transfer 172.6 m Transfer 176.0 m Transfer 151.0 m Transfer 141.9 m
189” 191” 200” 218”


Port Starboard Port Starboard
Caution
The response of the ship may be different from the listed above if any of the following
conditions 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.
At slow speed the transfer and advance is about the same as half speed, the speeds
are proportionally less and the times proportionally greater.
Illustration 1.2.2a Visibility Diagrams
Visibility Over Bow

41.25m 203.316m
Ballast Load Condition
7.33m
36.25m 6.566m
5.0m LOA 244.60m '411.736' m
41.25m 203.316m
Load Condition
15.50m
36.25m 6.566m
5.0m
LOA 244.60m '186.50' m
1.2 Ship Handling Illustration 1.2.2b Visibility Table
1.2.1 Turning Circles
See Illustration 1.2.1a
1.2.2 Visibility Over the Bow

Distance of Invisibility
See Illustration 1.2.2a and 1.2.2b Trim in Meters
Mean
1.2.3 SQUAT 2 2.5 3 3.5 4 4.5 5 5.5 6
Draught -1 -0.5 0 0.5 1 1.5
See Illustration 1.2.3a 2 400.0 420.4 442.5 466.5 492.7 521.2 552.5 287.1 625.3 667.9 715.6 769.5 830.8 901.1 982.6
3 382.4 402.2 423.6 446.8 472.0 499.6 529.9 563.2 600.2 641.4 687.5 739.6 798.8 866.7 945.5
4 364.9 384.0 404.6 427.0 451.4 478.0 507.2 539.4 575.1 614.9 659.4 709.7 766.8 832.4 908.4
5 347.3 365.7 385.6 407.2 430.7 456.4 484.6 515.6 550.0 588.3 631.3 679.7 734.8 798.1 871.3
6 329.8 347.5 366.7 387.4 410.1 434.8 461.9 491.8 524.9 561.8 603.1 649.8 702.8 763.7 834.3
7 312.3 329.3 347.7 367.7 389.4 413.2 439.3 468.0 499.8 535.3 575.0 619.9 670.9 729.4 797.2
8 294.7 311.1 328.7 347.9 368.8 391.6 416.6 444.2 474.7 508.8 546.9 589.9 638.9 695.0 760.1
9 277.2 292.8 309.8 328.1 348.1 370.0 393.9 420.4 449.6 482.2 518.8 560.0 606.9 660.7 723.0
10 259.6 274.6 290.8 308.4 327.5 348.4 371.3 396.5 424.5 455.7 490.6 530.1 574.9 626.3 686.0
11 242.1 256.4 271.8 288.6 306.8 326.8 348.6 372.7 399.4 429.2 462.5 500.1 542.9 592.0 648.9
12 224.6 238.2 252.9 268.8 286.2 305.1 326.0 348.9 374.3 402.6 434.4 470.2 510.9 557.6 611.8
13 207.0 219.9 233.9 249.0 265.5 283.5 303.3 325.1 349.2 376.1 406.3 440.3 478.9 523.3 574.7
14 189.5 201.7 214.9 229.3 244.9 261.9 280.7 301.3 324.1 349.6 378.1 410.3 446.9 488.9 537.6
15 171.9 183.5 196.0 209.5 224.2 240.3 258.0 277.5 299.0 323.1 350.0 380.4 414.9 454.6 500.6
15.5 163.2 174.4 186.5 199.6 213.9 229.5 246.7 265.6 286.5 309.8 335.9 365.4 399.0 437.4 482.0
16 154.4 165.3 177.0 189.7 203.6 218.7 235.3 253.7 273.9 296.5 321.9 350.5 383.0 420.3 463.5
17 136.9 147.0 158.0 169.9 182.9 197.1 212.7 229.8 248.9 270.0 293.7 320.5 351.0 385.9 426.4
18 119.3 128.8 139.1 150.2 162.3 175.5 190.0 206.0 223.8 243.5 265.6 290.6 319.0 351.6 389.3
Illustration 1.2.3a Squat Diagram
Calculated Squat - Mean Draught Increase
Block Coefficient : 0.832
23
21
19
17
Speed 15
(Knots)
13
11
7 Draught increase forward or aft due to squat effect

could be more than the mean draught increase.
5
3
0 0.5 1.0 1.5 2.0 2.5 3.0 3.5 4.0
Draught (Meters)
Key
Open Waters
Confined Waters
Issue: Final Draft - March 2008 IMO No: 9319686

1.3 Performance Data 1.3.3 Limitations on Operating Machinery
1.3.1 Fuel Oil Consumption/Power Data Ship’s Condition

Loaded Condition Ballast Condition
Fuel Consumption
RPM: 105 Forward 15.517m max. summer 7.6195m
Rating: 15260kW Aft 15.517m max. summer 8.7485m
Specific gravity of HFO: 0.98
Specific gravity of MDO: 0.88 Minimum main engine speed: 105 rpm
Fuel oil consumption: Approximately 60 tonnes/day for Minimum steering speed: 5.12 knots, loaded condition
main engine Minimum steering speed: 6.28 knots, ballast condition
1.3.2 Speed/Power Data

Number of Starts of Main Engine from Air Reservoirs with Compressors
See speed/power curves in illustration 1.3.2a. Stopped:
RPM/Speed Table Minimum of 29 in number from wheelhouse.
Engine Order RPM Speed Loaded Speed Ballast

Full Sea Ahead 105 16.18 16.43
Full Ahead 74 11.70 12.24
Half Ahead 58 9.00 9.99
Slow Ahead 52 8.03 9.14
Dead Slow Ahead 33 5.12 6.28
Dead Slow Astern 33
Slow Astern 52 Barred Speed Range
Half Astern 58 N/A rpm
Full Astern 74
Full astern about 70% of ahead power.
Time and Distance to Stop (Crash Stop)

Normal Loaded Normal Ballast
Condition Condition
Time Distance Time Distance
(Minutes) (Metres) (Minutes) (Metres)
Full Ahead 15m, 15s 3,325.1 14m, 40s 3,166.98
Manoeuvring
Half Ahead 9m, 00s 959.6 8m, 55s 913.97
Manoeuvring
Slow Ahead 6m, 30s 460.2 5m, 40s 438.3
Manoeuvring
The above table shows the stopping times using the engines in emergency
astern running and with minimum application of the rudder.
Illustration 1.3.2a Speed/Power and Power RPM Curves
Power - Speed Curve Power - RPM Curve

Power (kW) Power (kW)
(Corrected Design Draught)
15,000 15,000
14,000 14,000
13,000 13000
12,000 12,000
CSR with 15% Sea Margin (11,279kW)

11,000 11,000
10,000 10,000
9,000 9,000
8,000 8,000
7,000 7,000
13 14 15 16 Speed (Knots) 85 90 95 100 105 110 115 RPM
15.72
Part 2: Cargo Systems Description
2.1 Cargo Tank Layout
Illustrations
2.1a Cargo Tank Layout

Illustration 2.1a Cargo Tank Layout
Port No.6 Port No.5 Port No.4 Port No.3 Port No.2 Port No.1 Port
Slop
Stb'd No.6 No.5 No.4 No.3 No.2 No.1

Slop Starboard Starboard Starboard Starboard Starboard Starboard
Option 1 - Two Grade Segregation, 67.2 / 32.8% Split
Slop Port No.6 Port No.5 Port No.4 Port No.3 Port No.2 Port No.1 Port
Slop
Stb'd No.6 No.5 No.4 No.3 No.2 No.1 Stb'd No.6 No.5 No.4 No.3 No.2 No.1
Slop Starboard Starboard Starboard Starboard Starboard Starboard Slop Starboard Starboard Starboard Starboard Starboard Starboard
Three Grade Segregation, 33.59 / 33.6 / 32.8% Split Option 2 - Two Grade Segregation, 66.4 / 33.6% Split
Key Slop
Cargo Group 1
Cargo Group 2
Cargo Group 3 Stb'd No.6 No.5 No.4 No.3 No.2 No.1

Slop Starboard Starboard Starboard Starboard Starboard Starboard
Option 3 - Two Grade Segregation, 66.4 / 33.6% Split
2.1 cargo tank layout Note: The above possible configurations are based purely on tank segregation
and capacities only. The actual loading quantities are to be determined by the
Introduction cargo specific gravity and resulting stress and stability figures obtained from
the loading computer.
The cargo tank area consists of six sets of main cargo oil tanks on the port and
starboard side of the vessel. Located directly aft of these are a pair of slop tanks Six pairs of ballast tanks are situated outboard of, and underneath the cargo oil
with a residual and dump tank inset. The total combined capacity of the cargo tanks. The total capacity of the ballast tanks, including the fore peak and engine
tanks including the slop tanks is 121,761m3 at 98% full. room side ballast tanks, is 44,924.8m3 at 100% capacity.
The tanks are divided into main groups as follows: The cargo oil tanks, including the slop tanks are all fitted with steam heating
coils.
Three Grade Segregation

Cargo Group 1:
No.3 and 6 cargo oil tanks (port and starboard) giving a total of 39,937m3 at
98% capacity; 32.8% total ship capacity.
Cargo Group 2:
No.2 and 5 cargo oil tanks (port and starboard) giving a total of 40.920m3 at
Cargo Group 3:
No.1 and 4 cargo oil tanks (port and starboard) and the both slop tanks giving
a total of 40,904m3 at 98% capacity; 33.6% total ship capacity.
Two Grade Segregation

Option 1
No.1, 2, 4 and 5 cargo oil tanks (port and starboard) and both slop tanks giving
No.3 and 6 cargo oil tanks (port and starboard) giving a total of 39,937m3 at
Option 2
No.2, 3, 5 and 6 cargo oil tanks (port and starboard) giving a total of 80,857m3
at 98% capacity; 66.4% total ship capacity.
No.1 and 4 cargo oil tanks (port and starboard) and the both slop tanks giving
Option 3
No.1, 3, 4 and 6 cargo oil tanks (port and starboard) and both slop tanks giving
No.2 and 5 cargo oil tanks (port and starboard) giving a total of 40.920m3 at
2.2 Cargo Piping System
2.2.2 Measuring and Sampling
2.2.3 Slop Tank Usage
2.2.4 Slop Tank and Cargo Tank Heating
Illustrations
2.2.1a Cargo Piping System
2.2.2a Measuring and Sampling Positions
2.2.2b Hermetic UTI Tape
2.2.3a Slop Tank Cross-Section
2.2.4a Cargo and Slop Tank Heating System

Illustration 2.2.1a Cargo Piping System Spill Tank

Key
500
500 Cargo Group 1 125
132V 128V
500
120V 121V 122V
143V Cargo Group 2
125 126V
Upper Deck To Tank 129V
From Deck Cargo Group 3
Cleaning Main PI PI PI
Inert TI TI TI
140V 141V 142V Gas Main Fresh Water
200 Residual 111V 112V 113V
091V 090V 092V Tank
Hydraulic Oil 125
117V
500
H Tank Cleaning Heater
500
H 450 118V
052V 500
H 150
075V 125 119V
H 150 Sample Point PT PT PT
074V 134V 138V
125 Sea Chest PI 80 114V 115V 116V
078V P
Pump Room Pipe Tunnel 135V 139V TI TI TI
Pump Room Bilge Complete PI PI PI
081V 061V 059V 086V
Bilge Suction
H
106V Clean Up 110V 15 136V
094V Fresh PI PT PI Heavy Fuel 80 80 50
125 15 109V Oil Tank 130V
Water 15 15 137V 127V
H 207V 107V 108V 123V 124V 125V
PT
PT 450
080V 082V PI
PI Fresh 125
125 208V 133V 131V
095V Water
Auto P Spill Tank
15 No.2 No.1
From Cargo 209V From Eductor Eductor 450
PT PT Vacuum System Ballast 060V
H 096V
System PI PT PT PI
PI PI 084V 085V H H H H H H H
H 079V H
150
197V 071V Slop 032V 200 030V 200 028V 200 026V 024V 200
077V 073V Tank (P) No.3 Cargo
083V H H H H H H
Stripping Pump H Oil Tank (P) H
600 450 450 450 011V 450
150 200
036V 017V 015V 013V 009V 022V 200
H 072V 198V
H
H H
H 600
500 001V 003V No.2
H
H 048V PT PT No.6 Cargo No.5 Cargo No.4 Cargo
068V 600 Cargo Oil 007V 450
PI PI 093V 035V
Oil Tank (P) Oil Tank (P) Oil Tank (P)
051V H P H H 150 002V 004V Tank (P)
H
500 600 No.1 Cargo
045V 058V 089V 039V 055V 600
H H H 200 H H Oil Tank (P)
005V
H
099V 102V 105V 019V
H
067V 194V 150 450 450 450 450 450 450
No.1 Cargo Oil Pump 80 042V 196V 070V Residual 400 006V
H
205V
H
P Tank H
H H H 125 600
076V 210V
500
H 047V PT PT 065V 066V
100 200 204V Dump
PI PI 206V
H
Tank H H H H H H
050V H P H
500 600 033V 200 031V 200 029V 200 027V 200 025V 200 023V 200
044V 057V 088V 038V
200 201V 202V H H H H H H
098V 101V 104V H H
100 Auto 018V 450
016V 450
014V 450
012V 450
010V 450
008V 450
041V H P 450 H 211V
No.2 Cargo Oil Pump 80 H
450
H 063V 200 203V 054V 400 600
199V
H H
500 064V
H
H 046V 021V
H
PT PT
150
PI PI 195V 069V No.1 Cargo
062V
H
049V H P H H
Oil Tank (S)
500 600 600
043V 056V 087V 037V 034V Slop No.6 Cargo No.5 Cargo No.4 Cargo No.3 Cargo No.2 Cargo
097V 100V 103V H H Tank (S) Oil Tank (S) Oil Tank (S) Oil Tank (S) Oil Tank (S) Oil Tank (S)
040V 450 053V

No.3 Cargo Oil Pump 80
Issue: Final Draft - March 2008 IMO No: 9319686 Section 2.2.1 - Page 1 of 3
2.2 Cargo Piping System intermediate sea valve with a further drain and test cock fitted between the The three cargo top lines are fitted with double isolating valves to act as both
intermediate sea valve and the block valve. vacuum breakers and drains connected to the following tanks:
2.2.1 System Description • No.1 cargo top line to No.3 port cargo tank
The cargo suction crossover is also capable of being connected to the ballast
main suction line, isolated in normal condition by a non-return valve and • No.2 cargo top line to No.5 port cargo tank
Cargo System double isolating valves with a blank and removeable spool piece between the • No.3 cargo top line to No.4 port cargo tank
isolating valves.
The cargo space consists of six paired cargo tanks and one pair of slop tanks.
The delivery side of the pumps is interconnected through a crossover line Cargo Stripping System
The after most two tanks are the slop tanks with a residual tank inset to the port (450mm). A number of lines are branched off this interconnection crossover,
slop tank and a dump tank inset to the starboard slop tank. one line feeds the cargo tank cleaning system while another line is used to feed The cargo stripping can be performed by the cargo pumps with an automatic
the driving fluid for the cargo stripping eductor or to discharge directly into stripping system, or the cargo stripping eductors or the cargo stripping pump.
The cargo tanks are divided into three main groups and are separated by double either slop tank. The last branch is directed to overboard via the oil discharge
isolation valves. This allows a maximum of three grades to be carried/loaded monitoring equipment terminating in a high overboard discharge outlet on the The three cargo oil pumps are fitted with an automatic stripping system
without contamination. starboard side and above the load line (15.9m above the keel). consisting of three vacuum pumps, three sealing water tank and three gas
• Cargo Group 1 tank pairs 3 and 6 separators. Gas and condensate from the automatic cargo stripping system are
In the event that the discharge overboard is above the allowable limit as extracted to the residual tank by means of vacuum pumps.
• Cargo Group 2 tank pairs 2 and 5 measured by the oil discharge monitoring equipment, then the discharge is
• Cargo Group 3 tank pairs 1 and 4 and both slop tanks redirected to the either slop tank or residual tank. This discharge connection Twin 340m3/h stripping eductors are installed to take suction from each of the
to overboard is normally kept closed by a spectacle flange between double cargo bottom lines, via the eductor/stripping pump crossover, and discharging
The ship design also allows for a two-grade configuration to be carried with isolating valves. When the oil discharge monitoring equipment is not in use this to the port or starboard slop tanks. The eductor drive can be supplied by any of
separation by double isolation valves. This allows two grades to be carried/ line can be used to direct the pump discharge to either slop tank. the main cargo pumps.
loaded without contamination.
The port and starboard slop tanks are interconnected by a levelling line and The manifold area is fitted with drip trays on either side for the collection
Loading is carried out via the pump room where there are bypass valves and valves. Both slop tanks have separate stripping suctions connected to the cargo of any spillage from the shore connections. The respective drip trays can be
lines for each cargo pump. Each cargo top line (500mm) has its own cargo oil stripping pump and eductor crossover. Additionally, the starboard slop tank drained down to the residual tank via a pneumatic pump and a drain line fitted
pump bypass line (500mm) which is connected to the respective bottom line. is connected directly to No.3 cargo pump via a 450mm diameter line. with a ‘U’ bend of at least 2.5 metres length.
The maximum loading rate to all of the cargo oil tanks when using the vapour The crossover line on the cargo suction main and discharge main lines in the One cargo stripping discharge line with a diameter of 125mm, as required
emission control system is 15,955m³/h. The loading rate for one pair of cargo cargo pump room are provided for the flexibility of cargo handling and tank by MARPOL 73/78, is led to the upper deck and connected outboard of the
oil tanks is 1,638m³/h. cleaning with sea water. Similarly, crossover lines are provided at the forward manifold valves on each side.
end of the tank bottom lines in No.3 port tank with two valve separation.
Discharge of the cargo tanks is via three steam turbine-driven centrifugal The cargo stripping pump can be used for discharging the contents of the
cargo oil pumps, each of 3,000m³/h capacity situated in the cargo pump room, Each cargo tank has a suction well in which the stripping suctions are situated, cargo pump room bilge to the port or starboard slop tank, or directly overboard
discharging to the respective manifolds on deck. the main suctions are situated approximately 50mm above the tank top, each of via the ODME line. See Section 5.1.6, Pump Room Bilge System, in the
the suctions are fitted with a cone type bellmouth. A slight port list (1°) during Deck Operating Manual for full details of the configuration and operation for
Each cargo pump is connected to an automatic cargo stripping unit consisting draining will assist in minimising residue in the cargo tanks. pumping out the pump room bilges.
of gas separators and vacuum pumping units. The lines from the tanks to the
Ballast is not carried in the cargo tanks under normal circumstances, but if it 200mm 450/550mm
pumps are of a nominal 600mm diameter.
is considered that additional ballast in a cargo tank or tanks may be required
The cargo lines are drained using a two-speed electrically-driven reciprocating during the ballast voyage, under the conditions and provisions specified in
stripping pump rated at 100/67m³/h, situated in the pump room, discharging Regulation 18.3 of Annex I in MARPOL 73/78, such ballast water can be
via the 125mm line (commonly called the MARPOL Line), to the manifolds handled by the cargo pumping and piping system.
outboard of the manifold valves.
All of the cargo oil tanks and both slop tanks are fitted with heating coils.
The bottom suction lines (600mm) in the pump room are interconnected on the 150mm ± 10mm
pump suction side through a crossover line (550mm) with a connection to the There is a connection from the inert gas (IG) system to allow fresh air to be
main sea chest. The connection to the sea chest is kept closed during normal introduced into the bottom of the cargo tanks via No.3 cargo top line during Inner Bottom
14mm Doubler
loading/discharging and sea passage by the two sea chest isolation valves and gas freeing operations. 50mm ± 10mm Plate
a block valve. A drain test cock is fitted between the ship’s side valve and the
Stripping Well
Cargo Transfer Limitations Pipeline Fluid Flow Rates
Pipeline ND mm Flow Rates in m/sec
The following is provided for guidance only with regard to flow rates. Three
segregated grades of cargo may be loaded simultaneously via the individual 1 7 12
top lines to their designated group of cargo oil tanks. This must be done in 100 28 198 339
accordance with the requirements laid down in the company Safety Management 150 64 445 764
System and with due regard to the design limitations of the vessel. 200 113 792 1,357
250 177 1,237 2,121
Individual PV valves (ND200HS-IMO) with set points of pressure relief
1400mmWG and vacuum 350mmWG, have a air/vapour venting capacity of 300 255 1,782 3,054
2,560m³/h. With allowance for the pressure drop calculation, the maximum 350 346 2,425 4,157
cargo tank pressure and the venting system factor the maximum loading rates 400 424 3,167 5,429
are as follows: 450 573 4,008 6,872
500 707 4,950 8,480
To one pair of wing tanks = 1,638m³/h.
550 855 6,000 10,265
The maximum loading rate to all tanks = 15,955m³/h (with a cargo vapour/air 600 1,018 7,126 12,216
density of 2.0kg/m³).
Loading Rates Static Accumulator Oils
The mast riser has a design flow rate of 16,900m³/h.
Tanks Loading Rate m³/h at 7m/sec
The maximum liquid velocity permitted in any part of a pipeline system is One Top Line Two Top Lines Three Top Lines
12m/s. At higher velocities serious pipeline erosion may occur. One Wing Tank 2,560 2,560 2,560
The maximum cargo loading rate whilst using a vapour recovery system must Two Wing Tanks 4,950 5,120 5,120
not exceed the lowest of the three following limitations: Four Wing Tanks 4,950 9,900 10,240
Six Wing Tanks 4,950 9,900 14,850
• As outlined in the Oil Transfer Procedures.
One Slop Tank 1,860 1,860 1,860
• At no time should the pressure in any cargo tank exceed
Two Slop Tanks 3,720 3,720 3,720
1120mmWG (80% of PV valve set point).
• The terminal vapour recovery system.
Loading Rate Non Static Accumulator Oils
• The shipboard vapour recovery piping gives a maximum vapour
discharge rate of 24,930m³/h. This figure corresponds to a Maximum loading rate two or more top lines 15,955m³/h
loading rate of 15,955m³/h, allowing for a vapour growth rate of
1.25 providing all PV valves are operational and the tank inert
gas isolating valves open to the system. Pump Theoretical Maximum Discharging Rates
The maximum loading rate for segregated ballast is dependent on the ballast Rate Total
pump rate. The pipeline system size is sufficient to cope with the maximum Cargo tank pump No.1, 2 and 3 3,000m³/h 9,000m³/h
pumping rate. With regard to maximum loading rates the time required for Inert gas capacity No.1 and 2 fans 11,232 / 5,616m³/h 11,232m³/h
deballasting must also be taken into account, where loading to maximum
deadweight/draught deballasting must be completed well before finish of
loading to allow the ballast tanks to be properly drained.
During the initial loading of cargo the flow rate should be limited to 1 metre
per second, until the lower tank top is covered and all turbulence and splashing
has been reduced. Thereafter the flow rate can be increased, subject to the
restrictions of the pipeline size, the number of tanks loading simultaneously
and any other safety limitations.
Illustration 2.2.2a Measuring and Sampling Positions
No.6 Water Ballast Tank No.5 Water Ballast Tank No.4 Water Ballast Tank No.3 Water Ballast Tank No.2 Water Ballast Tank
Residual
Tank No.1 Water Ballast Tank
Slop Tank No.6 Cargo Oil Tank No.5 Cargo Oil Tank No.4 Cargo Oil Tank No.3 Cargo Oil Tank No.2 Cargo Oil Tank
(Port) (Port) (Port) (Port) (Port) (Port)
No.1 Cargo Oil Tank

R R R R R R (Port)
H H
H T H T T T H T H T H T H
H H
T T H T T H T H T H T H
R
R R R R R
R No.1 Cargo Oil Tank
(Starboard)
Slop Tank No.6 Cargo Oil Tank No.5 Cargo Oil Tank No.4 Cargo Oil Tank No.3 Cargo Oil Tank No.2 Cargo Oil Tank
(Starboard) (Starboard) (Starboard) (Starboard) (Starboard) (Starboard)
No.1 Water Ballast Tank
Dump Tank
Detail of 2" Seal Valve
Key
Detail of 1" Seal Valve
R Saab Radar Beam Level Transmitter
T Cargo Temperature Measuring Transmitter (Three Level)
H
Omicron High High Level Alarm Switch
2" Seal Valve Mounted on Hatch for Portable Tank Washing Machine
Hatch Hatch 1" Seal Valve Mounted on Hatch for Portable Tank Washing Machine
2" Seal Valve Mounted Directly to Deck Plating via Stub Piece
Issue: Final Draft - March 2008 IMO No: 9319686

2.2.2 Measuring and Sampling • A single control beep is emitted every 2 seconds when the Hermetic UTI Measuring Device
sensing probe is in contact with air
Digital Temperature
• A continuous beep is emitted when the probe is in contact with Display
Portable Measuring Equipment Window Wiper
petroleum products
Manufacturer: Tanksystem • An intermittent beep is emitted when the probe is in contact
Type: Hermetic UTI with water
Model: Gtex SS1-Q2 30m
The instrument is powered by a 9V battery stored in the electronic terminal
HERMe
housing. Electronic power consumption is very low, ensuring long operation Ullag
tic UTIm
Introduction e-T
emp
eratu eter Locking /
without the need for battery replacement. The instrument is fitted with a low re - In
terfa
ce D
etec Winding Handle
tor
battery continuous tone indictor signal, making the operator aware of the battery
Cargo and slop tank levels, with high level alarms, are relayed to the Ship’s
condition which may lead to erroneous readings if not replaced immediately. Buzze
On/O r
ff
Reading Index
Control Centre (SCR) by Saab TankRadar radar beam type transmitters and Sign
Air /
als:
ente
r
displayed on a CRT monitor. An Omicron independent overfill alarm is fitted

Vapo
ur
Backl ON
Designed for easy maintenance, the Hermetic UTI sensing probe consists of
Hydr ight
ocar
bon
= co
ntinuo
OFF
to each cargo, slop, fuel oil and residual tank, designed to alarm at 98% of
Water us Cerifi
= inte catio
KEM
A 02 n:
rmitt
ent
a stainless steel tube terminated by a PFA head, the probe incorporating an ATEX
1097
X
each tank’s volume. Each cargo and slop tank is fitted with a temperature
ultrasonic liquid level sensor, temperature sensor and conductivity electrode. Tape Cleaner
measuring device, readings from each tank are displayed in the SCR on the
The instrument has the facility to be calibrated for temperature correction
Saab TankRadar screens and are given at three levels, 10, 50 and 90% of tank
should it be required.
volume. Ballast and fuel oil tank levels are also displayed in the SCR on the THIS
DEVI
SAFE
COUP CE MUST
TY
Saab TankRadar screens.

LED BE
ORIG TO AN
TANK INAL
The ullage detector consists of two piezoceramic plates and electronic

SY
OR GR STEM VA
OU LV
A TA NDED W E
GROU NKSYST ITH
ND ING CA EM
BEFO
RE BLE
TANK AND DU
circuits. When the sensor head is immersed in a non-conductive liquid (oil or UNTI
ENTR
L TANKY AND
RING
Three C1SS (1") seal valves plus one C2SS (2") seal valve are fitted to each
EXIT
petroleum), the emitted ultrasonic signal is detected by the receiver, coded and Speaker Unit
cargo oil tank, and one C1SS plus one C2SS to each slop tank. These seal
sent to the instrument unit which activates a buzzer with a continuous beep.
valves provide hand dipping points, independent ullage checks, temperatures
and oil/water interface readings using the Hermetic UTI portable cargo
Interface detection is possible using the principle of measuring the conductivity
monitoring device. The seal valve allows for the connection and disconnection
between an active electrode and a grounded electrode. When the liquid in
of the portable cargo monitoring devices without having to broach the inert gas
which the probe is immersed is conductive (water), the ullage sensor detects
in the cargo tanks. The seal valves are each mounted on a hatch for the portable
the presence of the water as well as the oil and the conductivity electrodes
tank washing machines with the exception of the (2”) seal valves on the slop
and associated electronic circuits modulate the coded signal to generate the
tanks which are mounted directly via stub pieces and onto the deck.
intermittent beep.
Sufficient hand dipping points are fitted for checking the dryness (retained on
The sensing element used to detect temperature is a semi-conductor, the current
board value) of the cargo oil tanks in accordance with the requirements of the
output of which is proportional to the absolute temperature. One conductor of
IMO.
the measuring tape is used as a power line for the temperature sensor and the
other as the return conductor.
Prior to cargo operations the Omicron high level alarms (98%) are tested by
removing the cap nut and pulling up the test rod on each individual unit.
Operation of the Ullage/Water Interface Mode
Instrument Description
a) Ensure that the Hermetic 2'' sounding pipe isolating valve is
The Hermetic UTI tape is a gas tight portable, multi-function gauging closed.
instrument designed to measure the ullage, temperature and interface of liquid
cargoes under closed gauging conditions. b) Remove the sounding pipe screw cap. With the Hermetic UTI
gauging tape completely wound onto the hub and in the lock
Each instrument is individually identified with a 6 digit serial number enabling mode, fit the UTI barrel onto the sounding pipe and secure it in
instrument records to be easily maintained and followed. place with the screw collar.
Fitted with a UTI sensing probe, the unit emits three different audible beeps to
Note: It should be noted that no earthing wire is required with this unit when
alert the user as to the measuring medium in contact with the probe:
fitted correctly onto the C2SS seal valve.
Illustration 2.2.2b Hermetic UTI Tape

Identification Plate
VALVE CLOSED VALVE OPEN
Reading Index Tape Protection Tube
Digital Temperature Display
Tape Cleaner
Storage Tube
Vapour Seal Valve
Tape
Sensor
Tank Top
Retainer Tape Protection Tube
Quick-Connect
Coupler
VAPOUR
Ullage Level
Ultrasonic Level Sensor PRODUCT
Interface Sensor Temperature Sensor

Ball Valve
Interface Level
WATER
c) Switch on the power unit via the ON pushbutton on the hub face The unit is supplied fitted with a ‘zone bottle’ for sampling the upper cargo k) Open the Hermetic 2" sampling valve a maximum of 30° to
(hold down until LCD display is activated) and a two second level. ‘Spot bottles’ are available for sampling at a predetermined ullage, drain any residual liquid back into the tank.
beep is emitted. ‘running bottles’ for sampling throughout the liquid, and finally ‘bottom
bottles’ for tank bottom sampling. It is important to identify the correct device l) Close the Hermetic 2" sampling valve and remove the sampler
d) Open the sounding pipe isolating valve and ensure the wiping for the task in hand. unit.
device is set to DOWN. Slowly lower the tape into the tank by
releasing the tape locking device and wind down.
Operation for Zone Sampling Portable Hand Dipping Unit
e) Lower the tape fully until the unit begins to emit a continuous
a) Fit the zone sample bottle to the tape and retract it into the Manufacturer: Tanksystem
beep. At this point, slowly raise then lower the tape a number
Hermetic sampler barrel, locking the reel with the locking Type: Hermetic Dip 2
of times until the noise just begins, so giving an indication of
screw.
the ullage. The Hermetic UTI unit when operated diligently can
give an accuracy of ±3mm under calm conditions with the ship The Hermetic Dip 2 unit is designed for checking that the bottom of closed
b) Fit the sampling unit to the sounding pipe as described and inerted tanks are dry and free of deposits. Each unit consists of a graduated
not moving in a seaway.
previously for the ullage/interface unit. brass/stainless steel weight with graduated stainless steel tape on a reel.
f) After the ullage has been established by reading the tape through
the sight window, continue to lower the tape. If there is an oil/ Note: In cases where air within the sampler housing is likely to cause
water interface, the unit will emit an intermittent bleep when the contamination, it is recommended to purge the sampler through the pump Operation
probe is passed into water. At this point, again slowly raise then connector of the sampling unit after it has been installed on the Hermetic 2"
ball valve. a) Fit the Hermetic dipping unit to the sounding pipe as described
lower the probe a number of times to give an accurate position
previously for the ullage/interface unit.
of the interface. From these two sets of figures, ie, ullage and
water interface, an accurate product height can be established, c) Prepare the hose connection from the transfer valve of the
sampler to a sampling bottle of at least 0.5 litre capacity. b) Open the Hermetic 2" sounding pipe isolating valve and lower
again allowing for correction of height.
the dipping rod to the tank bottom by means of the attached
d) With the Hermetic sampler secured to the sounding pipe, graduated stainless steel tape.
g) When winding the tape back in, the wiper device should be set
to UP and switch off the power unit via the OFF pushbutton open the sounding pipe isolating valve and release the locking
mechanism. Lower the sampler at about 0.5 metres per second c) The operator will know when the tank bottom has been reached
on the hub face (hold down until LCD display is deactivated)
to ensure the release will be correctly released. by feeling the weight drop off the tape unit. The tape should then
and no audible beeps. When the tape is fully housed, apply
be further slackened out a few centimetres before retrieving.
the locking device. Close the sounding pipe isolating valve,
unscrew the locking ring and remove the UTI unit. Replace the e) At the liquid level hold the sampler and allow the bottle to
fill. When complete, apply the tape cleaner device to the ON d) Wind the tape all the way back up until it has reached the
sounding cap.
position and wind the tape back in. stowage position.
Operation in the Temperature Mode f) When the tape is fully housed, close the sounding pipe isolation e) Shut the Hermetic 2" isolating valve and remove the dipping
valve and lower the sampling bottle until it is sitting on the unit from the tank.
With the unit on, as above, it should already be reading the temperature. ball of the Hermetic 2" valve. This will open the valve of the
The reading can be changed to °C or °F and the resolution (degrees decimal sampling bottle. f) The innage can be read from the graduated dipping rod.
required) can be adjusted by following the menu system. The probe should be
allowed to soak for approximately two minutes to give an accurate indication. g) Open the transfer valve on the side of the sampling unit, attach Note: Oil or water detecting paste can be applied to the dipping rod to help
A temperature reading should be taken from the bottom, middle and top levels the pump to the pump connector of the sampler and activate the identify the residues.
of the product to give an average overall reading. The sensor range is -40°C to pump.
+90°C, with an accuracy of ±0.2°C.
h) Transfer the liquid sample into the sampling bottle.
Portable Sampling Unit
i) When the sampling is completed close the transfer valve of the
Manufacturer: Tanksystem sampling unit and remove the pump.
Type: Hermetic Sampler GT-STRD
j) Lift the sampling bottle and lock the crank to close the valve of
the sampling unit.
2.2.3 Slop Tank Usage or water washing and monitored at regular intervals. Readings Dump Tank
must not exceed 8%.
Introduction This tank has the following primary use:
Residual Tank • Reception of accumulated water on the upper deck via the
There are two slop tanks with five uses as follows: drains or Wilden pumps.
This tank has the following primary uses:
• Cargo carrying tanks • Reception from the deck steam condensate drain.
• Oil retained in one of the slop tanks which cannot be loaded on
• Crude oil washing (COW) when utilising the eductors
top may be transferred to the residual tank for discharge ashore
• Water washing prior to tank inspection or refit or loaded on top at a later date.
• As part of the Odme system, the flow is automatically diverted, • Reception of the drainings from the drip trays without
as necessary, to the port slop or residual tank when decanting compromising the quality of cargo within the cargo tanks.
slops or discharging heavy weather ballast to sea
• Reception of the drainings from the automatic stripping system
• Tank volume (product) heating drain tank.
• Reception of the drainings from the engine room sludge tank.
Loading of the both slop tanks is completed in the normal manner from No.3
cargo main bottom line.
Illustration 2.2.3a Slop Tank Cross-Section
Emptying of the slop tanks is normally via the main suctions during bulk
discharge and from the stripping suctions in the pump room during draining.
During COW, fresh crude oil can be drawn from the starboard slop tank via the
direct suction from the pump room via valve 053V. Crude oil is pumped up the Slop Tank Slop Tank
Dirty Clean
COW line and through the eductor system simultaneously. The eductors can
discharge to either slop tank, depending on grade segregation.
During water washing, both slop tanks are normally utilised. Clean water 054V From Cargo
060V
is drawn from the starboard slop tank and the drainings from the eductor Stripping
discharge are directed to the port slop tank. Clean water flows across to the From Cargo Stripping Approximately Pump and
Pump and Eductor ½ Volume
starboard slop tank via the balance line. Careful management of the slop tanks Eductor
is essential at all times. The following useful guidelines should be noted:
1) The slop tanks are aft and of relatively small volume. Care must 10.0m
be taken when loading these tanks as they fill quickly.
To Cargo
Oil Pump
2) Prior to COW, it is necessary to decant the free water from 053V Starboard
all cargo oil tanks, including the slop tanks, subject to grade Approximately
segregation. Slop tanks, when they have been utilised in the 2m
055V 204V
‘Load on Top procedure’ (LOT), are to be discharged and 1.0m
refilled with ‘dry’ crude oil prior to the commencement of Water Ballast Tank Water Ballast Tank
COW. During COW, fresh crude oil can be drawn from the (Port) (Starboard)
starboard slop tank via a direct suction from the pump room,
valve 053V. The levels to which the slop tanks are recharged are
arbitrary, but sufficient ullage is required in the clean slop tank
to allow for the cargo pump to maintain suction and the balance
line to remain covered if both slop tanks are used.
3) Oxygen content readings of the slop tank atmospheres and cargo

oil tanks to be crude oil washed must be taken prior to COW
Illustration 2.2.4a Cargo and Slop Tank Heating System

Slop Tank No.6 Cargo Oil Tank No.5 Cargo Oil Tank No.4 Cargo Oil Tank No.3 Cargo Oil Tank No.2 Cargo Oil Tank No.1 Cargo Oil Tank
Deck Water Seal Residual Tank
(Port) (Port) (Port) (Port) (Port) (Port) (Port)
Condensate Condensate Condensate Condensate Condensate Condensate

Header 6 Header 7 Header 7 Header 7 Header 7 Header 7
Condensate Steam Steam Steam Steam Steam Steam
Header 1 Header 6 Header 7 Header 7 Header 7 Header 7 Header 7 Condensate
Header 6
Steam
Header 1 50 50 50 50 50 50 Steam
50 50 Header 6
217V
50
25 300 250 200 150
203V
220V
25 150 100 75
202V 25
50 100
100 100 100 310V 309V 100 100 100 25 238V 25
50 Steam
Steam 50 50 50 50 50 50 239V 240V 50 Header 6
300 Header 1 295V Condensate
Condensate Steam Steam Steam Steam Steam Header 6
150
Header 1 Header 4 Header 7 Header 7 Header 7 Header 7 Steam
25 25 Condensate Condensate Condensate Condensate Condensate Header 7
25 Header 4 Header 7 Header 7 Header 7 Header 7 Condensate
236V Header 7
287V 286V
244V 241V
Slop Tank No.6 Cargo Oil Tank No.5 Cargo Oil Tank No.4 Cargo Oil Tank No.3 Cargo Oil Tank No.2 Cargo Oil Tank No.1 Cargo Oil Tank
Dump Tank (Starboard) (Starboard) (Starboard) (Starboard) (Starboard) (Starboard) (Starboard)
50
Pump Room 100 100
Condensate Header
50 150
250
Upper Deck 100
150 Steam Main
LC
25 Condensate Main 100
T/C Heater
(160m3/h) 50
50
50 50
100 Drain Valve
50
Upper Deck
Upper Deck
Engine Room
Key
300
From Engine Room (Steam)
Sea Water
150 Steam
To Engine Room (Condensate)
Tank Bottom Exhaust Steam
2.2.4 Slop Tank and cargo tank Heating Procedure for the Operation of the Cargo Heating System p) Regulate the temperature of each tank by throttling-in the
condensate return valve.
Both the port and starboard slop tanks are fitted with grid-type heating coils, All valves and drains closed.
the port slop tank has five coils while the starboard slop tank has four coils. The q) Check the cascade observation tank for contamination.
cargo oil tanks each have seven coils with the exception of No.1 cargo oil tanks a) Ensure all spectacle blanks in the steam inlet and condensate
which have five. The residual and dump tank are fitted with one coil each. lines are removed, both from the lines and from the tanks to be The heating coils should be shut-off at near completion of discharge of the tank
heated. to avoid overheating of the residue cargo.
It is possible to isolate each section of coils as required. The coils are supplied
with 6kg/cm2 saturated steam from the engine room and the condensate return WARNING Shutting Down the System
passes through steam traps back to the atmospheric condenser and subsequently
back to the feed filter tank. Prior to opening any steam line to swing spectacles flanges, positive a) Shut-off all individual tank steam and condensate valves.
means of isolation of the steam system should be undertaken and an
The heating coils inside the cargo and slop tanks are made from stainless steel isolation and work permit raised. b) Open drain valves to prevent a vacuum forming which could
(grade SUS316L) material to prevent corrosion (and increase their durability) draw in oil through any pipe defects.
when in contact with salt water (slop tanks) and the possible corrosive nature b) Open the steam supply and condensate return aft drain valves.
of the crude oils. c) Close drain valves when the coils have reached ambient
c) Observe the drains and allow water to drain and then the steam temperature, in order to prevent ingress of sea water during
The following table shows the heating capacity for each tank: supply from the engine room can be cracked open. heavy weather.
d) Open the forward warming through condensate crossover valves d) Close the main supply and return valves.
Tank Tank Heat Heating Number Each
Volume Ratio Surface of Grids Grid via the drain trap.
98% m3 Area m2 Length Contamination
(m) e) Open the steam supply and condensate return forward drain
No.1 port COT 8,272 0.0130 109.30 6 102.34 valves until steam is observed. If contamination should occur at the observation tank proceed as follows:
No.1 starboard COT 8,272 0.0130 109.30 6 102.34
a) Check the condensate drains on each cargo tank and locate the
f) Open the condensate return bypass valve.
No.2 port COT 10,200 0.0124 129.15 7 104.75 defective coil.
No.2 starboard COT 10,200 0.0124 129.15 7 104.75 g) Open the aft warming through condensate crossover valves via
No.3 port COT 10,260 0.0124 129.79 7 105.35 the drain trap. Close the drains when steam is observed. b) Isolate the defective tank heating coil and insert blanks in the
No.3 starboard COT 10,260 0.0124 129.79 7 105.35 steam inlet and condensate outlet lines.
No.4 port COT 10,260 0.0124 129.79 7 105.35 h) At the individual tank heating coil manifolds open the inlet
manifold valves and drains. c) Proceed to heat the tank using the other coils.
No.4 starboard COT 10,260 0.0124 129.79 7 105.35
No.5 port COT 10,260 0.0124 129.79 7 105.35 i) Slowly open the master steam supply valve. Close the warming Testing the Coils
No.5 starboard COT 10,260 0.0124 129.79 7 105.35 through valve when the master valve is open.
The modern materials and the continuous welded construction used in the
No.6 port COT 9,709 0.0128 126.78 7 102.53
heating coils tend to offer reliable service. Routine testing by checking the
No.6 starboard COT 9,708 0.0128 126.78 7 102.53 j) Open fully each coil in turn and the appropriate condensate
condensate outlet when putting the system into use will normally suffice.
Slop tank port 1,920 0.0490 95.35 6 81.08 drain checking to see no contamination.
However, pin holes can develop at welds and loose pipe brackets can cause
Slop tank starboard 1,920 0,0220 42.81 4 54.00 fretting.
k) Open the heating coil condensate return valve and test the drain
Residual tank 158 0.0490 7.80 1 35.12 valve. If contamination occurs, test the defective coil at the next possible opportunity.
Dump tank 125 0.0490 6.18 1 24.51
This is carried out by applying a fresh water hydraulic test on the coil with the
l) Close the drain valve. outlet valve closed, entering the tank when it is gas free and locating the leak.
The heating system for the cargo oil and starboard slop tank is designed to heat
the cargo oil tanks from 44°C to 65°C within 96 hours. It can also heat the slop m) Open the condensate return and close the bypass valve. A permanent repair will, in most cases, require welding. This would be carried
tanks from 20°C to 66°C within 24 hours at an ambient air temperature of 2°C out during refit. A near permanent repair can be carried out by cutting the coil
and sea water temperature of 5°C. n) Ensure all drains are closed. in way of the defect and inserting a ‘Yorkshire’ coupling.
o) Gradually increase the steam supply from the engine room.
2.3 Cargo Pumps
2.3.1 Main Cargo Pumps
2.3.2 Stripping Pump and Eductors
2.3.3 Cargo Valves
2.3.4 Automatic Cargo Stripping System
Illustrations
2.3.1a Main Cargo Pumps
2.3.2a Stripping Pump System
2.3.2b Stripping Pump Control on Mimic Panel
2.3.4a Automatic Cargo Unloading System
2.3.4b Vapour Extraction Crossover System and High Vapour Pressure Curves
Illustration 2.3.1a Main Cargo Pumps
PI Governor
PI COC PI ZS
Combined Steam Regulating 550 Exhaust Steam
and Emergency Shut-Off Valve to COPT Vacuum
Condenser
ESD
PI
PS
125
15
15
15 15
To Scupper
Engine Room
Pump Room
Temperature Gas Tight

Sensor Shaft Seal
Pump Vibration
Sensor
1
1 Upper Bearing and Seal
Temperature Sensor Pump Discharge
2
Pump Casing
2
Temperature Sensor Pump Suction
3 Lower Bearing and Seal

Temperature Sensor
3
Pump Seal Leakage
4 Collection Chamber
with High Level Alarm
LA
4
2.3 Cargo Pumps Before the cargo oil pump turbines are brought into operation, the turbine Emergency Stopping
casings must be thoroughly warmed through for approximately 60 minutes
Local Stopping
2.3.1 Main Cargo Pumps with all the drains open and proved clear before beginning to slowly rotate the
turbine. Pull the hand trip lever so that the spindle moves outward and the governor
valve closes through activation of the trip mechanism causing the turbine to
Cargo Pumps stop.
Starting
The warm-up procedure will progress until the duty engineer opens the steam
Type: Steam turbine-driven vertical centrifugal pump Remote Stopping
inlet valve very gradually, this will start the turbine rotating at a speed of
No. of sets: 3 between 100 to 200 rpm. This condition will be maintained for several minutes Press the REMOTE STOP button provided at the remote stop stations so that
Capacity: 3,000m3/h at 130mth in order to warm-up the turbine and to check over its condition. the trip mechanism activates to close the governor valve and stop the turbine.
Model (Pump): KV450-3
(Turbine): RX1 a) During the warm-up period the duty engineer will check that The remote stops are located at the following locations:
there is no abnormal noise or vibration in the turbine and the • Pump room entrance starboard
Speed (Pump): 1,330 rpm ±3%
reduction gear. If an abnormal state is noticed, the turbine will
(Turbine): 7,189 rpm be stopped immediately and the problem investigated. • Pump room bottom plates
Rating: 1,290kW • Aft end of manifolds port and starboard
Governor: Woodward UG 10DM b) The duty engineer will trip the turbine(s) by operating the hand
trip lever to confirm that the governor control valve closes • SCC cargo console
immediately. The trip will then be reset. • Engine room at the turbines
Introduction
c) With the warm-up operation completed the duty engineer at the Additionally, a low-low pressure alarm condition (100mmWG) on the IG main
The main cargo pump system consists of three vertical centrifugal single-stage request of the duty deck officer will open the steam inlet valve pressure will instigate a complete shutdown of the cargo oil pumps.
double-suction type cargo pumps. They are situated at the bottom of the pump further and gradually raise the speed up to the rated minimum
room and are driven by a single-stage Curtis steam turbine and intermediate revolutions of 650 over a period of 5 minutes. Resetting the Emergency Trip
shaft passing into the pump room through a gas tight bulkhead gland. The
pumps are each equipped with an automatic unloading (stripping) system. d) The duty deck officer tests the emergency trip mechanism on Before resetting the emergency trip, ensure the following conditions are
the cargo console in the SCC. The duty engineer will reset the fulfilled:
Procedure for the Operation of Cargo Pumps trip when the turbine is fully stopped and the speed setting is at • The pump is at the minimum load, ie, the pump discharge valve
minimum. The pump(s) will then be restarted as required. is fully closed.
Pre-Operation Checks
e) After the pump(s) is run-up to its minimum operating speed • The governor speed setting is at the minimum speed.
a) The duty deck officer should notify the duty engineer of cargo
pump requirements. The duty engineer will then make the cargo of 650 rpm, the duty deck officer will be informed that speed • The turbine steam inlet valve is fully closed and the turbine is
oil pumps ready for operation. control of the cargo oil pumps can be made from the cargo stopped.
console.
b) Before the cargo pumps are run-up the duty cargo officer is to: Reset for the trip and alarm functions is provided at the turbine side. An hours
run indicator is provided on the control panel at the turbine side.
• Ensure the pump discharge valves are closed Stopping the Pumps
• Ensure the pump volute casing and separator chamber are a) Decrease the turbine speed gradually down to the minimum 650 CAUTION
primed rpm on the cargo control console and inform the duty engineer
The manufacturer’s casing temperature set point of 80°C will be suitable
that a pump(s) is about to be stopped.
• Open the pump and line suction valves fully for cargoes of all temperatures, but if a non-heated cargo is carried, it is
advisable to reduce the set point to some 20°C above the ambient cargo
b) Stopping is possible by operating either the remote stops or the
temperature. This will give early warning of system abnormalities and
Pump Starting hand trip on the turbine. The pump discharge valve should be
lessen the likelihood of damage to the pump seals.
shut before the pump turbine is stopped.
The starting of the main cargo pump turbines is manually carried out, where the
duty engineer operates the steam inlet valve to the turbine to rotate and run it
c) Close the pump suction valves.
up or shut it down. When a turbine is up to minimum operating speed, control
of the turbine from minimum up to is full rated maximum is carried out from
a governor control lever (one for each turbine) located on the main control
console in the ship’s control centre (SCC).
Alarm and trips for the cargo pump/turbines are as follows:
• Overspeed trip, electrical and mechanical, 113% and 115%

respectively
• LO low pressure alarm, 0.6kg/cm2
• LO low pressure trip, 0.5kg/cm2
• High LO temperature alarm, 53°C
• LO tank low level alarm
• High exhaust steam back pressure trip, 0.7kg/cm2
• Pump casing high temperature alarm, 75°C
• Pump casing high temperature trip, 80°C
• Pump bearing (upper and lower) high temperature alarm, 85°C
• Pump bearing (upper and lower) high temperature trip, 90°C
• Pump pressure discharge high trip, 16kg/cm2
• Bulkhead stuffing box high temperature alarm, 75°C
• Bulkhead stuffing box high temperature trip, 80°C
• Low inert gas pressure trip, 100mmWG
• Excessive axial movement of the turbine rotor trip, 0.7mm
• Pump shaft seal leakage detection chamber high level alarm
CAUTION
Running the pump in the manual condition, ie, with the automatic stop
of the pump at finish of stripping deactivated, may result in the pump
running dry, or running with the discharge valve closed longer than the
manufacturer’s recommendation. This may result in serious damage to
the pump and its mechanical seals.
Illustration 2.3.2a Stripping Pump System
Ship’s Control Centre Cargo Control Console

0.50 1.00
0 MPa 1.50
kg/cm2
Suction Press
0.50 1.00
0 MPa 1.50
kg/cm2
Discharge Press
12
4
0
16
0
ba
r
Stripping Pump
Engine Room Pump Room
PA PA To Port or 'MARPOL' Line

Starboard Discharge To
Slop Tank Manifold
Discharge Suction
Transmitter Transmitter
From AUS
Drain Tank No.1 H
PT
From AUS 079V
Drain Tank No.2 PI
096V H
PT
From AUS Cargo
Drain Tank No.3 PI Stripping 077V
Pump
H H 078V
From Port and 100/67m3/h
Starboard Slop Tanks 073V
From Cargo Pump H
Casings, Filter and Key
Bottom Lines 072V
094V Stripping Line
H
Control Air
080V
Valves 079V and 080V
are Operated from
095V Deck Stand Valves on
Upper Deck
2.3.2 Stripping Pump and Eductors Stripping Pump The stripping pump can be used to drain the cargo lines and the pump
room bilges to the port or starboard slop tank, to shore via the 125mm line
General
(MARPOL line), or if necessary to overboard via the ODME line with the
Cargo Stripping Pump
The stripping pump is situated at the bottom of the pump room and is driven by ODME in operation.
Manufacturer: Shinko Industries Ltd a two-speed electric motor located in the engine room. The drive for the pump
No. of sets: 1 is via a shaft and deck box fitted with a gas tight/watertight seal. The pump The MARPOL line connects to the manifolds outboard of the manifold valves.
Model: VPS 100HW is fitted with temperature monitoring of the casing, intermediate bearings and It may also be used as a back-up alternative stripping device, along with a
stuffing box seal. single stripping eductor.
Type: Electric-driven, two-speed positive displacement
piston type As the stripping pump is a positive displacement type, it should never be used
Speed rating: Pump: 52/35 rpm to pressure test the cargo oil or COW lines, additionally, the pump should be Operation of the Stripping Pump
Motor: 900/600 rpm started with the pump discharge open and the lines set accordingly.
a) Ensure the stripping pump automatic lubricator is topped-up
Capacity: 100/67m3/h at 130mth
Control of the stripping pump, starting, stopping and high/low speed selection with oil.
Rating: 75/55kW
is from the cargo mimic on the control console in the SCC.
b) Open the pump discharge valve 077V to the MARPOL line if
Cargo Oil Stripping Eductor stripping ashore plus the required manifold valves, or pump
Illustration 2.3.2b Stripping Pump Control on Mimic Panel discharge isolating valve 079V, 203V and 060V to the port
Manufacturer: TeamTec slop line and tank, or alternatively 054V if discharging to the
No. of sets: 2 starboard slop tank.
Type: 6-8-10
Capacity: 340m3/h (total head 30mwc) c) Open the pump suction valve 080V, the suction line master
S.C.
H
CT078V
MASTER
H valve if transferring from the pump room bilges; valve 096V if
Driving fluid: Cargo/water, 460m3/h at 12.5 bar CT079V
TRIP STOP CT081V
draining out the AUS drain tank, valve 072V for the cargo pump
CT080V
START / START /
RUNNING RUNNING
HIGH LOW From W.B.
casings and strainers and connection onto the bottom lines, or
Water Ballast Stripping Eductors CT083V
073V if drawing from the port or starboard slop tanks.
Manufacturer: TeamTec
No. of sets: 2 CT077V STRIPPING
PUMP
CT073V d) The pump can be started and stopped locally or from the SCC.
Type: 10-10-12L CT072V
In the ECR there is only the facility for stopping the pump. It
is expected in normal operations that control of the pump will
Capacity: 250m3/h (total head 20mwc) CT048V
STOP RUNNING
MASTER CT093V
CT068V
be carried out from the SCC cargo control mimic. On the cargo
TRIP
Driving water: 980m3/h at 3.0 bar CT051V CT067V CT194V

control console there is an ammeter indicating the load on the
OPEN
P
pump, plus a suction and discharge gauge. A master trip button,
3/4
1/2
1/4
a stop button and start buttons for low and high speed. Remote
0
CT045V CLOSED CT039V
Bosun’s Store/Chain Locker/Void Space Bilge Eductor

CT042V
stopping of the pump may be carried out from the pump room
Manufacturer: TeamTec CARGO PUMP NO. 1 CT205V
entrance and pump room bottom.
No. of sets: 2
Type: 1½ - 2 - 2½
Capacity: 9m3/h (total head 25mwc)
Driving water: Fire main, 12m3/h at 9.0 bar
Cargo and Ballast Stripping Eductors c) Increase the speed of No.1 cargo oil pump and open its discharge
valve. Increase the pump speed until a minimum drive pressure
The cargo oil and ballast stripping eductors are used for final stripping of of 10 bar is shown on the gauge. When a suction is shown on
tanks, although in normal operations, the AUS unloading system should be able each eductor, open the hydraulically operated suction valves as
to bring the cargo oil tanks to an almost dry condition utilising the stripping required.
suction in each tank which are located in sunken wells. The cargo eductors
are primarily used to keep the cargo oil tanks that are being crude oil washed Monitor the level in the slop tank throughout. Using both the port and starboard
almost dry. slop tanks with the balance line gives greater capacity and control.
Essentially the operating procedure for both sets of eductors is the same, just
that the supply comes from a different source and that the cargo oil eductor
discharges to either of the slop tanks, while the ballast eductor discharges
directly overboard.
Operation
The following text refers only to the cargo stripping eductor, the setting up of
the ballast eductor is covered in Section 3.7.1.
The driving fluid for the cargo oil stripping eductor can be supplied by any
of the main cargo pumps. During COW operations the main cargo oil pump
supplying the eductor will also be supplying a number of COW cleaning
machines. The cargo oil pumps are each rated to be able to supply both
eductors and an effective maximum number of four cargo oil tanks and their
respective cleaning machines.
It is important that the effective drive pressure does not drop too low so that the
suction pressure is maintained. Additionally, there is the possibility that drive
fluid may flow back to the tank through the eductor lines via an open suction
valve.
Procedure to Supply Driving Fluid an Eductor
a) When the point is reached to use the stripping eductor, the speed
of the cargo pump selected for drive duty should be reduced or
stopped to allow effective changeover from bulk discharge to
eductor operations.
b) The port slop tank is designated as the dirty tank and the
starboard tank is the clean tank.
Position Description Valve

Open Eductor discharge to port slop tank valve 060V
Open Slop tank discharge master valve 203V
Open No.1 eductor suction valve 063V
Open No.1 eductor drive valve 075V
Open No.1 COP top crossover discharge valve 051V
2.3.3 Cargo Valves
All the principal cargo valves are operated from switches on the cargo control
console mimic panel in the SCC. The switches supply electric power to pilot
valves which direct oil from the cargo valve’s hydraulic system to one side 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 type
butterfly valves used for ship side valves and manifold connections. Although
the manually operated valves in the system are shown on the mimic, they are
not supplied with a manual indicator. All remotely controlled valves have a
status indication on the console, indicating whether they are open or closed.
The main discharge valve of each cargo oil pump and the main suctions from
each cargo tank can be controlled and stopped at any position between fully
open and fully closed. A position indicator for each valve is provided adjacent
to each valve on the cargo mimic.
Hydraulic pipes are led directly to each valve from the respective solenoid
valve cabinet. In the case of a solenoid control power failure of the valve, it is
possible to operate the valves by manually operating the respective pushbutton
on the solenoid rack. For emergency use, two portable hydraulic handpumps
are supplied.
The following valves have a throttling function with an intermediate position

indicator and can be stopped at any position between open and closed:
• Ballast pump discharge valves
• Cargo tank main suction valves
• Cargo pump discharge valves
• Ballast overboard discharge valve
The other remote operated valves have only fully open or closed functions with
open/closed indication.
See Section 2.6 for details on the control of the cargo and ballast valves.
Illustration 2.3.4a Automatic Cargo Unloading System

From From No.1 VC-016V (C30) No. 1 AUS No. 2 AUS No. 3 AUS
No.2 No.3
COMPLETION COMPLETION COMPLETION
Vacuum Vacuum LOW SEP LVL
OF STRIP
LOW SEP LVL
OF STRIP
LOW SEP LVL
OF STRIP
Unit Unit VC-017V
No.2 DRAIN TANK DRAIN TANK DRAIN TANK
To Vacuum Unit No.2 HIGH LEVEL HIGH LEVEL HIGH LEVEL
VC-018V
No.3 To Vacuum Unit No.3 Control Signals
C1 J8 VLV
50 100
VLV
50 100
VLV
50 100
POSITION POSITION POSITION

Sealing C10 SEP LVL 0 %
O
150
SEP LVL 0 %
O
150
SEP LVL 0 %
O
150
Fresh Water PI
VP Unit C6 J40
C49-1
C49 C2
C8 No.1 C5 C3
No.1 50 100 50 100 50 100
Vacuum DRAIN TK DRAIN TK DRAIN TK
Pump Motor LEVEL LEVEL LEVEL
C16 C12 0 % 150 0 % 150 0 % 150
O O O
To Residual SOURCE
C17 C67 DC
Tank OFF ON
GEV GEV GEV

C109 CLOSE NOR CLOSE NOR CLOSE NOR
1 1 1
1.5
0.5 1.5 0.5 1.5 0.5 1.5
MPa MPa MPa

SOURCE
0 2 0 2 0 2
C35 AC
OFF ON
DISCH VLV AFTER STRIP DISCH VLV AFTER STRIP DISCH VLV AFTER STRIP
COP COP COP COP COP COP

STOP RUN STOP RUN STOP RUN
SE
SE
SE
O
O
PE
PE
PE
LO
LO
LO
N
N
C
C
C20 ALARM STOP
DISCH VLV AUS TRIP DISCH VLV AUS TRIP DISCH VLV AUS TRIP
MAN AUT OFF ON MAN AUT OFF ON MAN AUT OFF ON
TEST
OFF
LAMP BZ No.1 VP VP RELIEF No.2 VP VP RELIEF No.3 VP VP RELIEF
STOP OFF STOP OFF STOP OFF
154VCP START AUT No.3 No.2 START AUT No.3 No.1 START AUT No.2 No.1
H1 VP & GEV
INTERLOCK
VP & GEV
INTERLOCK
VP & GEV
INTERLOCK
RESET RESET RESET
LP
LAH A1
A5
A9 langiS lortnoC
A23
Drain Tank Tank Cleaning Main No.1 A3
Manhole J2
0.5m3 Line Cargo Line Separator
3.49m3 J3
A23
H 051V H 045V HP PI
A4
A20 A10
Key
(B1)
Steam
P 058V A22 Fresh Water
No.1 H
Cargo Oil Cargo Tanks Cargo Oil
089V Pump Mudhole 039V
Cargo Vapour
Stripping Pump
096V Pneumatic Line
102V 105V (A) H Suction from
From No.2 Vacuum Unit
105V (B) Bottom Crossover Valve Normally Closed
Drain Tank 042V
From No.3 Vacuum Unit
Drain Tank To Stripping Pump Normally Open
093V
2.3.4 Automatic Cargo Stripping System Component Description a pressure switch which is operated by the pneumatic signal from each level
transmitter (A3). The pumps can also be started and stopped by means of the
Separator (A1)
control switches on the control panel in the SCC.
Model: AUS4532-3 Each pump is equipped with a screw-down non-return suction valve (c16) to
No. of sets: 3
Capacity: 3.49m3 prevent 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 acts
Introduction as a reservoir for the supply of sealing water to the vacuum pumps.
The separator is a tank on the suction side of the cargo oil pump. It contains an
The automatic cargo stripping system is provided to improve the efficiency of integrated lattice screen (A20), which assists in the separation of the gas from
stripping the cargo oil tanks and to assist in the maintenance of high bulk rate the liquid and protects the pump from damage by ingress of debris. Gas Extraction Valve (C30)
discharge. It utilises the cargo oil pumps to complete the stripping operation No. of sets: 3 (one fitted to each separator)
which reduces unloading time. The operation is fully automated. The vapour collects at the top of the separator where it is extracted by the
vacuum pump system (C1). A level transmitter (A3) is mounted on the side of The gas extraction valve (C30) is a pneumatically operated piston type valve.
The basic principle of the system is to automatically prevent the suction of each separator. The transmitter converts the liquid level to a pneumatic signal The three valves, one from each separator are located at the pump room entrance
gas into the pump, thus enabling the cargo oil pump to complete the discharge which controls the discharge valve (b1), vacuum pump (c2) and gas extraction level. Each valve is installed in the gas extraction line leading from the top of
without using a conventional small capacity reciprocating pump. valve (c30). the separator (A1), and is opened and closed by a solenoid valve controlled
through a pressure switch, which is operated from the level transmitter (A3).
The gas drawn in from the bellmouth tank suction and the cargo oil vapour A series of crossover valves after the gas extraction valves allow for a degree
Discharge Control Valve (B1)
produced in the suction line are separated from the cargo oil in the separator, of redundancy in the vacuum pump units while still maintaining the AUS
on the suction side of the cargo oil pump. The gases gather at the top of the No. of sets: 3
operations on any single cargo pump.
separator from where they are extracted by the vacuum pump system. Each Type: Pneumatically operated, non-tight butterfly valve
pump has its own individual vacuum unit, although there are crossover valves The extraction valve opens when the separator level is less than 50% and closes
located after the pneumatically operated gas extraction valves which allow a when it returns to 70% or more.
unit to draw on another pump’s separator. The discharge control valve (B1) is a butterfly type valve driven by a pneumatic
cylinder and controls the pump capacity. The valve is controlled remotely
When a large volume of gas enters the separator during the stripping stage, either by the automatic control signal from the level transmitter (A3) on the Drain Tank (H1 One Per Sealing Water Tank)
the liquid level in the separator drops. This would normally cause the pump separator, or by the manual control signal from the manual loader on the
control panel in the SCC. The selector switch is used to select automatic or Any liquid (fresh water or cargo oil) which overflows or is drained down from
to lose suction and stop pumping. To prevent this condition, the discharge the vacuum pump unit is stored in this tank. Each tank has its own non-return
valve of the cargo oil pump is throttled in proportion to the liquid level of the manual control of the discharge valve. Three-way cocks are situated locally to
enable the discharge valve to be opened in an emergency. isolating valve, the tanks are emptied by the stripping pump via non-return
separator and adjusts the flow rate accordingly. The lower the liquid level falls, valve 096V. A high level alarm unit is fitted on each tank and is indicated on
the more the discharge valve closes, for this operation the discharge valve B1 the cargo control console, additionally, there is a local sight glass and sounding
(switch DISCH VLV - MAN AUT) must be set in automatic mode and the gas A valve position gauge (black indication needle) which is integrated with the
separator level gauge (red indication needle) is located on the AUS control pipe. Each drain tank has a capacity of 0.5m3.
extraction valve set to normal operation (switch GEV CLOSE - NOR) on the
AUS control panel. When a preset level is reached in the separator (50%) the panel in the cargo control console and indicates the position of this valve.
vapour vacuum extraction pumps cut-in to draw off the vapour in the separator, Operating Procedure
this will then cause the liquid level to rise and the discharge valve is opened Vacuum Pump Unit (C1) and Vacuum Pumps (C2) Setting Up the System for Automatic Stripping
accordingly.
Manufacturer: Shinko Industries Ltd At the beginning and during the majority of the bulk discharge it is not always
Model: NSW80 necessary to have the AUS system set to automatic operation. It is only when
Capacity of pump unit: 320m3/h the separator level begins to fall is it necessary to have the AUS system in
Maximum vacuum: -0.0733MPa automatic mode.
No. of pumps 3
a) Ensure that there is sufficient water in the vacuum unit sealing
tanks. The level can be topped-up by opening valve c17.
There is a single vacuum pump unit associated with each main cargo pump
which draws off vapour from the pump separator. The vacuum pumps are of b) Set the SOURCE AC and SOURCE DC switches to ON.
the horizontal water ring type, each driven by an electric motor through an
intermediate shaft which passes through the bulkhead from the engine room. c) On the AUS automatic unloading console set the DISCH VLV
The pumps extract the gas from the top of the separators (A1) and discharge it - MAN AUT switch to AUT. The discharge valve will now be
to the port slop tank. The pumps (C2) are automatically started and stopped by controlled by the separator level transmitter.
Illustration 2.3.4b Vapour Extraction Crossover System and High Vapour Pressure Curves True Vapour Pressure (Absolute psi)
3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19
50°C 50°C
VP RELIEF
Figure 1
OFF
No.3 No.2 40°C 40°C
Atmospheric Pressure (14.7 psi)

Liquid
Temperature
30°C
30°C Reid Vapour 30°C
Pressure = 6 psi 11.1 psi
VC-016V (C30) Reid Vapour
From From No.1 Pressure = 8 psi
No.2 No.3
Vacuum Vacuum 20°C Reid Vapour 20°C
Unit Unit VC-017V
No.2 Pressure = 10 psi
To Vacuum Unit No.2
VC-018V
No.3 To Vacuum Unit No.3 10°C 10°C
True Vapour Pressure (Absolute psi)
C1 J8 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19
50°C 50°C
Sealing C10
Fresh Water PI
VP Unit C6 J40
C49-1 Figure 2
Vapour Outlet C49 C2
from Drain Tank 40°C 40°C
C8 No.1 C5 C3
No.1
Vacuum
Pump Motor
C16 C12 Liquid
To Port Slop Temperature
C17 C67 Reid Vapour 30°C
Tank
30°C Pressure = 6 psi 30°C
C109 Reid Vapour

Pressure = 8 psi
C35
20°C 20°C
Reid Vapour
Pressure = 10 psi
C20
10°C 10°C
-0.06 -0.05 -0.04 -0.03 -0.02 -0.01 0
1300 1300
1200 Figure 3 1200

-0.057 Bar 1150 rpm
Pump 1100 1100 Pump
Speed Speed
(rpm) 1000 1000 (rpm)
900 900
-0.144 Bar 850 rpm
800 800
700 700
-0.07 -0.06 -0.05 -0.04 -0.03 -0.02 -0.01 0

Minimum Suction Pressure (Bar)
d) Set the gas extraction valve GEV CLOSE - NOR selector As the tank level falls further towards the bottom of the tank, turbulence The selection switches VP RELIEF on the control panel are used in the event
to NOR. This will allow the gas extraction valve to operate occurs around the suction pipe and gas begins to be drawn into the bellmouth that a vacuum pump unit is out of action. With the appropriate manipulation
automatically. of the tank suction. This gas is separated in the same manner as previously of these switches and the crossover isolation valves located after the gas
described. extraction valves, it is possible to make a vacuum pump unit operate under the
e) If it is required that a COP is to be stopped automatically by the control of a signal from another separator.
AUS control system when it is finished discharging its last set When the tank level falls further, the liquid surface around the bellmouth
of tanks, then set the AFTER STRIP COP STOP - COP RUN becomes violently disturbed and a large volume of gas can be sucked from For example, No.1 AUS vacuum pump naturally draws from its own separator,
selector to STOP for the selected cargo pumps. This will cause the bottom of the bellmouth. Under these conditions the level of liquid in the but can if necessary draw and operate under the control from either No.2 or No.
the cargo pump to stop when the COMPLETION OF STRIP separator falls to a level where the signal air pressure from the level transmitter 3 AUS separator by moving the VP RELIEF OFF No.3 - No.2, to the correct
lamp flashes and the buzzer sounds, also the AUTO TRIP on/off causes the discharge valve to close and decrease the flow. The speed of liquid selection position and opening the correct crossover valves. The illustration
selector on the selected pump must be switched to on. flowing into the bellmouth decreases and the disturbance around the bellmouth 2.3.4b shows the selection switch for No.1 AUS set to No.3 line and the
also decreases, thus the amount of gas being drawn into the bellmouth corresponding crossover valves set accordingly.
f) Setting the automatic unloading system AUS TRIP 0N - OFF decreases.
selector to ON will cause the associated vacuum pump to stop When the vessel carries high vapour pressure cargo (HVPC) which is classified
and the gas extraction valve to close when the COMPLETION When the volume of gas being drawn into the bellmouth becomes less than the as a cargo which has a Reid pressure above 8psi, there is the risk of excessive
OF STRIP lamp flashes and the buzzer sounds. extraction capacity of the vacuum pump, the separator level begins to rise and pump cavitation during discharge. This is due to the cargo boiling-off under the
at the same time the discharge valve begins to open gradually and the pump effect of a low suction vacuum pressure. Illustration 2.3.4b gives the relationship
g) Set the vacuum pump switch No.1 VP STOP START - AUT discharge flow begins to increase. between the Reid pressure and the true vapour pressure (absolute).
(for each pump) to AUT, this allows the vacuum pump to be
available as required. This cycle will repeat until the discharge valve is opening only slightly while When an HVPC type cargo is carried, strict observation should be made to
the amount of gas drawn in is increasing. When the separator level falls the cargo pump suction pressure to ensure it does not fall below the minimum
While the liquid level in the cargo oil tank is above 70% of the separator level to below 5%, the red lamp LOw sep lvl, on the control panel lights up, suction pressure. As the level in the cargo tanks fall to a low level, the suction
the automatic unloading system is not required. showing that unloading has reached the stripping stage. pressure will increase, if this pressure falls below the minimum value excessive
vapour will be generated in the pump casing with resultant pump cavitation.
As the stripping of the cargo oil tank advances, even though the vacuum pump The relationship between Reid vapour pressure, pump speed and minimum
CAUTION
is running continuously, the level in the separator does not rise. As a result suction pressure for an HVPC cargo can be seen. In order to maintain the
Do not open the manual discharge valves from the separator to the the discharge valve remains closed most of the time. When the low separator discharge within the limits there are two possible operations that can be used:
vacuum pump unit until the cargo tank level is below the height of the level lamp has remained on for three minutes the red lamp COMPLETION OF
sealing water tank measured up from the keel. Opening these valves • Reduce the pump speed thereby lowering the minimum suction
STRIP flashes and the buzzer sounds, signifying completion of discharge.
when the tank level is high can result in cargo carry-over to the water value. This will achieve the desired effect although it will
sealing tank. increase the time taken to finish the cargo operations. The pump
If the AFTER STRIP COP STOP- COP RUN selector switch has been set at
speed should be reduced in steps corresponding to the increase
COP STOP, then the cargo pump will stop automatically at this stage. However,
As the tank level falls, the suction pressure also falls and approaches the vapour in the suction pressure. Consideration should be made of any
if the switch has been set to COP RUN, then the cargo pump will continue to
pressure of the liquid being pumped. Part of the liquid will turn to vapour and limitations placed on the ship by the receiving terminal to
run. If the residual liquid appears to warrant more stripping it is possible to
accumulate at the top of the separator (A1) and, as a result, the separator level maintain a minimum discharge pressure.
control the pump and the discharge valve manually, in which case set the AUS
begins to fall. TRIP OFF - ON selector to OFF to release the trip condition of the vacuum • Close in on the pump discharge valve when the minimum speed
pump and the gas extraction valve. This operation will allow the vacuum pump has been reached in order to maintain a required discharge
When the separator level falls below 50%, a pressure switch is actuated by the and gas extraction valve to return to automatic control if conditions warrant pressure.
pneumatic signal from the level transmitter (A3) and the vacuum pump (C2) it. When it can be judged that there is no advantage in operating the pump
starts. At the same time the gas extraction valve (C30) opens and the discharge continuously, the pump can be stopped manually. In order to help reduce the problems in pumping HVPC cargoes, consideration
valve (B1) is throttled-in by a corresponding amount. should be given to the tanks into which it is loaded. As a guide it is best to load
CAUTION these cargoes in the forward wing tanks if possible, so that when the ship has a
The vacuum pump extracts the gases and the separator level rises. When the stern trim, the head from these tanks will be maintained for a longer period.
separator level recovers above 70%, the gas extraction valve (C30) closes, Running the pump in the manual condition may result in the pump
the vacuum pump is stopped ten seconds later. The discharge valve (B1) then running dry, or running with the discharge valve closed longer than
opens. the manufacturer’s recommendation, resulting in serious damage to the
pump and mechanical seals.
2.4 Inert Gas System - Main and Top-Up Generator
2.4.2 Operation of the Main System
2.4.3 Pressure Vacuum Valves
Illustrations
2.4.1a Deck Inert Gas System
2.4.1b Inert Gas System in Engine Room
2.4.2a Inert Gas Generator Control Panel No.3
2.4.2b Inert Gas Generator Control Panel No. 2
2.4.2c Bridge and Engine Room Inert Gas Panels
2.4.3a High Velocity Pressure/Vacuum Valve
2.4.3b Mast Riser Manual/Automatic Valve

Illustration 2.4.1a Deck Inert Gas System
(Port) (Port) (Port) (Port) (Port)
016V 018V 020V 022V 024V No.1 Water Ballast
Slop Tank Tank (Port)
(Port)
035V 036V 026V
Residual
Tank 002V 004V
450 450
026V 024V 012V 014V 016V 018V Mast Riser With 020V 022V
Flame Arrester
200 250 250 250 250 250 250
034V 100
450 350
32
450 030V 031V
400 032V
027V 350 028V 029V 100
100
100 100 100 045V
250 250 250 250 250
046V 450 450
015V 017V 019V 021V 023V
200 250
Dump 025V 013V 003V 005V
Tank
027V
Slop Tank
037V 038V
(Starboard) No.1 Water Ballast
017V 019V 021V 023V 025V Tank (Starboard)
450 No.6 Water Ballast Tank No.5 Water Ballast Tank No.4 Water Ballast Tank No.3 Water Ballast Tank No.2 Water Ballast Tank
(Starboard) (Starboard) (Starboard) (Starboard) (Starboard)
001V From Inert Deck Water

To O2 Analyser Gas Scrubber 450 Seal
400 Shore Connection

009V
PT PT PI 450
To Ballast System
007V 008V 006V 011V 010V
Key
400 50
Sea Water 80 Inert Gas
143V 016V
Supply 50 25
50 Sea Water
6
To Cargo System Upper Deck
Steam Supply
142V 141V 140V Steam
012V
Condensate 042V Condensate
To Inert Gas Sample Monitor
Bottom
004V
2.4 Inert Gas System - main and top-up • Emergency inerting from deck of the ballast tanks via dedicated Inert Gas Fans
generator flexible hoses. The system offers additional flexibility for
Manufacturer: Flebu
inerting and purging the ballast tanks, by the IG main connecting
into the ballast main piping via a spool piece on deck before the Type: Centrifugal single-stage
2.4.1 System Description Capacity: 11,232m³/h (No.1 fan rated at 100%)
IG main block valves.
5,616m³/h (No.2 fan rated at 50%)
Main System Model: No.1 fan BK31.5-1E 24.5kPa
Main Inert Gas System
Manufacturer: Smit Gas Systems BV No.2 fan BK31.5-1E 20.0kPa
Type: Fin 11.250- 0.1 The flue gas from the boiler uptake is led into the plant, then cooled and
Capacity: 11,232m³/h (No.1 fan rated at 100%) cleaned. The gas is then distributed by the fans to the cargo oil and slop tanks Two electrically-driven inert gas fans are supplied. Fan No.1 is capable of
5,616m³/h ( No.2 fan rated at 50%) via a deck water seal non-return valve and distribution piping. The system is supplying the full rated inert gas capacity, 11,232m³/h, fan No.2 is only rated
used to purge the ullage spaces in the cargo oil tanks of hydrocarbon gases for 50% of this value (5,616m³/h). They draw the gas from the boiler uptake,
Fan manufacturer: Flebu and replace them with an inert gas, keeping the oxygen content below 5% by through the scrubber, and deliver to the deck distribution pipe system via the
Rating: No.1 fan 102kW, No.2 fan 66kW volume. The composition of the inert gas by volume should be: deck water seal with sufficient over-pressure to form a high velocity gas jet
• Carbon dioxide (CO2) approximately 13.0% at the inlet to the cargo tanks. The blower casing of each fan is provided with
Top-Up Generator System water washing spray nozzles and drains, the washing system is automated via
• Oxygen (O2) approximately 4-5% the inlet spray valve (Danfoss inlet valve type EV250B). During the run-down
Manufacturer: Smit Gas Systems BV • Sulphur dioxide (SO2) < 100ppm period after use, fresh water is injected onto the fan impeller in order to clear
Type: Gin 500 - 0.15 away any soot particles. However, both the fresh water inlet valve and the drain
• Nitrogen (N2) Balance valve are manually operated.
Capacity: 500m³/h
However, during low boiler load operation, the oxygen content of the boiler
exhaust gas will tend to rise, due to the higher excess air required for good The system consists of the following components:
Introduction
combustion.
Scrubber
The inert gas system (IGS) consists of a main inert gas plant, using boiler flue
WARNING The scrubber is of the tower type and consists of inlet water quench cooler
gas and an independent inert gas generator plant to provide a gas explosion
When running with the boiler on a low load, the flue gas blower may area, tower elements and spray nozzles. The purpose of the scrubber unit is to
protection system, ie, a low oxygen content in the cargo oil tanks and slop
draw air down the boiler funnel uptake resulting in an out of range cool the exhaust gas, remove soot particles, sulphur and sulphur dioxide from
tanks. This is achieved by maintaining a slight over-pressure in the tanks at all
oxygen acceptability. the exhaust gases drawn from the boilers and therefore produce a ‘clean’ inert
times. Whilst discharging the cargo, liquid pumped out of the tanks is replaced
gas.
by inert gas. Pressure of the inert gas in the tanks is to be maintained above
atmospheric pressure at all times.
Inert Gas Hazards Hot flue gases are drawn from the boiler uptake and induced through the
scrubber quench cooler section where they are sprayed with sea water. In
The IG used on this vessel is produced either by a conventional flue gas
WARNING this stage, the gases are pre-washed and cooled to approximately 90°C. At
plant, which cools and cleans exhaust gas from the boiler uptake, or by an
the lower end of the scrubber, the gases are deflected through a wet filter,
independent inert gas topping-up generator system, which burns marine diesel Due to the composition of the gas and lack of oxygen, it is an asphyxiating
providing further cooling and cleaning.
oil at a very low excess air setting. The resulting exhaust gas from either system gas and also contains other toxic gases. Therefore, exposure or breathing
is cooled and cleaned before being fed into the cargo tanks. this gas should be avoided and safety precautions must be adopted to
The gas then passes into the open spray tower, which is the final cooling
ensure personnel are not at risk.
process. The water mist is highly efficient in removing sulphur. The spray
The main system is designed to maintain a positive tank pressure of
also assists in maintaining the wet filter in a clean condition by a continuous
1000mmWG, with a tank oxygen (O2) content of less than 5% maximum. Oxygen Effects and Symptoms to Inert Gas Exposure flushing action. The clean cool gas passes through a mesh demister in the top of
15-19% Inability to work correctly, headache, dizziness and some nausea the scrubber tower, the demister effectively prevents water droplets from being
The system is used during:
12-14% Fast breathing, fast pulse, bad co-ordination, poor concentration carried over with the outlet gas flow. The quench cooler section, in addition to
• Cargo oil unloading 10-12% Hard breathing, faster pulse, blueness of lips, nausea its role of the initial cooling and cleaning action, also provides a water seal for
• Hydrocarbon gas purging the boiler uptakes.
8-10% Mental failure, fainting, ashen face and vomiting
• Tank cleaning 8-9% 8 minutes, fatal: 6 minutes 50% fatal: 4-5 minutes recovery An independent cooling sea water supply pump supplies the scrubber.
• Crude oil washing 4-8% Coma in 40 seconds, convulsions, breathing failure and death Emergency cooling water can be provided from either of the bilge, fire
and ballast pumps. The water leaving the scrubber is discharged directly
• Reducing the O2 content in the tank volume overboard.
Illustration 2.4.1b Inert Gas System in Engine Room Air Inlet AS PCV
To Funnel Top
S
ZS
6 Bleed
PZA 400 No.1 Blower
P1 H P
L a b 100% a b TZA
Sea Water GS GS GS GS H GC PCV Bleed
150 P 015V Vent
037V 029V Purge
450 350 P 008V Valve 6 Valve
003V 005V 450 P S 50
001V b a b
From Boiler GS GS 350 GS GC AS
Uptake No.1 500 15 b a S 027V
GS GS Fan Impeller 018V
007V 450
025V 040V P Water Wash Valves 50 TT P1
AS 033V Delivery
S
032V Measuring Valve
No.2 Blower
150 250
S S 028V 50% Point
AS P 014V AS 50 H P O2 Analyser Plate O2
S a b a b H H
From Steam GS GS GS GS S F1 QT QIA
System 15
50 FZA Scrubber
250
L 004V 006V To Inert
TZA
From Boiler PLC Gas System
500 H
FD Fan 80 50 on Deck
030V 019V Air
50 H
AS LZA Overboard 450 450
S S
LZA AS
026V 100
AS P 013V P L H P
a b TZA a a b
S 017V T1 P1 GS GS GS
GS GS H 25
From Boiler 300
100 100
009V Delivery Valve 100 Deck
Uptake No.2 500 15 50 011V
002V Water
041V 50 S Seal
100
AS
Overboard
P
a b 50
GS GS
To Fresh Water To Funnel
PZA Generator Sea 010V
PIC
P1 L AS S Water Pump Purge Valve
Compressed Air
Filling Line S S WS040V PI
H
TZA
T1 No.1
PS 016V 50
PI 50 25 80
Overboard 50 Steam Supply
Pilot PS
40 H Burner WS057V
S S Condensate
Main 32
Deck Water Seal Pumps Upper Deck
Diesel Oil Tank 10 P1
Burner
P1
for Inert Gas
40 WS039V 012V
Generator 15 PI
023V L 042V
50 PZA XZA Combustion
From Fresh L Chamber PS Bottom
Water in 125 PI Key
H Engine Room
Inert Gas
TZA 020V WS056V
No.2 Diesel Oil
L
15 PZA
Overflow Tank TZA Compressed Air
L WS055V
25 T1 P1 Sea Water
P1 036V
Fresh Water
150
022V 50 Saturated Steam
From Sea Overboard
M Water Pump 80 65 From Main Sea Condensate
Blower Unit in Engine Room 024V Water Crossover Line Exhaust Steam
Boiler Uptake Valves (001V and 002V) Oxygen Analyser Pressure/Vacuum Breaker
As the boiler uptake valves (flue gas isolating valves) are subject to high A fixed oxygen analyser is installed in the IG room (Panel 20), which samples
temperature variations they are therefore not gas tight in the closed condition. the inert gas directly after it has passed through the blowers. A sample is also Manufacturer: Smit Gas Systems BV
Gas leakage into the system is prevented by the automatic provision of air taken on the inert gas deck main, forward of the deck water seal, located No. of sets: 1
sealing from the boiler FD fan when the flue gas system is shut down and the forward of the isolating valve (006V) and swing check valve (008V) adjacent Type: Dual pipe - liquid filled
boiler is operating. A manually operated valve is mounted close to each boiler the isolating valve (007), which is delivered to the second analyser in the IG
Capacity: 40m/s inert gas velocity
uptake duct for soot cleaning on the boiler side of the boiler uptake isolating room (Panel 25).
valve; steam for this operation comes from the low pressure steam system. Opening pressure: 1,800mmWg
Double-acting cylinders, controlled by solenoid valves, pneumatically operate Vacuum: -700mmWg
Pressure Monitoring
the master uptake valves. The boiler uptake isolating valves should be steam
blasted before flue gas is directed into the inert gas system. Forward of the isolating valve (007) is a sample point which leads to the pump
A pressure/vacuum breaker is fitted to the main inert gas line on deck as
room top to a local pressure gauge and pressure measurements sensors. The
indicated above. It is filled with a mixture of antifreeze (glycol) and water. It
pressure is relayed to the SCC inert gas system for low pressure alarm and low
Sealing Air Valve (013V and 014V) will open at a preset pressure or vacuum, thus protecting the tanks against too
low pressure cargo pump trips.
high a pressure or vacuum.
To prevent boiler flue gas leaking past the boiler uptake valves when the plant
is shut down and a boiler is running, a sealing air supply line is fitted. This runs
Deck Water Seal There is a level sight glass fitted to the side of the PV breaker which should
from the discharge side of the boiler forced draught fan to the pipeline between
be checked before cargo operations. The correct mixture of antifreeze is 50%
the boiler flue gas isolating valve and the downstream main valve. When the Manufacturer: Smit Gas Systems BV
fresh water to 50% ethylene glycol. Testing of the density is according to the
boiler uptake valves to the scrubber are open, the sealing air pneumatic piston No. of sets: 1 planned maintenance programme, with the results recorded in the Inert Gas
operated valve is closed and vice versa. Type: Displacement Record Book parts B and C.
Sealing height: 2,500mmWG
Blower Discharge Valves (005V and 006V) Capacity: 11,250m³/h Before topping-up of the mixture can take place, the pressure on the IG main
must be reduced to slightly above or near to atmospheric, in order that the
Butterfly control valves operated by pneumatic actuators, will control the flow
pressure on the PV breaker is relieved in order to add the antifreeze.
through the system. To protect the blower motor, the valves are held in the The deck water seal is of the displacement type. The water inside the seal is
closed position during the blower start-up period. The correct valve will open displaced into a reservoir during operation, and immediately falls back and
subject to the chosen blower. closes the seal in case of loss of positive gas pressure, preventing any back- Inert Gas Top-Up Generator (TUG)
flow of cargo gases. The deck water seal is gas leakage proof, due to an internal
Inert Gas Delivery Control Valve (007V) double seal pipe forming two gas barriers. Manufacturer: Smit Gas Systems BV
Type: Gin 500 - 0.15
One delivery control valve, driven by a pneumatic double-acting actuator, is The water seal has a built-in retractable heating coil for use in cold weather
provided on the main line. During start-up and shutdown the valve is held in Capacity: 500m³/h
conditions. There is an inspection glass with a locking cover for water level
the closed position. The degree of opening of this valve is controlled by the sighting. The deck seal is fitted with a sealing water low level alarm. Diesel oil consumption: Approximately 42kg/h at maximum capacity
demand from the deck supply controller. Its position is linked to the purge
valve. The mesh demister in the upper part of the seal effectively prevents carry-over The function of this inert gas generator is to enable the inert gas inside the
of water droplets under all flow conditions. In the event of a loss of IG delivery tanks to be topped-up to the normal working range without having to put the
Purge Valve (008V) gas pressure, the water immediately falls back and closes the seal, thereby main system on-line. Changes in the climatic conditions and the areas the ship
preventing any back-flow of gases to the boilers in the engine room. is passing through can radically change the pressure inside the tanks.
This valve is maintained in the open position. It is linked with the delivery
valve automation, and will proportionally alter its position with regards to the Any back-pressure from the cargo tank area will induce an over-pressure in the The unit comprises an oil burner and combustion chamber, a scrubber, a blower
position of the delivery control valve. This valve will be fully closed when the reservoir chamber above the water level and force water into the centre tube. and a diesel oil pump unit. This unit operates automatically and can be set to
delivery valve is fully open. The water level in the centre tube will rise and thus prevent gas from leaking start and stop at given pressures set on the control panel. An independent sea
past the seal. An externally mounted sight glass is provided, enabling the level water cooling supply pump supplies the topping-up generator cooling system.
Bleed Vent Valve (015V) of the seal water within the chamber to be checked. Overfilling of the deck Emergency cooling water can be provided from either of the bilge, fire and GS
water seal is prevented by a weir and direct overboard discharge. The deck seal pumps. The water leaving the unit is discharged overboard.
This automated valve is situated after the delivery valve and before the deck
is constantly supplied with sea water from one of two supply pumps; a pressure
seal. It serves the purpose of ensuring that if the tank pressure is higher than
sensor on the sea water supply will start the standby pump which should be Diesel oil is burned in the combustion chamber. The products of combustion
the line pressure before the deck seal, it will vent and maintain the deck seal
set to automatic, should the pressure fall below the alarm limit or the running are then led through the cooling tower where the gas is cleaned and cooled. The
pressure in balance. This prevents the water being forced out from the deck
pump fail. inert gas is then delivered to the inert gas main through a delivery control valve.
seal.
The effluent discharge from the TUG is directly overboard.
Illustration 2.4.2a Inert Gas Generator Control Panel No.3
ERGENC I.G.G CARGO CONTROL ROOM SEA WATER

M
PANEL 3
Y
E
AIR I.G. DR AIR

SEALING AIR CLOSED TZA-H
SCRUBBER SEA PZA-L INLET TO DECK
SEA WATER CLOSED CLOSED 6807
WATER PUMP 1702
STOP SEALING AIR PZA-L
AIR
INLET
CLOSED TZA-H I.G. DR AIR
RUNNING 6803 PURGE
BLOWER 1
SCRUBBER SEA 1702 CLOSED CLOSED 6807 TO DECK
CLOSED
WATER PUMP
RUNNING 6803 PURGE
BLOWER 1
50%
CLOSED
BOILER UP TAKE
1132 6801 50% 6806
1132 6801 6806
BOILER UP TAKE
DECK MAINLINE
DECK MAINLINE
1102 OVER
OVER
M
1102
OPEN PRESSURE
OPEN OPEN CAPACITY
PORT FZA-L
RUNNING 6804 FAILURE HIGH
M
1111 1703 INERTGAS OPEN CAPACITY PRESSURE
OPEN OPEN
OPEN 6021
STEAM TZA-H
CLOSED CLOSED 6820 6041 6111 6112
LOW
PORT RUNNING 6804 FAILURE HIGH
SOURCE SUPPLY
SOOT BLOWING
FZA-L
ACTIVE 6813
1141 CLOSED BLOWER 2
LOW-LOW
1111 INERTGAS
6811 50% 6816 QIRA
1703
BOILER UP TAKE CLOSED
6021
LZA-H 9001
OPEN
M
5512
STEAM
1132 OPEN OPEN
TZA-H
STBD RUNNING 6814 FAILURE
1142
UPTAKE VALVES
FAILURE
OPEN
LZA-L CLOSED OPEN
OXYGEN
HIGH CLOSED CLOSED 6820 6041 6111 6112
LOW
5511 QIRA
SEALING AIR 7001
SOOT BLOWING
OXYGEN OXYGEN OXYGEN ANALYSER 6071
6813
ACTIVE
HIGH- HIGH LOW FAILURE
5516
HIGH
1141 CLOSED BLOWER 2

PZA-L TO PNEUMATIC EQUIPMENT
50% QIRA
LOW-LOW
BOILER UP TAKE 6811 6816
INSTRUMENT AIR 1505
CLOSED
CLOSED OPEN SEAL WATER
LZA-H
2114
PURGE 9001
5512
OVERBOARD
2105 2103
6001 6031
M
POWER FAILURE
PZA-L LA-L
1132
1012
OPEN OPEN
FUEL OIL 6121 6104
TZA-H
OPEN DECKSEAL PRESSURE/VACUUM STBD RUNNING 6814 FAILURE
1142
FUEL PUMP OVER 2335
BREAKER
BOARD BURNER
M PZA-L
TZA-H TZA-H ON OVERBOARD
1053
RUNNING 1013 FAILURE 2362 2312
OPEN
FLAME
LZA-L OXYGEN
FAILURE
FUEL OIL
1059 2040 2021/2121
UPTAKE VALVES
TOPPING UP
GENERATOR
FUEL GAS
GENERATOR
POWER
FAILURE
EMERGENCY
STOP
FAILURE 5511 CLOSED OPEN HIGH
AMBIENT AIR 2202
PZA-L PZA-H
QIRA
LZA-H
BLOWER
2011 2010 2322
READY TO
START
READY TO
START 7001
SEALING AIR
PZA-H POWER PLC SYSTEM
M
RUNNING 2203 FAILURE

2321
PZA-L
CCRP
OPERATION
FAN VIBRATION
HIGH
24VDC BATTERY
LOW
STANDBY FOR
DELIVERY OXYGEN OXYGEN OXYGEN ANALYSER 6071
2320
LCRP
OPERATION
BLOWER VALVES
FAILURE HIGH- HIGH LOW FAILURE
SEA WATER SEA
OVERBOARD
HIGH
PZA-L 5516
PUMP RUNNING WATER RESET ACKNOWLEDGE LAMP TEST
1505 TO PNEUMATIC EQUIPMENT

RECORDER INSTRUMENT AIR SEAL WATER
MODE SELECTION 2114 CLOSED OPEN
1 - SYSTEM OXYGEN 0-10% 1 - FLUE GAS MODE
2 - DECK OXYGEN 0-25% INERT GAS OUTLET 2 - GAS FREEING MODE TOPPING UP COOLING WATER SUPPLY GENERATOR
3 - DECKMAIN PRESSURE 0-250 mBAR TEMPERATURE OPERATION SELECTION START / STOP START / STOP PURGE
3 - TOPPING UP MODE
OVERBOARD 6001 6031
2105 2103 PZA-L LA-L
°C
2 3 FUEL OIL 1012
100 TZA-H 6121 6104
0 50 100 150 200 250 50
FUEL PUMP 2335 DECKSEAL PRESSURE/VACUUM
1 OVER OPEN
0 1 2 3 4 5%
BURNER BREAKER
M BOARD
0 PZA-L ON OVERBOARD
TZA-H TZA-H
RUNNING 1013 FAILURE 1053 2312 FLAME
2362
FAILURE
UPTAKE VALVE 1 PORT UPTAKE VALVE 2 STBD
DELIVERY 1059 2040 2021/2121
0 - CANCEL 0 - CANCEL FUEL OIL
1 - SELECTED 1 - SELECTED START / STOP
TOPPING UP FUEL GAS POWER EMERGENCY
GENERATOR GENERATOR FAILURE STOP
1 1
1 AMBIENT AIR 2202

0 0 PZA-L PZA-H LZA-H READY TO READY TO
2
3 BLOWER 2011 2010 PZA-H 2322 START START POWER PLC SYSTEM
PMA
M
2321 CCRP FAN VIBRATION 24VDC BATTERY STANDBY FOR
PZA-L OPERATION HIGH LOW DELIVERY
2320 LCRP BLOWER VALVES
OPERATION FAILURE
SEA WATER SEA OVERBOARD

OXYGEN CONTENT OXYGEN CONTENT DECKMAINLINE PRESSURE PUMP RUNNING RESET ACKNOWLEDGE LAMP TEST
WATER
SYSTEM DECKMAIN LINE CONTROLLER
PR PR
1
OK OK
1 2 1 2
MAIN SWITCH
SMIT
GAS SYSTEMS
2.4.2 Operation of the Main System bilge, fire and GS pumps can be utilised to supply the scrubber The bleed vent valve (015V) will open and close automatically to regulate any
tower via crossover valve 024V. Start the pump from the engine imbalance of flow to the tanks according to the line pressure on deck.
The flue gas system main control and monitoring panel (panel 3) is situated room or the selection switch (COOLING WATER SUPPLY
in the SCC. The panel is subdivided, one side contains the mode selectors, START/STOP) on the control panel in the SCC. o) Check temperatures and pressures of the IG system.
the start/stop/alarm functions and the running mode. On the top the system is
represented in the form of a mimic diagram, with appropriate indications and g) Confirm rinsing water is available and the drain is correctly p) Check and adjust the flow through the oxygen analyser bubbler
pushbuttons. The other side contains the pressure controller, oxygen contents set. unit.
and inert gas temperature gauge and a three-pen recorder/indicator unit for:
• The system oxygen content 0-10% h) Open blower inlet valve for the blower 1 or 2 (normally closed), If the deck pressure low level alarm lights are illuminated, wait until the deck
ensuring that the blower inlet valve not to be used is closed. This pressure is higher than the alarm level pressure set point, then press the RESET
• The deck main oxygen supply content 0-25% action is fitted with an interlock detection unit to subsequently button to clear the alarm.
• The deck main pressure 0-250mbar operate the correct blower discharge valve.
If the inert gas pressure is lower than 100mmWG, the low-low alarm will
A sub-panel (panel No.4) on the bridge contains indication of the deck main i) Ensure the air inlet connection (above IG room near to the stop the operation of the cargo pumps until the correct pressure is restored. If
line inert gas pressure high or low, oxygen high, common fault alarm indication, swimming pool) is closed. This is fitted with an interlock. the vessel cannot place adequate load onto the boilers to produce the correct
an oxygen content and pressure indicator. oxygen content, it may be necessary to use the Inert Top-up Generator to
j) In the SCC set the selector mode keyed switch to position 1, provide a supply to increase the tank pressure.
An additional sub-panel (panel No.5) is located in the ECR, this panel includes FLUE GAS MODE.
alarm indication for oxygen level high, scrubber water level high and low, flue Stopping
gas blower vibration high, flue gas discharge temperature high, instrument air k) In the SCC select the UPTAKE VALVE 1 PORT for the port
pressure low, IG deck main pressure high, low and low-low, common fault boiler or the UPTAKE VALVE 2 STBD for the starboard a) Press the DELIVERY START/STOP button to deselect the
alarm and power failure indication. boiler, by turning the switch to 1, for the chosen uptake (1- discharge to deck.
SELECTED).
The system will divert delivery with the delivery valve (007V) closing and
Procedure for Operating the Main Inert Gas System l) Check that all of the valve indications are showing their correct the purge valve (008V) to atmosphere will open. The bleed vent valve (015V)
positions. If all is correct the READY TO START lamp should near the deck water seal will open as required. This bleed vent valve is situated
Starting
be illuminated on the SCC panel. approximately two metres before the deck water seal.
a) In the IG room ensure that the blowers are free from water,
viewing via the inspection covers, then close. The blowers can b) Ensure that fresh water is connected to the running fan casing
m) Press the GENERATOR START/STOP pushbutton.
only be started twice in one hour. cleaning line and that the drain valve is open.
A control signal will be sent to open the selected flue gas isolating uptake
b) Switch on the main power supply the control panel. This must c) In the SCC press the GENERATOR START/STOP.
valve. Ten seconds after this valve is fully open the selected flue gas blower
be switched on at least 12 hours prior to being required, and
will start. The discharge valve on the blower will remain in the closed position
as such it would normally left on for the analyser and space As the blower runs down the system automatically opens the rinsing valve (027V
for a period of ten seconds as the blower runs up to speed.
heaters. or 028V) after about 30 seconds, supplying rinsing water for approximately 30
seconds, which will clean off any soot deposits as the fan comes to a stop.
c) Check that the instrument air isolating valve is open, then CAUTION
check and log the calibration of the oxygen analyser, setting the The blowers must not be started a second time for 15 minutes after a d) In the SCC deselect the UPTAKE VALVE 1 PORT for the
reference airflow to 100 litres/hour. failure on the first start. This time interval is required to allow the rotor port boiler or the UPTAKE VALVE 2 STBD for the starboard
to stop before the second start. boiler by turning the switch to 0, for the chosen uptake (0 -
d) The sealing air fan for the uptake valves must be running. This CANCEL).
fan should always be running. The blower will discharge to atmosphere for a minimum of two minutes, if after
this period of time has elapsed the oxygen value in the inert gas is below the e) Switch off the cooling water pump.
e) Ensure that the deck seal is constantly supplied with sea water acceptable limit, then the SYSTEM STANDBY FOR DELIVERY indication
by one of the supply pumps. In normal operation one pump is lamp will be illuminated. The sea water system for the scrubber tower should be kept running for a
constantly running in manual mode, with the other pump on cooling down period, then the pump can be stopped.
standby automatic back-up mode. n) Press the DELIVERY START/STOP pushbutton.
f) Ensure that the sealing air fan is in operation for the boiler
f) Manually open the scrubber sea water supply pump suction, The delivery valve (007V) will open and the purge valve (008V) to atmosphere uptake valves.
discharge and the scrubber overboard discharge valve in the will close. Regulate the flow by adjusting the Up and Down arrow buttons on
engine room. If the scrubber pump is unavailable, either of the the capacity regulator panel.
Illustration 2.4.2b Inert Gas Generator Control Panel No.2
I.G.G LOCAL CONTROL ROOM PURGE
PANEL 2
OPEN OPEN
ERGENC INSTRUMENT AIR
M 2114
6031
Y
E
6001 6071
TO PNEUMATIC EQUIPMENT
DELIVERY
TZA-H
PZA-L
STOP 2335 CLOSED
1505 2105 2103
PURGE
QIRA
OPEN OPEN
FUEL OIL 1012 7001
OXYGEN OXYGEN ANALYSER

6031
INSTRUMENT AIR
2114
BURNER
6001 6071
TO PNEUMATIC EQUIPMENT
FUEL PUMP LOW HIGH FAILURE
PZA-L ON
DELIVERY
TZA-H
TZA-H
PZA-L 2335
1053
1505 2105 2103 CLOSED
QIRA M OVER
FUEL OIL 1012 7001
2312 FLAME
BOARD
OXYGEN OXYGEN ANALYSER
FAILURE
LOW HIGH FAILURE

BURNER
FUEL PUMP PZA-L ON
SPACE HEATER ON
1053 TZA-H
M
1059 2040 2021/2121
2312
OVER
FLAME
FUEL OIL
BOARD
RUNNING 1013 FAILURE FAILURE
2021/2121
1059 2040
FUEL OIL
PZA-L PZA-H CARGO CONTROL ROOM

2011 2010 LZA-H
2322
AMBIENT AIR 2202
FLUE GAS COMMON CARGO CONTROL ROOM

BLOWER GENERATOR
RUNNING
FAULT
PZA-L PZA-H LZA-H
M PZA-H

2321
2011 2010 2322
AMBIENT AIR 2202
FLUE GAS COMMON

PZA-L 2412
2320
BLOWER GENERATOR FAULT

SEA WATER
RUNNING
M
GENERATOR STAND BY
PZA-H
READY TO FOR DELIVERY
START
OVERBOARD
2321
SEA WATER
PUMP RUNNING
POWER
24VDC
EMERGENCY
STOP
PLC
BATTERY
LCRP
OPERATION
CCRP
OPERATION
LOW
RESET ACKNOWLEDGE LAMP TEST
PZA-L 2412
2320
HOUR COUNTER OXYGEN CONTENT SEA WATER

BLOWER MOTOR SYSTEM
GENERATOR STAND BY
READY TO FOR DELIVERY
PR START
OVERBOARD
h OK
00000 0 0 1 2 SEA WATER POWER EMERGENCY PLC LCRP CCRP

PUMP RUNNING 24VDC STOP BATTERY OPERATION OPERATION
LOW RESET ACKNOWLEDGE LAMP TEST
TOPPING UP GENERATOR STANDBY FOR DELIVERY

OPERATION SELECTION START / STOP START / STOP
MAIN SWITCH
SMIT
GAS SYSTEMS
Capacity and Deck Main Pressure Control Gas Freeing Procedure for the Operation of the Top-Up Generator (TUG)
The required deck main pressure can be set by the capacity regulator on the The IG plant is also used for purging the cargo tanks with fresh air during gas Starting of the generator is done from the local topping-up generator (TUG)
SCC control panel. The signal from the capacity regulator automatically freeing operations as follows: panel in the IG room. On the front of the panel (panel 2), the system is
operates the delivery and purge valves. When the set point of the capacity for represented in the form of a mimic diagram and with appropriate indications.
the deck main pressure has been reached, the capacity regulator will close the a) Open the air inlet connection (above IG room near to the Once the system is prepared and ready for delivery, final control would be
delivery valve and open purge valve. The actual blower capacity cannot be swimming pool). This is fitted with an interlock and when passed to the SCC.
adjusted, so amount of delivery and purging is used to balance the inert gas the cover is opened the AIR INLET CLOSED light should
requirements. extinguished on the SCC mimic panel. Starting
If the oxygen is out of range, the system will alarm in the first instance. b) Open blower inlet valve for the blower 1 or 2 (normally closed), a) Check the control air supply open (normally open).
Thereafter the supply to the deck will be closed regardless of the inert gas ensuring that the blower inlet valve not to be used is closed. This
pressure and the capacity regulator setting until the oxygen content is correct. action is fitted with an interlock detection unit to subsequently b) Manually open the TUG sea water supply pump suction,
operate the correct blower discharge valve. discharge and the overboard discharge valve in the engine room.
2.15.2c Inert Gas Capacity Regulator
If the supply pump is unavailable, either of the bilge, fire and
c) In the SCC set the selector mode keyed switch to position 2, GS pumps can be utilised to supply the TUG via crossover valve
KS 90 GASFREEING MODE. 049V.
PMA
1
d) Check that all of the valve indications are showing their correct c) Check and log the calibration of the oxygen analyser.
positions. If all is correct the READY TO START lamp should
be illuminated on the SCC panel. d) Start the topping-up generator water supply pump.
2 3 e) Press the GENERATOR START/STOP button. e) Ensure that the cooling jacket sea water inlet valve is open.
W2 f) The blower will discharge to atmosphere for a minimum of f) Ensure that the marine diesel oil tank suction valve is open, and
1 - IG main pressure. two minutes, then the SYSTEM STANDBY FOR DELIVERY that the fuel oil pump valves are open.
°C indication lamp will be illuminated.
2 - Set point value.
g) Ensure that the combustion air blower gearbox oil level is at its
7
4 3 - % Modulation position of over-capacity valve;
100 = 100%, over-capacity valve fully closed, ie,
g) Press the DELIVERY START/STOP button. correct level.
fully delivery to deck.
-ve 100 indicates the % value the over-capacity
valve is modulating at with the IG main pressure
Fresh air is supplied to the cargo oil tanks in the same manner as inert gas. The h) In the SCC set the selector mode keyed switch to position 3,
higher than the set point value. delivery valve (007V) will open and the purge valve (008V) to atmosphere will TOPPING UP MODE.
5 6 4 - Toggles between set point indication and
close.
over-capacity valve position.
i) Check that all of the valve indications are showing their correct
See Cargo Operating Manual, Section 3.6, Gas Freeing, for the procedure
5 - Decrease set point value. positions. If all is correct the GENERATOR READY TO
methods on Inerting, Purging and Gas Freeing.
6 - Increase set point value. START lamp should be illuminated on the panel.
7 - Changes the controller from Automatic to Manual.
When the red light is steady the unit is in auto. When j) Press the GENERATOR START/STOP button.
the red light is flashing the controller is in manual
mode.
k) The unit will now go through the start-up sequence. When
the operating parameters are correct (at least two minutes in
this condition) and the oxygen value in the inert gas is below
the acceptable limit, then the STAND BY FOR DELIVERY
indication lamp will be lit.
l) Press the TOPPING UP OPERATION SELECTION in the IG

room.
m) In the SCC press TOPPING UP OPERATION SELECTION to • Uptake valve failure (GS 1103 / 1123) Two LCD displays indicate the oxygen content in the IG main after the blowers
take control. and the deck main line oxygen content.
• Blower discharge temperature high (TZA-H 6807 / 6817)
n) Press the DELIVERY START/STOP button. • Blower valve failure (GS 6801 / 6802 / 6811 / 6816) The analyser is a microprocessor-based electronic unit for the continuous
monitoring of the oxygen levels in the inert gas generator outlet.
The inert gas will now be delivered in a similar manner to the flue gas inert gas The following conditions give indication in the alarm system and cause the
system, with the same control, alarm and monitoring. valves to go into shutdown position and the plant to stop operating, including The gas sample continuously flows through the analyser sensor (OXYTRON
the FO supply pump for the TUG, although not the deck seal pump: OM10) due to the pressure in the inert gas system. This ensures that the oxygen
content is continuously measured when the system is in service. The sensor
Stopping • Fuel oil pump failure (1013) is a Zirconium Oxide (ZrO2) to obtain a measurement of the percentage in
a) On the control panel press the DELIVERY START/STOP • Fuel oil pressure low (PZA-L 1053) the gas sample. The analyser has a +100mV to -10mV output signal which is
button. proportional to the oxygen content (0 to 21%) and this output is the input signal
• Instrument air pressure low (PZA-L 1505) for the amplifier to the O2 indicators.
The purge valve (010V) to atmosphere will open and the deck main valve will • Combustion air pressure low (PZA-L 2011)
close. The purge/excess valve (015V) on the line between the delivery valve When the instrument is first switched on, the upper and lower displays are
• Combustion air pressure high (PZA-H 2010)
(009V) and the deck water seal will open. illuminated for approximately three seconds and the sensor cell then warms-up
• Flame failure (XZA-L 2021 / 2121) and stabilises. The unit then gives the oxygen reading.
b) Press the TOPPING UP OPERATION SELECTION to pass • Combustion air pressure low (PZA-L 2011)
control to the IG room. The analyser should have been supplied with power for a minimum of two hours
• Cooling outlet temperature high (TZA-H 2312) before being brought into service or calibrating. This is to allow the temperature
c) Press the TOPPING UP OPERATION SELECTION to take • Cooling inlet pressure low (PZA-L 2320) controlled sensor to stabilise at the required operating temperature.
control in the IG room.
• IG temperature after scrubber high (TZA-H 2335) The continued accurate operation of the analyser depends upon regular
d) Press the GENERATOR START/STOP button to stop the • Oxygen analyser failure (7001) calibration checks, this should be done before every discharge and at shorter
TUG. intervals if required.
The following conditions give indication in the alarm system and opening of
The blower will continue to run for a period of approximately three minutes the vent to atmosphere and closing of the main discharge line valve: A second oxygen analyser type XMO2 is situated at the top of the OPSIS 2000
in order to purge the IGG combustion chamber. The sea water cooling pump which samples the oxygen content in the deck main forward of the deck water
• High oxygen content (QIA-H 7001 7.5%)
is left in operation order to cool down the unit. After this the pump should be seal, displaying the result on the SCC control panel on the LCD unit marked
stopped and the system fresh water rinsed for at least 15 minutes. deck main pressure.
The following conditions give indication in the alarm system:
• Inert gas delivery failure The oxygen content at of the various sections of the inert gas system and
Inert Gas System Alarms and Trips within the individual cargo tanks should be verified with portable analysing
• Low water level in the deck seal
equipment.
The following conditions give indication in the alarm system, and cause
complete shutdown of the plant and closure of all automatic valves except the The following conditions give indication in the alarm system and a shutdown
effluent valve and the deck seal sea water supply pump: signal to the cargo pumps: Calibration of the Oxygen Analyser
• Emergency stop • Low low deck IG pressure 100mmWG
For oxygen probe calibration turn the control on the front of the analyser to the
• Scrubber cooling water pressure low (PZA-L 1702) required setting for the calibration gas and adjust the regulator on the bottle.
Oxygen (O2) Analyser Note the type and particulars of the calibration gas.
• Scrubber cooling water flow low (FZA-L 1703)
Oxygen Analyser
• Scrubber cooling water level low (LZA-L 5511)
The oxygen is sampled by an OPSIS 2000 fixed oxygen analyser situated close Zero Calibration
• Scrubber cooling water level high (LZA-H 5512)
to the inert gas generator control panel in the IG room, with feeds to the IG a) Using the UP ARROW key bring the content to line 2 of the
• Deck seal water pressure low (PZA-L 6121) control and alarm system in the ship’s control centre (SCC) and the IG alarm LCD screen and press the SET button to display O2 MAX
panel in the engine control room (ECR). ALARM 5.0% (adjustable).
• Instrument air pressure low (PZA-L 1505)
• Blower motor failure No.1 or 2 (6804 / 6814) The IG control panel in the SCC contains a three-pen chart recorder, recording b) Using the UP ARROW key display O2 PROBE CALIBRATION
• Fresh air inlet plate open (GS 6837) the system oxygen content 0-10%, the deck main oxygen supply content 0- and then press the SET button to display SET O2 ZERO 1.5%.
25% and the deck main pressure 0-250mbar. (Dependent on O2 content of calibration gas).
c) Use the UP or DOWN ARROW keys to adjust the displayed Illustration 2.4.2c Bridge and Engine Room Inert Gas Panels
reading if it is not the same as the gas being used for
calibration.
d) Wait until the display reading is steady then press the SET
button again and the probe will be zero calibrated.
e) On completion of zero calibration a message should be displayed I.G.G. BRIDGE PANEL 4

to confirm the process is complete and successful or failed.
IGG ENGINE ROOM PANEL 5
I.G. OR AIR COMMON FAULT
TO DECK
Span Calibration I.G. OR AIR

TO DECK
COMMON FAULT
OXYGEN
a) Using the UP ARROW key set the display to O2 SPAN. DECK MAINLINE
PRESSURE HIGH
DECK MAINLINE
PRESSURE LOW DECK MAINLINE HIGH
POWER FAILURE
SCRUBBER WATER INSTRUMENT AIR

LEVEL HIGH PRESSURE LOW
b) Press the SET button to display SET O2 SPAN 20.9% . Use the SCRUBBER WATER DECK MAINLINE
DIMMER LEVEL LOW PRESSURE HIGH
UP or DOWN ARROW keys to adjust the displayed reading if ACKNOWLEDGE LAMP TEST
FLUE GAS FAN DECK MAINLINE
it is not the same as the gas being used for calibration. VIBRATION HIGH PRESSURE LOW
FLUE GAS FAN DECK MAINLINE

COMMON FAULT DISCHARGE TEMP HIGH PRESSURE LOW - LOW
c) Wait until the display reading is steady then press the SET
button again and the probe will be calibrated.
ACKNOWLEDGE LAMP TEST
DECKMAIN LINE PRESSURE DECKMAIN LINE OXYGEN
d) On completion of zero calibration a message should be displayed
to confirm the process is complete and successful or failed. kg/cm2 %
0.2 20
DECKMAIN COMMON FAULT
0.1 10 OXYGEN CONTENT
E R GE N C
0 0 M
Y
E
% 20
10
SMIT STOP
GAS SYSTEMS
Illustration 2.4.3a High Velocity Pressure/Vacuum Valve
Cover
Disc Unit
Upper Valve House

Plug
Gas Freeing Lid
Flame Screen
Plug
Vacuum Disc Flame Screen
Vacuum Seat
Flame Screen
Lift Test Spindle
Shaft
2.4.3 Pressure Vacuum Valves Pressure/Vacuum Valves Vent Mast Riser Valve
One pressure/vacuum valve is fitted to each cargo, slop, residual oil and dump The inert gas main has a manually controlled vent valve which is a weight set
Pressure/Vacuum Valves
tank, they have the combined purpose of acting as a high velocity vapour release type valve. This can be set to AUTOMATIC MODE where it will automatically
Manufacturer: Pres-Vac loading valve and serves to protect the cargo tanks from over-pressurisation or open at 500mmWG pressure and close if the pressure falls below that value.
Usage: Cargo oil tank from vacuum. The valve can release gases at high velocity well clear of the This position would be used when loading at a steady rate.
Type: High velocity valve DN200 deck, ensuring a safe atmosphere at deck level. The PV valves are fitted with
mesh flame screens at the vacuum inlet. Otherwise it can be fully closed set at POSITIVELY CLOSED and will not
No. of sets: 12
vent. It can be fully open, set at FIXED OPEN venting to the atmosphere with
Model: Over-pressure, HS-ISO- Type 2388 During sailing the PV valve will operate automatically and relieve pressure or no restrictions, when loading at full rate. See illustration 2.4.3b.
Vacuum, ISO-VAC-Type 2389 vacuum caused by thermal variations and sloshing effect. The large increase in
Lift pressure: 1400mmWG effective pressure area, which occurs when the valve disc is lifted from its seat These positions must be locked with the two locking pins (R type spring clips)
at the first stage, ensures nearly instantaneous full opening capability. The ship at the top and bottom section of the exposed valve thread.
Lift vacuum: -350mmWG
is designed to carry up to three grades of cargo concurrently, in such a way
that each set of cargo tanks can be isolated from the remaining tanks to prevent Illustration 2.4.3b Mast Riser Manual/Automatic Valve
Manufacturer: Pres-Vac the risk of contamination of cargo, and still remain in a safe condition having
Usage: Cargo slop tanks independent PV valves protecting each cargo space.
Type: High velocity valve DN150
The pressure part of the valves has a test lever to check for free movement of
No. of sets: 2
the mechanism. The vacuum section is tested by operating the push-up plunger
Model: Over-pressure, HS-ISO- Type 2388 located on the base of the unit. Fixed Open
Vacuum, ISO-VAC-Type 2389
Lift pressure: 1400mmWG The individual PV valves must be tested before each loading and discharging Automatic Mode
Lift vacuum: -350mmWG operation in order to assure the freedom of movement of the valve disc. 5
Positively Closed 1
The inert gas supply branch (250mm) to each tank is isolated by means of a
Manufacturer: Pres-Vac butterfly valve (normally locked open) and a spectacle piece (normally open).
Usage: Dump tank These valves must be either fully open or fully closed.
2
No. of sets: 1
Type: High velocity valve DN100 Liquid Pressure/Vacuum Breaker
Model: Over-pressure, HS-ISO- Type 2388 Vent Mast Riser
Vacuum, ISO-VAC-Type 2389 In addition to the PV valves there is an independent liquid PV breaker fitted
to the deck distribution main. This is located in the vicinity of No.6 starboard
Lift pressure: 1400mmWG
cargo tank and it acts as a two-way liquid seal safety device. In the event of
Lift vacuum: -350mmWG over-pressure, the liquid is blown onto the deck thereby opening the deck 3
4
main and cargo spaces to atmosphere. When an excessive vacuum exists, the
Manufacturer: Pres-Vac liquid is drawn into the deck main and opens the system to atmosphere. This
Usage: IG pressure main vent is accompanied by a very distinguishable sucking noise. The liquid PV breaker
is designed to operate after the PV valve. This means that it is the last line of
No. of sets: 1 defence in protecting the tanks from over-pressure or vacuum should the PV
Type: High velocity valve DN400 valves be defective or not of sufficient capacity. It operates at a pressure of
Model: Over-pressure, Manual/AutomaticType 1600N approximately 1800mmWG or a vacuum of approximately 750mmWG.
Lift pressure: 500mmWG
The unit consists of two vertically mounted tubular ducts fitted concentrically.
Venting capacity: 16,900m3/h Key
The inner duct is connected to the inert gas main. The unit is charged with a 1 - Indicator Inert Gas Line
mixture of 50% water and 50% antifreeze. It is fitted with sight glass and an 2 - Spindle
upper and lower test cock. The inert gas main has a vent valve which can be 3 - Valve Disk
set to automatically open, opening pressure is 5kPa. To prevent lifting at higher 4 - Valve Seat
5 - Locking Pins
pressure the valve can be manually closed or opened. See illustration 2.4.3b.
2.5.1 Crude Oil Washing (Cold)
2.5.2 Methods of Tank Cleaning
2.5.3 Cleaning Standards
2.5.4 Tank Flushing
2.5.5 Tank Cleaning Machines
Illustrations
2.5.1a Crude Oil Washing System
2.5.3a Cleaning Standards (Products Table)
2.5.5a Deck Mounted Tank Cleaning Machine

Illustration 2.5.1a Crude Oil Washing System Slop No.6 Cargo No.5 Cargo No.4 Cargo No.3 Cargo No.2 Cargo
Key
Tank (P) Oil Tank (P) Oil Tank (P) Oil Tank (P) Oil Tank (P) Oil Tank (P)
Cargo Group 1 From Deck Water No.1 Cargo
Fire Fighting System 200 Oil Tank (P)
Cargo Group 2 003V 65 65 65 65 65 65 65 65 65 65 65 65
To MARPOL Line Cargo Group 3 65

002V
069V 070V 046V 048V 050V 052V 054V 056V 058V
Upper Deck
001V
PT PI 072V 074V 076V 078V 080V 082V 084V
067V 068V 073V 075V 077V 079V 081V 083V 085V
060V 125
200 125
091V 090V 092V 125 125 125 125 125 125 125 125 125 125
PI
Pipe Tunnel Fresh 200 200 200
15 086V 065V 066V 15
H Tank Cleaning Heater 15 Water 017V
086V 109V 005V 007V 009V 011V 013V 015V
H 450 Heavy Fuel 061V
052V 006V 008V 010V 012V 014V 016V
Oil Tank 15 004V
H 150 110V 062V
075V
H 150
074V
P 059V
125 Sea Chest 047V 125 125 125 125 125 125 125 125 125 125 125 125 125 125
078V 059V
Pump Room
Pump Room Bilge Complete 049V 051V 053V 055V 057V
Bilge Suction 081V 061V Sample
H
106V Clean Up
Point 65 65
094V Fresh PI PT PI 65
125
H Water 15 15
No.1 Cargo
207V 107V 108V 65 65 65 65 65 65 65 65 65 65 65
PT
PT 450 Oil Tank (S)
080V 082V PI
PI Slop No.6 Cargo No.5 Cargo No.4 Cargo No.3 Cargo No.2 Cargo
125 208V
095V Auto P Tank (S) Oil Tank (S) Oil Tank (S) Oil Tank (S) Oil Tank (S) Oil Tank (S)
15 No.2 No.1
H 096V
System PI PT PT PI
H 079V H
150
197V 071V Slop 032V 200 030V 200 028V 200 026V 024V 200
H H H H H H
Stripping Pump 083V Oil Tank (P) H
H
600 450 450 450 011V 450
150 200
036V 017V 015V 013V 009V 022V 200
H 072V 198V
H
H H
H 600
500 001V 003V No.2
H
068V 600 Cargo Oil 007V 450
PI PI 093V 035V
Oil Tank (P) Oil Tank (P) Oil Tank (P)
Cargo 051V H P H H 150 002V 004V Tank (P)
H
Line 1 No.1 Cargo
500 045V 058V 039V 600 055V
089V 200 600
H H H H Oil Tank (P)
H 005V
H
099V 102V 105V 019V
H
067V 194V 150 450 450 450 450 450 450
H
205V
H
P Tank H
H H H 125 600
076V 210V
500
H 047V PT PT 065V 066V
100 200 204V Dump
PI PI 206V
H
Tank H H H H H H
050V H P H
Cargo
Line 2 500 600 033V 200 031V 200 029V 200 027V 200 025V 200 023V 200
044V 057V 088V 038V
201V 202V H H H H H H
098V 101V 104V H H
100 Auto 018V 450 016V 450 014V 450 012V 450 010V 450 008V 450
041V H P 450 H 211V
450
H 063V 200 203V 054V 400 600
199V
H H
500 064V
H
H 046V 021V
H
PT PT
150
062V
H
049V H P H H
Cargo Oil Tank (S)
Line 3 500 600 600
040V 450 053V

2.5 Crude Oil Washing and Tank Cleaning A main cargo pump is required to supply the driving fluid to the tank cleaning Crude oil washing must be carefully planned and systems tested and checked
System machines and stripping eductors when they are in use. Final draining is carried prior to arrival at the discharge port. Reference should be made to the vessel’s
out using the stripping eductors while the automatic stripping system fitted to approved Crude Oil Washing Manual.
each main cargo pump can be used for initial draining during washing.
Deck-Mounted Tank Cleaning Machines A crude oil tanker fitted with an inert gas system and approved fixed washing
Pressure gauges are fitted in the SCC and on the tank cleaning line aft at the equipment in its cargo tanks can use crude oil from the cargo as the washing
Manufacturer: Alfa Laval tank Equipment A/S
filter units. The pressure in the tank cleaning line is maintained by adjusting medium. This operation may take place either in port or at sea between
No. of sets: 28 discharge ports.
either the speed of the cargo pump or the rate of bleed-off if discharging a
Type: 270 FT Optima, deck-mounted, crude oil cargo simultaneously.
programmable (45° - 0° - 180°) When it is required to carry out crude oil washing during cargo discharge, the
Operating pressure: 8-10 bar (min 6 bar and max 12 bar) Two filter units and associated valves are fitted at the aft end of the tank Master should inform the competent authority and terminal (or vessel when
cleaning line to remove any debris prior to entering into the main line. ship to ship transfer is involved) at least 24 hours in advance.
Nozzle diameter: 23mm, single nozzle
Capacity: 62m³/h @ 10 bar / 56m³/h @ 8 bar A tank cleaning heater is fitted in the top of the pump room capable of raising Before arrival at the discharge port the tank washing line should be pressure
Maximum jet length: 32m the temperature of sea water from 20°C to 80°C with a throughput of 200m³/h. tested to the normal working pressure and examined for leaks. Any leaks
Length of stand pipe: 3.0m The tank cleaning heater is fitted with spectacle blanks at both the inlet and found should be made good. All block valves should be tested for their
outlet to the heater. effectiveness.
Time for full cycle: 100 minutes (450°)
(speed 1.5 rpm, pitch 3.0°) Prior to COW it is necessary to de-bottom all cargo oil tanks, including the slop
In addition to the heating coils fitted into each cargo oil tank, heating coils are
fitted in both slop tanks. Six sets of coils are fitted to the port slop tank and are tanks. This will remove any water that may have settled during transit, thus
capable of heating the sea water contents from 20°C to 66°C over a period of considerably reducing static charges that may be created during washing.
Description 24 hours. The starboard slop tank has four coils fitted. Thus, when required the
wash medium can be heated to increase cleaning efficiency. If the vessel is to conduct water washing, this may only be conducted in those
The tank cleaning system is versatile, comprehensive and self-contained tanks which have been crude oil washed, and so water washing follows on from
system with a minimum of maintenance requirements. It consists of 28 Alfa The capacity of each cargo pump is adequate for supplying driving fluid to the that operation.
Laval 270 FT Optima tank washing machines. Two tank washing machines are eductors and tank cleaning machines for at least two cargo tanks. The suction
fitted into each cargo oil tank and two into each slop tank. Mixtures of crude oil and water, ‘wet’ crude oil, can produce an electrically
capacity of both eductors is in excess of 125% of the output of all the tank
charged mist during washing much in excess of that produced by ‘dry’ crude
cleaning machines when washing both a port and starboard cargo oil tank.
The deck-mounted tank washing machine is a single nozzle, programmable, oil. The use of ‘dry’ crude oil is therefore important, and before washing begins
During crude oil or water washing, no more than four tank washing machines
turbine-driven machine, driven by the cleaning media. The vertical housing any tank which is to be used as a source of crude oil washing fluid should be
should be in operation at any one time to enable the eductors to keep the tank
rotates 360° in the vertical plane and the nozzle pattern from 45° to 0° to 180° partly discharged to remove any water which has settled out during the voyage.
bottom almost dry.
to 0° to 45° in the horizontal plane which produces a criss-cross cleaning The discharge of a layer of at least one metre in depth is necessary for this
pattern. A series of four graduated cleaning cycles offset these patterns to give purpose. For the same reason, if the slop tank is to be used as a source of oil
The tank cleaning line can be connected to the fire main, via a spool piece and
a different degree of coverage. washing, is should be similarly treated. However, where there has been load
block valves which can provide washing water for tank cleaning.
on top (LOT) procedure, then the complete slop tank should be discharged and
The movement of each machine can be verified as required by observing the refilled with ‘dry’ crude oil.
movement of the graduated nozzle angle scale and confirmed by shutting off
the other machine in a cargo tank and observing the sound pattern of the unit. The same strict criteria must be followed to avoid the hazard of electrical
Cargo oil tanks (COTs) are crude oil washed to comply with both legislation charged atmosphere, with the atmosphere tested and maintained below 8%
(contingency ballast requirements) and charterer’s requirements in order to oxygen by volume. This therefore requires the continuous use of the inert gas
The revolutions per minute (0.5 - 3 rpm) are increased or decreased by
achieve maximum out-turn. This basically would be any cargo tank it was system throughout crude oil washing.
increasing or decreasing the pressure in the drive fluid intake line, or some
intended to ballast and one quarter of the of the cargo and slop tanks. However,
minor unit adjustments.
no tank requires to be washed more than once in four months, with the A record should be made in the Oil Record Book together with a separate
exception of heavy weather ballast requirements. record to show which tanks have undergone crude oil washing and water
Spot washing can be carried out with these machines in selected sectors as
required. washing.
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 deposited It should be noted that hydrocarbon gas will be generated during crude oil
The ship is provided with a main tank cleaning line (or crude oil washing on tank surfaces. These deposits, which would normally remain on board after
line) of 200mm, with branch lines of 125mm terminating to 80mm at the tank washing, and to minimise the venting to atmosphere of this vapour, the
discharge, are then discharged with the cargo. As a consequence, the need to following should be followed.
cleaning machines. Manual butterfly valves are fitted close to the main tank water wash to remove residues is virtually eliminated. Water washing will be
cleaning line on each branch line, with spectacle flanges fitted close to the tank necessary if the tank is to be used for clean ballast. • Reduce the tank pressure during discharge to a minimum
cleaning machines to isolate these as may be required. prior to COW by adjusting the inert gas supply pressure.
• Use the vapour return line from the shore. ‘thickness’, or resistance to pouring. Thus for simplicity, water is ‘thin’, having COW Open Cycle Washing
a low viscosity, while crude oil is ‘thick’ having a high viscosity.
• Increase the discharge rate.
This procedure simply diverts some of the cargo discharge flow into the
For aromatic crude oils whose linematic viscosity is the temperature controlling tank cleaning line, thus bleeding-off and driving the tank cleaning machines.
During COW it is important to keep the tank bottom dry and an indication of
characteristics: By adjusting the degree of opening of the cargo pump discharge valves the
the tank bottom becoming dry is given by monitoring the cargo pump pressure
gauges. Confirmation can be obtained by use of the hermetic type integral 1. The kinematic viscosity of the oil used for crude oil washing pressure and rate of flow can be controlled both into the COW line and to the
dipping unit and the Saab cargo monitoring equipment. should not exceed 60cSt at the oil wash medium temperature. manifold in conjunction with the pump speed.
2. The cargo should be discharged at a temperature which exceeds By this method the cargo pump can still remain discharging ashore, the crude
The person supervising the operation must be suitably qualified in accordance
its pour point by at least 10°C. oil is not reused and this will reduce the overall discharge time. However,
with the requirements laid down by the flag administrator of the vessel and any
port regulations. 3. All necessary precautions should be taken to prevent the to achieve an effective flow to the manifold and the tank cleaning line, the
washing oil from solidifying in the COW piping system. supply tank must be able to provide an adequate suction head to the pump. As
the supply tank level decreases the supply to the manifold would have to be
Crude Oil Suitability for COW decreased, so as to keep a good pressure in the tank cleaning line.
For paraffinic crude oils whose pour point temperature is the controlling
The majority of crude oils are suitable for use as crude oil washing medium, characteristic, then the temperature of the cargo to be used for COW should Stripping of the tank being washed requires either a cargo pump in conjunction
but it should be known that certain crude oils present difficulties when used as exceed its cloud point temperature by at least 10°C. If excessive sludge is present with the automatic unloading stripping (AUS) in operation, an eductor or the
the washing medium. Where doubt exists then the owner/charterer should be then the oil should only be used once in a closed cycle wash programme. stripping pump. Tank strippings are not used to drive the COW machines and
consulted to confirm the suitability of the crude oil.
as such there is less risk of contaminating the COW line and machines with
Reference should be made to the Crude Oil Washing manual for further sediment or sludge.
The following is a list of crude oils being potentially difficult for COW: details.
Potentially Difficult Crude Oils (high pour point or high viscosity) During COW operations one of the major factors in ensuring the tank top and COW Closed Cycle Washing
Amna Lucina bulkheads are cleaned of all residues, is the level of solvency in the crude oil
washing medium. As the period of crude oil washing continues this level of This procedure involves taking the drive from the slop tank, to the tank
Ardjuna Maya
solvency will diminish if only one source is being used and is known then as cleaning line and returning to the slop tank. Generally the eductor would be
Bu Affitel Minas (Sumatra Light) wet crude. The number of tanks required to be crude oil washed as per the used in conjunction, so that the washing and tank strippings are returned to the
Cabinda Sarir charterer’s instructions (possibly a full wash of all tanks) may well be above slop tank in a contained loop. In this method one cargo pump with the eductor
Cinta Shengli the minimum MARPOL requirement. It may be necessary to crude oil wash would be involved in tank cleaning and no discharging ashore, which may
Duri Tapis partly during discharge of the cargo in an open cycle wash, then use of the therefore involve an extended discharge time.
slop tanks in a closed cycle, and after a number of tanks have been washed to
Jatibarang Tia Juana Pesado
recharge the slop tanks with fresh ‘dry’ crude. The advantage of this operation is that a constant amount of supply oil is
Laguna Tila available with the ability to constantly measure the effectiveness of the
Lagunillas During the transit period to the discharge port it is advisable when hand dipping stripping by the slop tank level. Stripping with the eductor is an effective
the tanks to gauge the degree of sediment and sludge residues at the tank means of keeping the tank stripped during washing and again by comparing
This vessel can carry crude oils which are unsuitable for COW, where use of bottom. The degree of sediment present can influence the amount of time it will eductor pressures can help determine the likely effectiveness of the washing
the heating coils in the cargo and slop tanks can be utilised to reduce residues take to conduct a COW of the individual tanks and the quantity of remaining and maintaining a relatively dry tank top.
by heating the cargo to the charterer’s requirements. Thus pumpability of the on board (ROB) at the finish of discharge. Therefore when formulating the
oil can be maintained and sludge deposits kept to a minimum. By achieving discharge plan, it may be necessary to take this information into account when By using both slop tanks together, this gives the flexibility to deliver the tank
a higher temperature, then the kinematic viscosity (resistance to flow under setting the stagger for the tanks. strippings to the port (dirty) slop tank, and take suction from the starboard
gravity) and dynamic viscosity (resistance to flow with a known induced sheer) (clean) slop tank. The level line can be used to keep the slop tank levels
will be decreased and thus increase the efficiency of the crude oil washing constant, with oil from the top of the port slop tank supplying oil to the
operation. starboard slop tank, reducing the flow of sediment into the COW line and
machine. It is important that the oil is not recycled to such an extent that it loses
Kinematic viscosity of a fluid is described as the measure of resistance to its effectiveness (solvency) and so recharging of the slop tanks would need to
flow with gravitation under its own mass force. This is normally reported in be considered. This would also help to reduce build-up of sediment in the port
centistokes (cSt or mm²/s). slop tank if it was periodically discharged.
Dynamic viscosity of a fluid is described as the measure of resistance to flow

with an induced shear stress or at a known rate of shear. This is normally reported
in centipose (cps) or millipascal seconds (mPas). It is commonly perceived as
2.5.2 Methods of Tank Cleaning Cargo and slop tanks are cleaned on normal ballast passages to a standard Basic Tank Washing Requirements
suitable for any of the products within the ship’s usual trading pattern. This
When tank washing, a good stern trim, slight port list and efficient use of
The atmosphere in the tank to be washed will fall under one of the following may not be necessary if the next cargo is identical to the previous cargo apart
equipment are important. Provided that a tank is properly drained before
headings: from the requirements for heavy weather ballast. Specific instructions will be
washing begins, a short cleaning operation with the fixed machines is normally
contained in the Company SMS and Charterer’s instructions.
• Inerted - An atmosphere made incapable of supporting sufficient to achieve a satisfactory standard of cleanliness.
combustion by the introduction of inert gas and the resultant
Unless the ship has carried a cargo of crude oil or other low flashpoint cargo
reduction in the overall oxygen content. That is, the tank Cold Water Washing in Coated Tanks
previously, gas freeing should not be necessary. Operation of the inert gas
atmosphere has an oxygen content of less than 8% by volume.
system should be in accordance with Section 2.4 of this manual. If the ship is Cold water washing is sufficiently effective for all grades of clean oil, except
• Too Lean - An atmosphere made incapable of burning by the back-loading at the discharge port, it may be necessary to clean tanks to a shore after the carriage of the heavier lubricating oils. Cold water should therefore be
deliberate reduction of the hydrocarbon content to below the facility or retain the residues on board. If washing with some cargo remaining used unless there are special circumstances that require hot water washing.
LFL. on board, care should be taken to ensure that segregation is not compromised.
• Over Rich - An atmosphere made incapable of burning by Hot Water Washing in Coated Tanks
deliberately maintaining the hydrocarbon content of the tank Heavy fuel oils leave residues on tank bottoms and structures at low
over the UFL. A hydrocarbon content of at least 15% by temperatures and these can cause serious contamination of the lighter fuels and The use of hot water allows for quicker tank cleaning and gas freeing after
volume should be attained before starting to wash and should gas oils. The portable tank washing machines can be used to supplement fixed the discharge of clean oil cargoes. It removes greasy films more quickly and
be maintained throughout the washing cycle. machines to ensure effective coverage of all tank structures. Washing must by raising the temperature of the tank atmosphere, releases gas in scale and
be continued until the required degree of cleanliness is achieved. The bottom accelerates ventilation. Hot washing should be used when:
• Undefined - An atmosphere that may be above, below or within portion of the tank will require particular attention, especially after carrying
the flammable range. heavy or waxy fuel oils at low temperatures. • Cleaning for dry docking or repairs
• A special degree of cleanliness is required
WARNING Hot water should always be used when the nature of the cargo warrants it, or
It is only in the inerted condition where it can safely be guaranteed when a special degree of cleaning is required. The temperature of the wash
Incompatibility of Grades
that the tank atmosphere does not enter the flammable zone during water should be 25°C above the pour point of the residue in order to achieve
tank washing and for this reason tanks must be washed in the inerted effective removal by tank washing. When tank washing, the incompatibility of certain grades to one another will
condition. If, for any reason, it is considered necessary to undertake tank involve the washing out of all residual and adhering oil. Inert gas must also be
washing under one of the other conditions following the carriage of a Scale formation is not usually heavy in ships with coated tanks which are operated to reduce oxygen and hydrocarbon gas levels in accordance with the
volatile cargo, guidance must be sought from the Company before any employed solely on black products trading, but where present it may be mixed Inert Gas section of this manual, Section 2.4. Any slops generated should be
work is undertaken. with waxy deposits from fuel oils, which can make it difficult to clean to the disposed of in accordance with MARPOL 73/78.
standard for gas oils and light fuel oils.
Over-Washing
In Coated Tanks - Temperature Restrictions The amount of washing required to change from a black oil cargo to a clean oil
cargo will, in many circumstances be trial and error. It is particularly important Although it is important to remove all traces of the last cargo it is equally
All cargo tanks, slop tanks and the residual tank are coated with pure epoxy to ensure that blind areas under structures are adequately washed, and therefore important to avoid excessive tank washing as this will eventually lead to
paint, because of this the temperature and pressure of washing water should a portable machine may be used in conjunction with the fixed machines. The expensive renewal of tank coatings. Providing that the coatings are in a good
not normally exceed 80°C and 10.5kg/cm2 respectively. However, these may be ‘drop-levels’ should be calculated so that all parts of the structure are washed condition, adhesion of most types of clean oil is minimal and this reduces the
increased subject to agreement from the coating and tank cleaning equipment either directly or by splashing. amount of washing required.
manufacturers that excessive heat and/or pressure will not damage the coating
or the machine. After the initial washing, the tank should be gas freed and inspected to check Residues Following Cargo Discharge
on the effectiveness of the washing. It may be necessary to reposition the drop
The temperature of the washing water should always be at least 15°C above the levels of the portable machines as a result of the inspection. The tank is then With spirit cargoes, little residue is left on tank sides and structures other
pour point of the previous cargo. re-inerted and re-washed using the portable machines. than liquid and gases in scale and other loose materials. With gas oils and
lubricating oils a greasy film will remain. With all oils, there is also a small
amount of liquid left below the effective level of the strum.
After Black Oil Cargoes After Clean Oil Cargoes
Products Range Difficulty should not be experienced in cleaning tanks after either spirit or
These products range from gas oils to heavy fuel oils and the degree of cleaning greasy cargoes. Bottom washing and stripping should be continued until all oil
necessary will vary considerably with the grade to be loaded and the grades These products range from very light volatile oils like Naphtha, to gas oils and residues are removed.
previously carried. Products within this group are persistent oils and residues lubricating oils that are less volatile but can be greasy.
which must be handled in accordance with MARPOL 73/78.
Illustration 2.5.3a Cleaning Standards (Products Table)
Grade Kerosene Natural Motor Motor Naptha Naptha* Naptha Gasoil Gasoil V Gasoil Lubricating Light F.O. Light F.O. Heavy F.O. Heavy F.O. Crude Oil Extra Wax Free
Discharged incl. Gasoline Gasoline Gasoline (Lead (Dirty) (Dirty) Oil pour point pour point pour point pour point (Light/ Heavy Crude
Jet (Condensate) (Unleaded)* (Leaded)* free)* <21°C Visc =>21°C <21°C Visc =>21°C medium/ Crude Oil Oil
Grade to be Kerosene <180cS Visc >180cS <180cS Visc heavy)
Loaded >180cS
Kerosene incl.
1 X/4 4 5 X/4 X/4 X/5 8 6 7 6 X X X X X X X
Jet Kerosene
Natural Gasoline
1 1 1 5 1 1 5 1 6 6 1 X X X X X X X
(Condensate)
Motor Gasoline
1 1 1 1 1 1 5 2 6 6 2 X X X X X X X
(Unleaded)*
Motor Gasoline
1 1 1 1 1 1 5 2 6 6 2 X X X X X X X
(Leaded)*
Naptha
1 1 1 5 1 1 2 2 6 6 6 X X X X X X X
(Lead free)*
Naptha*
1 1 1 5 1 1 2 2 6 6 6 X X X X X X X
Naptha (Dirty)*
1 1 1 2 1 1 1 2 6 6 5 6 6 6 6 5 X X
Gasoil
3 3 3 3 3 3 5 1 6 6 6 6 6 6 6 6 X X
Gasoil (Dirty)
1 3 3 3 3 3 3 1 1 6 1 6 6 6 6 6 X X
V Gasoil
6 6 6 6 6 6 6 1 1 1 6 1 1 1 1 6 X X
Lubricating Oil
4 4 4 4 4 4 5 7 7 7 1 X X X X X X X
Light F.O. pour point

1 3 3 3 3 3 3 1 1 1 1 1 1 1 1 5 6 1
<21°C Visc <180cS
Light F.O. pour point
1 3 3 3 3 3 3 1 1 1 1 1 1 1 1 5 6 1
=>21°C Visc >180cS
Heavy F.O. pour point
1 3 3 3 3 3 3 1 1 1 1 1 1 1 1 5 6 1
<21°C Visc <180cS
Heavy F.O. pour point
1 3 3 3 3 3 3 1 1 1 1 1 1 1 1 5 6 1
=>21°C Visc >180cS
Crude Oil
(Light/medium/heavy) 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1
Extra Heavy Crude Oil

1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1
Wax Free Crude Oil

1 1 1 1 1 1 1 1 1 1 7 7 7 7 7 7 7 1
2.5.3 Cleaning Standards 7) When loading VGO after FO GO Marine Diesel and VGO 2.5.5 Tank Cleaning Machines
no tank cleaning required if ROB >1% of nominated
The cleaning standards have been established to enable the vessel to meet capacity. The above deck unit houses the turbine, the gearing and control linkage and
the requirements expected in the product trade. When the vessel is to load If previous cargo other than FO GO Marine Diesel and VGO connects the lower nozzle via the lifting rod. As the fluid is forced into the
a different product than previously discharged, the illustration 2.5.3a can be hot wash followed by fresh water to remove all traces of unit, the turbine drives the gears and the lower body turns, rotating the nozzle
examined to decide upon what is the requirements to be undertaken with salt. through 360°. Additionally, the lifting rod either raises or lowers the angle of
regards to tank preparation for the next cargo. the nozzle as it turns creating a helical pattern, through from an angle of 45°
8) Tank cleaning plan to be approved by Tanker Department down to 0° and up to 180°.
prior to tank cleaning.
Cleaning Requirements Codes
The speed of rotation is dependent upon the rate of flow driving the turbine and
Code Cleaning Instructions It is expected that fixed machines are used in complete cycles and to use also can be finely adjusted to a small amount internally if required. The angle
chemicals only upon the owners instructions. the nozzle changes over one revolution is called the pitch. By altering the pitch
X Not to load and carry this product.
1 Tanks to be well drained (when loading Clean Products see note 4). angle will alter the height the jet changes after each revolution. Thus a small
Cold sea water means unheated sea water, and is less than 60°C for safety pitch angle will have the effect of a closer washing pattern.
2 Flush tanks bottoms with sea water and drain well. purposes. Washing with heated water, greater then 60°C and washing with
3 Flush tanks bottoms with sea water, drain well and purge tanks chemicals must only be performed in a gas free or inerted tank. The unit is programmed with four different settings, which can be adjusted
below 2% by volume of hydrocarbon gases. from the manufacturer’s settings if required. (See the operators manual for
4 Flush tanks bottoms with sea water, gas free, lift and remove scale 2.5.4 Tank Flushing further details). The settings are as follows:
and mop up (see note 2). Lubricating Oil and Jet Kerosene require
• Programme 1 with a pitch 1° (close pattern)
extra care when draining pipe lines, valves and pumps. When it is required to bottom flush all the cargo tanks in preparation for
5 Cold sea water wash for about 2 hours (4 hours in unpainted tanks). the next cargo, it is necessary to fill the slop tanks to about the level of the • Programme 2 with a pitch 2° (intermediate pattern)
When loading Lubricating Oil and Jet Kerosene, extra care when balancing line (10 metres above the tank top) to use this sea water as a flushing • Programme 3 with a pitch 3° (standard pattern)
draining pipe lines, valves and pumps. When loading Fuel Oil after medium. To fill the slop tanks from the sea suction and via the cargo pumps,
Crude, washing times may be reduced, particularly if crude oil see the Section 3.7.3, Line Washing. • Programme full with a pitch 8.5° (useful for flushing)
washed (see note 5).
Using the starboard slop tank as a supply of clean water, flush into a pair of The programme setting will depend upon the degree of cleaning required.
6 Cleaning as for code 5 above, but with a hot sea water washing
(see note 5). tanks and then strip using the eductor to the port slop tank. Open the balancing
(levelling line) and the clean water will flow back into the starboard slop tank.
7 Cleaning as for code 5 above, but with a hot sea water washing and Setting the Unit
Continue flushing and stripping each tank pair of tanks in that group, then
lift/remove all wax deposits (see note 5). continue onto the next group. Ensure upon completion all water is well stripped
8 Tanks to be well drained and stripped dry such that any liquid ROB a) Remove any temporary protective cover to expose the unit.
from the cargo tanks and pipe lines.
is confined to the pump well or better. Pump stacks and deck lines
are to be blown clear and drained free of all remaining cargo. After use, the tanks must be decanted to sea as described in Section 3.7.4 using b) Ensure the oil level is correct.
the ODME; thereafter the residues can be transferred to the residual tank or
held in the port slop tank to be discharged to a shore or barge. c) Insert the hand crank and turn clockwise to ensure freedom of
Notes: movement of the nozzle.
1) Additional cleaning may be required due to coating When it is only required to flush a small number of tanks, it may be possible
to use the fire pump connected to the tank cleaning line. The tank cleaning d) Operate the programme knob to the desired setting, aligning the
breakdown or Charter party instructions.
machines can be set at a bottom wash to flush as required. The stripping pump number with the mark.
2) Benzene precautions to be observed, and products marked may be used to drain the tanks into the residual tank, if sufficient volume is
‘*’ have greater risk. available, or use the port slop tank. e) Set the nozzle to the desired starting point using the hand
3) Washing time as guide only. manoeuvring crank. Observe through the window the degrees
on the scale, choosing the direction the nozzle is to travel. Solid
4) If tank coating is poor then follow code 5. arrows indicate upwards and open arrows for down.
5) Cleaning from dirty (black oils) to clean oils chemicals may
be required including flushing with the product. f) To start the machine, open the stop valve slowly to avoid liquid
shock.
6) Rinse tanks with fresh water and mop if carrying Lubricating
Oils.
g) Observe the machine movement and check the pipework for
leaks.
Calculation of the Cleaning Time Illustration 2.5.5a Deck Mounted Tank Cleaning Machine
To calculate the actual cleaning time per cycle during washing will depend
upon the machine settings. Therefore by using the following to calculate the IMPORTANT
OPEN THE VALVE SLOWLY
cleaning time per cycle: AFTER USE, HANDCRANK

NOZZLE TO ZERO DEGREES
1) Pitch angle A (elevation)

2) Rotation speed B (rpm)
3) Washing angle C (degrees)
The cleaning time D is then calculated by using the formula:

D= C/(AxB)
Worked example:
A = Pitch 3°
B = 1.5 rpm
C = (0° to 180°) = 180
Cleaning time D = 180/(3x1.5) = 40 minutes
Maintenance (Routine Maintenance in Operation Only)
Before use the drive units must be filled with oil, the gears greased and
any water drained from the unit. A complete oil change every 18 months is
recommended.
It is not necessary for the tank washing machines to be removed from the
tanks unless there has been an actual mechanical failure. In the event of such a 3m
failure, a lifting tripod, chain block and tools are provided and should be kept
in good order.
The service intervals are as per the manufacturer’s instruction manual, with
major services recommending that every 500 operating hours or 5 years for the
above deck drive units. The below deck unit are to be removed from the tank
every 1,000 operating hours or 10 years, disassembled, inspected and cleaned
internally.
180°
Note: It should be noted that Lloyd’s Register classification requirements
may require greater frequency of inspection, maintenance and testing with
recorded evidence of such inspections.
2.6 Hydraulic Systems
2.6.1 Cargo and Ballast Valve Hydraulic System
Illustrations
2.6.1a Cargo and Ballast Valve Remote Control System
2.6.1b Emergency Handpump

Illustration 2.6.1a Cargo and Ballast Valve Remote Control System

MOTORSTARTER 1 MOTORSTARTER 2
MAIN SWITCH LOCAL REMOTE MAIN SWITCH

Ship’s Control Centre
Location Foam Room 0 1 2 0
1 1
POWER UNIT CONTROL
MOTOR 1 MOTOR 2
Reservoir
Tank POWER ON PUMP RUNNING POWER ON PUMP RUNNING POWER PUMP / POWER PUMP /
(400 Litres) ON RUNNING ON RUNNING
RUN-OFF-STANDBY HC 1 HC 2 RUN-OFF-STANDBY
RUN - OFF - ST.BY RUN - OFF - ST.BY
OFF OFF
1 2
PALADIN
PALADIN
PALADIN
PALADIN
1 2
Cargo Control Console
Solenoid Solenoid
0000110033 hh 0000014013 hh
Valve Cabinet Valve Cabinet
No.2 No.1 KEY
Hydraulic Power
(57 Sets) (56 Sets) LOW OIL LEVEL W.LOW OIL LEVEL LOW OIL PRESSURE W.HIGH TEMPERATURE HIGH TEMPERATURE
Pack Unit
Hydraulic Oil Supply
Location Foam Room
Hydraulic Oil Return
RESET ALARM LAMP TEST
Electrical Signal
Proportional Valve
CT042 CT074 BA016

CT043 CT075 BA017
CT044 CT077 CT034
CT045 CT078
CT035
CT046 CT194
CT047 CT195 CT036 BA015 BA013 BA011 BA009 BA007
CT048 CT196 CT037 CT001
CT049 CT197 CT038 CT002
CT050 CT198
CT039 CT003
CT051 CT199
CT052 CT205 CT040 CT004
CT053 CT206 CT041 BA002 CT005 BA003 BA001
CT054 BA018 CT006
CT055 BA019 CT019 CT032 CT030 CT028 CT026 CT024 CT022
CT056 BA020 CT017 CT015 CT013 CT011 CT009 CT007
CT057 BA021
CT058 BA022
CT059 BA024 Bosun's
CT060 BA025 CT021 CT033 CT031 BA014 CT029 BA012 CT027 BA010 CT025 BA008 CT023 BA006 Store
CT061 BA026 CT018 CT016 CT014 CT012 CT010 CT008
CT062 BA027
CT063 BA028 BA005
CT064 BA029
CT065 BA030
CT066 BA031
CT067 BA034
CT068 BA035 Slop Tank
CT069 BA036 (Port & Starboard) No.6 Cargo Oil Tank No.5 Cargo Oil Tank No.4 Cargo Oil Tank No.3 Cargo Oil Tank No.2 Cargo Oil Tank No.1 Cargo Oil Tank
CT070 BA037
CT071 BA038 No.6 Water Ballast Tank No.5 Water Ballast Tank No.4 Water Ballast Tank No.3 Water Ballast Tank No.2 Water Ballast Tank No.1 Water Ballast Tank
CT072 (Port & Starboard) (Port & Starboard) (Port & Starboard) (Port & Starboard) (Port & Starboard) (Port & Starboard)
Pump Room
CT073
2.6 Hydraulic Systems Procedure for the Operation of the Cargo Valve Hydraulic Emergency Handpump
Power Pack
2.6.1 Cargo and ballast Valve Hydraulic System Manufacturer: Damcos
a) Ensure that the hydraulic tank is filled to its normal operating No. of sets: 2
Hydraulic Power Pack level. Top-up the tank as necessary with the correct grade of Model: PHP 20-05
hydraulic oil. Type: Double-acting handpump
Manufacturer: Danfoss
Working pressure: 135 bar (maximum)
Tank capacity: 400 litres b) Ensure that the filters are clean.
Capacity: 5 litres
Pump capacity: 10.5 litres per minute, each pump
c) Check that the accumulators are charged with nitrogen gas. If Flow capacity: 25cc per stroke
Accumulator capacity: 2 x 20 litres each unit
necessary, recharge the accumulators using the accompanying
Working pressure: 135 bar
nitrogen gas bottle and reducing valve. The emergency handpumps are stored at strategic locations, one in the pump
Start pressure: 135 bar
room top, one in the port main deck store and one in the aft deck store. The
Pump stop pressure: 160 bar d) Open the accumulator isolating valves. On the discharge reservoir should always be kept full and ready for use in an emergency:
Unloading valve open: 165 bar distribution block, ensure that the accumulator bypass valve is
Unloading valve close: 140 bar set to the CLOSED position and that the accumulator isolating a) Open the solenoid valve box which feeds the valve to be
valve is set to the OPEN position. operated.
Low pressure alarm: 130 bar
Safety relief pressure: 180 bar e) Ensure the isolator switch on the local control panel for each b) Close the supply and return throttling/stop valves on the valve to
pump is set to ON. At the cargo mimic control panel on the be operated. Make a note of the amount of turns required to close
The high pressure hydraulic power pack is situated in the foam room and cargo control console check that the duty pump selection switch the valves in order to return them to their correct positions when
consists of two sets of electrically-driven hydraulic pumps and a set of two is set to OFF, then set the control power switch to ON. Check the valve is put back to normal operation. Making the isolation
20 litre accumulators. Each pump is capable of operating three of the largest that there are no alarm conditions indicated on the cargo console at this point for those tank valves which have the isolations on
valves simultaneously from fully open to fully closed and vice versa within a control panel. deck may be more expedient, as there may be problems due to
period of 60 seconds. The accumulators act as a buffer to avoid hammer when the weathering effect on these deck isolating valves.
a pump stops and also eliminates the frequent starting and stopping of the duty f) At the local station start one hydraulic pump. Check that the
pump during periods of low demand. In the event of a power pack failure, pressure control is satisfactory, ie, the pump stops at the c) Remove the covers from the couplings, locally if the valve is
the accumulators’ stored energy will also allow for the closing of three of the correct cut-out pressure, 160 bar. accessible on deck or in the pump room, or at the distribution/
largest valves simultaneously.
isolation block on deck before the piping enters the tank.
g) Place both pumps in the STANDBY position and set the panel
The MODE of operation is set at the foam room control panel where the in the foam room to REMOTE operation. d) Open the handpump vent to avoid over-pressurising the
pump’s controls are set to REMOTE and both pump operating switches are
reservoir.
placed in the STANDBY position. From the SCC panel the duty pump is h) Select the required pump configuration on the cargo console
normally selected for operation with the loading/unloading of the duty pump control panel. e) Connect the hydraulic hoses from the handpump to their
being carried out under the control of a pressure switch. A high pressure alarm
respective A and B positions on the emergency control block
is set for 165 bar, the system is protected by a safety relief valve set at 180 bar. In the event of a power failure to the SCC control system, it is possible mounted on the actuator/isolation distributor.
The low pressure alarm is activated at 130 bar. to operate the cargo and ballast valves from the foam room cabinets. The
hydraulic power pack system must be operational. The valve solenoid can be f) Turn the pilot valve on the handpump to the open ‘B’ or close
Alarms for low hydraulic oil pressure, high and high-high temperature alarms operated directly by pushing in the lever on the solenoid located at each end.
(65°C and 80°C respectively), low and low-low level in the tank and hydraulic ‘A’ position as desired, and pump continuously until the valve/
Pushing in one side will open, the other side will close the valve. An indicator actuator is open/closed.
power pack power failure alarms are provided in the hydraulic power unit shows the valve position and movement direction.
control area on the cargo oil mimic panel. The low-low level alarm (25%) and
high-high (80°C) temperature alarm will trip both hydraulic pumps. g) Turn the pilot valve to the centre position to lock the valve in its
current position.
The hydraulic pump motors will be shut down in the event of the Generator
Emergency Stop in the SCC cabinet being operated. Two portable hydraulic WARNING
handpumps are provided for use in an emergency. These can be connected into The operator should be aware of working with high pressure and the
the supply lines to the valve actuators in the solenoid valve cabinets. Hydraulic hazards associated with this. Use protective clothing and goggles when
pipes are led directly to each valve from the solenoid valve cabinets. operating the portable hydraulic handpumps.
Illustration 2.6.1b Emergency Handpump
7 7 EMERGENCY OPERATION ON VALVES WITH

2 LINE HAND PUMP
ONLY FOR SYSTEMS WHERE
2 3
PILOT LINE B = OPEN
PILOT LINE A = CLOSE
2 Line System
4
5
OPENING:Close the stop valves.
Connect the hoses to the emergency operating set
on the actuaor.
Turn the handle of the pilot valve to open position and continue
OPEN CLOSED to pump until the actuator is open (see visual indicator
or manometer 135 bar)
6
100 150
10 10 CLOSING Turn the pilot valve to “closed” position , otherwise as above.
50 200
0 250 1 Line System

bar
OPENING Only hose “B” is used. Otherwise as above
CLOSING Turn the pilot valve to "closed" position the valve closes without pumping.
EMERGENCY OPERATION ON VALVES WITH

2 LINE HAND PUMP
ONLY FOR SYSTEMS WHERE
PILOT LINE B = OPEN
PILOT LINE A = CLOSE
2 Line System
OPENING:Close the stop valves.
Connect the hoses to the emergency operating set
on the actuaor.
Turn the handle of the pilot valve to open position and continue
to pump until the actuator is open (see visual indicator Key
or manometer 135 bar)
CLOSING Turn the pilot valve to “closed” position , otherwise as above.
1 Line System
1. Handpump
OPENING Only hose “B” is used. Otherwise as above
CLOSING Turn the pilot valve to "closed" position the valve closes without pumping. 2. 4/3 Pilot Valve
3. Directional Flow Valve
4. Relief Valve
5. Air Filter
To Snap-On To Snap-On 6. Pressure Gauge
7. Isolator
Connector 9 Connector 8. Instruction Plate
9. Sight Glass
10. Flexible Hose
2.7 Ballast System
2.7.2 Ballast Management Plan
Illustrations
2.7.1a Ballast System
2.7.2a Sequential Ballast Exchange Plan

Illustration 2.7.1a Ballast System
To Cargo System From Deck Inert Gas System

500 250
BA044V BA047V IG010V
PI PI Upper Deck
PT PT H
BA022V BA041V (Port) (Port) (Port) (Port) (Port)
BA046V BA068V
No.1 Ballast Pump No.1 Water Ballast Tank
H BA020V H BA026V BA042V (Port)
500 500
H H H BA031V H BA015V H BA013V H BA011V H BA009V H BA007V
350 350 350 350 350 350

BA029V BA027V H H H
H BA043V 500 500
PI PI BA002V BA003V BA001V
PT PT H H
500 500 350
BA045V BA069V BA021V BA040V BA005V
No.2 Ballast Pump 250 250 BA014V BA012V BA010V BA006V
H H H H BA008V H
500 350
H BA036V H BA037V
350 350 350 350 350
BA019V H H BA024V H BA030V Fore Peak
PI H
Tank
H H H PT BA038V
BA028V BA025V BA035V PT PI PT PI

650
250
H
No.1 Eductor No.2 Eductor
BA PI
034V
PT PT PI PT PI
300
H BA018V BA033V BA032V (Starboard)
BA039V 300 300 ODME Sample

Point Starboard
H
Sea 450 0.5m above
Chest BA017V Pipe Tunnel HBWL
H
600 BA016V HFO Tank

(Starboard) Key
Ballast Water
Inert Gas
Hydraulic Oil
2.7 Ballast System The ballast tanks on this vessel consist of: The ballast main system is split into two separate lines, No.1 ballast pump
serves the following tanks:
2.7.1 System Description Ballast Tank m3 at 100% • No.1 WBT port
Fore peak water ballast tank 2,797.6
• No.2 WBT port
Ballast Pumps No.1 water ballast tank port 3,180.8
• No.3 WBT port
Manufacturer: Shinko Industries Ltd No.1 water ballast tank starboard 2,691.7
No.2 water ballast tank port 3,513.8 • No.4 WBT port
No. of sets: 2
Model: CV400-2 No.2 water ballast tank starboard 2,851.3 • No.5 WBT port
Type: Centrifugal, vertical single-stage No.3 water ballast tank port 3,501.5 • No.6 WBT port
Prime mover: Electric motor No.3 water ballast tank starboard 2,839.0
No.4 water ballast tank port 3,501.5 Ballast pump No.2 serves the following tanks:
Capacity: 2,000m3/h at 130mlc
Power: 150kW No.4 water ballast tank starboard 2,839.0 • Fore peak
No.5 water ballast tank port 3,489.9 • No.1 WBT starboard
No.5 water ballast tank starboard 2,827.4
Water Ballast Stripping Eductors • No.2 WBT starboard
No.6 water ballast tank port 4,757.4
Manufacturer: Team Tec Marine No.6 water ballast tank starboard 3,922.0 • No.3 WBT starboard
No. of sets: 2 Aft peak water ballast tank 2,211.0 • No.4 WBT starboard
Model: 10-10-12L Total capacity 44,924.8 • No.5 WBT starboard
Suction capacity: 250m3/h at 20mwc
• No.6 WBT starboard
44,924.8mt at SG 1.025, 40.8% of the Summer DWT (109,636mt)
Introduction The ballast pump suction and discharge lines can be interconnected via
The main ballast tanks are served by two electrically-driven centrifugal pumps crossover valves to allow for flexibility of operation, additionally there is a
This vessel complies with MARPOL Protocol 73/78 as a segregated ballast and each has a capacity of 2,000m3/h. The pumps are located in the pump room crossover valve in No.1 port ballast tank and block valves on the port line in
tanker with segregated ballast being carried in the fore peak tank and in six and are provided with a ballast sea chest. The electric motors are located on the No.3 and No.4 port ballast tanks.
pairs of wing tanks arranged the entire length of the cargo tank area. The aft cargo oil pump turbine mezzanine deck with the drive shafts passing through
peak tank can also be used if required. gas tight seals into the pump room. The pumps are connected to an overboard In addition, two stripping eductors are provided to facilitate adequate draining
discharge via a 600mm line which ends approximately 0.5m above the deepest of the ballast tanks, the driving water can be supplied from either ballast pump.
The vessel is designed with sufficient heavy weather ballast capacity to meet water ballast line on the starboard side. The eductor stripping overboard line 450mm also passes through the HFO
any weather condition without having to load additional ballast in the cargo starboard tank adjacent the ballast main overboard line. The ODME equipment
tanks. If however, it is considered that heavy weather ballast is required during The ballast overboard passes via a 600mm line through a pipe tunnel between is connected to this overboard and monitors contents. An alarm is activated in
the ballast voyage, this can be carried in No.4 cargo oil tanks or other tanks as the HFO tanks starboard side and exits at least 0.5m above the deepest water the SCC at the ODME unit if the 15ppm limit is exceeded.
required by the Master. If crude oil has been loaded in these tanks they must be ballast line.
crude oil washed before departure from the last discharge port. The pump discharge valves are of the proportional type, ie, they can be opened
The ballast pumps can be connected to the cargo tank system via manually between 0 and 100%. The main suction valves on the ballast tanks and the
The sailing ballast condition of the vessel must take into account the seasonal operated valve 044V, inserting a dedicated spool piece, manually operated suction line isolating valves are all of the open/close type.
weather conditions it will encounter and therefore there cannot be a general valve 085V and the check valve 084V. Under normal circumstances this
rule on the condition of the ballast tanks. The draught at the midships marks connection would not be used to ballast up the cargo tanks designated for heavy The fore peak tank suction valve can be operated by a manual hydraulic unit
should be not less than 6.66m and the trim should not exceed 3.495m by the weather conditions. from inside the focsle entrance door or from the ballast control console.
stern.
Heavy weather ballast will be delivered to the designated cargo tank via a main In the event that there is leakage of cargo oil/vapour into the ballast tanks, inert
Ballast draughts in accordance with the Trim and Stability Book: cargo pump after a basic line wash. gas can be directed into the ballast tanks if they are not flooded, via the ballast
suction lines. A manually operated valve 011V, a portable spool piece, a check
• Departure Mean 8.184m The ballast main lines are 500mm and each ballast tank has a 350mm suction valve 010V and a manually operated valve 047V facilitate this operation.
Trim 1.129m by the stern line, including the fore peak tank.
In the event that the tanks are flooded then a flexible hose can be rigged from
• Arrival Mean 8.037m the IG main to a purge pipe and valve with its blank removed. This will then
Trim 0.805m by the stern allow IG to be layered onto the surface of the ballast water.
Illustration 2.7.2a Sequential Ballast Exchange Plan
ESTIMATED Propeller Blind
BALLAST TANKS SF BM
DRAUGHT Immersion Length
No.6 WBT No.5 WBT No.4 WBT No.3 WBT No.2 WBT No.1 WBT FP AP
APT FPT % % 100% Metres
P S P S P S P S P S P S Metres Metres
STEP 1 INITIAL BALLAST CONDITION STARTING SEQUENCE
Empty 69% 73% 90% 90% 96% 96% 96% 96% 96% 96% 96% 96% 90% 7.03 9.06 89.4 82.6 Yes 420
STEP 2 DISCHARGE No.1(P) & No.6(S)
Empty 69% Discharge 90% 90% 96% 96% 96% 96% 96% 96% Discharge 96% 90% 5.99 8.76 95.1 67.3 Yes 480
STEP 3 REFILL No.1(P) & No.6(S)
Empty 69% Refill 90% 90% 96% 96% 96% 96% 96% 96% Refill 96% 90% 6.99 9.16 87.9 83.1 Yes 420
STEP 4 DISCHARGE No.1(S) & No.6(P)
Empty Discharge 74% 90% 90% 96% 96% 96% 96% 96% 96% 96% Discharge 90% 6.28 8.41 98.8 68.6 Yes 480
STEP 5 REFILL No.1(S) & No.6(P)
Empty Refill 74% 90% 90% 96% 96% 96% 96% 96% 96% 96% Refill 90% 7.00 9.15 87.8 83.0 Yes 465
STEP 6 DISCHARGE No.2(P) & No.4(S)
Empty 73% 74% 90% 90% 96% Discharge 96% 96% Discharge 96% 96% 96% 90% 5.53 9.24 89.4 96.8 Yes 540
Empty 73% 74% 90% 90% 96% Refill 96% 96% Refill 96% 96% 96% 90% 7.00 9.15 87.7 83.0 Yes 420
STEP 8 DISCHARGE No.2(S) & No.4(P) & FPK 75%
Empty 73% 74% 90% 90% Discharge 96% 96% 96% 96% Discharge 96% 96% Discharge 5.46 9.22 89.8 98.4 Yes 560
Empty 73% 74% 90% 90% Refill 96% 96% 96% 96% Refill 96% 96% 75% 6.78 9.28 86.2 79.9 Yes 420
STEP 10 DISCHARGE No.3(P) & No.5(S) & FPK 50%
Empty 73% 74% 90% Discharge 96% 96% Discharge 96% 96% 96% 96% 96% Discharge 5.64 8.88 93.7 95.4 Yes 505
Empty 73% 74% 90% Refill 96% 96% Refill 96% 96% 96% 96% 96% 50% 6.42 9.50 83.7 75.1 Yes 475
STEP 12 DISCHARGE No.3(S) & No.5(P)
Empty 73% 74% Discharge 90% 96% 96% 96% Discharge 96% 96% 96% 96% 50% 5.78 8.73 95.2 97.2 Yes 490
Empty 73% 74% Refill 90% 96% 96% 96% Refill 96% 96% 96% 96% 50% 6.42 9.50 83.6 75.0 Yes 475
STEP 14 DISCHARGE FPK
Empty 73% 74% 90% 90% 96% 96% 96% 96% 96% 96% 96% 96% Discharge 5.69 9.95 78.6 66.0 Yes 555
STEP 15 REFILL FPK
Empty 73% 74% 90% 90% 96% 96% 96% 96% 96% 96% 96% 96% Refill 7.00 9.14 87.3 82.8 Yes 420
STEP 16 NORMAL BALLAST CONDITION
Empty 73% 74% 90% 90% 96% 96% 96% 96% 96% 96% 96% 96% 90% 7.00 9.14 87.3 82.8 Yes 420
Note: Bunker, water and other miscellaneous tanks are not shown. Stability criteria met at all stages of the exchange. The above example was supplied by the ship’s staff as a Ballast Water Exchange plan at sea.
2.7.2 Ballast management plan Ballast Exchange During Voyage
The ballast exchange may take the form of either a sequential change or by
Introduction overflowing of the tanks. The sequential method is the preferred method and
is the type given as an example; the overflowing of the ballast tanks is not
Whenever ballast operations are carried out it is good practice to endeavour recommended and could cause damage to the vessel. The normal ballast on
to ensure the minimum number of tanks are left slack. Failure to completely departure from port is all tanks full with adjustment made for trim and list by
fill ballast tanks results in the reduction of stability for the vessel due to free reducing the ballast in No.6 wing tank.
surface effect and increased corrosion in the slack tanks. When tanks are
emptied they should be well drained to remove sediment, prevent free surface
effect and assist with the reduction of corrosion.
Due to the introduction of alien marine species from foreign ballast water
being discharged into their port areas and harming or disturbing the local
ecological balance, several countries now have mandatory controls regarding
the discharge of ballast water. The countries concerned have required that
vessels arrive with ballast which has been loaded in deep sea open conditions
which are, more than 200nm from the nearest land and in water of more than
200 metres in depth in accordance with IMO A 868 (20).
During the ballast voyage the vessel will have to discharge the ballast tanks
and re-ballast with clean sea water. This has to be carried out taking into
consideration the effects on the stress and stability of the vessel during any
ballast change and the effects of weather and crew fatigue.
Ballast changes are carried out in deep sea areas over a period of time, usually
discharging one or two sets of tanks at a time, subject to the stresses and
stability calculations, then refilling with sea clean water. This sequence of
changes is continued until all ballast water from the discharge port has been
discharged and replaced.
All changes and ballast operations are to entered in the Ballast Record Book,
giving the position when the operation commenced, when completed and
quantities involved. Where the situation arises that a ballast exchange has not
taken place due to the voyage not being through waters over 200nm from the
nearest land or in water of over 200m depth for a sufficient length of time for
and exchange to take place a statement to this effect should be made in the
Ballast Record Book. Similar entries are made in the Deck Log Book. When
the vessel arrives at the loading port, the port authorities may inspect these
documents to confirm that the entries agree. Some countries also require a
chemist to take samples of ballast water and carry out tests before allowing any
discharge of ballast within territorial waters.
Failure to comply with the requirements and accurate record keeping can result
in severe penalties for both the vessel and the shipping company.
Part 3: Cargo Handling Procedures
3.1 Cargo Handling Operation Sequence Diagrams
3.1.1 Loading
3.1.2 Discharging
3.1 CARGO HANDLING OPERATION SEQUENCE DIAGRAMS
3.1.1 LOADING
Work out a loading plan using all of the top/bottom lines and the three
groups of tanks to the best advantage, bearing in mind any required 2.1 When all of the preliminaries have been completed including safety 3.3.1
segregation and the maintenance of a suitable trim, draught and 2.2 checks, signal to the terminal that the vessel is ready to commence
3.3.2
stress throughout. loading.
As soon as cargo starts to flow, check the hose connections for

3.3.1
leakage. Also carry out visual checks on all of the cargo manifolds
Check that the cargo valve hydraulic system is in operation and that not in use and check over the side. Monitor the tank pressures 3.3.2
all of the cargo valves are in the shut position. Individual IG blanks on 2.4 and ensure the correct operation of the VEC or vent mast riser.
each tank should be checked that they are removed and the tank lids 2.6
closed. IG line to be set correctly.
Start deballasting once the cargo is flowing at full rate according to

the chief officer's loading plan, paying due regard to the stability, 3.3.1
shear forces and bending moments, use both ballast pumps 3.3.2
simultaneously to keep the ship upright. The port and starboard
Check that the manifold drip trays are empty on both sides and
ballast tanks should be maintained at the same level.
that the oil spill response equipment is in the appropriate positions.
Ensure all scupper plugs are in position and secure. Check that the
water in all ballast tanks is free from oil.
When topping-off the tanks being filled or when nearing the end of 3.3.1
loading, slow down the loading rate to the agreed level. 3.3.2
3.3.1
Connect the required arms/hose to the manifold connections.
3.3.2
When all cargo has been loaded, drain the top lines to the last tank, 3.3.1
as this will invariably be slack, ready for disconnection of arms/hoses. 3.3.2
Establish communications with the shore terminal and agree the tank 3.3.1 On completion of cargo loading, close the manifold valves and open
gauging with the terminal representatives. 3.3.2 the drain valves to either No.3, No.4 or No.5 port cargo oil tank.
Drain the manifold connections before starting to disconnect the
loading arms/hoses. Agree with terminal representatives and the
cargo surveyor the quantity of cargo loaded.
3.1.2 DISCHARGING
Work out a discharging plan using all top/bottom lines and the three Throughout the discharge ensure that the cargo tanks are 3.4.1
groups of tanks to the best advantage, bearing in mind any required 2.1
maintained at a slight positive pressure by the IG system. 3.4.2
segregation and the maintenance of a suitable trim, draught and 2.2
If at any time the IG pressure nears atmospheric the discharge 3.4.3
stress throughout. rate should be reduced or stopped and the IG system checked.
Check that the cargo valve hydraulic system is in operation and that
2.6 Start ballasting when cargo is flowing at full rate, and in accordance
all cargo valves are in the shut position.
with the chief officers's unloading plan, paying due regard to ship
stability, shear forces and bending moments, use both ballast pumps 3.4.1
3.4.1
simultaneously to keep the ship upright.The respective ballast tanks, 3.4.2
port and starboard, must be maintained at the same level until 3.4.2
3.4.3
3.4.3
discharging is almost complete, when a slight port list will assist the
Check that the manifold drip trays are empty on both sides and that 3.4.1
cargo pumps to completely empty the cargo tanks. Check that the
the oil spill response equipment is in the appropriate positions. Ensure 3.4.2 ballast water is free of oil on completion of cargo discharge.
that all scupper plugs are in position and secure. 3.4.3
When the level in the tanks to be washed has been reduced to 3.4.1
that required, start oil washing the tanks. Only one grade of cargo 3.4.2
Connect the required arms/hose to the manifold connections. can be used for tank washing at any one time. 3.4.3
Establish communications with the shore terminal and agree the tank 3.3.1
gauging with the terminal representatives. When the cargo tanks approach draining level the main bellmouth 3.4.1
3.3.2
should be closed and draining carried out using the stripping 3.4.2
bellmouth in the suction well. 3.4.3
When all preliminaries have been completed and agreed including

safety checks, signal to the terminal that the vessel is ready to
commence discharging. When all cargo has been discharged, stop the cargo pumps and 3.4.1
advise the terminal. Prepare to strip the main cargo lines and 3.4.2
crossovers to the shore via the MARPOL line, advising the terminal
3.4.3
upon commencement.
When the terminal confirm they are READY TO RECEIVE cargo,
commence discharge at a slow rate. As soon as cargo starts to flow, 3.4.1
check the arm connections for leakage, also carry out visual checks 3.4.2
on all cargo manifolds not in use especially the outboard side. On completion of discharging cargo, close the manifold valves and 3.4.1
3.4.3
Finally check over the side. When all connections have been proven open the drain valves to either No.3, No.4 or No.5 port cargo oil tank. 3.4.2
tight and the terminal confirm READY FULL RATE, increase the flow Drain the manifold connection before starting to disconnect the cargo
3.4.3
rate to the agreed maximum rate. arms/hoses. Agree with terminal representatives and the cargo
surveyor the quantity of cargo remaining on board. Shut down the IG
system when the cargo tank pressures reach the required level.
3.2 Inerting Cargo Tanks
3.2.1 Inerting
3.2.2 Use With/Without Vapour Emission Control (VEC)
3.2.3 Inert Gas Operations During Loading
3.2.4 Inert Gas Operations During Discharging
Illustrations
3.2.1a Inerting by Displacement
3.2.1b Initial Inerting
3.2.2a Vapour Emission Control Monitoring and Alarm System
3.2.2b Inert Gas Return to Shore (VEC)
3.2.2c Mast Riser Manual/Automatic Valve

Illustration 3.2.1a Inerting by Displacement Spill Tank

Key
500
500 Inert Gas 125
132V 128V
500
120V 121V 122V
143V Electrical Signal
125 126V
From Deck
Inert TI TI TI
140V 141V 142V Gas Main
091V 090V 092V Tank
125
117V
500
500
H 450 118V
052V 500
H 150
075V 125 119V
074V 134V 138V
125 Sea Chest PI 80 114V 115V 116V
078V P
081V 061V 059V 086V
Bilge Suction
H
106V Clean Up 110V 15 136V
125 15 109V Oil Tank 130V
Water 15 15 137V 127V
H 207V 107V 108V 123V 124V 125V
PT
PT 450
080V 082V PI
PI Fresh 125
125 208V 133V 131V
095V Water
Auto P Spill Tank
15 No.2 No.1
H 096V
System PI PT PT PI
H 079V H
150
197V 071V Slop 032V 200 030V 200 028V 200 026V 024V 200
083V H H H H H H
600 450 450 450 011V 450
150 200
036V 017V 015V 013V 009V 022V 200
H 072V 198V
H
H H
H 600
500 001V 003V No.2
H
068V 600 Cargo Oil 007V 450
PI PI 093V 035V
150 Oil Tank (P) Oil Tank (P) Oil Tank (P)
051V H P H H 002V 004V Tank (P)
H
500 600 No.1 Cargo
045V 058V 089V 039V 055V 600
H H H 200 H H Oil Tank (P)
005V
H
099V 102V 105V 019V
H
067V 194V 150 450 450 450 450 450 450
H
205V
H
P Tank H
H H H 125 600
076V 210V
500
H 047V PT PT 065V 066V
100 200 204V Dump
PI PI 206V
H
Tank H H H H H H
050V H P H
500 600 033V 200 031V 200 029V 200 027V 200 025V 200 023V 200
044V 057V 088V 038V
201V 202V H H H H H H
098V 101V 104V H H
100 Auto 018V 450
016V 450
014V 450
012V 450
010V 450
008V 450
041V H P 450 H 211V
450
H 063V 200 203V 054V 400 600
199V
H H
500 064V
H
H 046V 021V
H
PT PT
150
062V
H
049V H P H H
Oil Tank (S)
500 600 600
040V 450 053V

3.2 Inerting Cargo Tanks In the following situation all of the cargo tanks are gas free and it has been content to 5% or below. Close the gas freeing cover on each tank
decided to introduce the inert gas using the DISPLACEMENT METHOD as the oxygen content reaches the required level.
with the IG blower No.1 (100% rating) via the cargo line, venting through the
3.2.1 Inerting individual gas freeing covers. All valves closed. i) When all of the gas freeing covers are closed, raise the tank
pressure above the low level alarm, then redirect the inert gas to
Introduction a) Prepare the inert gas system ready for delivery to deck. atmosphere.
Under normal operating conditions the vessel is kept totally inerted. However, b) Check that the spectacle flange connecting each cargo tank to j) Close all of the cargo suction valves followed by the inert gas
after a refit or internal tank inspections, some, or all of the tanks may be gas the IG main is in the open position, the tank lid and all other cross-connection onto the cargo main.
free. Prior to any cargo operations all of the cargo oil tanks must be inerted and openings are closed.
this is normally completed en-route to the load port. Inert gas can be supplied k) Supply IG to all of the tanks via the main inert gas line through
to the cargo oil tanks to be inerted via the cargo line and each cargo oil tank c) Open all the cargo tank gas freeing covers. the tank isolating valves, in order to bring the tank pressures up
vented via the gas freeing cover on the individual tank PV valve stand. If all to the normal limits.
tanks are to be inerted at the same time and with the cargo oil tanks common d) Confirm that the valves are set to allow IG to be delivered to the
on the inert gas line, the vent mast riser can be used to vent these tanks. cargo system. l) When the cargo oil tank pressure is up to normal service
pressure, close the deck isolating valves and shut down the IG
Note: When directing inert gas through the cargo lines, these must be well e) Confirm the inert gas system is ready for delivery. system.
drained prior to use for the inerting operation.
f) Open inert gas deck isolating valve and the inert gas cargo line
Inert gas is heavier than air, so by introducing inert gas at the bottom of the tank isolating valves. Illustration 3.2.1b Inerting
and slowly replacing the tank atmosphere with inert gas, the tank atmosphere
is displaced (DISPLACEMENT METHOD). In the displacement method the Position Description Valve
maximum number of tanks should be open whilst still maintaining a slight flow Open Cargo oil tank suction valves on all cargo tanks, 007V, 008V
out of the tanks to atmosphere, as this will assist in better layering of the ig including the slop tanks 009V, 010V
in the tanks. The quality of the vented tank atmosphere is monitored at regular 011V, 012V
intervals along with representative samples throughout the tank volume. When 013V, 014V
the oxygen (O2) content is below 8% the cargo oil tank is considered to be 015V, 016V
inerted. However, it is advisable to reduce the oxygen level to below 5%, so 017V, 018V
increasing the margins of safety. 019V, 021V
Open Slop tank isolating valves 210V, 211V
It is also possible to inert the cargo tanks using the inert gas directly into the
Open No.3 COP bypass valve 046V
tanks and venting via the gas freeing lids. However, this method (DILUTION
METHOD) relies upon effective mixing of the inert gas and the tank atmosphere Open No.3 line bulkhead master valve 034V Fresh Air
and therefore requires a higher inlet rate to ensure the lower reaches of the tank Open No.1, 2 and 3 line crossover valves 001V, 002V
are effectively inerted. To achieve this, only a few tanks should be common to 003V, 004V
the inert gas line and venting through their respective gas freeing covers, the 005V, 006V
remaining tanks are isolated. Thereafter the inerted tanks are closed, and the Open Cross-connection from IG main to No.3 cargo 142V, 141V
remaining tanks can be inerted. main
Open Inert gas isolating valve IG006V
Note: If the following cargo to load is a high value or sensitive petroleum
product, the DILUTION METHOD should be considered a preferable g) With the inert gas plant running and the oxygen content less
means of inerting the cargo tanks. This avoids any possible cargo line than 5%, inert gas will now be delivered to the cargo tanks with Inert Gas from IG Blower
via the Cargo Filling Line
contamination from soot deposits from the IG system which could lead to the displaced atmosphere being vented out via the gas freeing
off-spec cargoes. cover on each tank’s PV valve.
The residual and the dump tank are not cargo carrying tanks, but would h) Test the atmosphere of each tank at regular intervals with the
normally be inerted. These would be inerted by the dilution method only; that portable gas monitoring equipment. When the oxygen content
is direct from the inert gas main and vented via their gas freeing covers. is less than 8% throughout each tank, it is then assumed that the
tanks are fully inerted. It is recommended to reduce the oxygen
Illustration 3.2.2a Vapour Emission Control Monitoring and Alarm System
Ship’s Control Centre Detection Cabinet in the Port Midship Deck Stores
OMICRON OVS 2.1

VAPOUR ALARM SYSTEM
DETECTOR CABINET
I.S EQUIPMENT
VAPOUR ALARM SYSTEM OVS 2.1 OP
ABOVE 8%
OXYGEN
FLOW FAILURE CONTENT
% O2
SYSTEM FAILURE
MAINFOLD SELECTOR PURGE SELECTOR

LOW PRESSURE
VAPOUR
HIGH PRESSURE SAMPLE CLOSED
PRESSURE
mbar
CALIB. No.4 Water Ballast Tank No.3 Water Ballast Tank
SYSTEM FAILURE OPEN
PURGE (Port) (Port)
CALIB. BAS 020V 022V
ALARM ACCEPTED
BUZZER ACCEPT/ LAMP

BUZZER ON/OFF
SILENCE RESET TEST
035V 036V
MAINFOLD SELECTOR INSTRUCTION
002V 004V
OXYGEN MEASUREMENT
P/S FORWARD S/S FORWARD
PURGE SAMPLE LINES
OMICRON CALIBRATION OXYGEN SENSOR
P/S AFT S/S AFT 450 450

016V 018V Mast Riser With
OMICRON Flame Arrester
250 250
450
Intrinsically Safe
Barrier Board 030V
400
029V
100 045V
250 250
450 450
017V 019V
003V 005V
037V 038V
021V 023V
No.4 Water Ballast Tank No.3 Water Ballast Tank
(Starboard) (Starboard)
3.2.2 Vapour Emission Control (VEC) Alarm Set Points d) Reduce the flow through the sensor to zero by rotating the
Oxygen content high: 8% regulating valve on the flow meter.
New legislation in some ports may demand that the vessel operates in vapour
emission mode (VEC). This basically involves connecting a vapour return Vapour pressure high: 1200mmWG (120mbar) e) Supply nitrogen gas from the test bottle via the quick connector
arm to the IG main at the manifold during loading, so that the entire displaced Vapour pressure low: 100mmWG (10mbar) and adjust the flow at the flow meter to 150 litres/h.
cargo tank atmosphere is processed ashore rather than being vented directly to Low flow: No Flow
atmosphere. f) If the oxygen content reading does not stabilise at zero then the
The detection cabinet which is located in the port deck store near the manifolds zero point must be adjusted by turning the ZERO pot inside the
The vessel is fitted with two 400mm manifold valves port and starboard has a series of selection valves which must be set prior to the VEC monitoring sensor casing.
amidships, which are connected into the cargo oil tank IG main line. Two operation. See illustration 3.2.2a.
bobbin pieces of 400mm x 300mm, two reducers of 400mm to 300mm length g) The unit is now zeroed, close the flow meter regulating valve.
500mm ASA150 are supplied in accordance with OCIMF requirements. Care Valve ‘A’ is turned to either P/S FORWARD, P/S AFT, S/S FORWARD, or S/S
must be taken to ensure that the pressure in the IG main remains within the AFT to select the appropriate sampling line for the VEC manifold connection h) Supply clean instrument air via the quick connector and adjust
operational parameters. which is to be used. the flow to 150 litres/h.
Most load ports at present allow venting to atmosphere. Where venting is Valve ‘B’ is for the MODE SELECTOR, with CALIB. PURGE or SAMPLE. i) If the oxygen content reading does not stabilise at 20.8% or
permitted during loading, excess vapour is vented to atmosphere through the This is to either calibrate the device or sample the vapour line. It would be set more the sensor’s span must be adjusted by turning the SPAN
tank PV valves or forward mast riser. to SAMPLE for cargo operations. pot inside the sensor casing.
The ship’s maximum loading rate is 14,850m3/h at 7m/sec using all three top Valve ‘C’ is the PURGE SELECTOR, with either OPEN or CLOSED. It is used j) Verify the zero and span, repeat the calibration if necessary.
lines or 4,950m3/h at 7m/sec per top line. Where VEC is in use the pressure in to purge and blow through the sampling line back to the individual manifold
any cargo tank must not exceed 80% of the PV valve set point. In this case the connection point with instrument air. Set to CLOSED for cargo operations.
tank pressures must not exceed 112mbar at any time during the loading, with a Procedure for Setting the System into Operation
maximum loading rate to each wing tank of 1,638m3/h. The gas flow indicator is a floating ball and reed switch arrangement. There
is an adjustment control to manually ensure the flow rate is set at the correct a) Ensure that the instrument has been calibrated before use.
According to the pressure drop calculations the maximum allowable cargo volume. If the flow rate drops below a predetermined level, ie, 2.5 litres per
loading rate is calculated as below: minute, an alarm is indicated on the control panel in the SCC. If the non-flow b) Open the sampling isolating valve at the vapour manifold that
alarm is indicated, then the fault could either be in the sampling line from the the VEC return hose is to be connected to and also the vapour
manifold or the in-line 90μ filter could be blocked. header pressure isolating sample valve.
Maximum vapour 2,560m³/h (at 0.12kg/cm²) x 0.8 (maximum
COT pressure) / 1.25 (venting system factor) = 1,638m³/h (for
c) In the detector cabinet, rotate the sampling line selection valve
one pair of tank loading.)
Procedure for Setting Up the Monitoring Unit for VEC to the correct position.
Maximum vapour 24,930m³/h (at 0.12kg/cm²) x 0.8 (maximum Operations
COT pressure) / 1.25 (venting system factor) = 15,955m³/h (for d) Rotate the MODE SELECTOR to the CALIB. PURGE, then
all tanks loading simultaneously.) Due to the sensitivity of the oxygen detector deteriorating over a period of move the air purge stop valve into the vertical position for a few
time it is necessary to calibrate the detector prior to use. The date of fitting the moments, air will now blow through the sample line into the
Note: The pressure in a cargo tank should not exceed 80% of the PV valve detector head should be checked, as it will require replacing after one year. vapour manifold connection point.
set point. The tank PV valves are set to 1400mmWG (140mbar), therefore
the tank pressure should not exceed 1120mmWG (112mbar). e) After a short period return the stop valve to the horizontal
Procedure for Calibrating the Oxygen Sensor position and the MODE SELECTOR, with CALIB. PURGE
mode selection valve back to the SAMPLE position. Adjust the
Alarm and Monitoring Unit a) Turn on the system in the SCC and allow the sensors to
gas flow to 150 litres/h, measured at the top of the ball.
stabilise and silence the alarm by pressing BUZZER SILENCE
An Omicron oxygen/vapour pressure monitoring and alarm system is used to pushbutton. The warming-up period for the pressure transmitter
f) At the monitoring and alarm panel in the SCC turn the system
monitor the inert gas pressure and its corresponding O2 % content during the is approximately 5 minutes after which the sensor will read the
on. Press the BUZZER SILENCE pushbutton on the control
transfer of the displaced inert gas to the shore facility during loading operations actual pressure in the vapour return lines.
panel to silence the buzzer. The digital display units will now
when VEC is required. The alarm panel mounted in the SCC gives alarm
show the alarm set points for a few moments before the actual
indication for the oxygen content, if the vapour pressure is too low or too high b) Place the PURGE SELECTOR control to CLOSED.
measured readings are displayed.
and also if there is a fault condition on the level of gas flow into the measuring
device. Additionally, there is also a digital readout display for the oxygen c) Rotate the MODE SELECTOR to the CALIB. PURGE
content and vapour pressure. position.
Illustration 3.2.2b Loading Using the VEC System
(Port)
035V 036V 026V
Residual
Tank 002V 004V
450 450
Flame Arrester
200 250 250 250 250 250 250
034V 100
450 350
32
450 030V 031V
400 032V
027V 350 028V 029V 100
100
100 100 100 045V
250 250 250 250 250
046V 450 450
015V 017V 019V 021V 023V
200 250
Dump 025V 013V 003V 005V
Tank
027V
Slop Tank
037V 038V


009V
PT PT PI 450
To Ballast System
007V 008V 006V 011V 010V
Key
400 50
143V 016V
Supply 50 25
50 Sea Water
6
Steam Supply
012V
Bottom
004V
To Load at a Shore Terminal With VEC f) Initiate the setting up of the monitoring and alarm system as
previously explained.
Prior to any cargo operations the following vapour recovery parameters must
be established at the pre-transfer conference. g) Open the amidships manifold sample valve to which the vapour
recovery arm is connected.
• Present vapour pressure in the cargo tanks.
• Lowest setting of the vessel’s vacuum relief valves. h) Should the tank pressure drop to 100mmWG, the low pressure
• Highest setting of the vessel’s relief valves. alarm will sound. Advise the shore personnel immediately.
• The initial loading rate and the maximum flow rate of all CAUTION
concurrent cargo.
Do not close any vapour return valve until confirmation from the shore
• The maximum vapour transfer the shore facility can handle, terminal.
including both system and berth limitations.
• Types of vapours which will be discharged from the present as Cargo transfer operations are then carried out so that all vapour emissions are
well as previous cargoes. contained within a closed system. Ensure that tank pressures, flow rates and
oxygen levels are constantly being monitored.
• The maximum pressure drop from the cargo tanks to the vessel’s
vapour manifold connection during the maximum cargo loading
flow rate.
• The operating pressure to be maintained in the cargo tanks.
• The maximum and minimum vapour operating pressures.
• The facility’s alarm and trip set points for high and low
pressures.
• Verify that all level alarms have been tested within the last 24
hours.
• Verify that all vapour recovery valves are in the correct
position.
Procedure to Return Vapour to Shore During Cargo

Operations
a) Verify that the ig deck isolating valves are shut.
b) Make sure the ig deck main is made common with all individual
cargo oil tank ig spectacle flanges in the OPEN position and the
tank lids are closed.
c) Ensure that the yellow vapour connection piece is in place.

Check that the shore hose has a current certification of a
pressure test and that it is free from any defects.
d) Connect the vapour hose, using a new joint if necessary,

ensuring the hose is correctly supported.
e) Open the drain valves on the vapour header to ensure that all
condensate is drained off. When completed, shut these valves.
3.2.3 Inert Gas Operations During Loading Illustration 3.2.2c Mast Riser Manual/Automatic Valve
At a Shore Terminal Without VEC

Fixed Open
There will be occasions where, due to lack of terminal vapour control systems,
it will be necessary to carry out cargo transfers without their use.
Automatic Mode
5
In this situation it will be necessary to make use of the vessel’s vent mast riser
to control the tank pressure during loading. Positively Closed 1
As with the enclosed system operation the pre-transfer conference will require
the same information with the exception of those items relating to the vapour
recovery to the shore facility. 2
The vent mast riser is set at 500mmWG (50mbar) for pressure in the automatic
position. During loading at high rates the valve should be set in the FIXED
Vent Mast Riser
OPEN position to ensure maximum flow through, otherwise use the automatic
position. The vent mast riser is fitted with a flame arrester and in the automatic
position is designed to release the vapour at a rate that will propel the released
vapour away from the vessel’s decks and clear of any danger areas.
3
4
During the use of the vent mast riser, care must be taken to ensure that changes
in the climatic conditions, ie, lightning or very calm conditions, do not interfere
with the safety of the operations.
Where the vapours of the grades to be loaded are incompatible, generally the
largest grade should be loaded and vented via the mast riser, while the smaller Key
parcels are isolated from the IG system by locking shut the isolating valves 1 - Indicator
to each tank. The smaller parcel is then loaded and the tanks vented using the 2 - Spindle
individual tank PV valve. 3 - Valve Disk
4 - Valve Seat
5 - Locking Pins
Procedure to Vent the Atmosphere of the Cargo Oil Tanks Via Inert Gas Line
the Mast Riser During Loading Operations
a) Verify that the ig deck isolating valves are shut.
b) Make sure the ig deck main is made common with all individual
cargo oil tank ig spectacle flanges are in the open position and
that the tank lids are closed.
c) Set the vent riser valve in the automatic position. The vent
will then open when the tank pressure reaches 500mmWG
(50mbar).
d) Start loading operations. If the pressure is not being released to

meet with the loading rate, open the vent riser valve fully.
e) Monitor the ig main pressure regularly.
3.2.4 Inert Gas Operations During Discharging Example
Part of the pre-discharge safety checks must be to ensure that individual COT Vessel’s total cargo tank volume 121,762m3 at 98% capacity
IG valves are locked open. Inert gas pressure 70mbar
Inert gas pressure required on completion of 20mbar
Prior to beginning discharge, it is first necessary to start the IG plant with the
discharge
system discharging to atmosphere via a vent until O2 is below 5%.
Difference in pressure 50mbar
When the quality of IG is satisfactory, regulate the supply of IG to the tanks by
adjustment of the pressure controller (ie, automatic control of the deck supply By using the above table a required pressure difference of 50mbar equates to a
valve and the vent valve). multiplying factor of 0.046.
Start the individual cargo pumps and observe the pressure of the IG as the The vessel’s total cargo tank volume is 121,761m³. In order to reduce the inert
discharge rate increases. It is advisable to maintain the pressure of the inert gas pressure by 50mbar on completion of discharge it is possible to calculate at
gas during discharge at 70mbar particularly during the early stages. This will what point it is necessary to stop the inert gas system by multiplying the factor
ensure that during the period of minimum ullage space, the maximum number of 0.046 (for a required drop of 50mbar) by the total of the cargo tank volumes
of cargo pumps can be utilised without the danger of creating a vacuum. of 121,7621m³:

All valves initially shut: Volume of cargo remaining = 121,761 x 0.046
= 5,601m³
Position Valve Description Valve
Therefore it is necessary to stop the inert gas system when around 5,601m³ of
Locked Individual COT isolating valves and verify 012V to 025V cargo remains to be discharged in order to complete the discharge with an inert
Open that all spectacle pieces have been swung to gas pressure of 20mbar.
the OPEN position
Open Deck master valves 006V, 007V Note: The above figures give only a rough estimate of the required volume.
Any leakage of inert gas will affect the figures. The inert gas pressure
In order to minimise the risk of inert gas pollution into the atmosphere it is readings should be carefully monitored to ensure that the cargo tanks do not
possible to pre-calculate the time at which the inert gas system may be stopped reach a level of zero or negative pressure.
in order to complete discharge with a minimum inert gas pressure (around
20mbar) remaining within the tanks.
Pressure Difference (mbar) Multiplying Factor

10 0.01
20 0.019
30 0.028
40 0.037
50 0.046
60 0.055
70 0.064
80 0.072
90 0.080
100 0.088
110 0.096
120 0.104
130 0.112
140 0.119
150 0.127
3.3 Loading Cargo
3.3.1 Loading a Single Grade Cargo
3.3.2 Loading Two and Three Grade Cargo
Illustrations
3.3.1a Loading Cargo - Single Grade
3.3.2a Loading Cargo - Two Grades
3.3.2b Loading Cargo - Three Grades

Illustration 3.3.1a Loading Cargo - Single Grade Spill Tank
Key
500
500 Cargo Single Grade 125
132V 128V
500
120V 121V 122V
143V Fresh Water
125 126V
From Deck Hydraulic Oil
Inert TI TI TI
091V 090V 092V Tank
125
117V
500
500
H 450 118V
052V 500
H 150
075V 125 119V
074V 134V 138V
125 Sea Chest PI 80 114V 115V 116V
078V P
081V 061V 059V 086V
Bilge Suction
H
106V Clean Up 110V 15 136V
125 15 109V Oil Tank 130V
Water 15 15 137V 127V
H 207V 107V 108V 123V 124V 125V
PT
PT 450
080V 082V PI
PI Fresh 125
125 208V 133V 131V
095V Water
Auto P Spill Tank
15 No.2 No.1
H 096V
System PI PT PT PI
H 079V H
150
197V 071V Slop 032V 200 030V 200 028V 200 026V 024V 200
H H H H H H
H
600 450 450 450 011V 450
150 200
036V 017V 015V 013V 009V 022V 200
H 072V 198V
H
H H
H 600
500 001V 003V No.2
H
068V 600 Cargo Oil 007V 450
PI PI 093V 035V Oil Tank (P)
150 Oil Tank (P) Oil Tank (P)
051V H P H H 002V 004V Tank (P)
H
500 600 No.1 Cargo
045V 058V 089V 039V 055V
H H H 200 H H
600 Oil Tank (P)
005V
H
099V 102V 105V 019V
H
067V 194V 150 450 450 450 450 450 450
H
205V
H
P Tank H
H H H 125 600
076V 210V
500
H 047V PT PT 065V 066V
100 200 204V Dump
PI PI 206V
H
Tank H H H H H H
050V H P H
500 600 033V 200 031V 200 029V 200 027V 200 025V 200 023V 200
044V 057V 088V 038V
201V 202V H H H H H H
098V 101V 104V H H
100 Auto 018V 450 016V 450 014V 450 012V 450 010V 450 008V 450
041V H P 450 H 211V
450
H 063V 200 203V 054V 400 600
199V
H H
500 064V
H
H 046V 021V
H
PT PT
150
062V
H
049V H P H H
Oil Tank (S)
500 600 600
040V 450 053V

3.3 Loading Cargo The taking of samples from either all or a selection of tanks may be required, • The duty officer is to note the names of personnel entering, time
and any ship’s samples must be labelled and stored correctly. of entry and to agree a communication schedule.
Prior to arrival at the loading port, a number of communications take place • The duty officer is to regularly communicate with personnel
between the loading terminal and the vessel. These are based on the ISGOTT When seals are placed upon the sea chests, overboard discharge valves and
while they are inside the pump room at the agreed time
guide checklists. on some occasions the manifold valves, then the serial numbers should be
intervals.
recorded.
Particular attention should be given to: • The pump room should be entered and visually checked on an
A loading plan should indicate the loading sequence, trim and stability hourly basis throughout the cargo operation.
• Emergency shutdown procedures
conditions, cargo loading details with contingencies for changes, the nominated • Where there has been a major change in the status of the valves
• Closed loading techniques tanks and deballasting procedure. For non-nominated tanks, as a precaution and/or pumps, entry and visual checks should be made of the
• Topping-off techniques against opening a valve in error on the mimic panel, it is advisable to mask or pump room.
tape over those valves and mark with a caution.
• Oil spill response procedures • When the bridge is manned the duty officer is normally the
At certain times on-board blending may be required for two similar products. bridge watchkeeping officer.
• The manifold area and the mooring systems
The charterer will pass to the vessel full instructions regarding quantities of • Where communication is apparently lost with the personnel in
the parcels, procedure to adopt to ascertain the final density and volume. This the pump room, the duty officer is to advise the Master and chief
WARNING
procedure will be undertaken with the assistance of the terminal representative officer immediately. No further entry is to be made without
The vessel shall at all times meet the minimum criteria for trim and and attending surveyor. instructions from the Master and/or chief officer.
stability and have due regard to the fact that having a large number of
slack tanks at any one time will reduce the metacentric height (GM) due Applications of additives may also be requested, and once again the charterers Additional guidance can be found in the Company Safety and Operating
to an increase in the free surface effect. should forward detailed instructions of any such necessities. Manuals, the COSWP and the ISGOTT guide.
Prior to arrival at the load port a number of checks and tests must be carried out
to verify the correct operation of the cargo hydraulic and monitoring systems. Pump Room Security and Safety Pre-Loading Conference
The check lifts on each pressure vacuum valve (PV) must be operated to The safety of cargo operations and the personnel involved is very much Prior to loading, the ship and terminal representative should discuss and agree
confirm that the valves are free to operate on their seats before loading. dependent on a competent approach to and understanding of the hazards the loading operation. This should be based on the ISGOTT guide checklist.
associated with cargo pump rooms. A carefully defined procedure for entry
The independent overfill alarm units should be tested and proved fully and checking of the pump room, both during cargo operations and at any other Particular attention should be given to:
operational. time is essential. The entry procedure is to be posted in a prominent position
by both pump room entrance doors and included in the instructions given to • Berth restrictions regarding depth of water, manifold height and
all personnel. The pump room gas detection system, fire detection system moorings.
All of the tanks should have an oxygen content below 8%. The inert gas valves
should be properly aligned for the loading operation and the vapour recovery and the bilge alarms are the three prime methods of continuous monitoring of • Emergency procedures and alarms.
system prepared as necessary. Tests carried out should be logged and comments pump room integrity and safe entry requirements followed by entry and visual
• Communications and contact details.
made as applicable. inspection by duty personnel. The following items should be included in any
ship procedure: • Emission restrictions and procedures with VEC.
After planning the stability, taking into consideration the maximum permissible • The correct pump room ventilation procedure should be in • Confirm loading arms and manifold arrangement, grades,
draught, bunkers, water and extras, the loading of a single grade homogeneous use, the pump room fan should be set to draw the atmosphere temperatures and densities.
cargo can be relatively straightforward. from the bottom of the pump room venting to atmosphere, thus • Grade segregation required.
creating an inflow though the main doors. The low fan suction
During the loading operation the observed temperature and the density should should be in use. • Initial, maximum and topping-off flow rates and notice period
be compared to the original given values and any difference noted and the to reduce the rate.
values adjusted for the cargo calculations. • Prior to entry, check that there are no alarms on the pump room
gas detection system and that the oxygen reading is 21% and the • Ship survey and sampling before, during and after loading.
During loading the automated readout of the ullages and temperatures should LEL 0%. • Line displacement, ship or shore stop and loading quantities.
be compared with the manual (UTI) device, corrected for trim and instrument • The duty deck officer is to note the readings from the gas • Line draining and manifold disconnection procedure.
corrections and a comparison made with the computer readouts. detection system panel in the Cargo Log Book and advise the
personnel who are to enter the findings. • All matters regarding ship safety and security, with due regard
Observation of the draught marks whenever possible should be undertaken and to pollution prevention.
a comparison made with the calculated and the gauge readings, allowing for • Test radio communication between the duty deck officer and the
any trim corrections. Any hog or sag and differences can be noted. personnel who are making the pump room entry.
Illustration 3.3.1a Loading Cargo - Single Grade Spill Tank
Key
500
500 Cargo Single Grade 125
132V 128V
500
120V 121V 122V
143V Fresh Water
125 126V
From Deck Hydraulic Oil
Inert TI TI TI
091V 090V 092V Tank
125
117V
500
500
H 450 118V
052V 500
H 150
075V 125 119V
074V 134V 138V
125 Sea Chest PI 80 114V 115V 116V
078V P
081V 061V 059V 086V
Bilge Suction
H
106V Clean Up 110V 15 136V
125 15 109V Oil Tank 130V
Water 15 15 137V 127V
H 207V 107V 108V 123V 124V 125V
PT
PT 450
080V 082V PI
PI Fresh 125
125 208V 133V 131V
095V Water
Auto P Spill Tank
15 No.2 No.1
H 096V
System PI PT PT PI
H 079V H
150
197V 071V Slop 032V 200 030V 200 028V 200 026V 024V 200
H H H H H H
H
600 450 450 450 011V 450
150 200
036V 017V 015V 013V 009V 022V 200
H 072V 198V
H
H H
H 600
500 001V 003V No.2
H
068V 600 Cargo Oil 007V 450
051V H P H H 002V 004V Tank (P)
H
500 600 No.1 Cargo
045V 058V 089V 039V 055V
H H H 200 H H
600 Oil Tank (P)
005V
H
099V 102V 105V 019V
H
067V 194V 150 450 450 450 450 450 450
H
205V
H
P Tank H
H H H 125 600
076V 210V
500
H 047V PT PT 065V 066V
100 200 204V Dump
PI PI 206V
H
Tank H H H H H H
050V H P H
500 600 033V 200 031V 200 029V 200 027V 200 025V 200 023V 200
044V 057V 088V 038V
201V 202V H H H H H H
098V 101V 104V H H
100 Auto 018V 450 016V 450 014V 450 012V 450 010V 450 008V 450
041V H P 450 H 211V
450
H 063V 200 203V 054V 400 600
199V
H H
500 064V
H
H 046V 021V
H
PT PT
150
062V
H
049V H P H H
Oil Tank (S)
500 600 600
040V 450 053V

3.3.1 Loading a Single Grade Cargo Trimming tanks are filled to pre-planned ullages and then shut. They are brought Position Description Valve
to their final ullage towards the end of loading, at a reduced loading rate. It is
Open No.2 starboard tank suction valve 010V
When preparing the system to load cargo, it is important to ensure that all cargo always advisable to complete loading in a slack tank in order to reduce the risk
No.1, 3, 4, 5, 6 and both slop tank suction 007V, 008V
valves are in the closed position prior to the setting of the cargo lines. of a carry-over of cargo to the inert gas main. The number of slack tanks should
valves 011V, 012V
be kept to a minimum in order to reduce the free surface effect.
013V, 014V
Note: All loading operations are monitored and controlled in the SCC and 015V, 016V
at the cargo console cargo mimic, all remote hydraulic valves are operated Deballasting is to be started in accordance with the chief officer’s loading plan
017V, 018V
using the control switches, both for the open/close and proportional type. which is generally after bulk loading is under way.
019V, 021V
Manually operated valves do not have status indication on the mimic panel.
Initially all of the valves are shut.
d) Shut the required trimming tanks at a suitable ullage, adjusting
a) Ensure all the tank isolating valves to the inert gas (IG) line are the loading rate as required.
locked open and that all spectacle flanges are swung to the open Position Description Valve
position and the tank hatch securely closed. Close Deck main IG isolating valves 006V, 007V e) Stagger the tanks and reduce the loading rate in preparation for
Open Manifold valve that the VEC recovery arm is 002V, 004V topping-off tanks. Be aware that the smaller capacity slop tanks
b) Check that the ig deck isolating valves are closed. connected to 003V, 005V may fill at a faster rate than expected.
OR
c) Ensure that all overboard valves are in the closed position and Set to automatic mast riser valve if no VEC 045V f) Top-off the cargo tanks, bleeding-off into the trimming tanks.
sealed, and that the blanking distance piece is in place. Open No.1, 2 and 3 manifold crossover valves 117V, 118V
119V Position Description Valve
d) Ensure that all unused manifold valves are blanked and shut.
Open No.1, 2 and 3 cargo oil pump bypass valves 048V, 047V Close No.1 and 6 tank suction valves 007V, 008V
046V 017V, 018V
e) Open and set to the vent mast riser valve to the AUTOMATIC
MODE if venting permitted to the atmosphere. If vapour Open No.1, 2 and 3 line bulkhead master valves 036V, 035V Close No.2, 3, 4, 5 and both slop tank suction valves 009V, 010V
emission restrictions are in force, see Section 3.2.2 for the 034V 011V, 012V
operation of the VEC system. Open No. 1, 2 and 3 line crossover valves 001V, 002V 013V, 014V
003V, 004V 015V, 016V
f) Open the pump bypass loading valves, the pump room bulkhead 005V, 006V 019V, 021V
master valves, the manifold crossover valves, bottom line Open Slop tank isolating valves 210V, 211V Open No.1 and 6 tank suction valves 007V, 008V
crossover valves and one tank suction valve. Open No.2 port tank suction valve 009V 017V, 018V
Open Manifold valves port side that loading arms are 111V, 112V
g) Open the manifold valves to which the loading arms are connected, OR 113V g) On completion of cargo loading, drain the manifolds into a slack
connected and manifold crossovers as required. Manifold valves starboard side that loading 114V, 115V tank and close all valves.
arms are connected. 116V
h) Start loading cargo at the agreed slow rate into one tank. When h) Agree ship-shore figures and disconnect the loading arms.
cargo is confirmed as coming into the selected tank, take a ‘one
foot’ sample as necessary. a) Commence loading at the agreed slow rate into one tank for the
initial sample.
i) When confirmed acceptance of the cargo, open up the nominated
tank valves as required and the loading rate increased to the b) When confirmed acceptance of the cargo, open the remaining
agreed figure. nominated cargo tanks.
j) Create an appropriate stagger for controlled topping-off and c) Confirm that the initial safety and integrity checks are completed
reduce the loading rate in ample time. and cargo is being received into the nominated cargo tanks only,
then slowly increase to the agreed full loading rate.
k) Ensure the ballast operations are completed in advance of the
final topping-off.
The trimming tanks are the slack cargo oil tanks resulting from trim, draught
or nominated cargo restrictions. These are normally No.1 and No.6 cargo oil
tanks.
Illustration 3.3.2a Loading Cargo - Two Grades Spill Tank
500
Key
500 125
Cargo Grade 1 132V 128V
500
120V 121V 122V
143V Cargo Grade 2 126V
125
From Deck
Cleaning Main Fresh Water PI PI PI
Inert TI TI TI
200 Hydraulic Oil Residual 111V 112V 113V
091V 090V 092V Tank
125
117V
500
500
H 450 118V
052V 500
H 150
075V 125 119V
074V 134V 138V
125 Sea Chest PI 80 114V 115V 116V
078V P
081V 061V 059V 086V
Bilge Suction
H
106V Clean Up 110V 15 136V
125 15 109V Oil Tank 130V
Water 15 15 137V 127V
H 207V 107V 108V 123V 124V 125V
PT
PT 450
080V 082V PI
PI Fresh 125
125 208V 133V 131V
095V Water
Auto P Spill Tank
15 No.2 No.1
H 096V
System PI PT PT PI
H 079V H
150
197V 071V Slop 032V 200 030V 200 028V 200 026V 024V 200
083V H H H H H H
600 450 450 450 011V 450
150 200
036V 017V 015V 013V 009V 022V 200
H 072V 198V
H
H H
H 600
500 001V 003V No.2
H
068V 600 Cargo Oil 007V 450
051V H P H H 002V 004V Tank (P)
H
500 600 No.1 Cargo
045V 058V 089V 039V 055V
H H H 200 H H
600 Oil Tank (P)
005V
H
099V 102V 105V 019V
H
067V 194V 150 450 450 450 450 450 450
H
205V
H
P Tank H
H H H 125 600
076V 210V
500
H 047V PT PT 065V 066V
100 200 204V Dump
PI PI 206V
H
Tank H H H H H H
050V H P H
500 600 033V 200 031V 200 029V 200 027V 200 025V 200 023V 200
044V 057V 088V 038V
201V 202V H H H H H H
098V 101V 104V H H
100 Auto 018V 450 016V 450 014V 450 012V 450 010V 450 008V 450
041V H P 450 H 211V
450
H 063V 200 203V 054V 400 600
199V
H H
500 064V
H
H 046V 021V
H
PT PT
150
062V
H
049V H P H H
Oil Tank (S)
500 600 600
040V 450 053V

3.3.2 Loading two and three grade CARGO k) Ensure the ballast operations are completed in advance of the Position Description Valve
final topping-off.
Open No.2 starboard tank suction valve 010V
After planning the stability, taking into consideration maximum permissible
No.1, 4, and 5 and both slop tank suction 007V, 008V
draught, bunkers, water and extras, the procedure to load a multi-grade oil The trimming tanks are the slack cargo oil tanks resulting from trim, draught
valves 013V, 014V
cargo is very similar to that for a single grade, with the exception of loading or nominated cargo restrictions. These will be dependent upon nomination
015V, 016V
with segregation and split into group loading. quantities, but may be cargo tanks No.1 and No.5.
019V, 021V
The following assumes that the vapours from each grade are compatible Trimming tanks are filled to pre-planned ullages and then shut. They are brought
with the other grades being loaded. If this is not the case, only grades with to their final ullage towards the end of loading, at a reduced loading rate. It is d) Shut the required trimming tanks at a suitable ullage, adjusting
compatible vapours can be loaded concurrently when the VEC is in use. Where always advisable to complete loading in a slack tank in order to reduce the risk the loading rate as required.
no VEC is in use the smallest number of non-compatible vapour tanks should of a carry-over of cargo to the inert gas main. The number of slack tanks should
be isolated by shutting the valve to the IG line and then loaded venting via the be kept to a minimum in order to reduce the free surface effect. e) Stagger the tanks and reduce the loading rate in preparation for
PV valve. topping-off tanks. Be aware that the smaller capacity slop tanks
Deballasting is to be started in accordance with the chief officer’s loading plan may fill at a faster rate than expected.
which is generally after bulk loading is under way. In this instance, only the
Loading Two Grades ballast tanks adjacent the loading tanks will be deballasted initially to keep the f) Top-off the cargo tanks, bleeding-off into the trimming tanks.
Loading into No.2 and No. 3 Groups (yellow and blue lines) stress within a safe limit.
a) Ensure all the tank isolating valves to the inert gas (IG) line are
Initially all of the valves are shut. Close No.1 and 5 tank suction valves 007V, 008V
locked open and that all spectacle flanges are swung to the open
position and the tank hatch securely closed. 015V, 016V
Position Description Valve Close No.2, 4 and both slop tank suction valves 009V, 010V
b) Check that the ig deck isolating valves are closed. Close Deck main IG isolating valves 006V, 007V 013V, 014V
Open Manifold valve that the VEC recovery arm is 002V, 004V 019V, 021V
c) Ensure that all overboard valves are in the closed position and connected to 003V, 005V Open No.1 and 5 tank suction valves 007V, 008V
sealed, and that the spool pieces are removed and blanked. OR 015V, 016V
Set to automatic mast riser valve if no VEC 045V
d) Ensure that all unused manifold valves are blanked and shut. Open No.2 and 3 manifold crossover valves 118V, 119V g) On completion of loading this grade, drain all the manifolds into
a slack tank of this grade and close all valves.
Open No.2 and 3 cargo oil pump bypass valves 047V, 046V
e) Open and set to the vent mast riser valve to the AUTOMATIC
Open No.2 and 3 line bulkhead master valves 035V, 034V h) Agree ship-shore figures.
MODE if venting permitted to the atmosphere. If vapour
emission restrictions are in force, see Section 3.2.2 for the Open No.2 to No. 3 line crossover valves 005V, 006V
operation of the VEC system. Open Slop tank isolating valves 210V, 211V
Loading into No.1 Group (red line)
Open No.2 port tank suction valve 009V
f) Open the pump bypass loading valves, the pump room bulkhead a) Open the pump bypass loading valve, the pump room bulkhead
Open Manifold valves port side that loading arms are 111V, 112V
master valves, the manifold crossover valves, bottom line master valve, and one tank suction valve.
connected, OR
crossover valves and one tank suction valve. Manifold valves starboard side that loading 114V, 115V
b) Open the manifold valve to which the loading arm is
arms are connected.
g) Open the manifold valves to which the loading arms are connected.
connected and manifold crossovers as required. a) Commence loading at the agreed slow rate into one tank for the
c) Start loading cargo at the agreed slow rate into one tank. When
initial sample.
h) Start loading cargo at the agreed slow rate into one tank. When cargo is confirmed as coming into the selected tank, take a ‘one
cargo is confirmed as coming into the selected tank, take a ‘one foot’ sample as necessary.
b) When confirmed acceptance of the cargo, open the remaining
foot’ sample as necessary. nominated cargo tanks.
d) When confirmed acceptance of the cargo, open up the nominated
i) When confirmed acceptance of the cargo, open up the nominated tank valves as required and the loading rate increased to the
c) Confirm that the initial safety and integrity checks are completed
tank valves as required and the loading rate increased to the agreed figure.
and cargo is being received into the nominated cargo tanks only,
agreed figure. then slowly increase to the agreed full loading rate.
e) Adjust the trim with the tank loading until completion for
j) Create an appropriate stagger for controlled topping-off and controlled topping-off and reduce the loading rate in ample
reduce the loading rate in ample time. time.
Illustration 3.3.2b Loading Cargo - Three Grades Spill Tank
Key
500
500 Cargo Grade 1 125
132V 128V
500
120V 121V 122V
143V Cargo Grade 2
125 126V
From Deck Cargo Grade 3
Inert TI TI TI
091V 090V 092V Tank
Hydraulic Oil 125
117V
500
500
H 450 118V
052V 500
H 150
075V 125 119V
074V 134V 138V
125 Sea Chest PI 80 114V 115V 116V
078V P
081V 061V 059V 086V
Bilge Suction
H
106V Clean Up 110V 15 136V
125 15 109V Oil Tank 130V
Water 15 15 137V 127V
H 207V 107V 108V 123V 124V 125V
PT
PT 450
080V 082V PI
PI Fresh 125
125 208V 133V 131V
095V Water
Auto P Spill Tank
15 No.2 No.1
H 096V
System PI PT PT PI
H 079V H
150
197V 071V Slop 032V 200 030V 200 028V 200 026V 024V 200
083V H H H H H H
600 450 450 450 011V 450
150 200
036V 017V 015V 013V 009V 022V 200
H 072V 198V
H
H H
H 600
500 001V 003V No.2
H
068V 600 Cargo Oil 007V 450
051V H P H H 002V 004V Tank (P)
H
500 600 No.1 Cargo
045V 058V 089V 039V 200 055V 600
H H H H
Oil Tank (P)
H 005V
H
099V 102V 105V 019V
H
067V 194V 150 450 450 450 450 450 450
No.1 Cargo Oil Pump 80 042V 196V 070V Residual 400
006V
H
205V
H
P Tank H
H H H 125 600
076V 210V
500
H 047V PT PT 065V 066V
100 200 204V Dump
PI PI 206V
H
Tank H H H H H H
050V H P H
500 600 033V 200 031V 200 029V 200 027V 200 025V 200 023V 200
044V 057V 088V 038V
201V 202V H H H H H H
098V 101V 104V H H
100 Auto 018V 450 016V 450 014V 450 012V 450 010V 450 008V 450
041V H P 450 H 211V
450
H 063V 200 203V 054V 400 600
199V
H H
500 064V
H
H 046V 021V
H
PT PT
150
062V
H
049V H P H H
Oil Tank (S)
500 600 600
040V 450 053V

f) Ensure the ballast operations are completed in advance of the During loading of the second grade, the cargo tanks loaded must be monitored Loading into No.2 Group (blue line)
final topping-off. for any ullage changes. Allowance must be made for change of trim, but when
in doubt it may be necessary to stop loading and check all valve and lines for Position Description Valve
Initially all of the valves are shut. leaks or passing valves. Close Deck main IG isolating valves 006V, 007V
Open Manifold valve that the VEC recovery arm is 002V, 004V
Position Description Valve A complete cargo tank survey should be carried out upon completion of loading connected to 003V, 005V
of the final grade. This would generally be made after the manifold lines are OR
Close Deck main IG isolating valves 006V, 007V
drained, but before they are disconnected. Set to automatic mast riser valve if no VEC 045V
connected to 003V, 005V Open No.2 cargo oil pump bypass valve 047V,
Simultaneous loading of the grades may be required, which offers a more
OR Open No.2 line bulkhead master valve 035V
demanding loading procedure. Care must be taken that when requesting a
Set to automatic mast riser valve if no VEC 045V change or stop on one grade, the adjustments are made to the correct requested Open No.2 tank suction valves 009V 010V
Open No.1 cargo oil pump bypass valve 048V, grade. Clear marking on the manifold valve will help the shore operator No.5 tank suction valves 015V, 016V
Open No.1 line bulkhead master valve 036V identify the grade in question. Open Manifold valve port side that loading arm is 112V
Open No.3 port tank suction valve 011V connected, OR
Open Manifold valve port side that loading arm is 113V Some ports operate an Early Departure Procedure (EDP) with sailing Manifold valve starboard side that loading arm 115V
connected, OR directly upon completion of the cargo (to anchorage or other assigned area) is connected.
Manifold valve starboard side that loading arm 116V and any discrepancies outside a percentage range, may require the tanks
is connected. to be re-measured before the vessel can be released with the correct cargo
documentation. Loading into No.3 Group (yellow line)
a) Commence loading at the agreed slow rate into one tank for the Position Description Valve
initial sample. Loading Three Grades Close Deck main IG isolating valves 006V, 007V
Loading into No.1 Group (red line) Open Manifold valve that the VEC recovery arm is 002V, 004V
b) When confirmed acceptance of the cargo, open the remaining connected to 003V, 005V
nominated cargo tanks. Position Description Valve OR
Close Deck main IG isolating valves 006V, 007V Set to automatic mast riser valve if no VEC 045V
c) Confirm that the initial safety and integrity checks are completed Open No.3 cargo oil pump bypass valve 046V,
and cargo is being received into the nominated cargo tanks only,
connected to 003V, 005V Open No.3 line bulkhead master valve 034V
then slowly increase to the agreed full loading rate.
OR Open Slop tank isolating valves 210V, 211V
Set to automatic mast riser valve if no VEC 045V
Position Description Valve Open No.1 tank suction valves 007V 008V
Open No.1 cargo oil pump bypass valve 048V, 013V, 014V
Open No.3 starboard tank suction valve 012V No.4 tank suction valves
Open No.1 line bulkhead master valve 036V Slop tank suction valves 019V, 021V
No.6 tank suction valves 017V, 018V
Open No.3 tank suction valves 011V, 012V Open Manifold valve port side that loading arm is 111V
No.6 tank suction valves 017V, 018V connected, OR
d) Adjust the trim with the tank loading until completion for
controlled topping-off and reduce the loading rate in ample Open Manifold valve port side that loading arm is 113V Manifold valve starboard side that loading arm 114V
time. connected, OR is connected.
Manifold valve starboard side that loading arm 116V
e) On completion of loading this grade, drain the manifold into a is connected.
slack tank of this grade and close all valves.
f) Agree ship-shore figures.
After the completion of the first grade, an intermediate cargo tank survey
should be made. This would be generally for reference purposes to help clarify
any figures in dispute at the final stage of loading.
3.4 Discharging Cargo
3.4.1 Full Discharge
3.4.2 Discharge of a Single Grade of Crude Oil Cargo with COW of Both Slop Tanks, No.2 and No.3 COTs
3.4.3 Discharging a Three Grade Cargo with 100% COW, Pipeline Admixture and One Valve Separation Acceptable
3.4.4 Part Cargo Discharge
Illustrations
3.4.1a Line Draining to the MARPOL Line
3.4.2a Single Grade Discharge
3.4.2b COW of No.2 Cargo Oil Tanks
3.4.2c COW of No.3 Cargo Oil Tanks
3.4.3a Full Discharge
3.4.3b COW of Starboard Slop Tank
3.4.3c COW of No.1 and No.4 Cargo Oil Tanks

3.4 discharging cargo Tanks not being used must be checked regularly to ensure that the ullage in • Test radio communication between the duty deck officer and the
those tanks remains the same. It is essential, for an efficient discharge in the personnel who are making the pump room entry.
Prior to arrival at the discharge port, a number of communications take place shortest time, that the pumps are run at their designed speed when the line
• The duty officer is to note the names of personnel entering, time
between the receiving terminal and the vessel. These are centred around pressure restrictions permit.
of entry and to agree a communication schedule.
the ISGOTT guide check lists and are summarised in the Company Marine
Operations Manual section on Cargo Operations. Close co-operation between the vessel’s staff and the installation personnel • The duty officer is to regularly communicate with personnel
should be maintained, as the latter alone can assess the local conditions and while they are inside the pump room at the agreed time
Particular attention should be given to: determine when a reduction in the pumping rate is necessary. intervals.
• Emergency shutdown procedures • The pump room should be entered and visually checked on an
The maximum rate of discharge will normally be determined by the ability of hourly basis throughout the cargo operation.
• Crude oil washing pre-arrival checks (for crude oil cargoes the shore to receive cargo, but occasionally by the pumping capacity of the ship
only) especially during crude oil washing operations. In either case it is the duty of • Where there has been a major change in the status of the valves
the vessel’s staff to see that the maximum rate is maintained throughout the and or pumps, entry and visual checks should be made of the
• Manning levels for various procedures pump room.
entire discharge operation.
• Oil spill response procedures • When the bridge is manned the duty officer is normally the
• The manifold area ISGOTT should be referred to for safety checks before and at the commencement bridge watchkeeping officer.
of cargo operations.
• The mooring systems • Where communication is apparently lost with the personnel in
Records of all operations undertaken at the discharge port should be recorded the pump room the duty officer is to advise the Master and chief
Note: Some parts of the following procedures are only applicable for in the Port Deck Log Book, and the correct entries for the official Oil Record officer immediately. No further entry is to be made without
the carriage of crude oil when crude oil washing of some tanks must be Book. instructions from the Master and or chief officer.
undertaken. Thus when carrying other petroleum products these sections can
be disregarded. Additional guidance can be found in the Company Safety and Operating
Pump Room Security and Safety Manuals, the COSWP, and the ISGOTT guide.
The discharge of all cargo must be carried out in close co-operation with the
installation representative who can give advice upon segregation and achieving The safety of cargo operations and the personnel involved is very much
dependent on a competent approach to and understanding of the hazards Pre-Discharging Conference
the desired discharge rate.
associated with cargo pump rooms. A carefully defined procedure for entry
and checking of the pump room both during cargo operations and at any other Prior to discharging, the ship and terminal representative should discuss and
At all times, cargo operations should be conducted in accordance with the
time is essential. The entry procedure is to be posted in a prominent position agree the discharge operation. This should be based on the ISGOTT guide
agreed ship/shore checklist, ISGOTT and the chief officer’s instructions.
by both pump room entrance doors and included in the instructions given to checklist.
The discharge plan should give details of the intended discharge sequence, the all personnel. The pump room gas detection system, fire detection system
and the bilge alarms are the three prime methods of continuous monitoring of Particular attention should be given to:
tanks which may be required to be crude oil washed, the ballasting requirements
and illustrate the expected time schedule for each operation. The purpose of the pump room integrity and safe entry requirements, followed by entry and visual • Berth restrictions regarding depth of water, manifold height and
discharge plan is also to provide all watchkeeping officers with full details of inspection by duty personnel. The following items should be included in any moorings.
the cargo to be discharged at the port. Each watchkeeping officer must study ship procedure:
• Emergency procedures and alarms.
and when understood, sign the plan to acknowledge that they are fully aware • The correct pump room ventilation procedure should be in
of the cargo handling operation. use, the pump room fan should be set to draw the atmosphere • Communications and contact details.
from the bottom of the pump room venting to atmosphere, thus • Confirm discharge arms and manifold arrangement, grades,
Immediately on arrival, ullage, temperatures and water dips must be taken of creating an inflow though the main doors. The low fan suction temperatures and densities.
each tank and the results should be entered into the appropriate fields on the should be in use.
load computer and the appropriate forms and documents. Only those valves • Grade discharge sequence required.
required for the discharge operation should be open and those not required • Prior to entry, check that there are no alarms on the pump room
• Initial, maximum discharge rates and notice period to reduce the
should be proved positively, as far as the system will allow, to be shut. gas detection system and that the oxygen reading is 21% and the
rate with maximum manifold pressure details.
lower flammable limit (LFL) reading is zero (indicated as LEL
0%). • Ship survey and sampling before, during and after discharging.
Many shore installations use a common line for both loading and discharging
and may not be fitted with a non-return valve. It is essential therefore, that the • The duty deck officer is to record the readings from the gas • Line displacement, ship or shore stop and discharge quantities.
manifold valves remain shut until the shore is ready to receive cargo and the detection system panel in the Cargo Log Book and inform the • Line draining and manifold disconnection procedure.
cargo pumps are in the process of being started. personnel who are to enter the pump room the readings.
• All matters regarding ship safety and security, with due regard
to pollution prevention.
Illustration 3.4.1a Line Draining to the MARPOL Line Spill Tank
500 Key
500 125
Single Grade Cargo 132V 128V
500
120V 121V 122V
143V 126V
125
From Deck
Inert TI TI TI
091V 090V 092V Tank
125
117V
500
500
H 450 118V
052V 500
H 150
075V 125 119V
074V 134V 138V
125 Sea Chest PI 80 114V 115V 116V
078V P
081V 061V 059V 086V
Bilge Suction
H
106V Clean Up 110V 15 136V
125 15 109V Oil Tank 130V
Water 15 15 137V 127V
H 207V 107V 108V 123V 124V 125V
PT
PT 450
080V 082V PI
PI Fresh 125
125 208V 133V 131V
095V Water
Auto P Spill Tank
15 No.2 No.1
H 096V
System PI PT PT PI
H 079V H
150
197V 071V Slop 032V 200 030V 200 028V 200 026V 024V 200
H H H H H H
Stripping Pump H
083V Oil Tank (P) H
600 450 450 450 011V 450
150 200
036V 017V 015V 013V 009V 022V 200
H 072V 198V
H
H H
H 600
500 001V 003V No.2
H
068V 600 Cargo Oil 007V 450
051V H P H H 002V 004V Tank (P)
H
500 600 No.1 Cargo
045V 058V 089V 039V 055V 600
H H H 200 H H
Oil Tank (P)
005V
H
099V 102V 105V 019V
H
067V 194V 150 450 450 450 450 450 450
H
205V
H
P Tank H
H H H 125 600
076V 210V
500
H 047V PT PT 065V 066V
100 200 204V Dump
PI PI 206V
H
Tank H H H H H H
050V H P H
500 600 033V 200 031V 200 029V 200 027V 200 025V 200 023V 200
044V 057V 088V 038V
201V 202V H H H H H H
098V 101V 104V H H
100 Auto 018V 450 016V 450 014V 450 012V 450 010V 450 008V 450
041V H P 450 H 211V
450
H 063V 200 203V 054V 400 600
199V
H H
500 064V
H
H 046V 021V
H
PT PT
150
062V
H
049V H P H H
Oil Tank (S)
500 600 600
040V 450 053V

3.4.1 Full Discharge k) When the cargo pumps and pressures are balanced, debottom all Position Description Valve
tanks by one metre.
Open No. 1, 2 and 3 line crossover valves 001V, 002V
The following factors are to be considered prior to a full discharge: 003V, 004V
l) Increase to full speed discharge as per the discharge plan and in
• Maximum available draught at the berth 005V, 006V
agreement with the shore installation.
Open Slop tank isolating valves 210V, 211V
• Maximum allowable freeboard on the berth
Additional items to be considered for crude oil cargoes. Open No.1, 2 and 3 line bulkhead master valves 036V, 035V
• Grade segregation, if carrying multiple grades 034V
• Crude oil washing requirements (for crude oil cargoes only) m) When the cargo pumps and pressures are balanced, debottom all Open No.1, 2 and 3 COP suction valves 039V, 038V
tanks by one metre in preparation for crude oil washing (COW). 037V
• Heavy weather ballast requirements
If it is intended that the slop tanks are to be used for crude oil Open No.1, 2 and 3 manifold crossover valves 117V, 118V
• Maintenance of satisfactory trim and stress washing when load on top (LOT) has been undertaken at the 119V
• Ballasting operations load port, then they should be discharged and refilled with fresh Open Manifold valves port side that discharging arms 111V, 112V
‘dry’ crude oil. are connected, OR 113V
When preparing the system to discharge cargo, it is important that all valves are Manifold valves starboard side that discharging 114V, 115V
in the closed position prior to setting the lines for discharge and all tank inert n) The COW can be started as required when the selected tanks arms are connected. 116V
gas connections are set up as required. reach 0.5m or less.
Open AUS discharge valves 058V, 057V
Note: During tank stripping it may be necessary to reduce the speed of the 056V
a) All tank cleaning valves are to be closed.
other cargo pumps, thereby reducing the back-pressure and improving the
stripping performance. a) Start No.1 COP and run at minimum speed, watching the back-
b) Ensure that all overboard valves are closed and sealed and the pressures carefully. Ensure that the AUS discharge valve is set
blanking distance piece is in place. to manual and is opened.
o) The crossover valves between the cargo lines in the pump room
c) The ballast crossover line to the bottom cargo line is normally can be opened to optimise COP performance, but care must
be exercised. Top lines are normally kept isolated to improve b) Check all deck and pump room lines and ensure that there is
kept closed. The spool piece between the cargo oil and ballast flow at the manifold,
systems must be removed and the lines blanked. draining performance.
p) Reduce and stop any cargo heating as the tank level decreases c) Open additional cargo tanks.
d) The cargo pumping system and the inert gas (ig) plant is to be
prepared for operation. and prior to the heating coils becoming exposed.
d) Start No.2 and 3 COP and run at minimum speed, watching the
q) When a cargo oil tank reaches a sounding of approximately back-pressures carefully. Ensure that the AUS discharge valve is
e) Open the main lines from the cargo oil tanks (COTs) to the main set to manual and is opened.
cargo pumps and then up to the manifolds. 1.0m, the vacuum pump system can be started and the automatic
stripping system activated.
e) When the cargo pumps and pressures are balanced, debottom all
f) Start the ig plant. tanks by one metre.
r) Upon completion of discharge, the cargo lines must be drained
g) Open one set of COTs to each cargo oil pump (COP), or if to the shore tanks.
f) Increase to full speed discharge as per the discharge plan and in
common, sufficient to provide a positive head for the COPs. agreement with the shore installation.
s) Ensure the ballast operations are completed close to the final
h) Prime the pump casing and the fill the separator tanks. cargo stripping, allowing for time to correct the list for cargo
tank survey and for the sailing draught. Position Description Valve
i) Open the manifold valves that are connected to the discharge Open No.2, 3, 4, 5, 6 and slop tanks suction valves 009V, 010V
arms. Ballasting is to be started in accordance with the chief officer’s discharge plan 011V, 012V
which is generally after bulk discharge is under way. 013V, 014V
j) Start each COP and run at minimum speed, watching the back- 015V, 016V
pressures carefully. Ensure that the AUS discharge valve is set to Initially all of the valves are shut. 017V, 018V
019V, 021V
manual and is opened. Use the COP discharge valves to control
the pressures at the COP and manifold. Position Description Valve
Open Deck main IG isolating valves 006V, 007V g) When a cargo oil tank reaches a sounding of approximately
1.0m, the vacuum pump system can be started and the automatic
Open No.1 tank suction valves 007V, 008V
stripping system activated.
h) Upon completion of discharge, the cargo lines must be drained Position Description Valve
to the shore tanks.
Open Stripping pump cargo line suction valves 205V, 206V
067V, 194V
i) Complete the ballasting operation.
065V, 066V
062V, 064V
Line Draining Open Stripping pump suction valve 072V
Open Stripping pump MARPOL discharge valve 077V
Cargo tanks, lines and pumps must be drained as far as possible in order
Open Manifold MARPOL discharge valve connected 122V, 121V
to achieve the maximum out-turn figures and to aid gas freeing. In order to
to the port side, OR 120V, or
facilitate draining, build-up of scale and sediment must be kept to a minimum.
Manifold MARPOL discharge valve connected 125V, 124V
On completion of discharge, all lines, both top and bottom, must be drained
to the starboard side. 123V
to the shore terminal. The stripping drain line terminating outboard of the
manifold valve should be used for this purpose.
b) Start the stripping pump and observe the vacuum on the line.
Listen to the flow at the manifold. Open the vacuum breaking
Procedure for Line Draining valves as required.
This can be achieved by draining all lines with the stripping pump and pumping c) On completion of line draining close all valves starting with
the drainings ashore via the stripping (MARPOL) line. During draining of those furthest from the pump.
the lines, the vacuum in the cargo lines must be broken via vacuum breaker
valves. d) Finally drain the separators and the COPs.
The following is an example of when only the main cargo lines have been Position Description Valve
used. Open No.1, 2 and 3 COP discharge line drain valves
099V, 098V
097V
a) Set the cargo valves as follows to drain the pumps and cargo
Open No.1, 2 and 3 COP casing drain valves 102V, 101V
lines.
100V
Open No.1, 2 and 3 COP separator drain valves 105V, 104V
103V
Open No. 1, 2 and 3 line crossover valves 001V, 002V
Open Stripping pump cargo pump suction valve 093V
003V, 004V
005V, 006V Open Stripping pump suction valve 072V
Open No.1, 2 and 3 line bulkhead master valves 036V, 035V Open Stripping pump MARPOL discharge valve 077V
034V Open Manifold MARPOL discharge valve connected 122V, 121V
Open No.1, 2 and 3 cargo oil pump bypass valves 048V, 047V to the port side, OR 120V, or
046V Manifold MARPOL discharge valve connected 125V, 124V
to the starboard side. 123V
Open No.1, 2 and 3 COP suction valves 039V, 038V
037V
e) Stop the stripping pump, close all valves and agree ship/shore
Open No.1, 2 and 3 AUS discharge valves 058V, 057V
figures.
056V
Open No.1, 2 and 3 COP discharge valves 045V, 044V Note: If the eductors have been used these sections must also be stripped dry,
043V plus any other sections which may have also been used.
Open No.1, 2 and 3 manifold crossover valves 117V, 118V
119V
Open No.1, 2 and 3 line vacuum breaker valves 134V, 135V
136V, 137V
138V, 139V
Illustration 3.4.2a Single Grade Discharge Spill Tank
500 Key
500 125
Single Grade Cargo 132V 128V
500
120V 121V 122V
143V 126V
125
From Deck
Inert TI TI TI
091V 090V 092V Tank
125
117V
500
500
H 450 118V
052V 500
H 150
075V 125 119V
074V 134V 138V
125 Sea Chest PI 80 114V 115V 116V
078V P
081V 061V 059V 086V
Bilge Suction
H
106V Clean Up 110V 15 136V
125 15 109V Oil Tank 130V
Water 15 15 137V 127V
H 207V 107V 108V 123V 124V 125V
PT
PT 450
080V 082V PI
PI Fresh 125
125 208V 133V 131V
095V Water
Auto P Spill Tank
15 No.2 No.1
H 096V
System PI PT PT PI
H 079V H
150
197V 071V Slop 032V 200 030V 200 028V 200 026V 024V 200
083V H H H H H H
600 450 450 450 011V 450
150 200
036V 017V 015V 013V 009V 022V 200
H 072V 198V
H
H H
H 600
500 001V 003V No.2
H
068V 600 Cargo Oil 007V 450
051V H P H H 002V 004V Tank (P)
H
500 600 No.1 Cargo
045V 058V 089V 039V 055V
H H H 200 H H
600 Oil Tank (P)
005V
H
099V 102V 105V 019V
H
067V 194V 150 450 450 450 450 450 450
H
205V
H
P Tank H
H H H 125 600
076V 210V
500
H 047V PT PT 065V 066V
100 200 204V Dump
PI PI 206V
H
Tank H H H H H H
050V H P H
500 600 033V 200 031V 200 029V 200 027V 200 025V 200 023V 200
044V 057V 088V 038V
201V 202V H H H H H H
098V 101V 104V H H
100 Auto 018V 450 016V 450 014V 450 012V 450 010V 450 008V 450
041V H P 450 H 211V
450
H 063V 200 203V 054V 400 600
199V
H H
500 064V
H
H 046V 021V
H
PT PT
150
062V
H
049V H P H H
Oil Tank (S)
500 600 600
040V 450 053V

3.4.2 Full Discharge of a Single Grade of crude d) Commence the discharge at minimum speed, carrying out all Position Description Valve
oil Cargo with COW of both Slop Tanks, No.2 safety and integrity checks after each pump is started.
Close Pump room COW line isolating valves to tank 090V, 001V
and No.3 COTs cleaning machines 067V, 068V
e) Debottom all tanks by at least 1.0m to remove any wet crude
069V, 070V
When preparing the system to discharge cargo, it is important that all valves once the system has been proved.
Close Tank washing machine valves 004V, 005V
are in the closed position prior to setting the lines for discharge and all tank ig
f) Once the system has been proved, and with the shore installation’s 072V, 073V
connections are set up as required.
agreement, increase the pump speed until the maximum permitted Close Slop tank stripping suction valves 199V, 198V
a) Initially all the cargo valves should be shut. The engineering back-pressure or flow rate is achieved. Open No.2 COP discharge valve to top line 044V
department should prepare the ig system and make preparations Open No.1 COT suction valves 007V, 008V
for warming through the cargo oil pumps (COP). Set up the During bulk discharge, or if all three cargo pumps are not being used for Open No.4 COT suction valves 013V, 014V
cargo system and tanks ready to commence discharge of cargo. discharge, the crossover valves between the bottom lines, 001V, 002V, 003V,
004V, 005V and 006V can be opened. During the bottom COW, ensure that the vessel is well trimmed by the stern
Position Description Valve to facilitate stripping. Terminal restrictions may restrict the maximum trim; in
Open Deck isolating valve and start IG system 007V g) As the slop tanks approach the ullage for COW the automatic addition the vessel’s stability, stress and freeboard must be maintained within
Open Pump room bulkhead master block valves 034V, 035V unloading system should be set up as in Section 2.3.3. Set up the permitted levels.
036V the tank cleaning machines taking drive from No.2 COTs and
pump. Continue discharging the slop tanks to the draining Continue to discharge ashore all other bulk cargo using the maximum number
Open COP suction valves 037V, 038V of cargo pumps.
level with the COP. Shut No.2 COP discharge to the top line to
039V
maintain at least 8kg/cm2 on the COW line.
Open COP discharge valve to top line 043V, 044V k) Refill the slop tanks with clean cargo to approximately 50%
045V ullage, sufficient to cover the levelling line. Slowly open the
Open No.2 COT suction valves 009V, 010V slop tank main suctions and run in fresh crude from No.1 COT
Open No.2 COP discharge valve to the COW line 050V
Open Both slop tank isolation valves 210V, 211V and No.4 COT.
Open Pump room COW line isolating valves to tank 090V, 001V
Open Both slop tank suction valves 019V, 021V cleaning machines 067V, 068V
Open No.3 COT suction valves 011V, 012V Position Description Valve
Open Slop tanks tank washing machine valves 004V, 005V
Open No.6 COT suction valves 017V, 018V 072V, 073V Open Slop tank main suction valves 019V, 021V
Open Slop tank stripping suction valves 199V, 198V
l) On completion of recharging, shut the slop tank main suction
Note: Both No.3 and No.6 COT are open initially in Group 1, this is to Close No.2 COP discharge to top line 044V valves and increase No.3 COP to maximum. If sufficient
provide a stagger between the COW for No.2 COT and No.3 COT. No.6 COT
ullage has not been attained in the slop tanks, additional crude
should be shut-off approximately three hours into the discharge or earlier. h) As the slop tanks near draining level, close the slop tank main can be bled-off to the slop tanks via the COP discharge to the
suctions. eductors.
b) When the shore terminal confirm they are ready to receive
cargo:
Position Description Valve Position Description Valve
Position Description Valve Close Slop tank main suction valves 019V, 021V Close Slop tank main suction valves 019V, 021V
Open Manifold valves port side that discharging arms 111V, 112V
are connected, OR 113V i) Drain the slop tanks ashore with No.3 COP using the automatic m) When No.2 COTs reach the top wash ullage, set up No.3 COP
Manifold valves starboard side that discharging 114V, 115V unloading system. Top and bottom COW is effectively carried to supply crude from No.1 and 4 COTs via the COW line to the
arms are connected. 116V out as the tanks drain due to the rotary movement of the tank tank cleaning machines. Shut No.3 COP discharge to the top
washing machines. line to maintain at least 8kg/cm2 on the COW line.
If the loading arms are not connected to all manifolds, then the discharge lines
can be made common at the manifold crossover by opening valves 117V, 118V j) On completion of COW and draining of the slop tanks, change
and 119V. over No.3 COP to No.1 COT and No.4 COT. Return No.2 COP
to discharging ashore. Open No.3 COP discharge valve to the COW line 049V
Open Pump room COW line isolating valves to tank 090V, 001V
c) Start the COPs as described in Section 2.3.1. cleaning machines 067V, 068V
Open Block valve on COW line on deck 086V, 065V
Close No.2 COP discharge valves to COW line 050V
066V
Illustration 3.4.2b COW of No.2 Cargo Oil Tanks
Slop No.6 Cargo No.5 Cargo No.4 Cargo No.3 Cargo No.2 Cargo
Key From Deck Water No.1 Cargo
003V 65 65 65 65 65 65 65 65 65 65 65 65
Single Grade
To MARPOL Line 65
002V
069V 070V 046V 048V 050V 052V 054V 056V 058V
Upper Deck
001V
PT PI 072V 074V 076V 078V 080V 082V 084V
067V 068V 073V 075V 077V 079V 081V 083V
060V 125 085V
200
091V 090V 092V 125 125 125 125 125 125 125 125 125 125 125
PI
15 086V 065V 066V 15
086V 109V 005V 007V 009V 011V 013V 015V
052V 006V 008V 010V 012V 014V 016V
Oil Tank 15 004V 062V
H 150 110V
075V
H 150
074V
P 059V
125 Sea Chest 125 125 125 125 125 125 125 125 125 125 125 125 125 125
078V 059V
Pump Room
Pump Room Bilge Complete 047V 049V 051V 053V 055V 057V
H
106V Clean Up
Point 65 65
094V Fresh PI PT PI
125
H Water 15 15
No.1 Cargo
207V 107V 108V 65 65 65 65 65 65 65 65 65 65 65 65
PT
PT 450 Oil Tank (S)
080V 082V PI
125 208V
095V Tank (S) Oil Tank (S) Oil Tank (S) Oil Tank (S) Oil Tank (S) Oil Tank (S)
15 No.2 No.1 Auto P
H 096V
System PI PT PT PI
H 079V H
150
197V 071V Slop 032V 200 030V 200 028V 200 026V 024V 200
H H H H H H
H
600 450 450 450 011V 450
150 200
036V 017V 015V 013V 009V 022V 200
H 072V 198V
H
H H
H 600
500 001V 003V No.2
H
068V 600 Cargo Oil 007V 450
PI PI 093V 035V
Cargo 051V H P H H 002V 004V Tank (P)
H
Line 1 No.1 Cargo
500 045V 058V 039V 600 055V
089V 200 600
H H H H Oil Tank (P)
H 005V
H
099V 102V 105V 019V
H
067V 194V 150 450 450 450 450 450 450
H
205V
H
P Tank H
H H H 125 600
076V 210V
500
H 047V PT PT 065V 066V
100 204V Dump
PI PI 206V
H
200 Tank H H H H H H
050V H P H
Cargo
Line 2 500 600 033V 200 031V 200 029V 200 027V 200 025V 200 023V 200
044V 057V 088V 038V
201V 202V H H H H H H
098V 101V 104V H H
100 Auto 018V 450
016V 450
014V 450
012V 450
010V 450
008V 450
041V H P 450 H 211V
450
H 063V 200 203V 054V 400 600
199V
H H
500 064V
H
H 046V 021V
H
PT PT
150
062V
H
049V H P H H
Cargo Oil Tank (S)
Line 3 500 600 600
040V 450 053V

Position Description Valve Position Description Valve Position Description Valve

Open Tank washing machine valves on No.2 COTs 014V, 015V Close Tank washing machine valves on No.3 COTs 012V, 013V Close Eductor discharge valves to port slop tank 061V, 203V
082V, 083V 080V, 081V
060V
Open No.2 COTs stripping suction valves 024V, 025V Close Block valve for COW line on deck 086V, 065V
Open Eductor drive fluid valves 074V, 075V
Close No.3 COP discharge valve to the top line 043V Open No.3 COP discharge valve to the top line 043V
Open Port and starboard tank main suction valve 019V, 021V
Open No.6 COT suction valves 017V, 018V
Open No.3 COP suction valve to No.3 line 037V
n) The automatic unloading system should be maintained in use Close No.3 COT stripping suction valves 026V, 027V
either in manual or automatic mode depending on the ullage Open No.3 line bulkhead master valve 034V
in the tanks. As the top wash finishes, No.2 COTs should be s) Continue discharging No.1 and 4 COT with No.3 COP, No.5 Close Direct suction valves to starboard slop tank 040V, 053V
entering the draining phase to continue to COW. COT with No.2 COP and No.6 COT with No.1 COP, draining as Open Port and starboard slop tank stripping suction 198V, 199V
required directly ashore with the automatic stripping system. valves
o) Wash and drain No.2 COTs individually, as necessary shutting Close Balance line valves 055V, 204V
the main suction valves at the draining level. t) No.1 COT and No.4 COT will finish shortly before No.5 COT
but after No.6 COT, complete draining using the automatic Drain both slop tanks directly ashore using the automatic stripping system. On
Position Description Valve unloading system. Open the stripping suctions and close the completion of draining, stop No.3 COP. Shut all valves and manifolds.
Close No.2 COT main suction valves 009V, 010V main suction valves for tanks as necessary. Stop No.1 and No.2
COP when required and close the appropriate manifold valves. The vessel is now ready to carry out draining of all lines as in Section 3.4.1.
p) On completion of bottom COW in No.2 COTs, No.3 COTs will
be ready for COW, open the tank washing machines on No.3 u) When No.1 and 4 COT reach draining level, initially drain using
COT, and commence COW of these tanks. Change over No.2 the automatic stripping system. Then set up for final draining
COP to discharging from No.5 COTs. of each cargo tank using No.3 COP, taking suction from the
starboard slop tank discharging via the eductors to the port slop
Position Description Valve tank.
Open No.3 COT stripping suction valve 026V, 027V
Open No.5 COT main suction valves 015V, 016V
Open No.3 COP direct suction valve to starboard slop 040V, 053V
Open Tank washing machine valves on No.3 012V, 013V
tank
COTs 080V, 081V
Close No.3 COP discharge to top line 043V
Close Tank washing machine valves on No.2 014V, 015V
COTs 082V, 083V Open No.3 COP discharge valves to eductors 049V
Close No.2 COT stripping suction valves 024V, 025V Open Eductor drive fluid valves 074V, 075V
Close COW line block valve 066V Open Eductor discharge valves to port slop tank 061V, 203V
060V
q) Wash and drain No.3 COTs individually, as necessary shutting Open Balance line valves 055V, 204V
the main suction valves at the draining level. Open Eductor suction valves to bottom lines 063V, 068V
Position Description Valve Carry out final draining of each cargo tank after which the slop
Close No.3 COT main suction valves 011V, 012V tanks are to be discharged ashore.
r) On completion of draining in No.3 COT change over No.1 v) Discharge both slop tanks ashore using No.3 COP to discharge
COP to discharge from No.6 COTs. Return No.3 COP to full and drain the slop tanks.
discharge from No.1 and No.4 COT.
Position Description Valve Open No.3 COP discharge valve to top line 043V
Close No.3 COP discharge valve to the COW line 049V Close Eductor suction valves to No.1, 2 and 3 bottom 063V, 068V
Close Pump room COW line isolating valves to tank 090V, 001V line
cleaning machines 067V, 068V
Illustration 3.4.2c COW of No.3 Cargo Oil Tanks
003V 65 65 65 65 65 65 65 65 65 65 65 65
Single Grade
To MARPOL Line 65
002V
069V 070V 046V 048V 050V 052V 054V 056V 058V
Upper Deck
001V
PT PI 072V 074V 076V 078V 080V 082V 084V
067V 068V 073V 075V 077V 079V 081V 083V
060V 125 085V
200
091V 090V 092V 125 125 125 125 125 125 125 125 125 125 125
PI
15 086V 065V 066V 15
086V 109V 005V 007V 009V 011V 013V 015V
052V 006V 008V 010V 012V 014V 016V
H 150 110V
075V
H 150
074V
P 059V
125 Sea Chest 125 125 125 125 125 125 125 125 125 125 125 125 125 125
078V 059V
Pump Room
H
106V Clean Up
Point 65 65
094V Fresh PI PT PI
125
H Water 15 15
No.1 Cargo
207V 107V 108V 65 65 65 65 65 65 65 65 65 65 65 65
PT
PT 450 Oil Tank (S)
080V 082V PI
125 208V
15 No.2 No.1 Auto P
H 096V
System PI PT PT PI
H 079V H
150
197V 071V Slop 032V 200 030V 200 028V 200 026V 024V 200
083V H H H H H H
600 450 450 450 011V 450
150 200
036V 017V 015V 013V 009V 022V 200
H 072V 198V
H
H H
H 600
500 001V 003V No.2
H
068V 600 Cargo Oil 007V 450
PI PI 093V 035V
H
Line 1 No.1 Cargo
500 045V 058V 039V 600 055V
089V H H
200 600 Oil Tank (P)
H H H 005V
H
099V 102V 105V 019V
H
067V 194V 150 450 450 450 450 450 450
H
205V
H
P Tank H
H H H 125 600
076V 210V
500
H 047V PT PT 065V 066V
100 204V Dump
PI PI 206V
H
200 Tank H H H H H H
050V H P H
Cargo
Line 2 500 600 033V 200 031V 200 029V 200 027V 200 025V 200 023V 200
044V 057V 088V 038V
201V 202V H H H H H H
098V 101V 104V H H
100 Auto 018V 450
016V 450
014V 450
012V 450
010V 450
008V 450
041V H P 450 H 211V
450
H 063V 200 203V 054V 400 600
199V
H H
500 064V
H
H 046V 021V
H
PT PT
150
062V
H
049V H P H H
Cargo Oil Tank (S)
Line 3 500 600 600
040V 450 053V

Illustration 3.4.3a Full Discharge Spill Tank
Key
500
500 Cargo Grade 1 125
132V 128V
500
120V 121V 122V
143V Cargo Grade 2
125 126V
From Deck Cargo Grade 3
Inert TI TI TI
091V 090V 092V Tank
Hydraulic Oil 125
117V
500
500
H 450 118V
052V 500
H 150
075V 125 119V
074V 134V 138V
125 Sea Chest PI 80 114V 115V 116V
078V P
081V 061V 059V 086V
Bilge Suction
H
106V Clean Up 110V 15 136V
125 15 109V Oil Tank 130V
Water 15 15 137V 127V
H 207V 107V 108V 123V 124V 125V
PT
PT 450
080V 082V PI
PI Fresh 125
125 208V 133V 131V
095V Water
Auto P Spill Tank
15 No.2 No.1
H 096V
System PI PT PT PI
H 079V H
150
197V 071V Slop 032V 200 030V 200 028V 200 026V 024V 200
083V H H H H H H
600 450 450 450 011V 450
150 200
036V 017V 015V 013V 009V 022V 200
H 072V 198V
H
H H
H 600
500 001V 003V No.2
H
068V 600 Cargo Oil 007V 450
051V H P H H 002V 004V Tank (P)
H
500 600 No.1 Cargo
045V 058V 089V 039V 200 055V 600
H H H H
Oil Tank (P)
H 005V
H
099V 102V 105V 019V
H
067V 194V 150 450 450 450 450 450 450
H
205V
H
P Tank H
H H H 125 600
076V 210V
500
H 047V PT PT 065V 066V
100 204V Dump
PI PI 206V 200
H
Tank H H H H H H
050V H P H
500 600 033V 200 031V 200 029V 200 027V 200 025V 200 023V 200
044V 057V 088V 038V
201V 202V H H H H H H
098V 101V 104V H H
100 Auto 018V 450 016V 450 014V 450 012V 450 010V 450 008V 450
041V H P 450 H 211V
450
H 063V 200 203V 054V 400 600
199V
H H
500 064V
H
H 046V 021V
H
PT PT
150
062V
H
049V H P H H
Oil Tank (S)
500 600 600
040V 450 053V

3.4.3 Discharging a Three Grade Cargo with Position Description Valve draining system should be started up when the first tank reaches
100% COW, Pipeline Admixture and One Valve a 1.0m sounding. Drain the slop tanks, then change over No.3
Open COP pneumatic discharge valve 056V, 057V
Separation Acceptable COP to discharging from No.1 and 4 COTs.
058V
Open No.2 COTs suction valve 009V, 010V
When preparing the system to discharge cargo, it is important that all valves Position Description Valve
are in the closed position prior to setting the lines for discharge and all tank ig Open Slop tank isolating valves 210V, 211V
Open No.3 COP discharge valve to top line 043V
connections are set up as required. Open Slop tanks suction valve 019V, 021V
Close No.3 COP discharge valve to COW on completion 049V
Open No.3 COTs suction valve 011V, 012V of top COW
In the following case example it is assumed that the parcels are segregated as
follows: Close Slop tank main suction valves 019V, 021V
b) When the shore terminal confirm they are ready to receive cargo
open the manifolds the lines are connected to, then start each Open No.1 COT suction valves 007V, 008V
Group 1
COP. Close Slop tank stripping suction valves 198V, 199V
No.1, 4 COTs and both slop tanks Open No.4 COT suction valves 013V, 014V
Group 2 Position Description Valve
No.2 and 5 COTs Open Manifold valves port side that discharging arms 111V, 112V g) Set up to bottom COW the slop tanks taking the drive fluid from
are connected, OR 113V No.3 COP and No.1 and 4 COT, draining the slop tanks with the
Group 3 stripping pump and discharging up the MARPOL line to No.3
Manifold valves starboard side that discharging 114V, 115V
No.3 and 6 COTs arms are connected. 116V manifold. Start the stripping pump.
To carry out a 100% COW it will be necessary to obtain shore permission to c) Commence the discharge at minimum speed, carrying out all Position Description Valve
use the slop tanks to COW as required, having been refilled with a grade other safety and integrity checks after each pump is started, then Open No.3 COP discharge valve to COW line 049V
than what they were originally filled with. debottom all tanks by at least 1.0m to remove any wet crude Close No.3 COP discharge valve to top line 043V
once the system has been proved. Open Pump room COW line isolating valves to tank 090V, 001V
Ship/shore safety checklists must be completed prior to starting cargo discharge.
Additionally, the cargo system valve line-up should be double-checked before cleaning machines 069V, 070V
d) Once the system has been proved, and with the shore installation’s 067V, 068V
commencing the discharge. agreement, increase the pump speed until the maximum agreed
Open Slop tank tank washing machine valves as 072V, 073V
back-pressure or flow rate is achieved.
a) Initially all cargo valves should be shut. The engineering required 004V, 005V
department should prepare the ig system, and make the cargo e) As the slop tanks approach the ullage for top COW set up the Open Slop tank direct stripping suction valves 197V, 071V
oil pump turbines ready for operation. Set up the cargo system tank cleaning machines continuing to take drive from the slop 195V, 069V
and tanks ready to commence discharge of cargo. The intention tanks with No.3 COP. Continue discharging the slop tanks to Open Stripping pump suction valve 073V
is to discharge the slop tanks with No.3 COP and line, No.2 draining level with No.3 COP. Shut No.3 COP discharge to the Open Stripping pump discharge valves via the MARPOL 077V
COT with No.2 COP and line and No.3 COT using No.1 COP top line to maintain at least 8kg/cm2 on the COW line if required line to the arm connected to No.3 line port or 120V or
and line. during the COW. starboard 123V
Close No.3 manifold valve port or starboard 111V or
Segregated ballast loading should be started in accordance with the chief
Position Description Valve 114V
officer’s discharging plan, consistent with maintaining the trim and stress
within acceptable limits. Open No.3 COP discharge valve to COW line 049V
Open Pump room COW line isolating valves to tank
090V, 001V h) On completion of bottom COW return No.3 COP to discharging
cleaning machines 069V, 070V ashore from No.1 and 4 COT, stop the stripping pump. Drain the
Position Description Valve COW and MARPOL lines back to the starboard slop tank then
067V, 068V
Open Deck isolating valve and start IG system 007V slowly open the main suction to both slop tanks, running back
Open Slop tank, tank washing machine valves 072V, 073V
Open Pump room bulkhead master valves 034V, 035V from No.1 and 4 COT until the tanks are 50% full. If necessary
004V, 005V
036V use No.3 COP to transfer cargo from No.1 and 4 COT to the
Open Slop tank stripping suction valves 198V, 199V slop tanks.
Open COP suction valves 037V, 038V
039V Close No.3 COP discharge valve to top line as 043V
necessary Position Description Valve
Open COP discharge valve to top line 043V, 044V
045V Close No.3 COP discharge valve to COW line 049V
f) On completion of the top COW in the slop tanks continue
discharging the slop tanks to draining level. The automatic
Illustration 3.4.3b COW of Starboard Slop Tank
Key
From Deck Water No.1 Cargo
Cargo Group 1
003V 65 65 65 65 65 65 65 65 65 65 65 65
Cargo Group 2
To MARPOL Line 65
Cargo Group 3 002V
069V 070V 046V 048V 050V 052V 054V 056V 058V
Upper Deck
001V
PT PI 072V 074V 076V 078V 080V 082V 084V
067V 068V 073V 075V 077V 079V 081V 083V
060V 125 085V
200
091V 090V 092V 125 125 125 125 125 125 125 125 125 125 125
PI
15 086V 065V 066V 15
086V 109V 005V 007V 009V 011V 013V 015V
052V 006V 008V 010V 012V 014V 016V
H 150 110V
075V
H 150
074V
P 059V
125 Sea Chest 125 125 125 125 125 125 125 125 125 125 125 125 125 125
078V 059V
Pump Room
Bilge Suction 081V 061V
H
106V Clean Up Sample
PI Point 65 65
094V Fresh PT PI
125
H Water 15 15
No.1 Cargo
207V 107V 108V 65 65 65 65 65 65 65 65 65 65 65 65
PT
PT 450 Oil Tank (S)
080V 082V PI
125 208V
15 No.2 No.1 Auto P
H 096V
System PI PT PT PI
H 079V H
150
197V 071V Slop 032V 200 030V 200 028V 200 026V 024V 200
083V H H H H H H
600 450 450 450 011V 450
150 200
036V 017V 015V 013V 009V 022V 200
H 072V 198V
H
H H
H 600
500 001V 003V No.2
H
068V 600 Cargo Oil 007V 450
PI PI 093V 035V
H
Line 1 No.1 Cargo
500 045V 058V 039V 600 055V
089V H H 200 600 Oil Tank (P)
H H H 005V
H
099V 102V 105V 019V
H
067V 194V 150 450 450 450 450 450 450
H
205V
H
P Tank H
H H H 125 600
076V 210V
500
H 047V PT PT 065V 066V
100 204V Dump
PI PI 206V
H
200 H H H H H H
050V H P H Tank
Cargo
Line 2 500 600 033V 200 031V 200 029V 200 027V 200 025V 200 023V 200
044V 057V 088V 038V
201V 202V H H H H H H
098V 101V 104V H H
100 Auto 018V 450
016V 450
014V 450
012V 450
010V 450
008V 450
041V H P 450 H 211V
450
H 063V 200 203V 054V 400 600
199V
H H
500 064V
H
H 046V 021V
H
PT PT
150
062V
H
049V H P H H
Cargo Oil Tank (S)
Line 3 500 600 600
040V 450 053V

Position Description Valve Position Description Valve Position Description Valve

Close Pump room COW line isolating valves to tank 090V, 001V Open No.2 and 5 COT suction valves and restart No.2 009V, 010V Close Tank washing machine valves 084V, 085V
cleaning machines 067V, 068V COP 015V, 016V 016V, 017V
Close Slop tank, tank washing machine valves 072V, 073V Open Tank washing machine valves for No.1 and 4 084V, 085V 078V, 079V
004V, 005V COTs 016V, 017V 010V, 011V
Close Slop tank direct stripping suction valves 197V, 071V 078V, 079V Open Crossover valves from No.3 bottom line to No.2 005V, 006V
195V, 069V 010V, 011V bottom line
Close Stripping pump suction valve 073V Open Pump room COW line isolating valves to tank 090V, 001V Close No.3 COP discharge valves to port slop via the 074V, 075V
Open No.3 COP discharge valves to the top line 043V cleaning machines 067V, 068V eductor 061V, 203V
Open No.3 COP discharge valves to port slop tank via 074V, 075V 060V
Open Slop tank suction valves 019V, 021V
the eductors 061V, 203V Open No.3 COP discharge valve to pump room crossover 049V
Close Stripping pump discharge valves via the MARPOL 077V, 120V 060V valve
line to the arm connected to No.3 line port or or 123V
starboard Open No.3 COP direct suction valve to starboard slop 040V, 053V Open No.2 COP discharge valve to pump room crossover 050V
tank valve
Open No.3 manifold valve port or starboard 111V or
114V Close No.3 COP suction valve to No.3 bottom line 037V Close Eductor suction valves to No.3 line 062V, 064V
Open Eductor suction valves to No.3 line 062V, 064V 205V, 206V
205V, 206V 068V, 063V
i) On completion of COW in the slop tanks stop No.2 COP then
shut the suction valves to No.2 COT, close No.2 manifold and 068V, 063V Open No.3 COP suction to bottom line 037V
change No.2 COP to assist in discharging from No.1 and 4 Open Balance line for slop tanks 055V, 204V Close No.3 COP direct suction to slop tank 040V, 053V
COTs and restart pump. Open No.1 and 4 COT stripping suction valves 022V, 023V Close Balance line 055V, 204V
028V, 029V Close No.3 manifold valve 111V or
Position Description Valve Close No.1 and 4 COT suction valves 007V, 008V 114V
Close No.2 COTs suction valve 009V, 010V 013V, 014V
Close No.2 COP discharge to top line and manifold 044V, 112V m) While discharging from No.6 COTs transfer cargo to the slop
valve or 115V k) No.3 COT should be discharged to draining level. The automatic tanks to be used for COW of these tanks.
draining system should be started up when the tanks reach a
Open No.3 COP discharge to pump room crossover 049V
1.0m sounding. Close No.3 COT suction valves and open No.6 Position Description Valve
Open No.2 COP discharge to pump room crossover 050V COT suction valves. Open No.1 COP discharge to the slop tanks 051V, 052V
Open Crossover valves from No.3 bottom line to No 2 005V, 006V
203V, 054V
bottom line Position Description Valve 060V
Close No.3 COTs suction valve 011V, 012V Close No.1 COP discharge to the slop tanks 051V, 052V
j) Continue discharging from No.1 and 4 COT until they reach
draining level. The automatic draining system should be started Open No.6 COTs suction valve 017V, 018V 203V, 054V
up when the first tank reaches a 1.5m sounding. Now set up and 060V
COW No.1 and 4 COT using No.3 COP recycling on the slop l) On completion of COW discharge the slop tanks ashore using
tanks for drive fluid and draining with the eductors. At this point No.3 COP then stop No.3 COP and drain COW line back to the n) When No.6 COTs reach draining level, drain with No.1 COP
stop No.2 COP and restart discharging from No.2 and 5 COT slop tank. Now drain the slop tank with the stripping pump up using the automatic stripping system and change over No.3
via No.2 COP and No.2 manifold. the MARPOL line and ashore via the arm at No.3 manifold. COP to recycle on the slop tanks providing drive fluid to COW
This completes Group 3 tanks. Change over No.3 COP to assist No. 3 and 6 COTs. Stop No.1 COP when ready to drain with
in discharging ashore No.2 and 5 COT via No.2 top line and the eductors.
restart the COP.
Close No.2 COP discharge valves to pump room 050V
crossover
Position Description Valve Close Crossover valves from No.3 bottom line to No.2 005, 006V
Open No.2 COP discharge to top line 044V
Close No.3 COP discharge valve to top line 043V bottom line
Open No.2 manifold 112V or
Close Pump room COW line isolating valves to tank 090V, 001V Open Starboard slop tank direct suction valve 040V, 053V
115V
cleaning machines 067V, 068V Close No.3 COP suction valve to bottom line 037V
Close Crossover valves from No.3 bottom line to No 2 005V, 006V
bottom line Open No.3 COP discharge to COW line 049V
Illustration 3.4.3c COW of No.1 and 4 Cargo Oil Tanks
Key Slop No.6 Cargo No.5 Cargo No.4 Cargo No.3 Cargo No.2 Cargo
From Deck Water No.1 Cargo
Cargo Group 1
003V 65 65 65 65 65 65 65 65 65 65 65 65
Cargo Group 2
To MARPOL Line Cargo Group 3 65
002V
069V 070V 046V 048V 050V 052V 054V 056V 058V
Upper Deck
001V
PT PI 072V 074V 076V 078V 080V 082V 084V
067V 068V 073V 075V 077V 079V 081V 083V
060V 125 085V
200
091V 090V 092V 125 125 125 125 125 125 125 125 125 125 125
PI
15 086V 065V 066V 15
086V 109V 005V 007V 009V 011V 013V 015V
052V 006V 008V 010V 012V 014V 016V
H 150 110V
075V
H 150
074V
P 059V
125 Sea Chest 125 125 125 125 125 125 125 125 125 125 125 125 125 125
078V 059V
Pump Room
H
106V Clean Up
Point 65 65
094V Fresh PI PT PI
125
H Water 15 15
No.1 Cargo
207V 107V 108V 65 65 65 65 65 65 65 65 65 65 65 65
PT
PT 450 Oil Tank (S)
080V 082V PI
125 208V
15 No.2 No.1 Auto P
H 096V
System PI PT PT PI
H 079V H
150
197V 071V Slop 032V 200 030V 200 028V 200 026V 024V 200
H H H H H H
Stripping Pump H
083V Oil Tank (P) H
600 450 450 450 011V 450
150 200
036V 017V 015V 013V 009V 022V 200
H 072V 198V
H
H H
H 600
500 001V 003V No.2
H
068V 600 Cargo Oil 007V 450
PI PI 093V 035V
H
Line 1 No.1 Cargo
500 045V 058V 039V 600 055V
089V H H 600 Oil Tank (P)
H H H 005V
H
099V 102V 105V 019V
H
067V 194V 150 450 450 450 450 450 450
H
205V
H
P Tank H
H H H 125 600
076V 210V
500
H 047V PT PT 065V 066V
100 204V Dump
PI PI 206V
H
Tank H H H H H H
050V H P H
Cargo
Line 2 500 600 033V 200 031V 200 029V 200 027V 200 025V 200 023V 200
044V 057V 088V 038V
201V 202V H H H H H H
098V 101V 104V H H
100 Auto 018V 450
016V 450
014V 450
012V 450
010V 450
008V 450
041V H P 450 H 211V
450
H 063V 200 203V 054V 400 600
199V
H H
500 064V
H
H 046V 021V
H
PT PT
150
062V
H
049V H P H H
Cargo Oil Tank (S)
Line 3 500 600 600
040V 450 053V

Position Description Valve Position Description Valve t) On completion of COW and final draining of cargo tanks
discharge the slop tanks ashore using the automatic stripping
Close No.1 COP discharge valves to COW line 051V Open No.2 COP discharge to the slop tanks 050V, 052V
system then stop No.3 COP. Drain lines to the starboard
Open Pump room COW line isolating valves to 090V, 001V 203V, 054V
slop tank and discharge the starboard slop tank ashore using
tank cleaning machines 067V, 068V 060V
the stripping pump and MARPOL line. This completes the
Open COW line block valves 086V, 065V Close No.2 COP discharge to the slop tanks 050V, 052V discharge of Group 1 COTs. Shut all valves and manifolds.
066V 203V, 054V
Open Tank washing machine valves 080V, 081V 060V u) It is now necessary to drain lines and pumps using the stripping
012V, 013V pump discharging up the MARPOL line to the appropriate shore
074V, 075V q) When No.2 and 5 COTs reach draining level, drain with No.2 arm, as per Section 3.4.1.
006V, 007V COP using the automatic stripping system and set up No.3
COP to recycle on the slop tanks providing drive fluid to COW v) On completion of line draining, close all valves and agree ship/
Open No.3 COP discharge valves to port slop via the 074V, 075V
No.2 and 5 COTs. Stop No.2 COP when ready to drain with the shore figures.
eductor 061V, 203V
eductors.
060V
Open Eductor suction valves to No.1 line 063V, 068V CAUTION
067V, 194V Position Description Valve
When using the cargo eductors for draining, it is important that a
205V, 206V Open Starboard slop tank direct suction valve 040V, 053V pressure of 13kg/cm2 for the drive fluid is to be maintained to support a
Open No.3 COT stripping suction valves 026V, 027V Close No.3 COP suction valve to bottom line 037V suction from the eductors, otherwise the drive fluid may run back to the
Open No.6 COT stripping suction valves 032V, 033V Open No.3 COP discharge to COW line 049V cargo tank being drained.
Close No.2 COP discharge valve to COW line 050V
o) On completion of COW stop No.1 COP, discharge the slop tanks Open Pump room COW line isolating valves to tank 090V, 001V
to shore using No.3 COP via No.1 manifold. Drain the lines to cleaning machines 069V, 070V
the port slop tank and discharge ashore using the stripping pump 067V, 068V
via the MARPOL line and ashore using the arm connected to Open COW line block valves 086V, 065V
No.1 manifold. This completes Group 1 tanks. 066V
Open Tank washing machine valves 082V, 083V
Position Description Valve 014V, 015V
Open No.3 COP discharge to COW line 049V 076V, 077V
Open No.1 COP discharge to COW line 051V 008V, 009V
Open Slop tank stripping suction valves from No.3 198V, 199V Open No.3 COP discharge valves to port slop via the 074V, 075V
bottom line eductor 061V, 203V
Open No.1 COP discharge valve to top line 045V 060V
Close Pump room COW line isolating valves to tank 090V, 001V Open Eductor suction valves to No.2 line 063V, 068V
cleaning machines 067V, 068V 065V, 066V
205V, 206V
Close Tank washing machine valves 080V, 081V
012V, 013V Open No.2 COT stripping suction valves 024V, 025V
074V, 075V Open No.5 COT stripping suction valves 030V, 031V
006V, 007V
Close No.3 COP discharge valves to port slop via the 063V, 068V r) Start No.3 COP and carry out a full COW of No.2 and 5 COT.
eductor 067V, 194V
205V, 206V Position Description Valve
Close No.2 and 5 COTs main suction valves 009V, 010V
p) While discharging from No.2 and 5 COTs transfer cargo to the 015V, 016V
slop tanks to be used for COW of these tanks and final draining
of tanks. s) During the COW of No.2 and 5 COTs verify the ROB quantity
in each cargo tank. If necessary after completing the COW carry
out final draining of any tanks requiring this.
3.4.4 Part cargo discharge Position Description Valve Position Description Valve
Open No.1 COT suction valves 007V, 008V Open No.1 COT stripping suction valves 022V, 023V
There are times when a partial discharge of cargo is required, but this can only
ever be carried out where all the stress and stability criteria are met. Close Slop tank suction valves 019V, 021V Close No.1 COT main suction valves 007V, 008V
Open No.4 COT suction valves 013V, 014V Open No.4 COT main suction valves 013V, 014V
A partial discharge may consist of one complete parcel of a multigrade cargo or Close No.1 COT suction valves 007V, 008V Close No.1 COT stripping suction valves 007V, 008V
part of a particular grade. Prior to loading, the vessel will be informed of any Open Slop tank suction valves 019V, 021V
requirements for part discharge. For a crude oil cargo therefore, consideration i) When No.4 COTs reach draining level, set up No.3 COP to
Close No.4 COT suction valves 013V, 014V
can then be made with regards the sequence of discharge and subsequent crude recycle on the slop tanks and carry out a full COW of No.4 COT
oil washing and the likely usuage of the slop tanks. and No.1 COT.
d) Once the system has been proved, and with the shore installation’s
Prior to arrival at the discharge port, a cargo plan must be completed covering agreement, increase the pump speed until the maximum permitted
back-pressure or flow rate is achieved. Position Description Valve
all aspects of the proposed discharging operation. This will ensure that the
stability, stress, draught and trim are all within acceptable levels throughout the Open No.3 COP discharge valve to COW line 049V
discharge, and comply at all times with any terminal restrictions. e) As the slop tanks approach the ullage for draining, open the slop Close No.3 COP discharge valve to the top line 043V
tank stripping suction valve and start the automatic stripping Open Pump room COW line isolating valves to 090V, 001V
In this case example, the intention is to discharge the group 3 tanks with COW system. On completion of draining the slop tanks, open No.1 tank cleaning machines 069V, 070V
of No.1 and No.4 COT whilst maintaining a two valve separation and no COT. 067V, 068V
pipeline admixture. Open No.1 and No.4 COTs tank washing machine 084V, 085V
Position Description Valve valves 016V, 017V
a) Initially all cargo valves should be shut. The engineering Open Slop tank stripping suction valves 198V, 199V 078V, 079V
department should prepare the ig system, and warm through Close Slop tank suction valve 019V, 021V 010V, 011V
the COP required. Set up the cargo system and tanks ready to Open No.3 COP discharge valves to port slop 074V, 075V
commence discharge of cargo. Intention is to discharge first tank via the eductor 061V, 203V
both slop tanks with No.3 COP and line. Close Slop tank stripping suction valves 198V, 199V
060V
f) Refill the slop tanks with clean cargo to approximately 50% Open No.3 COP direct suction valves to starboard slop 040V, 053V
Position Description Valve tank
ullage, sufficient to cover the eductor discharge into the tank.
Open Deck isolating valve and start IG system 007V Slowly open the slop tank main suction valves and recharge Close No.3 COP bottom line suction valve 037V
Open No.3 bottom line bulkhead master valve 034V with fresh crude from No.1 COT. Open Eductor suction valves to No.3 line 062V, 064V
Open No.3 COP suction valve 037V 063V, 206V
Open No.3 COP discharge valve to top line 043V Position Description Valve 205V, 068V
Open No.3 COP pneumatic discharge valve 056V Open Slop tank main suction valves 019V, 021V Open No.1 COT stripping suction valves 022V, 023V
Open Slop tank isolation valves 210V, 210V Open No.4 COT stripping suction valves 028V, 029V
Open Slop tank suction valves 019V, 021V g) On completion of recharging, shut the slop tank main suction Close No.4 COT main suction valves 013V, 014V
valves and increase No.1 COP to maximum rpm. If sufficient
b) When the terminal confirm they are ready to receive cargo, open ullage has not been attained in the slop tank, additional crude j) On completion of COW, discharge the slop tanks ashore,
the manifold valves the lines are connected to, then start No.3 can be transferred to the slop tanks via No.1 COP discharge draining the tanks with the automatic draining system, then stop
COP. valves bypassing the eductor. No.3 COP. Shut the manifold valve, port or starboard, that the
shore hose is connected to and drain lines as in Section 3.4.1.
Close Slop tank main suction valves 019V, 021V k) On completion of line draining close all of the valves and agree
Open Manifold valves that the discharge arms 111V or
the ship/shore figures.
are connected, port side, OR 114V
Starboard side h) When No.1 COTs reach the draining level, start the automatic
draining system, open No.1 COT stripping suctions and drain Segregated ballasting should be started as in the chief officer’s discharging
both tanks. On completion of draining change over to No.4 plan, consistent with maintaining the trim and stress within acceptable limits.
c) Commence the discharge at minimum speed, carrying out all
safety and integrity checks after No.3 COP is started, then COT.
debottom all group 1 tanks by at least 1.0m to remove any wet
crude.
3.5.2 Water Wash - (Cold or Hot)
Illustrations
3.5.1a Tank Cleaning No.3 Cargo Tanks
3.5.2a Closed Cycle Washing

Illustration 3.5.1a Tank Cleaning No.3 Cargo Tanks
Hydraulic Oil 003V 65 65 65 65 65 65 65 65 65 65 65 65
Cargo Group 1
To MARPOL Line 65
Sea Water 002V
069V 070V 046V 048V 050V 052V 054V 056V 058V
Upper Deck
001V
PT PI 072V 074V 076V 078V 080V 082V 084V
067V 068V 073V 075V 077V 079V 081V 083V
060V 125 085V
200
091V 090V 092V 125 125 125 125 125 125 125 125 125 125 125
PI
15 086V 065V 066V 15
086V 109V 005V 007V 009V 011V 013V 015V
052V 006V 008V 010V 012V 014V 016V 06
Oil Tank 15 004V
H 150 110V 2V
075V
H 150 Auto
074V
P 059V
125 Sea Chest 125 125 125 125 125 125 125 125 125 125 125 125 125 125
078V 059V
Pump Room
H
106V Clean Up
Point 65 65
094V Fresh PI PT PI
125
H Water 15 15
No.1 Cargo
207V 107V 108V 65 65 65 65 65 65 65 65 65 65 65 65
PT
PT 450 Oil Tank (S)
080V 082V PI
125 208V
15 No.2 No.1 Auto P
H 096V
System PI PT PT PI
H 079V H
150
197V 071V Slop 032V 200 030V 200 028V 200 026V 024V 200
H H H H H H
Stripping Pump H 083V Oil Tank (P) H
600 450 450 450 011V 450
150 200
036V 017V 015V 013V 009V 022V 200
H 072V 198V
H
H H
H 600
500 001V 003V No.2
H
068V 600 Cargo Oil 007V 450
PI PI 093V 035V
H
Line 1 No.1 Cargo
500 045V 058V 039V 600 055V
089V H H 200 600 Oil Tank (P)
H H H 005V
H
099V 102V 105V 019V
H
067V 194V 150 450 450 450 450 450 450
042V 196V 070V Residual 400
No.1 Cargo Oil Pump 80 006V
H
205V P Auto Tank
H
H
H H H 125 600
076V 210V
500
H 047V PT PT 065V 066V
100 200 204V Dump
PI PI 206V
H
Tank H H H H H H
050V H P H
Cargo
Line 2 500 600 033V 200 031V 200 029V 200 027V 200 025V 200 023V 200
044V 057V 088V 038V
201V 202V H H H H H H
098V 101V 104V H H
100 Auto 018V 450
016V 450
014V 450
012V 450
010V 450
008V 450
041V H P 450 H 211V
450
H 063V 200 203V 054V 400 600
199V
H H
500 064V
H
H 046V 021V
H
PT PT
150
062V
H
049V H P H H
Cargo Oil Tank (S)
Line 3 500 600 600
040V 450 053V

3.5 Crude Oil Washing and Tank Cleaning Before commencing COW it is necessary to debottom all COTs, including the The degree of sediment present can influence the amount of time it will take
System slop tanks. This will remove any water that may have settled during transit, this to conduct a COW of the individual tanks and the level of ROB at the finish of
debottoming will considerably reduce the risk of any static charges that may be discharge. Therefore when formulating the discharge plan, it may be necessary
created during washing. to take this information into account when setting the stagger for the tanks.
Where any tank has been used for load on top (LOT) and it is intended to use CAUTION
Cargo oil tanks are crude oil washed to comply with legislation (contingency them for COW, they should be discharged in their entirety and then recharged.
ballast requirements) and charterer’s requirements to achieve maximum out- Prior to COW operations being carried out ensure that the spectacle
The levels to which the slop tanks are recharged are arbitrary, but sufficient
turn. This usually would be No.4 cargo oil tanks (COT), (or any other pair blanks on the tank cleaning heater are in the closed position at both the
ullage is required in the clean slop tank to allow for the cargo pump to maintain
of ballast tanks required) and one quarter of the remainder, however, no tank inlet and outlet to the heater. Should there be a ruptured or leaking coil
suction and the balance line to remain covered.
requires to be washed more than once in four months (with the exception of in the heater crude oil could pass back to the engine room if crude oil is
ballast requirements). allowed to pass through the heater.
The balance line outlet is at approximately 10m above the tank floor level in
the starboard clean slop tank, and the inlet 1.0m above the tank bottom in the
A programme for the regular crude washing of cargo tanks is to be maintained. Illustration 3.5.1a shows crude oil washing being carried out using the
port dirty slop tank.
Crude oil washing permits the removal of oil fractions adhering to or deposited recycling method on the starboard slop tank. No.1 cargo pump is recycling on
on the tank surfaces. These deposits, which would normally remain on board the starboard slop tank while supplying drive fluid to both the COW machines
This method of COW allows for greater ullage and easier monitoring of the
after discharge are then discharged with the cargo. As a consequence, the need on No.3 COTs, and the port eductor which is being used to drain No.3 COTs.
crude oil returns, but it is quite feasible to utilise a single slop tank for the
to water wash to remove any residues is virtually eliminated although water operation, reducing the level occasionally to maintain a safe ullage.
rinsing will be necessary if the tank is to be used for clean ballast. Crude oil washing may also be carried out using drive fluid bled-off from the
discharge of a main cargo pump taking direct suction from the COTs rather
COTs are crude oil washed during discharge by pumping dry crude, at a back-
A typical crude oil washing programme is as follows: than using the slop tanks for drive fluid. Using this method depends very much
pressure of about 8kg/cm² where possible, bled from the discharge of one of
on the back-pressure available to ensure a good supply of fresh crude to the
1st voyage the cargo oil pumps via the tank cleaning line to the tank cleaning machines
tank washing machines at the correct pressure, and the number of grades of
while discharging from a cargo tank. Should the pressure to the tank cleaning
No.1 COTs and one slop tank crude in the vessel and their cargo tank locations.
guns drop below 6kg/cm² then crude oil washing must be stopped until the
2nd voyage pressure can be raised to a satisfactory level.
No.2 and 5 COTs
When the slop tanks are used for COW, the eductors are driven by the same
3rd voyage cargo oil pump that is being used to drive the COW machines. It is also used to
No.3 and 6 COTs drain the oil fractions from the cargo tank bottom to a slop tank. Good draining
is essential during COW operations. The stripping suctions are in wells and a
4th voyage slight port list during draining would be beneficial. Do not open the eductor
No.4 COTs and one slop tank suctions to the COTs until the drive fluid pressure is 13kg/cm² or more at the
eductor inlet, otherwise the drive fluid may run back through the eductors into
Leakage of crude oil from the COW system is a potential fire and pollution the cargo tanks.
hazard. Before use, the system should be pressure tested to working pressure
and any leaks made good. Reference should be made to the vessel’s approved During COW operations one of the major factors in ensuring the tank top and
Crude Oil Washing Manual. bulkheads are cleaned of residues, sludge etc, is the level of solvency in the
COW liquid. As the period of COWing continues this level of solvency will
diminish if only one source is being used. The number of tanks required to be
CAUTION
COWd as per the charterer’s instructions (possibly a full wash of all tanks)
The cargo stripping pump is a positive displacement pump and therefore may well be above the minimum MARPOL requirement. It may be necessary
must never be used to pressure test the COW line. to either discharge the slop tanks and then recharge them after a number of
tanks have been completed, or conduct half of the COW with one slop tank,
During COW operations the system must be kept under continuous observation then the other half with the second slop tank. During the transit period to the
and the tanks fully inerted. Crude oil washing must be stopped immediately if discharge port it is advisable when hand dipping the tanks to gauge the degree
there are any signs of leakage or a malfunction is detected, or there is a failure of sediment, sludge etc, at the tank bottom.
of the IG system.
Illustration 3.5.2a Closed Cycle Washing
Fresh Water From Deck Water No.1 Cargo
Hydraulic Oil 003V 65 65 65 65 65 65 65 65 65 65 65 65
To MARPOL Line Sea Water 65

002V
069V 070V 046V 048V 050V 052V 054V 056V 058V
Upper Deck
001V
PT PI 072V 074V 076V 078V 080V 082V 084V
067V 068V 073V 075V 077V 079V 081V 083V
060V 125 085V
200
091V 090V 092V 125 125 125 125 125 125 125 125 125 125 125
PI
15 086V 065V 066V 15
086V 109V 005V 007V 009V 011V 013V 015V
052V 006V 008V 010V 012V 014V 016V 06
Oil Tank 15 004V
H 150 110V 2V
075V
H 150
074V
P 059V
125 Sea Chest 125 125 125 125 125 125 125 125 125 125 125 125 125 125
078V 059V
Pump Room
H
106V Clean Up
Point 65 65
094V Fresh PI PT PI
125
H Water 15 15
No.1 Cargo
207V 107V 108V 65 65 65 65 65 65 65 65 65 65 65 65
PT
PT 450 Oil Tank (S)
080V 082V PI
125 208V
15 No.2 No.1 Auto P
H 096V
System PI PT PT PI
H 079V H
150
197V 071V Slop 032V 200 030V 200 028V 200 026V 024V 200
083V H H H H H H
600 450 450 450 011V 450
150 200
036V 017V 015V 013V 009V 022V 200
H 072V 198V
H
H H
H 600
500 001V 003V No.2
H
068V 600 Cargo Oil 007V 450
PI PI 093V 035V
H
Line 1 No.1 Cargo
500 045V 058V 039V 600 055V
089V H H 200 600 Oil Tank (P)
H H H 005V
H
099V 102V 105V 019V
H
067V 194V 150 450 450 450 450 450 450
H
205V H
H
P Tank
H H H 125 600
076V 210V
500
H 047V PT PT 065V 066V
100 200 204V Dump
PI PI 206V
H
Tank H H H H H H
050V H P H
Cargo
Line 2 500 600 033V 200 031V 200 029V 200 027V 200 025V 200 023V 200
044V 057V 088V 038V
201V 202V H
H H H H H H
098V 101V 104V H
100 Auto 018V 450
016V 450
014V 450
012V 450
010V 450
008V 450
041V H P 450 H 211V
450
H 063V 200 203V 054V 400 600
199V
H H
500 064V
H
H 046V 021V
H
PT PT
150
062V
H
049V H P H H
Cargo Oil Tank (S)
Line 3 500 600 600
040V 450 053V

3.5.2 Water Wash - (Cold or Hot) j) Charge the slop tanks to a level that is higher than the balance Position Description Valve
line outlet in the starboard slop tank, the height of which is
located at approximately 50% of the tank volume. Open No.3 COP discharge line to both slop tanks 049V, 052V
Cold washing (water rinsing) of COTs is required for the following purposes:
060V, 054V
• Prior to the ballasting of COTs which have previously been k) Change over the COP from the sea suction to the starboard slop
crude oil washed, where the ballast is to be treated as clean tank suction, discharging to the port slop tank through the eductor. d) Start No.3 COP. When the rpm is steady and flow is established
ballast. The eductor is to be used to drain the tank being washed. into the slop tanks, stop the stripping pump and close the
• Prior to refit, or the inspection of COTs that have previously stripping pump suction valves to the sea chest and discharge to
been crude oil washed. l) Open the stripping suctions on the cargo oil tank to be washed. port slop.
• Cargo product cleaning standard requirements. m) Open the required tank cleaning machines. Position Description Valve
Close Stripping pump suction valves to sea chest 072V, 205V
Procedure for the Operation of the Tank Cleaning System A full cycle of the machines with a pressure of 8kg/cm² and the time duration
where not required by the COP 206V, 064V
will depend upon the washing pattern selected. Washing a tank should consist
062V, 037V
When preparing the system for tank cleaning, it is important to ensure that all of two full cycles when rinsing, the actual duration required will be found with
experience and depend on the cleaning requirements. The stripping suction Close Stripping pump discharge valves to port slop 079V
valves are in the closed position prior to setting the lines. A line wash must tank where not required by COP
be carried out before the operation can commence, see Section 3.7.3, Line valves in the COTs are in stripping wells, therefore the vessel should be given
Washing. a slight port list during draining and a trim of 3m by the stern.
e) Fill the slop tanks until there is sufficient water in each to cover
n) Monitor the slop tank ullages and total quantities carefully. the levelling line outlet in the starboard slop tank.
a) Ensure the COT(s) to be washed is inerted and that the oxygen
content is less than 8%.
The above method of water wash is entitled ‘Closed Cycle’, and is considered f) Change the cargo oil pump on tank cleaning duty to draw from
to be the most manageable and controlled method of tank washing. the starboard slop tank direct suction and discharge back to the
b) Drain all the oil from the tank cleaning main to the slop tank by
port slop tank via the eductor.
opening a slop tank cleaning machine and one of the cleaning
machines at the forward end of the tank cleaning main. Ensure Closed Cycle Washing
these valves are closed prior to commencement of tank cleaning. Position Description Valve
Assuming No.4 COTs are being washed for inspection using No.3 COP as the Close Main and intermediate sea valves 081V, 082V
c) Keeping both the main and intermediate sea valves shut whilst tank cleaning pump. 083V
lining up the stripping pump from the sea chest to the port slop Open Starboard slop tank pump room suction valve 053V
tank. a) Commence with all valves closed.
Open Eductor inlet valve and outlet valves 075V, 061V
d) Open the slop tank balance line. Position Description Valve Close Eductor bypass valve 052V
Open Stripping pump suction valve to sea chest 072V, 205V Open Eductor suction valves 063V, 064V
e) Start the stripping pump in order to create a vacuum at the 206V, 064V 062V
inboard side of the sea suction. 062V, 037V
040V, 083V g) The vessel is now ready to carry out tank cleaning, using cold
f) Open the inboard sea valve, check for a vacuum, then open the Open Stripping pump discharge valves to port slop 079V, 203V wash water from the slop tanks or, if hot water is required, the
outboard sea valve, sea water will now be drawn through the sea tank 060V tank cleaning heater and slop tank heating coils can be utilised.
water chest and discharged to the port slop tank.
Open Open the slop tanks balance line 055V, 204V
h) Open the eductor suction into No.3 line and the stripping suction
g) On the COP to be used for tank washing, a basic line wash is valves for No.4 COT.
b) Start the stripping pump and when a vacuum shows on the
necessary. Line up the COP to take suction from the sea and
suction side of the pump open the sea valves in sequence.
discharge to the port slop tank via the eductor bypass line. i) Open the tank cleaning line valves.
h) Start the COP on tank cleaning duty. Position Description Valve Position Description Valve
Open Intermediate sea valve 082V Open No.3 line bulkhead valve 034V
i) When the COP has suction, stop the stripping pump and shut it Open Main sea valve 081V Open No.4 COT stripping suction valves 028V, 029V
down.
Open Tank cleaning line valves 090V, 001V
c) Monitor and verify there is a positive flow to the port slop
tank.
Illustration 3.5.2a Closed Cycle Washing
Fresh Water From Deck Water No.1 Cargo
Hydraulic Oil 003V 65 65 65 65 65 65 65 65 65 65 65 65
To MARPOL Line Sea Water 65

002V
069V 070V 046V 048V 050V 052V 054V 056V 058V
Upper Deck
001V
PT PI 072V 074V 076V 078V 080V 082V 084V
067V 068V 073V 075V 077V 079V 081V 083V
060V 125 085V
200
091V 090V 092V 125 125 125 125 125 125 125 125 125 125 125
PI
15 086V 065V 066V 15
086V 109V 005V 007V 009V 011V 013V 015V
052V 006V 008V 010V 012V 014V 016V 06
Oil Tank 15 004V
H 150 110V 2V
075V
H 150
074V
P 059V
125 Sea Chest 125 125 125 125 125 125 125 125 125 125 125 125 125 125
078V 059V
Pump Room
H
106V Clean Up
Point 65 65
094V Fresh PI PT PI
125
H Water 15 15
No.1 Cargo
207V 107V 108V 65 65 65 65 65 65 65 65 65 65 65 65
PT
PT 450 Oil Tank (S)
080V 082V PI
125 208V
15 No.2 No.1 Auto P
H 096V
System PI PT PT PI
H 079V H
150
197V 071V Slop 032V 200 030V 200 028V 200 026V 024V 200
083V H H H H H H
600 450 450 450 011V 450
150 200
036V 017V 015V 013V 009V 022V 200
H 072V 198V
H
H H
H 600
500 001V 003V No.2
H
068V 600 Cargo Oil 007V 450
PI PI 093V 035V
H
Line 1 No.1 Cargo
500 045V 058V 039V 600 055V
089V H H 200 600 Oil Tank (P)
H H H 005V
H
099V 102V 105V 019V
H
067V 194V 150 450 450 450 450 450 450
H
205V H
H
P Tank
H H H 125 600
076V 210V
500
H 047V PT PT 065V 066V
100 200 204V Dump
PI PI 206V
H
Tank H H H H H H
050V H P H
Cargo
Line 2 500 600 033V 200 031V 200 029V 200 027V 200 025V 200 023V 200
044V 057V 088V 038V
201V 202V H
H H H H H H
098V 101V 104V H
100 Auto 018V 450
016V 450
014V 450
012V 450
010V 450
008V 450
041V H P 450 H 211V
450
H 063V 200 203V 054V 400 600
199V
H H
500 064V
H
H 046V 021V
H
PT PT
150
062V
H
049V H P H H
Cargo Oil Tank (S)
Line 3 500 600 600
040V 450 053V

Position Description Valve Procedure for the Operation of the Cargo Heating System p) Regulate the temperature of each tank by throttling-in the
condensate return valve.
Open Block valves on tank cleaning line to No.4 067V, 068V
All valves and drains closed.
COTs 086V, 065V q) Check the cascade observation tank for contamination.
Open Tank cleaning machines on No.4 COT 078V, 079V a) Ensure all spectacle blanks in the steam inlet and condensate
010V, 011V lines are removed, both from the lines and from the tanks to be Shutting Down the System
heated.
No.4 cargo oil tanks are now being water washed on a closed cycle. Maintain a) Shut-off all individual tank steam and condensate valves.
the required pressure for the tank cleaning machines and eductor drive by
WARNING
regulating the tank cleaning pump pneumatic discharge valve or the speed of b) Open drain valves to prevent a vacuum forming which could
the pump. Prior to opening any steam line to swing spectacles flanges, positive draw in oil through any pipe defects.
means of isolation of the steam system should be undertaken and an
As an alternative, any of the cargo pumps could be used to supply the drive isolation and work permit raised. c) Close drain valves when the coils have reached ambient
fluid to the eductor and tank cleaning machines. temperature, in order to prevent ingress of sea water during
b) Open the steam supply and condensate return aft drain valves. heavy weather.
Hot Water Wash
c) Observe the drains and allow water to drain and then the steam d) Close the main supply and return valves.
A tank cleaning heater is fitted in the top of the pump room capable of heating supply from the engine room can be cracked open.
sea water from 20°C to 80°C with a throughput of 200m³/h. In addition, heating
coils are fitted in both slop tanks. Six sets of coils are fitted to the port slop tank d) Open the forward warming through condensate crossover valves Contamination
and are capable of heating the sea water contents from 20°C to 66°C over a via the drain trap. If contamination should occur at the observation tank proceed as follows:
period of 24 hours with a sea water temperature of 5°C and air temperature of
2°C. The starboard slop tank has four coils fitted. The closed cycle method of e) Open the steam supply and condensate return forward drain a) Check the condensate drains on each cargo tank and locate the
cleaning as described above, would be required for hot washing. valves until steam is observed. defective coil.
Slop Tank Heating Coils f) Open the condensate return bypass valve. b) Isolate the defective tank heating coil and insert blanks in the
steam inlet and condensate outlet lines.
Both slop tanks are fitted with heating coils as detailed in Section 2.2.4. The g) Open the aft warming through condensate crossover valves via
slop tank heating coils steam supply is fed from the engine room 6kg/cm² the drain trap. Close the drains when steam is observed. c) Proceed to heat the tank using the other coils.
system.
h) At the individual tank heating coil manifolds open the inlet
Each tank is fitted with a steam and a condensate header. There are drain valves Use of Fire Main to Supply the Tank Cleaning Line
manifold valves and drains.
on both headers, which are used to test the quality of the condensate returns.
It should be noted that the fire main can be connected to the tank cleaning line
i) Slowly open the master steam supply valve. Close the warming by the fire main block valve and the adjacent spool piece. This will provide
The condensate from the slop tank heating coils is led back to the feed filter
through valve when the master valve is open. adequate pressure on the line to wash or bottom flush a single tank. Suction can
tank through the atmospheric condenser and an inspection tank in the engine
room. be provided by the stripping pump into the residual tank.
j) Open fully each coil in turn and the appropriate condensate
drain checking to see no contamination. However, this is limited to the quantity of the residual tank and it should be
The normal method of testing the coils is simply to crack steam on to the
system and test the quality of the condensate returns. noted that no lines or cargo pumps have been washed. As such, this limits the
k) Open the heating coil condensate return valve and test the drain disposal of the tank washings to the residual tank, unless a line wash is carried
valve. out in the first instance.
WARNING
Water hammer in steam lines can be a problem resulting in possible l) Close the drain valve.
damage to the pipe system and even steam line failure resulting in
scalding of personnel. It is essential that all steam lines are drained of m) Open the condensate return and close the bypass valve.
condensate and that steam is supplied to cold lines gradually with line
drain valves open. This allows the steam line to warm through and for n) Ensure all drains are closed.
the condensate to drain.
o) Gradually increase the steam supply from the engine room.
3.6 Gas Freeing
3.6.1 Gas Freeing for Entry Procedure
3.6.2 Gas Freeing for Hot Work
Illustrations
3.6.1a Gas Freeing

Illustration 3.6.1a Gas Freeing

Flammability Composition
15 Note: This diagram is illustrative only and should not be used for
B
deciding upon acceptable gas compositions in practical cases
F
D
10
rt Gas
Dil
Hydrocarbon Gas - uti
on
Percentage by Volume wit
hA
with Ine
ir
Dilution
5 Flammable
Mixture
G
Critical
Dilution
with Air
Dilution with E
H Air
C
A
0 5 10 15 20 21
Oxygen - Percentage by Volume
Purging Gas Freeing Gas Freeing

Fresh Air
Portable
Fan
Fresh Air
Hydrocarbon/Inert Gas Mixture Discharging Inert Gas with Less Than 2% HC

Via Common Venting Arrangement
Fresh Air
Inert Gas Into Tank Via

Cargo Filling Line Fresh Air from I.G. Blower Fesh Air Into Tank Via
via the Cargo Filling Line Cargo Filling Line
3.6 Gas Freeing Dilution:- Advantages and Disadvantages Gas freeing can be achieved using the dilution method for both purging and
the subsequent supply procedure of fresh air. Once again however, the high
Cargo oil tanks must be water washed, purged and gas freed prior to inspection • More efficient for purging a small number of tanks as all the velocity of supply is necessary to be effective and efficient.
and must never be entered when inerted. produce inert gas is used.
• The cargo lines can be used for other activities. Additionally, more details and recommendations can be found in the Company
Prior to gas freeing any cargo oil tank or gaseous space, the hydrocarbon content Safety Operations Manual, the Global Ship Management System, COSWP and
must be below 2% Hc, thus ensuring that the space will not pass through the • Greater control over individual tanks with the ability to purge a ISGOTT books. A competent person is to make an assessment.
flammable envelope as the oxygen percentage increases. This is commonly single tank.
termed purging. (See Flammability Composition Diagram - Hydrocarbon Gas/ • Generally takes longer to purge the tanks as theoretically about Competent persons are the Master, Chief Engineer, chief officer and second
Air/Inert Gas Mixture.) three tank volumes changes are required. engineer. In the case of cargo tanks, the chief officer will normally make
the initial assessment. The level of risk must be defined in accordance with
• Less problems with tank contamination from any soot carry- the Company Safety Operations Manual. Full account is to be taken of the
It is important to locally isolate the tanks that are to be gas freed, so that inert
over. potential dangers and the hazards associated with the space to be entered.
gas cannot enter these tanks from adjacent inerted tanks, or conversely that
air cannot enter inerted tanks. All portable gas measuring equipment must be
tested and calibrated with their results logged. 3.6.1 Gas Freeing for Entry Procedure
A Responsible Person is to Take Charge
There are two methods of purging, one by supplying inert gas via the cargo a) Line up the inert gas plant to supply inert gas to the tanks to be A responsible officer will take charge of the entry operation, this person will
lines entering into multiple tanks at the same volume at a relatively low entry purged via the cargo tank suction valve. The tanks should be be appointed by the Master, Chief Engineer or chief officer.
velocity. This is the DISPLACEMENT METHOD (see inerting Section 3.2), vented via the mast riser.
where the tank atmosphere is gradually replaced by the layering of the inert Potential Hazards to be Identified
gas. The tank atmosphere is expelled either to the common inert gas line and b) Start the supply of inert gas and blow inert gas to the cargo
through the vent riser, or via the individual PV gas freeing lids. tanks to be purged via the cross-connecting valves into the cargo Oxygen deficiency and/or the presence of toxic substances or flammable
top line. All lines must have been well drained. Monitor the vapours.
atmosphere of each tank until the hydrocarbon meter readings
Displacement:- Advantages and Disadvantages are less than 2% Hc. Space Prepared and Secured for Entry
• More efficient method of purging a large number of tanks with The space to be entered is to be secured against the ingress of dangerous
c) Upon completion of purging, the ig plant must be stopped.
theoretically only a single tank atmosphere volume to remove, substances. Valves are to have a positive method of displaying if open or shut,
and thus completed in a shorter time. and of preventing them from being operated while entry is taking place. The
d) Change over the inert gas to supply fresh air and resume with
• All expelled atmosphere can be vented clear of the decks through the flow of fresh air to the cargo lines. As an alternative, the Officer on Watch (OOW) on the bridge or on the main deck is to be informed
the vent riser. When tank cleaning in port, venting restrictions portable gas freeing fans can be deployed as a means of gas of any tank entry.
may be in force and this may be considered an acceptable means freeing the purged tanks, or can be used in conjunction with the
of control. fresh air supply from the inert gas system. Atmosphere Tested
• Greater control of the tanks via the cargo valves and their degree The tank atmosphere is to be tested for both oxygen and LFL, at different levels
of opening to adjust the flow of the inert gas into each tank. e) Monitor the tank atmosphere for oxygen until the readings are
and sections.
21%O2.
• It occupies the cargo lines and no other tank operation can be in
progress at the same time. Entry into a space, without the use of breathing apparatus, is only permitted
f) Monitor the level of lFl and ensure that the reading is zero.
when the oxygen content is 21%, and the flammable gas content is nil.
• Some contamination of the cargo lines from soot carry-over is
possible. g) Test the tank for H2S to ensure that it is within acceptable
limits. Permit to Work Completed
The second method of purging is by the supply of inert gas from the main A permit to work must be completed before entry. The permit should be of
inert gas line entering a few tanks at a high velocity. This is the DILUTION The tank can be said to be gas free when it has been established the tank limited duration and should, in any case, not have a validity in excess of 24
METHOD (see inerting Section 3.2), where the tank atmosphere is mixed atmosphere has been tested and is within the acceptable limits. hours.
with the incoming inert gas and gradually mixed to eventually replace with
the continuous flow of the inert gas. To achieve the higher flow rate and the Note: When testing the tanks, the flow of inert gas or fresh air should be
required turbulence, only a few tanks can be opened at any one time, with the suspended so as not to give false readings in the tank. Test at various levels
maximum output from the IG system directed into the tank through the inert so as to give a full and representative sample throughout the tank.
gas line and exiting via the individual PV gas freeing lids.
Pre-Entry Preparations Made • Tanks below the main deck where hot work is to be carried out • The inert gas in all other cargo tanks is to be reduced slightly to
must have been water washed and are gas free. just above the alarm limit, ie, approximately 350mmWG.
The space must be thoroughly ventilated and the atmospheres tested and found
safe for entry without breathing apparatus. Rescue and resuscitation equipment • Appropriate fire fighting equipment is to be ready for immediate
All cargo and pump room valves are to be locked closed, or inhibited with a
is to be at the entrance to the space, along with a responsible person who will use, including hoses run out and the fire pumps running.
DO NOT OPERATE sign, posted for the duration of the repair period.
maintain constant and full communications with the personnel throughout the
• Blanket cooling water is to be available on the deck to stop the
time they are in the space. They should also maintain communications with
build-up of hot debris from the use of gas cutting equipment. When the ship is in dry dock, the shipyard hot work procedures and work
the OOW.
• All the equipment to be used has been tested and proved permits will apply.
All equipment is to be checked as being intrinsically safe. satisfactory.
• Only competent persons are to carry out the repair work.
Procedures During Entry
Ventilation is to be continued during the entry period. Should the ventilation Hot work must not reduce the vessel’s fire fighting potential.
fail, the operation is to be stopped and personnel in the tank are to return to the
deck immediately. After completion of the hot work all equipment and materials must be stowed
away or secured.
The atmosphere must be tested at regular intervals to verify that is still safe.
Careful monitoring of personnel in the tank is to be carried out. Should the If hot work is to be carried out inside the cargo, ballast, fuel oil tanks or void
responsible person note any adverse signs he is to issue the recall signal spaces then the following requirements must be met:
immediately and advise the OOW, who will sound the alarm and summon • Tanks in which hot work is to be undertaken must have an
assistance. oxygen level of 21% and 0% hydrocarbon gas.
In a similar manner, should any person in the tank feel adversely affected in • The tanks in which hot work is to be undertaken must be
any way, they are to warn their companions and vacate the tank immediately. continuously vented throughout the work.
• All adjacent cargo tanks, including diagonally positioned tanks
3.6.2 Gas Freeing for Hot Work must be cleaned and gas freed, or cleaned, inerted and purged
to less than 1% Hc gas by volume. If hot work is to be carried
In addition to the requirements of Sections 3.6 and 3.6.1 the following are to out on bulkheads of an adjacent tank, then these adjacent tanks
be complied with: must also have a LFL of less than 1% Hc gases.
• Other tanks are to be purged to less than 2% Hc gases.
All the necessary terminal and port authority approvals are to be obtained.
• Any adjacent ballast tanks are to be tested to ensure that they are
WARNING gas free.
No hot work is allowed during cargo loading or discharging, crude oil • All interconnecting pipelines with other compartments are to be
washing and tank cleaning, tank purging or gas freeing operations. flushed through, drained and isolated from the compartment in
which hot work is to be carried out.
If hot work is to be undertaken outside of the engine room, then a Hot Work • These cargo lines can then be kept flooded with sea water or
Permit must be issued after direct consultation with the Managing Operations alternatively purged.
office.
• All sludge scale and sediment for a distance of at least ten
In addition, if the hot work is to be carried out on the main deck then the hot metres around the hot work area must be removed, including
work permit to be issued must confirm the following: from the reverse side of frames and bulkheads.
• That the cargo tanks are at a Hc gas level below 2% and an • Areas immediately below the place of hot work is also to be
oxygen level below 8%. cleared.
• All of the appropriate gas checks and that they are within the • Any hot work adjacent to fuel oil tanks cannot be carried out
acceptable limits. unless that space is certified as being safe.
• No combustible material is in the area. • Hot work permission is to be obtained from the company/
chemist as appropriate and a gas free certificate issued.
3.7 Ballasting and Deballasting Operations
3.7.1 Ballast Operations
3.7.2 Heavy Weather Ballasting
3.7.3 Line Washing
3.7.4 Oil Discharge Monitoring Equipment (ODME)
Illustrations
3.7.1a Ballasting No.6 WBTs
3.7.1b Deballasting No.6 WBTs
3.7.2a Heavy Weather Ballasting
3.7.2b Heavy Weather Deballasting
3.7.3a Line Wash with No.1 Cargo Oil Pump
3.7.3b Line Wash with No.2 Cargo Oil Pump
3.7.3c Line Wash with No.3 Cargo Oil Pump
3.7.3d Line Wash with the Stripping Pump
3.7.4a Oil Discharge Monitoring System
3.74b Oil Discharge Monitoring Equipment Display

Illustration 3.7.1a Ballasting No.6 WBTs

500 250
PI PI Upper Deck
PT PT H
BA046V BA068V
500 500
350 350 350 350 350 350

BA029V BA027V H H H
H BA043V 500 500
PT PT H H
500 500 350
H H H H BA008V H
500 350
H BA036V H BA037V
350 350 350 350 350
PI H
Tank
H H H PT BA038V

650
250
H
BA PI
034V
PT PT PI PT PI
300

Point Starboard
H
Sea 450 0.5m above
H
600 BA016V HFO Tank

(Starboard) Key
Ballast Water
Inert Gas
Hydraulic Oil
3.7 Ballasting and deballasting operations Procedure to Run Ballast into No.6 Water Ballast Tanks h) Start the second pump in the same manner.
3.7.1 Ballast Operations Initially all of the valves are assumed to be closed. i) When topping-off the ballast tanks, stop one ballast pump
and reduce the pump discharge rate on the running pump by
Position Description Valve throttling-in on the pump discharge valve. Stopping filling of
Ballasting each pair of tanks at the required ullage.
Open No.6 ballast tank suction valves 030V, 031V
The ballast system is normally empty and dry prior to ballasting, it is therefore Open Ballast line master block valves 040V, 041V
j) On completion of ballasting operations shut the pumps down,
essential to start ballasting slowly in order to avoid damaging the ballast line Open Ballast line main isolation valves 021V, 022V close all valves and inspect the surface of all ballast tanks to
with surge pressure. Open Ballast pump sea suction valves 019V, 020V ensure they are free from oil.
Open Ballast pump intermediate sea valve 018V
Upon commencing discharge of cargo and in accordance with the chief officer’s k) Fill in the Ballast Water Record Book and Ballast Water
discharging plan, line up the ballast system to run in permanent ballast to Management Record Book as necessary.
a) Crack open the manual ballast pump sea chest valve to 10% to
selected tanks. Where possible, do not stop running into a tank until the double
prime the ballast line. When the ballast line is fully primed open
bottom is full and the water level is into the side tank area. This is in order
the valve fully.
to minimise the free surface effects. Care is essential to ensure that excessive Ballast Exchange
stress, trim and list are avoided and that draught restrictions are not exceeded.
Position Description Valve Depending upon the next load port, it may be necessary due to port/sea area
CAUTION Open Ballast pump sea chest valve 039V requirements that a ballast exchange must be conducted. The Ballast Water
Keep the ballast pump discharge valves shut to avoid ballast pump Exchange Manual will give the sequence order in which the exchange should
elements rotating during the running in of ballast. b) Run sea water into No.6 WBTs until it reaches the level when it be carried out in order to limit the stress and bending forces while maintaining
is no longer running into the tanks. stability. The ballast water exchange manual will give full details in respect to
the effect of total discharge of a tank and the sequential method. (Section 2.7.2
a) Prior to commencing cargo or ballast operations check that valves
of this manual gives an example of sequential exchange)
CO085V and BA044V, the emergency cargo oil line connection Procedure to Pump Ballast into No.6 Water Ballast Tanks
valves are closed, and that the spool piece in the connection to
If a ballast exchange is not required by the port/sea area requirements, it is still
the cargo system is removed. Also check that valve BA047V Continuation from above procedure. good practice to conduct a ballast water exchange in deep water in order to
and the isolation valve from the IG main IG011V is closed.
reduce the silt build-up inside the tanks.
c) Ensure that both ballast pumps have been set up for operation
b) Run in ballast to approximately the draught of the vessel, ie, to a in the engine room, as the power management system will not
level whereby pumping ballast would prove more efficient than allow the starting of a ballast pump until there is sufficient Deballasting
running ballast. power available on the main switchboard.
Deballasting should commence as soon after loading commences as practicable
c) Reset the ballast lines so that both pumps are pumping from sea d) Close the ballast line isolation valves and open the crossover but in accordance with the chief officer’s loading plan. However, careful
to the ballast tanks. valves. planning is essential to maintain the vessel at a suitable draught and trim
consistent with weather conditions and any berth limitations. The freeboard
During ballasting it is advisable to keep the ballast system common and the e) Open both ballast pump suction valves. may need to be limited to that which can be safely accommodated by the
pumps on similar load and back-pressures. This ensures that the ballast tanks loading booms or flexible hoses.
fill evenly and that in the event of a list, various ballast tanks can be partly f) Open the ballast pump bottom line crossover valves.
closed without affecting the pumps.
Procedure for Deballasting
d) Fill the majority of ballast tanks very close to the tank coaming
Close Ballast line main isolation valves 021V, 022V a) Set the ballast lines for the running out of ballast and run the
(ie, ensure that ballast tanks are at least 98% full without
overfilling them); this ensures that the possibility of steel Open Ballast pump bottom line crossover valves 024V, 026V selected ballast tanks to sea.
corrosion is minimised. Open No.1 and 2 ballast pump suction valves 068V, 069V
b) When the first set have run to sea, shut them off and run the
e) Shut down the ballast system upon completion of ballasting. g) With the discharge valve open to 10%, start one ballast pump. remaining ballast tanks to sea in the planned sequence.
When the first pump is up to speed, open the discharge valve to
f) Always inspect the quality of the ballast as soon as possible the required % position according to the back-pressure required c) Shut the sea valve and line up both ballast pumps, pumping from
after completion in order to ensure that it is clean. and pump load on the ammeter. selected tanks to sea through the high overboard discharge.
Illustration 3.7.1b Deballasting No.6 WBT’s

500 250
PI PI Upper Deck
PT PT H
BA046V BA068V
500 500
350 350 350 350 350 350

BA029V BA027V H H H
H BA043V 500 500
PT PT H H
500 500 350
H H H H BA008V H
500 350
H BA036V H BA037V
350 350 350 350 350
PI H
Tank
H H H PT BA038V

650
250
H
BA PI
034V
PT PT PI PT PI
300

Point Starboard
H
Sea 450 0.5m above
H
600 BA016V HFO Tank

(Starboard) Key
Ballast Water
Inert Gas
Hydraulic Oil
d) Systematically pump out the bulk of ballast from all the ballast Procedure to Pump Ballast Out of No.6 Water Ballast Tanks p) Prepare the ODME device to monitor the overboard discharge.
tanks.
Continuation from above procedure. q) Open No.2 eductior drive, suction crossovers and discharge
e) Set up the pumps for stripping when tank levels are nearing valves.
approximately 50cm. d) Ensure that both ballast pumps have been set up for operation
in the engine room, as the power management system will not r) Open No.1 ballast pump sea suction valve.
f) Drain one set of tanks at a time to minimise turbulence at the allow the starting of a ballast pump until there is sufficient
tank suctions. power available on the main switchboard. s) Open the intermediate and sea chest valves.
g) Suspend bulk discharge of the ballast and line up either of the e) Close the ballast pump sea suction valves. Position Description Valve
ballast pumps on the eductor system, taking driving water from Close No.1 and 2 ballast pump suction valves 068V, 069V
the sea suction. f) Close the intermediate and main sea chest valves.
Close No.6 ballast tank suction valves 030V, 031V
h) Commence educting the ballast tanks ensuring that the back- g) Open both ballast pump suction valves. Close Ballast line main isolation valves 021V 022V
pressure of the ballast pump is at least 3.5 bar through the Close No.2 ballast pump overboard discharge valve 025V
eductor. h) Open the ballast pump overboard discharge valves and the Open No.2 eductor drive, suction and discharge valves 035V, 036V
overboard master block valve. 037V, 038V
i) Reduce the sounding in all tanks to the minimum possible Open Eductor overboard valve 017V
(usually less than 2cm). This will avoid the possibility of dead Position Description Valve Open No1. ballast pump sea suction valve 020V
freight, mud formation and excessive bottom corrosion. Close Ballast pump sea suction valves 019V, 020V Open Ballast pump intermediate sea valve 018V
j) Shut down the ballast system upon completion of draining. Close Ballast pump intermediate sea valve 018V Open Ballast pump sea chest valve 039V
Close Ballast pump sea chest valve 039V
Open No.1 and 2 ballast pump suction valves 068V, 069V t) With the discharge valve from No.1 ballast pump open to 10%,
Procedure to Run Out Ballast From No.6 Water Ballast Tanks start the ballast pump. When the pump is up to speed, open
Open No.1 and 2 ballast pump overboard discharge 025V, 027V
valves the discharge valve to the required amount position to give the
Initially all of the valves are assumed to be closed. required pressure at the eductor drive.
Open Ballast pump overboard master block valve 016V
i) With the discharge valve open to 10%, start one ballast pump.
Open Ballast line master block valves 040V, 041V Open No.6 port ballast tank suction valve 031V
When the first pump is up to speed, open the discharge valve to
Open Ballast line main isolation valves 021V, 022V the required percentage position according to the back-pressure Close No.6 port ballast tank suction valve 031V
Open Ballast pump sea suction valve 020V, 019V required and pump load on the ammeter. Open No.6 starboard ballast tank suction valve 030V
Open Ballast pump intermediate sea valve 018V Close No.6 starboard ballast tank suction valve 030V
j) Start the second pump in the same manner.
a) Crack open the manual ballast pump sea chest valve to 10% to u) Drain each of the tanks in turn.
prime the ballast line. When the ballast line is fully primed open k) Pump out the ballast tanks and when the tanks near draining
the valve fully. level, suspend bulk discharging.
v) On completion of deballasting operations shut the pump down
and close all valves.
b) Open the tank suction valves.
Procedure to Educt No.6 Water Ballast Tanks
w) Fill in the Ballast Water Record Book and Ballast Water
Position Description Valve Continuation from above procedure. Management Record Book as necessary.
Open Ballast pump sea chest valve 039V
Open No.6 ballast tank suction valves 030V, 031V l) Stop both ballast pumps, closing the pump suction valves.
c) Run ballast out of No.6 WBTs until it reaches the level when it m) Close the tank suction and ballast line isolation valves.
is no longer running out from the tanks.
n) Close the ballast overboard master valve.
o) Close No.2 ballast pump overboard discharge valve.
Illustration 3.7.2a Heavy Weather Ballasting Spill Tank
500
500 125
132V 128V
500
120V 121V 122V
143V Key 126V
125
From Deck
Cleaning Main Sea Water PI PI PI
Inert TI TI TI
091V 090V 092V Tank
125
117V
500
500
H 450 118V
052V 500
H 150
075V 125 119V
074V 134V 138V
125 Sea Chest PI 80 114V 115V 116V
078V P
081V 061V 059V 086V
Bilge Suction
H
106V Clean Up 110V 15 136V
125 15 109V Oil Tank 130V
Water 15 15 137V 127V
H 207V 107V 108V 123V 124V 125V
PT
PT 450
080V 082V PI
PI Fresh 125
125 208V 133V 131V
095V Water
Auto P Spill Tank
15 No.2 No.1
H 096V
System PI PT PT PI
H 079V H
150
197V 071V Slop 032V 200 030V 200 028V 200 026V 024V 200
H H H H H H
Stripping Pump H
083V Oil Tank (P) H
600 450 450 450 011V 450
150 200
036V 017V 015V 013V 009V 022V 200
H 072V 198V
H
H H
H 600
500 001V 003V No.2
H
068V 600 Cargo Oil 007V 450
051V H P H H 002V 004V Tank (P)
H
500 600 No.1 Cargo
045V 058V 089V 039V 055V 600
H H H 200 H H
Oil Tank (P)
005V
H
099V 102V 105V 019V
H
067V 194V 150 450 450 450 450 450 450
H
205V
H
P Tank H
H H H 125 600
076V 210V
500
H 047V PT PT 065V 066V
100 200 204V Dump
PI PI 206V
H
Tank H H H H H H
050V H P H
500 600 033V 200 031V 200 029V 200 027V 200 025V 200 023V 200
044V 057V 088V 038V
201V 202V H H H H H H
098V 101V 104V H H
100 Auto 018V 450 016V 450 014V 450 012V 450 010V 450 008V 450
041V H P 450 H 211V
450
H 063V 200 203V 054V 400 600
199V
H H
500 064V
H
H 046V 021V
H
PT PT
150
062V
H
049V H P H H
Oil Tank (S)
500 600 600
040V 450 053V

3.7.2 Heavy Weather Ballasting Procedure to Ballast No.4 Cargo Oil Tanks Using No.2 Cargo Position Description Valve
Oil Pump Close Stripping pump suction to sea crossover valve 093V, 104V
The normal ballast operations are described in Section 3.7.1. In the event
of extreme weather conditions, where the Master considers that it would be Close Stripping pump suction valve 072V
In this instance it is assumed that No.4 COTs have not been water rinsed and
prudent to ballast one or more sets of cargo oil tanks, then the following are therefore to be classed as dirty ballast. Close Stripping pump discharge valves to the port slop 079V, 203V
procedure should be adopted: tank 060V
Commence with all valves closed.
a) Ensure that at the discharge port, heavy weather ballast tanks g) When satisfied that the cargo line is clean, open all the suction
are suitably prepared in accordance with MARPOL 73/78 a) Line up the stripping pump to take suction from the sea line, valves to No.4 cargo oil tanks (to flush all valves) and close the
requirements. In this instance No.4 cargo oil tanks (COTs) port discharging to the port slop tank. discharge to the port slop tank.
and starboard are to be used.
b) Ensure that all of the cargo lines to be used are well drained. Open No.4 COT suction valves 013V, 014V
Open Stripping pump suction to No.2 COP drain line 093V, 104V
valve 028V, 029V
c) Carefully calculate the stress, trim and stability. To avoid
Open Stripping pump suction valve 072V Close Port slop tank suction valve 019V
sloshing, aim to ballast each COT to 98% capacity.
Open Stripping pump discharge valves to the port 079V, 203V Close Slop tank isolating valve 210V
d) One of the cargo oil pumps (COPs) may be used utilising the slop tank 060V
main sea valves and the pump room direct loading lines. h) Increase the pump rpm slowly to maximum and ballast the tank
b) Start the stripping pump, when a vacuum shows on the suction to the required ullage. During the operation a good check must
e) Where ballast is put into a tank which has been crude washed side of the pump open No.2 COP suction to sea crossover line. be kept on the inert gas pressure. Excess pressure can be vented
but not water rinsed, then the ballast in that tank is to be treated When a vacuum shows on the suction side of the pump open the via the mast riser.
as dirty ballast. intermediate sea valves. Continue monitoring the line vacuum
and when a vacuum shows on the suction side of the pump then i) Shut down all valves on completion of operations, ensuring the
A COT which was previously carrying crude oil may not be used for additional slowly open the main sea valve. sea valves are closed before stopping the COP.
ballast unless it was crude washed at the discharge port.
j) On completion of ballasting No.4 cargo oil tanks, the lines can
At the onset of improved weather, or as soon after as is practicable, the be drained to the port slop tank.
Open No.2 COP suction valve to sea line 041V
additional ballast should be discharged. This COT ballast must be discharged
according to MARPOL 73/78 regulations in sea areas acceptable to the Open Intermediate sea valves 082V, 083V CAUTION
signatories. In addition, the COT ballast must be discharged with the ODME Open Main sea valve 081V If at any time, or for any reason, the cargo pump should be stopped, the
operational. pump suction valve to the sea line and the sea valve should be closed
c) Monitor and verify that there is flow to the port slop tank. immediately. Prior to restarting the cargo pump, the stripping pump
Initially, a basic line wash should be carried out. In this case scenario No.2 must be used to place a positive vacuum on the sea valve, which may
COP will be used to wash the line into the port slop tank before changing over Position Description Valve then be opened and a flow resumed to the port slop tank in the manner
to ballast No.4 cargo oil tanks. Open No.2 COP discharge to No.2 bottom line via 044V, 047V previously outlined.
pump bypass
Open No.2 line bulkhead master valve 035V
Open No.2 and No.3 line crossover valves 005V, 006V
Open Slop tank isolating valve 210V
Open Port slop tank suction valve 019V
d) Start No.2 COP, washing the line to the port slop tank. Adjust
the pneumatic discharge valve once the pump is started to
provide the flow required.
e) Verify there is flow to the port slop tank via the COP.
f) Stop the stripping pump and close the stripping pump valves.
Illustration 3.7.2b Heavy Weather Deballasting Spill Tank

500
500 125
132V 128V
500
120V 121V 122V
143V Key
125 126V
From Deck Sea Water
Inert TI TI TI
091V 090V 092V Tank
125
117V
500
500
H 450 118V
052V 500
H 150
075V 125 119V
074V 134V 138V
125 Sea Chest PI 80 114V 115V 116V
078V P
081V 061V 059V 086V
Bilge Suction
H
106V Clean Up 110V 15 136V
125 15 109V Oil Tank 130V
Water 15 15 137V 127V
H 207V 107V 108V 123V 124V 125V
PT
PT 450
080V 082V PI
PI Fresh 125
125 208V 133V 131V
095V Water
Auto P Spill Tank
15 No.2 No.1
H 096V
System PI PT PT PI
H 079V H
150
197V 071V Slop 032V 200 030V 200 028V 200 026V 024V 200
083V H H H H H H
600 450 450 450 011V 450
150 200
036V 017V 015V 013V 009V 022V 200
H 072V 198V
H
H H
H 600
500 001V 003V No.2
H
068V 600 Cargo Oil 007V 450
051V H P H H 002V 004V Tank (P)
H
500 600 No.1 Cargo
045V 058V 089V 039V 055V 600
H H H 200 H H
Oil Tank (P)
005V
H
099V 102V 105V 019V
H
067V 194V 150 450 450 450 450 450 450
H
205V
H
P Tank H
H H H 125 600
076V 210V
500
H 047V PT PT 065V 066V
100 200 204V Dump
PI PI 206V
H
Tank H H H H H H
050V H P H
500 600 033V 200 031V 200 029V 200 027V 200 025V 200 023V 200
044V 057V 088V 038V
201V 202V H H H H H H
098V 101V 104V H H
100 Auto 018V 450 016V 450 014V 450 012V 450 010V 450 008V 450
041V H P 450 H 211V
450
H 063V 200 203V 054V 400 600
199V
H H
500 064V
H
H 046V 021V
H
PT PT
150
062V
H
049V H P H H
Oil Tank (S)
500 600 600
040V 450 053V

Procedure to Deballast No.4 Cargo Oil Tanks Using No.2 i) Close all valves and stop the inert gas.
Cargo Oil Pump
j) Remove the open distance piece and replace with the blanking
a) Remove the blanking distance piece and replace with the open distance piece located between the overboard discharge valves.
distance piece located between the overboard discharge valves.

b) Inert gas will be required during this deballasting operation.
c) Line up No.2 COP to deballast No.4 COTs.

Open No.2 line bulkhead master valve 035V
Open No.2 COP suction valve 038V
Open No.2 COP discharge valves to the ODME 050V, 052V
system
Auto ODME overboard discharge valve 059V
Auto ODME discharge valves to slop tanks 060V, 203V
d) Complete all checks on the ODME.

Open High overboard discharge valve 086V
The ODME will regulate the automatic operation of the discharge line valves
to either the port slop tank or directly overboard. A visual observation should
be maintained on the discharge overboard.
e) Start No.2 COP, maintain the pump at minimum speed and

observe the overboard discharge. The pump will initially
discharge to the port slop tank until the discharge on the ODME
registers an oil content below 30 litres per nautical mile. When
this value is reached, the ODME automatically changes over
valves to divert the discharge of ballast water to overboard.
f) Slowly increase the pump speed to full flow for the bulk
discharge.
g) As the sounding in No.4 COTs nears the bottom, reduce the

pump speed and maintain a good overside watch.
h) If the COP discharge is not stopped by the ODME, stop No.2

COP and use the stripping pump to drain No.4 COTs and cargo
lines to the port slop tank. All the drainings are thus consolidated
into one slop tank ready for decanting after a suitable settling
period.
Illustration 3.7.3a Line Wash with No.1 Cargo Oil Pump Spill Tank
500
500 125
132V 128V
500
120V 121V 122V
143V Key 126V
125
From Deck
Inert TI TI TI
091V 090V 092V Tank
125
117V
500
500
H 450 118V
052V 500
H 150
075V 125 119V
074V 134V 138V
125 Sea Chest PI 80 114V 115V 116V
078V P
081V 061V 059V 086V
Bilge Suction
H
106V Clean Up 110V 15 136V
125 15 109V Oil Tank 130V
Water 15 15 137V 127V
H 207V 107V 108V 123V 124V 125V
PT
PT 450
080V 082V PI
PI Fresh 125
125 208V 133V 131V
095V Water
Auto P Spill Tank
15 No.2 No.1
H 096V
System PI PT PT PI
H 079V H
150
197V 071V Slop 032V 200 030V 200 028V 200 026V 024V 200
H H H H H H
600 450 450 450 011V 450
150 200
036V 017V 015V 013V 009V 022V 200
H 072V 198V
H
H H
H 600
500 001V 003V No.2
H
068V 600 Cargo Oil 007V 450
PI PI 093V 083V 035V Oil Tank (P)
051V H P H H 002V 004V Tank (P)
H
500 600 No.1 Cargo
045V 058V 089V 039V 055V 600
H H H 200 H H
Oil Tank (P)
005V
H
099V 102V 105V 019V
H
067V 194V 150 450 450 450 450 450 450
H
205V
H
P Tank H
H H H 125 600
076V 210V
500
H 047V PT PT 065V 066V
100 200 204V Dump
PI PI 206V
H
Tank H H H H H H
050V H P H
500 600 033V 200 031V 200 029V 200 027V 200 025V 200 023V 200
044V 057V 088V 038V
201V 202V H H H H H H
098V 101V 104V H H
100 Auto 018V 450 016V 450 014V 450 012V 450 010V 450 008V 450
041V H P 450 H 211V
450
H 063V 200 203V 054V 400 600
199V
H H
500 064V
H
H 046V 021V
H
PT PT
150
062V
H
049V H P H H
Oil Tank (S)
500 600 600
040V 450 053V

3.7.3 Line Washing f) On completion of the second line wash, stop No.2 COP, then e) Verify there is a flow to the port slop tank, then stop the stripping
start No.3 COP to wash No.3 top/bottom lines, manifolds, tank pump and shut down the stripping system.
Periodically it becomes necessary to wash and gas free all cargo tanks and suctions and crossover valves attached to these lines.
pipelines for inspection and/or possible repair. In order to achieve this it is Position Description Valve
necessary to flush all pumps and lines with sea water, ensuring that all lines Note: The slop tanks should be filled to around 50% level during the line Close No.1 COP separator stripping suction valves 093V, 105V
have been washed and subsequently gas freed on completion. washing assuming that water washing is to take place directly afterwards. Close Stripping pump suction valve 072V
If the slop tanks reach this level prior to completion of flushing, the Close Stripping pump discharge valves to the port slop 079V
Lines must be washed to the slop tanks and the slop tanks decanted after system should be changed over to take suction from the slop tank on tank
settling in accordance with MARPOL 73/78. The extent to which the lines are recirculation, closing the sea valve.
washed will be dependent on the type of maintenance required.
f) Flush through No1 COP top crossover to the port slop tank.
Prior to ballasting a cargo oil tank (COT) for heavy weather, if the cargo lines Procedure for Line Washing with No.1 Cargo Oil Pump
have been well drained, it is simply necessary to flush the cargo lines to the Position Description Valve
slop tanks and then fill the tanks with ballast. Prior to refit, after a 100% COW a) Initially line up the stripping pump to take suction from the sea Open No.1 COP top crossover valve 051V
(when the last cargo was crude oil), it is necessary to flush through the loading line discharging to the port slop tank. Open Top crossover line isolating valve 052V
and suction lines of every COT and pump, then drain the tanks back to the slop Close No.1 COP top crossover valve 051V
tank. This avoids the possibility of a plug of oil being left in the cargo lines, in Position Description Valve Close Top crossover line isolating valve 052V
particular on a long dead end. Open No.1 COP separator stripping suction line to sea 093V, 105V Close Slop tank discharge line valve 203V, 060V
crossover valves 042V
The following example is for a line washing sequence in preparation for
Open Stripping pump suction valve 072V g) Wash through the manifold connections port and starboard
inspection and repairs.
Open Stripping pump discharge valves to the port slop 079V, 203V down the MARPOL line via the stripping pump discharge to the
tank 060V port slop tank.
Line Washing Sequence
b) Start the stripping pump and when a vacuum shows on the Position Description Valve
a) It is important to ensure that all tanks and lines are well stripped
ashore on completion of discharge. See Section 3.4.1. suction side of the pump, open the following valves in sequence Open No.1 port and starboard manifold valves 113V, 116V
ensuring there is a vacuum on the line before opening the main Open No.1 port and starboard MARPOL valves 122V, 125V
b) On leaving port, all tank cleaning machine inlet valves should sea valve: Open Stripping pump bypass valve 078V
be opened and the tank cleaning line allowed to drain into the Open Stripping pump suction valve 073V
cargo tanks and back via the pump room to the port slop tank. Position Description Valve
Open Stripping pump port slop tank direct suction 197V, 071V
Manifold valves and drains to No.3, 4 and 5 port cargo oil tanks Open Intermediate and main sea valves 083V, 082V valves
and the residual tank should be opened, which will drain down 081V
Open No.1 and 3 deck line drain valves 138V, 139V
the top manifold lines. All bottom lines should be drained to the
136V, 137V
slop tanks. Pump room lines should also be drained to the slop c) Monitor and verify that there is a flow into the port slop tank.
tanks. Close No.1 and 3 deck line drain valves 138V, 139V
136V, 137V
d) Line up and start No.1 COP and flush from the sea into the port Close Stripping pump bypass valve 078V
c) Prior to line washing ensure all valves are returned to the closed
slop tank up No.1 and down No.3 deck line and into the bottom
position. The manifold crossover line spectacle blanks are Close Stripping pump suction valve 073V
lines.
normally in the open position. Close Stripping pump port slop tank direct suction 197V, 071V
valves
d) Carry out the first line wash using No.1 COP, this to include Position Description Valve
No.1 top/bottom lines, manifolds, tank suctions and crossover Open No.1 to No.3 manifold crossover valves 117V, 119V h) Wash up No.1 bottom line through the crossovers to No.3
valves attached to these lines. Open No.1 COP discharge valve to deck line 045V bottom line and into the port slop tank.
e) On completion of the first line wash, stop No.1 COP, then start Open No.3 line bulkhead master valve 034V Position Description Valve
No.2 COP to wash No.2 top/bottom lines, manifolds, tank
Open Slop tank isolating valves 210V, 211V Open No.1 COP bypass valve to No.1 bottom line 048V
suctions and crossover valves attached to these lines.
Open Port slop tank suction valve 019V Open No1 line bulkhead master valve 036V
Open Slop tank balance line 204V, 055V
Illustration 3.7.3b Line Wash with No.2 Cargo Oil Pump Spill Tank
500
500 125
132V 128V
500
120V 121V 122V
143V Key 126V
125
From Deck
Inert TI TI TI
091V 090V 092V Tank
125
117V
500
500
H 450 118V
052V 500
H 150
075V 125 119V
074V 134V 138V
125 Sea Chest PI 80 114V 115V 116V
078V P
081V 061V 059V 086V
Bilge Suction
H
106V Clean Up 110V 15 136V
125 15 109V Oil Tank 130V
Water 15 15 137V 127V
H 207V 107V 108V 123V 124V 125V
PT
PT 450
080V 082V PI
PI Fresh 125
125 208V 133V 131V
095V Water
Auto P Spill Tank
15 No.2 No.1
H 096V
System PI PT PT PI
H 079V H
150
197V 071V Slop 032V 200 030V 200 028V 200 026V 024V 200
H H H H H H
600 450 450 450 011V 450
150 200
036V 017V 015V 013V 009V 022V 200
H 072V 198V
H
H H
H 600
500 001V 003V No.2
H
068V 600 Cargo Oil 007V 450
051V H P H H 002V 004V Tank (P)
H
500 600 No.1 Cargo
045V 058V 089V 039V 055V 600
H H H 200 H H
Oil Tank (P)
005V
H
099V 102V 105V 019V
H
067V 194V 150 450 450 450 450 450 450
H
205V
H
P Tank H
H H H 125 600
076V 210V
500
H 047V PT PT 065V 066V
100 200 204V Dump
PI PI 206V
H
Tank H H H H H H
050V H P H
500 600 033V 200 031V 200 029V 200 027V 200 025V 200 023V 200
044V 057V 088V 038V
201V 202V H H H H H H
098V 101V 104V H H
100 Auto 018V 450 016V 450 014V 450 012V 450 010V 450 008V 450
041V H P 450 H 211V
450
H 063V 200 203V 054V 400 600
199V
H H
500 064V
H
H 046V 021V
H
PT PT
150
062V
H
049V H P H H
Oil Tank (S)
500 600 600
040V 450 053V

Position Description Valve Procedure for Line Washing with No.2 Cargo Oil Pump Position Description Valve
Open No.1, 2 and No.3 line crossover valves 001V, 002V Close Stripping pump discharge valves to the port slop 079V,
003V, 004V a) Initially line up the stripping pump to take suction from the sea tank
005V, 006V line discharging to the port slop tank.
f) Flush through No.2 COP top crossover to the port slop tank.
i) Open the main and stripping suction valves in all of the cargo Position Description Valve
tanks in sequence to flush each line section. Open No.2 COP separator stripping suction line to sea 093V, 104V Position Description Valve
crossover valves 041V
Open No.2 COP top crossover valve 050V
Position Description Valve Open Stripping pump suction valve 072V
Open Top crossover line isolating valve 052V
Open No.3 port COT suction valves 026V, 011V Open Stripping pump discharge valves to the port slop 079V, 203V
Close No.2 COP top crossover valve 050V
Close No.3 starboard COT suction valves 027V, 012V tank 060V
Close Top crossover line isolating valve 052V
Open No.6 starboard COT suction valves 033V, 018V Close Slop tank discharge line valve 203V, 060V
b) Start the stripping pump and when a vacuum shows on the
Close No.3 port COT suction valves 026V, 011V suction side of the pump, open the following valves in sequence
Open No.6 port COT suction valves 032V, 017V ensuring there is a vacuum on the line before opening the main g) Wash through the manifold connections port and starboard
Close No.6 starboard COT suction valves 033V, 018V sea valve: down the MARPOL line via the stripping pump discharge to the
Open Port slop tank secondary suction line valve 198V port slop tank.
Close No.6 port COT suction valves 032V, 017V Position Description Valve
Open Intermediate and main sea valves 083V, 082V Position Description Valve
Open Starboard slop tank suction valves 021V, 199V
081V Open No.2 port and starboard manifold valves 112V, 115V
Close Port slop tank main suction valves 019V, 198V
Open No.2 port and starboard MARPOL valves 121V, 124V
Open No.1 starboard COT suction valves 023V, 008V
c) Monitor and verify that there is a flow into the port slop tank. Open Stripping pump bypass valve 078V
Close Starboard slop tank suction valve 021V, 199V
Open Stripping pump suction valve 073V
Open No.1 port COT suction valves 022V, 007V d) Line up and start No.2 COP and flush from the sea into the port
Close No.1 starboard COT suction valves 023V, 008V slop tank up No.2 and down No.1 deck line and into the bottom
valves
Open No.4 starboard COT suction valves 029V, 014V lines.
Open No.2 deck line drain valves 134V, 135V
Close No.1 port COT suction valves 022V, 007V
Position Description Valve Close No.2 deck line drain valves 134V, 135V
Open No.4 port COT suction valves 028V, 013V
Open No.1 to No.2 manifold crossover valves 117V, 118V Close Stripping pump bypass valve 078V
Close No.4 starboard COT suction valves 029V, 014V
Open No.2 COP discharge valve to deck line 044V Close Stripping pump suction valve 073V
Open Port slop tank main suction valve 019V
Open No.1 COP bypass valve 048V Close Stripping pump port slop tank direct suction 197V, 071V
Close Starboard slop tank suction valve 021V, 199V valves
Close No.4 port COT suction valves 028V, 013V Open No.1 line bulkhead master valve 036V
Open No.2 starboard COT suction valves 025V, 010V Open No.1, 2 and No.3 line crossover valves 001V, 002V h) Flushing of lines with No.2 COP is complete. Before stopping
003V, 004V the cargo oil pump close the sea valves, thereafter close all the
005V, 006V valves.
Close No.2 starboard COT suction valves 025V, 010V
Open No.5 starboard COT suction valves 031V, 016V
Close No.2 port COT suction valves 024V, 009V
Close No.5 starboard COT suction valves 031V, 016V e) Verify there is a flow to the port slop tank, then stop the stripping
Close No.5 port COT suction valves 030V, 015V pump and shut down the stripping system.
j) Flushing of lines with No.1 COP is complete. Before stopping Position Description Valve
the cargo oil pump close the sea valves, thereafter close all the Close No.1 COP separator stripping suction valves 093V, 104V
valves. Close Stripping pump suction valve 072V
Illustration 3.7.3c Line Wash with No.3 Cargo Oil Pump Spill Tank
500
500 125
132V 128V
500
120V 121V 122V
143V Key 126V
125
From Deck
Inert TI TI TI
091V 090V 092V Tank
125
117V
500
500
H 450 118V
052V 500
H 150
075V 125 119V
074V 134V 138V
125 Sea Chest PI 80 114V 115V 116V
078V P
081V 061V 059V 086V
Bilge Suction
H
106V Clean Up 110V 15 136V
125 15 109V Oil Tank 130V
Water 15 15 137V 127V
H 207V 107V 108V 123V 124V 125V
PT
PT 450
080V 082V PI
PI Fresh 125
125 208V 133V 131V
095V Water
Auto P Spill Tank
15 No.2 No.1
H 096V
System PI PT PT PI
H 079V H
150
197V 071V Slop 032V 200 030V 200 028V 200 026V 024V 200
H H H H H H
600 450 450 450 011V 450
150 200
036V 017V 015V 013V 009V 022V 200
H 072V 198V
H
H H
H 600
500 001V 003V No.2
H
068V 600 Cargo Oil 007V 450
051V H P H H 002V 004V Tank (P)
H
500 600 No.1 Cargo
045V 058V 089V 039V 055V 600
H H H 200 H H
Oil Tank (P)
005V
H
099V 102V 105V 019V
H
067V 194V 150 450 450 450 450 450 450
H
205V
H
P Tank H
H H H 125 600
076V 210V
500
H 047V PT PT 065V 066V
100 200 204V Dump
PI PI 206V
H
Tank H H H H H H
050V H P H
500 600 033V 200 031V 200 029V 200 027V 200 025V 200 023V 200
044V 057V 088V 038V
201V 202V H H H H H H
098V 101V 104V H H
100 Auto 018V 450 016V 450 014V 450 012V 450 010V 450 008V 450
041V H P 450 H 211V
450
H 063V 200 203V 054V 400 600
199V
H H
500 064V
H
H 046V 021V
H
PT PT
150
062V
H
049V H P H H
Oil Tank (S)
500 600 600
040V 450 053V

Procedure for Line Washing with No.3 Cargo Oil Pump e) Line up the eductors to educt all the lines.
a) Line up No.3 COP for line cleaning from the starboard slop tank
to the port slop tank via No.3 deck line and down No.2 line.
Open No.1 and 2 eductor drives, discharge and suction 074V, 075V
valves 068V, 063V
061V
Open Starboard slop tank pump room suction valve 053V
Close Top crossover line isolating valve 052V
Open No.3 COP bottom crossover valve 040V
Open No.3 COP discharge valve to deck line 044V f) Proceed to educt all the cargo tanks, the residual tank, the dump
Open No.3 to No.2 manifold crossover valves 119V, 118V tank and then the lines and drain down the top lines.
Open No.2 line bulkhead master valve 035V g) Stop the cargo pump on completion and close all valves.
b) Start No.3 COP, verify there is a flow to the port slop tank.
c) Increase flow via No.3 COP and flush through No.3 manifold
lines.

Open No.3 port and starboard manifold valves 111V, 114V
Open No.3 port and starboard MARPOL valves 120V, 123V
Open Stripping pump bypass valve 078V
valves
d) Flush No.3 COP to the port slop tank via the top crossover.

Open No.3 COP discharge valves to the port slop 049V, 052V
tank via top crossover line 203V, 060V
Close No.3 COP discharge valve to deck line 044V
Close No.3 to No.2 manifold crossover valves 119V, 118V
Close No.2 COP bypass valve 047V
Close No.2 line bulkhead master valve 035V
Close No.2 and No.3 line crossover valves 005V, 006V
Close Slop tank isolating valve 210V
Close Port slop tank suction valve 019V
Illustration 3.7.3d Line Wash with the Stripping Pump Spill Tank
500
500 125
132V 128V
500
120V 121V 122V
143V Key 126V
125
From Deck
Cleaning Main Stripping Pump PI PI PI
Inert TI TI TI
Gas Main Line Wash
140V 141V 142V
091V 090V 092V Tank
125
117V
500
500
H 450 118V
052V 500
H 150
075V 125 119V
074V 134V 138V
125 Sea Chest PI 80 114V 115V 116V
078V P
081V 061V 059V 086V
Bilge Suction
H
106V Clean Up 110V 15 136V
125 15 109V Oil Tank 130V
Water 15 15 137V 127V
H 207V 107V 108V 123V 124V 125V
PT
PT 450
080V 082V PI
PI Fresh 125
125 208V 133V 131V
095V Water
Auto P Spill Tank
15 No.2 No.1
H 096V
System PI PT PT PI
H 079V H
150
197V 071V Slop 032V 200 030V 200 028V 200 026V 024V 200
083V H H H H H H
600 450 450 450 011V 450
150 200
036V 017V 015V 013V 009V 022V 200
H 072V 198V
H
H H
H 600
500 001V 003V No.2
H
068V 600 Cargo Oil 007V 450
051V H P H H 002V 004V Tank (P)
H
500 600 No.1 Cargo
045V 058V 089V 039V 055V 600
H H H 200 H H
Oil Tank (P)
005V
H
099V 102V 105V 019V
H
067V 194V 150 450 450 450 450 450 450
H
205V
H
P Tank H
H H H 125 600
076V 210V
500
H 047V PT PT 065V 066V
100 200 204V Dump
PI PI 206V
H
Tank H H H H H H
050V H P H
500 600 033V 200 031V 200 029V 200 027V 200 025V 200 023V 200
044V 057V 088V 038V
201V 202V H H H H H H
098V 101V 104V H H
100 Auto 018V 450 016V 450 014V 450 012V 450 010V 450 008V 450
041V H P 450 H 211V
450
H 063V 200 203V 054V 400 600
199V
H H
500 064V
H
H 046V 021V
H
PT PT
150
062V
H
049V H P H H
Oil Tank (S)
500 600 600
040V 450 053V

Procedure for Line Washing with the Stripping Pump
a) Line up to flush the stripping pump into the slop tanks.

Open Stripping pump suction from starboard slop 195V, 069V
tank valves
Open Stripping pump discharge valves to the port 079V, 203V
slop tank 060V
b) Start the stripping pump and flush into the port slop.
c) Line up the stripping pump to strip out the cargo pump

separators, pump casing and lines.

Close Stripping pump suction from starboard slop 195V, 069V
tank valves
Close Stripping pump suction valve 073V
Open Stripping pump suction to COP 072V, 093V
Open No.1 COP separator valve, casing and line 105V, 102V
099V
Open No.1 COP pneumatic valve 058V
Close No.1 COP separator valve, casing and line 105V, 102V
099V
Close No.1 COP pneumatic valve 058V
098V
098V
097V
097V
d) Stop the stripping pump and close all the valves.
Illustration 3.7.4a Oil Discharge Monitoring System
Pump Room
Ship’s Control Centre
Discharge
P <15 ppm
059V
Cleantoil 2005
Measuring
Sample Cell
Pump 08V
Sample
Out P To Residual
Sample
Back
In Tank
Flash 076V
Measuring P 203V Discharge
Warming Alarm
Unit >15 ppm
JOWA
05
Type Approved Acc.
0801 IMO Res. MEPC.108(49) ODME Pressure P
Sample
Transmitter To Port Slop Tank
Discharge
060V
Analysing
Valve
H 054V
To Starboard 086V
S
Engine Room Flushing Slop Tank Pipe Tunnel
Line
Sample Probe HFO Bunker
Control Air
Tank
Converter
Unit Cabinet
with Cleaning Sample
Solution Sample
Changeover
Container Pump
Valve
M
Cleaning Solution Line

dP/I Flow Meter Key
Transmitter Block
dP/I Flow Meter Ballast Water
Transmitter Block
Compressed Air
Domestic Fresh Water
Orifice Hydraulic Oil

Plate
Flow Meter Line

From Ballast 052V
Overboard Discharge
Stripping Control Signal
079V Cargo Oil Pump
Pump Discharge
Discharge
3.7.4 OIL DISCHARGE MONITORING EQUIPMENT (ODME) Prior to the discharge of ballast and oil contaminated water the cargo officer The sample passes through the in-line flow detector/indicator, a manually
shall use the portable cargo monitoring/interface detector, in accordance with operated flow regulating valve and a three-way backflush pneumatic valve
Manufacturer: Jowa the manufacturer’s instructions, to determine the position of the oil/water before being discharged to the slop tank.
Model: Cleantoil 2005 interface and shall record the resulting measurement prior to the commencement
of monitored discharge. A supply of fresh water is available for system flushing and calibration.
Introduction It should be ensured that all valves not required for the particular operation
Monitoring System - Engine Room
being undertaken are kept in a fully closed position.
Procedures for ballast handling and line washing in compliance with regulations The signal is derived from the analysis of the sample water being passed
9 of Annex I of MARPOL 73/78. Line draining shall be carried out in through the measuring vessel from the sampling pump.
accordance with the procedures detailed in the approved Crude Oil Washing
Introduction
Operation and Equipment manual prior to any discharge of extraordinary dirty Control Unit - Ship’s Control Centre
The oil discharge monitoring equipment is installed on this vessel to provide
ballast, oil contaminated water and slops.
the control of overboard discharge by measuring oil outflow concentration. The control unit provides the means of total supervision of the monitoring and
It also computes the rate of discharge and total quantity of oil discharged sampling system and performs the function of a computer and recording device
Regulation 15 (3) (a) of Annex I of MARPOL 73/78 specifies that the approved
per ballast voyage. The system monitors the oil content, discharge ratio of in respect of allowable discharge operations.
oil discharge monitoring and control system shall be in operation when there
oily mixture and discharged oil quantity. It automatically stops the overboard
is any discharge of oil contaminated water into the sea. For this vessel, this
discharge of the oily mixture and returns the discharge to the slop tank when The digital visual display unit shows the data for any current discharge situation
means all extraordinary dirty ballast water. For instance, line flushing and
the oil content exceeds the limitation of the preset value. and gives instantaneous alarm indication.
tank washing water from the cargo space must be monitored using the high
overboard discharge.
The system fitted to this vessel consists of the following main elements: A printer port is incorporated to record data required in compliance with IMO
The discharge monitoring of clean ballast is not required by Annex I of • Sampling system Resolution A.586 (XIV).
MARPOL 73/78, providing such ballast is contained in a tank previously the • Monitoring system
subject of tank washing coming after carriage of oil. The ballast discharge Discharge of Ballast and Contaminated Water
must not produce visible traces of oil or sludge to the surface of clean calm • Control system
Ensure that line flushing has been completed prior to discharging any ballast
water. It is recommended however, that all such extraordinary clean ballast
The system has a permanent in-built memory (in accordance with IMO or oil contaminated water. All valves not being used for the discharge are to
be monitored in order that evidence can be collected to determine that the oil
requirements) and data can be extracted from this memory. be kept shut.
content of such discharge does not exceed 15ppm notwithstanding the presence
of visible traces.
Their description is detailed in the following sections: Access to data input, operating mode, etc, is through the keyboard located on
the unit.
The discharge monitoring of segregated ballast is not required by Annex I of
MARPOL 73/78. Such ballast should be subject to surface examination prior Sampling System
to discharge. Control Unit - Alarms, Controls and VDU Displays
The major components required for the sampling of contaminated oil discharge
Prior to any discharge overboard, the oil monitoring and control system shall are located in the hazardous area and consist of: Introduction
undergo prestart checks and the input of data variables. The system will • A sampling pump and motor assembly located on the bulkhead The control unit has a users access code, which must be input prior to the
remain fully operational during all phases of discharge and the printed record between pump room and engine room starboard side. changing of input data.
confirming time and data will be retained on board for a period of at least three • The oil content meter and measuring vessel penetration located
years. above the sampling pump. Control Unit Panel Facilities
All ballast and effluent discharge operations will be clearly recorded in the Oil • A control valve assembly.
• VDU Intensity Control
Record Book Part II which is placed on board in accordance with Regulation
20 of Annex I of MARPOL 73/78. It is recommended that the ODME printout During operation, the oil monitoring sample pump extracts a sample from the • Mains Supply Indicator
is attached to the corresponding entries and be made available for port state probe, which is situated in the overboard discharge and routed through a local,
• Alarm Indicator / Acknowledge Pushbutton
inspection when required. manually operated probe isolating valve to the control valve assembly.
• Auto/Manual Key-Switch
Subject to charter party agreement, oil contaminated water and slop may be From the sample pump discharge, the sample is routed directly to the analyser • Keyboard
discharged to a shore reception facility at the loading port. Monitoring of unit.
• Visual Display Unit
discharge in this case is not required.
• Printer port (printer adapter kit available)
Alarms and VDU Displays Manual Inputs Discharge Valve Control
In case of an alarm condition the (red) alarm indicator will illuminate together Manual inputs are not normally required except for the verification of sample Full automatic discharge valve control is arranged in compliance with paragraph
with an audible alarm from the control unit. channel and the selection of total oil reset, total oil limit and ship situation 3.3 of Res. A.586 (X1V) by the mutual operation of overboard discharge valve
data. 059V and port slop tank return valves 203V, 060V. It is also possible to have
Pressing the alarm indicator pushbutton will acknowledge the specific alarm the residual tank set as the return tank or utilise the starboard slop tank.
condition and cancel the audible alarm. The alarm indicator lamp will stay Outputs Recorded
illuminated until the fault is rectified. Flow Rate Indicating System
Introduction
Any message currently displayed on the VDU will be accompanied by a new The outputs from the control unit are recorded by the printer. Each record must The ODME control unit is provided with automatic input rate of effluent
message at the bottom of the screen, detailing which alarm parameter has be retained for at least three years. discharge from the discharge line leading to the port high overboard discharge
occurred and (where applicable) the rectification procedure that should be line. The flow rate indicating system consists of a probe located in the vertical
followed can be displayed upon demand. The printer will be provide a listing every 10 minutes during operation and will rising section of the upstream discharge line of the ODME sampling probe.
provide immediate and additional listings such as: Linked to the probe is a DP transmitter, the low pressure and high pressure
The alarms (programmed and non-programmed) incorporated within the impulse lines from the probe are connected to the transmitter mounting valve
• Each time the equipment is switched on block.
control unit microprocessor include as follows:
• Each time an alarm is raised
• 30 litres/nautical mile exceeded
• Each time data is changed or revised Ship’s Speed Indicating System
• Total oil limit exceed
• Each time there is an increase of 10 litres/nautical mile in the The system consists of a speed log, the transmitted signal of which is cabled
• 15 ppm passed or 100 ppm passed quantity of oil being discharged directly to the ODME control unit.
• 999 ppm range exceed
• Water failure Notified Outputs Discharge of Ballast and Contaminated Water
• Motor pump wrongly powered The printer will provide the following data according to the sampling mode: Ensure that line flushing has been completed prior to discharging any ballast
• Date (Day/Month/Year) and time (24 hours GMT) or oil contaminated water. All valves not being used for the discharge are to
• Calibration failure
be kept shut.
• Oil content meter failure • Channel selected - manually selected (No.l)
• Flow meter failure • State of discharge (permitted/prohibited) Pre-Operational Checks for Oil Discharge Monitoring and Control
• Ship’s speed too high > 20 knots • Position of discharge valve (open/closed) System
• Ship’s speed too low • Flow rate input value Prior to setting the oil discharge monitoring and control system and
commencement of ballast or oil contaminated water discharge, the following
• Discharge valve wrongly open • Total oil limit in litres - manually input checks must carried out:
• Power on/ power off
Automatic and Manual Input • Monitoring Engine Room
Automatic Inputs • Instantaneous rate of discharge of oil in litre/mile a) Ensure that the power supply is available to the sample pump
motor starter.
Concentration of oil in parts per million (ppm) which is a real value derived • Total quantity of oil discharged
from the installed oil content meter.
• Input value of oil content in ppm b) Check that the power supply to the analyser unit is ‘ON’.
Time (based on GMT and date). Pre-programmed until the year 2020. Memory • Ship speed input value
is maintained for a maximum of three months by a rechargeable battery back- c) Ensure that the air supply to the oil content meter is available.
up regardless of mains disconnection. Other data is listed or VDU displayed as appropriate according to specific
operating parameters or malfunctions, ie, vessel under voyage etc. Pump Room
Effluent outflow rate is obtained from the installed flow meter system.
a) Ensure adequate air supply is available to the monitoring
Ship’s speed is obtained from the ship’s speed log. Starting Interlock system.
The Resolution A.586 (X1V) requirement for a starting interlock is satisfied
by electrical control between the control unit and a relay based on interlock b) Check and adjust the regulator serving and supplying control
circuits contained in the cargo valve console. air.
c) Open the fresh water flushing/calibration shut-off valve. c) Programme the ballast monitor as described in the manufacturer’s b) Ensure pre-operational checks for the ballast monitor system
manual for the following: have been completed.
d) Check all drains valves in the monitoring system are closed. • Select the sample point
c) Check the IG plant is available and placed on standby and that
Note: Do not touch the hydraulic flow regulating valve unless absolutely • Select the oil type all relevant IG/vent distribution systems and valves are set to
necessary. The valve is preset during commissioning to give a sample flow • Check the oil discharge mode select OIL DISCHARGE, this their correct respective positions.
of between 700 and 750 litres/hour through the ODME system. also selects discharge rate limit 30 litres/nm
d) Set up the ODME mimic panel and control unit as described
• Select the sample point to be used previously.
e) Open the sample probe isolating valve.
• Check and adjust the manual flow rate, the auto entry is in The important parameters being:
brackets
On Deck • Ship’s situation
• Check or adjust the manual speed input, the automatic entry
a) Take oil/water interface readings of heavy weather ballast is in brackets • Type of product
tank(s) and/or of tank washings contained in the slop tanks by
using the Hermatic UTI detector. • Check the total quantity of oil discharged and the total • Total oil limit
quantity alarm level.
e) Execute a manual calibration/flushing procedure.
Ship’s Control Centre • Press the RESET key on the computer to erase any old
alarms
a) Ensure that 220V power is available to the ODME control f) PRESS the OBV button to start the discharge.
unit. d) Prepare and start the discharging system, then PRESS the OBV Slowly run up the discharge pump to induce suction and prevent surging and
button to start the discharge. divert the flow into the port slop tank through the recirculating valve. When
b) Check that the control unit printer has sufficient paper.
the instantaneous rate of discharge is stabilised at a low reading, the secondary
c) Request the engine room for cargo pump service. Commencement of Ballast or Contaminated Oil Discharge overboard discharge valve will open and the recirculating valve will close.
Run the discharge pump at a suitable speed with the required outflow rate and
a) Ensure all line flushing/tank washing operations are properly
d) Start up the hydraulic power pack, set the ODME mimic panel observe the litre/mile instantaneous rate output carefully.
completed.
valves ready for the operation and open the relevant cargo
valves. Illustration 3.7.4b Oil Discharge Monitoring Equipment Display
e) Inform the officer on watch (OOW) of impending discharge.

Make an initial entry in the Oil Record Book.
Cleantoil 2005
Operation of the ODME Ballast Monitor
Programming Procedure for Ballast Monitor
Measuring
When the line flushing and pre-operational checks have been carried out, the Sample Cell
Pump 08V
following operating procedure is carried out at the control unit panel: Sample
Out
a) Inform the bridge watch (and engine room) that discharge Sample
of ballast or slops is in progress. The bridge lookout should Back
In
report to the OOW of any oil or discolouration noticeable in the Flash
outflow or wake of the vessel. A seaman, equipped with radio,

should ideally be stationed above the overboard discharge to Warming Alarm
warn of any cargo oil discolouration to the officer, especially
when approaching a low tank level. JOWA
b) Set the control unit main switch ‘ON’.

Type Approved Acc.
0801 IMO Res. MEPC.108(49)
05
ODME
Periodic Checks During the Discharge Note: The system should execute an automatic calibration/flushing cycle
a) Carefully observe any diminishing tank levels. every 24 hours when in STANDBY mode. When this is not required ensure
that the power switch on the control unit is in the OFF position and the above
b) Slow down the discharge pump when there is approximately a items e) and f) are isolated.
one metre level remaining in the tank, in order to avoid vortex
formation and possible disturbance to the oil layer. Action in Case of an ODME Alarm
c) Station a watchkeeper with a radio above the discharge point to In the case of exceeding an operational limit or receiving an equipment
provide early warning of water discolouration. malfunction alarm, all overboard discharge operations will be stopped by the
control system pending further effluent processing (if possible) or system
d) Be prepared to stop discharging at the 30 litres/nautical mile rectification.
alarm limit.
The action, in the case of manual (override) operation, consists of stopping the
e) Be prepared to stop discharging at Total Limit Alarm. discharge pump(s) and closing the overboard valve.
Note: Always ensure the overboard valve 059V closes and the recirculating If the Instantaneous Rate of Discharge (30 Litres/Nautical Miles) is
valves 203V and 060V open on reaching an operational or alarm status. Exceeded
a) Stop the discharge pump and secure the cargo system main
Shutdown Procedure valves.
On completion of discharge operations: b) Allow further time for oil/water interface formation.
a) Stop the discharge pump. c) If it is known that contamination has occurred, immediately use
clean water to flush the lines into the port slop tank.
b) Open the recirculating valves 203V and 060V, the overboard
valve 059V should be closed. d) Take interface readings.
c) Ensure that the ODME system executes full calibration/flushing e) Try discharging again at a reduced flow rate, carefully observing
cycle to completion. the outflow quantity.
d) Ensure that the print recorder shows completion of operations. f) If a further discharge is impossible even though not exceeding
the 30 litres/nautical miles limit, retain the oil contaminated
e) Switch off the oil content meter and control unit and open the water for discharge to a shore reception facility at a later date.
sample pump isolator (as long as automatic flushing is not
required).
If the Total Quantity Limit is Reached
f) Isolate the sample probe and the fresh water supply valves (as a) Stop the discharge pump immediately and secure the cargo
long as automatic flushing is not required). system.
g) Execute the final line flush to the port slop tank on completion
of contaminated oil discharge. If the ODME Suffers a Malfunction or Failure
a) Stop the discharge pump and secure the cargo system.
h) Secure the discharge system.
b) Depending on the malfunction, attempt to rectify the fault using
i) Make the appropriate entry in the Oil Record Book - Part II. The the troubleshooting page shown on the control unit display.
Master must then countersign the record book.
Part 4: Cargo Operations - Control and Instrumentation
4.1 Control Systems
4.1.1 Control System Overview
4.1.2 Cargo and Ballast Mimic Panels
4.1.3 Control of Valves and Pumps
4.1.4 Loading Computer
Illustrations
4.1.2a Ballast System Mimic Panel
4.1.2b OMD Mimic Panel
4.1.2c Cargo Mimic Panel
4.1.3a Cargo Oil Pump Control Panel on Cargo Console
4.1.3b Ballast Pump Control Panel on Cargo Console
4.1.4a Loadstar in Tabular View
4.1.4b Loadstar Graphical View with Stress Curve and Condition Status
4.1.4c Loadstar Grades View
4.1.4d Loadstar in GZ Curve and Stress View

4.1 Control Systems If any item of equipment to be used for loading or discharge proves to be When discharging the duty officer must agree a discharge rate with the terminal
defective during the checks made prior to arrival in port, the equipment must and discharge must commence at a low rate and be increased to the agreed
4.1.1 Control System Overview be replaced or repaired. If an item of equipment cannot be replaced or repaired rate when the ship and shore officers are satisfied that discharge is proceeding
a plan must be devised which will allow the desired operations to take place correctly.
using alternative systems. In the case of failure of the hydraulic valve system or
Introduction an hydraulic valve actuator, the handpumps must be prepared or the emergency Efficient communications between the ship’s control centre and the shore
operating procedure adopted. terminal are essential at all times for safe and incident-free loading or
The management of the cargo loading and discharge operations is carried out discharge.
from the Ship’s Control Centre (SCC), which is situated on the starboard side The cargo and ballast pumps are controlled from the cargo control console
of A deck. located in the ship control centre. Each cargo pump has its own control
handle which allows the speed to be regulated, however, the ballast pumps
From the SCC the following can be controlled and monitored: are controlled by throttling-in on the discharge valves. The control panel also
• The cargo and ballast mimic panels. incorporates gauges which allow for monitoring of the cargo, stripping and
educting systems.
• The cargo and ballast pump control panels.
• The automatic tank stripping system. The control and display cabinet for the remote gas detection system is located
in the cargo control centre. This unit continuously samples the atmosphere
• The control and operation of the inert gas system. within the ballast tanks, upper stool and pump room.
• Saab cargo and ballast tank display.
It is essential that all instruments involved in cargo operations are fully
• A comprehensive temperature and alarm management system.
functioning before the cargo operations commence. Checks must be made on
• An Omicron overfill alarm system. all systems prior to the arrival of the vessel in port to ensure that there will
• Gas detection for ballast tanks and the pump room. be no delay in cargo operations. Operating systems such as the remote valve
system and the cargo pump drive system must be prepared prior to arrival and
• The use of an on-line loading computer to maintain stress and the control systems for such devices must be checked as operational as soon
stability calculation in real-time mode. as practicable.
Cargo loading or discharge requires that the correct valves for a particular tank Valve and pump control panels, tank level gauges and other instruments
and the manifold valves for that tank are open in order for the cargo to flow involved in cargo operations are located in the ship control centre where radio
as required. It is essential that the duty officer and others involved in cargo communication systems are also located. The ship control centre must be
loading or discharge know and understand the procedures involved. Planning manned at all times during cargo operations. The hydraulic power pack for the
prior to loading or discharge is essential and all systems to be used for these remotely operated valves is located in the foam room, but is operated from the
procedures must be checked before they are commenced. The hydraulic valve ship control centre (see Section 2.6).
system should be started in order to ensure that it can operate as required
during cargo loading or discharge. The cargo pump operating panel must be The duty officer in the ship control centre can set up the majority of the ballast,
checked as must the control system for the cargo pumps. cargo and pump room valves using the mimic panels, but a number of the
valves are manually operated and must be set locally. The manual valves are
Cargo and ballast tank levels are displayed in the ship’s control room on the not provided with a memory indicator on the mimic panels, which would help
Saab tank radar workstation and the ship’s on-line loading computer (Loadstar). the duty officer to see if a valve is open or closed.
The operation of the cargo tank level system must be verified before discharge.
Readings of tank levels must be taken before and after discharge/loading When loading, the duty officer must request an initial low loading rate from
in order to compute the amount of cargo discharged from a particular tank the terminal and only when satisfied that the system is correctly set and the
or loaded into a tank. The Loadstar program can prepare suitable figures in cargo is going into the desired tank should an increased rate be requested.
printed format. Tank venting and the inert gas systems must be prepared as If at any time during the loading procedure should the tank level monitoring
required and these must be controlled correctly during their operation. system fail the duty officer should immediately request a stop to the loading
procedure whilst the system is corrected or an alternative arranged. Loading
Where ballasting/deballasting is to take place at the same time as discharge/ should never take place if the duty officer is unable to determine the level in
loading, the ballast system must be prepared and the ballast display checked the tank being filled. At all times the duty officer must be in complete control
for operation. of loading operations.
Issue: Ship Visit - January 2008 IMO No: 9319686 Section 4.1.1 - Page 1 of 1
Illustration 4.1.2a Ballast System Mimic Panel
TO CARGO SYSTEM FROM INERT SYSTEM

DAMCOS
BA044V BA047V
BALLAST
PUMP 1
BA068V BA041V
BA029V BA022V
BA042V
3/4
OPEN
START / STOP MASTER
1/2 RUNNING TRIP
BA026V
1/4
0 BA020V
CLOSED
No.6 W.B.T.(P) No.5 W.B.T.(P) No.4 W.B.T.(P) No.3 W.B.T.(P) No.2 W.B.T.(P)
BA027V
No.1 W.B.T.(P)
BA002V BA003V BA001V

BALLAST BA031V BA015V BA013V BA011V BA009V BA007V
PUMP 2 BA043V
BA069V BA040V
BA037V
OPEN
3/4
START / STOP MASTER BA030V BA014V BA012V BA010V BA008V BA006V
1/4
1/2
RUNNING TRIP BA036V F.P.T.
0 BA019V BA024V
CLOSED
BA038V
BA025V BA035V
BALLAST
POWER UNIT CONTROL EJECTOR
MOTOR 1 MOTOR 2 BA018V BA034V NO.2
BALLAST
EJECTOR
POWER PUMP / POWER PUMP /
NO.1 PIPE No.6 W.B.T.(S) 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)
ON RUNNING ON RUNNING BA017V
TUNNEL
OPEN
3/4
SEA 1/2
H.F.O.
1/4
CHEST 0
CLOSED
BA016V
RUN - OFF - ST.BY RUN - OFF - ST.BY LAMP TEST TK.
4.1.2 Cargo and Ballast Mimic Panels Illustration 4.1.2b ODM Mimic Panel 4.1.3 Control of Valves and Pumps
Introduction 059V Control of Valves
FM SLOP OVERBOARD The system valves are controlled using the switches on the mimic panels.
There are two mimic panels on the cargo control console, one for the ballast Next to each proportional valve is an indicator gauge and microswitch which
RESIDUAL LINE
system and one for the cargo system. operates the relevant solenoid in the foam room to move the valve in the open
060V or closed direction.
The mimic panels show all the pipeline and valve positions in the tanks, on AUTO
SLOP(P)
deck and in the pump room required for most operations. The proportional valves can be opened to any desired amount by operating the
switch and observing the adjacent indicator. When operating a switch to open
On each mimic panel are spring-loaded three position switches which operate a valve, turn the switch in the clockwise direction, and hold the switch in this
076V
the valves as required to control the flow of cargo and ballast. Adjacent to these MAN position and observe the gauge needle move to indicate the degree of opening.
switches are valve position indication coloured lights, or gauges to show the RESIDUAL Release the switch which will now return to the centre position and the valve
degree the valve is open. will stop moving and remain in that selected position. Shutting down and
closing are achieved by turning the switch counter-clockwise.
On the cargo mimic panel adjacent to each cargo pump are the following: AUTO MAN 054V
• STOP button SLOP(S) Some of the valves are only either fully open or fully closed type valves. These
valves have a light adjacent to the switch. A red light will indicate the valve
• A RUNNING light is fully closed and when moving it is extinguished until fully open, when
• MASTER TRIP button 203V 060V 076V the green light is illuminated. When operating a switch to open a valve, turn
OP CL OP CL OP CL SLOP RESID LAMP TEST the switch in the clockwise direction, and hold the switch in this position for
The cargo stripping pump has four buttons for control namely: approximately 40 seconds to ensure that the valve has had time to fully open.
Release the switch which will now return to the centre position.
• STOP button
• START/RUNNING HIGH button When operating a switch to close a valve, turn the switch in the counter-
ODM MIMIC BOARD
• START/RUNNING LOW button clockwise direction, hold the switch in this position for approximately 40
JOWAAB
seconds to ensure that the valve has had time to fully close. Release the switch
• MASTER TRIP button which will now return to the centre position. The open light will change from
green to red to indicate fully closed.
On the ballast mimic panel adjacent to each ballast pump are the following:
• START/RUNNING button Confirmation of the valve position can be observed at the hydraulic local
indicators in the hydraulic cabinets in the foam room on the upper deck.
• STOP button
• MASTER TRIP button A high pressure hydraulic power pack is situated in the foam room and this
provides the power for operation of the cargo and ballast valves. It consists
Above the oil discharge monitoring equipment (ODME) in the cargo console of two sets of electrically-driven hydraulic pumps and two accumulators with
is a small mimic panel which is used in conjunction with the unit to set the each having a capacity of 20 litres. Each pump is capable of operating three
automatic/manual features of the overboard valve and the valves to the port of the largest valves simultaneously from fully open to fully closed, or vice
slop, starboard slop and the residual tank. versa, within a period of 60 seconds. The accumulators act as a damper which
avoids hammer when the pump stops, and eliminates the frequent starting and
stopping of the duty pump during periods of light use. In the event of power
pack failure, the accumulators’ stored capacity will allow closing of three of
the largest valves simultaneously. Starting and stopping of the hydraulic power
pack is carried out from the SCC cargo console providing the system in the
foam room is set to remote operation.
Illustration 4.1.2c Cargo Mimic Panel
3 2 1 DAMCOS
SPILL
TANK
RESIDUAL
TANK
TANK CLEANING
CT059V
CT052V OVER BOARD
CT134V CT136V CT138V

CT075V
SPILL
CT061V
TANK
CT074V
S.C.
H
CT078V
MASTER
3 2 1
TRIP STOP H CT081V
CT079V CT080V
START / START / CT060V

RUNNING RUNNING
HIGH LOW From W.B. P
CT083V SLOP TK(P)

CT032V CT030V CT028V CT026V CT024V CT022V
CT077V STRIPPING CT073V CT197V CT071V
PUMP CT017V CT015V CT013V CT011V CT009V CT007V
CT072V
CT036V
P 3/4
OPEN
OPEN OPEN OPEN OPEN
3/4 3/4 OPEN
3/4
CT001V CT003V 3/4
3/4
CT048V CT068V 1/2
1/2 1/2 1/2 1/2
MASTER CT093V CT203V
1/2
1/4
STOP RUNNING TRIP 1/4 1/4 1/4 1/4
1/4
0 0
CT198V CLOSED
0
CLOSED
0
CLOSED
0
CLOSED
0
CLOSED CLOSED
CT002V CT004V
3/4
OPEN
P
1/2
1/4
CT035V
0 OPEN
CT045V CLOSED CT039V 3/4
CT005V
1/2
P CT055V
1/4
No.6 C.O.T.(P) No.5 C.O.T.(P) No.4 C.O.T.(P) No.3 C.O.T.(P) No.2 C.O.T.(P) No.1 C.O.T.(P)
RESIDUAL
0
CLOSED
CT019V
TANK
CT042V
CT006V
CARGO PUMP NO. 1 CT205V
CT076V
CT210V
CT070V
CT047V
MASTER
STOP RUNNING TRIP CT065V CT066V
No.6 C.O.T.(S) No.5 C.O.T.(S) No.4 C.O.T.(S) No.3 C.O.T.(S) No.2 C.O.T.(S) No.1 C.O.T.(S)
DUMP
TANK
CT204V
CT202V
CT050V
3/4
OPEN
P CT206V
1/2
1/4
0
CT044V CLOSED CT038V
CT196V CT033V CT031V CT029V CT027V CT025V CT023V
OPEN
3/4 OPEN OPEN OPEN
3/4 3/4 OPEN OPEN
3/4 3/4 3/4
1/2
1/2 1/2 1/2
1/2 1/2
CT041V CT063V 1/4
1/4
CT201V 1/4
CARGO PUMP NO. 2
1/4
CT054V CT211V 0
0 0
1/4 1/4
0
CLOSED 0 0
CT018V CT016V CLOSED CT014V CLOSED CT012V CLOSED CT010V CLOSED CT008V CLOSED
CT199V
CT046V CT064V 3/4
OPEN
MASTER
STOP RUNNING TRIP
1/2
1/4
0
CLOSED
CT049V CT195V CT069V CT021V

3/4
OPEN
P CT062V
1/2
1/4
0
CT043V CLOSED CT037V CT034V
SLOP TK(S)
CT040V CT053V
CARGO PUMP NO. 3
Running Running
CONDENSATE CONDENSATE
PUMP 1 PUMP 2
Issue: Ship Visit - January 2008 IMO No: 9319686 Heading - Page x of x
Illustration 4.1.3a Cargo Oil Pump Control Panel on Cargo Console
bar 10 15 0.5 1.0 bar bar bar

20 20 20 20
0 1.5
10 10 10 10
5 20 0.5 2.0
0 0 0 0
bar -1 bar 2.5
0 25
TANK CLEANING MAIN LINE MANIFOLD NO.1 PRESS. MANIFOLD NO.2 PRESS. MANIFOLD NO.3 PRESS.
MAIN STEAM INLET TURB. EXHAUST STEAM CONDENSER
10 15 1 2 1 2 1 2 1 2
5 20 0 3 0 3 0 3 0 3
bar bar bar bar bar

0 25 -1 4 -1 4 -1 4 -1 4
DRIVING LIQUID PRESS. SUCTION PRESS. SUCTION PRESS. SUCTION PRESS. SUCTION PRESS.
1 2 1 2 10 15 10 15 10 15 10 15
0 3 0 3 5 20 5 20 5 20 5 20
bar bar bar bar bar bar

-1 4 -1 4 0 25 0 25 0 25 0 25
SUCTION PRESS. SUCTION PRESS. DISCHARGE PRESS. DISCHARGE PRESS. DISCHARGE PRESS. DISCHARGE PRESS.
10 15 10 15 10 10 10 100 150
200
50
400
0
5 15 5 15 5 15
5 20 5 20 A 600
bar bar X100 X100 X100

0 25 0 25 0 20 0 20 0 20
r/min r/min r/min
STRIPPING PUMP
DISCHARGE PRESS. DISCHARGE PRESS. CARGO PUMP NO.1 CARGO PUMP NO.2 CARGO PUMP NO.3
CARGO EJECTOR NO.1 CARGO EJECTOR NO.2 LOWER RAISE LOWER RAISE LOWER RAISE
EMERGENCY STOP
CARGO PUMPS
Issue: Ship Visit - January 2008 IMO No: 9319686 Heading - Page x of x
Control of Cargo Pumps Illustration 4.1.3b Ballast Pump Control Panel on Cargo Console
The cargo pumps then have their speed controlled from the cargo control
console. Control of the cargo pumps is handed over at 650 rpm either to the
SCC by the engine room for speeding up or to the engine room for stopping.
Only when control is available to the SCC should the discharge valve be
opened.
Raising and lowering the pump speed is by adjusting the spring-loaded lever,
turning and holding clockwise to raise the pump revolutions and counter-
clockwise to lower. Gradual increasing and decreasing the pump speed should
be made. The pump’s normal operational speed is about 1330 rpm. The pump 200 300 400 500 200 300 400 500 3 3
100 100 2 4 2 4
is protected from overspeed by a trip set at about 1525 rpm. 0
1000
0
1000
A 1500
A 1500
1 5 1 5
Prior to stopping the pump the discharge valve must be shut. Whether the cargo bar bar
pumps are stopped using the trips in the SCC or in the engine room must be by 0 6 0 6
prior agreement with both duty officers. On the cargo mimic panel adjacent to REVERSIBLE FAN
each cargo pump is a stop button, a running light and a master trip button.
START SUCTION DRIVING WATER PRESS. DRIVING WATER PRESS.
Control of the Cargo Stripping Pump

This is an electrically-driven positive displacement pump and can be selected to 1 2 1 2 1 2 1 2
run at low or high speed. The pump is switched on by pressing the appropriate START BLOW
run button and stopped with the stop button. It must always be started with the 0 3 0 3 0 3 0 3
discharge valve fully open.

bar bar bar bar
-1 4 -1 4 -1 4 -1 4
STOP
Control of the Ballast Pumps
The ballast pumps are electrically-driven and are started or stopped directly SUCTION PRESS. SUCTION PRESS. SUCTION PRESS. SUCTION PRESS.
from the ballast mimic panel. The pump discharge valve is used to control
the pump and to prevent cavitation and should be open by about 10% prior to
starting to allow some flow through the pump. A master trip is situated beside 3 3 3 3
the start and stop buttons for the pumps. An ammeter is given to show the 2 SPEED FAN 2 4 2 4 2 4 2 4
pump’s performance which must be at about 380 amperes. 1 5 1 5 1 5 1 5

START HIGH
bar bar bar bar

Suitable instrumentation in the form of suction, discharge and line pressure 0 6 0 6 0 6 0 6
gauges along with rpm indicators and hand speed controllers are provided for
all pumps including the stripping pump. the cargo pumps have temperature
START LOW
readouts for critical parts and are linked to trips should any of the set parameters DISCHARGE PRESS. DISCHARGE PRESS. DISCHARGE PRESS. DISCHARGE PRESS.
be reached.
BALLAST PUMP NO.1 BALLAST PUMP NO.2 BALLAST EJECTOR NO.1 BALLAST EJECTOR NO.2
STOP
Illustration 4.1.4a Loadstar in Tabular View
4.1.4 Loading Computer Operation of the Software The GZ curve (righting lever) for the ship’s condition can be viewed as an
individual screen as indicated in the image below, additionally the GMt line is
Manufacturer: IBM Transport and Logistics The toolbar at the top of the page contains menu headings. When the mouse indicated on this graph. There are options within this screen to view the data
Type: LOADSTAR Version 1.0 Release 2.00 cursor is left clicked on one of these menu headings a pop-down sub-menu in a normal or advanced data image, right clicking with the mouse brings up a
appears. There is the facility to make pop-down menu selections and to pop-up menu where the selection can be made.
LOADSTAR is an advanced loading program designed for use with a PC and navigate through these modules with the keyboard, to do this press and hold
facilitates the planning and control of various loading conditions on board the down the ALT key then key in the letter which is underlined in the toolbar, but
vessel. primarily the system is designed for use with the mouse cursor.
Tank Contents
Introduction
There are two ways in which to view the tank contents, either tabular or
The Loadstar loading computer software is installed on a windows environment graphical. The tabular format is similar to the PC Windows Explorer directory
PC with a monitor located in the ship’s control centre adjacent to the cargo and sub-directory system. Clicking on the + sign next to the group heading
control console area. Data from the measuring system for the cargo and ballast will open the sub-directory for the individual tanks under that group heading.
tanks, plus selected fuel oil, diesel oil, lubricating oil and fresh water tanks The values for each tank can be viewed (and inserted where necessary), either
are relayed to the Loadstar computer. The tanks which are monitored can as a volume, sounding, weight or % full. As data is filled in for each tank, the
be identified as having an icon of a head when the tank contents are viewed FSM, LCG, TCG and VCG figures will be displayed. During cargo operations
in ‘Tabular View’ format, when viewed via the ‘Graphical Tank View’ the the transfer rates will also be indicated for each group, both for each tank and
monitored tanks have a green square next to the individual tank name. for the summation of the tank’s group.
Additionally, when viewing the ‘Tabular View’ screen each monitored tank In the graphical view window, each group type is able to be viewed separately.
has a circular indication button which will be highlighted in green when the Right clicking in this window allows the operator to select which tank grouping
transmission from the monitoring system is on-line. If required the on-line is to be displayed plus a few other operations including input settings. Input
indication icon can be changed either to a tick box or green square icon, this is settings allow the operator to select whether the tank data is for an individual
carried out by selecting any tank and right clicking with the mouse, from the tank or across the group or for all tanks.
pop-up menu the operator should use the ‘Online Check Type’ option to make
the change. This will then change the ‘Online’ icon for each tank. Double-clicking with the left mouse button in the selected tank opens up the
dialogue box for entering the data for that tank. The data fields are identical
Capacity details from the tanks which are not part of the on-line monitoring as for the tabular style window. A representation of the tank location in a plan
system must be entered by hand. view is given in this format, as indication in the illustration 4.1.4a.
With the aid of the Loadstar loading computer, the chief officer who is In this format, when a tank (or stores, spares, provisions and crew in the
responsible for formulating a loading/discharging plan, can construct a plan to miscellaneous group) has reached 98% capacity, the colour will change from
ensure that for a loading/discharging condition and ballast transfer the ship will a green to royal blue. If a tank is selected as 100% full then the colour will
remain inside the stress and stability limitations at all times. In addition, if it is change to dark blue.
necessary for the ship to conduct a ballast water exchange, then a simulation
can be constructed to ensure that during the ballast exchange stages the ship’s When Graphical View is selected, the Stress Curve and Condition Status
stresses and stability remain inside any limitations. windows open as default. As data for each tank is received or filled in, the stress
curves and ship condition information is calculated and immediately updated.
If at any stage the calculations carried out by the software indicates that a limit
has been exceeded, then the area in question will be highlighted in red. Also, if When cargo operations are complete the Loadstar loading computer can be
the shear or bending forces are exceeded then the value will be indicated in the used to generate a survey report on the condition of the ship which includes
‘Condition Status’ window, additionally, the position where the stress levels are all data from the monitored tanks and for those which require manual input of
at the highest are indicated on the ‘Stress Curve View (Sea or Harbour)’. data. Included in this survey report is the condition of the latitudinal strength
of the ship both in harbour and sea condition modes and the stability data for
During cargo operations the software will calculate the flow rates both for intact stability, weather criterion, trim and draught, GMt and GZ values.
the ballast and cargo oil tanks which can be viewed in the ‘Tabular View’
window.
Illustration 4.1.4b Loadstar in Graphical View with Stress Curve and Condition Status
Illustration 4.1.4c Loadstar in Grades View
Illustration 4.1.4d Loadstar in GZ Curve and Stress View
4.2 Centralised Control Room, Console and Panels
4.2.1 Ship’s Control Centre
Illustrations
4.2.1a Ship’s Control Centre Layout
4.2.1b Ship’s Control Centre Console Layout

Illustration 4.2.1a Ship's Control Centre Layout

Inmarsat-F Telephone Furuno VHF
Station Base Station
EEBD Wolf Lights EEBD VHF

Fireman’s and Battery Chargers Charging
Omicron Gas Suits Unit
Detection System and
Cabinets SCBA Sets
Ship's Network
Computer
Workstation Saab Tank System
Electronics Cabinet
Electrical
Junction Box Overboard
Discharge
Monitoring
Cargo Tank Equipment
Overfill Alarm Anemometer Spare
Portable
Cabinet Parts
Gas
Cabinet
Fire Extinguisher Detection
Omicron Vapour and
Monitoring System Lyngsø Calibration
Cabinet Basic Alarm Panel Equipment
Water Mist
Fire Fighting
System
Refrigerated
Whiteboard
Spaces Alarm Bell
and Light
Clock
Control Signal
TK.
CHEST H.F.O.
SEA
TUNNEL
NO.1 PIPE No.6 W.B.T.(S) 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)
EJECTOR
BALLAST
MOTOR 1 MOTOR 2 NO.2
POWER UNIT CONTROL EJECTOR
BALLAST
F.P.T.
PUMP 2
BALLAST
LEVEL LEVEL LEVEL

DRAIN TK DRAIN TK DRAIN TK
No.1 W.B.T.(P)
No.6 W.B.T.(P) No.5 W.B.T.(P) No.4 W.B.T.(P) No.3 W.B.T.(P) No.2 W.B.T.(P)
SEP LVL SEP LVL SEP LVL

POSITION POSITION POSITION
EEBD
VLV VLV VLV
PUMP 1
HIGH LEVEL HIGH LEVEL HIGH LEVEL
DRAIN TANK DRAIN TANK DRAIN TANK BALLAST
OF STRIP OF STRIP OF STRIP
LOW SEP LVL LOW SEP LVL LOW SEP LVL
COMPLETION COMPLETION COMPLETION
DAMCOS
No. 1 AUS No. 2 AUS No. 3 AUS TO CARGO SYSTEM FROM INERT SYSTEM
DAMCOS
CO2 Key First Aid Kit
Box
EEBD
P
Lyngsø Alarm
S
V
Saab Cargo
and Monitoring System Fire Alarm Bell
Monitoring Unit
Sound Powered Telephone Quick-Closing and CO2 Fire

Server
Sink
Remote Operating Extinguishing
Inert Gas Valves System System Cabinet
System Cabinet Cabinet Cabinet
Fire Alarm Pushbutton
4.2 Centralised Control Room, Console and fan start/stop buttons for all areas) and the generator emergency
Panels stop button.
• Engine room quick-closing valve air receiver and operation
4.2.1 Ship’s Control Centre valves.
The Ship’s Control Centre (SCC) is located on A deck on the starboard side • As you walk into the cargo operations area of the SCC, to
within the accommodation area, where all the necessary equipment and the right, on the desk running along the forward bulkhead is
controls are located to permit the centralised administration and supervision of the Loadstar computer workstation. Adjacent to the Loadstar
cargo loading and discharging operations, ballast operations and the Loadstar workstation is a LAN workstation, printer, and photocopier. On
calculations and data entries. The ship’s muster station is located in the area of the bulkhead between the computer workstations are a Furuno
the SCC adjacent to the cargo control console. VHF handset and a Inmarsat-F phone handset.
• The cargo operations console is positioned towards the rear
The layout and function of the different areas in the SCC are as follows: of the left-hand side of the SCC, from this console the cargo
operations are conducted. As indicated on the illustration 4.2a,
• Entrance into the SCC is from the working alleyway on A deck.
one of the cargo console screens is dedicated to the Lyngsø
Immediately on the right-hand side on entering the general
alarm and monitoring unit, the second screen is used by the
working area of the SCC is a fire alarm pushbutton and fire
Saab tank monitoring system. The Saab system monitors the
alarm bell.
cargo, ballast and engine room tanks and provides the human
• A first aid kit is stowed in the second locker, while the forward interface between the operator and cargo systems with regard
cupboard on the outboard bulkhead contains wolf lights and to ullages, temperatures, pressures and alarms. Incorporated in
various spares. Additionally, in this area are the hand held VHF the console is an emergency stop button for all the cargo pumps.
units and a corresponding charging unit. Control buttons and lights are provided for the pump room
• To the left on entering are hand protection and washing facilities reversible ventilation fans.
which are located above a sink. There is also an emergency eye- • Positioned on the aft bulkhead and to the right of the cargo
wash station here. Next to the sink is a locker containing the console is the IG operating panel. Alarm monitoring and
ship’s server control of the IG system is provided from this panel. Forward
• There is a small conference table and four chairs on the forward and to starboard of the IG panel on the division bulkhead is the
bulkhead, on this table are located an internal telephone and a Omicron gas detection panel for pump room and ballast spaces,
microphone for the PA system. the Lyngsø Basic Alarm Panel, anemometer and the Saab tank
radar electronics cabinet.
• Two EEBD (emergency escape breathing device) are arranged
on the right-hand bulkhead and two on the forward bulkhead • On the inboard bulkhead forward of the cargo control console
above the low cupboards. is the Omicron vapour emission alarm and monitoring control
panel, when discharging cargo vapours ashore this panel
• Positioned on the division bulkhead between the conference/ provides output for all required monitoring facilities and
general working area and the cargo operations area is locker alarms. Also to be found here are the SCC clock, the water mist
space for the fireman’s outfits, SCBA and portable gas detecting fire system activating unit and the Omicron high level alarm
calibration equipment. system. A refrigerated spaces alarm bell is also located on this
• On the aft bulkhead in the general work/conference area the bulkhead.
lockers adjacent to the server contain the main fire fighting
controls. Behind the fire fighting control cabinet doors are
located the following items:
• Engine room CO2 release control panel for individual
sections.
• Pump room CO2 release control panel.
• Fire detection alarm repeater panel, start/stop buttons for the
main fire pump, bilge ballast and fire pump, emergency fire
pump, foam pump. Additionally, this cabinet also contains the
emergency stop pushbuttons for ESS1, 2, 3 and 4 (ventilation
Illustration 4.2.1b Ship’s Control Centre Console Layout
1 4 11
059V
2 3 FM SLOP
RESIDAL LINE
OVERBOARD
V bar 10 15 0.5 1.0 bar bar bar

060V
3 3
S TankRadar STaR Jan 11 21:25:01 2008 Help Close All
10
20
5 20
0 1.5
10
20
10
20
10
20
AUTO
200 300 400 500 200 300 400 500 0.5 2.0 SLOP(P)
100
1000
100
1000
2 4 2 4 P Window Overview Temps Ballast Misc Tanks Density Sys Overv.
9
0 0 0 0 0 0
bar -1 bar 2.5
A 1500
A 1500 0 25
1 5 1 5
076V
MAN
bar bar Draft Aft Draft Port 8.42m Draft Fore Trim A 3.76m by Stern Trim/List Corr: Cog
0 6 0 6 MAERSK PENGUIN 10.11m Draft Stbd 7.88m 6.36m Seawater Density: 1.0250 kg/l RESIDAL)
List S 074° to Port
AUTO MAN 054V

i SLOP P
i CT 6P
i CT 5P
i CT 4P
i CT 3P
i CT 1P
ii 10 15 1 2 1 2 1 2 1 2
Troll SLOP(S)
i
CONONS CONONS CONONS CONONS CONONS CONONS CONONS
5 20 0 3 0 3 0 3 0 3
1 2 1 2 1 2 1 2
Pressure
84 mbar
IG Pressure
84 mbar
IG Pressure
84 mbar
IG Pressure
84 mbar
IG Pressure
80 mbar
IG Pressure
84 mbar
IG Pressure
84 mbar
IG Pressure
84 mbar
Temp Avg.
11.9°C
7 0
bar
25
8 -1
bar
4 -1
bar
4 -1
bar
4 -1
bar
4
203V 060V 076V
mbar
Temp Avg. Temp Avg. Temp Avg. Temp Avg. Temp Avg. Temp Avg. Temp Avg. OP CL OP CL OP CL SLOP RESID LAMP TEST
20.0°C 23.3°C 22.7°C 23.4°C 22.6°C 22.2°C 22.0°C
0 3 0 3 0 3 0 3 Density Ullage
0.6500
1.700 m
kg/1 Ullage Ullage Ullage Ullage Ullage Ullage Ullage
bar bar bar bar
-1 4 -1 4 -1 4 -1 4 12.066 m 19.306 m 19.538 m 20.311 m 20.611 m 20.990 m 21.364 m
Ullage 1 2 1 2 10 15 10 15 10 15 10 15 ODM MIMIC BOARD
7.65 m i SLOP S
i CT 6S
i CT 5S
i CT 4S
i CT 3S
i CT 1S
i JOWAAB
CONONS CONONS CONONS CONONS CONONS CONONS Troll
CONONS 0 3 0 3 5 20 5 20 5 20 5 20
Temperatures
IG Pressure IG Pressure IG Pressure IG Pressure IG Pressure IG Pressure IG Pressure
Avg °C
84 mbar 84 mbar 84 mbar 84 mbar 84 mbar 84 mbar 84 mbar bar bar bar bar bar bar
25.5 -1 4 -1 4 0 25 0 25 0 25 0 25
Temp Avg.
Top °C 11.9°C Cleantoil 2005
Temp Avg. Temp Avg. Temp Avg. Temp Avg. Temp Avg. Temp Avg. Temp Avg.
19.4 19.5°C 23.7°C 22.7°C 23.5°C 22.0°C 22.2°C 20.4°C
3 3 3 3
2 4 2 4 2 4 2 4 Ullage
Bot °C
25.5
1.700 m 08V
Ullage Ullage Ullage Ullage Ullage Ullage Ullage
1 5 1 5 1 5 1 5 12.183 m 19.529 m 19.760 m 20.447 m 20.960 m 21.230 m 21.632 m
10 15 10 15 10 10 10 100 150
200
50
bar bar bar bar 0
0 6 0 6 0 6 0 6 5 15 5 15 5 15
A
5 20 5 20
JOWA
0
bar
25 0
bar
25 0 X100
r/min
20 0 X100
r/min
20 0 X100
r/min
20 05
Type Approved Acc.
0801 IMO Res. MEPC.108(49) ODME
Alarm 6 12
5
LOWER RAISE LOWER RAISE LOWER RAISE DMS 2100 TOTAL ALARM SYSTEM
10 13 OFF ON
EMERGENCY STOP
CARGO PUMPS
14
TO CARGO SYSTEM FROM INERT SYSTEM

DAMCOS
3 2 1 DAMCOS
No. 1 AUS No. 2 AUS No. 3 AUS
BALLAST
BA044V BA047V 16 20 RESIDUAL
TANK
SPILL
TANK LOW SEP LVL
COMPLETION
OF STRIP
LOW SEP LVL
COMPLETION
OF STRIP
LOW SEP LVL
COMPLETION
OF STRIP
PUMP 1 DRAIN TANK DRAIN TANK DRAIN TANK

TANK CLEANING HIGH LEVEL HIGH LEVEL HIGH LEVEL
BA029V
BA068V
BA022V
BA041V 21
BA042V P
CT059V
CT052V OVER BOARD
START / STOP MASTER
RUNNING TRIP 100 100 100
BA026V 50 50 50
BA020V CT075V CT134V CT136V CT138V VLV VLV VLV
SPILL POSITION POSITION POSITION
CT061V
TANK 0 % 150 0 % 150 0 % 150
No.6 W.B.T.(P) No.5 W.B.T.(P) No.4 W.B.T.(P) No.3 W.B.T.(P) No.2 W.B.T.(P) CT074V SEP LVL O
SEP LVL O
SEP LVL O
CT078V
S.C.
H MASTER
3 2 1
BA027V TRIP STOP H CT081V
No.1 W.B.T.(P) CT079V CT080V
START / START / CT060V
17
RUNNING RUNNING
HIGH LOW From W.B. P
BALLAST BA031V BA015V BA013V BA011V BA009V BA007V CT083V SLOP TK(P)
PUMP 2 BA043V
CT032V CT030V CT028V CT026V CT024V CT022V 100 100 100
50 50 50
CT077V STRIPPING CT073V CT197V CT071V DRAIN TK DRAIN TK DRAIN TK
PUMP CT017V CT015V CT013V CT011V CT009V CT007V
LEVEL LEVEL LEVEL
BA069V BA040V
BA028V BA021V BA005V CT072V 0 % 150 0 % 150 0 % 150
BA037V CT036V O O O
P SOURCE
CT001V CT003V
CT048V
MASTER CT093V
CT068V
CT203V DC
STOP RUNNING TRIP
START / STOP MASTER BA030V BA014V BA012V BA010V BA008V BA006V CT198V OFF ON
RUNNING TRIP BA036V F.P.T.
BA019V BA024V CT051V CT067V CT194V
CT002V CT004V
P
BA038V CT035V GEV GEV GEV
CT045V CT039V
CT005V CLOSE NOR CLOSE NOR CLOSE NOR
CT055V No.6 C.O.T.(P) No.5 C.O.T.(P) No.4 C.O.T.(P) No.3 C.O.T.(P) No.2 C.O.T.(P) No.1 C.O.T.(P)
RESIDUAL
BA025V BA035V P
CT019V
TANK
CT042V
CARGO PUMP NO. 1 CT076V CT006V SOURCE
BALLAST CT205V
AC
CT210V
POWER UNIT CONTROL EJECTOR OFF ON
MOTOR 1 MOTOR 2 BA018V BA034V NO.2 CT047V
CT070V
AFTER STRIP AFTER STRIP AFTER STRIP
STOP RUNNING
MASTER
CT065V CT066V DISCH VLV DISCH VLV DISCH VLV
DUMP
TRIP
TANK
CT204V No.6 C.O.T.(S) No.5 C.O.T.(S) No.4 C.O.T.(S) No.3 C.O.T.(S) No.2 C.O.T.(S) No.1 C.O.T.(S)
BALLAST CT202V COP COP COP COP COP COP
O STOP RUN O STOP RUN O STOP RUN
SE
SE
SE
EJECTOR CT050V
P CT206V
PE PE PE
No.6 W.B.T.(S) 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)
LO
LO
LO
POWER PUMP / POWER PUMP / PIPE N N N
NO.1
C
ON RUNNING ON RUNNING BA017V
TUNNEL CT044V CT038V
CT196V CT033V CT031V CT029V CT027V CT025V CT023V ALARM STOP
SEA
CHEST BA016V H.F.O. CT041V CT063V
CT201V CT054V
RUN - OFF - ST.BY RUN - OFF - ST.BY LAMP TEST TK. CARGO PUMP NO. 2 CT211V
CT018V CT016V CT014V CT012V CT010V CT008V
DISCH VLV AUS TRIP DISCH VLV AUS TRIP DISCH VLV AUS TRIP
MAN AUT OFF ON MAN AUT OFF ON MAN AUT OFF ON
CT199V
CT046V CT064V
MASTER
18
STOP RUNNING TRIP
15 CT049V
CT043V
P
CT037V
CT062V
CT195V CT069V
CT034V
CT021V
TEST
OFF
LAMP BZ No.1 VP
STOP
VP RELIEF
OFF
No.2 VP
STOP
VP RELIEF
OFF
No.3 VP
STOP
VP RELIEF
OFF
SLOP TK(S) START AUT No.3 No.2 START AUT No.3 No.1 START AUT No.2 No.1
CT040V CT053V
CARGO PUMP NO. 3
VP & GEV VP & GEV VP & GEV

INTERLOCK INTERLOCK INTERLOCK
Running Running RESET RESET RESET
CONDENSATE
PUMP 1
CONDENSATE
PUMP 2
19
Key
1 - Pump Room Lights and Fans 8 - Cargo Pump Gauges 15 - Hydraulic Pump Control Unit
2 - Ballast Pump Gauges 9 - Cargo Stripping Pump Gauges 16 - Ballast Mimic Panel
3 - Ballast Eductor Gauges 10 - Cargo Pumps Emergency Stop 17 - Saab Trackball
4 - Sound Powered Telephone 11 - ODME Mimic Panel 18 - Saab Keyboard
5 - Internal Telephone 12 - ODME Control Unit 19 - Condensate Pump Indicator
6 - Saab Tank Monitoring System 13 - Cargo Pump Temperature Panel 20 - Cargo Mimic Panel
7 - Cargo Eductor Gauges 14 - UMS Alarm Panel 21 - Automatic Unloading System Control
4.3 Cargo Tank Instrumentation System
4.3.1 Saab Tank Level Measurement System
4.3.2 Remote Sounding and Draught Gauge System
4.3.3 Overfill Alarm System
4.3.4 Gas Detection System
Illustrations
4.3.1a Saab TankRadar Overview Display
4.3.1b Saab TankRadar Tank Level Display
4.3.1c Cargo Grade Display
4.3.1d Saab TankRadar 5 Port Tank Level Display
4.3.2a Remote Sounding and Draught Gauging System
4.3.3a Overfill Alarm System
4.3.4a Gas Detection Alarm Panels

Illustration 4.3.1a SAAB TankRadar Overview Display
Jan 23 13:55:39 2008

TankRadar Star Help Close All
Window Overview Temps Ballast Misc Tanks Density Syst . Overv. Buzzer On
IOB 5110 Printer

(Owner Supply)
System Overview
WSU 5110
H/H Electronic
Cabinet LevelDatic 100S
SCU
5110 Interface to Load Calculator
SAFE AREA
21 Single Point
Sensors HAZ. AREA
12 Cargo Tanks
98% 2 Slop Tanks
14 Vapour Pressure Sensors
3 Temperature Sensors / Tank
Light (OAL)
14 Ballast Tanks
6 HFO Tanks
2 DO Tanks Slop P CT 6P CT 5P CT 4P CT 3P CT 2P CT 1P
2 Fresh Water Tanks
4 Draft Points
Horn (OAH)
1 Residual Tank
Slop S CT 6P CT 5P CT 4P CT 3P CT 2P CT 1P
Alarm Hi RESIDUAL Innage 15.10 ( 15.00 ) m 4. . more Accept Buzzer Stop
4.3 Cargo Tank Instrumentation System Local Display Unit Alarm Row
Situated along side each cargo oil tank radar unit is a local LCD unit. From At the bottom of the screen there is an alarm row. On the alarm row there is:
4.3.1 Saab Tank Level Measurement System this display the officer on deck and other members of the deck crew can view
• An ‘Alarm’ button for opening the alarm summary window
information about each individual tank, this includes tank ullage, average liquid
Manufacturer: Saab Marine Electronics temperature and IG pressure. The display screen has no selection functions, all • An alarm text with the oldest accepted alarm, status, channel
Type: Saab TankRadar STaR of the information scrolls continuously. name, current value and the past alarm limit
• An indication of how many more unaccepted alarms there are
Introduction Workstation • A red ‘Accept’ button for accepting the alarm displayed on the
alarm row
The radar transmitters on the top of the tank emit microwaves directed by an The workstation is operated with a mouse. The screen display works under the
antenna towards the surface of the tank contents. The antenna then picks up the • A buzzer stop button for silencing the workstation’s alarm
Windows type environment, the overview window is the main window to work
echo from the surface and the difference in frequency between the transmitted buzzer, until there is a new alarm
from as it shows the cargo oil tank layout on the vessel. If the overview window
and reflected signal is directly proportional to the measured distance, ie, is not displayed touch the ‘Overview’ button at the top of the screen. Click the
ullage. When there is an alarm, the alarm row is shown on top of the other windows
‘i’ (information) icon on the mimic figure to open the tank data window, this
on the screen, if there is no alarm, only the ‘Alarm’ button is shown on the
displays the basic information on one tank. When loading or discharging, the
The Saab TankRadar system, which is the main part of the cargo tank control alarm row.
tank data windows of all the active tanks can be opened and placed beside each
system, is made up of the following units:
other.
• Workstation Overview Window
• Level unit To display the channel menu click a value (for example an ullage value). When the workstation is switched on, a mimic of the vessel is shown in an
Select one of the items on the menu or touch outside the menu to close it. The overview window displaying the cargo oil tanks. Each tank is shown with its
• Transmitters tank set-up window shows more information on one tank than the tank data tank name, grade of oil that has been assigned to the tank at the particular time,
• Local display unit on each radar unit window. ullage which is also represented as a bar graph, average temperature in the tank
and inert gas pressure in the tank. An arrow indicating the level rate may be
Workstation The Base Window displayed below the value of the ullage. When it points down it indicates that
the tank is being discharged and conversely it points up when the tank is being
The workstation located in the cargo control console is used by the operator The base window is always at the background of the screen. loaded.
for monitoring the tank ullage, temperatures, inert gas pressures and all the
other data that is handled by the Saab TankRadar. The workstation takes care At the top of the window there is row with the TankRadar name, the date and Located at the top of the overview window is information on draught, trim
of the alarm handling of the measured values. It also communicates with other time, the ‘Help’ button and an ‘Close All’ button. and list and sea water density. These figures will appear on all of the main
systems, such as load calculators and electric-pneumatic level gauging systems windows.
(such as ballast) and supervises the transmitter and level unit computers. By pressing the ‘Help’ button the help texts can be read about the various parts
of the software.
Information Data
Level Unit
Clear the screen by pressing the ‘Close All’ button. All the windows that are Information about a particular tank can be accessed either by pressing via the
The level unit located in the SCC contains terminals for the intrinsically safe open on the screen are closed down and the overview window is opened. cursor on the bar graph area or the i icon. This will then bring up a pop-up
connection of the transmitters. It contains the electronics used for processing menu, Tank Data, Tank Set-Up and Channel Data.
the signals from the transmitters for calculating the tank parameters, such as Below the top row there is the row of buttons, of which the first button is
a trim/list corrected ullage, average cargo temperature and for communicating always the ‘Window’ button. The buttons are as follows:
with the workstation. Tank Data Window
Window
The tank data window is a small window displaying detailed data for one tank
The system automatically measures the ullage more frequently on cargo tanks Overview in each window. The ullage for a cargo or a slop tank is shown in a numeric
that are either being loaded or discharged. Temps form below the bar graph. In the bar graph, the ullage is indicated by the empty
space above the coloured bar in the bar graph. For ballast and miscellaneous
Ballast tanks the level is also shown in numeric form in the bar graph. Open the tank
Transmitters
Density data window by pressing the ‘i’ icon at the top right-hand side of the specific
The transmitters measure the distance to the product surface, using a continuous tank. The tank data window for that specific tank will open. If the value of the
radar signal, and have an electronic box that generates and processes the radar Sys. Overview
ullage in the overview window is then hit with the cursor, the channel for that
signal. The transmitters are of the standard type with a high performance tank menu will additionally be displayed.
parabolic antenna. These buttons are used to open their corresponding windows.
Illustration 4.3.1b Saab TankRadar Tank Level Display
TankRadar STaR Jan 11 21:25:01 2008 Help Close All
Window Overview Temps Ballast Misc Tanks Density Sys. Overv. Buzzer On
Draft Aft Draft Port 8.42m Draft Fore Trim A 3.76m by Stern Trim/List Corr: Cog
MAERSK PENGUIN 10.11m Draft Stbd 7.88m 6.36m Seawater Density: 1.0250 kg/l
List S 074° to Port
RESIDUAL SLOP P
i CT 6P
i CT 5P
i CT 4P
i CT 3P
i CT 2P
i CT 1P
i
CONDNS CONDNS CONDNS CONDNS CONDNS CONDNS Troll
CONDNS
i
Pressure 84 mbar 84 mbar 84 mbar 80 mbar 84 mbar 84 mbar 84 mbar
84 mbar Temp Avg.
mbar 11.9°C
20.0°C 23.3°C 22.7°C 23.4°C 22.6°C 22.2°C 22.0°C
Density Ullage
0.6500
1.700 m
kg/1 Ullage Ullage Ullage Ullage Ullage Ullage Ullage
12.066 m 19.306 m 19.538 m 20.311 m 20.611 m 20.990 m 21.364 m
Ullage
7.65 m i CT 6S
i CT 5S
i CT 4S
i CT 3S
i CT 2S
i CT 1S
i
SLOP S
Temperatures
CONDNS

Avg °C
84 mbar 84 mbar 84 mbar 84 mbar 84 mbar 84 mbar 84 mbar
25.5
Temp Avg.
Top °C 11.9°C
19.4
19.5°C 23.7°C 22.7°C 23.5°C 22.0°C 22.2°C 20.4°C
Ullage
Bot °C
25.5
1.700 m
Ullage Ullage Ullage Ullage Ullage Ullage Ullage
12.183 m 19.529 m 19.760 m 20.447 m 20.960 m 21.230 m 21.632 m
Alarm
A number of tank data windows can be opened, a maximum of 20 windows can Press the ‘Summary’ button to display one of the following summaries: Sysfail Window
be displayed at one time and placed wherever required on the screen.
• Alarm to display the Alarm summary The Sysfail window contains a list of any serious system failures within the tank
radar system. The following failures can be included in the Sysfail window:
An arrow pointing down beside the bar graph indicates that the tank is being • Warning to display the Warning summary
discharged, and conversely if the arrow points up the tank is being loaded. • Level unit communication failed
• Sysfail to display any system failure
• Level unit sysfail
The alarm limits are shown as lines beside the bar graph. The shorter lines • Alarm Blocked summary to display any alarms in the system
indicate the high and low limits, while the longer lines indicate the high high that are blocked • Level unit power failure
and low low limits. The values in the window that are underlined can be • Control Blocked summary to display any channels in the system • Level unit LI communication failed
changed. that are blocked
• Input/output box relay communication failed
• Event log to display a log of all events (up to the 200 latest
Tank Set-Up Window events in the system)
Alarm Blocked Summary Window
The Tank Set-Up window will give all the channel data on one tank. Alarm
limits and other data can be changed from this window. It is also possible to On the right side of the window there are four buttons for scrolling the list. Use This feature shows the list of alarm channels that have been put into a block
block individual channels from this window by pressing the check boxes at the the intermediate buttons to scroll the list one page at a time, or use the ‘top’ or mode, whereby although the channel is measured and displayed it will not
right end of the window. A check mark in a box indicates that the channel is ‘bottom’ buttons to go to the beginning or to the end of the list. trigger the alarm when its alarm point is reached. It is possible to configure the
blocked. Select a new tank by pressing the ‘Tank’ button. It is possible to press system which ensures that certain critical alarms are unable to be put in a block
a field in the mode column to set a manual value to the channel. The value of When the ‘Accept Page’ button is pressed, all the channels seen on the screen mode, ie, high-high and low-low levels.
delay is entered in seconds. at the moment are accepted.
Control Blocked Summary
The tank set-up window can contain more information than can fit sideways. Alarm Summary Window This function does not apply to this system as it represents the system in which
In this case there is a scroll bar at the bottom of the window for scrolling the
the Saab unit can control valve operations.
window sideways. The ‘Alarm Summary’ window displays all the channels that are in alarm at the
moment. They are displayed with their status, value, the limit that caused the
channel to go into alarm and the unit with which the channel is presented. The Event Log
Channel Data Window
alarm summary can contain an unlimited number of rows. The alarms for each The Event Log lists the latest 200 events for channels of the alarm classes
The Channel Data window looks similar to the tank data window. The channel tank are grouped together in the summary. Sysfail, Warning and Alarm. An Event is recorded when a channel status goes
data window is used to get a quick overview of the data of a single channel.
into or out of alarm, block or disconnect.
A new channel can be selected directly from this window by pressing the
‘Channel’ button. Warning Summary Window
The ‘Warning Summary’ window lists all the failures that normally do not Changing Cargo Grade Data for a Tank
Channel Set-Up Window seriously affect the tank radar system.
In order to assist the operator in recognising which grades are contained in each
Use the channel set-up window to enter a manual value. Just press the check The following messages can be included in the Warning Summary window: cargo oil tank, the colour and ID grade name for each tank can be specified.
box for manual, and then press the value and type the manual value. Some
channels do not allow manual entries, the word ‘Manual’ is then dimmed. It is • Level unit ground failure
a) To change a tank grade ID, open the Window tab, this will open
also possible to disconnect a channel by pressing the ‘Disconnect’ check box • Level unit memory failure a drop-down menu, select ‘Setup’, a further drop-down menu
so that a check mark shows. will appear, select ‘Grades’.
• Master communication failed
Alarm limits can be changed as well as blocking a channel. • Level datic communication failed b) The ‘Setup Grade’ window will appear. In this dialogue box
• SIOX communication failed enter the full grade name on the first line, then on the line below
Select a new channel by pressing the ‘Channel’ button.
enter a unique abbreviation, normally not more than three or
• Level unit restarted
four characters. Select a box fill and text line colour from the
Alarm Window selection box to the right-hand side. Press ‘Save’ to store this
The Summary window contains six summaries; Alarm, Warning Summary, See the service manual for more information on how to find the failures and new information. Pressing outside of this window will shut the
Sysfail, Alarm Blocked, Control Blocked and the Event Log. Open the how to fix them. window down.
Summary window by pressing one of the two ‘Alarm’ buttons, either at the
lower left corner of the screen or at the row of buttons at the top part of the
screen.
Illustration 4.3.1c Saab TankRadar Grades Display
Window Overview Temps Ballast Misc Tanks Density Sys Overv. Buzzer On
Setup Grades
Draft Aft Draft Port 8.42m Draft Fore Trim A 2.54m by Stern Trim/List Corr: plug
Grade 10.11m Draft Stbd 7.88m 6.36m List S 1.01° to Port Seawater Dens: 1.0250 kg/l
None
Name :
Gas Oil i iColors (0 = Transparent)
i CT 5P i i i i
Name : SLOP P CT 6P
1 2CONONS3 4 CT 3P CT 2P CT 1P
CONDENSATE CONONS
color : 0 CONONS CONONS CONDNS CONDNS Troll
CONDNS
i 5 6 7 8
IG Pressure IG Pressure 9 IG Pressure
10 11 12 IG Pressure IG Pressure IG Pressure IG Pressure
NAPHTHA
Pressure color :0
84 mbar 84 mbar
84 mbar 13 14 8415 mbar 16 80 mbar 39 mbar 74 mbar 78 mbar
Temp Avg.
Grade 4 11.9°C
mbar
Grade 5 20.0°C 23.3°C
Density Save 22.7°C Close 23.4°C 0.0°C 0.0°C 0.0°C
Ullage
Grade 6
0.6500
1.700 m
kg/1 Ullage Ullage Ullage Ullage
Grade 7 Ullage Ullage Ullage
12.452 m 21.659 m 21.661 m 21.585 m 21.593 m 21.658 m 21.643 m
Ullage
Grade 8
7.65 m i CT 6S
i CT 5S
i CT 4S
i CT 3S
i CT 2S
i CT 1S
i
Grade 9
Temperatures
CONONS CONDNS CONONS CONDNS CONDNS CONDNS Troll
CONDNS
GradeAvg
10 °C IG Pressure IG Pressure IG Pressure IG Pressure IG Pressure IG Pressure IG Pressure
-2 mbar 75 mbar 62 mbar 38 mbar 76 mbar 39 mbar 4 mbar
25.5
Grade 11 Temp Avg.
11.9°C
GradeTop °C
12°C
Bot19.4
20.6 0.0°C 0.0°C 0.0°C 0.0°C 0.0°C 0.0°C 0.0°C
Ullage
Bot °C 1.700 m
22.0 Ullage Ullage Ullage Ullage Ullage Ullage Ullage
21.430 m 21.529 m 21.508 m 21.545 m 21.543 m 21.477 m 21.588 m
c) On returning to the overview window, select the tank that Editing a Group single arrow buttons, or five samples at a time using the left and right double
requires to have its grade ID changed. Move the cursor inside arrow buttons. To move quickly to another part of the Trend, switch the ruler
To edit a group, first select the group from the list under the ‘Group’ button.
the area that already shows the grade ID name and colour and off and use the buttons to move one whole window at a time, or to go to one
Do not edit a group with a log started. Stop it first, edit it and save the changes,
press/enter key. A pop-up box will appear indicating a selection end of the trend.
then start it again.
of previously defined cargo grade names. Select the appropriate
name and press/enter key on that name. The new grade ID and When the ruler is on, it is possible to press a point on a trend and the Ruler
Press the ‘Set Up’ button and select ‘Edit Group’. The look of the window
colour will appear. moves to this point. Then the position of the ruler can be adjusted more exactly
changes slightly when it is in the edit mode.
with the single arrow left and right buttons.
Group Window The column and row headings turn into buttons that are used for defining the
contents of each row or column. To change a row, press the button containing Edit, Add or Delete a Trend
Use the Group window to group information, such as measured values, status,
the heading of the row. A small menu, with the options ‘Edit’, ‘New’ and
alarm limits, into one or more tables. It could, for example, be the ullage values To change a trend, add a new one or delete one, press the ‘Set Up’ button to
‘Delete’, is displayed.
of a number of tanks with the same cargo or it could be a group with all the open a menu with these choices. When selecting ‘Add Trend’ or ‘Edit Trend’,
ballast tanks. It is possible to change a group or add new groups as follows: the Edit Trend window opens up. Another way to open the Edit Trend window
When selecting ‘Edit’ or ‘New’ the Edit Member window is opened. If
is by pressing one of the numbered channel buttons or anywhere on a channel
selecting ‘New’, first select whether the new row will be placed before or after
a) Press the ‘Group’ button to display a list of the available row.
the active row.
groups.
Change the name of the trend, by typing the new name in the input field.
Press the ‘Member’ button to select another channel to be displayed on that
b) Select the group required. Change the sample period by entering the time between each sampling in
row. The new channel is displayed on the Member row in the window. In the
hours, minutes and seconds. The minimum sample rate is ten seconds.
Label input field the label can be changed so that it fits in the Group window.
c) Press the ‘Set Up’ button to select one of the following modes: The columns are changed in a similar way. Instead of the Member window, the
It is also possible to activate or deactivate the trend by pressing the ‘Active’ box.
1. ‘Edit Group’ mode to change the group ‘Infopost’ window is opened. In addition to the functions described above, it is
A check mark indicates that the trend is active and is storing samples. Select
possible to define the width of the column.
2. ‘Add Group’ mode to create a new group up to four channels that are included in the trend, by pressing the numbered
buttons at the bottom of the window. When pressing one of these buttons, the
3. ‘Delete Group’ to delete a whole group Use the ‘Log Set Up’ button to open the Group and Log Set Up window where
Edit Channel window opens up.
the period, start time or stop time of the groups log can be set up. It is also
d) Press the ‘Block’ button to block all the channels in the group possible to define if the log should be printed or saved on a file. The option of
that are possible to block. Unblock them by hitting ‘Unblock’. saving a file to a log is used only for service purposes. Editing a Channel in a Trend
By pressing one of the numbered buttons for the channels in either the Trend
e) Press the ‘log’ button to start or stop a logging of the group. It is window or in the Edit Trend window, the Edit Channel window is opened.
Trend Window
also possible to order it to make a single logging of the group. In this window it is possible to select the channel for that trend line and also
The Trend window is used to view the historical data of up to four channels in
specify the maximum and minimum range for the trend graph. As a guidance,
a window, with different colours for each channel. A number of trends can be
Adding a New Group the maximum and minimum of that range for the channel are printed in the
configured and selected by pressing the ‘Trend’ button. The minimum sample
window. Select a colour by pressing the box with the correct colour.
Add a new group by pressing the ‘Add Group Action’ under the ‘Set Up’ rate is ten seconds. The latest 1,000 samples are stored and can be displayed
button. The Group and Log Set up window is displayed. Enter the name of the using the scroll bar.
group. Note: Maximum and minimum ranges can be changed without losing the
Each channel is displayed with its actual value and with its maximum and historical data of the trend. When any channel is added or deleted, the
Select if the group will be based on tanks or on channels. Normally it is best to minimum settings for the diagram. The trends are shown in a window, these historical data for the other channels in that trend window is lost. To avoid
have groups that are based on tanks. There will be one row for each tank. The can be scrolled one page at a time using the intermediate left or right buttons, losing historical data, make a new trend with the new channel or channels
columns can contain data such as ullage value, status, and unit for each tank. or they can be scrolled to the end of the trend using the outermost left and right included or deleted. The original trend will still contain the historical data.
The logging of the group can be set up directly, but these parameters can also buttons. The window shows 180 samples at a time.
be defined at a later time, see instructions next on how to edit a group.
There is a time ruler for viewing historical data. Use the buttons described Changing the Sampling Period of a Trend
Press OK to open the new group. Press the buttons marked with ‘????’ to define above to move to the trend area that is required, then switch the ruler on by
the contents of the rows and columns of the group. Select ‘New’ to add new pressing the ‘Ruler’ button. When the ruler is on the values of the channels Note: All historical data of the trend will be lost when the sampling period
rows or columns before or after the column or row button pressed. corresponding to the time where the ruler is placed, the values are displayed is changed. To avoid this, make a new trend with the new sampling period.
under the heading Ruler Value. The time and date, corresponding to the Press the ‘Set Up’ button in the Trend window and press ‘Edit Trend’ on the
position of the ruler, are shown above the grey window containing the trend menu. Enter a new sampling period in the Edit Trend window. Select OK to
lines. The ruler can be moved one sample at a time using the left and right start the trend with the new sampling period.
Illustration 4.3.1d Saab TankRadar 5 Port Tank Level Display
Window Overview Temps Ballast Misc Tanks Density Sys. Overv. Buzzer On
Draft Aft Draft Port 8.65m Draft Fore Trim A 3.25m by Stern Trim/List Corr: plug
MAERSK PENGUIN 9.68m Draft Stbd 7.86m 6.42m Seawater Density: 1.0250 kg/l
List S 1.09° to Port
SLOP P
i CT 6P
i CT 5P
i CT 4P
i CT 3P
i CT 2P
i CT 1P
i
CONDNS
i
Pressure Tank
84 mbar 84 mbar 27 mbar 36 mbar 39 mbar 75 mbar 79 mbar
-1 mbar Temp Avg.
11.9°C
mbar
CT 5P
20.0°C 23.3°C 22.7°C 0.0°C 0.0°C 0.0°C 0.0°C
Density CONDNS
Ullage
0.8500 Volume
1.700 m
kg/1 UllageAlarm Limits Ullage 15.8 m3 Ullage Ullage Ullage Ullage Ullage
12.452 m 21.659 m 21.612 m 21.552 m 21.566 m 21.630 m 21.631 m
Hi. Hi 1.446 IG Pressure
Ullage
27 mbar
2.10 m Hi. i 2.200 i i i i i i
SLOP P SLOP S CT 6S CT 4S CT 3S CT 2S CT 1S
Level Rate
Temperatures
CONONS
Lo. 30.000 CONONS CONDNS CONDNS CONDNS CONDNS Troll
CONDNS
-0.01 m/h
IG Pressure
Lo.Lo 30.326 IG Pressure IG Pressure IG Pressure IG Pressure IG Pressure IG Pressure
Avg °C
-2 mbar Temperatures
75 mbar 62 mbar 38 mbar 76 mbar 39 mbar 4 mbar
21.3
Ullage Limits Avg 0.0°C Temp Avg.
Top °C
Top 19.6°C Temp Avg. 11.9°C
19.4 TempMin
Avg. Temp Avg. Temp Avg. Temp Avg. Temp Avg. Temp Avg.
0.000 Mid 19.6°C
Bot °C 0.0°C 0.0Bot
°C 0.0°C 0.0°C 0.0°C 0.0°C 0.0°C
20.6 Min 21.574 19.8°C
Ullage
Bot °C Ullage 1.700 m
22.0
Tx Status Ullage
Ullage Ullage 21.612 m Ullage Ullage Ullage Ullage
21.430 m 21.529 m 21.541 m 21.476 m 21.565 m 21.506 m 21.601 m
Illustration 4.3.2a Remote Sounding and Draught Gauging System
Key Indicator
Foam Room
Air
Purge Pipe P : Measuring Depth Pressure
Constant Flow Regulator Air Supply H : Liquid Level Height
Hydraulic Oil
γ : Specific Gravity
Electrical/Pressure Type
Dry Air Inlet Air Supply Unit Draught Gauge (4 Sets) P
P = Hγ
Electrical/Pressure Type H = P
Level Gauge (25 Sets) γ
H
P
Measuring 'Zero' Point
Dead
Zone

No.6 Water Ballast Tank (Port) Purge Mouth
(Port) Main Deck Valve Inside Port Deck Store
No.5 Water Ballast Tank No.3 Water Ballast Tank No.2 Water Ballast Tank No.1 Water Ballast Tank
(Port) (Port) (Port) (Port)
Slop Tank No.5 Cargo Mid Draught No.3 Cargo No.2 Cargo No.1 Cargo
No.1 (Port )
Fresh Water Tank (Stbd)
(Port) Oil Tank (Port) Oil Tank (Port) Oil Tank (Port) Oil Tank (Port)
Fresh Water Tank (Port)
HFO
MDO Storage Tank (Port)
MDO Storage Tank (Stbd)
Fore
Tank Peak
(Port) Tank
Residual
Aft Peak Tank
Tank
No.4 Cargo
No.2 HFO Oil Tank (Port)
Tank (Port) No.6 Cargo
Oil Tank (Port)
No.3 HFO
Tank (Port)
Fore Draft
Engine
Room
No.3 HFO Main
Deck
Tank (Stbd) No.4 Cargo
Oil Tank
(Starboard)
Aft Draft
No.2 HFO
Aft Tank (Stbd)
Peak No.6 Cargo No.5 Cargo Main Deck No.3 Cargo No.2
No.2 Cargo
Cargo No.1 Cargo
Tank Main Deck Oil Tank Oil Tank Oil Tank Oil
Oil Tank
Tank Oil Tank
Slop Tank Mid Draught
(Starboard) (Starboard) (Starboard ) (Starboard) (Starboard)
(Stbd)
No.1 HFO
Tank (Stbd)
No.4 Water Ballast Tank Valve Inside Port Deck Store

(Starboard)
4.3.2 Remote Sounding and Draught Gauge This regulated pressure is internally channelled to parallel pneumatic constant
System flow speed controllers. The flow is set to approximately 0.5 litres/min for
normal operation using the flow adjustment screw, this current flow being
Manufacturer: SF Control indicated by the flow meter located on the front panel of the constant flow
Type: Electric-Pneumatic speed controllers. Ensure that the supply pressure is on before opening any
line valve.
Model: LevelDatic 100S
The constant air flow is routed to the measuring lines. The fuel oil and diesel
oil tanks are fitted with a non-return valve in the transmitter line. The draught
Introduction system lines are each fitted with a ship side isolating valve. The two domestic
fresh water tanks are fitted with a pneumatic 1:1 converter.
The residual oil tank, ballast tanks (including the fore peak and aft peak),
heavy fuel oil, diesel oil and fresh water tanks are fitted with an independent The tank level height creates a hydrostatic counter-pressure on the air flowing
electro-pneumatic level and draught gauge system. The indicators for this out of the sounding pipe or the pneumatic 1:1 converter. This pressure acts on
system are located on the SCC console. The system configuration is as shown the electric pressure sensors located in the LD100S cabinet and is converted to
in illustration 4.3.2a. The engine room tanks are also displayed on the engine a digital signal (frequency).
room console.
An atmospheric sensor is located inside the LD100S cabinet which is used as
Draught gauge level transmitters fitted to the vessel are linked into the Saab a reference point in the hydrostatic pressure calculations. In pressurised tanks,
TankRadar system. The vessel’s draught, trim and list can be viewed through differential measurement with two measuring points is used with one of the
the various screens on the Saab displays. The forward transmitter is located points being the reference sensor.
in the fore peak tank, the aft transmitter in the engine room and the midships
transmitters in No.4 port and starboard ballast tanks. Each of the draught From the digital signal the central processing unit calculates the pressure and
gauges is isolated by a manual hydraulic valve operated from on deck. The the level height, taking into account the sensor’s pressure and temperature
midships draught gauge operating units are to be found in the port deck house coefficients as well as the measurement point specific settings.
and the forward unit inside the focsle entrance alongside the operating unit for
the fore peak tank. These output signals from the LD 100S cabinet are sent to the Saab monitoring
system, the loading computer and to the alarm and monitoring system where
Copper multi-core tubing is used to connect the transmitters in the tanks to the the values are used to calculate the liquid volume and weight or the ship’s trim
control cabinet. Here the pneumatic signal is converted to an electronic signal and list.
which is then passed to the display gauges in the control room console.
The ballast tanks are also equipped with high and low level alarms calibrated
for each of the tanks. The set points can be set to any set point as required via
the Saab Cargo Display.
Operating Principle
The operating principle is based upon the measurement of the hydrostatic

pressure at the bottom of the tank by the injection of air through a bubbling
probe.
The output pneumatic signal of the modulator is fed into a P/I converter where
the pneumatic signal is converted to an electrical signal which is connected to
the display and digital indicator.
Clean dry instrument air at approximately 7kg/cm2 from the control air system
is supplied to the LD 100S cabinets where it is regulated down to an operating
pressure of 5kg/cm2.
Illustration 4.3.3a Overfill Alarm System

230V AC Supply
Overfill System
OVERFILL ALARM CABINET
OVERFILL ALARM SYSTEM

Float Switch Arrangement
98% CARGO TANK NO.1 P 98% CARGO TANK NO.6 S
Protective Cap
98% CARGO TANK NO.1 S 98% SLOP TANK PORT
98% CARGO TANK NO.2 P 98% SLOP TANK STBD

Test Lift Button
98% CARGO TANK NO.2 S 98% RESIDUAL TANK
98% CARGO TANK NO.3 P 98% HFO TANK NO.1 P
Connection
98% CARGO TANK NO.3 S 98% HFO TANK NO.1 S
Box
Cargo Tank 98% CARGO TANK NO.4 S 98% HFO TANK NO.2 S
Deck Level
98% CARGO TANK NO.5 S 98% HFO TANK NO.3 S
98% CARGO TANK NO.6 P
LOOP FAILURE OVERFILL SYST./POWER FAIL OVERFILL
ALARM ACCEPTED
Float Guide LOOP FAILURE ACCEPTED

Overfill Alarm Point
Low Density Float BUZZER ACCEPT/ ALARM LAMP
BUZZER ON/OFF
SILENCE RESET HOLD TEST
Sensor Switch
OMICRON
Level Sensor
Tank No.1
Intrinsically Safe Inputs
Safe Area
Hazardous Area
Input from Cargo Oil Tank Level Sensors
4.3.3 Overfill Alarm system • When the ALARM HOLD button is activated, the first alarm f) Press the ACCEPT RESET button, all the red LEDs on the
from each tank will be the alarm horn and a flashing light on alarm panel should turn off.
Manufacturer: Omicron deck, as well as the buzzer on the alarm panel. The appropriate
Model: OAS-5.4 LEDs on the alarm module and on the alarm panel will also start g) Activate the ALARM HOLD button. Operate the testing device
to flash. for one or more tanks. As previously the alarms are activated
• If, after the alarm has been accepted, one of the level switches for that tank. Press the ACCEPT ALARM button, the red LEDs
All of the cargo tanks, slop tanks, HFO bunker tanks and the residual oil tank
are fitted with an Omicron type HL8903 overfill alarm. Each of these alarms is deactivated and reactivated due to movement on the cargo remain flashing, then press the ACCEPT RESET button. All the
is equipped with a single float with a built-in permanent magnet and as the surface, the alarm will not be reactivated. red LEDs which were flashing on the alarm panel should turn
float moves upwards, a reed switch inside the housing operates and an alarm constant due to the alarm hold function being activated.
• When the ALARM HOLD button is deactivated, all alarms and
is activated. alarm LEDs will return to normal condition according to the h) Ensure that the testing device on each alarm unit has been
signal inputs from the level switches on each tank. returned to its normal position, replace the protective screw cap
The alarms are connected to an OAU-01/EX module located inside the
Omicron electronics cabinet while all of the signal monitoring is done by a and deactivate the ALARM HOLD button.
pre-programmed microprocessor inside each module. All of the alarm modules Testing
are connected to a CU2 common alarm processing unit. All alarm LEDs on the panel will now turn off.
Each level switch is fitted with a mechanical testing device which is located
There are several LEDs fitted on the front of the module and they have the under a screw cap on top of the level switch’s junction box. By lifting the Alarm levels from the top of the tank flange:
following functions: testing device slowly by approximately 10mm the overfill alarm, for that
particular tank, will be triggered. Compartment Overfill
• The green LED is illuminated when the module is working Level (mm)
correctly
No.1 Port cargo oil tank 682
• The yellow LEDs indicate a loop failure To Test the System
No.1 Starboard cargo oil tank 682
• The red LEDs indicate a level alarm a) Switch on the system. No.2 Port cargo oil tank 757
No.2 Starboard cargo oil tank 757
The alarm panel is mounted on the front of the electronics cabinet in the SCC No alarm LEDs on the alarm panel should be illuminated. A green LED on the No.3 Port cargo oil tank 760
and has all of the necessary alarm and test button functions. alarm unit inside the electronic cabinet is illuminated if the module is working No.3 Starboard cargo oil tank 760
properly. If the microprocessor inside the alarm module is defective, the green
The overfill alarms are set to operate at 98.0% for both of the cargo oil tanks LED will flash. If the green LED does not illuminate there is a problem with No.4 Port cargo oil tank 760
and the HFO bunker tanks. the 24V DC supply or the internal 5V DC system. No.4 Starboard cargo oil tank 760
No.5 Port cargo oil tank 760
When a float moves upwards, the relevant red LEDs on the alarm module and b) Check all lights and the buzzer on the alarm panel by pressing No.5 Starboard cargo oil tank 760
on the alarm panel will start to flash, the buzzer in the alarm panel will sound the LAMP TEST button.
and the ACCEPT ALARM button will light up. There is a Xenon strobe alarm No.6 Port cargo oil tank 732
light and an air horn fitted on the front of the accommodation housing on the No.6 Starboard cargo oil tank 732
c) Deactivate the ALARM HOLD button.
centre line, both the light and air horn will be activated. Slop tank port 724
d) Activate an alarm in each tank by lifting the testing device Slop tank starboard 724
Pressing the ACCEPT ALARM button will cause the alarms to stop. However,
approximately 10mm. Residual tank 354
the LEDs on the alarm module and on the alarm panel will continue to flash.
HFO tank No.1 Port 622
The red alarm LEDs on the alarm panel and on the alarm module will flash,
The system also has an alarm hold function, activated by pressing the ALARM HFO tank No.1 Starboard 596
the buzzer in the alarm panel and the horn on deck will sound, and the xenon
HOLD button on the alarm panel. This function operates in the following HFO tank No.2 Port 604
strobe alarm light on the bridge front will flash.
manner: HFO tank No.2 Starboard 575
e) Press the ACCEPT ALARM button on the alarm panel after HFO tank No.3 Port 316
If prior to loading the ALARM HOLD button is already activated, it must
each tank testing device activates the alarm panel. HFO tank No.3 Starboard 290
be released and reactivated. This is done to clear any previous alarms in the
system.
The horn, xenon strobe alarm light and the buzzer in the alarm panel should
turn off. The red alarm LEDs on the alarm panel and module should continue
to flash.
Illustration 4.3.4a Gas Detection Alarm Panels
GAS SAMPLING SYSTEM
1. NO.1 TANK (P) TOP 2. NO.1 TANK (P) BTM.
3. NO.1 TANK (S) TOP 4. NO.1 TANK (S) BTM.
GAS ALARM SYSTEM 15. NO.4 TANK (S) TOP 16. NO.4 TANK (S) BTM.
LOW GAS ALARM 17. NO.5 TANK (P) TOP 18. NO.5 TANK (P) BTM.
HC. % LEL
HIGH GAS ALARM
HC. SENSOR 1
SYSTEM FAILURE
LOW GAS ALARM 23. NO.6 TANK (S) TOP 24. NO.6 TANK (S) BTM.
HC. % LEL
HIGH GAS ALARM
HC. SENSOR 2
25. FORE PEAK TK. TOP 26. FORE PEAK TK. BTM.
SYSTEM FAILURE
27. UPPER VOID TANK
LOW GAS ALARM

HC. % LEL LOW ALARM HIGH ALARM ACCEPTED
HIGH GAS ALARM
HC. SENSOR 3
FLOW FAILURE ACCEPTED

SYSTEM FAILURE
DISABLED ACTIVE
LOW GAS ALARM
H2S PPM
HIGH GAS ALARM
H2S SENSOR 1
SYSTEM FAILURE
LOW GAS ALARM

H2S PPM CONNECTION
HIGH GAS ALARM
H2S SENSOR 2
CONTROL
SYSTEM FAILURE
SAMPLE-
LOW CONTENT AUTOMATIC PURGE POINT
O2 % VOL. UP
LOW LOW CONT. (DIM)
OXYGEN SENSOR
MANUAL
SYSTEM FAILURE
(DIM)
CALIBRATION SAMPLE DOWN SELECTOR

ALARM ACCEPTED
BUZZER ACCEPT/ POWER LAMP

BUZZER ACCEPT/ LAMP BUZZER ON/OFF
BUZZER ON/OFF SILENCE RESET RESTORE TEST
SILENCE RESET TEST
OMICRON OMICRON
4.3.4 gas detection system Display Units Pump Room Display Unit
The display unit contains all the control and checking functions of the system Start-Up
Manufacturer: Omicron and is located in the SCC. The display unit is divided into two parts - the gas
Model: OGS 3.1/27 (for ballast tanks and void spaces) a) Switch on the system by pressing the ON/OFF button.
alarm panel and the operating panel. The gas alarm panel is activated when a
Model OGS 2.1 (for the pump room) gas alarm situation is detected. The sampling point number, alarm level and the
actual gas detector in alarm are displayed. b) The buzzer will start sounding and can be silenced by pressing
the BUZZER SILENCE button.
Description The operating panel continuously displays the last sampling point and
measured value. c) The system will now initialise and the sensors warm-up for sixty
The Omicron Gas Sampling System is a gas detection system, which monitors seconds. During this period the display will show configured
and detects explosive gases in the ballast tanks and other spaces. alarm settings for each alarm.
Detector Cabinet Unit
The main system monitors for hydrocarbon explosive gases in the ballast tanks The detector cabinet is situated in the foam room and contains all functions d) After the warm-up phase the unit will automatically show the
and void spaces. The system has a total of 28 sampling points, one of which is for gas detection and transportation of the test samples, as well as an internal correct sensor values.
an internal point for sampling the atmosphere inside the detector cabinet itself. sampling point for monitoring internal gas leakage. The power to the detector
Of these sampling points 27 are designated to cover the ballast tanks, there are cabinet will automatically be shut off should gas be detected in the cabinet. Response to Alarms
two sample points per ballast tank, two in the fore peak tank and one sampling
point in the upper void space. The sampling points are each fitted with a non- The hydrocarbon gas detection for the ballast spaces is carried out by a All alarms are indicated by the buzzer on the panel, LEDs on the panel and
return valve. SEARCHPOINT OPTIMA PLUS infrared gas detector. external air horn and light. Acknowledging alarms is in two steps:
The pump room system monitors for hydrocarbon, O2 and H2S content using The pump room sensors are as follows: a) Press the BUZZER SILENCE button to switch off the audible
six sensors, three for LEL, two for hydrogen sulphide and one for oxygen. The and visual alarm indicators.
HC Sensepoint Combustible 0-100% LEL
pump room detector cabinet has six sample points and one internal point for
sampling the atmosphere inside the cabinet itself. H2S Sensepoint Toxic 0-50ppm b) Press the ALARM/RESET button, the actual alarm LED will go
from flashing to steady or disappear if the alarm condition has
O2 Sensepoint 1-25%
The gas detection system is an automatic scanning, permanently installed gas gone. External alarm relays will be reset irrespective of whether
detection system. The automatic scanning function ensures that the detector the alarm condition is still present or not.
is connected to the different sampling points in a predetermined sequence. External Alarm Panels
After a sample has been drawn and analysed the sample point is purged. This The function of this panel is to indicate alarms/faults visually and audibly on Ballast Spaces Display Unit
avoids unnecessary quantities of dust, dirt, salt and moisture being drawn the bridge.
into and retained in the individual sample pipes in the system and avoids the Prior to starting up this display unit ,the operating mode must be selected on
necessity of in-line filters which are a known source of faults. At the end of the display panel. The normal operating mode is AUTOMATIC. In this mode
each sampling sequence the air in the gas cabinet is analysed, during this phase Pipe System
the start-up and response procedure is the same as for the pump room system.
GAS CABINET CHECK is displayed on the LCD screen. The pipe system transports the test samples from sampling points to the
detector cabinet and incorporates shut-off valves and flame traps, which are
The sampling system has three modes of operation: located at the detector cabinet. Gas in Cabinet
• Automatic
It is important that the control/instrument air supply to the system is never To ensure safe operation, the gas sampling system analyses the atmosphere
• Manual isolated during the normal operation of the control units. The individual in the interior of the detector cabinet for hydrocarbon gas content. During
• Calibration sampling line isolation valves must also remain open during normal sampling sampling of the cabinet this is shown on the LCD display. Sampling is carried
operations, these are located in the foam room. out during the start-up phase and between the last and first sample points.
A gas cylinder, with a gas mixture of known composition, is connected to the
system for regular calibration of the gas alarm instrument, as well as checks on Special attention should be made to the ballast tank sampling system. When If a gas concentration above the permissible level is detected all power and
the operation of the system. individual ballast tanks are filled, each sample point in that tank must be communication to the Gas Cabinet will be shut off. The buzzer can be silenced,
disabled from the scanning cycle at the control unit and disconnected by a ball but this FATAL SYSTEM FAILURE alarm cannot be reset with the ACCEPT/
The gas detection system consists of four primary units: valve. When disconnected, the display unit will send a counter air pressure RESET button.
flow down the line, this is sufficient to ensure that no water can enter the
system, which might otherwise cause damage. The non-return valve on each
sample tube is a back-up in case the disabling is not carried out.
After activating the POWER RESTORE button the display will show: Flow Failure Alarm
POWER ON AFTER GAS IN CABINET
The most likely alarm from the system is the FLOW ALARM. The system
will continuously monitor the vacuum in the system to ensure valid samples
WARNING
are being drawn to the sensor. The OGS3.1 has two vacuum pumps. The
The only way to restore the system is by use of the POWER RESTORE main pump is used to draw the samples from the sample tubes in the detector
button. Power and communication to the detector cabinet is only to be cabinet, this ensures fresh samples to the sensor. The sample pump feeds the
restored after the cabinet has been ventilated and the fault corrected due sample to the sensor, if this flow is restricted it will lead to a FLOW FAILURE
to the danger of explosion. ALARM.
The alarm buzzer will sound and the BUZZER SILENCE and ACCEPT/
Calibration
RESET buttons will light up.
Span Calibration
The gas detection system has built-in automatic calibration and test facilities. The LCD display will show the following:
When starting up the system set the MODE selector to CALIBRATION. XX SAMPLE POINT NAME
FLOW FAILURE ALARM
On completion of the system initialising the following will be displayed:
SENSOR CALIBRATION USING TEST GAS The sample point LED will change from a steady GREEN to a slow flashing
SAMPLING TEST GAS GAS 1 0% LEL(OR PPM) ORANGE.
SAMPLING TEST GAS GAS 2 0% LEL(OR PPM)

Note: The sample point LED only changes colour when the unit is in the
SAMPLING TEST GAS GAS 3 0% LEL(OR PPM) automatic mode.
The above lines for different gases will depend on the number and type of Press the BUZZER SILENCE button to stop the buzzer sounding, the red light
sensors. in this button will also be cancelled.
Note: The test gas as supplied by Omicron is 50% LEL N-Butane in air Press the ACCEPT/RESET button, the red light is this button will be
(DIPPR standard). Test gas can be manufactured to other standards, therefore extinguished and the sample point LED changes from slow flashing ORANGE
always check the test gas value and standard before calibration. Where the to a steady ORANGE colour.
test gas is manufactured to ISO standards the system will theoretically show
41.7% LEL. In the AUTOMATIC mode the system will move to the next sample point and
commence to purge the restricted sample point. The restricted sample point
The test gas flow during calibration must be between 150-200 litres/h, this can will be selected and sampled during the next sequence. The steady ORANGE
be done by adjusting the test gas regulator. LED will remain until the restriction is cleared.
In the MANUAL mode the system will relieve the sample pump by taking air
Zero Calibration from the cabinet when the vacuum exceeds the FLOW FAILURE level, but
When the system is in the MANUAL IDLE mode the system will analyse the will try to sample the restricted sample point again after the ACCEPT/RESET
detector cabinet interior atmosphere. With clean air the reading will be 0% button has been pressed. The steady ORANGE LED will remain until the
LEL for the HC sensor. Alternatively, a clean air supply can be connected restriction is cleared.
instead of the test gas bottle.
Note: The most common cause for this alarm is forgetting to DISABLE the
CAUTION sample points to ballast tanks which are filled with water. Condensation and
Do not use the ship’s compressed air system to supply air as this may be water in the sample lines, clogged flame arresters and sticking non-return
contaminated. valves are also common causes.
For further information and operating instructions refer to the manufacturer’s

operating manuals.
Part 5: Emergency Systems and Procedures
5.1 Emergency Procedures - Deck
5.1.1 Fire Hydrant System
5.1.2 Deck Foam System
5.1.3 Discharge of Cargo from a Damaged Tank
5.1.4 Cargo Spillage
5.1.5 Emergency Inerting Ballast Tanks
5.1.6 Pump Room Bilge System
5.1.7 Deck Drainage and Scuppers
Illustrations
5.1.1a Fire Hydrant System on Deck
5.1.2a Deck Foam System
5.1.5a Emergency Inerting No.5 Ballast Tank Starboard Side
5.1.6a Pump Room Bilge System
5.1.7a Oil Spill Pump System

Illustration 5.1.1a Fire Hydrant System on Deck
011V
No.6 Cargo Oil No.5 Cargo Oil No.4 Cargo Oil No.3 Cargo Oil No.2 Cargo Oil
Aft Mooring Deck Tank (Port) Tank (Port) Tank (Port) Tank (Port) Tank (Port) 009V
No.1 Cargo Oil
Tank (Port)
Steering Flat
030V
To
016V 018V 020V 022V 024V 026V 046V Bilge
Eductor
P V
To/From Deck 047V
Foam Fire
031V 008V System
043V
Emergency Fire Pump
007V
Emergency Generator
028V
Room Pump Room
Emergency 001V 002V 003V 004V 005V 006V
053V
Sea Chest 015V 050V 051V 052V 029V
IGG Room
054V 017V 019V 021V 023V 025V 027V
035V No.1 Cargo Oil

Tank (Starboard)
No.6 Cargo Oil No.5 Cargo Oil No.4 Cargo Oil No.3 Cargo Oil No.2 Cargo Oil
B Deck Casing
045V Tank (Starboard) Tank (Starboard) Tank (Starboard) Tank (Starboard) Tank (Starboard)
010V
Swimming Pool
Filling
036V To Drainage System on Deck
Dn
Up
Up
Dn
Up
Upper Deck A Deck B Deck C Deck
Dn Up Dn Up Nav Deck
To Deck Foam
To Cleaning Cargo Fire Fighting Key
Tank System System
Up
Fire Main
Up Dn
Dn
004V 001V 002V

From Engine Room Systems
Starboard
005V 041V
Accommodation Drain
5.1 Emergency Procedures - Deck The above pumps can supply sea water to the following services:
• The fire hydrants in the engine room (not emergency pump)
5.1.1 FIRE HYDRANT SYSTEM
• The fire hydrants on deck
• The fire hydrants serving the accommodation block
Bilge, Fire and GS Pump
• The fire hydrant in the pump room
No. of sets: 1 • Main foam system
Type: Vertical centrifugal motor-driven self-priming • Hawse pipe anchor wash
Model: RVP200-2MS • Forward bilge eductors
Capacity: 185/350m³/h at 11/4.5 bar • IGG room water spray
Rating: 440V, 105kW at 1,800 rpm
• Water to the tank cleaning system
Bilge, Fire and Ballast Pump

Manufacturer: Shinko Industries Ltd Fire Pump Start Locations
No. of sets: 1
Type: Vertical centrifugal motor-driven self-priming The pumps can be started and stopped from the following locations:
Model: RVP200-2MS • Locally
Capacity: 185/350m³/h at 11/4.5 bar • Ship’s control centre in the fire station area
Rating: 440V, 105kW at 1,800 rpm • Wheelhouse (aft distribution board)
Emergency Fire Pump The fire and wash deck main runs the full length of the vessel and is branched
off to the fire hydrants, which are located so that two jets of water can be
Manufacturer: Shinko Industries Ltd directed onto the fire source. The fire main also has a cross-connection to the
No. of sets: 1 foam system at the forward end of the fire main on deck.
Model: RVP130-MS
Isolating valves are positioned along the main deck, between each set of
Capacity: 72m³/h x 9 bar
hydrants on the fire main line.
Rating: 440V, 45kW at 1,755 rpm
Introduction
The bilge, fire and ballast pumps are normally left set-up for operation on the
fire and foam main service with the discharge and suction valves being left
open.
The pumps in the engine room take their suction from the sea water crossover
main in the engine room while the suction for the emergency fire pump is from
its own sea chest located below the stern tube cooling tank.
The emergency fire pump is an electrically-driven self-priming centrifugal

pump that is located in a recess next to the steering gear flat. The power supply
to this pump is from the emergency switchboard, but it should be noted that
while the emergency fire pump can supply all of the following services (at a
reduced rate), it is not have sufficient capacity to drive the foam system.
Illustration 5.1.2a Deck Foam System
036V Slop No.6 Cargo Oil No.4 Cargo Oil No.3 Cargo Oil No.2 Cargo Oil No.1 Cargo Oil
Tank Tank (Port) Tank (Port) Tank (Port) Tank (Port) Tank (Port)
(Port)
034V No.5 Cargo Oil 032V 030V 028V 025V

023V Tank (Port)
038V 039V
022V 014V 021V 015V 020V 016V 019V 017V 018V
013V
007V
To/From Deck
035V 033V 031V 029V 027V Water Fire System
024V
Slop
Tank No.6 Cargo Oil No.5 Cargo Oil No.4 Cargo Oil No.3 Cargo Oil No.2 Cargo Oil No.1 Cargo Oil
(Star- Tank (Starboard) Tank (Starboard) Tank (Starboard) Tank (Starboard) Tank (Starboard) Tank (Starboard)
board)
037V
006V
Foam Room
Foam Liquid
Tank 6m³
3
2 003V Key
007V
From the Barrel Foam System
010V 011V
for Testing
043V Proportioner
PI From Fire Main
Emergency Fire
To Deck Water Pump
From Deck Fresh Foam Pump Fire Fighting To Cleaning Cargo Fresh Water
4
Water System System Tank System
PI
6
5 002V 004V 001V 005V
From Engine Room Hot
and Cold Water System
012V 008V 1 From Engine Room Systems
041V
5.1.2 Deck Foam System • No.3 cargo oil tank, upper deck, port side e) Open the foam tank system outlet valve 007V (marked No.3)
• No.5 cargo oil tank, upper deck, starboard side and open the supply to the proportioner valve (marked No.4).
Foam System • A deck, port and starboard sides, by lifeboats f) Press the START button on the foam pump starter and check
Manufacturer: Unitor that the pump runs up to speed.
No. of sets: 1 Inside each of the foam boxes is a portable branch pipe and a hose which can
connect to the foam main via one of the twelve foam hydrant valves. g) Observe the monitors and applicators for foam production and
Type: Fluoroprotein (3% - 6%)
direct the foam as required.
Tank capacity: 6,000 litres During normal service the five foam main isolating valves along the upper deck
Foam Pump would be left open. These are valves 013V, 014V, 015V, 016V and 017V. The If a manual foam applicator is to be used it should be connected before the
capacities of the various pumps are as follows: hydrant valve is opened. The system is at its optimum with one monitor and two
No. of sets: 1
1 engine room pump: 1 monitor, 1 deck hydrant portable applicators in use. Should it be necessary to exceed the recommended
Type: Vertical centrifugal limits, the effectiveness of the system will be reduced.
Model: DPVF 18-70 2 engine room pumps: 2 monitors, 1 deck hydrant or
1 monitor, 2 deck hydrants
Capacity: 16.5m³/h at 11 bar WARNING
Emergency fire pump: 1 deck hydrant The discharge from the monitors should not be directed at the fire until
Foam Proportioner
foam begins to issue from the nozzle(s). The foam should be directed
No. of sets: 1 Foam System Standby Status so that it spreads over the surface of the burning oil and gradually
Model: PP150/50 smothers the fire. The foam should not be aimed directly at the oil in case
Capacity: 1,500 - 6,000 litres/min a) Ensure that there is sufficient foam chemical in the foam tank. it causes it to splash and spread. Also use the prevailing wind and slope
of the deck to assist in creating a blanket whenever possible.
Foam Monitor b) Check that the foam main isolating valves on deck are all open
No. of sets: 7 and the drain valves are closed.
Procedure for Cleaning and Preparing the Foam System
Model: FJM100/DIN
c) If the weather is cold, the foam pump heater must be left on. a) After finishing with the deck foam system close the foam tank
Capacity: 2,278 litres/min
Throw length: 60 metres in still air outlet valve 007V (marked No.3).
d) Ensure that power is available to the equipment.
b) Open the flushing valve 009V (marked No.6) to flush with sea
e) Ensure the system flushing valve 009V (marked No. 5) is closed water. Close when completed.
Introduction and the three-way valve 010V is set for delivery.
The Unitor foam system supplies foam to seven monitors and twelve hydrants c) Open the flushing valves 008V (marked No.6) and the fresh
at various points along the upper deck. The foam is made by mixing sea water Procedure for Operating the Foam System water supply valve 012V. Flush for about 5 minutes.
supplied by the bilge, fire and ballast pumps or the emergency fire pump with
foam-making chemical. The foam is generated by mixing the chemical with The following sequence and the valve numbers used relate to illustration d) After flushing stop the duty fire pump and the foam liquid
sea water at a ratio of 3% to 6% chemical solution to 97% to 94% sea water. 5.1.2a. pump.
The fluroprotein foam-making chemical is stored in a 6,000 litre tank located a) Ensure that only required monitors are open, no more than two; e) Revert all valves to their standby positions and refill the foam
inside the foam room on the upper deck. The chemical is supplied to the foam or one monitor and two applicators. tank as soon as possible.
proportioner by means of the foam liquid pump. In the proportioner the liquid
foam chemical mixes with sea water and the combined sea water and liquid b) Open the valve 002V (marked No.1) the fire water supply When the ship is operating in cold weather climates, it will be necessary to
foam pass into the foam main. isolating valve. ensure that the foam line on deck is thoroughly drained down and the two drain
line isolation valves, one aft 038V and one forward 039V are left in the open
There are seven directable foam monitors which allow foam to be sprayed c) Open and foam system isolating valve 003V (marked No.2). position. During cargo operations in these climates it would be expedient to
over the deck area of which two are located just in front of the accommodation have the drain line valves closed for that period so that the system is ready for
block. In addition to the fixed monitors, several sets of portable foam fire d) Start the both of bilge, fire and ballast pumps in order to deliver immediate use.
fighting appliances are located in labelled foam boxes, located at the following the required capacity to the system, or as required from the
positions: above list. There is a crossover valve at the forward end of the system, 007V which allows
water from the fire main to be connected onto the foam main. Use of this
crossover will NOT generate foam.
5.1.3 DISCHARGE OF CARGO FROM A DAMAGED TANK Discharge of Cargo from a Damaged Cargo Tank
Introduction DAMAGED CARGO TANK
Should a leak to sea or to a ballast tank occur due to suspected tank damage,
measures should be taken to reduce the head (increase the ullage) in the
cargo tank involved, either by internal transfer or discharge ashore. Unless
corrective action is taken promptly, oil will continue to flow into the sea until To avoid further bulkhead
damage maintain equal ullages
the hydrostatic balance is achieved between the head of oil remaining in the No
Damage between
Yes during either loading or
cargo tanks.
tank and the sea water pressure exerted on the outer hull. If it is not possible to discharging in both tanks
identify the specific tank from which the leakage is occurring, the levels of all affected.
tanks in the vicinity should be reduced, taking into account the effect on hull
stresses and stability.
If it is suspected that leakage is from a fracture on the bottom plating or lower Actions as per SOPEP.
Check all ballast tanks for
shell plating, then the level in the tank, if full, should be reduced and then a Cargo tank to
Yes hydrocarbons and liquid.
Initial Casualty message to
ballast tank. MAERSK HQ. After discussion
water bottom pumped into the damaged tank to prevent further oil spillage. Initial message to HQ. at disport, both tanks will need
Stop cargo operations. to be washed, if a repair or
Assess the situation.
Remember that in a tidal stream, any seepage or leakage from the hull (or sea inspection is to be carried out.
valve, for that matter) may be carried by the current to another part of the ship No
before it surfaces and is noticed. This is particularly so in the area of the bilge
keels. For example, oil leaking from a sea valve can be carried forward by the Outer and inner hulls
current, entrapped below the bilge keel, to surface in the fore part of the ship. breached
Carry out emergency inerting of
the ballast tank. If cargo is
Where action is taken to prevent or minimise oil spillage, preventive measures passing into a ballast tank,
should take priority over cargo segregation and quality concerns. Similarly, no endeavour to transfer cargo out
of the damaged cargo tank,
action must be undertaken that could jeopardise the safety of the personnel on lowering the ullage to a level
board the ship and on shore. Actions as per SOPEP. below the hole.
MAERSK CASUALTY tlx
Counter flood leasing with
HQ to maintain the vessel in
a safe and stable condition.
Liaise with MAERSK HQ to

determine the best option for
minimising any environmental
OPTIONS or safety hazard.
If the vessel is at sea the

best option would be a
ship-to-ship transfer of all
or part of the cargo.
If the vessel is at disport, the OPTIONS

cargo would be discharged
in such a manner as to Short load the vessel. Put water
minimise pollution and in the ballast tank to an ullage
stress. at which the ingress of oil is
stopped, stress permitting.
If the vessel is at loadport,
loading would be Discharge the ballast tank to
discontinued and one or both shore reception facilities after
of the previous options discharging the cargo tank.
utilised.
5.1.4 cargo spillage
CARGO SPILLAGE
Stop all Cargo Operations
Sound alarm
Muster Ship's Oil Pollution
Emergency Response team
OIL
OVERBOARD YES
NO
ACTIONS
COMMUNICATIONS
As required by SOPEP manual
Master contacts terminal

supervisor, gives advice
of incident and that nil
overside pollution has
Chief Officer takes charge of Master contacts terminal
taken place.
deck and recovery clean-up supervisor requesting
requirements. activation terminal oil spill
Chief Engineer provides response team and rigging
technical advice, I/C engine room. of oil boom around vessel.
Master will carry out a

basic investigation into
Contact Maersk HQ by
the incident, when clean- If oil on deck use salvage pump
secure means and give initial
up is completed and all etc to transfer spillage to drip
report. Advise P&I Club.
parties are satisfied as to trays, or suitable receptacles,
Master will continue to liaise
the reasons for the lower IG pressure, to drain drip
with terminal and
spillage, cargo operations tray to residual slop tank.
authorities as required.
can be resumed.
The designated AB will lead the

Master formulates final
clean-up team during the
report when all facts known
operation, the containment team
Full report to MAERSK and advises Maersk
will stop or minimise source of
Headquarters. Headquarters.
spill and rig temporary booms as
required.
Illustration 5.1.5a Emerency Inerting No.5 Ballast Tank Starboard Side
(Port)
035V 036V 026V
Residual
Tank 002V 004V
450 450
Flame Arrester
200 250 250 250 250 250 250
034V 100
450 350
32
450 030V 031V
400 032V
027V 350 028V 029V 100
100
100 100 100 045V
250 250 250 250 250
046V 450 450
015V 017V 019V 021V 023V
200 250
Dump 025V 013V 003V 005V
Tank
Flexible Hose 027V

Slop Tank For Inerting
Ballast Tank 037V 038V


009V
PT PT PI 450
To Ballast System
007V 008V 006V 011V 010V
Key
400 50
143V 016V
Supply 50 25
6
50 Sea Water
Steam Supply
012V
Bottom
004V
5.1.5 EMERGENCY INERTING BALLAST TANKS Alternatively, it is possible to inert the tank by connecting the inert gas line
and the ballast suction lines via the suction valve. The ballast main line valve
number 047V and the inert gas valve 011V are then opened for the IG to flow
Introduction into the ballast lines. However, the tanks must be empty to allow the inert gas to
enter the tank and this method is not possible if the tank was partially filled.
Opposite each ballast tank is a spur from the inert gas main with a valve and
a blank flange to facilitate the emergency inerting of the ballast tanks. Each
ballast tank has a purge pipe of 300mm diameter which does not extend below
deck level, fitted with a connected stub piece of 100mm diameter, a valve and
blank flange. There are two Winnel vents, one close to the centre line in the
ballast trunking and one in the after end of the ballast tank. A portable flexible
hose can be connected between the valve on the IG main and the valve at the
purge pipe on the ballast tank.
Should circumstances require it, the spare PV valves could be fitted to the
ballast tank in place of the Winnel vents if it was necessary to keep the ballast
tank under pressure.
To Carry out Emergency Inerting of No.5 Ballast Tank

Starboard Side
a) Shut all of the cargo oil tank inert gas isolation valves.
b) Remove the blank from the spur on the valve 028V on the IG
main.
c) Remove the blank from the stub piece on the valve 019V on the
ballast tank purge pipe.
d) Connect the portable flexible hose between the valve 028V on

the inert gas line to the tank valve 019V.
e) The Winnel vents can be utilised for venting the IG vapour.
f) Open deck valve IG line valve 028V and the ballast tank valve
019V.
g) The IG system should be running and ready for use.
h) Open the deck isolating valves 006V and 007V for the IG
main. Inert gas will now be sent to No.5 starboard ballast tank,
entering via the flexible hose and to the ballast tank.
Continue inerting until the oxygen reading at the Winnel vents are consistently
below 8%, at which point the tank can be considered inert. Depending on
requirements, it may be prudent to continue inerting until a level of 5% oxygen
is reached, to give a greater safety margin.
Illustration 5.1.6a Pump Room Bilge System
Upper Deck Upper Deck
H
To MARPOL Line
Oil Discharge
077V
Monitoring System
P
Compressed
AUS Vacuum System AUS Vacuum System AUS Vacuum System 059V Air
CO715F
Drain Tank No.1 Drain Tank No.2 Drain Tank No.3 P 203V
(0.5m3) (0.5m3) (0.5m3)
H 086V
P 060V
079V
H 052V
LAH LAH LAH H
To Tank
Cleaning Line
090V
H 078V
Slop Tank HFO
From Cargo (Port) Tank (Port) - 500mm
Oil Pumps Above Loaded Water
Line
H
From Slop Tanks 096V
073V
H
From Connection onto
Cargo Oil Lines 072V
H 080V
H
(Normally To Starboard
From SW Crossover and Closed) Slop Tank
054V
Connection onto Cargo Oil
Pump Separators and Casings 093V
095V
(Normally
094V Open)
(Normally
Open)
LAH LAH
KEY
Bilge
Air
Hydraulic Oil
5.1.6 pump room bilge system Position Description Valve
Open Stripping pump discharge valve 080V
Cargo Stripping Pump Open Stripping pump bilge master suction valve 079V
Manufacturer: Shinko Industries Ltd Open Stripping pump discharge to the port slop 203V, 060V
No. of sets: 1 tank valves
Model: VPS 100HW Open Pump room bilge port suction valve 094V
Type: Electric-driven, two-speed positive displacement Close Pump room bilge port suction valve 094V
piston type Open Pump room bilge starboard suction valve 095V
Speed rating: Pump: 52/35 rpm Close Pump room bilge starboard suction valve 095V
Motor: 900/600 rpm
g) Monitor the level in the slop tank. When the bilge pumping is
Capacity: 100/67m3/h at 130/130mth
completed, stop the pump and close all of the valves.
Rating: 75/55kW
h) The bilge suction strainers should be inspected and cleaned in
readiness for their next use.
Introduction
i) Return the bilge well suction valves to their normally open
The cargo stripping pump is primarily used to strip lines ashore via the positions.
MARPOL line at the end of cargo operations. Additionally, it is used to pump
out the bilge wells in the pump room when required, discharging them to the
port or starboard slop tank or the residual tank.
There are two bilge suction valves in the pump room, one to port and one
to starboard. These valves are normally kept open. The bilge suction master
valve 080V is normally left in the closed position. This valve can be operated
remotely at the pump room top by a hydraulic handpump. The stripping
pump discharge valve 079V is normally left in the closed position and is also
operated remotely at the pump room top by a hydraulic handpump, adjacent to
that for valve 080V.
Procedure to Pump the Pump Room Bilges to Port Slop Tank
All valves closed.
a) Open the stripping pump discharge valve.
b) Open the stripping pump bilge master suction valve.
c) Open the stripping pump discharge valves to the port slop

tank.
d) Open the pump room port bilge suction valve.
e) From the SCC console start the stripping pump.
f) Strip out the port bilge and then close down and open the
starboard side bilge.
5.1.7 Deck drainage and scuppers Illustration 5.1.7a Oil Spill Pump System From Sea Water Fire Main Line
Key
HD069V Sea Water

Introduction
Bilge
HD006V HD007V
In addition to the scuppers provided at regular intervals down the length of the HD004V HD005V
upper deck which drain overboard, deck drains are provided in the aft port and HD001V Wilden Pump Wilden Pump Starboa HD002V
eck rd Side
starboard corners of the upper deck. The drains are provided with a manually Upper D Upper D
Port Side eck
operated scupper drain valve HD001V and HD002V which permit any fluid on
deck to drain direct to the dump tank, via the two block valves HD067V and
HD068V
HD068V (normally open). HD067V
In addition, two air-driven sump pumps are provided taking suction individually
from either the port or starboard sides via valves HD004V and HD005V,
discharging into the dump tank. A connection is provided from the salt water
main to the discharge side of the pumps to wash the discharge line to the dump
tank after use.
Heavy Fuel Oil Tank Residual Tank Dump Tank Heavy Fuel Oil Tank
CAUTION
On either side of the pump room as the drain piping crosses to meet
opposite the dump tank are fitted two block valves HD067V and
HD068V. These valves should be closed prior to operating the air-driven
sump pumps to avoid possible blow-back to deck should either of valves
HD001V, HD002V be inadvertently opened or leak. Pump Room
5.2 Emergency Systems and Procedures - Navigation
5.2.1 Steering Gear Failure
5.2.2 Emergency Steering
5.2.3 Man Overboard
5.2.4 Collision and Grounding
5.2.5 Towing and Being Towed
5.2.6 Oil Spill and Pollution Prevention
5.2.7 Emergency Reporting
Illustrations
5.2.3a Search Patterns

5.2.1 STEERING GEAR FAILURE
Steering Control Modes
Automatic Automatic
Steering Steering Wheel Steering Local Steering
Autopilot A Autopilot B Engaged Gear Room Control
Has
NO
Wheel Steering
Has Failed ? Has
Has
the in-use YES YES YES the Local YES
NFU Steering
Autopilot Steering Control
Failed ?
Failed ? Failed ?
Has
NO NO
NO the Back-up YES
Autopilot
Failed ? Change to Local Steering
(Rudder Servo Unit or
NO Torque Motor) Control
Rectify the original Change to Steering

Call Master and Use Local Steering
Autopilot Problem Column Control.
Chief Engineer to advise (Rudder Servo Unit or
Use Helsman to Steer.
of the Problem Torque Motor) Control
Advise Master and Duty
Engineer of Any Problems
Rectify the
Steering Stand Problem
Rectify the
Autopilot Problem
Normal Operations Inform the Master and Chief Engineer Prepare for Anchoring if in Shallow Waters
Exhibit 'Not Under Control' Shapes or Lights Evaluate the Need for Tug Boat Escort or
Assistance
Commence Sound Signalling
Evaluate the Need for Salvage
Prepare Engines for Manoeuvring
Broadcast an URGENCY Message to Ships
Take the Way off the Ship in the Vicinity
5.2.2 Emergency Steering Emergency Operation
If failure occurs in the remote operating system from the wheelhouse, the During emergency operation, the operator has direct control of one pump unit.
steering can be operated from the steering gear room. As it would be impossible to simultaneously move the controls to both units
in an identical fashion, emergency steering must only be carried out with one
pump running:
Introduction
a) Contact the bridge by telephone or talk-back.
The steering gear consists of a tiller, turned by a four cylinder hydraulic
system, that in turn is driven by two electric motors. In accordance with IMO
b) Ensure that only one pump is running and the appropriate rudder
regulations the pumps, hydraulic power circuits and rams can operate as two
servo in LOCAL control, with the AUTOPILOT/RUDDER
isolated systems.
CONTROL switch on the main cabinet turned OFF. Remove the
safety pin, marked in red from the servo control arm.
The steering gear is fitted with an automatic isolation system. This system is
used to divide the hydraulic power circuits in the event of a hydraulic oil loss
c) Move the torque motor arm clear, then take hold of the red
from the oil tanks.
servo control arm and control the gear according to bridge
instructions. Moving the lever will induce port or starboard
In accordance with IMO regulations the hydraulic pumps used in the steering
gear are supplied with power from two independent sources. In the event of movement in the rudder, bringing it back to the neutral position
power failure from the main switchboard, one pump can be supplied from the will hold the rudder in its current position.
emergency switchboard.
d) Follow steering instruction as directed by the bridge.
Procedure for Operation of Steering Gear on Loss of Remote

Emergency Steering Drill
Bridge Control
Emergency steering drill should be carried out at least once every three months
a) On loss of steering gear control from the bridge, establish when traffic and navigational restrictions permit.
communication with the bridge via the telephone system.
A telephone is located on the steering gear compartment It is to consist of the direct operation of the main steering gear by using the
platform. manual control within the steering flat. This operation is to be directed from the
navigation bridge. After each drill, details and the date it was carried out are to
CAUTION be entered in the Official Log Book and Particulars and Records Book.
Operating the steering gear from the servo cabinet position requires two
personnel, as the operator cannot see the rudder angle indicator, nor is
there any means of communicating with the bridge. As such, it does NOT
qualify as an emergency steering position.
b) Place the rudder servo unit in LOCAL control.
c) Start a pump if one is not already running.
d) Operate the steering gear using the NFU port and starboard
pushbuttons on the rudder servo cabinet.
If this system should fail, manual operation of the steering gear can be carried
out as follows with one pump unit operating:
Illustration 5.2.3a Search Patterns
Williamson Turn
Ease the helm

Sector Search Pattern Square Search Pattern
and steady on the
reciprocal course
5S miles
2nd Crossleg
S miles
3S miles
Datum 1st Leg
S miles
2nd Leg
3rd Crossleg 3rd Leg 5S miles 3S miles S miles
60° - 70°
2S miles 4S miles
First Search
When the ship's head is 60°
off the original course, Second Search
put the helm hard to port
2S miles
Note:
The leg length is dependent upon visibility
and the size of the object. Each leg is 120°
to starboard. The second search is 4S miles
commenced 30° to starboard of the original
track.
Note:
The individual leg length 'S' is dependent
upon visibility and the size of the object,
increasing by a factor of one every third leg.
Man overboard to starboard-

put the helm to starboard
Original Course
5.2.3 Man Overboard g) Establish communications with all other surface units and SAR Sector Search Pattern
aircraft involved in the SAR operation.
a) Where the position of a person is known within reasonable
Procedure h) Follow instructions from the RCC and on-scene commander for limits, the Sector Search Pattern should be used first.
executing SAR operations.
In the event of a man overboard, the following actions should be taken:
b) All turns are 120° to starboard.
a) Put the helm hardover toward the side on which the person i) Plot positions, courses and speeds of other assisting units.
fell. c) The length of the leg is dependent on the state of visibility and
j) Prepare engines for manoeuvring when near to the distress the size of the search object, in as much as the length of each leg
b) Release the appropriate lifebuoy from the bridge wing. location. is the same.
c) Mark the position on the ARCS display (OSCAR) and the k) Monitor X-band radar for locating the survival craft transponder d) The first leg of the search should begin in the direction where
GPS. (SART) signals using 6 or 12 mile ranges. the person is most likely to be seen.
d) Sound the General Alarm and make a PA announcement. l) Post extra lookouts for sighting flares, and switch on searchlights e) Should the person still be missing on completion of the initial
at night. search pattern and it is known they are within the area, a second
e) Post a lookout to continuously keep sight of the person. pattern should be commenced with the heading 30° to starboard
m) Prepare the rescue boat, pilot ladder and nets for assisting in the of the initial search pattern heading.
f) Continue executing the turn, the type of which will be dictated recovery of survivors when sighted.
by the situation and the positions of ships close by. Square Search Pattern
General
g) Ring the engines to standby. a) If the sector search pattern has failed to find the person, the
The Williamson Turn is a proven method of returning the ship, via a reciprocal ship should commence the square search pattern from the same
h) As parties close up to emergency stations, the rescue boat can course, to the original position of the person overboard. datum point.
be prepared for lowering.
Performance of a Williamson Turn will considerably reduce the ship’s speed. b) All turns are 90° to starboard. The length of the leg is dependent
i) Hoist the appropriate flag signals and use the VHF to warn on the state of visibility and the size of the search object. After
vessels in the vicinity. The rapid posting of lookouts is vital in order to locate the person and/or to the first square has been completed, the subsequent increase in
keep them in sight. search leg is increased accordingly.
Search and Rescue
Search Patterns IAMSAR
a) Check the position of the vessel in distress with respect to own
ship’s position. Note: Refer to the International Aeronautical and Merchant Ships Search The IAMSAR manuals are a useful source of additional information. Search
and Rescue Book, and the Wheelhouse Poster - Man Overboard Rescue patterns including those suitable for use with more than one ship and aircraft
b) Relay the distress message, if no acknowledgement is received Manoeuvre. are described.
from the shore station.
The recommended search patterns, starting from a common datum point,
c) Proceed at maximum safe speed to the distress location and provide a basis to search for a man overboard. The search patterns for a man
inform the rescue control centre (RCC). overboard, whose position is known approximately, but cannot be seen are as
follows:
d) Inform the owners/charters/operators of the deviation.
e) Maintain a continuous listening watch on all distress

frequencies.
f) Consult the IAMSAR manuals.
5.2.4 COLLISION AND GROUNDING • Current helm/engine situation c) When steering failure occurs, judicious use of the main engine
• Momentum of own vessel can be helpful in changing the drift direction and speed or even
in stopping the ship altogether. Tests have shown that:
Minimising Damage • Availability of helm/engines
• Using full or emergency astern power it is possible to bring
• Proximity of other hazards the stern of the ship up into the weather to stay off a lee
If a collision is inevitable, damage can be minimised by striking a glancing shore.
blow. Collision amidships of either ship must be avoided whenever possible • Effect of the wind on fire/smoke
and a bow to bow, quarter to quarter or bow to quarter situation is preferable. • Effect on vessel of currents, tides and wind • Where the rudder is jammed in the hardover position,
careful ahead manoeuvring can keep the ship’s head into the
weather.
Grounding Options to be Considered
• The effect of propeller revolutions on a free-flapping rudder
Particular attention must be paid to the possible changes in a vessel’s stability 1) When the vessel is stopped or nearly stopped, putting an astern is such that the rudder will generally go to the hard-to-
due to grounding. movement on the vessel to contain the effects of any fire forward starboard position with either ahead or astern revolutions
of the accommodation block. and will stay there as long as the engine revolutions are
A grounded ship is similar to a ship in dry dock. Since the vessel is no longer OR maintained.
floating, the pressure on the ship’s bottom has exactly the same effect as an
equal weight being removed from that level within the ship. Consequently the 2) When the vessel is moving ahead continuing movement ahead d) A laden tanker, without steering or propulsion, can best be
centre of gravity rises and the GM is reduced. to clear any spilled oil and/or alter course to minimise the towed and is easier to turn:
effects of fire and smoke. • By the bow when on even keel or trimmed by the stern
Grounding at low water on soft mud presents little danger. This is because the
ship will settle into the mud and, as the tide rises, the pressures decrease and 3) When aground or locked with another vessel in a collision • By the stern when trimmed by the head
the centre of gravity falls once more. situation, no movement to prevent further damage or spillage,
also refer to vessel response plan. e) In an emergency, in good conditions, even a relatively small tug
Grounding at high water on a hard sea bed is potentially dangerous. Firstly, the may be of value. Although it may not be powerful enough to
ship cannot settle and secondly, as the tide falls so the centre of gravity will turn the ship, it may be able to influence the direction of drift.
Disabled Vessel
rise and a point may be reached where the GM becomes negative and the ship
unstable. In the event of a total power loss, steering failure or both, there are several
actions that can be taken to reduce the risk of stranding or collision. Significant
The ship may lie over on her side, causing further damage and / or flooding. points are:
The greatest danger arises when the vessel grounds at high water on an uneven a) The single most effective action which can be taken to influence
hard bottom. the direction of drift is to deliberately manoeuvre the ship so
that, when stopped, the wind is on a particular side. That is, the
direction of drift can vary substantially with the wind on one
Manoeuvring a Vessel After a Collision
side of the ship or the other.
Following a collision or other incident that could result in oil spilling from
the vessel whilst under way, the subsequent movement of the vessel could be b) When steering capability is lost, the drift direction and speed
critical. No two situations will ever be the same and each situation will demand can still be influenced by:
a different manoeuvre to be carried out by the Master. All points listed below
• Giving the ship a list
are to be considered and are intended to assist in making the right decision.
• Changing from stern to head trim
Consider the following:
• Putting the rudder hardover to the downwind position
• Sources of ignition (putting the rudder hardover in the upwind position has
virtually no effect at all).
• Oil in the water
• Oil on fire
• Gas cloud formation and position
• Location of fire on the vessel
• Evacuating casualties
5.2.5 TOWING AND BEING TOWED Commencing Tow
The towing vessel to make way very gradually, using the engines
The vessel is fitted with a specially designed Emergency Towing Apparatus in short bursts of minimum revolutions.
(ETA). Forward, there is a custom built Panama fairlead, a section of towing
chain and a towing bracket. On the poop is situated the automated equipment Increase speed in stages of five revolutions per minute.
which allows the towing wire to be released and deployed by one man. The Do not alter course until both vessels are moving steadily.
forward and aft towing arrangements are described in section 6.1.3
When altering course do so in stages of 5°.
Towing Another Ship The towing vessel should use its steering gear in conjunction
with the towed vessel.
There are many factors, which determine the most suitable method of taking
If the towed vessel’s steering is not available her rudder should
another vessel in tow. Type and size of the ship to be towed, the urgency of the
be placed amidships and locked.
situation, the duration of the tow and the route to be taken. Taking into account
the size of this vessel, and the equipment fitted, it is extremely unlikely that
The towed vessel should not use her engines unless requested to do so.
the towing of another vessel will be undertaken except in the case of extreme
emergency, for example, preventing a vessel from grounding when neither a
Steering Problems
tug nor more suitable vessel is available.
If towing by the stern and the rudder is not locked, the rudder
may assume the hardover position.
Items
If towing by the bow and the disabled vessel’s engines are used
Yes/No/Remarks: Initial Information Required. the propeller race can cause the rudder to assume a hardover
Urgency of situation, time available before grounding. position.
Tonnage of other vessel.
The disabled vessel’s trim if possible should be as follows:
Type of towing equipment.
Towed by the bow trim should be one in one hundred by the
Is power available for deck equipment? stern.
Manpower available. Towed by the stern trim should be one in eighty by the head.
Steer directly into wind to minimise yaw.
Connecting the Tow
Some larger vessels yaw the least on a heading twenty to thirty
Decision made by Masters as to equipment usage. degrees off the wind.
Use towing vessels ETA (preferred due to poop configuration).
Use towed vessels ETA. Passing Tow Line Alternatives
Establish continuous radio communication between the vessels. Use line throwing apparatus to pass an initial light line followed by heavier
lines.
Pass a light line between the vessels.
Connect to ETA buoy line and deploy when other vessel ready. A helicopter with a lift capacity of two to three tons could be used to facilitate
the connection.
Tow wire connected to other vessel.
Note: It should be remembered that speed and yaw have a considerable
If picking up other vessel’s tow wire, rig a bridle between two of the poop
effect on the forces acting against a tow. In the case of speed, the forces vary
winches using their wires and connect to tow wire using a suitable shackle.
directly as the speed squared.
(The design brake load on each winch is 80% of the wire breaking strain, but
this could vary depending on the brake linings.)
5.2.6 OIL SPILL AND POLLUTION PREVENTION In order to comply with the ISM code, a record must be kept of the drills, the Garbage
effectiveness of the team and any recommendations for improvement.
The following are guidelines for quick reference. The vessel’s SOPEP manual • The vessel shall ensure that all garbage is disposed of in
covers this subject in depth as does the Company SMS. Note: The oil dispersant is for use on deck and must not be used overside accordance with MARPOL 73/78 Annex V.
without the permission of the local authorities. • Plastics and oil wastes shall not be disposed of overboard under
Oil any circumstances.
Booms should be laid down to direct the flow of oil, or to create pools, in order
• All aerosols are to be landed to shore reception facilities for
When carrying out cargo and or bunker operations both in port or at sea, two to assist the clean-up and prevent oil running the full length of the deck.
disposal.
Wheelie bins stencilled OIL SPILL EQUIPMENT are to be deployed near the
manifolds with the following suggested list of suitable equipment: Pads may need to be turned over in order to allow both sides to absorb oil.
The following shall be considered the order of preferred disposal for garbage
• Oil dispersant 450 litres where operational conditions permit:
Absorbent granules should be used in conjunction with the booms to directing
• Falcon sprayers x 2 or pool the oil. They are also used to extend and stop breaches in the boom. • Disposal to shore reception facilities.
• Tank shovels x 3 • Incineration.
• Tank buckets x 6 Atmospheric Emissions • Disposal to sea in permitted areas.
• Goggles x 6 Funnel Smoke • Wherever possible, food waste is to be ground or comminuted

The engineer officer on duty is responsible for monitoring the funnel smoke before disposal to sea.
• Absorbent pads, booms and pom poms
indicators, adjusting the combustion as required to ensure the smoke colour • Any permitted item, which is liable to float, should be disposed
• Wilden pumps x 2 which is lighter than shade two on the Ringlemann scale. of as far as practicable from land/wildlife areas, but never less
• Dedicated hoses for above than 25 miles from designated areas.
The deck officer of the watch is responsible for informing the engineer officer
• Squeegees x 3 on duty, should excessive smoke emission be observed issuing from the A Garbage Disposal Record Book is to be maintained.
• Wringer buckets funnel.
• Set of suitable spanners for all cargo/bunker and tank cleaning
connections Cargo Vapour Emissions
• 3 x 20kg bags of absorbent granules Where both vessel and terminal are suitably equipped, and the Master and
terminal are in agreement, vapour recovery systems are to be used, whilst the
• 20 heavy duty gusseted large bags 1.45m x 0.61m
vessel is loading in order to minimise emissions to the atmosphere.
A pollution control team must be assigned.
The shipboard incinerator is not to be used when the vessel is alongside/
moored to a cargo terminal/carrying out cargo operations which may involve
An example of their duties and responsibilities is as follows:
the release of vapours. In these circumstances preference is given to the use of
• Master is responsible for external communications shore reception facilities.
• Chief Engineer will supply technical advice to the pollution Where solid materials are disposed of in the incinerator this is to be recorded
control team in the Garbage Disposal Record Book.
• Chief officer is in overall charge of the on board clean-up/
Where waste oil products are disposed of in the incinerator this is to be
prevention operation
recorded in the Oil Record Book.
• Deck duty officer assists the chief officer in cleaning up any
spillage and the prevention of further pollution
• Duty seaman and additional crew members used as required
Drills must be carried out on a regular basis, practising the team in all aspects
of their duties and responsibilities.
5.2.7 Emergency Reporting Checklists for Specific Accidents Actions Following Incident
Involvement of other parties
The particulars of all accidents or incidents involving the ship and/or her In the following it will not always be necessary to report on each item listed
personnel must be sent as soon as possible to Head Office by a secure means. and conversely the list will not always cover every item that needs comment. Tugs
Initial incident reporting may be advised via the telephone, the contents of Remember that the reports are used by Head Office to ascertain the particulars Port Authorities
the call being confirmed by telex. A full report must be made at the earliest of an accident and, therefore, to enable them to act accordingly. Classification Societies
opportunity. It would be beneficial to keep a template of the following Initial P & I Club (involved if third party damage incurred)
Incident Report ready for use on each telex communication system.
Grounding View on cause of grounding
Initial Incident Report Incident

Voyage from - to Manoeuvring Incident/Collision
• Date and time (UTC) of the incident (a six figure group: first
Date and time of grounding Incident
two figures day of the month, last four figures, the hours and
minutes using the twenty-four hour clock). Position of grounding (latitude and longitude for clarity) Voyage from - to
Courses steered, prior to grounding Date and time
• Nature of the incident: collision, grounding, fire etc. Sufficient
detail must be given to allow an overall appreciation to be Engine movements prior to grounding Position (latitude and longitude)
made. Heading at time of grounding Berth
• Position of ship. Latitude and longitude is preferred along with Estimated speed of ship at time of grounding Describe manoeuvre being carried out
a general statement of where the vessel is. Heading of ship in grounded position Describe circumstances leading up to accident
• Name, nationality and type of any other ship involved. Bridge manning at time of grounding Courses steered
Navigation aids in use Engine movements
• Nature and extent of damage.
Pilot involvement Pilot involvement
• To own vessel. Position and movement of other ships in the vicinity where relevant
• To any other vessel or installation involved. Condition of Vessel
• Casualties if any, including those missing: Condition of Vessel Damage incurred or suspected
Draught of ship Oil pollution actual or potential
• To own vessel.
Tidal conditions Cargo/ballast and bunkers on board, where stored
• To any other vessel or installation involved.
Current, set and drift Soundings plan, prior to grounding, at time of grounding and repeated as
• State of sea and weather. Chart or charts in use necessary at various stages between high and low water
• If immobilised and towage or other assistance may be necessary, Identify grounded section of ship
the following additional information must be included: Nature of bottom Weather
• Set and drift of current. Damage incurred or suspected Weather conditions at time of grounding
• An estimate of how long the vessel can safely remain Oil pollution actual or potential Wind force and direction
without assistance under the prevailing circumstances. Cargo/ballast and bunkers on board, where stored Sea state
• Nature of any assistance required. Soundings plan, prior to grounding, at time of grounding and repeated as Visibility
necessary at various stages between high and low water
• Give the names and positions of any company ships contacted,
and those of associated companies in the vicinity. Actions Following Incident
Weather Involvement of other parties
• Estimated time of readiness to proceed. Weather conditions at time of grounding Tugs
• Details of cargo etc, lost overboard. Wind force and direction Port Authorities
• Any other relevant information. Sea state Classification Societies
Visibility P& I Club (involved if third party damage incurred)
Note: Nil reports, as applicable, must be made under each heading. This Surveyors
is particularly important in the case of casualty reporting. Plain language View on cause of incident
should be used in preference to code.
Heavy Weather Incident Condition of Vessel
Incident Which anchor and how much cable lost
Voyage from - to Any other damage
Date and time
Position (latitude and longitude) Weather
Circumstances leading up to the damage Weather conditions at time of incident
Course steered (include adjustments made because of the weather) Wind force and direction
Engine revolutions (include adjustments made because of the weather) Sea state
Visibility
Condition of Vessel
List of damaged equipment requiring replacement Actions Following Incident
Oil pollution actual or potential Any action taken to make good the loss
Cargo/ballast and bunkers on board, where stored Outstanding repairs
Soundings plan, prior to grounding, at time of grounding and repeated as P& I Club (involved if third party damage incurred)
necessary at various stages between high and low water View on cause of incident
Weather
Weather conditions at time of incident
Wind force and direction
Sea state
Visibility
Actions Following Incident

Any action taken to make good the damage
Outstanding repairs
P& I Club (involved if third party damage incurred)
View on cause of incident
Loss of Anchors
Incident
Voyage from - to
Date and time
Position (latitude and longitude)
Operation in progress
Anchoring
Weighing anchor
At anchor
Method in use
Walking out
On the brake?
Part 6: Deck Equipment
6.1 Mooring
6.1.1 Mooring Winches
6.1.2 Anchoring Arrangement
6.1.3 Mooring Arrangements
6.1.4 Forward Emergency Towing Equipment
6.1.5 Aft Emergency Towing Equipment
6.1.6 Fire Wire Reel
Illustrations
6.1.1a Mooring Winch Hydraulic System
6.1.3a Mooring Arrangement
6.1.3b Ship-to-Ship Mooring Arrangement
6.1.4a Forward Emergency Towing Arrangement
6.1.5a Aft Emergency Towing Arrangementt

Illustration 6.1.1a Mooring Winch Hydraulic System
M4 M3 M2 M1 W2 W2
M4 M3 M2
W2
M7 M5
M6
M5
H5
M7
H5
Brake
M1 Control
Valves
H5
M5 M6
M6
M7
W1
H5
H5
M4 M3 M2 M1 W2 W1
In
Out
Hydraulic Power Hydraulic Power

Pack H1 Pack H1 Key
Hydraulic Oil
6.1 mooring watertight construction type with the bottom of the gear case being an oil d) Ensure that the alarm conditions for low tank level, low low tank
reservoir that provides splash lubrication. level, high temperature and high high temperature alarms are
6.1.1 Mooring Winches clear.
Two split drums are attached to each windlass (W1 and W2) for use to deploy
wire headlines with rope tails and with a warping drum on each. In between the e) Check that the hydraulic pump suction and discharge valves are
Combined Windlass/Mooring Winch (W1, W2) windlasses there is a winch (M1) lying athwartships fitted with two split drums secured in the open position and that there are no signs of oil
Manufacturer: Rauma Brattvaag for use to deploy wire headlines with rope tails and with no warping drum. This leakage around the power packs.
winch is also the winch to be used at SBM mooring, where the SBM mooring
Type: MW200H/CU92 K3
line is reeled directly onto the drum through the chain stopper. f) The electrical isolators for each pump are normally left in so
Windlass clutch control: Local manual
that there will be an electrical supply for the motor heaters, the
Brake control: Remote hydraulic, local manual Two separate winches with two spilt drums (M2 and M3) situated in the fore white signal lamp will be lit on the starter panel. Start the fan in
Drive control: Remote/local hydraulic and aft line situated on the break of the focsle on the port side are used to the bosun’s store.
deploy wires for breast and spring lines and with a warping drum on each.
Mooring Winch
g) Start the auxiliary pump on each power pack first, then start the
Manufacturer: Rauma Brattvaag Situated aft on the cargo deck is a winch (M4) with two split drums in the fore required number of pumps one by one. Allow sufficient time
Type: MW200H for M1/M7 (no warping drum) and aft line. This winch can be used as wire back springs or breast lines with for each motor to run up to speed and the load to reduce to
rope tails and a with warping drum on each. minimum before starting the next pump.
MW200H for M2, M3, M4, M5 and M6
Pull on winch drum: 20 tons at first layer at 15m/minute On the aft deck there are three winches with each having two split drums. The h) In cold climates leave the hydraulic pumps running for a period
Speed: 0 - 15m/minute after two (M5 and M6) are used for wire stern lines with rope tails and a with in order to let the oil warm up before putting the load on the
Slack rope speed: 45m/minute warping drum on each. The third winch (M7), which is situated in the fore and winch motors.
aft line, is primarily used for wire breast or back spring lines with rope tails
Brake holding load: 57 tons
and no with warping drum. i) Ensure the brake on each winch and windlass is secure and
Winch Drum that all drive clutches are disengaged with their locking pins in
A local control valve is mounted on each hydraulic motor and is activated place.
Type: Non-auto-tensioning by a three position lever which, on release, is spring-centred to the neutral
Rope capacity: 220m of 80mm polypropelene rope (stop) position. The other two positions are ‘heave’ and ‘lower’. The speed j) Turn over the drive of each winch that is to be used to ensure
Clutch control: Manual is variable, according to the amount the lever is deflected towards the heave that it is able to operate in both directions.
Brake control: Manual or lower positions, within the range of the hydraulic unit. Single lever remote
control stands are provided at the ship side port and starboard for each winch,
Drum control: Remote/local k) Remove the locking pin on the clutch to be engaged, it may be
in addition the cable lifter brakes are hydraulically controlled from the ship’s
necessary to rotate the drive in order to line up the claw clutch.
side.
The deck machinery driving unit is a high pressure hydraulic motor operated When the clutch is engaged onto the drive, replace the locking
by a stepless control valve mounted locally on the mooring unit. Two hydraulic pin.
motors are fitted to each windlass/mooring winch unit while the mooring Procedure to Operate the Winch Drums
winches are fitted with a single hydraulic motor. The motors have stepless l) Release the brake on the winch drum and operate the winch
speed ranges and operate according to the loading on the unit. a) Check the gearbox oil levels in the winches that are to be drum control lever locally in the heave or lower direction.
operated, if necessary top them up with the correct grade of oil
The forward hydraulic power pack consists of three pumps and operates the before the winches are operated. m) When finished with operations re-engage the brake and disengage
two anchor windlass/mooring winches, W1 and W2, and the three forward the clutch, then replacing the locking pin.
mooring winches, M1, M2 and M3. The power pack has sufficient capacity b) Check the oil level of the power pack sump tank. If low, transfer
to simultaneously operate the two cable lifters at their rated capacity, but only oil using the associated pneumatically driven pump (for the aft Note: If the winches are to be idle for 30 minutes, then only one main pump
when all three hydraulic pumps are running. The aft hydraulic power pack system, in the steering gear room from the 1,150 litre reserve should be running. Should the temperature of the oil rise above 65°C, the
consists of two pumps and operates the four mooring winches M4, M5, M6 oil tank; for the forward system, from the 2,250 litre reserve oil operations should be halted immediately or continued with one pump only.
and M7. The power pack has sufficient capacity to simultaneously operate two tank in the bosun’s store).
mooring winches at their rated capacity, but only if both of the hydraulic pumps
are running. c) Ensure that the filter clogged alarm on the winch control panels
is clear, if in alarm press the reset button. If the alarm will not
Each winch is fitted with two split drums and one warping end except M1 clear then the condition of the return filter should be checked
and M7 which have no warping drum. The gearbox is of the totally enclosed before the system is put on-line.
6.1.2 Anchoring arrangement General g) Anchors that are housed and are not required should be secured
against accidental release.
Windlass When anchoring, mooring or towing, the following shall be the main priority
at all times during the operation: h) When the vessel has completed anchoring and the brake
Clutch control: Hydraulic applied, ensure that the cable stoppers are lowered and correctly
Brake control: Remote hydraulic, local manual 1) The safety of personnel, vessel, cargo, as well as prevention of positioned with the pins in place. Cable stoppers form an
Anchor type: Stockless high holding power damage to the terminal jetty. This includes other ships, floating integral part of cable restraint equipment and are designed to
hoses, mooring boats, tugs or any other object in the vicinity. take the anchoring loads.
Anchor weight: 13,500kg
Remember a safe operation is an efficient operation.
Cable length: 13 shackles (357.5 metres) i) After heaving-up the anchor and before entering open seas,
Cable type: Grade U3 92mm stud link 2) Safe mooring should also include use of proper clothing, ensure that the anchor is not twisted in the hawse pipe and
teamwork, communications, use of a mooring plan, team that the flukes are gently heaved hard-up against the hull.
selection and briefing prior to arrival. Cable stoppers must also be in position, together with securing
Performance
chains.
Hauling capacity: 45 tons at 12m/minute 3) All operations should comply with the Code of Safe
Speed: 0 - 9m/minute Working Practices for Merchant Seamen, terminal and port j) To prevent flooding of the chain locker at sea, the spurling pipes
Anchor break out pull: 60.3 tons requirements. should be properly covered and chain lashed.
Brake holding load: 279 tons
It is good seamanship for all deck officers to become acquainted with the
Anchoring Precautions method used to secure the cables within the lockers, since the need to slip a
One declutchable cast steel cable lifter with band brake. A bellmouth with cable may be both unexpected and urgent. A prolonged search for the bitter
chain stopper is included for each cable lifter. Clearing the anchors is the term used for removing the anchor securing chains. end release mechanism, only to find it seized is not in keeping with good
seamanship. Always keep the mechanism lubricated and free of obstructions.
The chain is connected to the anchor with a swivel and Kenter shackle and the a) Prior to removing the chains, the windlass should be turned over
end of each chain is secured at the upper part of the chain locker with a quick- with full hydraulic pressure, then operated in the heave mode, to
release system that can be operated from outside the locker. Each shackle of check that the brake is secure. Once it is certain that the brake is Procedure to Lower the Anchor
cable is marked with white paint and a stainless steel band. secure, the chains may be removed. However, the cable stoppers
are to remain in the lowered position. a) Check the gearbox oil levels on both windlass units, if necessary
top them up with the correct grade of oil before the winches are
Combined Anchor Windlass/Mooring Winches
b) Before lowering and heaving, always check that the area below operated.
There are two electro hydraulic high-pressure type cable lifters consisting of and in the vicinity of the anchor is clear of small craft, tugs,
one gypsy wheel, two split wire drums and one warping drum. The gearwheel etc. b) Check the level of the expansion tank. If low, transfer oil using
and the interconnected driving shaft are enclosed in a watertight gear case, the associated pneumatic driven pump from the reserve oil tank
sealed by sealing ring and lip seals. Both gearwheel and driving shaft are c) When anchoring, it is preferable to have a slight astern in the bosun’s store.
running in oil reservoirs for splash lubrication. movement over the ground. As a guide, this should not be in
excess of half a knot in water depths up to 20 metres. Where the c) Ensure that the speed selection switch for the winch control is
Combined Mooring Winch water depth is in excess of 20 metres it is preferable to have zero set to LOW.
speed over the ground, until it is confirmed that the anchor is on
A non-auto-tensioning winch is combined with the anchor windlass and is d) Ensure that the filter clogged alarm on the winch control panels
the bottom.
equipped with two split wire drums and one warping end. is clear, if in alarm press the reset button. If the alarm will not
d) Slight stern way can then be allowed to build up, with the clear then the condition of return filter should be checked before
Situated outboard of each cable lifter is a track-way type chain compressor. the system is put on-line. Ensure that the alarm conditions for
anchor cable developing a lead and the cable being paid-out
The chain compressor is of welded steel construction stopper of the bar type. low tank level, low low tank level, high temperature and high
under control, without straining the windlass motors.
Turnbuckles and steel wire ropes are provided for securing the anchor cable.
high temperature alarms are clear.
e) Ensure that the windlass operator and others in the vicinity wear
Remote control stands allow the operator to control the heave-in or lowering
full personal protective clothing. e) Check that the hydraulic pump suction and discharge valves are
out functions for the combined windlass/winches. The speed control of the
secured in the open position.
windlass is carried out using these heave-in/out levers after setting the speed
selector control to either HIGH or LOW. f) Ensure that adequate communication is established and
maintained between bridge and focsle.
f) The electrical isolators for each pump are normally left in Procedure to Weigh the Anchor
operating position, in order that there will be an electrical
supply for the motor heaters. Start the fan in the bosun’s store. a) Follow the procedure as previously explained to ready the
windlass motors.
The rating of the windlass system requires that all three pumps are running to
achieve the required performance. b) Engage the cable lifter clutch.
g) Start the auxiliary pump first, then start all three pumps one by c) Unlock the chain stopper compression bar, lift clear and fit the
one, allow sufficient time for each motor to run up to speed and locking pin when in its correct position.
the load to reduce to minimum before starting the next pump.
d) With the duty fire pump running, open the hawse pipe washing
h) After starting, check for any leakage and ensure the sound of the valve.
pump is normal.
e) Release the windlass brake.
i) In cold climates leave the pumps running on standby low
pressure for a period of time in order to let the oil warm up f) Raise the anchor by operating the control lever in the HEAVE
before putting the load on the windlass motors. direction.
j) Ensure that the windlass and winch brakes are securely on, g) When the anchor is fully housed, release the heave control lever.
the chain stopper is down and that all of the claw clutches are Remove the chain stopper compression bar locking pin and
disengaged and locked-out. lower the chain stopper over the chain into its correct housed
position. Refit the locking pin. Engage the windlass brake.
k) Turn over the drive in the heave-in/out direction to ensure that it
functions in both directions, line up the clutch drive in readiness h) Disengage the drive clutch by pulling the clutch operation lever
for engagement. into the vertical position. Set the operation mode for the pumps
to the Standby Low Pressure position, when the load on all of
l) Engage the cable lifter clutch. the pumps has reduced to minimum, stop each pump.
m) Remove the hawse pipe and bellmouth covers. i) Shut-off the hawse pipe wash water, then refit the hawse pipe
and bellmouth covers.
n) Remove the anchor securing wires.
j) Stop the fire pump if the deck wash system is not required for
o) Unlock the split chain stopper compression bar, lift clear and fit any other operation.
the locking pin when in its correct position.
k) Stop the bosun’s store fan.
p) Ensure that the area below the anchor is clear, then release
the brake fully; walk-out the anchor to the waterline using the l) Refit the anchor lashing wires.
control lever in the lower direction.
m) Refit the covers on the remote control stands if they were used.
q) On command from the bridge, walk-out the anchor to give the
required depth in the water. Emergency stops for the forward hydraulic machinery are situated at the
entrance to the bosun’s store and locally at the pump power pack.
r) When the anchor is fully walked-out to the required length,
remove the chain stopper compression bar locking pin and
lower the chain stoppers over the chain into its correct housed
position. Refit the locking pin.
s) Engage the brake and disengage the drive clutch by pulling the
clutch operation lever into the vertical position.
Illustration 6.1.3a Mooring Arrangement
3 1
M4 2 M3
M2
M6
W2
M5 Accommodation
Engine M1
Casing
W1
M7
6.2m
2 8.6m
3 1
6.6m
10m
12.4m 11m
13.6m 18.4m
15.4m 20.8m
17.2m 22m
51.8m 44.6m
53m 47m
55.4m 48.2m
87.4m 86.6m
119.7m 119.9m
122.2m 122.4m
Items SWL
Closed Bow Chocks 204 T
Closed Panama Leads 103 T
Closed Panama Leads 64 T
Bitts (500mm) 46 T
Bitts (At Manifold) 26 T
Pedestal Rollers (400mm) 81 T
Stag Horns 25 T
Chain Stoppers (for 76mm Chain) 200 T Items Type Qty Size Length Breaking Stress
Manifold No.1 N/A Mooring Wire 18 32mm 220m 72.9 T
Manifold No.2 N/A M. Tail Nylon 18 72mm 11m 113.4 T
Manifold No.3 N/A STS Rope Nylon 4 42mm 220m 26 T
6.1.3 mOORING aRRANGEMENTS salt-free sand on top of wet paint or using dedicated anti-slip NEVER leave loose objects in the line handling area; if a line breaks it may
paint. throw such objects around as it snaps back.
Mooring Equipment: NEVER have more people than necessary in the vicinity of a line.
c) Always ensure that there are sufficient personnel available at
Mooring wires: 18 x 220m x 32mm (SWL 72.9 tonnes) with rope each mooring station to accomplish their assigned tasks safely.
tails NEVER hold a line in position by standing on it.
Rope tails: 18 x 11m x 72mm (SWL 113.4 tonnes) d) A pre-mooring meeting should be made to discuss the port and
pilot requirements with regards to the mooring configuration. NEVER lead wires through excessive angles.
STS ropes: 4 x 220m x 40mm (SWL 26 tonnes)
Fire wires: 2 x 60m x 38mm NEVER use leads out of alignment with the spool or drum end.
Changing Moorings and Moving the Ship
SBM Mooring Equipment
NEVER leave winches and windlasses running unattended.
Chain stopper: 2 x 2000kg single point mooring fittings for 76mm If the ship’s position changes, in relation to the cargo hoses or booms,
chain the terminal may request that cargo operations be suspended and the ship NEVER attempt to handle a wire or rope on the drum end, unless a second
Bow fairlead: 2 x fair leads (600mm x 450mm) rating 2000kg repositioned. person is available to assist in removing the build-up of slack.
If necessary, the cargo lines should be disconnected and the accommodation NEVER allow a rope or wire being paid-out to run out of control. Always
A 10m x 76mm diameter chafing chain as per SOLAS and OCIMF is also ladder or gangway hoisted clear of the berth. If there is any possibility that the ensure a line has one turn on the bitts before being paid-out. Wires on
situated at the bow. main engine will be required the Chief Engineer should be informed and the unpowered stowage reels (not mooring winches) must never be paid-out
engine made ready for immediate use. Sufficient power should be available to directly from the reel.
The ship is fitted with fully enclosed type fairleads, rated at a SWL of 103 operate the mooring winches on full tension.
tonnes with a dedicated lead for each split winch drum and suitable leads for NEVER have more than one full layer on the smaller part of the split drum.
the mooring ropes from the warping drum ends. Roller pedestals are in place If there is a strong offshore wind or current, a tug may be required to hold the
where leads are led across the deck. ship alongside. NEVER use dangerously worn lines.
The ship also has double securing mooring bitts suitable for a bollard pull of Sufficient manpower should be made available to complete the operation safely ALWAYS take care when letting-go lines, as the end of a line can whiplash
46 tonnes at the mooring stations. Additional mooring bitts are available along and efficiently. If the pipeline is not disconnected a crew member should be and cause injury or snag. To avoid this, it may be necessary to rig a slip line to
the main deck for securing additional moorings or securing mooring lines from stationed at the manifold area with a radio during the shift. assist in controlled slacking.
other ships, bunkering barges and for use by tug boats in port.
It should be noted that if the ship is well moored and the lines properly tended, ALWAYS wear full personal protective clothing.
At either side of the manifold area are two mooring bitts of 26 tonnes bollard the ship should remain in position in almost all weathers.
pull and two central stag horns of 25 tonnes bollard pull, with deck brackets ALWAYS wear gloves when handling wires.
rated for 20 tonnes SWL. These are all for use for handling cargo hoses at an
SBM, bunker barge moorings and bunker hose handling.
Handling Moorings
ENSURE that adequate communications are established before starting
The following guidelines should be followed: operations.
Where mooring lines cross over the main deck from the port side winches,
rollers and protective guides are in place to ensure the wires do not become ENSURE that properly trained and experienced persons only are permitted to
NEVER surge synthetic ropes on drum ends.
snagged and to offer protection to the deck fittings below. When heaving operate winches.
mooring lines are across the deck it is important to check that the lines are led
NEVER stand too close to the winch drum or bitts when holding a line under
correctly. ALWAYS use all split spool drums correctly, with the last few turns changed to
tension; 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. the narrow part of the split drum. This will prevent the wire or rope becoming
embedded in the part that is left on the reel and make letting-go easier.
Mooring Procedures
NEVER apply too many turns on a warping drum, generally 4 turns is
sufficient. ENSURE all winch controls are clearly marked.
a) Surfaces of fairleads, bitts and drum ends should be kept clean
and maintained in good condition. Rollers should turn freely
NEVER bend the rope excessively. Have an axe and sharp knife always available, and a flashlight for night
and be in a sound condition.
operations.
b) Decks of mooring areas should be treated to ensure anti-slip NEVER stand in the bight of a rope.
properties. This can easily be accomplished by spreading fine
Illustration 6.1.3b Ship to Ship Mooring Arrangement
Springs
Springs
Head Lines
Stern
Lines
General Mooring Procedures g) Engage the locking pawl when three links have passed through Ship-to-Ship (STS) Mooring Operation
the bow stopper, or as advised by the mooring officer.
Mooring to Berth, Sea Islands or STS: This operation consists of mooring two ships alongside each other with both
h) Place the locking pin in position, then slack the mooring line so ships then moored together, forming a single unit. Thereafter cargo transfer
a) Select and brief the teams of the known situation prior to the the weight is taken by the chain. between the two ships can take place. It is common practise for the larger ship
pilot boarding. (mother ship) to be lightered by a smaller ship (daughter ship), with the initial
mooring usually carried out under way. Once the moorings on both ships are
b) Consult with the pilot for mooring requirements at the berth and
Mooring to an MBM secure, the larger ship to be lightened may anchor.
construct the final plan.
Multiple buoy mooring (MBM) consists of securing a ship to several (normally The standard procedure is to have the lightering ship come alongside on the
five) permanently anchored buoys in conjunction with use of the ship’s own starboard side of the mother ship. This is mainly due to the fact that on single
c) Brief all officers in charge of mooring stations regarding the
anchor. This type of mooring may also be called conventional buoy mooring screw ships the normal direction of rotation of the propeller is clockwise when
mooring plan. Ensure they understand all requirements and that
or ‘CBM’. viewed from aft, which means that when the lightering ship casts off from
the plan meets with their approval.
the mother ship at dead slow ahead the ship’s head will naturally veer off to
MBMs are usually sited at terminals where weather and sea conditions are mild starboard making the clearing operation easier. When however, loading from a
d) Prepare mooring stations forward and aft. Lines should be run
to moderate. The terminal normally requires the ship to provide the necessary smaller ship to a larger one, it may be then also preferable for the smaller ship
to fairleads in accordance with the plan. mooring equipment. During the mooring operation mooring lines will be paid- to come alongside the larger ship. Lightering can take place on both sides at
out on both port and starboard sides. Two lines may require to be sent to all or the same time, but clearing the port side ship may not be as easy as for that of
e) Have messengers of natural fibre rope and heaving lines of some of the buoys.
appropriate size ready in advance. the starboard side ship.
Wire mooring lines are preferred in order to reduce the ship’s drift, although During STS operations all mooring lines must pass through closed chocks, this
f) Nobody should attend mooring stations unless they are wearing some CBMs require rope.
appropriate personal protective clothing. will 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 the ships. It
Some berths provide wires, which are permanently attached to the buoy and is good practice to have the mooring wires fitted with synthetic rope tails; this
g) Fire wires, fore and aft on the seaward side, must be rigged are towed to the ship with a launch. In this case, handling of the wire can be
according to terminal requirements, or with the eye maintained is to aid in maintaining electrical discontinuity between the ships, a degree of
difficult. If it is made fast to the ship’s bollard, care must be taken to ensure the elasticity in the moorings and allow the cutting of the moorings in the event of
1m above water level at all times, along with 5 full turns on a tension is on the winch brake and not on the shore wire. The wire must be led
pair of bitts. an emergency breakaway.
to bitts or bollards using a chain or stopper.
When the lines are brought on board it should be ensured that a correct lead
Mooring to an SBM Notes on Mooring to an SBM/MBM in to the warping drum end is maintained. Use the pedestal rollers where
necessary to ensure the correct lead in onto the winch warping drums during
a) As the pilot may stay on the focsle to advise the ship, full co- When running lines via a launch, always keep a careful watch on the launch the hauling in of the mooring lines. Greasing of the fairleads will help protect
operation and communication with the pilot is required to avoid and ensure that the appropriate amount of line is paid-out. Keep clear of the mooring line from chaffing as the two vessels move in the seaway. Never
any hazardous occurrence. running lines, which should be paid-out under control. allow fenders to ride up on either ship. A deck watch should be maintained at
all times to monitor the mooring lines, fenders and cargo oil hose. Fire wires
b) Equipment employed in the mooring of a ship at a single point Good communication between bridge and poop are essential to avoid lines (or for emergency use must be rigged.
mooring such as Smitt bracket, bar-type chain stopper or pawl- boat) being caught in the ship’s propeller. At many buoy berths, shore wires
type chain stopper, must be ready for use at any time. often supplement the ship’s moorings. The handling of shore wires, around the Environmental Effects on Ship-to-Ship Operations
warping drum of a winch and then to the bitts, should be done carefully and by
c) Keep a lifebuoy with a line ready for immediate use on the experienced seamen. A bridge watch should be maintained on at least one of the ships to monitor
focsle. the weather conditions, in order to give adequate time to stop operations and
Always have readily available an axe, sharp knife, sledgehammer, large crowbar, disconnect the ships prior to the onset of unfavourable weather conditions. The
d) Lower the ship’s messenger by heaving line to the mooring boat 2 x 150m messenger lines and a portable light for night-time operations. At an moorings of a ship must resist environmental forces, for example:
through the central closed fairlead. SBM, the hawser pick-up rope must never be used to check the ship or heave
the ship into position Wind Forces
e) Heave aboard the messenger line through the bow stopper
Wind forces vary with the amount of exposed area of the ship, the wind force
directly onto the stowing reel. Once moored to an SBM, a constant bow watch must be maintained to ensure
and the direction from which it is blowing. Ensure the moorings are sufficient
the ship does not ride up on the buoy and/or hoses. If in any doubt, call the
to keep the ship securely moored in any expected adverse weather conditions.
f) Thereafter the mooring line will pass on board and finally the pilot.
Local weather reports should give an indication of any impending adverse
mooring chain.
weather conditions.
Illustration 6.1.4a Forward Emergency Towing Arrangement

Locking Pawl
Chain Stopper
Messenger Rope
Tug Towing Line Lashed with Stopper
SWL 2000KN
Chafing Chain
Tug Towing Line
Locking Pawl
Chain Stopper
Messenger Rope
Tug Towing Line Lashed with Stopper

SWL 2000KN
Chafing Chain
Tug Towing Line
Locking Pawl
Chain Stopper
SWL 2000KN
Tug Towing Line
6.1.4 Forward Emergency Towing Equipment Deployment of the Forward Emergency Towing Equipment
Forward Emergency Towing Equipment a) Remove the securing wires and covers from the chafing chain.
Manufacturer: Wuxi Haitian Marine Equipment Co. Ltd.
b) Pass a heaving line to the tug through either of the centre towing
fairleads. The tug will attach a messenger line to the heaving
Chain stopper: L 1,480mm x W 1220mm x H 1,265mm line.
Lever hinged type
Chaffing chain: 76mm diameter, 10m long c) Retrieve the heaving line which has been attached to the tug
messenger line. Pass the heaving line through the chain stopper,
around the two roller pedestals and pass through the other chain
Description and Operation of the Forward Emergency Towing stopper back to the tug via the other centre fairlead.
Equipment
d) The tug will heave the free end of the heaving line, pulling the
The emergency towing arrangements on this vessel are designed to comply messenger line up to the vessel.
with IMO resolution MSC 35(63) and the classification society regulations.
e) The tug will continue heaving the messenger line around the
The forward arrangement comprises the chafing chain and chain stopper with fairleads and send up the towing line.
the chain stopper forming the strongpoint and transmitting the load to the
vessel’s structure. f) Inform the tug to stop heaving when the towing line is close to
the chain stopper. This towing line must be secured to the vessel
The chain is locked into the chain stopper by a manually operated swinging arm with a temporary lashing.
that abuts the chain link when in the locked position. The leverage is arranged
so that as load increases on the chain from the towing action, the force exerted g) Detach the end of the messenger line from the secured towing
on the lever serves to lock it even more securely. It is not possible to release line and secure to one end of the chafing chain with the shackle
the stopper when there is load on the chain. To do so, a rope can be attached provided.
to the free end of the chain and around a pedestal roller to the mooring winch.
This can be used to haul back on the chain and relieve the load on the stopper, h) The tug can then continue heaving on the messenger line which
thus allowing the arm to be swung up clear of the chain link. will draw one end of the chafing chain up close to the towing
line. Inform the tug to stop heaving, disconnect the messenger
The chafing chain passes through one of the centre towing fairleads (Panama line and secure the chafing chain to the towing line.
chock) and terminates with a link to which the tow rope is attached. As its
name suggests, the chafing chain is used for the section of the tow where i) Attach the messenger line to the free end of the chafing chain
chafing could result in damage to the equipment, as it passes through the centre and request the tug to take the weight on the messenger line.
fairlead. This will draw the chafing chain up into the chain stopper.
j) When the chain has entered the chain stopper, engage the
stopper mechanism, securing the end of the chain.
k) Remove the lashing from the towing line and inform the tug that
the line and chain are connected and to heave-out the slack.
WARNING
As with any mooring operation, safe handling of lines and chains requires
clear communication between all parties and constant awareness of the
situation. All the safety procedures observed during mooring operations
are to be employed at this time.
Illustration 6.1.5a Aft Emergency Towing Arrangement
Storage Box
For
Pick-up Gear
Storage Drum
Brake
Marker Buoy
Plastic Float C - type Socket Towing Pennant Fairlead Strong Point Stopper Socket
Deck Level
Pick-up Rope Messenger Rope

Ship's Side Retrieval Rope
Pick-up Gear
Aft Emergency Towing Arrangement
6.1.5 Aft Emergency Towing Equipment easily visible and is attached to a heavier gauge messenger wire which is used
by the towing vessel to haul the towing pennant on board.
Aft Emergency Towing Equipment
Manufacturer: Wuxi Haitian Marine Equipment Co. Ltd. Emergency Procedure
a) At the pick-up gear container remove the locking pin and open
Pick-up rope: 18mm diameter, 50m long the cover.
Messenger rope: 40mm diameter, 200m long
22mm diameter, 50m long b) Take the light buoys out of the container and check that the
Towing wire: 76mm diameter, 90m long lights are working.
Retrieval rope; 18mm diameter, 15m long
c) Start feeding the messenger rope and wire into the sea. Make
sure that the pick-up gear is falling freely into the sea with the
lights and floats.
Description and Operation of the Aft Emergency Towing
Equipment d) Once the towing vessel has retrieved the pick-up gear, it will
secure the messenger wire and start to pull on it at a low load.
The aft towing arrangement is intended for quick release and easy retrieval. A Disengage the clutch on the drum and release the manual brake.
storage box contains the pick-up gear, marker buoys, pick-up and messenger Control the speed that the drum is revolving by using the brake
ropes. The towing pennant and retrieval rope are stored on the storage drum to ensure the pennant pays-out smoothly.
situated on the poop deck forward of the fairlead and strongpoint.
e) When the towing pennant is fully paid-out, the stopper will come
Storage Drum up against the towing bracket. At this point, the towing vessel
Section 6.1.5 - Page 1 of 3
can secure the towing pennant and towing can commence.
The storage drum houses the towing pennant and retrieval rope and it is fitted
with a both a manual and air brake used to regulate the pay-out tension of the
ropes, and thus prevent the rope from running away and becoming caught up WARNING
in the drum. Never deploy the towing pennant with the air motor connected to the
storage drum. The towing vessel should not use its engines to pull out
An air motor can be engaged to the drum via a clutch and used to wind in the the towing pennant. The pennant should be allowed to free-fall until the
pennant and rope when finished with. pennant stopper is in position against the towing bracket, at which point
the tow may commence.
Fairlead and Strongpoint
The fairlead is the strongpoint in the system and is mounted on a strengthened
part of the deck, able to withstand the forces exerted during the tow. It is
arranged with a tapered entry point so that the shackle linking the towing
pennant to the retrieval rope cannot pass through.
Pick-Up Gear
The pick-up gear is stored in a box mounted next to the poop aft bulkhead in
the centre line close to the storage drum. The box has a swing open cover and is
arranged so that when the lid is opened, the pick-up gear can be easily removed
and dropped into the sea. The pick-up gear is attached to the end of the towing
pennant through the fairlead and is therefore ready for use with no attaching
of the gear necessary.
The pick-up gear comprises two marker buoys with a self-igniting light attached
to a pick-up rope. The pick-up rope is buoyant and brightly coloured to make it
Towing Procedures • Tow wire connected to other vessel A helicopter with a lift capacity of two to three tons could be used to facilitate
the connection.
When towing or being towed, the following shall be the main priority at all If picking up other the vessel’s tow-wire, rig a bridle between two of the
times during the operation: poop winches using their wires and connect to the tow wire using a suitable It should be remembered that speed and yaw have a considerable effect
shackle. on the forces acting against a tow. In the case of speed, the forces increase
a) The safety of personnel, vessel and cargo. This includes other considerably.
ships, floating hoses, mooring boats, tugs or any other object Note: The designed brake load on each winch is not more than 80% of the
in the vicinity. Remember a safe operation is an efficient wire breaking strain with the wire at the inner level of the drum. The load at
operation. which the brake starts to render will vary depending on the number of layers
of wire remaining on the drum and the condition of the brake linings.
b) Safe mooring should also include use of proper clothing,
teamwork, communications, use of a mooring plan, team
Commencing the Tow
selection and briefing prior to arrival.
• The towing vessel is to make way very gradually, using her
c) All operations should comply with the Code of Safe Working engines in short bursts of minimum revolutions
Practices for Merchant Seamen.
• Increase speed in stages of five revolutions per minute. Do not
alter course until both vessels are moving steadily
Towing Another Ship
• When altering course do so in stages of 5°
There are many factors which determine the most suitable method of taking
another vessel in tow. The type and size of the ship to be towed, the urgency • The towing vessel should use its steering gear in conjunction
of the situation, and the duration and route to be taken. Taking into account with the towed vessel
the size of the vessel, and the equipment fitted, it is extremely unlikely that • If the towed vessel’s steering is not available her rudder should
the towing of another vessel will be undertaken except in the case of extreme be placed amidships and locked
emergency. This may occur when trying to prevent a vessel from grounding
when either a tug or more suitable vessel is not available. In such situations, • The towed vessel should not use her engines unless requested to
the following should be considered: do so by the towing vessel
The initial information required: Steering Problems

• The urgency of the situation and the time available before If towing by the stern and the rudder is not locked, the rudder may assume the
grounding hardover position.
• The size of the other vessel
If towing by the bow and the disabled vessel’s engines are used, the propeller
• The type of towing equipment available race can cause the rudder to assume a hardover position.
• Is power available for deck equipment?
The disabled vessel’s trim should if possible be as follows:
• Available manpower
• Towed by the bow the trim should be one in one hundred by the
stern
Connecting the Tow
• Towed by the stern the trim should be one in eighty by the
• Decision made by Master as to the equipment usage head
• Use the towing vessel’s emergency towing apparatus • Steer directly into wind to minimise yaw
• Use towed vessel’s emergency towing apparatus • Some larger vessels yaw the least on a heading 20° to 30° off the
wind
• Establish continuous radio communication between the two
vessels and any other that may be involved in the operation
Passing Tow Line Alternatives
• Pass a light line between the vessels
Use line throwing apparatus to pass an initial light line followed by heavier
• Connect to emergency towing apparatus buoy line and deploy
lines.
when the other vessel is ready
6.1.6 fire wire reel The wire should be monitored on a regular basis during loading/discharge and
adjusted as necessary to ensure that the eye of the wire is maintained at 1 metre
Manufacturer: Dalian Lushun Xinfei Marine Machinery Co., Ltd. above the water.
Reel type: 1000kg-10m
Safe working load: 1000kg Procedure for Recovering the Wire
Hoisting speed: Approximately 10m/min a) Remove the turns of wire from the mooring bitt and heave-up on
Wire size: 38mm diameter x 60m length the drum until all the slack is spooled up on the drum.
Air motor type: SMP-5P-300D
b) Continue heaving on the drum until all the wire is spooled onto
Air pressure: 0.5-0.7mPa
the drum.
Air consumption: Approximately 5.5m3/min
Operating limits: 5° heel, 2° trim c) Secure the winch and shut down the air supply.
General
Terminal requirements dictate that upon mooring, vessels must deploy a
so-called ‘fire wire’. This is a wire lowered down over the offshore side of
the vessel and rigged in such a way that a tug can connect a tow to pull the
vessel clear of the terminal in the event of a fire or an explosion, without the
assistance of the vessel’s crew.
The fire wire drum is located at the stern of the vessel, to starboard of the centre
line.
Procedure for Deploying the Wire

a) Prior to operating the reel, ensure that the air hose connections
are tight and that the oil level is satisfactory.
b) Ensure air is available at a pressure of between 0.5-0.7MPa.
c) Operate the winch control lever to pay-out on the drum and pull
the wire to the fairlead.
d) Continue to pay-out on the drum and lower until the eye of the
wire is 1 metre above the water.
e) Continue to pay-out on the winch until there is enough wire to

enable at least five turns on the mooring bitts and secure.
f) The top turns on the mooring bitt should be lashed together to

ensure the turns do not spring free.
Note: Some terminals may require that an alternative arrangement for the
deployment of the fire wire be employed and if this is the case, the terminals
requirements should be followed.
6.2 Lifting and Access Equipment
6.2.1 Hose Handling Crane
6.2.2 Provision and Stores Cranes
6.2.3 Accommodation and Pilot Ladders
Illustrations
6.2.1a Hose Handling Port Side Crane
6.2.2a Provisions Crane
6.2.3a Accommodation and Pilot Ladder

Illustration 6.2.1a Hose Handling Port Side Crane
SWL 15T 17m
9.200m
Deck House
4.500m
2.650m
Deck
Minimum Outreach 3.500m
Maximum Outreach 17.000m
6.2 lifting and access equipment • Source light Procedure to Shut Down
• Ammeter
6.2.1 Hose handling Crane a) Slew the crane to the normal secured position.
• Space heater switch and light
Hose Handling Crane b) Lower the jib into its support cradle.
Manufacturer: TTS Norlift AS Safety Features
c) Lower hook block and attach the securing strop.
Type: GP 380-15-17 The crane is provided with the following safety features:
No. of sets: 2 • Spring-loaded multiple disc brakes automatically activated d) Carefully hoist the hoist to put the strop under a slight tension.
SWL: 15 tonnes when the crane control lever is returned to neutral, or in the
Working radius: 17m, maximum event of power failure. e) When the crane is secure, press the STOP pushbutton to stop the
3.5m, minimum • Hydraulic over-pressurisation protection by means of a pressure motor.
Hoisting speed no load: 0 to 20m/min limiting relief valve.
f) Leave the main and control panel isolation switches in the ON
Hoisting speed at SWL: 0 to 10m/min • Emergency stop lever located at the operation control stand. position to ensure the space heater remain in operation.
Slewing sector: 360° • Emergency stop switch close to crane base.
Slewing speed: 0 to 0.8 rpm • Upper and lower limit switches for hoisting operations. Possible Hazards
Luffing: 85 seconds
• Emergency handpump to rest the load in the event of a total During the operation of the crane the levers must be operated slowly and
Lifting height: 40m (hook travel height) power failure. smoothly in order not to induce a swinging motion in the hanging load.
List/trim, maximum: 5° list / 2° trim Extreme care must also be taken when operating the crane in the winch-up
• All control levers are of the ‘Dead Man’ type and return to the or jib-up motion, where the jib angle is nearing its maximum value and the
Weight of crane: 18.5 tons approximately neutral position on release. hook is close to the hook stop, as the load may hit the underside of the jib. The
• The hydraulic cylinder is fitted with a load holding valve which operator must always be able to see the landing area for the load, or be in direct
Description automatically blocks movement of the cylinder should a hose contact with somebody who can see the landing area.
failure occur.
Each hose handling crane consists of a base column, slewing ring, column
and gear, jib and hoisting gear facilitating 360° movement and a 17m reach.
All electrical, hydraulic and mechanical units required for the operation of the Operation of the Hose Handling Crane
crane are housed inside the slewing column.
a) The main and control panel isolation switches in the foam room
should be left in the ON position in order to ensure the space
Driving Units heater remains in operation when the crane is not in use.
The crane is electro-hydraulically operated with hoisting, slewing and jib
movement driven by hydraulic operation. A single hydraulic pump supplies the b) Check the system oil level and temperature via the sight glass
hydraulic motors for the hoisting, slewing and luffing operations. located below the operations platform.
c) Press the START pushbutton on the foam room panel.

Crane Controls
The hoisting and lowering, luffing up and down, slewing left and right d) Press the START pushbutton in the control box on the cargo
movements of the crane are steplessly controlled by hydraulic control levers manifold platform.
and carried out from the control stand position, with a remote START and
STOP switch positioned on the cargo manifold platform. e) Lower the hook and unlash the securing strop. Luff the jib out
of its support cradle.
The starter cabinet situated in the foam room has the following features:
• Main on/off isolating switch f) Operate the crane using the control levers as required.
• Start button The unit is designed to operate in an ambient air temperature of -20 to +45°C,
• Stop button although, if the system oil temperature is below -10°C, the system should be
allowed to run unloaded until it reaches +10°C.
• Emergency stop button
Illustration 6.2.2a Provisions Crane
SWL 5T 14m
1.596m
4.250m
1.300m
1.500m
Deck
Minimum Outreach 3.000m
Maximum Outreach 14.500m
Provisions Crane Working Areas
45° 13°
102°
7.3m
7.3m
Forward
3m
30°
14.5m
6.2.2 Provision and Stores Cranes • Running Safety Features
• Motor space heaters The crane is provided with the following safety features:
Manufacturer: TTS Norlift AS
Model: GP 115-5-14.5 • Hour meter • Spring-loaded multiple disc brakes automatically activated
when the crane control lever is returned to neutral, or in the
No. of sets: 2 • Running feedback indication
event of power failure.
SWL: 5 tonnes
• Hydraulic over-pressurisation protection by means of a pressure
Radius maximum: 14.5m and 7.3m (see illustration 6.2.2a above for Remote Control Unit
limiting relief valve.
slewing angles) The remote control unit is radio operated and controls the crane through a
Radius minimum: 3m • Emergency stop lever located at the operation control stand.
wireless link to the base unit positioned at the base of the crane. Should the
Maximum lift: 38m (hook travel height) wireless link fail, a back-up cable link is provided for emergency use. • Upper and lower limit switches for hoisting operations.
Hoisting speed at SWL: 0 to 16m/min • Emergency handpump to rest the load in the event of a total
An LED on the unit indicates the status with a steady light indicating normal
Slewing sector: Limited (see illustration 6.2.2a above for slewing power failure.
control, and several flashing patterns for different messages, such as low
angles) battery (one flash/second), or two flashes/second indicating that a control • All control levers are of the ‘Dead Man’ type and return to the
Slewing speed: 0 to 1.5 rpm function on the unit is active at start-up and should be deactivated before the neutral position on release.
Luffing: 65 seconds unit will assume control of the crane. For other flashing patterns, the operator
List/trim: 5° list / 2° trim should refer to the manufacturer.
Starting Procedure
Weight of crane: 7,000kg approximately
The unit incorporates the following features:
a) Check that the wire is run correctly in the sheaves and that the
• ON/OFF key switch wire rope ends are securely clamped.
Introduction
• Jib/winch control joysticks
b) Check that the wires, winches and sheaves have been adequately
Two electro-hydraulically driven provision cranes, which are located at the • HPU START/STOP pushbuttons lubricated.
accommodation block B deck level, are provided for handling deck/engine • Half speed control button
stores and the Suez mooring boats. c) At the main starter panel ensure that power is available and that
• START pushbutton
the motor isolators are in. Switch on the base transmitter unit.
Each provision crane consists of a base column, slewing ring, column and gear, • EMERGENCY STOP pushbutton
jib and hoisting gear facilitating a 14.5m reach. A similar restricted slewing d) Ensure that the remote radio control unit has a charged battery.
sector applies to each crane which only allows an outreach of 7.3m inside the • Status LED
restricted zone, see illustration 6.2.2a above for the slewing restriction. All • Emergency cable connector e) Ensure that the emergency stop button is reset on the remote
electrical, hydraulic and mechanical units required for the operation of the radio control unit.
crane are housed inside the slewing column. CAUTION
The operator must remember that the remote control unit contains f) Operate the key switch to the ON position on remote radio
Crane Control electronic equipment and treat it accordingly. control unit. The OPERATE ON button can now be selected.
The operator should now wait until the LED on the remote
Each crane is controlled via a portable radio remote control terminal unit,
control unit emits a steady light. Now the START HPU button
the transmitter (base station) controllers are located at the base of each crane. Driving Units
Additionally, each crane can be operated from its local control stand via can be pressed. If necessary the speed of the crane operations
conventional operating levers. Control functions on the radio remote control The crane is electro-hydraulically operated with hoisting, slewing and jib can be set at half of the normal value by selecting the 1/2 SPEED
unit for each crane are identical and include directional controls, jib up and movement driven by hydraulic operation. A single hydraulic pump supplies the CONTROL button.
down, hoist up and down, power on-off switch, stop and emergency stop. Each hydraulic motors for the hoisting, slewing and luffing operations.
crane has its own remote control unit. g) Lower the hook to remove the hook lashing wire.
The starter panel for the provision crane’s are located in the emergency h) Ease the crane out of its jib support, then check that all
generator room (A deck) for No.1 (port) crane and in the inert gas room (upper movements (hoist-luffing-slewing) are operational without
deck) for No.2 (starboard) crane, and includes the following instrumentation: load.
• Start and stop buttons i) The crane is ready for use.

• Power available (source)
Parking the Provisions Crane
a) Park the crane with the jib in a horizontal position and resting
on the jib support cradle.
b) Secure the hook, apply a slight tension in the lashing wire.
c) Stop the crane.
d) Switch off the power on the remote radio control terminal,

secure the terminal and if necessary place the battery on charge
(the LED will flash once/second if the battery voltage is low).
Possible Hazards Whilst Using Deck Cranes
During the operation of any crane, the controls must be operated slowly and
smoothly 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
or jib-up motion, where the jib angle is nearing its maximum value and the
hook is 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 in direct
contact with somebody who can see the landing area.
Illustration 6.2.3a Accommodation and Pilot Ladder
Pilot Ladder
Upper Platform
Profile
Stowing Davit
Spindle Pipe
Pilot Reel
Upper Deck
Accommodation Ladder
Lifting Pulleys
9m
Three Sets of
Sunken Eyes
for Lashing the
Pilot and
Accommodation
Ladder
Pilot Ladder
27.5°
Accommodation Ladder
Accommodation Ladder in the Lowered Position

55°
Pilot Ladder
6.2.3 Accommodation and pilot Ladders Rigging Securing
a) Ensure the air supply valve is open, carefully blow the air supply a) Hoist the accommodation ladder until the handrails are just
Accommodation Ladder line free of water. Check there is sufficient oil in the oiler unit below the davit.
and drain the water filter.
Manufacturer: Jinchuan Industrial & Commercial Company
b) One person wearing a harness and an inflatable life jacket
Length: 18.3m b) From the stowed position, remove the ten bolted clamps from unlashes the platform and ladder ropes.
Breadth: 0.70 metres the accommodation ladder.
Ladder test weight: 2025kg over the 12m length area c) One person wearing a harness and an inflatable life jacket
Winch motor type: SAM 5.5VF/120-R, air operated c) Set the lower platform angle and secure in position. removes stanchions from the lower platforms and the pins
securing the ladder handrails, one at a time. He then lowers each
Rope hoisting speed: 14.8m/min (3rd layer)
d) Swing out the accommodation ladder from the vertical position handrail in turn, so that the handrails rest flat on the ladder.
Winch hoisting load: 10kN to clear it from its stowed position, move the control lever
Winch supporting load: 30kN into the LOWER position, continue lowering until the ladder d) When the men are clear, hoist the ladder until it is in its vertical
Drum capacity: 12mm wire, 52m is outboard in the horizontal position in order to erect the stowed position. When the ladder is fully seated, secure the
Operating air pressure: 7kg/cm² handrails. accommodation ladder with all of the clamps.
Maximum load: 10 persons (1 tonne)
e) Two men are required to don safety harnesses and inflatable life e) Close the main air supply valve. Apply the covers to both
jackets and then rig the stanchions on the upper platform. winches and air motors. Remove the hoses from the air motors
Introduction and stow them to ensure that the deck is kept clear.
f) One person is to go down the accommodation ladder until they
One aft facing aluminium alloy accommodation ladder is provided on each side are just below the davit, and raise each handrail in turn. The
of the vessel’s main deck. The ladder is operated by means of a compressed person at the ladder top secures the handrails with the pins. In
air motor controlled from an operator’s stand situated at the ship’s side, aft of order to move up and down the accommodation ladder safely,
each ladder unit. Air is supplied from the upper deck compressed air service the safety harness can be attached to the horizontal safety wire
main at a pressure of 7kg/cm². and safety reel block.
The accommodation ladder is designed to reach the lowest ballast waterline g) The two lower lightweight platform stanchions are then fitted.
draught, with an angle of inclination of not more than 55°. The accommodation Rope rigging of the lower platform is then carried out and when
ladder can be used in conjunction with a pilot ladder which is supported on a complete, the ropes are led up each side of the ladder forming
trackway. The trackway allows the pilot ladder reel to be easily moved between the middle rail.
its two designated positions.
h) Fit the upper platform ropes. The ladder is now rigged and can
be lowered when required, keeping an eye on the torque on the
Procedure for Lowering the Accommodation Ladder ropes at all times.
The accommodation ladder controls are simple LOWER/LIFT levers,
i) Once the accommodation ladder is in position, the pilot ladder
compressed air motors are used to drive the winch motors of both ladders.
reel can be moved it its required position on the trackway if
necessary, utilising the same air motor that was used for the
WARNING ladder.
This procedure requires work to take place outside of the ship’s rails.
Appropriate personal protective equipment should be donned including j) Check there is a lifebuoy available, that the deck is clear of
lifelines attached to a suitable strongpoint. At night there must be obstructions and a heaving line is ready. If using the ladder in
adequate illumination to safely complete the task. port, a safety net is to be rigged.
6.3 Lifesaving Equipment Illustrations (continued)
6.3.1 Lifeboats and Davits 6.3.5g Fire Fighting Equipment - Upper Deck
6.3.2 Rescue Boat and Davit 6.3.5h Fire Fighting Equipment - Engine Room 2nd Deck
6.3.3 Liferafts 6.3.5i Fire Fighting Equipment - Engine Room 3rd Deck
6.3.4 Lifeboat Survival Guide 6.3.5j Fire Fighting Equipment - Engine Room 4th Deck
6.3.5 Fire Fighting Equipment Plans 6.3.5k Fire Fighting Equipment - Engine Room Floor and Steering Gear Room
6.3.6 Lifesaving Equipment Plans 6.3.6a Lifesaving Equipment and Escape Routes - Wheelhouse and Compass Deck
6.3.7 Self-Contained Breathing Apparatus 6.3.6b Lifesaving Equipment and Escape Routes - C and B Decks
6.3.6c Lifesaving Equipment and Escape Routes - A Deck

Illustrations
6.3.6d Lifesaving Equipment and Escape Routes - Upper Deck Accommodation
6.3.1a Lifeboat 6.3.6e Lifesaving Equipment and Escape Routes - Upper Deck
6.3.1b Lifeboat and Davit 6.3.6f Lifesaving Equipment and Escape Routes - Engine Room 2nd Deck
6.3.2a Rescue Boat and Davit 6.3.6g Lifesaving Equipment and Escape Routes - Engine Room 3rd Deck
6.3.3a Hydrostatic Release 6.3.6h Lifesaving Equipment and Escape Routes - Engine Room 4th Deck and Floor
6.3.4a Righting a Capsized Liferaft
6.3.5a Fire Fighting and Lifesaving Equipment Symbols
6.3.5b Fire Fighting Equipment - Navigation and Compass Deck
6.3.5c Fire Fighting Equipment - C Deck
6.3.5d Fire Fighting Equipment - B Deck
6.3.5e Fire Fighting Equipment - A Deck
6.3.5f Fire Fighting Equipment - Upper Deck Accommodation

Illustration 6.3.1a Lifeboat
12
6
11
1 1
4
2 2
9
7 8
10
17 17
Key
1. Hook
2. Pillar
3. Fire Extinguisher
4. Handrail
5. Jotron Indicating Light
6. Steering Wheel and Steering Console
7. Engine and Sprinkler Pump

12 12
8. Fuel Tank
12 9. Water Tank
13
14 15 10. Air Cylinders x 3
16 16
11. Side Hatch
12. Sprinkler Line
12 13. Aft Door
12 14. Top Hatch for Coxswain

12
15. Top Hatch Forward
11
16. Bollard
17. Steering Nozzle and Propeller
6.3 LifeSaving Equipment The craft is fitted with two lifting hooks, which are designed to be released c) Open the side entrance door and the helmsman should enter first
simultaneously from inside the craft when the hydrostatic release unit has and fit the boat drain plug, then prepare to start the engine.
6.3.1 Lifeboats and Davits operated as the lifeboat becomes fully water-borne.
d) Ensure all personnel are wearing their life jackets. Embark all
WARNING personnel through the side door, ensure an even distribution of
Lifeboats weight and that they are strapped in. The seating positions and
It is possible to release the hooks when the boat is out of the water,
Manufacturer: Qing Dao Beihai but this procedure is EXTREMELY DANGEROUS and must only be seat belts are clearly marked. The seat belts are colour-coded to
No. of sets: 2 considered in exceptional circumstances. ensure that the personnel choose the correct matching straps.
Close the hatch and secure.
Model: BH-6A fire protected
Dimensions: 6.50m x 2.30m x 2.70m (L x B x H) The steering position is arranged so that there is an adequate view forward, aft
and both sides for safe launching and manoeuvring. The main engine starting e) With the lifeboat personnel secure, pull continuously and with
Number of persons: 32 constant force on the brake remote control wire at the helmsman
battery and the emergency starting battery are contained in watertight boxes.
Weight: Light load (including loose equipment) 3,080kg position. If this wire is released the brake will stop the descent
Total davit load for lowering 5,480kg There is a sprinkler pump rated at 1,200 litres/min which is driven directly of the lifeboat.
Engine manufacturer: BUKH from the lifeboat engine and is used to protect the lifeboat to give an external
water spray on the canopy of the boat, providing the outside of the boat with a f) To start the engine, turn either of the battery supply switches to
Model: DV29RME the ON position. Check that the engine control lever is in the
protective layer of water should fire be encountered on the surface of the sea.
Engine type: Diesel The spray water is delivered to the spray rail via an isolating valve inside the neutral position, this is carried out by pulling the lever outwards,
Rating: 29hp at 3,600 rpm lifeboat. the lever can now be moved it to its maximum position.
Starting system: Electric motor
Speed: 6 knots Three air cylinders, each with a capacity of 45 litres are installed in the boat g) On the main console turn the starter switch to the ON
which, when operated, will provide the passengers and engine with air at a position then press the START pushbutton. Release the START
controlled rate for at least 10 minutes. Natural ventilation is achieved via an pushbutton when the engine has fired. Ensure the clutch unit is
Davits automatic valve located at the after end of the canopy. This valve prevents not engaged until water-borne.
the cabin from becoming dangerously under-pressurised when the engine is
Manufacturer: Zhenjiang Marine Auxiliary Machinery Works
running, An over-pressure relief valve is mounted aft directly below the after CAUTION
Model: LE65-1 hinged gravity type hatch door inside the canopy. This valve prevents the cabin from becoming The lifeboat engine should not be run for an extended period whilst
Lowering speed: 0.76m/s minimum, 1.3m/s maximum dangerously over-pressurised when the emergency air system is in operation. not water-borne as there is no cooling. During this period the propeller
Davit hoisting load: 3,380kg (lifeboat plus 2 persons) clutch must not be engaged, otherwise the propeller gland seal will be
Davit winch: D48S The three emergency air system cylinders are pressurised to 200 bar and should damaged.
be topped-up if the pressure drops to less than 190 bar.
Motor rating: 6.3kW
h) When the lifeboat reaches the waterline, release the brake remote
Hoisting speed: 5m/min A fuel shut-off valve is situated on top of the fuel tank.
control wire and operate the falls hook quick-release lever from
Designed condition: Heel 20°, trim 10° the helmsman console. Watch through the glass cover and when
The centre section of the boat contains the water tank, fuel tank and equipment
the hydrostatic lock indicator pull rod (C) moves to the OPEN
tanks, with access available to the drain plug. A manual bilge pump is
position exposing the red marker, remove the security locking
Introduction provided.
pin (A) and pull back the release handle (E) to position (F). The
The ship is fitted with two identical lifeboats located on the port and starboard lifting hooks will now open.
sides of the vessel. The davit winch gear for each is designed to hoist the boats Lifeboat Lowering Procedure
with a maximum load of 3,230kg, which equates to the weight of the lifeboat i) Check that the falls have released from the hooks and are clear.
plus two persons in the boat (average weight of 75kg per person). a) Rig and secure the lifeboat painter to a suitable strongpoint on
the main deck. j) When ready, release the toggle painter using the quick-release
Each lifeboat is moulded from fire retardant polyester resins and fibreglass ring on the starboard side of the steering console, move ahead
with the space between the seat, hull, canopy and canopy liner filled with b) Withdraw the toggle pin and move the release arm inboard and on the engine and steer away from the vessel.
polyurethane buoyancy foam which provides the craft with enough buoyancy this will release the davit arm cradle stop unit. There are two
to remain afloat and upright even if holed below the waterline. The lifeboat is cradle stop units, one forward and one aft, and both need to be k) The side skids (skates) can be released by removing the locking
totally self-righting when fully loaded and flooded. released. The two fastening units (gripes) will automatically pins located inside the lifeboat.
release as the davit arm lowers.
Note: Do not remove the skids if it is likely you may return to the vessel.
Illustration 6.3.1b Lifeboat and Davit
1
Key
1 - Head Tackle
2
2 - Floating Tackle
Hydrostatic Release Unit
3 - Boat Fall Chain 4
4 - Davit Arm 5
5 - Guide Tackle
3
6 - Davit Frame
6
7 - Limit Switch
8 - Skid
E
9 - Pivot Unit
A
B
C
IT
UN
IC
AT
O ST
DR
HY
7
F
9
8
Key
A - Locking Pin
B - Glass Cover
C - Hydrostatic Lock Indicator Pull Rod
D - Disengage Button
20°
E - Release Handle
F - Release Position
l) As soon as practical the hydrostatic release system should be Operation of the Emergency Air Supply System Requirements
reset in preparation for when the lifeboat returns to the falls. The davit is designed to permit boarding of the lifeboat when in the stowed
Manually return both hooks to the closed position. At the Ensure that the three air cylinder isolating valves are open. Open the shut-off position. The lifeboat may be lowered without stopping, as swinging out and
hydrostatic release control stand, press the disengage button (D) valve which is located at the steering console. Air will now be supplied to the lowering is a continuous movement. The winch brake release lever is released
then return the release handle (E) to the lock position and return lifeboat interior for a period of approximately 10 minutes. remotely from inside the lifeboat, or alternatively manually from the deck.
the security locking pin (A) to the lock position. Confirm to Davits are capable of swinging out the lifeboats against a list of 20°; skates are
the hook operators that the hydrostatic release system is reset. fitted to each boat to facilitate this. When the lifeboat is water-borne the skates
Move the cam locking lever at the hooks to the lock position. Lifeboat Recovery Procedure
can be released by operating the four release devices from inside the boat.
Try moving the hook to the open position and confirm that this
cannot be done. a) Reset the toggle pin at the brake lever on the winch.
Winch
The lowering of the lifeboat can also be undertaken from the deck by lifting b) Reset the lifting hook quick-release mechanism inside the
An electric motor mounted on the winch is used to hoist the lifeboats. Safety
the brake lever, or remotely by pulling down on the ring at the forward end of lifeboat before coming back alongside below the falls.
devices automatically cut off power before the davit arms reach the stops. The
the davit which also lifts the brake lever. winch is equipped with a centrifugal brake, manual lowering brake, non-return
c) Ensure the switch for the winch motor is set to the ON
clutch and manual hoisting handle. The falls can be manually wound out.
position.
Emergency Release of the Falls
d) Hook on the fall suspension chains to the forward and aft hooks Limit Switch Device
a) Issue a warning to the lifeboat passengers that the boat is about on the lifeboat. Two limit switches are installed to cut-out the winch motor before the boat and
to drop into the water. davit arm comes to rest on the frame. This prevents the boat falls continuing to
When recovering the lifeboat, ensure that the brake release lever is lowered. be wound by the motor and causing a potential overload situation developing.
b) Lift up the protective cover (B) on the pull rod release device.
Remove the security locking pin (A). Pull up rod (C) to its full e) Signal the deck party to begin hoisting the lifeboat.
extent then pull back the release handle (E) to position (F). Davit Arm Cradle Stopper
The lifting hooks will now open and the lifeboat drop into the f) Push the UP button on the winch motor control unit to start The davit arm cradle stopper is used to secure the boat in the fully housed
water. raising the lifeboat. When the lifeboat is just clear of the water position and consists of a locking lever device. A slip hook device and wire
stop hoisting and check that the hydrostatic release indicator holds the locking lever in place to prevent accidental release.
c) When ready, release the toggle painter, move ahead on the has moved to the locked position. Visually check the amplifying
engine and steer away from the vessel. arms and cam release are still in their correct position. If all is
correct continue to hoist the boat. The engine should now be
WARNING stopped and the battery power selection switch turned to the
It is possible to release the hooks when the boat is out of the water, vertical OFF position.
but this procedure is EXTREMELY DANGEROUS and must only be
considered in very special circumstances. Note: The winch motor will lift the lifeboat with a maximum of two persons
on board.
Operation of the Sprinkler System g) Check that limit switches operate and stop the winch motor just
short of the fully raised position.
The sprinkler pump is directly driven from the front of the lifeboat engine by
a belt drive and runs continuously. A series of four loops on the canopy ensure h) Engage the winch handle and manually wind in the lifeboat the
that the canopy and helm position is adequately covered by a water spray when remainder of the way, then remove the winding handle.
the system is in operation.
i) Disembark the lifeboat crew members.
To operate the water spray, pull back on the sprinkler operating lever, the
pump will now start and run continuously until the lever is returned to the stop j) Connect the the davit arm cradle stop unit and secure the
position.
lifeboat.
Illustration 6.3.2a Rescue Boat and Davit
Key
1. Manual Winding Handle

2. Control Wire Drum
3. Brake Assembly
4. Control Box
5 Release Lever fo Slewing Out
1.1T 6 Hydraulic Storage Tank
SWL
7 Cock Valve Lever
8 Cradle Support Locking Device
9 Rigging Out Control Hand Pull
10 Brake Release Hand Pull
11 Lifting/Release Hook
10
2
9
1 11
3 4
5
7
Rescue Boat Elevation
8 8
6.3.2 Rescue Boat and Davit The rescue boat is a high speed craft designed for rapid launch and rescue of m) If there is no hydraulic pressure, place the cock valve to CLOSE
anyone whom has fallen overboard or other persons at risk of drowning in the and pump the manual hydraulic lever until 200 bar.
Manufacturer: Hatecke sea. Further use is for the shepherding of lifeboats, liferafts and personnel adrift
Model: RB430APM in the sea when abandoning the ship. n) With the area clear below, and the crew secure in the boat, lift
the brake lever and the boat will now descend under gravity to
Dimensions : 4.31m x 1.80m x 0.5m (l x b x h)
To meet the needs of a quick launch, the davit unit has a reservoir of hydraulic the water. Releasing the brake lever will place the winch brake
No. of persons: 6 pressure to enable the davit to be swung out independent of any external power on and stop the descent.
Weight: Light load (including loose equipment) 550kg source. The ascent is under gravity and controlled by a centrifugal brake.
Load weight: 970kg o) When the rescue boat is near water level start the engine.
Davit SWL: 1,100kg The slewing out and brake release can be conducted from the rescue boat by Ensure that the engine emergency stop lanyard is secured to the
remote wires attached to the operating unit. coxswain of the boat.
Engine manufacturer: Yamaha
Model: 50H p) When the boat is water-borne operate the hook release
Engine type: 2 stroke L3, 90 octane petrol engine and lube oil in Rescue Boat Launching Procedure
mechanism, release the painter and move ahead on the engine
separate tank and clear the vessel.
a) Remove the protection covers from the boat and davit control
Horsepower: 29.3kW at 5,000 rev/min
unit and remove the boat lashings.
Speed: 6 knots in calm water, endurance of at least 4 hours CAUTION
b) Rig and secure the rescue boat painter to a suitable strongpoint Do not run the engine for more than one minute when out of the water.
The vessel is fitted with a rescue boat located on the port side of A deck. on the main deck.
c) Disconnect the battery charger. Lowering of the Rescue Boat from Inside the Boat
Rescue Boat Equipment List
a) Remove the protection covers from the boat and davit control
• 2 buoyant oars d) Ensure that the turning out area is clear of obstructions.
unit and remove the boat lashings.
• 1 boathook e) Check the boat drain plug is secured.
b) Rig and secure the rescue boat painter to a suitable strongpoint
• 1 buoyant bailer with lanyard
on the main deck.
f) Embark all rescue boat personnel wearing survival suits and self-
• 1 container with distress signal
inflating life jackets.
• 1 compass b) Disconnect the battery charger.
• 1 sea anchor with hawser and tripping line g) Ensure the safety release hook is secure.
c) Ensure that the turning out area is clear of obstructions.
• 1 x 15m painter h) At the rescue boat davit control panel ensure there is power to
d) Check the boat drain plug is secured.
• 2 thermal protective aids the unit (always on).
• 1 knife e) Embark all rescue boat personnel wearing survival suits and self-
i) Tighten the hoist wire by operating the BOAT WINCH
• 1 signal lamp with 1 spare set battery and 1 spare bulb inflating life jackets.
HOISTING pushbutton on the front of the control box to take
• 1 first aid outfit in waterproof case the weight of the boat and just lift it off the cradle, or use the
f) Ensure the safety release hook is secure.
hand crank if no power.
• 2 buoyant rescue quoits attached to 30m of buoyant line
g) At the rescue boat davit control panel ensure there is power to
• 1 radar reflector j) Ensure the weight is on the davit wire, then remove the two
the unit (always on).
safety cams and release the hooks on the rescue boat cradle.
• 1 x 50m towline
h) Tighten the hoist wire by operating the BOAT WINCH
• 1 fire extinguisher: 2kg k) Move the cock valve lever to the OPEN position (counter-
HOISTING pushbutton on the front of the control box to take
• 1 boarding ladder clockwise from the upright position).
the weight of the boat and just lift it off the cradle, or use the
• 1 searchlight hand crank if no power.
l) Operate the TURN LEFT lever on top of the davit hydraulic
• 1 repair kit tank to slew the jib out over the ship’s side. If the lever is moved
i) Ensure the weight is on the davit wire, then remove the two
back, the slewing of the jib will stop.
• 1 whistle safety cams and release the hooks on the rescue boat cradle.
j) Move the cock valve lever to the OPEN position (counter- i) Operate the jib TURN RIGHT lever and the rescue boat and
clockwise from the upright position). davit will now slew inboard.
k) Pull the yellow remote wire device down to to slew the jib j) When the boat is fully inboard and above its cradle release the
out over the ship’s side. Releasing the wire, the slewing of the TURN RIGHT lever.
jib will stop. If no hydraulic pressure place the cock valve to
CLOSE and pump the manual hydraulic lever until 200 bar. k) Carefully lift the brake lever to slowly lower the boat back onto
its cradle.
l) With the area clear below, and the crew secure in the boat, pull
down on red remote wire device to lift the brake lever and the l) Disembark the boat crew then stow the boat in the chocks and
boat will now descend under gravity to the water. Releasing the secure as required.
wire will place the winch brake on and stop the descent.
CAUTION
m) When the rescue boat is near water level start the engine. During boat recovery, the final WINCHING should as far as design
Ensure that the engine emergency stop lanyard is secured to the permits always be carried out by hand, this will avoid the risk of
coxswain of the boat. excessive strain on the wire runners. Operation of the limit switches is
to be verified.
n) When the boat is water-borne operate the hook release
mechanism, release the painter and move ahead on the engine
and clear the vessel.
Rescue Boat Recovery Procedure
Recovery should be conducted with a maximum of 6 persons in the boat.
a) Manoeuvre the boat below the falls.
b) Secure the rescue boat to the painter line.
c) Ensure that sufficient slack falls wire remains on the hook, if

necessary release the brake to lower the fall wire.
d) Reconnect the release hook to the boat and lock it in position.
e) Press the BOAT WINCH HOISTING pushbutton on the front

of the control box.
f) When the boat is clear of the water, stop heaving and double-
check that the hook mechanism is correctly secured, then stop
the engine.
g) Resume heaving, returning the boat back to embarkation level,

and ensure that the remote control wire is properly spooled at
the same time.
h) When the boat reaches the full hoisting position (see caution)
release the winch BOAT WINCH HOISTING pushbutton.
6.3.3 LIFERAFTS The liferafts are constructed with twin buoyancy chambers, one above the other. Liferaft Embarkation
The top and bottom sections may have their inflation topped-up by bellows if
necessary. The liferafts are provided with boarding steps and ladders, internal Boarding of a liferaft can be carried out in the following manner:
Manufacturer: Viking
No. of sets: 4 x 20 persons - Throw over type, 20DK+ and external gripping lines, capsize stabilisers and an automatic battery for • Using the embarkation ladders rigged over the ship’s side.
both internal and external lighting. Accessories supplied in each of the liferafts
1 x 6 persons - Throw over type, 6DK+ • When abandoning the ship try to board the liferaft without
are of the ‘type A’ pack.
Painter length: 36 metres getting wet. It may however be necessary to jump into the water
before boarding the liferaft.
Maximum height: 25 metres stowage height above waterline
Release of the Liferafts • Never jump head first into the water.
Hydrostatic units: Hammar HRU for each 20 person liferafts
Type: H20R Hammar H20 hydrostatic release units (HRUs) are fitted to each of the 20 • Jump legs first.
person liferafts and these will activate automatically when submerged under • Hold on tight to your life jacket.
water to a depth of between 1.5 and 4 metres. After activation of the HRU the
Liferaft Equipment • Jump into the water as close as possible to the liferaft.
liferaft will still be secured to the vessel by a weak link, then after inflation of
• Rescue line the liferaft, sufficient drag will be applied to break the weak link and allow the
liferaft to float free. The Hammar HRUs comply with IMO resolution A521 Illustration 6.3.3a Hydrostatic Release
• First aid kit and the 1983 amendments to SOLAS 1974. They do not require any in-service
• Knife and bailer maintenance but they must be renewed every two years.
Liferaft Lashing
• Drinking vessel Manual release of the 20 person liferaft can be achieved by firstly removing
• Sponges the two locking posts from in front of the outboard liferaft. Check that the end
of the uppermost painter (red line) is still attached to the uppermost HRU (at
• Heliograph
the red clip). To release the securing straps and lower the securing bar, pull on
• Sea anchors the tag (red) attached to the uppermost Senhouse slip. The outboard liferaft
Release Lanyard
• Parachute flares should then roll overboard, the painter is pulled out until the CO2 cylinder is
activated and the liferaft inflates. The securing strap can be cut if difficulty Senhouse Slip
• Hand flares is experienced slipping the Senhouse slip, and it may be required to push the
• Smoke flares liferaft to clear the stowed position. Releasing the inboard liferaft can follow
the same procedure, which is attached to the the lower HRU.
• Paddles Hydostatic
Release Unit
• Repair kit The forward liferaft will require manually lifting to the ship’s side after VA L I D I T A
releasing the lashings and then throwing overboard, but ensure the liferaft 2008
08
2009 2010
• Fishing kit painter (red) remains secured to its strongpoint.

09 10
• Pump
• Food (10kg) and water rations (30.5 litres)
After Deployment Operation
Painter
• Safety tin openers After launching and boarding the liferaft, the painter connected to the vessel Weak Link
• Anti-seasickness tablets must be cut with the knife provided. It is advisable to cut the painter as close
to the ship as is safe and practical as this will furnish the liferaft with a tow
• Torch (including spare batteries and bulb) line. Paddle away from the danger zone using the paddles placed in a bag close
• Immediate action leaflet to the entrance of the liferaft. Alternatively, one of the lifeboats or rescue boat
could be used to tow the liferaft clear if available. When the liferaft is full of
• Rescue signal table survivors, others can hold onto the lifeline around the outside. The liferaft is
• Seasickness bags capable of supporting double the number of persons it is certified to carry.
When clear of the danger zone deploy the sea anchor. The sea anchor stabilises Cradle
• Thermal protective aids
the liferaft and helps to minimise drift. Inflate the floor of the liferaft in cold
conditions as this provides excellent thermal insulation.
There are five liferafts fitted to the vessel. Two 20 person liferafts on the port
and two 20 person liferafts on the starboard side of the accommodation block
After a long stay in the liferaft it may be necessary to top-up the two buoyancy
on A deck. One 6 person liferaft is located on the port side focsle deck just aft
tubes. Connect the bellows’ plastic tube to the topping-up valves and inflate
of winch M2. All of these liferafts are of the throw overboard type.
accordingly.
Illustration 6.3.4a Righting a Capsized Liferaft
Direction Direction Direction

Of Of Of
Wind Wind Wind
Right Here
Right Here
Swim to the capsized liferaft. Swim to the side of the liferaft where the CO2 cylinder is attached
Manoeuvre the liferaft so that the opposite side is facing the wind.
(the place is marked 'Right Here').
Direction Direction
Of Of
Wind Wind
Stand with feet on the cylinder, hold onto the righting strap Throw the body backwards while holding onto the righting Embark the liferaft and bail out the water.
(placed across the bottom of the raft). straps and keeping the feet on the cylinder. Adopt survival techniques as outlined in the text.
6.3.4 LIFEBOAT SURVIVAL GUIDE Additional duties, which should be allocated on the lifeboat muster list: • The leader should nominate different people to the following
positions; first aid, signalman, hull repairs, engine repairs,
• SARTS to the lifeboats
In the unfortunate event that the vessel has to be abandoned, it is necessary recorder of voyage log, navigator, helmsman and lookouts.
to make some very important decisions and carry out certain actions quickly. • GMDSS portable radio to lifeboat
• Give an anti-seasickness tablet to all personnel.
These are summarised as follows: • EPIRB to lifeboat
• Blankets and provisions With the improvements brought about by the GMDSS system in maritime
Procedure Prior to Abandonment search and rescue, staying close to the position of abandonment is the most
likely decision that will be made. Prior to taking to the lifeboat a Distress Alert
a) Put on extra clothing. Procedure to Right a Capsized Liferaft: would be sent out, this can be done at the touch of a single button. In addition,
there are the EPIRB and SARTS which should be taken to the lifeboats when
b) Put on a life jacket. a) The side of the liferaft, where the carbon dioxide (CO2) cylinder abandoning ship.
is attached, lies deepest in the water. Stand with both feet on the
c) Take extra clothing or blankets, if possible. cylinder, hold onto the righting straps (placed across the bottom The EPIRB, when activated, allows the MRCC to locate the position of
of the liferaft), manoeuvre the liferaft so that the opposite side survivors and guide vessels and aircraft to your rescue. Should the EPIRB
d) Drink water if possible. is facing into the wind, throw the body backwards while holding not be in the survival craft when the vessel sinks, the hydrostatic release
onto the righting strap and keep the feet on the cylinder. unit (HRU) will automatically release the EPIRB which will then start its
e) Take water in sealed containers. transmissions. Where possible it is therefore beneficial for all the survival craft
b) When the wind is very strong, the lifeline should be tied around to stay together by tying the craft together. The SARTS should be positioned
In addition to the statutory lifeboat equipment, eg, emergency radio, water, the waist to prevent the liferaft being blown away. on the extension pole, switched on and mounted as high as possible.
rations, first-aid kit etc, the following extra items would be useful:
c) A non-swimmer should keep hold of the righting straps and To minimise drift, rig the sea anchor, issue anti-seasickness tablets and ensure
• Extra life jackets allow the liferaft to fall back on him, the rubber liferaft will that any persons in the water are accommodated in the lifeboat or liferaft as
• Extra survival bags not injure him. He can then work his way back to the liferaft soon as possible.
entrance under water, holding onto the strap of the lifeline.
• Small plastic bags Listen for whistles and look for survivors, signalling lights and lights of other
• Extra medical supplies rafts, ships or aircraft. The lookouts should be properly briefed in their duties
Aboard the Survival Craft regarding the collection of useful debris, how to keep a lookout, sector searches
• Extra electric torches and batteries
First Actions: and the use of pyrotechnics, including when to use them.
• Paper and pencil
• Portable radio receivers, books, playing cards etc • Elect a leader. This will normally be the most senior officer or
the person appointed on the muster list.
Proceed Towards the Nearest Land
• Navigational instruments, books, chart and chronometer
• Take a muster of persons on board. In some circumstances this will be the most obvious choice. Factors to take
• Search the area for other survivors or survival craft. into consideration are:
Abandoning Vessel Procedure
• Liaise with any other survival craft to ensure that all persons are • Was a distress alert sent?
a) All personnel should, if possible, board the lifeboat or liferaft accounted for. • If there is no EPIRB in the boats, search the area of the sinking
without getting wet. • Assess the situation. Is rescue likely and how long will it take? to see if it has surfaced.
• Assess the need to stay close to the position of the sinking vessel • How far is it to the nearest land? Is the nearest land within the
b) If, for some reason, this is not possible and a jump into the water fuel range of your craft?
has to be made, remember: or proceed towards the nearest land?
• Never dive in • Put the food and water under the control of one person who will Indications of the proximity of land are changes in the wind direction around
be responsible for distributing the rations. sunset and sunrise. The land and sea breeze effect can be quite distinct in some
• Make sure it is clear to jump
• Collect in all additional food, clothing and sharp objects or areas. A good indication of land is a single cumulus cloud or occasionally
• Hold your nose weapons that may have been brought into the survival craft. several appearing to be stationary close to the horizon whilst others are
• Hold down the life jacket moving. There are many other indications such as a green and blue reflection
• The leader must confirm to all that no food or water will be on the underside of the clouds in low latitudes, the direction that birds fly either
• Put your feet together issued for the first 24 hours. early in the morning or in the evening, also the change in colour of the sea from
• Look ahead when jumping green or blue to a lighter colour.
Do not approach land at night unless you know exactly where you are and that If a portable radio is available tune it in and listen to the various programmes. Frostbite
the landing area or harbour entrance can be safely entered. During the hours of Playing card games is useful, as considerable concentration is required.
This usually occurs in extremities, ie, fingers, toes, ears. Wear protective
darkness lookouts should keep a good watch for the sound of surf and report to
clothing if possible. Reduce lookout periods in very cold weather, watch each
the watch leader any visual or audible occurrences.
Maintaining the Health of all On Board, Both Mental and other’s conditions. Wriggle nose and cheeks and exercise hands and feet to
Physical keep circulation going.
Settling Down to a Period Before Rescue
Routines can be counter-productive and where possible restrict movement to Do not massage affected area once signs of frostbite have appeared. Warm the
Having made an assessment of how long it will be before rescue is likely it is a minimum as all movement consumes body fluid. Body fluid is probably the area by holding a hand against it.
now necessary to decide how the available food and water will be divided and most significant single factor to controlling whether or not you survive.
issued. The following are a few guidelines. Urine Retention
The initial withholding of food and water for 24 hours puts the body into a
The minimum daily water ration should be around 450 to 500ml given in three This can be dangerous, so overcome ‘mental blockage’ early before urine
slightly dehydrated state which is the ideal situation for a prolonged period in
separate issues at sunrise, noon and sunset. This quantity will be sufficient to production is reduced by rationing. Ensure that everyone urinates within the
a survival craft. During this period all persons should be encouraged to urinate,
avoid severe dehydration. The daily food ration should consist of 800 to 850kJ first 24 hours. If retention occurs, dangling hands in the water may help out,
as this will assist in reducing urinary retention problems later.
of the emergency rations given in three equal amounts, this equates to around but whilst this is being done keep a wary eye for sharks. After a period in a
500gms. To make the decision as to how much should be issued, take the total survival craft, urine will appear dark and smoky. This is normal and no action
Do not consume food high in protein as this causes defecating which in turn
available, separate one third as emergency stock and should rescue not be is necessary.
causes body fluids to be used which will be irreplaceable. If possible keep a
forthcoming when expected, then apportion the remainder on the above basis good flow of fresh air through the boat as this will help to reduce sea sickness.
as a minimum. Ensure that all take the anti-seasickness tablets for the first two days, as after Sunburn
this most seaman will be acclimatised to the motion of the craft. Avoid excessive exposure to the sun by keeping under cover. Keep head, neck
In a lifeboat there should be 3 litres of water and 10,000kJ of food for each
and other exposed areas covered.
person that the boat is certified to carry. It should be noted that the emergency Towards the evening try to hang out any damp clothing and make sure it is dry
rations consist mainly of carbohydrates, some fat and minimal protein. These for the evening chill in the tropics. This avoids the loss of body fluid as body
rations do not require the consumption of water or body fluid for them to be heat dries the clothing and reduces the internal body temperature. Salt Water Boils
digested, which is of great importance. These are due to the skin becoming sodden with sea water. Do not squeeze or
As thirst grows the temptation increases to drink sea water. This must be prick boils. Keep them clean and cover with a dry dressing. Keep the area as
Food and water should be issued in such a way that all can see that it is fair. prevented as ultimately death will certainly ensue. dry as possible to avoid chafing.
Everyone will become thirsty and as time passes, human nature will make
the ration distribution a very difficult and harrowing experience and also the All parts of the body should be shaded from the sun and the elements. This will
highlight of the day. reduce the loss of body fluid and/or the risk of sunburn or frostbite. Dry Mouth and Cracked Lips
Swill water around the mouth prior to swallowing. Suck a button. Smear lips
If a desalination plant is available this should be put into operation immediately If the water ration is at least one litre per person daily then fishing can be a with cream or soft petroleum jelly.
and its output used in preference to the stored water. worthwhile exercise. Remember that fish are high in protein which brings its
own problems as previously mentioned.
Swollen Legs
Passing the Time
The blood of sea birds is quite nutritious. To catch these, try putting some of This is common and due to long periods spent in a sitting position. It will
the fish guts on a piece of wood with a hook in the middle and allow it to float subside without treatment after rescue.
The leader has to face and resolve the following problems:
a little way from the craft.
Maintain morale. This is best approached by giving duties to each person Hypothermia
Do not encourage swimming as a form of exercise as this will use up energy
which are meaningful and ensuring that they are carried out. There is a risk of hypothermia in water below about 25°C. Extra clothing will
and put the individuals at risk from sharks.
delay the onset of hypothermia even if immersed, and of course will provide
Duties such as lookout, helmsman and bailing should be rotated at intervals extra warmth for the survivor in the lifeboat even if immersion takes place.
of not more than one hour, as this will prevent boredom and lack of vigilance Injuries, Ailments and Treatment Totally enclosed or partially enclosed lifeboats provide far better protection
from setting in. from the elements than the older open type, but extra clothing is still essential
Injuries
for warmth in nearly all climates. If a survivor has been immersed in water and
Continually show confidence that rescue will take place. Do not allow A first aid kit is supplied with every lifeboat and liferaft and a leaflet describing has hypothermia, strip off wet outer clothing and replace with any available
individuals to lapse into melancholy. Try to make everyone think of factors simple first aid is enclosed with each kit. dry garments. Warm the patient with extra layers of clothing and use life
other than the situation that they are in by introducing games of various forms. jackets as extra insulation. Use a thermal protective aid (plastic survival bag)
if available.
6.3.5 FIRE FIGHTING EQUIPMENT PLANS

Illustration 6.3.5a Fire Fighting and Lifesaving Equipment Symbols
M
A-Class fire door, magnetic lock Fire alarm air typhoon Hand-held flares
Emergency fire pump International shore connection
Fire Fighting Equipment
CO2
A Ventilation remote control shut-off Remote control for fuel oil valves Alarm bell
(Accommodation and service spaces) Fuel pump remote shut-off P Fire extinguisher (12kg dry powder) Lifebuoy with lifeline
12
CO2 Fixed fire extinguisher installation

M Ventilation remote control shut-off Hospital alarm bell
CO2 Fire extinguisher (5kg CO2) (CO2 Battery) H
(Machinery spaces) Lubricating oil pump remote shut-off Lifebuoy
5
C Ventilation remote control shut-off IG Inert Gas installation Hospital pushbutton

P H Embarkation ladder
(Cargo spaces) Gate valve Fire extinguisher (50kg dry powder)
50
A Fire damper for accommodation and Spare charges Cold chamber pushbutton
F F C
Foam section valve Wheeled fire extinguisher (135 litre foam) Line throwing device (230m line)
service spaces 135
M Cold chamber alarm bell Search and rescue transponder

Fire damper for machinery spaces F Portable foam applicator unit
F Foam release station (SART)
Fire Detection Equipment
Signal light column (General,
C Two-way VHF radiotelephone
Fire damper for cargo spaces CO2 Fire, CO2 release, Machinery,
Butterfly valve Wheeled fire extinguisher (9kg CO2) Fire alarm central panel apparatus
9 Telegraph alarms)
80°
Closing device for ventilation inlet or outlet L Space protected by local application Heat detector for galley
A Non-return valve Repeater panel EPIRB
(Accommodation and service spaces) water-based system
Closing device for ventilation inlet or outlet W Space protected by local application Emergency generator
Isolating valve Pushbutton for general alarm Rocket parachute flares
M (Machinery spaces) water-based system
W Emergency generator
Closing device for ventilation inlet or outlet W Space protected by water spray Manually operated call point switchboard Muster station
C (Cargo spaces) Fire hydrant system
FIRE CO2 Manually operated call point Fire locker

Fire control and safety plan W Fire main section valve (Water) Space protected by fire extinguishing Primary escape route
PLAN system (CO2) (Damp proof)
DP
F 20 Manually operated call point

Portable air compressor for breathing devices Fixed fire extinguisher installation Ventilator with ventilator number Secondary escape route
(Foam) (Intrinsically Safe)
EX Lifesaving Equipment
LOCAL
Control station Remote control fast closing for Ventilator start/stop station Space monitored by smoke detector Lifeboat (32 persons) totally enclosed Stretcher
lubricating oil valves
Foam pump Space monitored by smoke detector Emergency escape breathing

F Foam monitor Fire Blanket Rescue boat (6 persons)
(Damp proof) device
DP
Remote control for fire ballast and OYO fire axe 286 with insulated Space monitored by smoke detector Muster list and emergency
Fan list with No. 20 Inflatable liferaft (20 persons) ML
fire general service pumps shaft 20 (Intrinsically Safe) instruction
EX
Fire pump F Foam nozzle A-Class fire door Space monitored by flame detector 6 Inflatable liferaft (6 persons) Immersion suit
Remote control for emergency fire pump A-Class fire door, self-closing Space monitored by heat detector Lifebuoy with self-igniting light and
Hose box with spray/jet fire nozzle Life jacket with a light / whistle
activating smoke signal
Illustration 6.3.5b Fire Fighting Equipment - Navigation and Compass Deck
Key
Navigation Deck
Hose box with spray/jet fire nozzle
P Fire extinguisher (12kg dry powder)

12
CO2 Fire extinguisher (5kg CO2)
5
Compass Deck
Dn Portable air compressor for lifeboat air bottles
P
W
12 Fire hydrant
A Remote control for fire ballast general

LOCAL 20 A service pumps
W
Toilet
Remote control for emergency fire pump
CO2 A
A
Up Converter 5
Room LOCAL
Ventilator start/stop station
A A
20
A Ventilator with ventilator No.
Funnel
Dn Up Closing device for ventilation inlet or outlet
A
Wheelhouse A (Accommodation and service spaces)
A Fire damper for accommodation and
A service spaces
A Ventilation remote control shut-off

CO2
5 C (Accommodation and service spaces)
Radio
Equipment M Ventilation remote control shut-off
M
Area (Machinery spaces)
A C Ventilation remote control shut-off
(Cargo spaces)
W
A
A-Class fire door
Dn
A-Class fire door, self-closing
Control station
Pushbutton for general alarm
Illustration 6.3.5c Fire Fighting Equipment - C Deck
W 1 Engineer’s 1 Engineer’s C/Engineer’s

C/Engineer’s
Day Room
Dn
P
12
Dress
Room Key
C/Engineer’s
17 2 Officer’s Office Hose box with spray/jet fire nozzle
Room Cable
M
Space P Fire extinguisher (12kg dry powder)
12
Locker OYO fire axe 286 with insulated
shaft
V.P 1 Officer’s A-Class fire door

Pilot Room
Space
M Funnel A-Class fire door, self-closing
M M
Dn Up M
A-Class fire door, magnetic lock
W
W Fire hydrant
M
Closing device for ventilation inlet or outlet
P M (Machinery spaces)
Clean 12 Conference
Locker 20
Room
Ventilator with ventilator No.
M M P
12 Wardrobe
Captain’s
M Toilet
Office
Officer’s Smoking
Saloon
Up
Captain’s
Day Room
C/Officer’s C/Officer’s Captain’s
W Dn Day Room Bedroom Bedroom
Illustration 6.3.5d Fire Fighting Equipment - B Deck
Dn
M W
Chief Steward Officer’s
9
Up Bedroom Spare 1
Chief Steward
Day Room
Key
Dn Crew’s
P Day Room Hose box with spray/jet fire nozzle
12
M M M M P Fire extinguisher (12kg dry powder)

12
CO2
Fan Room Fan Room Crew I Crew D Space protected by fire extinguishing
10 11 system (CO2)
Cable
A Space
OYO fire axe 286 with insulated
15 shaft
Locker
Crew J Crew E A-Class fire door
V.P
CO2 M
Space A-Class fire door, magnetic lock
M M
Engine Casing A W
P Fire hydrant
12 Dn Up
16 Crew K Crew F
Fan list with No.
20
W Closing device for ventilation inlet or outlet

A (Accommodation and service spaces)
Crew L Crew G M (Machinery spaces)
P
12
Ventilation
M Fan Room
Dress
Crew M Room Crew H
M 13 12
W
Dn
Dn
Swimming Pool Up Crew N Officer’s 3 Engineer’s 2 Engineer’s

W Spare 2 Room Room
Dn
Illustration 6.3.5e Fire Fighting Equipment - A Deck
Lifeboat
Rescue Boat Key
F
Hose box with spray/jet fire nozzle Remote control for emergency fire pump
P Fire extinguisher (12kg dry powder) A Ventilation remote control shut-off

W
12
dn
Dn (Accommodation and service spaces)
A
M CO2
W F Wheeled fire extinguisher (9kg CO2) M Ventilation remote control shut-off
P
9 (Machinery spaces)
12 Air
Emergency Lock CO2
Space protected by fire extinguishing C Ventilation remote control shut-off
Generator system (CO2) (Cargo spaces)
Dn Room M
Duty Mess
M
A Fire damper for accommodation and
W OYO fire axe 286 with insulated
Up service spaces
P shaft
Dining Salon A
12
M
Cofferdam A F Fire damper for machinery spaces
Foam nozzle
Galley Closing device for ventilation inlet or outlet

Crew A A-Class fire door A (Accommodation and service spaces)
Cable
A Closing device for ventilation inlet or outlet
Space A-Class fire door, self-closing M (Machinery spaces)
M Closing device for ventilation inlet or outlet

V.P Crew B A-Class fire door, magnetic lock C (Cargo spaces)
A C
Space
CO2 P
12 Fire locker Fuel pump emergency stop
9
LOCAL LOCAL
M
Engine Casing Dn Up Crew C Control station Lubricating oil pump emergency stop
CO2
A W
Fire hydrant LOCAL
W Ventilator start/stop station
Clean
Dry C Remote control for fire ballast and
Beer Gear
Provisional fire general service pumps
Room Remote control fast closing for
Store
Ship’s W lubricating oil valves
Store Space protected by water spray
P Dn Control
12 Up system
Bonded Dress P Centre Remote control fast closing for
12
Room Room fuel oil valves
Foam gate valve
Dn
M 20 Remote generator emergency stop
W W W W
Up Ventilator with number
Toilet
Galley power emergency stop
Inert Gas Generator Vegetable Meat Foam monitor
F
and and
Dairy Fish Remote release for CO2 system
Swimming Pool F
W IGG emergency stop
Cargo pump emergency stop
Dn Pushbutton for general alarm
Up W
Fire blanket
A
F
C
M
Lifeboat
Illustration 6.3.5f Fire Fighting Equipment - Upper Deck Accommodation
Up
W
FIRE
PLAN
Up A A A A
L L L
CO2 5
5
Paint Store
L L L A
2 Infirmary Key
A A Ventilation remote control shut-off
A
CO2 Room Hose box with spray/jet fire nozzle
(Accommodation and service spaces)
CO2
Deck Store Fire Locker P
P
A 4 12 Fire extinguisher (12kg dry powder) Closing device for ventilation inlet or outlet
A 12 A (Accommodation and service spaces)
CO2 Fire extinguisher (5kg CO2) Closing device for ventilation inlet or outlet
Dn
5 M (Machinery spaces)
Store
A LOCAL
P
CO2 Ventilator start/stop station
12
C.T Space protected by fire extinguishing
system (CO2)
20
Laundry OYO fire axe 286 with insulated Ventilator with ventilator No.
Air Conditioning Room shaft
M
F Control station
W Pump Room Fixed fire extinguisher installation
W (Foam)
M
A L
Engine Casing Linen Dry Space protected by local application
A Store Room A-Class fire door water-based system
CO2 P
12 A W Space protected by water spray
W
M A-Class fire door, self-closing
Up system
3 Dn
A
M Portable air compressor for breathing devices
A-Class fire door, magnetic lock
A
Deck Store F
P
WC
12
Fire locker Remote control for CO2 system
M Up Emergency A
Exit Foam Room
W CO2 Fixed fire extinguisher installation
Fire hydrant (CO2 Cylinder Bank)
Locker F
FIRE Spare charges
Dn LOCAL 19 6 Fire control and safety plan
IG Up PLAN
A
Store W W W W LOCAL
Inert Gas installation Fan list with No.
P IG 20
12
A
Inert Gas Room Suez Crew Room Sludge/Bilge pump emergency stop
W W W W International shore connection
Gymnasium
M P M
12 Cargo pump emergency stop
F Foam release station
W A A FIRE
PLAN IGG emergency stop
Foam pump
Up
Illustration 6.3.5g Fire Fighting Equipment - Upper Deck
W W F W F
C
F
Key
Gate valve
F
F F F Foam section valve
W
W F W F
F
Foam hydrant
Fire/foam main cross-connection valve

F Fixed fire extinguisher installation
F
F (Foam)
F Foam monitor
F W
W F W F
F Foam nozzle
W W
W F W F Fire hydrant
F
W
F
Fire main section valve (Water)

C (Cargo spaces)

A (Accommodation and service spaces)
A A
F F M
LOCAL M (Machinery spaces)
F F F
W W W
W 20
A A Ventilator with ventilator No.
LOCAL
M Ventilator start/stop station
Cargo pump emergency stop

W
C
W F W F
F
Illustration 6.3.5h Fire Fighting Equipment - Engine Room 2nd Deck
CO2
No.1 No.3 Heavy Fuel

Oil Bunker
Tank (Port)
No.2 Key
No.2 Heavy No.1 Heavy
CO2 Fuel Oil Fuel Oil
5
Bunker Bunker Hose box with spray/jet fire nozzle
Fresh Water Tank (Port) Tank (Port)
Tank (Port) P Fire extinguisher (12kg dry powder)
Engine Control Room 12
LOCAL LOCAL LOCAL LOCAL
M
LOCAL CO2 Fire extinguisher (5kg CO2)

CO2
5
L
F Wheeled fire extinguisher (135 litre foam)
Toilet Main Console 135
CO2
5
Up
L Dn F Portable foam applicator unit
CO2 Up
CO2
Space protected by fire extinguishing
L P Dn W
12 system (CO2)
CO2
W
CO2 Fire hydrant
CO2
L
LOCAL
CO2 Ventilator start/stop station
dn F
P
12 dn 20
No.1 Cylinder Ventilator with ventilator No.
L Oil Tank
CO2
M Ventilation remote control shut-off
Up CO2 (Machinery spaces)
F
No.2 Cylinder
L Oil Tank
135
P A-Class fire door
12
W CO2
Dn A-Class fire door, self-closing
P L Space protected by local application

12
water-based system
Distilled Tank
CO2 IGG emergency stop
14 CO2 CO2
No.2 Heavy Fuel No.1 Heavy Fuel
Oil Bunker Tank Oil Bunker Tank
Diesel Oil
Fresh Service Tank
Heavy Fuel Oil Heavy Fuel Oil
Water
Service Tank Settling Tank
Tank
(Starboard)
No.3 Heavy Fuel Oil Bunker Tank (Starboard)
Illustration6.3.5i Fire Fighting Equipment - Engine Room 3rd Deck
CO2
Engine Store
Key
P
12
P F P Fire extinguisher (12kg dry powder)

50 12
CO2
dn P P
12 Fire extinguisher (50kg dry powder)
50
Generator Room W
CO2 P
Dn 12
F Portable foam applicator unit
L L L CO2
Dn LOCAL
CO2
No.1
system (CO2)
No.2 W
L L L L L L L L Fire hydrant
CO2 CO2 Remote control fast closing for

Generator Room CO2 CO2 fuel oil valves
L L L
L L A-Class fire door, self-closing
W
No.3
P L
12 Space protected by local application
water-based system
W
Dn Up
Fuel pump emergency stop
x3 x3
P
Lubricating/fuel oil purifier emergency stop
M 12
Separator Room
L
L L L L L L

L M (Machinery spaces)
CO2 CO2
LOCAL
No.1
L No.2
Illustration 6.3.5j Fire Fighting Equipment - Engine Room 4th Deck
No.2 Heavy Fuel

Oil Bunker Tank
(Port)
No.1 Heavy Fuel

Oil Bunker Tank
(Port)
P
12 Key

CO2 CO2
Dn
W P Fire extinguisher (12kg dry powder)
12
P
CO2
12 Dn Space protected by fire extinguishing
CO2
system (CO2)
CO2
W
Fire hydrant
CO2
A-Class fire door, self-closing
No.2 No.1 CO2
Dn
Emergency
Exit P
12 W
Dn
Up
CO2
P
12 No.1 Heavy Fuel
Oil Bunker Tank
Dn (Starboard)
No.2 Heavy Fuel

Oil Bunker Tank
(Starboard)
Illustration 6.3.5k Fire Fighting Equipment - Engine Room Floor and Steering Gear Room
Key
P Fire extinguisher (12kg dry powder)

12
Engine Room Floor W
Fire hydrant
Fire pump
Steering Gear Room A-Class fire door, self-closing
LOCAL
Aft Peak Tank CO2

Clean Bilge
system (CO2)
Holding Tank
Dirty Bilge
Holding Tank
Oily Water Tank Cargo pump emergency stop
CO2 Up
Emergency
Fire Pump CO2
Space P
W 12
below
P Main Engine CO2
CO2 12 P
Steering Gear Room 12
W CO2
Lubricating Oil Sump Tank
Stern Tube
LO Sump Pump Room
Water Mist Unit Tank
P CO2
12 CO2
Air Cooler
Drain Tank LO Drain
CO2
Tank
W Sludge Up
Tank CO2
LOCAL P
12 P
12
Aft Peak Tank
6.3.6 LIFESAVING EQUIPMENT PLANS

Illustration 6.3.6a Lifesaving Equipment and Escape Routes - Wheelhouse and Compass Deck
Navigation Deck
Compass Deck
Dn
Key
Primary escape route

4 12 12
Muster list and emergency
ML
Toilet instruction
2 sets 2 adult
4 child
Life jacket
Up Converter
Room ML
Line throwing device (230m line)
Search and rescue transponder

(SART)
Funnel
Dn Up
Wheelhouse Two-way VHF radiotelephone
apparatus
EPIRB
3 Rocket parachute flares

Radio
Equipment
Area Lifebuoy with self-igniting light and
activating smoke signal
Immersion suit
Hand-held flares
Dn
Illustration 6.3.6b Lifesaving Equipment and Escape Routes - C and B Decks
C Deck B Deck
Dn
1 Engineer’s 1 Engineer’s C/Engineer’s Chief Steward Officer’s

Day Room Bedroom Bedroom Up Bedroom Spare 1
Up
C/Engineer’s Chief Steward
Day Room Day Room
Dn Crew’s
Dn
Day Room
Dn
Dress
Room Ventilation Ventilation
C/Engineer’s
2 Officer’s Office Fan Room Fan Room Crew I Crew D
Room Cable Cable
Space Space
Locker Locker
Crew J Crew E
V.P 1 Officer’s
Pilot V.P
Space Room
Space
Funnel
Engine Casing
Dn Up
Crew K Dn Up Crew F
Clean
Conference
Locker
Room
Crew L Crew G
Wardrobe
Captain’s Ventilation
Toilet
Office Fan Room
Dress
Officer’s Smoke Room
Crew M Crew H
Salon
Dn
Dn
Up
Dn
Captain’s
Day Room
C/Off’s C/Off’s Captain’s
Dn Day Room Bedroom Bedroom

Spare 2 Room Room
Key

Dn
Illustration 6.3.6c Lifesaving Equipment and Escape Routes - A Deck
Lifeboat
20
32 Persons
Rescue Boat
20
16 Sets
dn
Dn
Air
Emergency Lock
Generator
Dn Room Duty Mess
Key
Up
Dining Salon Emergency escape breathing
Cofferdam device
ML
Galley Primary escape route
Crew A
Cable 20 Inflatable liferaft (20 persons)
Space
Crew B Rescue boat (6 persons)

V.P
Space
Muster station
Engine Casing Dn Up Crew C Embarkation ladder
Muster list and emergency

ML instruction
Clean
Dry
Beer Gear
Provisional Immersion suits (16)
Room
Store
Store Ship’s
Dn Up Control Life jacket
Bonded Dress Centre
Room Room
Dn ML Stretcher
Up
Toilet
Inert Gas Generator Vegetable Meat
and and
Swimming Pool Dairy Fish
4 Sets
Dn
Up
16 Sets
20
Lifeboat
20
32 Persons
Illustration 6.3.6d Lifesaving Equipment and Escape Routes - Upper Deck Accommodation
Up
Up
Paint Store
Infirmary
CO2 Room
Dn Key
Store
Stretcher
C.T

Laundry
Secondary escape route
Pump Room

Store Room
Up
Dn
Deck Store
WC
Up
Emergency Foam Store
Exit
Locker
Dn Up
Store
Inert Gas Generator Suez Crew Room

Gymnasium
Up
Illustration 6.3.6e Lifesaving Equipment and Esacape Routes - Upper Deck
Key
Lifebuoy with life line
Lifebuoy with self-igniting light

6
6 sets 6 sets
Lifebuoy
6 Inflatable liferaft
Embarkation ladder
Life jacket with a light / whistle
Immersion suit
Illustration 6.3.6f Lifesaving Equipment and Escape Routes - Engine Room 2nd Deck

Oil Bunker
Tank (Port)
No.2 No.2 Heavy No.1 Heavy
Fuel Oil Fuel Oil
Bunker Bunker
Tank (Port)
Engine Control Room
2 sets 2 sets
Toilet Main Console
Up
Dn
Up Key
Dn
Emergency escape breathing

device
dn
dn
No.1 Cylinder Life jackets
Oil Tank
Immersion suit
Up
No.2 Cylinder
Oil Tank
Dn
Distilled Tank

Diesel Oil
Fresh Service Tank
Water
Tank
(Starboard)
Illustration 6.3.6g Life Saving Equipment and Escape Routes - Engine Room 3rd Deck
Engine Store
dn
No.1
Dn
Key
Dn
No.2 Secondary escape route

device
Generator Room
No.3
Dn Up
Purifier Room
No.1
No.2
Illustration 6.3.6h Lifesaving Equipment and Escape Routes - Engine Room 4th Deck and Floor
No.2 Heavy Fuel

Oil Bunker Tank
(Port)
Engine Room Floor
No.1 Heavy Fuel

Oil Bunker Tank
(Port)
Dn
Dirty Bilge
Holding Tank
Oily Water Tank
Dn
Up
Main Engine
Lubricating Oil Sump Tank

Stern Tube
LO Sump
Tank
No.2 No.1
Air Cooler Dn
Drain Tank LO Drain
Tank Emergency
Up Exit
Dn
Up
No.1 Heavy Fuel

Oil Bunker Tank
Dn (Starboard)
Key
No.2 Heavy Fuel
Oil Bunker Tank
Primary escape route (Starboard)

device
6.3.7 SELF-CONTAINED BREATHING APPARATUS Pre-Use Checklist Check the Actual Cylinder Pressure
• Ensure the demand valve is reset in the closed position, press the Turn the cylinder valve fully ON and check the reading on the pressure
The vessel is supplied with four sets of positive pressure SCBA; two are kept gauge.
lever forward.
in a locker in ship’s control centre (SCC) on A deck and two in the fire locker
on D deck port side. The following is kept beside each set ready for use: • Check the cylinder is full.
CAUTION
• Open the cylinder valve slowly and check the gauge against the
In the SCC: In toxic atmospheres where the contamination has exceeded certain
pressure stated on the cylinder.
levels, reference should be made to BS 4275 for guidance.
Spare air cylinders: 2 (plus one on set)
Safety lamp: 1 Leak Test of Apparatus At very high work rates the pressure in the face mask of positive pressure
Open the cylinder valve slowly then close it again, the gauge reading should breathing apparatus may become negative at peak inhalations.
Fire axe: 1
not fall by more than 10 bar per minute.
Fireman suit: 1
After Use
Rigid helmet: 1
Check the Whistle Setting
Boots: 1 a) Turn off the positive pressure demand valve button.
Gradually reduce the pressure in the system by closing the cylinder valve,
Gloves: 1 briefly open the bypass valve to vent air from the system. Let the pressure
b) Slacken off the head harness and remove the face mask.
Safety lifeline (45m): 1 reading fall slowly, the whistle should blow at 55 bar (± 5 bar) for the 1,200
litre cylinder.
c) Turn off the cylinder valve.
The apparatus, model Dräger PA90Plus series incorporates a 6 litre cylinder
charged to 300 bar which gives 1,200 litres of effective air. The unit consists Donning the Apparatus d) Slacken off the shoulder straps and undo the waistbelt harness.
of a high-pressure air cylinder mounted on a lightweight frame, the padded
With the shoulder straps and waistbelt slackened, put on the apparatus and adjust
synthetic harness developed from the Bergen rucksack principle is fully e) Take off the apparatus. Release any air trapped in the system by
the shoulder straps until the cylinder is held snugly on the back. Fit the waistbelt
adjustable to fit all sizes of wearer. A special lifting harness is fitted to all sets turning the demand valve to the ON then the OFF position.
and adjust as required. Hang the face mask strap around the neck. Secure a
required for marine use, a lifeline can be connected to the harness to give the
lifeline to the D ring. Check the demand valve is in the OFF position, then turn
wearer added security when entering enclosed spaces. f) Remove the cylinder from the apparatus and mark it MT (empty)
on the cylinder air valve slowly. With the thumbs inside the head harness straps,
put the chin into the mask first and then pull the straps over the head. Position for refilling.
The air cylinder pressure is reduced in two stages, the first stage reduces the
the mask so that the chin fits snugly into the chin cup and then gently tighten the
pressure between 5.5 and 11 bar. The air leaves the cylinder and passes through g) Place a fully charged cylinder in the apparatus so that it is ready
head harness, the lower straps first. Do not over-tighten.
a sintered bronze filter located in the cylinder connector manifold, then via a for instant use.
stainless steel reinforced PTFE supply hose to the positive pressure demand
valve (second stage reduction), where it is reduced to a breathable pressure. Check for Positive Pressure h) Fully slacken off the head harness straps.
With the cylinder valve open, inhale deeply to open the demand valve. Gently
The tilt operated demand valve has a spring-loaded neoprene diaphragm to lift the mask seal off the cheek to ensure that air flows out of the mask, proving i) Clean the face mask by removing the demand valve and washing
give long reliable service. The simplicity of the valve eliminates the need for that the air pressure in the mask is positive. Allow the mask to re-seal then hold the mask in soapy water (do not use detergent). After drying,
adjustment. The demand valve switch enables the wearer to apply positive the breath. There should be no leakage from the exhale valve, as denoted by the lightly dust the face mask with French chalk. The interior of the
pressure to the mask by releasing the spring on the diaphragm. This ensures sound of a constant flow of air from the demand valve. visor may be wiped with a demisting agent and a clean lint-free
that the air pressure in the face mask is always above the external atmospheric cloth.
pressure. Any leakage of air from the face mask, due to poor sealing, will be
forced out to the atmosphere. A pressure gauge is attached, via a fire resistant Check for Face Mask Leakage
stainless steel reinforced tube which indicates cylinder pressure, a whistle Close the cylinder valve and continue to breathe normally, until air in the Maintenance
activated by the air pressure in the cylinder warns the user when approximately apparatus is exhausted, then the face mask will be pulled gently onto the face. Monthly
10 minutes of air remains. When the pressure gauge shows zero, hold breath for 10 seconds, any leakage
will either be heard or shown by the mask moving away from the face. If a leak The apparatus should be subjected to the test as stated in the Pre-Use and
The face mask is moulded in black non-dermatitic neoprene with a deep is detected, turn on the cylinder valve, re-adjust the mask and head harness, Positive Pressure checks.
tapered reflex edge seal. When not in use, a neck strap enables the mask to be then re-test.
carried on the chest. A fully adjustable five-point head harness holds the face Annually
mask securely to the face. An integral speech diaphragm is moulded into the In the event of the wearer using spectacles, or having facial hair, it is likely that
front of the face mask which requires no maintenance. The demand valve diaphragm and all seals should be replaced annually, or
the face seal fit will be impaired.
more frequently as a result of the monthly inspection.
Breathing Air Compressor Lifeboat Air Bottle Charging Compressor
Manufacturer: Bauer
Self-Contained Breathing Apparatus Bottle Charging Compressor No. of sets: 1
Manufacturer: Bauer Model: Junior J11
No. of sets: 1 Capacity: 100 litre/minute
Model: Mariner 200E Operating pressure: 200kg/cm2
Capacity: 200 litre/minute
A second smaller compressor is provided for charging the bottles in the
Operating pressure: 300kg/cm2 and 200kg/cm2
lifeboats. The unit is mounted on a skid located in the fire locker on the
navigation deck behind the wheelhouse.
The SCBA air compressor is specially designed for recharging SCBA cylinders
with clean dry high pressure air. The unit is mounted on a skid located in the
air conditioning room on the upper deck.
There are two discharge pressure hoses, the pressure line (with associated
pressure gauge) with the black locking nut is used on cylinders up to 200kg/cm2,
the discharge pressure hose with the red locking nut is for charging cylinders up
to 300kg/cm2.
The unit is supplied from the emergency switchboard 440V feeder panel,
EP5.
Procedure for Operation of the Breathing Air Compressor
a) Check the compressor sump level and top-up if required with

Bauer mineral oil VDL150.
b) Start the compressor with the green pushbutton.
c) Open the purifier/filter condensate drain valves and blow them

through.
d) Open the water separator condensate drain valve and blow them
through.
e) Fill the cylinder cooling tank with water.
6.4 Portable Gas Detection and Safety Equipment
6.4.1 Hydrocarbon and Oxygen Detector
6.4.2 Handpump with Tube Detection
6.4.3 Personal Multigas Analyser
6.4.4 Fire Detection System
Illustrations
6.4a Portable Gas Detection Equipment
6.4.4a Fire Detection System
6.4.4b Fire Detection Equipment - Navigation and C Deck
6.4.4c Fire Detection Equipment - B Deck
6.4.4d Fire Detection Equipment - A Deck
6.4.4e Fire Detection Equipment - Upper Deck Accommodation and Bosun’s Store
6.4.4f Fire Detection Equipment - Engine Room 2nd Deck
6.4.4g Fire Detection Equipment - Engine Room 3rd Deck
6.4.4h Fire Detection Equipment - Engine Room 4th Deck
6.4.4i Fire Detection Equipment - Engine Room Floor and Steering Gear Room
Illustration 6.4.1a Portable Gas Detection Equipment
FLO
BATT. - SPAN + POWER
Reader
ALARM ENTER
ESC PEAK ZERO PUMP 0062/07
Tube Holder
Gastec GV-100 Handpump Analyser Unit and Detector Tubes
G
Gas Exit Port
HC CAL i-C4H10 O2 415
TIP
TIPBREAKER
BREAKER
Riken Hydrocarbon and Oxygen Analyser

Primary Tube
GASTEC
CASTEC
G
RRKKII
2
5
10
Rubber Tube
15
20
%%L E L 25
G
30
NH3 Chemical Formula of
50/100ml
50/100ml ppm the Target Substance
n=1
2
5
Analysing Tube
10
100
100 15
20
Standard Number 25
of Dump Strokes (n) 30
NH3
ppm
n=1
Detector Tube Number 131L
60341
QC Number
Riken GX-2001 Personal H2S, HC and O2 Analyser
6.4 portable gas detection and Safety Sampling Equipment i) Once the gas reading becomes stable press the + and - buttons to
equipment adjust the gas reading to match the concentration of calibration
Hose 30m with connector and floating head for HC%VOl 1 sets
gas and then press the ENTER button.
Hose 30m with connector and floating head for HC%LEL, 1 sets
6.4.1 Hydrocarbon and OXYGEN Detector O2 j) Calibration for % volume is now complete and the LCD display
Hose 10m with connector 2 sets now shows APPLY GAS O2.
Manufacturer: Riken
Sampling kit for GX-2001 1 sets
Model: Riken RX-415 k) Press the ESC button to return to the NORMAL OPERATING
Hose 10m for Gastec pump 1 sets
No. of sets: 2 MODE.
The model RX-415 is designed for measurement of hydrocarbon gas/vapours Procedure to Calibrate the Riken-415 Normal Operating Mode
of crude oil etc, in inert gas or air, and can accurately measure the concentration
of hydrocarbon gas/vapours with a wide range of 0% to 100%. The oxygen Prior to use the instrument should be calibrated as follows: Perform the start-up sequence as follows:
levels are measured in a range from 0-25%.
a) Fill the gas sampling bag with the appropriate calibration gas, a) Depress the POWER switch for five seconds, the buzzer sounds
The element to detect the sample gas consists of two types: a non-dispersive then remove the filter tube and gas sampling hose from the and the pump starts. The display shows 100.0 vol% 25%.
infrared element is used for measuring the hydrocarbon gasses, while a galvanic instrument.
cell is used to measure the oxygen content. The battery charge should allow 40 HC version 1) i-C4 H10, 50% LEL (air balance or nitrogen) b) After five seconds the display moves to Battery and displays the
hours on continuous usage between recharging, while the response time of the 2) i-C4 H10, 10% volume (nitrogen balance) voltage in bar graph form.
unit when sampling should be expected within 30 seconds. For O2 3) N2 over 99.5% volume
c) After five seconds the display moves to PREPARATION.
b) Turn on the RX-415 and set the zero reading.
The portable gas detection equipment on board is both comprehensive and d) After five seconds the display moves to PROBE/FILTER OK?
well proven. Each instrument is certificated and comes with manufacturer’s c) Press both PUMP and ZERO buttons simultaneously until the Now press the ENTER key after checking the probe and filter.
operating instructions and recommended spares and test kits. The certificates LCD displays APPLY GAS HC. Press the ESC button to go to
are to be suitably filed and the monthly tests recorded. directly to O2 calibration. e) The display now moves to show SENSOR CHECK.
d) Connect the sampling bag filled with calibration gas (1) to the f) After five seconds the display moves to SENSOR CHECK
Standard Issue Equipment gas inlet and press the ENTER button. Once the gas reading OK.
becomes stable press the + and - buttons to adjust the gas
Instruments reading to match the concentration of calibration gas and then g) After five seconds the display moves to WARMING UP 30
Riken RX-415: 2 sets press the ENTER button. seconds.
Riken GX-2001B: 3 sets
Gastec Pump: 1 sets e) Calibration for % LEL is now complete and the LCD display h) After 30 seconds the display moves to STANDBY OK.
now shows APPLY GAS O2
Calibration Equipment .
Span Gas for HC% LEL 50% LEL n-Buthan 2 bottles i) After five seconds the display moves to 0.0% LEL and 20.9%
f) Connect the sampling bag filled with calibration gas (3) to the Detection has now started.
Span Gas for HC% LEL 8% VOL n-Buthan, 14% CO2 2 bottles gas inlet and press the ENTER button. Once the gas reading
Span Gas for O2, 99.9% N2 2 bottles becomes stable press the + and - buttons to adjust the gas On a monthly basis, each unit should be tested for gas sensitivity with the span
Span MultiMix GX-2001, 50%LEL, 12%O2, 25ppm H2S 1 bottle reading to match the concentration of calibration gas and then gas test sampling bags which are stored in the SCC. The use of the equipment
50ppm CO2 press the ENTER button to complete the O2 calibration and and any maintenance carried out should be logged in the appropriate file in the
Span gas for H2S, 25ppm, N2 balance 1 bottle return to normal operating mode. ship’s computer system.
Calibration adaptor for GX2001 1 sets
g) To calibrate for the % volume range press both PUMP and
Valve for Span Gas bottles 2 sets Note: The reference used in the manufacturer’s instruments refer to LEL
ZERO buttons simultaneously until the LCD displays APPLY
Gas bag 2 litres for HC% LEL 1 sets (lower explosive limit) where the correct industry terminology is LFL (lower
GAS HC.
flammable limit).
Gas bag 2 litres for HC% VOL 1 sets
Gas bag 2 litres for O2 zero 1 sets h) Connect the sampling bag filled with calibration gas (2) to the
Tool kit 1 sets gas inlet and press the ENTER button.
6.4.2 Handpump with tube detection e) Pull the handle out to its (full extent for 100ml sampling or
halfway for 50ml sampling) along the guide line on the pump
Manufacturer: Gastec handle to the lock position.
Model: Gastec GV-100
f) Wait for one minute or the required sampling time then unlock
No. of sets: 1
the handle by turning it quarter of a turn and allow the handle
to slowly retract back to the starting position. The completion
The ship carries one Gastec GV-100 sampling pump for testing the atmosphere of sampling time can be confirmed by the flow indicator on the
in tanks that have been gas freed for tank entry. The pump is used to detect handle retracting.
toxic gases using the Gastec tubes.
g) Remove tube from pump, read and record the tube marking at
Prior to using the pump, it should be leak tested as follows:
the end of the change of colour layer.
a) Check the pump inlet clamping nut is firmly tight.
h) Apply any corrections as necessary to the reading.
b) Check that the pump handle is fully retracted. The guideline on
The use of the equipment and any maintenance carried out should be logged
the handle shaft should not be showing.
in the appropriate file in the ship’s computer system. The tubes used with the
pump have an expiry date.
c) Insert a fresh unbroken detector tube into the rubber inlet of the
pump.
d) Align the red guide line on the pump backplate and the 100ml
mark on the handle.
e) Pull the handle out to its full extent along the guide line on the
pump handle to the lock position and wait one minute.
f) Wait for one minute then unlock the handle by turning it more
than a quarter of a turn and allow it to slowly retract as the
vacuum created pulls the handle back to its starting position.
Should the handle not fully retract then there is leakage.
Procedure to Take Measurements with the Sample Pump
a) Choose the type of detector tube best suited for the gas to be
tested for. Note the number of strokes required and the capacity
of the stroke either 50 or 100ml.
b) Break off both ends of the detector tube in the tip breaker
provided on the pump and cover the outer tube end with a rubber
tip (protection for fingers).
c) Check that the pump handle is fully retracted (the guide line on
handle shaft is not showing). Insert the tube into the pump inlet
with the arrow pointing towards the handle.
d) Align the red guide line on the pump backplate and the 100ml
mark on the handle, or the 50ml mark if required by the tube.
6.4.3 Personal MultiGas Analyser Pre-Use Checks • Mode button pressed three times displays the TWA value
Prior to use a number of basic checks shall be carried out:
Manufacturer: Riken Pressing the Mode button once more returns the unit to measuring mode.
Model: GX-2001 • Visually inspect that the instrument is clean and in good
condition Should an alarm occur, to reset the alarm press the MODE button for about
Type: Hydrogen sulphide (H2)
• Check that the battery pack is fully charged, in good condition one second.
Hydrocarbons (Hc)
and installed correctly
Carbon monoxide (CO)
• Check that the filters are clean and in good condition Procedure to Turn Off the GX-2001
Oxygen (O2)
No. of sets: 3 • Check that the gas ranges are operational and zeroed correctly
a) Press and hold the MODE/POWER button for about five
• The instrument has a valid calibration certificate seconds to turn off the unit.
Introduction Each time the instrument is used the following procedure shall be carried out: b) The buzzer will sound and the LCD backlight will flash.
The ship carries three Riken GX-2001 personal H2S, HC ppm and O2
a) Switch the instrument on in fresh air and check that the battery c) Release the button when the LCD screen is blank, the unit is
percentage detectors which are designed to be clipped to the clothing of the
pack is fully charged (icon in top right corner of display). Press off.
operator. Operation and calibration instructions are printed on the inside of the
the MODE/POWER button until the unit beeps.
stowage container.
b) The display cycles through the following: Basic Operation
Hydrogen sulphide, which is becoming more common in crude oil cargoes, is
classed as an enzyme inhibitor which has the effect of temporarily stopping • All segments The instrument has one basic mode of operation which provides monitoring of
the transport of oxygen between body tissues. The gas, which is heavier than • Date/Time and battery voltage all four gas ranges with the full range of alarms.
air, invisible to the naked eye and highly explosive, will kill immediately in
concentrations over 1,000ppm. • O2, H2S, CO, HC a) To turn the instrument ON, press and hold the MODE/POWER
button until the buzzer beeps, this will initiate the instrument
The gas, which has a smell similar to rotten eggs, will kill the sense of smell c) Press and hold the AIR button until the LCD displays ADJ. warm-up indicated by the unit cycling through the displays
in 3 to 15 minutes when in concentrations above 100ppm, there will also be Release the AIR button and the GX-2001 is ready for operation. ending with individual gases, the alarm lights flash and the
a stinging of the eyes and throat. In concentrations above 200ppm there will If the alarm is on, press MODE to shut off the alarm. vibrator activates.
additionally be losses of the sense of reasoning and balance.
d) Perform a demand ZERO to test the instrument: b) Once the buzzer beeps press the AIR button until the display
Above 500ppm unconsciousness will quickly set in with respiratory paralysis • Place the instrument in a fresh air environment indicates ADJ, the unit is now ready for operation. The current
within 30 to 45 minutes. At 700ppm, breathing will stop unless immediate displayed range can be changed by a single press of the MODE/
artificial resuscitation is administered in a safe area. • Press and hold the AIR button for about three seconds to
POWER button.
allow the GX-2001 to set the ZERO reading for HC, CO,
The instrument comes in a sturdy high impact plastic and metal case which is H2S and to set the span for O2
The display will now show each gas being monitored together with the current
radio frequency resistant. The unit is dust and weather resistant. gas level.
Note: While pressing the AIR button, the LCD displays HOLD, this is a
The control buttons are of the glow in the dark type. In operation the device prompt to maintain holding down the button. The unit has a built-in preset alarm limit for each gas monitored, so that the
can be carried on the operator’s belt using the rugged belt clip on the back of alarm will activate when any gas concentration exceeds the alarm set point
the instrument. level. The alarms are reset by a press of the MODE/POWER button once the
• When the ZERO readings have been set the display shows
ADJ which is the prompt to release the AIR button gas level has fallen below the alarm level or above as in the case of oxygen.
The device has the following incorporated:
• Three button operation Pressing the DISP button allows the operator to cycle through and display the The LEL range has two alarms (HIGH and LOW) which are differentiated by
readings for the four gases. When the required gas is displayed press the Mode the speed of the audible/visual alarm signal. The HIGH alarm is twice as fast
• LCD with backlighting
button, which displays the following options available for the type of gas being as the LOW alarm. The oxygen range has RISING and FALLING alarms. The
• Audible and visual preset alarms analysed: unit will automatically display the highest priority alarm.
• Mode button pressed once displays the PEAK value
• Mode button pressed twice displays the STEL value
Alarm Levels h) Attach the regulator to the cylinder, the fixed flow regulator
automatically starts introducing the calibration sample to the
Gas Alarm 1 Alarm 2 STEL TWA sensors.
O2 19.5% 23.5% None None
decreasing i) Let the gas flow for two minutes, then press the MODE/POWER
HC 10% 50% None None button to perform auto calibration for all sensors.
CO 25ppm 50ppm 200ppm 25ppm
HS2
10ppm 30ppm 15ppm 10ppm Note: If FAIL displays on the LCD and the buzzer sounds while auto
calibration is taking place, it may be necessary to replace one or more
Note: STEL is an acronym for Short Term Exposure Limit, showing the sensors. Press the MODE/POWER button to see what sensors have failed.
average reading for H2S and CO over the previous fifteen minutes.
j) The Model GX-2001 will enter the start-up sequence if none of
TWA is an acronym for Time Weighted Average, it shows the average reading the sensors failed the auto calibration cycle.
over the last eight hours for H2S and CO. If eight hours have not passed since
the last time the readings were cleared, the missing time is assigned a zero k) Remove the regulator from the cylinder, remove the adaptor
value in the readings. plate from the instrument and store the calibration test kit.
The instrument can now either be returned to the measuring mode ready to be
Calibration used or stored.
Calibration is carried out by connecting the Calibration Check Kit to the
calibration check gas cylinder (a specified four or three gas concentration with The use of the equipment and any maintenance carried out should be logged in
balance of nitrogen). the appropriate file in the ship’s computer system.
a) Connect the adaptor plate to the instrument.
b) Attach the calibration tubing to the adaptor plate and the

opposite end to the regulator.
c) Set the zero readings for the target gases as previously

described.
d) Turn off the GX-2001.
e) Press and hold the AIR button, then press and hold the MODE/
POWER button at the same time. Release both buttons when the
buzzer sounds. The LCD screen displays CAL, the battery level,
the date and time.
f) Press either the DISP or AIR button to enter the Auto Calibration
Mode. AUTO is displayed next to the battery icon at the top of
the LCD.
g) Press the MODE/POWER button again. Use of the DISP or

AIR buttons allows the operator to cycle through the preset
calibration settings of the sensors starting with oxygen. To skip
this section press the MODE/POWER button a second time to
proceed.
Illustration 6.4.4a Fire Detection System

Salwico CS3004
POWER ON AC 220V Supply from Main Switchboard
Siren SALWICO CS3004 19960227 DISCONNECTION
FIRE 13:54:20
TEST......
ALARM TRANSFER DC 24V Supply from battery supply
SECTION DETECTOR EXTERNAL ALARM
MENU DELAY OFF.....
SYSTEM FAULT..
F1 F2 F3 F4 ABNORMAL COND.
ALARM MUTE
From Alarm System
ALARMS IN QUEUE 7 8 9 S SECTION EA EXTERNAL FAULT
ALARM
4 5 6 D DETECTOR EC EXTERNAL
CONTROL
M MUTE
EXTERNAL CONTROL
From Public Address and Talk-back System
ALARM RESET SMOKE ALARM
ACTIVATED 1 2 3 SD DETECTOR AD DELAY R RESET
SECTION / DETECTOR
NOT RESET 0 ON OFF TIMER LIST
Output to Alarm Bells and Horns
Key
From Whistle System
Heat Detector
Output to VDR
Battery Room
Connection to
Smoke Detector Loop 1: Accommodation Areas, Engine Room
Battery Room and Galley Local Fire
Bridge Fire Detection Panel JB
Fire Fighting System
Pump and Valve
Manual Fire Alarm
Control
Stairwell Door
Release C Deck
Flame Detector
Zenner Barriers
Galley for Pump Room
Upper Deck, 2nd,
Stairwell Door 3rd and 4th
Release B Deck
1st Poop Deck JB

Salwico MN3000
Stairwell Door
Release A Deck
On line FIRE ALARM List
Loop 2: Pump Room, Engine Room Store,
More alarms CONSILIUM MARINE List 3rd and 4th Platform, Workshop, Poop and Upper Deck
05:56:46
Local Mute
Stairwell Door
Release Upper Deck
Lamp Test
Fire Detection Repeater Panel in the Ship’s Control Centre

Loop 3: Engine Room, Steering Gear Compartment
and Focsle
Salwico MN3000
On line FIRE ALARM
More alarms CONSILIUM MARINE
05:56:46
Local Mute Loop 4: Officer and Crew Cabins
Lamp Test
Fire Detection Repeater Panel in the Engine Control Room
6.4.4 FIRE DETECTION SYSTEM Keys Operation Keys Operation
ALARM MUTE: This key is used to acknowledge the fire alarm and RESET: Fault handling key used to reset the faults.
Manufacturer: Consilium Marine
mute the buzzers.
Type: Salwico Fire Detection System
ON, OFF, TIMER: Operation keys used to choose the operation to
Model: CS3004
ALARM RESET: This key is used to reset the fire alarm. perform.
Introduction ALARMS IN QUEUE: LEDs indicate multiple alarms which can be LIST: List handling keys, the LIST key is used to open
scrolled through using this key. Each alarm is listed the list function. The arrow keys are used to scroll
The CS3004 Fire Detection system is a computerised, fully addressable in the alphanumeric display. through the lists.
analogue fire alarm system with analogue detectors. The operating panel,
control unit and power supply are contained in a central cabinet on the bridge. Indicators Description POWER ON: Illuminated when the power is on.
There are four loops connected to the system with a 3.2Ah battery system
EXT. CONTROL LED indicating that an external control output is
back-up in the event of a power failure.
ACTIVATED: active. DISCONNECTION: General disconnection of detectors indicator.
A full listing of the loops, the address number and associated detector type are
available on the bridge, in the SCC and ECR. SECTION/ LED indicating that an alarm reset has been TEST: Is illuminated when the central unit is in test
DETECTOR NOT attempted but failed. (Detector still in alarm). mode.
The Salwico CS3004 comprises a wide range of detectors and sensors to RESET:
suit different needs and conditions. It includes detectors for different alarm
ALARM TRANSFER: Is illuminated when the dedicated fire output is
parameters, for example, smoke, heat and flame. Manual call points, short- Operating Panel activated (steady light) and is flashing when the
circuit isolators and a timer are connected to the loop where required. A fault
The operating panel is used for controlling the system and to display extra door is open, the fire output is deactivated.
in the system or a false alarm is detected immediately since the function of
the detectors and other installed loop units are automatically and continuously information in case of a fire alarm. The alphanumeric display is used as a
tested. Additionally, this fire detection unit is used to monitor the engine spaces complement to the numeric display on the fire alarm panel, as a communication EXTERNAL ALARM: Is illuminated when an external alarm output is
which are covered by the water mist system. When at least two detector heads medium when operating the system and to display guiding texts for the function disconnected or faulty.
become active, one flame and one smoke, the monitoring unit will send a keys. Under normal conditions, when the central unit is in normal status, the
command signal for the water mist system to start. A full description of the text ‘Salwico CS3004’ is displayed together with the time.
DELAY OFF: Is illuminated when the time delay is deactivated.
water mist system and its operation is covered in the Machinery Operating
Manual. Keys Operation
SYSTEM FAULT: Is illuminated when a fault occurs in the system.
F1, F2, F3, F4: Function keys, used for choosing functions from
Two fire alarm repeater alarm units, type MN3000 are also fitted, one is located the menus in the display and for entering certain
in ECR and the other is located in the SCC. characters with no keys of their own. ABNORMAL COND: Is illuminated when an abnormal condition has
occurred.
In the event of alarm condition, a supervised relay in the central control panel
provides a signal which activates the vessel’s central alarm system and a signal 0-9: Numeric keys.
is provided to activate the automatic door closers in the cross alleyways. Fire Detection System Operation
Correction key: The last key stroke is erased. Detection of a Fire Alarm
Central Unit Panel FIRE lamp is flashing: A fire alarm is detected in the system.
Return key: The system returns to normal status, ‘Salwico
The central unit panel is divided into two parts, the fire alarm panel and the CS3004’ is displayed. a) At the main control panel on the bridge, open the cabinet door
operating panel. The fire alarm panel is activated when there is a fire alarm and press ALARM MUTE, to mute and acknowledge the fire
in the system. The operator verifies and supervises the system by using the S, D, SD, EA, EC, Command keys used to choose the unit (section/ alarm.
different keys and the display on the operating panel. AD: detector No. etc) to operate.
b) The FIRE indicator stops blinking and becomes steady red. The
Fire Alarm Panel audible fire alarm, including the internal buzzer is permanently
MUTE: Fault handling key used to acknowledge faults and
silenced when the ALARM MUTE is pressed.
The fire alarm panel is activated when a fire alarm is detected on the system. to mute the buzzers.
The FIRE indicator flashes and the section number and detector address in
alarm are displayed on the numeric display.
c) The section number and detector address in alarm are displayed b) Press ALARM RESET to reset the fire alarm. The system tries Additional text is displayed on line two, if provided The fault codes are listed
on the fire alarm panel and on the alphanumerical display on the to reset the fire alarm. in the manufacturer’s manual. Only one fault can be acknowledged at a time.
operating panel. Press M in the FAULT field to acknowledge the fault and mute the buzzer.
c) When a fire alarm is reset it disappears from the display and
d) The section number and the detector address are displayed on the fire alarm is moved to the fire alarm history list. The next The FAULT indication stops flashing and becomes steady yellow. The internal
the first line and additional information about the location is fire alarm is then displayed, or if there are no more fire alarms buzzer is permanently silenced. The fault is placed in a fault list and the
displayed on the second line, if provided. the system returns to normal status, ‘Salwico CS3004’ is alphanumeric display is changed. The next fault is displayed if there are more
displayed. faults. Otherwise the display is changed and it returns to its previous status.
ALARMS IN QUEUE lamp is flashing: There is more than one fire alarm in The number of faults in the system and the order they occurred is displayed
the system. d) If the fire alarm does not reset, the reason is displayed on line on line three. The fault list can be scrolled through by using the up and down
three. The indicator SECTION/DET NOT RESET is displayed. arrow keys.
a) Press ALARM MUTE repeatedly, to mute and acknowledge all This could be because the detector still detects high levels of
the fire alarms. smoke, fumes and/or ionisation etc. The actual detector may
To Reset Faults
also be faulty and should be investigated.
b) The FIRE and ALARMS IN QUEUE indicators stop flashing
a) Press LIST to open the list function. Faults can only be reset
and become steady red when all the fire alarms are muted. The
Fire Alarms That Do Not Reset from the fault list.
audible fire alarm is permanently silenced when the ALARM
MUTE is pressed. A detector that cannot be reset can be listed in two ways. Press the LIST or
ALARMS IN QUEUE key. b) Press F2 to select the fault list. The latest fault is always
displayed first. The fault list can be scrolled through using the
c) The section number and detector address in alarm are displayed
The ALARMS IN QUEUE key can only list the non-resettable fire alarms if all list key. The LED on the arrow key is lit if there are more faults
on the fire alarm panel and on the alphanumerical display on the
fire alarms are acknowledged and reset (ie, the ALARMS IN QUEUE LEDs to be listed.
operating panel.
are not illuminated) and if all faults are acknowledged. If this is not the case,
the ALARMS IN QUEUE key will only list the fire alarms that are not reset. c) Press the arrow keys until the appropriate fault is displayed.
d) The address of the first fire alarm is displayed on the first line
and additional information about the alarming unit is displayed
a) Press ALARMS IN QUEUE repeatedly to select the appropriate d) Press R in the FAULT field to reset the fault. The system
on the second line, if provided. The address of the latest fire
fire alarm. The fire alarm address is displayed on the fire alarm attempts to reset the fault.
alarm is displayed on the third line and additional information
about this unit is displayed on the fourth line. The total number panel and the operating panel alphanumerical display.
e) The fault is reset if it disappears from the list. The next fault is
of fire alarms is shown to the right on line one.
b) Press ALARM RESET. The system tries to reset the fire alarm. displayed after about 5 seconds. If the fault list is empty, the text
LIST EMPTY is displayed, and the system returns to normal
e) Press the ALARMS IN QUEUE button to display the next fire
If no key is depressed for about 60 seconds the display returns to the first non- status, ‘Salwico CS3004’ is displayed. If the fault is not reset,
alarm.
resettable fire alarm. If the fire alarm is reset it disappears from the display the reason is displayed on line three. Investigation is required.
f) The second fire alarm address is displayed both on the fire and from the fire alarm list. The display then returns to the next fire alarm or
alarm panel and on the alphanumerical display. The fire alarm is if there are no more fire alarms it returns to normal status, ‘Salwico CS3004’ Disconnections
presented on the two first lines on the display. Five seconds after is displayed. If the alarm does not reset, the reason is displayed on line three.
pressing ALARMS IN QUEUE, the first fire alarm is displayed The problem should be investigated. The non-resettable fire alarm is displayed Different parts of the fire alarm system can be disconnected for instance,
again. again. sections, detectors, manual call points, section units, alarm devices, external
control devices and loops. This can be useful when there is welding in a
g) If ALARMS IN QUEUE is pressed when the last fire alarm The LIST key can always be used regardless of system status. Pressing LIST particular section or removal of detectors is required due to structural shipboard
is displayed, the first fire alarm is displayed again and the shows the fire alarms one by one on the first line of the alphanumerical display. work etc. A whole section can be disconnected permanently or for a defined
They can then be reset in the normal way one by one. If the alarm does not time interval using the timer function. The disconnected section can only be
ALARMS IN QUEUE indicator goes out for 5 seconds.
reset, the reason is displayed on line three. The problem should be investigated. reconnected from the ‘Disconnections’ list.
The non-resettable fire alarm is displayed again.
Reset Fire Alarm When operating the system, a mistake can be corrected using the BACK key to
Fault Indication erase one step at a time backwards. To interrupt the disconnection function and
Only one fire alarm can be reset at a time, ie, the displayed fire alarm. return to normal status, press the RETURN key. The system returns to normal
The FAULT indicator is flashing and the internal buzzer is sounding. One or
status and ‘Salwico CS3004’ is indicated.
a) Press the ALARMS IN QUEUE button repeatedly to select the more faults are detected in the system and the latest fault is displayed on the
appropriate fire alarm. alphanumeric display. The first line displays the word FAULT, a fault code
followed by the section number, the detector address, and a fault message.
Disconnection of a Whole Section c) Press OFF to disconnect the selected detector. When the section c) Use the up and down arrow keys to scroll through the list until
is disconnected the text on line three is changed to ORDER the selected detector is displayed. The LED on the arrow keys
a) Select MENU then enter the four digit access code 2222, press DONE. The DISCONNECTION LED is illuminated if this is will light up if there are more disconnections listed.
S to select the section. the first active disconnection in the system.
d) When the detector has been identified, press the ON button,
b) Enter a section number. If only a certain type of detector in the the display will show EXECUTING ORDER. When the
whole section is to be selected for disconnection press one of the
Disconnection of an Individual Detector Head for a Defined reconnection is complete the display will show ORDER DONE.
following after having first selected the section number: Time Period If further reconnections are to be carried out use the arrow keys
to select the required detector, then follow the procedure as
Press ‘D’ for a detector It is possible to disconnect a detector head, a whole section or a series of indicated above.
or detectors in a section that will be reconnected automatically after a set time
Press ‘SD’ for a smoke detector period. The maximum time allowable for this procedure is 24 hours. The e) If no further reconnections are to be made the system will return
or example described is for a single head, for details of the other examples please to normal status after a period of time. If all of the detectors
Press F4 (menu) followed by F3 for a thermal detector consult the manufacturer’s manual which indicates the steps to be followed. have been reconnected the display will indicate LIST EMPTY.
After five seconds the system will return to normal status and
c) Press OFF to disconnect the section. All detectors or type of a) Select MENU then enter the four digit access code 2222, press ‘Salwico CS3004’ will be displayed on screen.
detectors that were selected in that section will immediately be S to select the section.
disconnected. Further in-depth operations are available from the manufacturer’s manual.
b) Enter a section number, eg, 1.
d) When the section is disconnected the text on line three is
changed to ORDER DONE. Press ‘SD’ for a smoke detector followed by the detector address
ID number, eg, 49. This would then indicate section 1 detector
e) The DISCONNECTION LED is illuminated if this is the first 49, which corresponds to ‘UPPER DECK (LAUNDRY)’.
active disconnection in the system.
Selection of detector or a thermal detector follows the same
f) A message is displayed on line three, for about five seconds, pattern as previously described, except use ‘D’ or F4 followed
if the system cannot disconnect the section. The system then by F3 respectively.
returns to the previous menu.
c) Press TIMER followed by the time required in hh:mm using the
g) Continue to define the next disconnection or, if finished, return 24 hour clock.
to normal by pressing RETURN.
d) Press OFF to set the disconnection. The section, detector and
time allowed will be indicated on the first line. When the section
Disconnection of an Individual Detector Head is disconnected the text on line three is changed to ORDER
DONE. The DISCONNECTION LED is illuminated if this is
a) Select MENU then enter the four digit access code 2222, press the first active disconnection in the system.
S to select the section.
b) Enter a section number, eg, 1. Reconnection of a Detector
The monitoring system must be in standby condition in order to select detectors

Press ‘SD’ for a smoke detector followed by the detector address
or sections to be reconnected.
ID number, eg, 40. This would then indicate section 1 detector
40, which corresponds to ‘SD1040 - A- DECK STAIRWAY’.
a) Press either the ON or LIST button. The display will show a
series of lists that can be selected, FIRE ALARM, FAULT,
or, section number, eg, 2,
DISCONN or MORE.
Press F4 (menu) followed by F3 for a thermal detector followed
by the detector address ID number, eg, 3. This would then b) Press F3 for DISCONN. A list will be presented on the display,
indicate section 2 detector 3, which corresponds to ‘FD203 - the last disconnection the was made will be shown first
FORE PEAK STORE’. along with its identification address and the total amount of
disconnections that are in the list.
Illustration 6.4.4b Fire Detecting Equipment - Navigation and C Deck
C Deck
Navigation Deck
1 Engineer’s 1 Engineer’s C/Engineer’s
C/Engineer’s
Day Room
Dn
Dn
Dress
Room
C/Engineer’s
2 Officer’s Office
Room Cable
Toilet Space
EX
Locker
Up Convertor
Room H
V.P 1 Officer’s
Pilot Room
Space
Funnel
Funnel Dn Up
Dn Up
Wheelhouse
Clean
Conference
Locker
Room
Radio
Equipment Wardrobe
Key Area
Captain’s
Toilet
Space monitored by smoke Office
detector
Officer’s Smoke
Salon
Space monitored by smoke
detector (Intrinsically Safe)
EX
Pushbutton for general alarm

Dn
Up
H Hospital alarm bell

Captain’s
Day Room
C/Off’s C/Off’s Captain’s
Alarm bell Day Room Bedroom Bedroom
Dn
Manually operated call point
Fire alarm central panel
Cold chamber alarm bell
Illustration 6.4.4c Fire Detection Equipment - B Deck
Dn
Chief Steward Officer’s

Up Bedroom Spare 1
Chief Steward
Day Room
Dn Crew’s
Day Room
57° 57°
Fan Room Fan Room Crew I Crew D
Cable
Space
Key
Locker
Space monitored by smoke detector
Crew J Crew E
V.P
Space Alarm bell
Engine Casing Manually operated call point

Crew K Dn Up Crew F
Space monitored by heat detector
Crew L Crew G
Ventilation
57° Fan Room 57°
Dress
Crew M Room Crew H
Dn
Dn

Spare 2 Room Room
Dn
Illustration 6.4.4d Fire Detection Equipment - A Deck
Lifeboat
Rescue Boat
dn
Dn
Key
Air
Emergency Repeater panel
Lock
Generator
Dn Room Duty Mess Space monitored by smoke detector
Up
Dining Salon H Pushbutton for general alarm
Cofferdam
80° C Cold chamber pushbutton

Galley DP
Crew A
Cable Cold chamber alarm bell
Space
Fire, CO2 release, Machinery,
80° V.P Crew B
Telegraph alarms)
Space
80°
Heat detector for galley
Engine Casing Dn Up Crew C

Emergency generator
C
Emergency generator switchboard

Clean
Dry
Beer Gear H Hospital alarm bell
Provisional
Room
Store
Store Ship’s
Dn Control Alarm bell
Up
Bonded Dress Centre
Room Room Manually operated call point
Dn
Up C
C
DP
Inert Gas Generator Toilet
Vegetable Meat
and and
Swimming Pool Dairy Fish
Dn
Up
Lifeboat
Illustration 6.4.4e Fire Detection Equipment - Upper Deck Accommodation and Bosun’s Store
Up
Bosun’s Store
Up
Paint Store
EX Fore
Infirmary
Peak
CO2 Room Tank Store
H
DP
Dn
Store
C.T
Laundry
EX
Forward Hydraulic
Pump Room Station

EX
Store Room
Up
Dn
EX
Deck Store
Key
WC
Up
Emergency Foam Store
Exit Space monitored by smoke detector
Locker
Dn Up Space monitored by smoke detector
Store (Intrinsically Safe)
EX
Store
Alarm bell
Inert Gas Generator Suez Crew Room
Gymnasium Manually operated call point

(Intrinsically Safe)
EX
H Hospital pushbutton

Up Fire, CO2 release, Machinery,
Telegraph alarms)
Fire alarm air typhoon
Illustration 6.4.4f Fire Detection Equipment - Engine Room 2nd Deck

Oil Bunker
Tank (Port)
No.2 No.2 Heavy No.1 Heavy
Fuel Oil Fuel Oil
Bunker Bunker
Tank (Port)
Engine Control Room
Toilet Main Console

Up
Dn
Key
DP Up
Dn
Space monitored by flame detector

dn Telegraph alarms)
dn
Repeater panel
No.1 Cylinder
Oil Tank
Up
No.2 Cylinder
Oil Tank Space monitored by heat detector
Dn
Distilled Tank

Diesel Oil
Fresh Service Tank
Water
Tank
(Starboard)
Illustration 6.4.4g Fire Detection Equipment - Engine Room 3rd Deck
Engine Store
Key
dn Space monitored by smoke detector

DP DP (Intrinsically Safe)
EX
No.1
Dn
Space monitored by flame detector
Dn
EX
No.2 Telegraph alarms)

Generator Room EX
EX
No.3
EX (Damp proof)
DP
Dn Up DP
DP
Purifier Room
No.1
No.2
Illustration 6.4.4h Fire Detection Equipment - Engine Room 4th Deck
No.2 Heavy Fuel

Oil Bunker Tank
(Port)
No.1
No.1
No.1 Heavy Fuel
Oil Bunker Tank
(Port)
No.2
No.2
No.2 No.1
Key
Dn
No.1
Dn EX
Telegraph alarms)
No.2

No.3
EX
No.2 No.1
Dn
No.1
EX
Dn
Up
No.2 No.1 No.2
No.3
No.2 No.1
No.1 Heavy Fuel
Oil Bunker Tank
Dn (Starboard)
No.2 No.1
No.3 No.2 No.1

No.1
No.2
No.2 Heavy Fuel

Oil Bunker Tank
(Starboard)
Illustration 6.4.4i Fire Detection Equipment - Engine Room Floor and Steering Gear Room
Engine Room Floor
Steering Gear Room
Aft Peak Tank
EX
Clean Bilge
Holding Tank
Dirty Bilge
Holding Tank
Oily Water Tank Pump Room
Up
Fuel Oil No.1
Drain Tank
Steering Gear Room DP No.2

Main Engine
No.1
Lubricating Oil Sump Tank CO2

Stern Tube
DP
LO Sump No.2
Tank Fuel Oil
No.1 Overflow Tank
No.2
Air Cooler No.1

Drain Tank LO Drain
Tank
Sludge Up Echo
Tank
No.2 Sound
No.2
Aft Peak Tank No.3 No.1

No.3
DP
EX
No.1
No.2
Key

Space monitored by smoke detector EX
EX Fire alarm air typhoon
Fire, CO2 release, Machinery, Siren for CO2 release
Telegraph alarms) CO2
Manually operated call point Alarm bell
Section 7: Bridge Layout and Equipment
7.1 Bridge Layout and Equipment
7.1.1 Bridge Consoles and Equipment
Illustrations
7.1.1a Bridge Layout
7.1.1b Bridge Main Console
7.1.1c Bridge Alarm Console and Rear Bulkhead Panel
7.1.1d Bridge Chart Table Forward and Aft Layout and Overhead Display
Illustration 7.1.1a Bridge Layout

Wheelhouse Overhead Console
1 2 3 4 6 7 8
5 Key
1 - Digital Speed Repeater

9 9 9 9 9 9 9
2 - Anemometer System Main Indicator
10 11 11 10 3 - Waypoint Indicator
12
4 - Gyrocompass Digital Indicator
13 13
15 17 20 21 5 - Inclinometerator
19 6 - Rate of Turn Indicator

18
14 16
7 - Main Engine RPM Indicator
8 - Slave Clock
9 - Heated Window
22 22
10 - Stowage Cabinet
11 - Folding Table
27
23 26
28 29 30 12 - Anti-Piracy Radar
24 25
13 - Chairs
14 - Forward Chart Table
15 - DGPS Unit 2
16 - AIS Transponder Unit
17 - S-Band Radar
18 - Steering Stand
19 - Bridge Main Control Console

Bathroom Radio
Equipment Room 20 - X-Band Radar Unit
21 - ECDIS Unit
22 - Radar Transponder (SART)

31
Battery
Room 23 - Aft Chart Table
Converter Room
24 - LAN Terminal
25 - ECDIS Planning Station
Locker Fire Locker 26 - DGPS Unit 1

Locker
32 27 - Alarm Console
28 - Distribution and Alarm Relay Box and NMEA Unit
29 - ECDIS UPS
Up 30 - LAN Junction Box
31 - Radio Control Console
32 - Nera F77
7.1 bridge layout and equipment Main Control Console The overhead consoles are located at the forward end of the wheelhouse
centrally. The forward overhead console contains the following equipment:
The main control console is the forward of the two consoles and contains the
7.1.1 bridge consoles and equipment following equipment: • Speed log repeater
The bridge equipment consists of two chart tables, two radar consoles (S-band • Doppler speed log • Wind direction indicator
and X-band), a steering stand, two ECDIS units, an alarm console and a main • Two VHF telephones • Waypoint indicator
control console.
• Remote control and dimmer switches for the overhead • Gyrocompass
consoles
On the port side of the wheelhouse are the chart tables. The forward table is • Clinometer
used as the position plotting chart table. It contains a DGPS navigator, AIS • C-Plath compass monitor
• Rate of turn indicator
display, DMAS reset and dimmer control button and a Doppler speed log • Ship’s performance monitor
repeater panel. Inboard of this chart table is the S-band radar console. • Shaft speed indicator
• DMS2100 bridge main console
• Clock
The aft chart table is used as the passage planning and routing chart table, it • Emergency telegraph
also contains a DGPS navigator unit, a Doppler speed log repeater panel and a The forward bulkhead, below the windows has the following equipment:
DMAS reset and dimmer control button. There is also a computer workstation • Main engine speed control lever
which is connected to the ship’s network and a ECDIS unit. • Window wiper control switch
• Sound powered and automatic exchange telephones
• Whistle button
• Talk-back/Public address microphone
There is a pirate radar unit located in the starboard forward corner of the
• Top mast Morse light key
wheelhouse. • Whistle control panel
• Window heater switch
• DMAS reset and dimmer control button
The steering stand, from where the ship may be steered either manually or by
autopilot is located centrally towards the forward end of the wheelhouse. Aft of the wheelhouse on the port side is the converter room which contains:
On the outboard side of the main console is the X-band radar console.
• Battery charging panel
On the after bulkhead of the wheelhouse there is an electrical distribution board
which contains the following equipment: Alarm Console • Gyros
• Deck lighting panel The alarm console is the aft of the two starboard consoles and contains the • Automatic telephone exchange
following equipment:
• Gas detection remote panel
On the starboard aft side of the wheelhouse is the radio equipment room
• Distress message controller
• Inert gas system remote panel containing:
• Inmarsat distress message alert panel
• Fire detection panel • GMDSS
• NAVTEX receiver
• Master clock • Satellite F communication system
• VHF radio
• Fire fighting sea water pump start/stop pushbuttons • Public address system exchange
• Signal and navigation lights panel
• Automatic fog bell and gong • Iridium telephone
• Echo sounder
On the port side of the aft bulkhead, there is the following: • Fire and general alarms
• Weather chart facsimile machine • UMS2100 unit
• Ship’s trials information • Engine room alarm monitor and keyboard
• Compass deviation information poster • DMAS reset and dimmer control button
• Safety posters
On the aft side of the alarm console are:
On the starboard side of the wheelhouse are the main control console and the • Automatic exchange telephone
alarm console.
Illustration 7.1.1b Bridge Main Console
6 20 29 41
24 40
3 min
x10³Nm
1 6
8 12 16
20
28 31 RANGE +
000 RM(T) HDG 060° COG
2
350 010 060.3°
4 TEST Cpt
24 NM - 340 020
N UP
x10³kW RR 4 NM 330 030 SOG 14.3 NAV
DS-30 REMOTE CONTROL
4 5 7 13 Eng
Mcv
TX A (S)
MASTER
STBY
MP
310
320 040
050
T VECTORS 12.0 MIN
T TRAILS LONG
EBL 1
RRM 1
3MIN
OFF
OFF
300 060 EBL 2 OFF
Heading Repeater DTR 600 MODE KT/MSEC DIMMER Scc VRM 2 OFF
290 070
NO ALARMS
TARGET --
280 080 RANGE --.- NM
T BRG ---.- °
CPA --.- NM
Sperry 270 090 TCPA --.- MIN
14 21
COG ---.- °
Sperry
On/Off
11 15 32 260 100
SOG
BCR
BCT
--.-
-.-
--
KT
NM
MIN
NAVIPILOT 4000
FURUNO
S
30 BMCC
250
240 120
110 OWN POSITION (NAV)
LAT 13°52.410 N
LON 042°55.940 E
T PM
322.2 LOC 14:32:11 W84
OWD
DELOW
O HL 230 130
SL EA
P
4.9
EVENT
AD
345.6
8
D
SL ENH OFF 220 140 AZ PI TOOLS
MENU ENT OW W
SLO GAIN ARPA SYSTEM NAV
25
210 150
HALF
m DISP DIM HALF RAIN
AUTO 200 160 CENTRE TRIAL MAPS BRILL
LL SEA 190 170
FU
180 (This Line is used for Permanent Prompts)
FU
40 30 20 10 0 10 20 30 40
LL
RUDDER ANGLE - 0°
TUNE AFC (This Line is used for Temporary Prompts) v3.05
*
Steering FE-720 PWR
Sperry Marine NAVIPILOT 4000
Stand 9 NO.1 STEER GEAR

RUN ST-BY
NO.2 STEER GEAR
RUN ST-BY
088.6 POWER
Sperry 089.0
22
NAVIPILOT 4000
SET
MODE
HEADING VALUE
HDG
SELECT
322.2
345.6
SET HEADING WEATHER 16
STATION IN CONTROL MAIN
40 30 20 10 0 10 20 30 40 12 18
F1 F2 F3 F4 F5 F6 F7 F8 F9 F10
N/H/C
23
PRESET ACCEPT
1° 10 20 1 2 3 4 5 6 7 8 9 0 UP
10 50 50
10 0 # % Left Right Up Down F11 F12

MENU
TAKE
TEST
30 Q W E R T Y U I O P
DIM - DIM +
OVER 100 100
( ) _ | : + < > = Ent
A S D F G H J K L TXT
Sperry ADG 4000 150
rpm
150
bar
40
26 27 "
Z
Shift
&
X
Alt
[
C
Ctrl
]
V
'
B
BkSpace
Space
?
N
Del
Ins
.
M
FN
;
,
Esc
Tab
\
.
Pg
Up
/
.
Pg
Dn
Overlay Plot
4
18
8
4
FULL
HALF
8
4
PHONTECH 33
SLOW
2 1 12
17
2 2 3 11
10 0 10 20 DEAD
SLOW 4 10
20 30 0 STOP 0 5 9 1
30 DEAD 6 8 2
SLOW
2
SLOW
2
116 11 2 2
19 DMS 2100i
4 4 4 5 6
Lyngso Marine HALF
3
6 6
ALARM 100% FAULT FULL 4 7 8 9
8 8
5 * 0 *
9VEY6
S1 S2 S3 S4
DIMMER
Key
1 - Steering Stand 18 - Main Engine Indicator Alarms

2 - DS-30 Remote Control 19 - Bridge Manoeuvring System Control Panel
3 - Compass, Rudder and Rate of Turn Dimmer Controls 20 - Power Torque Indicator
4 - Overhead Waypoint Display Dimmer 21 - Emergency Telegraph
5 - Overhead Wind Indicator Dimmer 22 - Engine Emergency Trip
6 - Clock Dimmer 23 - Manoeuvring Telegraph Unit
7 - Gyro Repeater Control Dimmer 24 - Magnetic Off-Course Alarm Unit
8 - Steering Gear Motor Run Indicators 25 - Gyro Control Unit
9 - Steering Gear Pump Selectors 26 - Sound Powered Telephone
10 - Steering Light Dimmer 27 - Internal Telephone
11 - Doppler Speed Log 28 - Desk Lamp with Dimmer Controls
12 - Satelite Telephone 29 - Public Address System
13 - Desk Lamp with Dimmer Controls 30 - Talk-Back System
14 - Echo Sounder Remote Display 31 - Desk Lamp with Dimmer Controls
15 - Depth Indicator Dimmer 32 - Whistle Controller
16 - Engine Revolution and Air Pressure Indicators 33 - VHF Unit
17 - Deadman Alarm Reset
Illustration 7.1.1c Bridge Alarm Console and Rear Bulkhead Panel
4 7
SEM-SAFE WATERMIST
MASTER CLOCK
M.E. AUX.E. AUX.E. PURIFIERS BOILER INCINERATOR PAINT

NO.1 NO.2&3 NO.1&2 STORE
SYSTEM
FAILURE
BUZZER PUMP RUNNING/
MUTE BUZZER
1 2
8
5 Salwico CS3000
FIRE 6 13
FIRE SEC 6 DET 13
CREW CABIN 754
MENU
1 (1)
F1 F2 F3 F4
GAS SAMPLING SYSTEM OGS 2.1 GAS SAMPLING SYSTEM OGS 3.1 FAULT
7 8 9
4 5 6
1 2 3
OMICRON OMICRON
6 9
3
I.G.G. BRIDGE PANEL 4
Key
I.G. OR AIR COMMON FAULT
TO DECK
1 - Floodlights/Searchlights Selector Switch

DECK MAINLINE DECK MAINLINE
PRESSURE HIGH PRESSURE LOW
ACKNOWLEDGE DIMMER LAMP TEST

2 - 24V Distribution Supply Indication
COMMON FAULT
3 - 240V Main and Emergency Supply Indication
DECKMAIN LINE PRESSURE DECKMAIN LINE OXYGEN 10 4 - Sem-Safe Watermist Indicator
kg/cm2
0.1
0.2
%
20 5 - Omicron Remote Gas Detection Panels
10
0 0
6 - IGG Bridge Panel
7 - Master Clock Unit
8 - Fire Alarm Cabinet
9 - Fire Pump/Ballast Pump Stop/Start Pushbuttons
10 - Automatic Fog Gong Signal Unit
11 - Distress Alert Unit
25 12 - Light with Dimmer Switch
13 - Distress Message Controller
14 - NAVTEX Receiver
15 - VHF Handset
16 - Navigation and Signal Lights Panels
21 28 17 - VHF RadioTelephone Unit
11 20
18 26 Broadgate
18 - Light with Dimmer Switch
14 23
VER3000
Remote Alarm Unit
19 - DMAS Reset/Lamp Dimmer Controls
NAVTEX RECEIVER
22 FIRE ALARM
BREAK GLASS
GENERAL ALARM
BREAK GLASS
PRESS HERE
CANCEL
20 - Emergency Stop Buttons for Accommodation and Galley Fans,
19
PRESS HERE
ALARM
PUSH TO OPEN
Engine Room Fans and Ballast Pump Room Fan, UMS Basic Alarm Panel
DIM
31
+
_ 21 - Lamp Test Button
NAVTEX
NX-700
File
UCS 2100
Area Diagram Graph Event View Window
Lyngso Marine
Help
18/09/01 14:52:24
22 - Fire Alarm and General Alarm
Alarms
Man Supp
Watch
WatchMode
Duty
Backup
MACH. ALM SYS
4 ECR
5 UNATTENDED
3RD ENGINEER
NONE
SCC ECR REL
0 SCC
4 UNATTENDED
NONE
NONE
Add Lists
Ackn.
Alarm List
23 - Indicator Lights Dimmer
Del. Ctrl Main Menu
Harbour Mode
ID
DG095
Event Log - 2001-09-18 04:11:23
Description
DG2 FO COLLECTING TK LEVEL
State
NORM
Message
NORMAL
Value Unit
(M-)
UTC
04:11:23E
24 - Echo Sounder Main Unit
15 16 24 27 29
DG102
NA016
NA016
DG102
DG3 FUEL OIL LEAKAGE
AUTO PILOT 1 OFF COURSE
DG3 FUEL OIL LEAKAGE
ALM
ALM
NORM
NORM
ALARM
ALARM
NORMAL
NORMAL
(M1)
(B1)
(B-)
(M-)
04:24:58B
04:25:43B
04:26:06E
04:26:16E
25 - Internal Telephone
12
I I I I
DG102 DG3 FUEL OIL LEAKAGE ALM ALARM (M1) 04:28:21B
MAINS MAINS MAINS MAINS
26 - Light with Dimmer Switch

NA016 AUTO PILOT 1 OFF COURSE ALM ALARM (B1) 04:28:44B
II II II II FE-790
NA016 AUTO PILOT 1 OFF COURSE NORM NORMAL (B-) 04:28:57E
TEST TEST TEST TEST
NA016 AUTO PILOT 1 OFF COURSE ALM ALARM (B1) 04:30:06B
INTERNATIONAL SIGNAL LIGHTS MAIN NAVIGATION LIGHTS SPARE NAVIGATION LIGHTS SIGNAL LIGHTS AUTO ALARM: 10m NA016 AUTO PILOT 1 OFF COURSE NORM NORMAL (B-) 04:30:42E
DG102 DG3 FUEL OIL LEAKAGE NORM NORMAL (M-) 04:36:43E
13
NUC
RULE 28
NUC SPARE
RULE 27B
RED
RED
NUC
RULE 28
NUC SPARE
RULE 27B
TOP
ANCHOR
TOP
ANCHOR
RED ROTTERDAM
GREEN
RED ROTTERDAM
RED
FORE 50kHz
RANGE : 5
GAIN : 8.5
MODE : NAV
- +
30
BO003
BO003
NA016
NA016
EXHAUST GAS BOILER FAIL
EXHAUST GAS BOILER FAIL
ALM
NORM
ALM
NORM
ALARM
NORMAL
ALARM
NORMAL
(M1)
(M-)
(B1)
(B1)
04:50:05E
04:52:50E
04:56:48B
04:56:55E
27 - Transducer Selector Switch
FS002 FO SEPARATOR NO.2 ALM ALARM (M1) 06:21;41B
28 - Broadgate VDR Alarm Panel

PS PS RED
FLASH
FS002 FO SEPARATOR NO.2 NORM NORMAL (M-) 06:23:49E
BLUE WHITE
ON Duty MACH. ALM SYS 3RD ENGINEER 06:26:07
NUC RED NUC
DISTRESS MESSAGE CONTROLLER DMC - 5 SB SB UMS 2100 BASICALARM PANEL ON Duty SCC ECR REL 3RD ENGINEER 06:26:07
RULE 28 RULE 28
NA009 AUTO PILOT 1 ALM ALARM (B1) 06:55:05B
RECEIVED WHITE TOP TOP
NAVTEX 2182 ALARM RST NA035 AUTO PILOT 2 ALM ALARM (B1) 06:55:05B
29 - UMS Alarm Indicator

RULE 27B RULE 27B
1 2 3 CANCEL
MS011 ME CAMSHAFT LO SYS STBY PUMP ALM ALARM (M1) 06:59:33B
WATCH RED WHITE ME1_SHDA ME: SHUTDOWN ACTIVE ALM ALARM (M1) 06:59:47B
VHF MF-HF SES ME1_SHDP ME SHUTDOWN PREWARNING ALM ALARM (M1) 06:59:47B
STERN STERN WHITE RED
Nature of Distress
4 5 6 BACK NUC SPARE RED NUC SPARE
RULE 28 RULE 28
30 - Basic UMS Alarm Panel

VHF DSC 1.Fire,explosion 2.Flooding 3.Collision S1 S2 S3 S4
4.Grounding 5.Listing 6.Sinking VOLUME CONTRAST RED ANCHOR ANCHOR GREEN WHITE
7.Disabled and Adrift 8. Abandoning Ship 9.EPIRB emission
7 8 9 RULE 28B RULE 28B
RED WHITE ESC ENT
PS SB
BELOW TRANSDUCER m
SIGNAL MAST
FILE 0 ENT
31 - Main Alarm LCD Display Unit

WHITE RED
POWER DISTRESS TEST CALL
RED GREEN WHITE
AFT SHIP SUEZ SB
PS
SIGNAL
DEF
MALLING
DEF
MALLING
DEF
MALLING
MAST
DEF
MALLING 32 - Keyboard and Trackball for Alarm Unit
17
116
32
Esc F1 F2 F3 F4 F5 F6 F7 F8 F9 F10 F11 F12
* * _ -
` ! " £ $ % ^ & * ( ) + / *
` 1 2 3 4 5 6 7 8 9 0 - =
9VEY6
Q W E R T Y U I O P { } 7 8 9 +
[ ]
A S D F G H J K L : @ ~ 4 5 6
; ' #
| Z X C V B N M < > ? 1 2 3
\ , . /
Ctrl Alt Ctrl 0 .
Illustration 7.1.1d Bridge Chart Table Forward and Aft Layout and Overhead Display
Overhead Display
1
7 8
Key 5
2 3 4 6
1 - Doppler Log 0
360 50 0 50
2 - Wind Speed and Direction Indicators KT 20
0
20
50 50
3 - Waypoint Indicator 270

m/s
90
40 40
100
100
150
150
kts MODE
70
4 - Heading Repeater
70
60 60
60
150
60
M 180
PORT STB'D
150ASTERN
RPM 150
5 - Clinometer 150
50
50
RATE OF TURN AHEAD
MODE kt/m/s DIM
WAYPOINT DISTANCE 40
40 ASTERN AHEAD
30 30
20
6 - Rate of Turn Indicator 10 0 10 2
0
7 - Main Engine RPM Indicator

8 - Clock
9 - AC220V Outlet and Dimmer Control

Foward Chart Table
10 - DGPS No.1
11 - Speed Log
12 - AIS Unit
13 - DMAS Reset 10 GPS STATUS
14 - DMAS Dimmer Switch

E C
Litton
15 - Transas ECDIS Planning Display

FURUNO
16 - Printer/Copier Machine 11 0.0 kt MENU ENT

13
17 - Ship LAN Computer Terminal 353 . 92 nm
DISP
*
DIM
DS-840 PWR
18 - Computer LCD Display

19 - AC220V Outlet and Dimmer Control 9 FURUNO
20 - DGPS No.2 12
MENU
DISP
NAV
ENT
DIM
21 - Speed Log DS-150 PWR
14
22 - DGPS Changeover Switch
23 - DMAS Reset
24 - DMAS Dimmer Switch
15 Aft Chart Table
18
20
COMPAQ
GPS STATUS
E C
16 Litton
POWER
21 FURUNO
0.0 kt MENU ENT
353 . 92
DISP DIM
nm *
DS-840 PWR
GPS1 GPS2
19
22
17 23 24
7.2 Radars and Voyage Management System
7.2.1 Radar Operation
7.2.2 Electronic Chart Display and Information System (ECDIS)
7.2.3 Pirate Watch Radar
Illustrations
7.2.1a Radar and ECDIS System
7.2.1b Radar Console and Display
7.2.2a Electronic Chart System Display and Control Panel
7.2.3a Pirate Watch Radar Display
7.2.3b Pirate Radar System

Illustration 7.2.1a Radar and ECDIS System

12 Foot S-Band Scanner Unit 8 Foot X-Band Scanner Unit
Turning Unit Turning Unit
440V AC 1ph Supply from Scanner Transceiver Interswitch Unit Transceiver

Emergency Switchboard Control Unit
220V AC 1ph Supply from Power Isolation

Emergency Switchboard Switches ECDIS-Radar Data
Voyage Data
UPS 220V AC
Recorder
Main Charts ARCS Options Display Ship Routes Nav Tools Logs Integration Help
S57 STD
ARCS Chart Name ARCS: 3134
DSF
View Scale =.= =.= nm
Chart Scale 1:1 250 000 =.= nm

sand X
sand mud shells
Steering Mode sand pebbles
Track Control
sand shells
sand shells
Position
sand N 21 21.311
sand shells W 18 11.578
DGPS1 Sats=6
sand mud shells
sand clay shells
CMG Speed WT Speed BT
203.0 deg 21.7 kts 22.0 kts
Log Log Log
sand shells sand mud shells Wind True North Drift Depth
sand mud shells sand shells 90 deg =.= deg =.= m
sand mud
3.0 kn =.= kts
sand Heading Gyro

sand mud
ECDIS-Radar Data
190 200 210
200.5
sand mud shells sand shells Turnrate o/min
sand shells
DGPS NMEA Splitter

sand mud 90 60 30 30 60 90
WP15
< 2
sand shells
sand mud shells Pri Route US COAST

sand shells sand shells
sand mud shells Sec Route -------------------------------------------
sand shells
XTD =sand m
mud
X
sand mud shells
sand mud 400 200 0 200 400
sand mud Left Track Right
Waypoint To ===
= ==.=== Track Crs
sand mud shells = ==.=== ===.= deg
sand mud Distance Radius TimeToGo

=.= nm =.= nm ==.== hh.mm
sand mud sand mud

Waypoint Next ===
= ==.=== Track Crs
sand shells = ==.=== ===.= deg
LITC 10:28:17 Nov 01, 2001

sand mud sand mud
Local Time 10:28:17 Nov 01, 2001
Gyrocompass Switchover Box

sand mud
sand mud shells
sand mud shells sand

sand mud
sand shells
sand mud shells
mud sand mud

sand shells sand mud
21.4NM 073.7"TTG:001:00 Center Chart: N 12"69.924" E 46" 26.004" 0.00NM 000.0" TgtVect True/Gnd
Doppler Speed Log

ECDIS Display
S-Band X-Band
No.1 and No.2

DGPS Distribution
Autopilot and Alarm Relay Box
Echo Sounder
Main Charts ARCS Options Display Ship Routes Nav Tools Logs Integration Help
S57 STD
ARCS Chart Name ARCS: 3134
DSF
View Scale =.= =.= nm
Chart Scale 1:1 250 000 =.= nm

sand X
sand mud shells
Steering Mode sand pebbles
Track Control
sand shells
sand shells
Position
sand N 21 21.311
sand shells
Anemometer
DGPS1 Sats=6 W 18 11.578
sand mud shells
sand clay shells
CMG Speed WT Speed BT
203.0 deg 21.7 kts 22.0 kts
Log Log Log
sand shells sand mud shells Wind True North Drift Depth
sand mud shells sand shells 90 deg =.= deg =.= m
sand mud
3.0 kn =.= kts
sand Heading Gyro

sand mud 190 200 210
200.5
sand mud shells sand shells Turnrate o/min
sand shells
sand mud 90 60 30 30 60 90
WP15
< 2
sand shells
sand mud shells Pri Route US COAST

sand shells sand shells
sand mud shells Sec Route -------------------------------------------
sand shells
XTD =sand m
mud
X
sand mud shells
sand mud
AIS
400 200 0 200 400
sand mud Left Track Right
Waypoint To ===
= ==.=== Track Crs
sand mud shells = ==.=== ===.= deg
sand mud Distance Radius TimeToGo

=.= nm =.= nm ==.== hh.mm
sand mud sand mud

Waypoint Next ===
= ==.=== Track Crs
sand shells = ==.=== ===.= deg
LITC 10:28:17 Nov 01, 2001

sand mud sand mud
Local Time 10:28:17 Nov 01, 2001
sand mud
sand mud shells
sand mud shells sand

sand mud
sand shells
sand mud shells
mud sand mud

sand shells sand mud
Rudder Angle
21.4NM 073.7"TTG:001:00 Center Chart: N 12"69.924" E 46" 26.004" 0.00NM 000.0" TgtVect True/Gnd
ECDIS
Planning Station Display
220V AC UPS Aft Chart Table
Gyrocompass 1 and 2
Engine Monitor
and Alarm System
7.2 Radars and voyage management Both radars are supplied with inputs from the DGPS, Doppler speed log Slave Radar Start-Up
System and gyrocompass. Both radars provide target information to the voyage
After the initial 30 seconds, the radar standby message is displayed.
management system (VMS)/ECDIS display.
7.2.1 Radar operation The radar always powers-up in standby mode.
Operating Procedures
Manufacturer: Sperry Marine Systems Control Panels
Switching On the Radar
Type: Bridgemaster E
Press the On/Off rocker switch to turn the radar display ON. The S-band There are two types of control panel in current use for controlling the radar, a
30kW S-Band simple control panel and a dedicated control panel.
antenna has a scanner control unit located in the electronics room, ensure this is
25kW X-Band also switched ON at the wheelhouse group panel. During the start-up sequence,
the display is blanked for 30 seconds. Simple Control Panel
Introduction The simple control panel is made up of a number of modules, which are
The messages which follow depend upon the set-up chosen during the previous
initialisation. The current set-up is displayed in the top left-hand corner of the mounted immediately under the display monitor. A simple pointing device
The vessel is fitted with two fully inter-switched Bridgemaster E ARPA (trackball), with two associated keys (left and right), is used to control the
display.
(Automatic Radar Plotting Aid) equipped radars. The starboard radar operates radar and its display. The trackball controls the position of the on-screen cursor
in the X-band with an 8 foot scanner and the port radar operates in the S-band which is displayed as a small white arrow when positioned outside the radar
The MASTER (or SLAVE) caption indicates how the display is configured. Only
with a 12 foot scanner. Both radars are fitted with target and NAVLINE data circle.
a master display has control over the radar system’s antenna and transceiver.
capable of being transferred between each radar and the VMS via NMEA
From a master display the operator can switch to transmit, select transmitter
interfaces. Each radar comprises a scanner, bulkhead mounted transceiver and Selections are made by positioning the on-screen cursor over an object or
pulse length, tune the receiver and operate the performance monitor.
a display unit with a high definition colour CRT. Information regarding the caption and clicking (press and release) with the ‘left’ key. The left key is
current settings and configuration of the radar is displayed around the edge of duplicated on the left-hand side of the control panel, to enable two handed
A slave display has no control over the antenna and transceiver. It must be used
the CRT. operation. The ‘right’ key is used on some items to provide additional
in conjunction with a master display.
functionality when available.
Each display unit is fitted with a control panel, which is mounted immediately
below the screen. This panel contains a simple pointing device (a trackball, WARNING
Before starting up the radar ensure that no personnel are working above The On-screen Cursor
referred to as the cursor control) with two associated keys (left and right)
which are used to control the radar and its display. Also situated in the panel is or in the vicinity of the scanner. When the on-screen cursor is outside the video circle it is displayed as a small
a two memory-card reader. Memory cards are used for storing and retrieving white arrow, referred to as the screen cursor. As the cursor passes into the video
information such as maps and recorded tracks. Master Radar Start-Up circle it changes and is displayed as a small white cross, referred to as the video
cursor.
Target motion is displayed both graphically on the CRT and, for selected After the initial 30 seconds, the radar warm-up message is displayed together
targets, a digital readout is provided with all the information necessary to with a 3-digit counter.
Screen Cursor
assess the risk of collision. RADAR WARMING UP
As the screen cursor moves over a caption or item which can be accessed, its
To assist in the monitoring of the vessel’s navigational track in coastal waters, PLEASE WAIT box is highlighted (drawn in white), and two small boxes (representing the
a facility is available to both draw and save navigation lines for the pre- nnn left and right keys) appear next to the arrowhead cursor. One or both of these
programming of parallel index lines. A display unit can be connected via the boxes are filled in white to indicate which key(s) is/are active and available for
interswitch to either scanner unit and can be selected as the master or slave The counter (nnn) will increment every second up to a maximum of 999 during selection.
display. The master/slave status of both displays and their specific scanner the period that the transceiver timer is running. When the transceiver has
selection, can be monitored from either display unit in the system. warmed-up and is available to transmit, the timer stops and the radar standby If a caption box is not highlighted as the cursor passes over it, it indicates that
message is displayed. If the transceiver is already warmed-up and available the caption or item inside the box cannot be accessed in the current mode.
A display unit can only be connected to one scanner at a time, and only the to transmit, after an initial 12 seconds, the standby message is displayed
master display has full control of the scanner. The controls which are available immediately. Menu options and adjustable parameters selected by the screen cursor are
at a master display but NOT at a slave display, are as follows: displayed in yellow while they are being adjusted. If a particular menu option
is not available, it is not highlighted when the screen cursor is positioned on it.
• Selection of transmission pulse-length Options which can never be selected because of the current radar configuration,
• Tuning the transceiver are NOT shown.
• Tuning the performance monitor
Illustration 7.2.1b Radar Console and Display
RANGE + COG
Selected Range 000 RM(T) HDG 060°
24 NM - 340
350 010
020
N UP
060.3°
Ship's Heading and Speed Data
Range Rings ON/OFF Soft Key RR 4 NM 330 030 SOG 14.3 KT NAV
TX A (S) 320 040 T VECTORS 12.0 MIN
Selected Transmitter MASTER Screen Cursor
T TRAILS LONG 3MIN
STBY 310 050
EBL 1 OFF
Selected Pulse Length MP 300 060
RRM 1 OFF
EBL 2 OFF
VRM 2 OFF
290 070
NO ALARMS
TARGET --
280 080 RANGE --.- NM
T BRG ---.- ° Video Circle
CPA --.- NM
270 090 TCPA --.- MIN
COG ---.- °
SOG --.- KT
260 100
BCR -.- NM
BCT -- MIN
250 110 OWN POSITION (NAV)
240 120
LAT 13°52.410 N User Data Area
Performance Monitor Soft Key PM
LON 042°55.940 E
LOC 14:32:11 W84
HL 230 130
Event Soft Key EVENT
Enhance Function Soft Key ENH OFF 220 140 AZ PI TOOLS
GAIN ARPA SYSTEM NAV Soft Keys and Fixed Menus
210 150
RAIN 200 160 CENTRE TRIAL MAPS BRILL
AUTO
SEA 190 170
POWER
Left Key
Duplicate Left Key ON Right Key
2 Memory-Card Reader Trackball
RUN RUN SET
CRL1 RANGE ACK VRM1

UP ALARM
PANEL
RANGE CENTRE TRUE/REL
TM/RM
DOWN VECTORS
Video Cursor Drop-Down Menus e) Check the transceiver tuning. The indicator is located at the
Whenever the video cursor is displayed a dialogue box, giving a readout of the Where there are a number of fixed selections for a particular parameter, for bottom left-hand corner of the screen. Automatic Frequency
cursor’s position within the video circle, replaces the usual function soft keys example RANGE in the top left-hand corner of the display, a left click will Control (AFC) or manual (MAN) tuning can be used.
shown in the bottom right-hand corner of the display. By default this box gives reveal a drop-down menu showing the alternatives available.
cursor range and bearing (from own ship) and cursor latitude/longitude. f) Set the video gain. The video gain can be adjusted using the
A drop-down menu is usually displayed in the vicinity of the screen cursor shaded bar behind the ‘GAIN’ caption. Always adjust the
when the selection is made. Once a menu is displayed, the cursor is restricted gain setting with the range scale set to 12 or 24nm. A light
Note: Soft keys are small boxed areas of the screen, usually containing
to the area within the menu and selections are made with a left click. A right background speckle must be present to achieve the best target
a single caption, which respond in much the same way as the dedicated
click will close the menu without taking further action. detection and long range performance. A temporary reduction in
function keys of a computer keyboard.
gain can be beneficial when searching for targets in rain or snow
conditions.
In TRANSMIT mode the range and bearing of the cursor is relative to own Selecting a Mode of Operation
ship’s position. In STANDBY mode the range and bearing is relative to the
From the STANDBY display, there are three mode selections available: g) The anti-clutter sea control can only be altered when MAN
centre of the video circle.
(manual) is selected. Use the anti-clutter sea control to reduce
• TRANSMIT - The normal operational mode. The antenna is
sea clutter to an operational level. Some residual clutter speckle
Note: If, when in TRANSMIT mode, own ship’s position is lost, or there is a rotating and the transceiver transmits and receives radar pulses
should be present to permit small targets, often of a similar
compass error, the latitude/longitude readings are replaced by dashes. enabling a radar picture to be displayed.
signal strength to the sea clutter returns, to be detected and
• INITIALISATION - The system initialisation mode. This is displayed.
Help Area used to set up the system parameters during installation.
A help area consisting of two lines of yellow text is given in the bottom right- • MONITOR TEST - The test mode. This is used to set up the Note: Use the anti-clutter sea control with great care. Do not set the control
hand corner of the display. monitor, eg, geometry, preset contrast etc. to remove all sea clutter completely, as this will reduce the detection of small
targets. Check the setting periodically as prevailing sea conditions change.
This area is used to provide prompt information when, for instance, the user is The soft keys for selecting these modes of operation are located in the bottom
trying to make a selection which conflicts with the existing set-up. left-hand corner of the display. h) Set the anti-clutter rain control. Use this control to optimise
suppression of rain clutter, ie, balance the detection of targets
Permanent prompts, when they exist, are displayed on the upper of the two To Select a Mode within the clutter region with detection of those outside the
lines. Temporary prompts are displayed on the lower line. In the default clutter region. Excessive suppression can cause loss of small
condition both lines are blank, unless in standby mode, when the permanent a) Use the trackball to position the screen cursor over the soft key targets. It is advantageous to use this control to search for
prompt OFF LINE is displayed. for the mode required, usually TRANSMIT. targets in the clutter region, returning the control to zero after
the search.
When the ARPA synthetics (information displays) are turned OFF, ‘ARPA data b) Left click to select.
off’ is displayed on the upper line. Note: Select automatic (AUTO) anti-clutter in open sea conditions. This
Note: A slave display can only be switched to TRANSMIT if its associated provides optimum detection by automatically adjusting the settings for the
Soft Keys and Fixed Menus master display is in transmit mode. prevailing conditions.
A series of functional soft keys are displayed in the bottom right-hand corner
i) Set enhanced video mode. This provides an improvement in
of the display. Operating Procedure in Transmit Mode
the presentation of small short range targets. Use this function
with caution, if used on short range scales it can degrade target
A left click (press and release the left key) on any one of these keys will reveal a) After warm-up, select the TRANSMIT mode, as above.
discrimination.
a fixed menu and a new set of soft keys associated with that menu. The menu
appears in the area immediately above the soft keys. b) If necessary change the selected transceiver using the TX soft
j) Select radar transmission pulse length. The current selection
key in the top left-hand corner of the display.
of pulse length is indicated in the ‘pulse length’ soft key at the
A right click (press and release the right key) on some of the function soft keys
left-hand side of the display. The caption sequence will cycle
will provide additional functionality, for example switching the maps in the c) Check the user specified data such as own ship position which
through SP, MP, LP. Only valid pulse lengths for the range can
video circle ON or OFF. is displayed in the bottom right-hand side of the display.
be selected
Items from the menu are usually selected by a left click. d) Select the required range scale and range rings. The range
k) Set the brilliance using the soft key at the bottom right of the
can be selected either by using the +/- keys or the drop-down
display.
menu.
Illustration 7.2.1b Radar Console and Display
RANGE + COG
Selected Range 000 RM(T) HDG 060°
24 NM - 340
350 010
020
N UP
060.3°
Ship's Heading and Speed Data
Range Rings ON/OFF Soft Key RR 4 NM 330 030 SOG 14.3 KT NAV
TX A (S) 320 040 T VECTORS 12.0 MIN
Selected Transmitter MASTER Screen Cursor
T TRAILS LONG 3MIN
STBY 310 050
EBL 1 OFF
Selected Pulse Length MP 300 060
RRM 1 OFF
EBL 2 OFF
VRM 2 OFF
290 070
NO ALARMS
TARGET --
280 080 RANGE --.- NM
T BRG ---.- ° Video Circle
CPA --.- NM
270 090 TCPA --.- MIN
COG ---.- °
SOG --.- KT
260 100
BCR -.- NM
BCT -- MIN
250 110 OWN POSITION (NAV)
240 120
LAT 13°52.410 N User Data Area
Performance Monitor Soft Key PM
LON 042°55.940 E
LOC 14:32:11 W84
HL 230 130
Event Soft Key EVENT
Enhance Function Soft Key ENH OFF 220 140 AZ PI TOOLS
GAIN ARPA SYSTEM NAV Soft Keys and Fixed Menus
210 150
RAIN 200 160 CENTRE TRIAL MAPS BRILL
AUTO
SEA 190 170
POWER
Left Key
Duplicate Left Key ON Right Key
2 Memory-Card Reader Trackball
RUN RUN SET
CRL1 RANGE ACK VRM1

UP ALARM
PANEL
RANGE CENTRE TRUE/REL
TM/RM
DOWN VECTORS
l) Check heading and speed display. The ship’s heading and speed Off-Centre the Display Acquisition Zone Editing
are displayed at the top right corner of the display.
a) Place the cursor over own ship on the display. a) Place the cursor over the zone boundary.
m) Select presentation mode. The selection field is located to the
b) Press and hold down the left key and drag the cursor to the new b) Hold the left key down and drag the boundary to the new
left of the heading and speed displays. Data from the compass
position. The maximum offset is up to two thirds of the range. position.
can be processed to produce a correctly stabilised display. Select
‘North Up’ or ‘Course Up’. In ‘North Up’ mode the display is
c) Release the key. Own ship’s position will now be in the new CPA, TCPA, BCR and BCT Limits
aligned with north at the top of the screen. In ‘Course Up’ mode
location.
the display is aligned with the vessel’s heading line leading Closest Point of Approach, Time to CPA, Bow Crossing Range and Bow
vertically up the screen and is generally only used by pilots in Crossing Time may be adjusted within the Limits and Settings menu.
d) To reposition ship to the centre, place the cursor over the soft
certain pilotage areas.
key CENTRE and left click.
Left click in the menu and use the cursor to change the limits, or right click in
n) Select the motion mode (either true motion or relative motion). the menu for a drop-down keypad with which to enter the new limits.
The motion mode determines whether own ship moves across Change the Range of the VRM and EBL
the display (true motion) or remains at a selected point (relative a) Position the cursor over the VRM/EBL intersection. Maps
motion), and how the trails of moving targets are displayed.
b) Holding down the left key, drag the intersection to the new Maps may be displayed on selection via the map folios menu. Layers within
o) Select vector mode. Vectors are shown on the radar display position and release the key to accept. The new range and the maps display various feature such as buoys, coastline, prohibited areas etc,
to indicate the velocity (speed and direction) of own ship and bearing will be displayed. and can be switched on or off.
moving targets. The length of the vector indicates speed and the
bearing indicates direction. Left clicks over the vector mode key Maps may be edited by adding symbols or lines using the edit maps menu.
will toggle between true and relative vectors. ARPA Target Plotting
a) Position the cursor over the selected target. SART
p) Select trails mode. Decaying video trails, showing the history of
the targets movements, can be displayed in addition to the target b) Left click to mark the target’s initial position and acquire the X-band radar only may be triggered by a SART transponder within 8nm.
vectors. The manner in which the trails are displayed depends target, shown by a tracking symbol.
on the motion mode in use. The radar sweeps the band repeatedly in fast and slow sweeps for twelve
c) After 16 good plots the tracking symbol will be replaced by the complete cycles. At some frequency matching the transponder frequency
q) Set the Electronic Bearing Lines (EBLs). Two EBLs are twelve dots will be displayed in a line on the display. Should the transponder
target vector. The target vector will be displayed in accordance
available and can be displayed simultaneously on the radar be within approximately 1nm of the ship another row of dots will appear
with the calculated velocity.
display. interspersed within the original 12 dots.
d) To cancel the target, place the cursor over the target and right
r) Set the Variable Range Markers (VRMs). Two VRMs are click. Altering System Settings
available and can be displayed simultaneously on the radar
display. The procedure to alter system settings is fundamentally the same for any
Auto Acquisition Zones
parameter. To begin the procedure the screen cursor (a white cross in the video
s) Set the target data. In transmit mode any targets that appear Two annular and two polygonal zones can be displayed. Up to 40 targets can circle) is moved over the associated soft key for the parameter to be changed.
on the radar display within 40 nautical miles can be plotted be plotted within these zones. As an example the procedure to set the gyrocompass heading is given below,
or tracked. Once a target has been acquired and plotted, the details of changing any other parameter can be found in the manufacturer’s
information relating to the target’s proximity to own ship and its To access to zones menu: User Guide.
speed and bearing is kept updated until the target is cancelled.
a) Position the cursor over the AZ soft key.
Procedure to Align the Compass
t) Set the navigation data. The display of waypoints, routes and
steering data is switched on and off using the navigation (NAV) b) Left click to open the menu. Own ship’s heading and speed is displayed in the top right-hand corner of
soft key. This key also provides access to the navigation menu the screen. The true heading is always displayed unless compass alignment is
and certain editing facilities. c) Place the cursor over the zone number in the menu and left click being prompted or a compass error has occurred.
to toggle the zones on or off.
If a compass error occurs the heading readout will change from green to red
and the compass alarm will be activated.
Note: If a compass error is active for more than 1 minute when a stabilised
display is selected the display setting will revert to a head-UP presentation.
It may be necessary to update the heading information each time the radar
display is switched on. This is indicated by the heading information flashing
green.
If it is necessary to align the compass proceed as follows:
a) Use the trackball to position the screen cursor over the heading
readout. The cursor will change from a white cross to an
arrow.
b) Left click (press and release the left key) and the heading will
be displayed in yellow.
c) Move the trackball left or right to increase or decrease the

heading. The heading information should be taken from the in-
use gyrocompass.
d) Left click to accept the new heading. The heading should now
be displayed in green.
Alternatively:
a) Use the trackball to position the screen cursor over the heading
readout. The cursor will change from a white cross to an
arrow.
b) Right click (press and release the right key) a drop-down

numeric keypad will be displayed. The parameter to be changed
will be shown in italics nnn.n°.
c) Move the trackball over the required digit and left click. The
digit will appear in the appropriate position and the bar cursor
will move one position to the right.
d) When the correct heading is displayed move the cursor over the
carriage return symbol and left click. The heading information
will be updated and appear in green.
If it is necessary to move the bar cursor to the left or right use the trackball to
move the cursor over the left or right arrowhead symbol and left click until the
bar cursor appears under the desired parameter digit.
Illustration 7.2.2a Electronic Chart System Display and Control Panel
Electronic
Chart
Area
ALARM Sounder no input
UTC 13 - 01 - 08
Primary 24° 58.897 N

PS1 DGPS 086° 11.165 W
Sec: None
Cog-p 111.0°
Sog-p 16.4 kt
HDG-t
LOG-w
103.0°
14.9 kt
Information
us2gc12m Autoload
Area
1 : 500,000 man.corr
A Load Chart
B Load Chart
NOT RECOMM SCALE
Tasks List Event Help
Vectors Fixed
Depth in Metres WGS-84
System Information
Drift 161.5° - 2.7 kt
Current 106.0° - 0.3 kt
St. contour 18 m - 20 m
True wind 310.1° - 5.7 m/s
Rel. wind 023.0°(P) - 3.6 m/s

Menu
Area
Water t° No Data F1 F2 F3 F4 F5 F6 F7 F8 F9 F10
N/H/C
Depth No Data
1 2 3 4 5 6 7 8 9 0 UP
Tide Height
No Data No Data
@ # % Left Right Up Down F11 F12
Work with the electronic chart
Q W E R T Y U I O P
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POWER
BkSpace Del Esc Pg Pg Overlay Plot

Shift Alt Ctrl Space Ins FN Tab Up Dn 4
ECDIS Display
ECDIS Keyboard
7.2.2 Electronic chart display and Information Slave Station In addition to the above areas a pop-up window is displayed, when required,
system (ECDIS) in the bottom left-hand section of the screen. This pop-up window displays
The slave station provides a full back-up for the master station which complies information such as route plan waypoints, ship’s log entries and help text.
Manufacturer: Transas Marine with the IMO requirements for ECDIS. All navigational sensors and external
Model: Navi-Sailor 3000 devices are also connected to this station but are not utilised in the slave mode. Note: If a navigational sensor readout is displayed in red this indicates that
These inputs would only be utilised in the event of a master station failure and the data being received from that sensor is unreliable or the sensor has failed
Version: RS 4 v 2
the slave station assuming the status of master. The worldwide chart portfolio, completely.
chart permit and chart corrections are transmitted from the master station to
Introduction the slave station’s hard disk, via the network and are available in case of a
master station failure. CD-Rom or floppy disks allow the user to load all chart Trackball and Keyboard
information directly into the slave station. The Navi-Sailor is controlled from the associated keyboard and trackball panel
The Electronic Chart Display and Information System (ECDIS) is a navigational
located in front of the display screen, see illustration 7.2.2a above.
information system which provides the following information:
• Automatic plotting of the position of vessels on an electronic Display and Controls Under normal conditions the Navi-Sailor 3000 is operated using the trackball.
chart Display Screen The trackball is based on the mouse type control, the trackball moves the
• Monitoring of navigational hazards plotted on vector digitised cursor to the desired position on the screen and the two white buttons act as
The Navi-Sailor’s screen is divided into three display areas as shown in
charts left and right pushbuttons. The left button corresponds to the ENTER key
illustration 7.2.2a and described below:
on the keyboard and the right button corresponds to the ESCAPE key on the
• Providing information on navigational and other objects from keyboard.
the electronic chart Electronic Chart Area
• Generation of various alarms for dangers to navigation, deviation This area displays up to 6 electronic charts, including their reference numbers, The keyboard incorporates dedicated function keys labelled accordingly, eg,
from planned route, crossing of safety contours, position sensor reference grid, route plan as well as own ship symbol and tracks. Ahead, Zoom In, Zoom Out.
faults and failures, etc
If the trackball fails, the cursor can be controlled by use of the arrow keys on
• Full voyage data recording Information Area the keyboard. Simultaneously holding the ALT key and an arrow key will speed
• Maintaining a ship’s log book with full playback capability This area displays an indicator of the position method being used, ie, GPS up the cursor movement whilst holding the CTRL key with an arrow key slows
Loran or DR, the status of the workstation (master or slave), the loaded the cursor movement.
• Own ship’s trial manoeuvre
electronic chart number, the current date/time, own vessel’s position and the
• Overlaying of the radar picture onto the electronic chart COG, SOG, gyrocompass heading and speed log data. Using the F1-F12 function keys independently or in conjunction with the
(Optional) SHIFT, ALT, and CTRL key(s) will allow the operator to access all possible
The lower half of the information area has four options: menu functions and controls of the Navi-Sailor 3000 as an alternative to using
• Overlaying of AIS information on to the electronic chart
the trackball. This is termed ‘hot key’ operation, a full list of hot key applications
(Optional) • To display the System Mode which includes Set, Drift, Depth and functions can be found in the manufacturer’s operation manual.
• NAVTEX manger, display information receiving via a NAVTEX and Tide.
receiver as a displayed message (Optional) • To display the Route Mode, which includes Route Name, WP
info, Vessel’s course and Cross Track Error.
Modes of Operation
The installation comprises two display units, the master located on the starboard
side of the wheelhouse adjacent to the X-Band radar and the slave unit on the • To display the Pilot Mode which provides the calculated speed There are two modes of operation, the Voyage Monitoring mode and the
port side of the chart table. and ETA at the next waypoint within a given ETA from the Navigation mode.
voyage plan.
• To display the Weather Mode which includes the Set Drift, Voyage Monitoring Mode
Master Station Depth and the Wind Speed and Direction.
The Voyage Monitoring mode is compulsory and is available as soon as the
All navigational sensors and external devices are connected to the master system is switched on. It will run concurrently with other operational modes
station. The worldwide folio of charts, chart permits and chart correction Menu Area to comply with IMO requirements for ECDIS and to ensure the following
information is downloaded into this station via either a CD-Rom or floppy This area displays the main menu keys to access the sub-menus to operate the functions are available.
disk. All information required by the slave station, both sensor and chart, is system. The soft keys in this area are selected using the trackball and white • Continuous vessel tracking
transmitted from the master station to the slave station via the network. mouse keys on the keyboard panel.
• Automatic recording of own ship tracks (primary and
secondary)
• Electronic ship’s log
• Obtaining the status of connected units Once the system is running, the external sensors should be registered Procedure to Manually Load a Chart Within Which the Vessel’s Route
automatically and displayed. The operator should check to ensure all inputs are Lies
A full list of the functions of the Voyage Monitoring mode is provided in the active. Non-active or unreliable sensor information will be displayed in red.
a) Use the trackball to select CHART in the TASKS LISTS menu
manufacturer’s operation manual.
area.
If the system has been switched off for a long period for example; during a refit
or dry docking, the operator should also ensure that changes have not occurred
Navigational Mode b) From the CHART sub-menu select BY POSITION. A list of
during the shutdown period to the following:
The Navigational mode runs concurrently with the Voyage Monitoring mode charts along the vessel’s current route will be displayed.
and is the principal function mode of the Navi-Sailor. 1) The vessel’s parameters and monitor adjustment. These items
c) Use the trackball to highlight the required chart which is then
are accessed via the CONFIG soft key in the TASKS LISTS
Once activated the Navigational mode provides the following information: displayed.
menu.
• Own ship position and tracks from both primary and secondary
positioning 2) The Logbook schedule is of the desired timings to coincide with Procedure to Manually Load a Chart from the Vessel’s Worldwide Chart
the forthcoming voyage, officer of watch changes and time zone Portfolio
• Electronic charts with automatic and manual correction and user requirements. These items are accessed via the LOGBOOK soft
information a) Use the trackball to select CHART in the TASKS LISTS menu
key in the TASKS LISTS menu. area.
• Radar information from acquired targets (if the radar option is
installed) 3) The alarm settings are switched on, and the value of various b) From the CHART window select COMPLETE LIST. A list
alarm points set to the desired trigger points. of charts from the vessel’s worldwide portfolio will now be
• AIS target information for received targets (if the AIS option is
installed) displayed.
Procedure to Stop the System - Power Off
• Trial manoeuvre results for own ship
c) Use the trackball to highlight the required chart which is then
a) Use the trackball to select CONFIG in the TASKS LISTS area.
• Route planning onto electronic charts displayed.
b) From the CONFIG sub-menu select EXIT. The Navi-Sailor will
Procedure to Start the System - Power On now shut down. Electronic Chart Information Layers
a) Press the power switch, on the top right of the keyboard, to the
ON position. To meet IMO requirements for ECDIS, the information on an electronic chart
Electronic Charts is split into three categories, the Base display, the Standard display and the
b) The operating system is loaded. If the PC has been configured Loading/Unloading Electronic Charts Additional Information display. Each category of display is listed below with
to autostart the Navi-Sailor program, the program will start and For normal operation in both Voyage Monitoring and Navigation modes the its attributes:
if using ARCS charts a personal ID number will be requested. electronic charts are automatically loaded.
• In accordance with the vessel’s position BASE Display
c) Enter the number and press the ENTER key on the keyboard.
The program will now continue to load a display screen as • During work with any function using the graphic cursor This includes class of information which cannot be switched off, it includes
the following items:
shown in illustration 7.2.2a, the correct local chart will be
displayed. The change of charts is effected automatically with the largest scaled chart • Coastline
always being on top.
• Depth contours and isolated dangers with depths over a preset
d) If the Navi-Sailor does not autostart, a Windows NT screen will safety limit depth
be displayed. Using the trackball double-click on the NS ICON To ensure that the charts are automatically loaded ensure that this option is
to start the program as described above. selected as follows: • Aids to navigation
• Recommended routes
Note: It is considered good practice that the master station is switched on a) Use the trackball to select CHART in the TASKS LISTS menu
area. • Traffic separation schemes
and run-up before switching on the slave station, thus allowing the network
connection to be correctly maintained.
b) From the CHART general window select CHART AUTOLOAD
to ON. In the same window select CHART AUTOSCALE to
ON.
If it is necessary to load a particular chart manually there are two options:
STANDARD Display c) From the LAYERS window, select STANDARD DISPLAY and Creating a Schedule of Vessel Motion Along a Planned Route
This includes class of information essential for navigation which can be turned select the ON or OFF option. Switching the standard display off This facility allows the process of calculating the time proceeding along the
off if required, ‘LAYERS LOST’ will be displayed if an item is turned off. will leave the screen showing only the BASE layer as previously planned route. A voyage schedule table is created which consists of three
Items in this display include the following: described. sections. This facility is accessed via the TASKS LISTS soft key, from the sub-
menu select ROUTE. From the ROUTE window select SCHEDULE.
• Drying heights
Procedure to Switch an Additional Information Layer Item On or Off • Section 1 is in a tabular format and contains waypoint information
• Limits of fairways and channels
a) Use the trackball to select CHART in the TASKS LISTS menu automatically taken from the route plan selected
• Landmarks area. • Section 2 allows the navigator to input information, such as:
• Areas with special navigational warnings
b) From the CHART window select LAYERS, a list of the available • Time zone(s) along a route
• All items include in the BASE layer displays is shown. • ETA in the set WP, provided that the current speed remains
unchanged
ADDITIONAL INFORMATION Display (CUSTOM) c) Use the trackball to select CUSTOM and then select On or Off
• Estimated voyage length in days, hours and minutes
for the particular item.
This includes all other items not mentioned in the first two categories. Items in
• ETD from present port
this display include the following:
Procedure to Switch All Layers and Objects or Items On or Off • The vessel’s expected speed during the passage in knots/h
• Spot soundings
a) Use the trackball to select CHART in the TASKS LISTS menu • Section 3 contains the results of the calculation based on the
• Isolated dangers with depth over the safety contours
area. information from section 1 and 2 and provides an ETA, ETD,
• Submerged cables and pipelines TTG (time to go to the next waypoint) and the Current (the time
• Names b) From the CHART window select LAYERS, a list of the available lost or gained due to tidal conditions during the voyage).
displays is shown.
• All depth contours deeper than the safety contour Refer to the manufacturer’s operation manual for further information about
• Seabed c) Use the trackball to select ALL and then select On or Off for the creating a schedule of the vessel’s motion along a route plan.
options available.
• Items that do not conform with the IMO requirements for Once a Motion Schedule is created it can be saved to the master station hard
ECDIS drive for uploading as required. Each schedule should be named when carrying
• Boundaries of all charts Creating and Loading a Route Plan and Vessel Motion out the TASK/VPLAN/Save-voyage operation. Motion schedules previously
Schedule saved can be edited and saved under the same file name or a new file name if
• Other information
Procedure to Create a Route Plan required.
• All items include in the STANDARD layer
All route plans are created and initially uploaded on the master station before
The Navi-Sailor 3000 includes a fourth layer. This layer called ALL includes being transferred to the slave station via the network. There are three methods Procedure to Load a Route and Voyage Schedule in the Voyage
all the functions of the Base and Standard layers and adds all other information of creating a route plan, which are: Monitoring Mode
which can be displayed. • Route planning on an electronic chart
To load the route and turn on the calculation of the vessel’s present position
• Route planning on an electronic chart with a check for the relative to the planned route proceed as follows:
Procedure to Switch Information Display Layers On or Off presence of dangers to navigation
a) Use the trackball to select CHART in the TASKS LISTS menu • Tabular form of route planning a) Use the trackball to select ROUTE in the TASKS LISTS menu
area. area.
All three methods are accessed from the sub-menu of the ROUTE soft key in
b) From the CHART window select the LAYERS window, a list of the MENU area. For further information on creating a route plan refer to the b) From the ROUTE window select LOAD ROUTE. A list of
the available displays is shown. manufacturer’s operation manual. saved routes is displayed, position the cursor over the required
• Base route name and press the ENTER key. The planned route is now
Once a route plan is created it can be saved to the hard drive of the master loaded into the Navi-Sailor.
• Standard station. Each route should be named when carrying out the ROUTE/SAVE
• Custom operation. Routes previously saved can be edited and saved under the same file To load the motion schedule for the selected route proceed as follows:
name or a new file name if required.
c) Use the trackball to select SCHEDULE in the ROUTE
window.
d) From the SCHEDULE sub-menu select the VPLAN to load. Help Function
The voyage schedule for the route is now loaded into the Navi-
Sailor and is displayed in the Voyage schedule table. The Help key provides access to a User’s Manual, this manual should be read
and will give any information required on how to operate the many and varied
e) To return to the main menu press the ESC key. functions of the Navi-Sailor 3000.
f) To turn the voyage schedule table off press the ESC key.
Note: If route data is not displayed in the Navi-Sailor Information Area due
to some unknown reason, the route should be unloaded and then loaded
again.
Alarm Settings When Sailing Along a Route
It is important that the navigator sets a number of alarm parameters, so that

an alarm is activated if the ship strays outside the set parameters. The alarm
parameters are set via the ALARM soft key in the TASK menu area and
associated sub-menus. The alarms include the following:
ALARM/OFF ROUTE
Triggers an alarm if the vessel sails beyond the route after passing the last
waypoint. This option should be set to ON.
ALARM/WPT
The ALARM/WPT allows the navigator to set a time limit to trigger an alarm
as the ship approaches its next waypoint. A value of between 1-60 minutes can
be set.
ALARM/COURSE
The ALARM/COURSE allows the navigator to set a maximum deviation limit,
an amount in degrees, that the ship may deviate from the COG for the next
waypoint. A value between 0.1°-90° can be set.
ALARM/XTE
This alarm should be set to ON, it will activate an alarm if the ship exceeds the
Cross Track Error (XTE) as set in the route plan.
ALARM/SCHEDULE CONTROL
The ALARM/SCHEDULE CONTROL allows the navigator to set a time limit
for an alarm to be activated if the ship deviates from the route schedule by the
set time. A value of between 1-900 minutes can be set.
Illustration 7.2.3a Pirate Watch Radar Display
Omnipad
Only active if the Auto Plotter Used to shift the cursor, VRM and EBL;
ARP-10 is fitted. or to select items and options from a
GaAs FET FRONT END 8-TONE DAYLIGHT DISPLAY menu.
Press to open or close menus.
Press to confirm menu selections.

Each press scrolls through the SELECT ACQ
following selections: CANCEL ENTER
Used to set a guard zone area.
SELECT ACQ EBL1/EBL2/VRM1/VRM2
CANCEL ENTER
MENU GUARD
Control: Used to select the required radar range.
MENU GUARD Rotate to adjust the gain
sensitivity. RANGE
Press to enable control of EBL1/EBL2
RANGE Switch:
from the omnipad.
Press and hold to temporarily EBL/VRM EBL/VRM
SELECT CONTROL Press and hold for 2 seconds to erase
erase the heading marker or
EBL/VRM EBL/VRM an EBL.
SELECT CONTROL
north marker. GAIN
TLL Press to display target position data.

GAIN
Control:
TLL HM_OFF
Rotate to adjust the sea clutter A/C SEA A/C AUTO Press to select automatic adjustment of
HM_OFF setting.
the rain and sea clutter functions.
A/C SEA A/C AUTO Switch*:
Press to off centre own ship's position F1 BRILL Press to adjust the display brilliance.
to the cursor location. A/C RAIN
F1 BRILL Press and hold for 2 seconds to
A/C RAIN ST BY
activate the zoom facility. TX Press to switch the radar to standby
ST BY
F2 mode.
TX Control:
F2
Rotate to adjust the rain clutter POWER Press to switch the power on or off.
setting.
POWER
Switch*:
Used to displace the EBL origin.
Lights when the economy

* Default switch function mode is selected.
Control Panel
7.2.3 PIRATE WATCH RADAR Range Selection Guard Alarm
There are 17 ranges available, 0.125nm through to 64nm. Range rings are
Manufacturer: Furuno automatically displayed in accordance with the range selected. The selected The guard alarm can be set to alert the operator when a target either enters
Model: 1942 Mark 2 range is displayed in the top left-hand corner of the CRT, press the RANGE G(IN) or exits G(OUT), a guard zone.
key to change the range up or down.
For the purpose of pirate watch operations, it is recommended that the guard
Introduction zone option is set so that the system activates an alarm when a vessel enters
Optimum Radar Performance the guard zone.
Due to the increasing threat from piracy on the high seas this radar has been
specifically installed to give an indication of the approach of other targets/craft The installation of this radar is to enable the detection of target/craft
Procedure to Select the Guard Zone Type
towards the stern of the vessel. This area is normally in the blind or shadow approaching the vessel from astern, which may be intent on breaching the
sector of the ship’s main radar system. ship’s security. It is therefore important that the radar is set for optimum target a) Press the MENU key, select ‘OTHERS MENU’ and then press
detection performance by operator adjustment of the following controls. the ACQ/ENTER key.
The system comprises of the following:
b) Select option ‘17. GUARD MODE’ and use the omnipad to
• 10 inch CRT display unit, deckhead, mounted in the starboard Gain Control
select ‘IN’.
forward corner of the wheelhouse This control adjusts the sensitivity of the receiver and should be adjusted to a
• Turning unit, comprising a 4ft antenna and a 6kW X-band setting where background noise is just visible on the screen. c) Press the ACQ/ENTER key.
transceiver, located on the poop deck, starboard quarter.
Anti-Clutter Sea Control (A/C SEA) d) Press the MENU key to exit.
Although small and compact the radar has a variety of functions as found on This reduces unwanted target returns from waves. The A/C SEA control should
larger commercial radars including, dual VRMs and EBLs, Echo Trails, Guard be set so that the clutter is broken up into small dots and small targets can be Procedure to Set the Guard Zone
Zone Alarm, Off-centre and Watch mode. Optimum performance of target readily identified. A common mistake is to over-adjust the control so that all a) Use the omnipad to position the cursor at a desired distance and
detection is achieved by automatic receiver tuning and anti-clutter settings, the clutter is removed, the centre of the display darkens and targets close by as
combined with simplified radar operation. bearing from own ship where the guard zone is to commence.
well as the sea clutter itself, are suppressed. Always ensure that a little clutter is Press the GUARD key, G(IN) will be displayed in the top right-
visible on the display. If the sea state is flat calm, the A/C SEA control should hand corner of the CRT.
Operation be switched off.
b) Use the omnipad to position the cursor in a clockwise direction
The operation of the radar is achieved via the control panel to the right of the Anti-Clutter Rain Control (A/C RAIN) away from the guard zone start, to a point where the guard zone
CRT screen on the display unit, see illustration 7.2.3a. should end and press the GUARD key. The guard zone will be
This reduces unwanted target returns from precipitation. The A/C RAIN
displayed as a dotted line/arc on the CRT. Any targets entering
control should be set to reduce the returns of precipitation to a level which
Switching Power On/Off this zone will trigger an audible alarm. To acknowledge the
allows small targets to be readily identified. It should be noted that the A/C
alarm when activated press the GUARD key, G(ACKN) will
RAIN control has the effect of reducing receiver gain and if not required should
WARNING replace G(IN) in the top right-hand corner of the CRT.
be switched off.
Prior to switching the radar ON, ensure the scanner is clear of any
obstructions and that no personnel are in the scanner’s vicinity. This Cancelling A Guard Zone
warning is particularly relevant to this equipment due to the location of Automatic Control of A/C SEA and A/C RAIN
the turning unit on the aft deck. Press and hold the GUARD key until the guard zone disappears from the
Press the A/C AUTO button to activate automatic control of the A/C SEA and
CRT.
A/C RAIN based on the threshold of the strength of the clutter. However, it
a) On the radar control panel press the POWER button. Panel lights should be noted that targets close by can be suppressed when this function is
will illuminate and the CRT will display a time countdown for selected. It is suggested that as this radar is being used as a pirate watch radar,
the magnetron warm-up period. Once complete the word STBY the anti-clutter and gain controls should be set-up manually as previously
is displayed. described.
b) Press the STBY TX key to select the transmit mode, any

echoes from received targets will now be displayed. Targets are
displayed in 8 tones of green according to echo strength.
The Watchman Function Procedure to Cancel the Watchman Function Illustration 7.2.3b Pirate Radar System
a) Press the MENU key.
If the radar is not required to function continuously, when selected, the
Watchman function will automatically switch the radar to the transmit mode b) Select the ‘OTHERS MENU’.
for one minute to check the condition inside the guard zone. Should a target be
detected within the guard zone an audible alarm will be sounded and the radar c) Press the ACQ/ENTER key.
will remain in the transmit mode. Aft Mooring Area
d) Select option ‘15, Watchman’.

The period of rest between each transmission can be set to 5, 10 or 20
minutes.
e) Use the omnipad to select ‘Off’.
Procedure to Activate the Watchman Function f) Press the ACQ/ENTER key.

a) Create a guard zone as described above. J/B
g) Press the MENU key to exit.
Steering Gear Room
b) Press the MENU key.
Danger from Radiation
c) Select the ‘OTHERS MENU’.
J/B Wheelhouse Port
As the antenna for this radar is located on the aft deck and is sited relatively
d) Press the ACQ/ENTER key. low down, radar energy may be transmitted in the forward direction, ie,
towards own ship. Dead zones can be set up so that transmission is only
Gyrocompass
e) Select option ‘15. Watchman’. available between certain limits for example between 090° and 270° relative.
DGPS
This effectively means that no transmission of radiation would take place
f) Use the omnipad to select the rest period from either 5, 10 or 20 220V AC PSU
between 270° and 090°, the dead zone.
minutes.
Procedure to Set Up a Dead Zone
g) Press the ACQ/ENTER key.
a) Press the MENU key. Wheelhouse Ceiling
h) Press the MENU key to exit. GaAs FET FRONT END 8-TONE DAYLIGHT DISPLAY
b) Select the ‘OTHERS MENU’.

i) ‘WATCHMAN’ is displayed at the top of the CRT. The radar
will transmit for one minute and then shut down to standby c) Press the ACQ/ENTER key. SELECT ACQ
mode for the time period set in f) above.

CANCEL ENTER
d) Select option ‘24, Installation Set-up’. MENU GUARD
WARNING
RANGE
It should be noted that during the standby mode the scanner will stop e) Press the ACQ/ENTER key. EBL/VRM
SELECT
EBL/VRM
CONTROL
GAIN
rotating. However, it will automatically start again for one minute’s TLL
transmission when utilising the Watchman mode. Ship’s staff should be f) Select option ‘7, Dead Sector’. HM_OFF
A/C SEA A/C AUTO
made aware and safety notices posted on the scanner mast stating that F1 BRILL
the antenna may automatically start without warning. g) Use the omnipad to move the cursor to the start of the Dead A/C RAIN
ST BY
Zone, ie, 270° and press the ACQ/ENTER Key.

TX
F2
POWER
h) Use the omnipad to move the cursor to the end of the Dead
Zone, ie, 090° and press the ACQ/ENTER Key.
i) Press the MENU key to exit.
7.3 Autopilot and Electric Steering System
7.3.1 Steering Procedures
7.3.2 Autopilot
7.3.3 Gyrocompass
7.3.4 Magnetic Compass
Illustrations
7.3.1a Steering Stand and Peripherals
7.3.2a Autopilot Display and Control Panel
7.3.3a Gyrocompass System
7.3.3b Gyrocompass Display and Control Unit
7.3.3c Gyrocompass Unit Menu

Illustration 7.3.1a Steering Stand and Peripherals

Converter Room
Wheelhouse
No.1 No.2 Deckhead Rudder Angle
Gyrocompass Gyrocompass Panorama Rudder Indicator
Angle Indicator
Heading Repeater DTR 600
40 30 20 10 0 10 20 30 40
Sperry
On/Off
Engine Monitoring
No.1 Gyro Sperry R
Alarm System
Marine
NAVIPILOT 4000
SET
MODE RUDDER ORDER
322.2
AUTO HEADING VALUE
Port Bridge Starboard Bridge

Active 10°/MIN
HDG GYRO 1 SET HEADING ADAPTIVE WEATHER
345.6
SELECT
40 30 20 10 0 10 20 30
OFF HDG
40LIMIT
Wing Rudder Angle Wing Rudder Angle
Indicator Indicator
3 1°
RUDDER ANGLE - 0° PRESET ACCEPT
Steering
10
TAKE
MENU DIM - TEST DIM +
OVER
Gyrocompass Sperry R
Stand 0
Switchover Unit
Marine
5 5 5 0 5
NAVIPILOT 4000
Voyage Data Recorder

10 10 10 10
RUDDER ANGLE RUDDER ANGLE
MODE
SET 15 15 15 15
322.2
AUTO HEADING RUDDER ORDER
VALUE
10°/MIN
20 20 20 20
HDG GYRO 1 SET HEADING WEATHER
345.6
SELECT ADAPTIVE
25 25 25 25
STATION IN CONTROL MAIN 30 30 30 30

35 35 35 35
40 30 20 10 0 10 20 30 40
OFF HDG 40 40 40 40
LIMIT
3 1°
PRESET ACCEPT
10
TAKE
MENU DIM - TEST DIM +
OVER
Sperry R ADG 4000

Marine
Speed Log ECDIS

10 0 10 20
220V AC From Wheelhouse Control Panel

20 30
30
220V AC From Wheelhouse Control Panel

Junction Box ECDIS
Dimmer on BMCC
Forward Chart Table
Engine Control
Engine Monitoring Rudder Control Rudder Control Engine Monitoring Rudder Angle
Console Rudder
Alarm System Box Box Alarm System Transmitter
Angle Indicator
Torque Motor Torque Motor

Port Starboard
Engine Control
Rudder No.1 Steering Gear No.2 Steering Gear Rudder
Transformer Transformer Console Rudder Angle
Feedback Starter Starter Feedback
Indicator
Voyage Data Recorder To

Interface Unit Gyrocompass Switchover Box
7.3 Autopilot and Electric Steering Non-Follow-Up (NFU) Mode Auto Steering Unit (Adaptive)
System In NFU mode an additional controller is provided on the starboard side of the The adaptive auto steering unit is located on bridge control console. It
helm position. When moved in one direction the rudder will continue to move incorporates the functions required for auto steering.
Manufacturer: Sperry Marine Systems until the command is removed or the rudder limits reached. If the controller
Model: Navipilot 4000 is returned to midships the rudder will remain at this angle. An opposite
Steering Repeater Compass
command has to be applied to bring the rudder back.
A steering repeater compass is located on the steering stand. It receives series
7.3.1 Steering Procedures signals from the main gyro unit which drives the repeater compass card to
Automatic Mode
indicate the course of the vessel. The compass has a vernier card that is read
An electronic device produces the rudder command signals to steer the ship. in 1/10 degree increments.
Introduction The navigator sets the desired course on the autopilot controls and the system
compares the set course with the actual course from the gyrocompass, or
All steering systems involve sending rudder command signals from the Mode Switch Unit
occasionally the transmitting magnetic compass if fitted. If there is a difference
position where the vessel is navigated to the steering gear compartment where The mode switch unit is located on the bridge control console and allows the
between set and actual courses, a rudder command signal causes the rudder to
the machinery for controlling rudder movement is located. These rudder operator to select the steering mode. Three modes are available:
move in the correct direction and by an appropriate amount to bring the vessel
commands may be manually generated by a pilot/helmsman or electronically
back on course. Modern autopilots are adaptive in that they can modify the • AUTO: Automatic steering.
via an automatic pilot.
steering to the changing external forces such as sea conditions or wind as well
as the individual characteristics of the ship’s hull. • HELM: Manual steering.
The method of steering the ship is determined by use of the mode selector
switch located on the steering stand. The modes available to send rudder order • NFU: Manual steering
signals to the steering gear include: System Configuration
• Manual steering, Follow-up (FU) mode Call-Up and Mode Selector
Various components which make up the steering system. This unit allows the steering control to be placed on the wheel or NFU positions
• Non-follow-up (NFU) mode
in the wheelhouse and allows selection of steering pump.
• Auto mode An electronic unit sends and receives information to and from the rudder
order unit which subsequently sends order signals to the steering gear
compartment. Steering Procedures
Manual Steering
Manual steering is normally carried out only when the vessel is manoeuvring, Inputs and outputs include the following: Selection of the steering mode Auto or Wheel is carried out from the bridge
although it can be used in the event of autopilot failure. • Heading information from the dual gyrocompasses control console.
In manual mode the ship is steered by the hand steering wheel located on the • Heading information to the off-course recorder
aft side of the steering control console. The hand steering control works in
Operation
• Rudder angle indication to the gyrocompasses
follow-up mode. A gyrocompass repeater is fitted to the steering control stand
• Ship speed from the speed log processor unit Before proceeding with any of the operations below confirm that the steering
to facilitate manual steering. The magnetic compass binnacle is also visible
gear power unit required has already been started.
to the helmsman in case of failure of both gyrocompasses. Dimmer controls • Rudder orders from the autopilot control panel
are fitted to set appropriate lighting levels to the rudder angle indicator, the
• Rudder orders from the steering handwheel
magnetic compass display, the handwheel illumination and red ceiling lights. Procedure to Select Hand Steering
• Rudder orders from the NFU tiller
a) At the steering stand confirm that the helm indicator reads
Follow-Up (FU) Mode • Alarm unit for the Voyage Data Recorder (VDR) zero. If necessary turn the hand steering wheel until the helm
In follow-up mode a steering helm has a midships position and movement in • Steering information to the VDR indicator reads zero.
both port and starboard directions. When the helm is moved away from the • Rate of Turn from the ROT gyrocompass
midships position a rudder command voltage starts the steering gear causing b) Turn the mode selection switch on the steering console to the
the rudder to move. As it moves an electrical feedback signal from the rudder HELM position.
stops any further movement once the desired angle of rudder is reached. If the
helm is left in this position the rudder will remain at that angle. If the helm c) Hand steering from the hand steering wheel is now available.
is now moved to another position, the rudder will ‘follow’ this command and
take up a new position. For example, if the helm were returned to midships,
the rudder would return to midships. This system can only work when rudder
feedback signals are available.
Procedure to Select Automatic Steering
a) At the steering console set the ship’s course to the desired
course using the helm, for example: 030°.
b) At the autopilot unit 1 or 2, set the required course (ie, 030°) on

the automatic steering control unit.
c) Turn the mode selection switch to the AUTO position.
d) Select the required program key on the automatic steering unit.
e) Automatic steering is now available.
Procedure to Select Non-Follow-Up (NFU) Steering

a) At the bridge console turn the system selection switch to the
NFU position.
b) Press the NFU mode selection switch.
c) Non-follow-up steering is now available using the Non-follow-

up steering lever (tiller) on the bridge console.
7.3.2 AUTOPILOT Actual Heading Operation
This is the horizontal direction in which a ship points at a given time in relation
Manufacturer: Sperry Marine to true or magnetic north. The following mode displays can be selected:
Type: NAVIPILOT 4000
Set Heading Auto
Introduction This is the angle between true or magnetic north and the direction in which a In this mode the autopilot performs automatic heading keeping using
ship is to be steered by the autopilot. information from the SET HEADING setting.
The NAVIPILOT 4000 autopilot is a microprocessor controlled heading control
system that has been created to provide high fuel economy with user friendly To set the heading, turn the heading selector control knob clockwise to increase
Set Course the steps and anti-clockwise to decrease the steps in increments of 1°. Pressing
operator interface.
This is the angle between true or magnetic north and the direction over ground and then releasing the 1/10° button will display the 1/10° symbol on the
An autopilot continuously monitors the ship’s steering dynamics and adapts in which a vessel is to be steered by the autopilot from waypoint to waypoint LCD and make the function live. Turning the heading selector control knob
the parameters of the generated control signals to provide the most efficient in combination with, say a GPS (Global Positioning System) receiver. clockwise/anti-clockwise will increase/decrease the set heading accordingly.
control of the rudder consistent with the ship’s heading and selected course.
The adaptive nature of the autopilot is to provide minimum rudder motion, In NAV mode the autopilot is interfaced with the Voyage Management System To preset a heading, press the PRESET button and turn the heading selector
which maintains ship stability whilst maximising fuel economy. (VMS) where the external system controls the set heading and the turn rate control knob to the required value. As described above, pressing the 1/10°
for the vessel to follow a programmed voyage plan that is run on the external button will switch the control panel to 1/10° increments. On completion,
The autopilot provides the control and display functions along with circuits system. pressing the ACCEPT button will accept the new set heading. Pressing the
which process the control inputs, generate the display response and determine PRESET button before the ACCEPT button will cancel the preset mode.
the rudder command. The various steering functions are selected by means of In TRACK mode the autopilot is interfaced with the Differential Global
the display unit, which enables the operator to choose the mode of steering Positioning System (DGPS). A route is then executed at the external system Nav
control and any limits or special commands associated with the selected and the autopilot computes the heading order required to stay on track to the
next waypoint, based on waypoint bearing and cross-track error information The NAVigation mode is available when the autopilot is connected to the VMS.
mode.
provided by the external system. The VMS controls the set heading and the rate of turn for the vessel to follow
a programmed voyage plan that has been plotted on the external system.
An actual heading signal supplied by the gyrocompass is continuously
compared with the set heading manually set, by the operator, on the digital
Equipment In this mode the VMS computes the heading order required to keep the vessel
display panel of the autopilot. Whenever the actual heading and the set heading
Control and Display Unit on the planned course and sends Heading to Steer Commands (HSCs) to the
are the same there is no differential and no movement signal is sent to the
steering control unit. When in NAV mode, the turn method is automatically
rudder. If a differential does exist a trigger circuit initiates a signal to move The control and display unit (CDU) as shown in illustration 7.3.2a contains the switched to the rate of turn default programmed into the VMS.
the rudder in a direction so as to null out the error. Tuning of the autopilot is operator controls and indicators used for the heading and control operation.
achieved by varying the parameters displayed on the right-hand side of the
The NAV mode course changes are executed at wheel-over points which are
display according to the prevailing conditions such as weather, seaway and The CDU contains an LCD that displays information on the current heading, calculated by the VMS using information on the vessel characteristics and the
state of loading. the ordered heading and other related information. Also fitted within the CDU planned turn radius. When the vessel reaches the wheel-over point the VMS
are controls for testing the system, a dimmer control for day or night-time alters the HSC, so changing the vessel’s course.
In restricted waterways manual steering is recommended, and particularly so viewing and an alarm mute button.
when navigating in restricted visibility. Switching from manual steering to
During normal NAV mode turns, the changing heading order as well as the rate
autopilot steering is possible at all times, regardless of whether the autopilot is
Steering Control Unit order can be viewed on the VMS display.
to hold the set heading or a change is to be made to the set heading.
The Steering Control Unit (SCU) contains a microprocessor with input and
Note: When switching from manual steering to autopilot control, the actual output connections for processing the steering commands and controlling the Track
heading of the vessel is taken as the set heading at the instant of switch-over steering gear. When TRACK mode is selected the autopilot is interfaced with the Differential
to prevent unwanted or erroneous changes in the ship’s heading when the Global Positioning System (DGPS). The external system calculates the bearing
steering mode is switched to autopilot. Controller Area Network to the next waypoint, calculates the Cross Track Error (CTE) with respect
to the plan and sends this data to the autopilot. The autopilot then uses this
Due to developments in the design and manufacture of modern marine autopilot The Controller Area Network (CAN) is a two wire, half duplex serial network information to compute the heading order required to stay on the plan and
systems the terminology associated with them has been changed to reflect the that connects the CDU, SCU and other interfaced equipment. automatically adjusts the set heading. When the next leg of the plan is selected,
changes. The main changes in terminology are as follows: the waypoint bearing and XTE will change. The autopilot’s set heading will
automatically change to stay on the plan.
If it becomes necessary to change the turn method or adjust any associated Menu Display Steering Control Transfer
values, the autopilot must be switched out of TRACK mode.
This displays the menu options and alarm conditions or selected additional Once the autopilot has been powered-up, take-over is instigated simply by
display options. pressing the TAKEOVER button on the CDU.
Non-Follow-Up
When the CDU is not in control the screen will display a message saying
Previously described. Alarm Display
STATION IN CONTROL and will then specify which station has control.
When an alarm message is displayed on the screen it shows that one or more When the CDU is offered control, the screen will display a message READY
Follow-Up of the conditions are in an alarm state. FOR TAKEOVER and pressing the TAKEOVER button will allow the
Previously described. autopilot to take control.
Steering Control Transfer
LCD Screen Displays Power-Up
Heading Select Display
The system in which the autopilot is installed must be set to a manual steering
This displays the heading source selected by the operator such as gyro 1 or 2 mode before the autopilot is powered-up. During the power-up the autopilot
for example. will perform a self-test and once complete will beep once and display a start-
up screen.
Actual Heading Display
Illustration 7.3.2a Autopilot Display and Control Panel
This displays the actual heading from the selected compass. If the screen shows
‘****’, this indicates a loss of heading data.
Set Heading Display Sperry Marine

R
NAVIPILOT 4000
This displays the set heading on the LCD screen.
Preset Heading Display HEADING SET

Rate
088.6
MODE AUTO
Order VALUE
This displays the heading entered when in the PRESET mode and represents ACTIVE
7°/MIN
the value dialled in by the order control knob.
HDG SET HEADING
089.0
GYRO 1 ADAPTIVE WEATHER
Turn Method Display SELECT
This displays any information on the turn method such as the rate of turn
in degrees per minute, the ordered turning radius in nautical miles and the STATION IN CONTROL:
maximum rudder angle in degrees. If an RL icon appears, it indicates that the MAIN
rudder limit has been reached.
Weather Display 40 30 20 10 0 10 20 30 40 1°
PRESET ACCEPT
RUDDER ANGLE - 0° 10
This displays the gain selection chosen to compensate for sea conditions. If
adaptive or automatic gain is selected, the autopilot automatically adjusts
the gain to compensate for the sea conditions. If the system is in manual the TAKE
MENU DIM TEST DIM
display shows a number between one and seven. One is the highest gain and is OVER - +
selected for low sea states and seven is the highest which is selected for high
sea states.
0801-05
Illustration 7.3.3a Gyrocompass System
Bridge Wing Repeater Wheelhouse Magnetic Compass Bridge Wing Repeater

(Port) (Starboard)
Rate of Turn
Repeater
Bridge Main Control Console
Fibre Optic
Rate Gyro AIS
Engine Room
X-Band Radar
Monitoring
S-Band Radar Terminal
Off Course and Alarm
Board
Alarm
DC Dimmer
Voyage Data
Recorder AC Dimmer
Mirror
Course and Switch Over Head
Converter Unit Dimmer
Rudder Angle Digital Repeater
Room
Recorder Wheelhouse
Rudder Digital Repeater

DTR 600 Repeater Feedback Unit Steering Gear
Heading Repeater DTR 600 Room
Steering AIS
Stand Sperry
Marine
On/Off
No.1 Remote Control Unit No.2 Remote Control Unit

GYROCOMPASS
GYROCOMPASS
Course Rudder
Angle Recorder
DGPS
Log
Engine Room
Monitoring and
Alarm System
220V AC Emergency Switchboard ECDIS 220V AC Emergency Switchboard

24V DC Supply WCP 24V DC Supply WCP
Sperry Marine
R
NAVIPILOT 4000
HEADING SET
Rate
088.6
MODE AUTO
Order VALUE
ACTIVE
7°/MIN
No.1 Navigat Gyrocompass No.2 Navigat Gyrocompass

HDG SET HEADING
089.0
GYRO 1 ADAPTIVE WEATHER
SELECT
STATION IN CONTROL:
MAIN
40 30 20 10 0 10 20 30 40 1°
PRESET ACCEPT
RUDDER ANGLE - 0° 10
MENU
TAKE
OVER
DIM
-
TEST DIM
+
220V AC/24V DC Supply
0801-05
7.3.3 gyrocompass The two gyrocompasses and the magnetic compass provide individual inputs to Display and Control Elements
the compass monitor unit which also houses the gyro control and display unit.
These are performed via the compass display and control unit shown in the
Manufacturer:: Sperry Marine Systems The monitoring and controlling of all compass parameters can be performed
illustration 7.3.3b.
Type: NAVIGAT X Mk1 through this unit.
Illustration 7.3.3b Gyrocompass Display and Control Unit

Introduction Design and Main Features
The NAVIGAT X Mk 1 gyrocompass is a microprocessor controlled system

Two identical gyrocompass systems are provided on the bridge. Heading
incorporating automatic north speed error correction. Its design ensures North
information from the gyros is fed via the switchover unit to the following
stabilisation during short power failures. For example, after a three minute
equipment:
power failure no more than 2° of deviation can be expected. Once power
• Port and starboard bearing repeaters has been restored the gyrocompass will return to the correct heading without >F1 GYRO 1 271.2
• Two steering gear repeaters requiring the usual settling period. Latitude error is virtually eliminated by the F2 GYRO 2 271.3
combined effect of its twin rotors and the liquid damping system. F3 MAGN.C. 270.9
• Wheelhouse bearing repeater DIFF G1/G2 5 ↓
• Rate of Turn indicator The compass has input interfaces for a second gyro, a speed log, electronic
position fixing equipment and two rudder angle feedback units. Up to 12
• Course repeater visible from steering position output ports are available for transmitting heading information to external
• Wheelhouse repeater equipment. F1 F2 F3
• Course printer MENU
The changeover unit for twin gyros provides complete redundancy of all input
• S-band radar and output signals maintaining independence of the individual compasses.
• X-band radar
RESET ENTER
• Inmarsat terminal Operating the Gyrocompass SHIFT
DIM- DIM+
• Automatic Identification System (AIS) Switch On Procedure
• Voyage Data Recorder (VDR) The gyro is switched on at the main switch. As the gyrosphere requires time to
settle to geographic North, it is recommended that the gyrocompass system be
• The two navigation stations switched on at least three hours before departure and should only be switched
• The automatic pilot steering stand off during long docking periods. After switch on the LCD display shows three
screens in the following sequence: Internal Selection
The gyro system is also connected with the following external equipment: 1) Self-test a) Press SHIFT and F1 to select gyrocompass 1.
• GPS navigator (vessel position) 2) Masterboard status message
b) Press SHIFT and F2 to select gyrocompass 2.
• Speed log (vessel speed at 200 pulses per nautical mile) 3) Start-up information showing heading data from the connected
• Two rudder angle units compasses and heading difference alarm threshold. c) Press MAGN COMP to select magnetic compass.
In the event of failure of both gyros, a magnetic compass provides course Gyrocompass Selection Display Illumination
information to the system via a flux gate.
Select gyrocompass No.1, gyrocompass No.2 or the magnetic compass as the a) Press DIM+ to make display brighter.
The compass units are normally powered from the ship’s 220V AC supply but compass to provide heading information to external equipment listed at the
have an emergency 24V DC supply in the event of a mains supply failure. beginning of this section. This can be performed via the compass display and b) Press DIM- to make display darker.
control unit or via the external gyro selector switch.
c) Press DIM+ and DIM- simultaneously to test all illumination.
Note: Gyrocompass selection is permitted in manual steering mode only. If
using autopilot mode, the source selection is disabled. Confirm Alarm/Mute Alarm Buzzer
a) Press ALARM RESET; the alarm will be muted.
Illustration 7.3.3c Gyrocompass Unit Menu
Navigating the Menu Main Menu Display Data Screen
Higher Menu Level Lower Menu Level DISPLAY DATA Rate of Turn
RATE OF TURN Actual rate of turn
F1 +3.4 °/sec
F1
MAIN MENU
F2 Go to sub-menu F1 DISPLAY DATA Display Data
F2 MANUAL SETTINGS
F2 F3 SETUP MENU
Gyrocompass
F3
Position
F3 Speed
Return to next Date/Time
MENU
higher menu level
Menu
Go to next/previous Manual Settings DISPLAY DATA Magnetic Variation
screen on same MAGNETIC VARIATION 2.3° E Magnetic variation
menu level Speed/latitude
Heading diff. alarm
Magnetic variation
North sp. err. correction
Selecting Parameter Settings Flashing arrows: selection expected
Setting naviprint
Setting rate of turn
Show next/previous
option
MANUAL SETTINGS
SPEED MODE: AUTO Set-up Menu
POSIT MODE: AUTO
ENTER
Select option and go to next User Set-up Position data
DISPLAY DATA
line POSITION MODE AUTO -Position mode (auto/man)
Date and time
LATITUDE 54:32.10° N -Latitude
Software version LONGITUDE 009:54.32° E
-Longitude
Mag. C. cal. table
Service Set-up
Service Set-up 1
Interface I/O
Gyro 1 input
Gyro 2 input
DISPLAY DATA Speed
Fluxgate SPEED MODE AUTO -Speed mode (auto/man)
Magn. hdg. outp. +23.4 kt -Actual speed
Service Set-up 2
Error list
Operation time
counter
Reset comp.
monitor
DISPLAY DATA Date/Time

DATE: 21:09:98 -Current date
TIME: 12.34 -Current time
Note: If the cause of an alarm is eliminated, a pending alarm message and

the buzzer will disappear automatically.
Change Time Settings

The gyrocompass monitor controls the feed rate of the course recorder, which
can be set to 60, 150 or 600mm feed rate per hour. During at sea conditions the
recorder should be set to 60mm, during standby and manoeuvring conditions it
is advisable to set it to at least 150mm. The changes can only be made effective
on the duty unit.
a) At the gyrocompass monitor control panel press the MENU

key followed by F2, this will allow the operator into the
Manual Settings sub-menu. Press the down arrow key once, the
NAVIPRINT option is shown but not highlighted, press ENTER
key to move the selection down to NAVIPRINT. Use the arrow
keys to toggle through the printer speed. When the desired speed
is selected, press the MENU key several times to return to the
main display data screen.
Menu Operation
The display screens and manual settings, user and service set-up modes are
explained in the operator’s manual and are accessed via a multi-level operating
menu as indicated in the illustration 7.3.3c.
7.3.4 Magnetic Compass
Manufacturer: Sperry Marine

Model: Jupiter 180 MM
Type: Navipol 1
Introduction
The aluminium compass binnacle is located on the mast/radar deck above the
navigation deck. It incorporates a Navipol periscope assembly and is designed
to accept the Jupiter magnetic compass which provides magnetic heading
information to the helmsman.
The binnacle has a glass window in the hood which allows the compass to
be viewed at the binnacle and a reflector tube that allows the compass to be
viewed from below deck.
The compass corrections are fitted either inside or on the binnacle. The B-C
corrections are made by two pairs of rod magnets fitted inside the binnacle,
one pair is for the B correction and the second pair the C correction. The
magnetic field’s strength can be adjusted infinitely over 20° of deviation. The
D correction is made by the two soft iron balls fitted either side of the magnet
and the heeling error by corrector magnets suspended via the bucket tube at
infinitely variable heights inside the binnacle and directly below the B and C
correctors. These corrections are carried out during trials and normally do not
require subsequent adjustment.
Note: The Navipol T binnacle does not have D correctors fitted externally.
Where this correction is required, the correction is applied to the compass
directly and is an optional fitting.
An off-course control unit is powered by 220V AC mains.
Both 220V AC mains and 24V DC supplies the binnacle lighting via
wheelhouse dimmer switches.
Magnetic Compass Maintenance
• The compass bowl should be inspected regularly for signs of

leaks or bubbles.
• The upper and lower glass surfaces should be regularly
cleaned.
• The compass gimbals should be checked for free movement at
the same time as cleaning the glass surfaces.
• The Navipol binnacle does not require regular planned
maintenance.
7.4 Main Engine Manoeuvring Control
7.4.1 DMS2100i System Overview
Illustrations
7.4.1a Main Engine Remote Control System
7.4.1b DMS2100i Operator Panel
7.4.1c Bridge Telegraph
7.4.1d Main Engine Remote Control System

Illustration 7.4.1a Main Engine Remote Control System
Wheelhouse
RPM Indication
10 20
50 50
0 30
100 100
150 150 40 8 8
FULL
rpm bar 6 6
HALF
4 4
SLOW
2 2
DEAD
SLOW
0 STOP 0
2
DEAD
SLOW
2
Emergency Telegraph
SLOW
DMS 2100i BRIDGE MANOEUVRING SYSTEM Lyngso Marine
4 4
HALF
ALARM 100% FAULT
6 6
FULL
ALARM STOP ALARM
LIST HORN ACKN. 8 8
ADD. DISPLAY ADJUST SLOW SHUT MAINTE-

LIST CHANNEL CHANNEL DOWN DOWN
S1 S2 S3 S4 NANCE
DIMMER
S
T
O
24V
DE OW
SL AD
P
SL
OW
AD
DE
1 ABC 2 DEF 3 GHI 4 JKL 5 MNO 6 PQR
SLOW
LIMITS OW
BRIDGE E.C.R. LOCAL SLOWD. SHUTD. START SELECT SL
ASTERN
AHEAD
CTRL. CTRL. CTRL. CANCEL CANCEL BLOCK CANCEL
HALF HALF
DIMMER
FU
7 STU 8 VWX 9 YZ 0 SPACE *. +/-# FU
LL LL
SEA STAND F.W.E. SLOWD. CON- SET-
STATUS
MODE BY RESET TROL TINGS
Engine Control Room
10 20 30 30
60 60
0
30
90 90
40 120 120
bar rpm
DPS2100 DMS2100i
DMS 2100i Manual Control Panel
ALARM 100% FAULT
ALARM STOP ALARM

LIST HORN ACKN.
FULL

S1 S2 S3 S4 NANCE
DIMMER HALF

SLOW
LIMITS
BRIDGE
CTRL.
E.C.R.
CTRL.
LOCAL
CTRL.
SLOWD.
CANCEL
SHUTD.
CANCEL
START
BLOCK
SELECT
CANCEL ESC ENT
DEAD START AIR
AUX.
BLOWER
SPEED
CONTROL
REMOTE
AUTOM.
SAFETY
SYSTEM
SLOW
AHEAD RUN PRESEL. MODE CONTROL RESET
7 STU 8 VWX 9 YZ 0 SPACE *. +/-#
STATUS
ECR
SHD
STOP STOP MANUAL
CONTROL
OVERRIDE
AUX. SPEED REMOTE SAFETY

START AIR BLOWER CONTROL AUTOM. SYSTEM
24V
AHEAD RUN
To Alarm
PRESEL. MODE CONTROL RESET
AUX. FUEL LOCAL SOUND
DEAD START
ASTERN
SLOW
TURNING
BLOWER
STOP
CONTROL
MODE
MANUAL
CONTROL
OFF-ALM
ACKN.
SLOW STOP
ECR
MANUAL
SHD
DPS 2100 ENGINE SAFETY SYSTEM
Lyngso Marine CONTROL
OVERRIDE
System SLOW WECS-9520 Manual Control SULZER RT-flex

START SLOW
RCS
BLOWER CONTROL MANUAL OFF-ALM
ASTERN TURNING STOP MODE ACKN.
CONTROL
HALF
ALARM STOP ALARM
LIST HORN ACKN. FULL
MODBUS
WECS-9520 Manual Control SULZER RT-flex
_
+
MAINTE-
No.1
EDIT MENU S1 S2 S3 S4
NANCE DIMMER
ENGINE SPEED SPEED / FUEL OIL DIAL
EMERGENCY OVERRIDE
EMERGENCY STOP SHUTDOWN
1 ABC 2 DEF 3 GHI 4 JKL 5 MNO 6 PQR STOP _ +
ESC ENT
0
EGS2200
ASTERN AHEAD
DIMMER SUPPLY
7 STU 8 VWX 9 YZ
Wrong Way SEA OVERRIDE
0 SPACE . +/-#
Alarm
SHUTD. SHUTD. SHUTD. WCH SERVICE SPEED / FUEL OIL DIAL MODE RESET
ACTIVE CANCEL RESET
Wrong Way
STAND-BY
rpm Alarm
RCS 120 120 FWE

SUPPLY
MODBUS
No.1 Manual ECR Canbus
S
T
O
DE OW
SL AD
P
SL
OW
AD
DE
SLO
W OW
SL
ASTERN
AHEAD
HALF HALF
FU
LL LL
FU
FCM 20 FCM 20 FCM 20 FCM 20

Engine Room Local Manual CAN-bus
No.1 No.2 No.3 No.4
WECS-9520
1
P RT-flex Engine
7.4 Main Engine Manoeuvring Control The DMS2100i and the UCS2100 systems are independent of each other with • Control location selection and indication for BRIDGE CTRL.,
their own PLCs. They are only connected by a network to transfer alarms and ECR CONTROL and LOCAL CTRL.
information to the graphic operator station (GOS), printers and telegraph order
Bridge Manoeuvring System (DMS2100i) • Sub-Telegraph selection and indication for SEA MODE,
printer.
STANDBY and FWE (finished with engine) mode
Manufacturer: Lyngsø Marine A/S Slowdown signals for the main engine are transferred as hard-wired signal • SHUT DOWN and SHUT DOWN CANCEL operation and
Model: DMS2100i lines for safety reasons. The slowdown inputs to the DMS2100i are defined indication keys
as supervised inputs, which means that malfunction of the signal transmission • LIMITS CANCEL indication and operation pushbutton
cable can be detected. All hardware component and logic circuitry of the
Introduction DMS2100i and the UCS2100 alarm and control system is independent. This • START BLOCKING indication and operation pushbutton
means it is still possible to control the propulsion machinery in event of a total • UMS2100 pushbuttons for the following alarm functions in the
The system is a bridge manoeuvring system used for the remote control of the breakdown of the alarm and monitoring system. DMS computer:
ship’s main engine. It is operated by means of telegraph levers and standard
panels with built-in displays and is operated as an independent system with all The power supply for the DMS2100i is an uninterruptible power supply (UPS) • STOP HORN and ALARM ACKNOWLEDGE
of the information and internal alarms displayed on the operator panels. and is protected. There is a separate fuse for the DMS2100i PLC, the DPS PLC pushbuttons
and the remaining hardware connected to this system. • ALARM LIST and ADDITIONAL LIST pushbutton
The DMS2100i works as an integral part of the UCS2100 universal control
• DISPLAY CHANNEL and ADJUST CHANNEL
system and these are interconnected by a communication network so that
DMS Panels for Remote Control pushbuttons
alarms, indications and measurement values from the DMS2100i can be
displayed on the graphical operator station (GOS) and alarm panels in the The DMS is connected with DMS panels positioned at all of the control • MAINTENANCE and DIMMER pushbuttons
alarm and control system. locations. Each panel has instruments for indicating engine rpm and starting air
• ALARM and FAULT indication lamps
pressure and a pushbutton for emergency stop. Panels are situated as follows:
The DMS2100i can be configured to provide complete control for: • One in the engine control room (ECR) The SHUTDOWN CANCEL key is active when in automatic DMS control
• Main engine start/stop • One on the bridge (automatic bridge or automatic ECR control), otherwise cancellation is from
the local or ECR WECS Manual Control Panels. When shutdown is active the
• Start blocking indications
red SHUTDOWN LED is illuminated and when the LED is flashing a pre-
• Main engine set point DMS Panel Functions shutdown warning is active.
• Main engine shutdown indications from the main engine safety The following are available at the DMS panels:
system The Limits Cancel, RESET and CANCEL pushbuttons for Shutdown and
• Analogue instruments for indication of main engine rpm Slowdown pushbuttons only work at the panel which is currently in control.
• Main engine slowdown system • Analogue instruments for indication of main engine starting air However, the Slowdown Reset can be configured to always be reset from the
• Main engine speed measurement and indication pressure ECR panel.
• Control transfer for bridge/ECR/local control stations • Dimmer potentiometer for illumination of the analogue
The STOP HORN and ALARM ACKN. pushbuttons can be configured to
instruments (bridge only)
• Sub-telegraph with finished with engine (FWE), standby and work under different conditions:
sea mode • Emergency stop pushbutton with cover
1. Both pushbuttons always work in the ECR. The Buzzer and
• Serial interface to the EGS2000-RTF electronic governor STOP HORN work at any of the bridge panels for all alarms
DMS2100i Operator Panels which are announced on the bridge (configurable), but the
• Alarm announcement and indication
ALARM ACKN. pushbutton will not work on the bridge.
The DMS2100i operator panel on the bridge and in the ECR is as shown in
7.4.1 DMS2100i System Overview illustration 7.4.1b and is equipped with the following additional functions: 2. Both pushbuttons work at the current DMS control location, ie,
working at any of the bridge panels or at the ECR panel.
• A four-line display with 40 characters on each line
The DMS2100i controls the functions of the main engine by means of the
DMS2100i programmable logic controller (PLC). The controller is located • Soft pushbuttons S1 to S4 for operation of the DMS functions In connection with the integrated UMS alarm system, the function of both
in the DMS control cabinet, together with the units for the DPS2100i • Six selection pushbuttons: ESC, ENT and four Arrow pushbuttons follows the UMS watch station.
(Diesel Protection System) engine safety system, but the DPS is completely pushbuttons
independent of the DMS.
• Selection of DMS control functions of STATUS, SELECT,
SETTINGS and CONTROL
The alarm and monitoring part of the machinery controlled by the DMS2100i
are handled by other Gamma PLCs in the UCS2100 alarm and control system.
Illustration 7.4.1b DMS 2100i Operator Panel
DMS 2100i BRIDGE MANOEUVERING SYSTEM

Lyngso Marine
ALARM W.WAY FAULT
ALARM STOP ALARM

LIST HORN ACKN.
ADD.
LIST
DISPLAY
CHANNEL
ADJUST
CHANNEL
SLOW
DOWN
SHUT
DOWN
S1 S2 S3 S4 MAINTE-
NANCE DIMMER

BRIDGE E.C.R. LOCAL SLOWD. SHUTD. START LIMITS
CTRL. CTRL. CTRL. CANCEL CANCEL BLOCK
SELECT
CANCEL ESC ENT
7 STU 8 VWX 9 YZ 0 SPACE . +/- #

SEA STAND SLOWD. SHUTD.
F.W.E. STATUS CONTROL SETTINGS
MODE BY RESET RESET
DPS 2100 Safety System for the Main Engine By means of a dial indicator and lamps for each telegraph order, the Note: Transfer to a control stand (target takes control) with higher priority
communication telegraph indicates the requested order. On the bridge the is always possible without pre-selection (proposal/request) at an active
The independent DPS 2100 safety system monitors, controls and protects dial is moved to the position for the new order and the indicator lamp for that control stand with lower priority. This transfer cannot be prevented at the
the main engine. The DPS features emergency stop, overspeed and shutdown direction and speed will start flashing. At the engine side control station a bell control stand with lower priority. The local (engine side) control stand is the
protection and works in parallel with the DMS 2100i. will start sounding and the engine side emergency telegraph will start flashing operating station with the highest priority. The engine control room has the
for the desired speed and direction position. next highest priority and the bridge controls station the lowest priority.
In the engine control room the DPS2100 safety system has its own DPS panel
which displays the relevant information for each shutdown input channel, To accept the new order the dial at the engine side control station telegraph
actual main engine RPM etc. It is also possible to make adjustments and cut- must be turned to correspond with the desired engine speed and direction. The Automatic Mode
outs on the shutdown input channels. Three pushbuttons with LED indication lamp will change to a steady light and the bell will stop.
on the DPS panel are used for Shutdown indication, Shutdown Cancel function When in the (Automatic) Bridge Control or Automatic ECR mode the engine’s
and Shutdown Reset function. On the bridge, the shutdown and shutdown cancel speed and direction are controlled by the respective telegraph levers.
functions are shown on two pushbuttons on the DMS panel.
DMS2100i Operational Description
Selection of Control Modes Local Control to Automatic Mode ECR
The following functions are included in the DPS2100i safety system: There are different control modes available to operate the propulsion plant: Start Condition: Control Mode in Local Control.
• Shutdown stop output for the main engine • Automatic control from the bridge (Automatic Bridge Control)
• Overspeed stop of the main engine The actual control mode is displayed at the operating panel on the bridge and
• Automatic control from the ECR (Automatic ECR Control)
in the ECR. The LED in the button LOCAL MANUAL CONTROL. shows a
• Shutdown inputs • Local/Manual control from the local control station (Local steady light. In the first line of the display the text ‘LOCAL CTRL’ indicates
• Emergency stop of the main engine Control) the actual control mode.
• Alarm outputs to the alarm system • Back-up control from the ECR
To Change the Control Mode to Automatic
• Tacho output for main engine RPM to instruments
Control modes are selectable/changeable at the: • The ECR CTRL pushbutton on the local panel is pressed from
• Cancel and reset inputs from the DMS System, ECR and local the LOCAL MANUAL CONTROL position to the REMOTE
• Bridge - BRIDGE CTRL/ECR CTRL
control position.
• Engine control room - BRIDGE CTRL/ECR CTRL
• Local/remote and DMS control feedback • The request for control mode to ECR is audibly and visually
• Engine local control - REMOTE AUTOM CONTROL/ECR signalled at the ECR panel. The change must be acknowledged
MANUAL CONTROL/LOCAL MANUAL CONTROL by pressing the ECR CTRL. pushbutton in the ECR panel.
Main Engine Speed Measurement
• Engine control room - REMOTE AUTOM CONTROL/ECR This change of control position will be indicated at the bridge
The DMS2100i uses a Tacho Adapter Module to interface the tacho pick-ups panel.
MANUAL CONTROL/LOCAL MANUAL CONTROL
(mounted close to the turning wheel on the engine) to one of the CPUs on the
serial interface board used for measurement of the main engine speed. When the change is acknowledged the control mode changes to ‘AUTOMATIC
Back-up control is from the engine side control stand and ECR; automatic
control may be from the ECR or the bridge. ECR’. This is indicated at the ECR panel and at the bridge panel. The LED
Telegraph Transmitter and RPM Set Point Control implemented in the button ECR CTRL. shows a steady light. In the first line
of the display, the text ‘AUTO CR’ indicates the actual control mode. Remote
The bridge main operation station is equipped with a telegraph transmitter; Note: Only in the automatic mode does the bridge manoeuvring system,
Control is indicated at the local control panel.
the transmitter is equipped with a set point potentiometer and is located in the DMS, have influence over the engine.
bridge centre console. The ECR is equipped with a similar telegraph receiver.
The bridge and ECR telegraph levers are equipped with potentiometers with Transfer of control modes can be pre-selected at the active control stand but Note: A change from local control directly to automatic bridge control is not
hardware connections to the DMS system. will only be executed after acknowledgement at the desired control stand. possible. There is only one exception: if an ECR telegraph potentiometer fault
is present at the time of change request, the proposal to change to automatic
The transfer can be: bridge control is automatically given and has to be acknowledged.
Emergency Telegraph System
• Proposed by the active control stand with the higher priority
For back-up communication of telegraph orders from the bridge to the
engine side local control stand, during local control, the system is fitted • Requested by the target control stand with the lower priority
with a separate emergency telegraph system. The emergency telegraph is • Taken by the target control stand with the higher priority
completely independent of the DMS2100i bridge control system and the
normal communication telegraph levers.
Illustration 7.4.1c Bridge Telegraph

Emergency Telegraph Engine Torsion Meter
(above Emergency Telegraph)
P Pxh
S
min -1 START
T
O
DE OW
SL AD
P
SL
OW
AD
DE
SLO
W SL
OW
x103Nm END
ASTERN
AHEAD
HALF HALF
FU
LL
FU
LL INSTANT TIME
x103kW
AVERAGE kWh
SICK/MAIHAK
MDS 823
Dimmer Emergency Trip
Main Engine RPM Start Air Pressure
DARK LIGHT
10 20
50 50
0 30
100 100
150 150 40
rpm bar
8 8
Deadman FULL
Lamp Test DMS Failure M/E SLD M/E SHD 6 6
ALarm Reset
HALF
4 4
SLOW
2 2
DEAD
SLOW
0 STOP 0
DEAD
SLOW
2 2
SLOW
4 4
HALF
ALARM 100% FAULT
6 6
FULL
ALARM STOP ALARM
LIST HORN ACKN. 8 8

S1 S2 S3 S4 NANCE
DIMMER

BRIDGE E.C.R. LOCAL SLOWD. SHUTD. START SELECT LIMITS
DIMMER
STATUS
Change of Control Between Automatic Bridge and Automatic • The bridge panel starts flashing to indicate the request to change Automatic ECR. The text ‘AUTO CR’ is displayed as indication. The LEDs in
Engine Control Room the operating mode. the pushbutton ECR CTRL in:
• The ECR panel starts flashing to indicate the request to change • The bridge panel starts flashing to indicate the change of
As previously stated, in the automatic control mode, movement of the telegraph the operating mode. operating mode.
on the bridge and in the ECR controls the engine speed and direction. For
• The ECR panel starts flashing to indicate the change of operating
change over between Automatic Bridge and Automatic ECR Control, the The request is audibly signalled at the ECR panel. The request has to be
mode.
telegraph levers must be aligned. A barogragh display is automatically shown if acknowledged by pressing the pushbutton BRIDGE CTRL at the ECR
the position of the telegraph levers is not aligned during change over of control panel. The acknowledgement does not change the control mode. It is only
The change is audibly signalled at the bridge panel. It has to be acknowledged
stations. an agreement to the request and results in a proposal to change as described
by pressing the pushbutton ECR CTRL at the bridge panel. Following the
before. If this proposal is acknowledged at the bridge, the change of control
acknowledgement the LEDs in the pushbutton ECR CTRL in both panels turn
mode takes place.
Automatic ECR to Automatic Bridge Mode to a steady light.
Start Condition: Control mode in Automatic ECR Control. Automatic Bridge to Automatic ECR Mode Note: The change cannot be prevented at the bridge, because the ECR has
Start Condition: Control mode in Automatic Bridge Control. the higher priority.
The actual control mode is displayed at the operating panel on the bridge and
in the ECR. The LED implemented in the button ECR CTRL shows a steady The control mode is displayed at the bridge and ECR operating panels. The
light. In the first line of the display the text ‘AUTO CR’ indicates the actual Local Control
BRIDGE CTRL pushbutton LEDs show a steady light. In the first line of the
control mode. display the text ‘AUTO BRIDGE’ indicates the actual control mode.
The selection of local control is always made directly without any previous
There are two ways to change control mode to automatic bridge control: request by pressing the local control panel LOCAL pushbutton. Following this,
There are two ways to change control mode to automatic ECR Control:
the LED in the pushbutton LOCAL CONTROL in the panel of the last active
• By proposal from ECR to bridge • By request from bridge to ECR control stand turns to a flashing light to indicate the change of operating mode.
• By request from bridge to ECR • By taking to the ECR The change is also audibly signalled at the last active control stand, and has to
be acknowledged there by pressing the pushbutton LOCAL CTRL. The LED in
the pushbutton LOCAL CTRL in the former active control stand turns to steady
To Propose the Change of Control Mode from the Engine Room To Request the Change of Control Mode from the Bridge light at the moment the change is carried out.
The pushbutton BRIDGE CTRL has to be pressed at the ECR panel, following The button ECR CTRL. has to be pressed at the bridge panel. Following this,
this: the LEDs in the pushbutton ECR CTRL in: To indicate the new control mode:
• The LED in the button BRIDGE CTRL at the bridge panel starts • The bridge panel starts flashing to indicate the request to change • The text ‘LOCAL CTRL’ is displayed at both operating and
flashing to indicate the proposal to change the operating mode. the operating mode. indication panels.
• The LED in the button BRIDGE CTRL at the ECR panel starts • The ECR panel starts flashing to indicate the request to change • The indication lamp LOCAL MANUAL CONTROL at the local
flashing to indicate the proposal to change the operating mode. the operating mode. engine side control panel is illuminated.
The proposal is audibly signalled at the bridge panel. The proposal has to be The request is audibly signalled at the ECR panel. The request has to be Note: It is not possible to prevent the change at the bridge, because the local
acknowledged by pressing the pushbutton BRIDGE CTRL at the bridge panel. acknowledged by pressing the pushbutton ECR CTRL at the ECR panel. control stand has the highest priority.
Following the acknowledgement, the LEDs implemented in the pushbutton Following the acknowledgement, the LEDs in the pushbutton ECR CTRL in
BRIDGE CTRL in both panels turn to a steady light to indicate the change to both panels turn to steady light to indicate the change to Automatic ECR. The
automatic bridge control. The text ‘AUTO BRIDGE’ is displayed. text ‘AUTO CR’ is displayed. ECR Manual Control
Note: Pressing the pushbutton ECR CTRL at the still active ECR control A facility exists for manual control from the ECR. In this mode the engine is
Note: Pressing the pushbutton BRIDGE CTRL at the still active bridge control started, stopped and reversed from the engine control room; this function is
stand cancels the proposal. The control mode as well as the indications at the stand cancels the proposal. The control mode as well as the indications at the
operating panels remain in the previous state. controlled by means of pushbuttons and engine speed changes are made by
operating panels remain in the previous state. means of the Speed/Fuel Oil dial.
To Request the Change of Control Mode from the Bridge To Take Control in the ECR from the Bridge The change over from automatic bridge (BRIDGE CTRL) or automatic ECR
The pushbutton BRIDGE CTRL has to be pressed at the bridge panel. (ECR CTRL) can be made with the engine stopped or running by pressing
To take control in the ECR the pushbutton ECR CTRL has to be pressed at
Following this the LEDs in the pushbuttons BRIDGE CTRL in: the ECR MANUAL CONTROL pushbutton. In both cases the WECS will
the ECR panel. Following this, the control mode immediately changes to
automatically update the present conditions, ie, engine stopped or running.
Illustration 7.4.1d Main Engine Remote Control System
Wheelhouse
RPM Indication
10 20
50 50
0 30
100 100
150 150 40 8 8
FULL
rpm bar 6 6
HALF
4 4
SLOW
2 2
DEAD
SLOW
0 STOP 0
2
DEAD
SLOW
2
Emergency Telegraph
SLOW
4 4
HALF
ALARM 100% FAULT
6 6
FULL
ALARM STOP ALARM
LIST HORN ACKN. 8 8

S1 S2 S3 S4 NANCE
DIMMER
S
T
O
24V
DE OW
SL AD
P
SL
OW
AD
DE
SLOW
LIMITS OW
BRIDGE E.C.R. LOCAL SLOWD. SHUTD. START SELECT SL
ASTERN
AHEAD
HALF HALF
DIMMER
FU
7 STU 8 VWX 9 YZ 0 SPACE *. +/-# FU
LL LL
STATUS
Engine Control Room
10 20 30 30
60 60
0
30
90 90
40 120 120
bar rpm
DPS2100 DMS2100i
DMS 2100i Manual Control Panel
ALARM 100% FAULT
ALARM STOP ALARM

LIST HORN ACKN.
FULL

S1 S2 S3 S4 NANCE
DIMMER HALF

SLOW
LIMITS
BRIDGE
CTRL.
E.C.R.
CTRL.
LOCAL
CTRL.
SLOWD.
CANCEL
SHUTD.
CANCEL
START
BLOCK
SELECT
CANCEL ESC ENT
DEAD START AIR
AUX.
BLOWER
SPEED
CONTROL
REMOTE
AUTOM.
SAFETY
SYSTEM
SLOW
AHEAD RUN PRESEL. MODE CONTROL RESET
STATUS
ECR
SHD
STOP STOP MANUAL
CONTROL
OVERRIDE
AUX. SPEED REMOTE SAFETY

START AIR BLOWER CONTROL AUTOM. SYSTEM
24V
AHEAD RUN
To Alarm
PRESEL. MODE CONTROL RESET
DEAD START
ASTERN
SLOW
TURNING
BLOWER
STOP
CONTROL
MODE
MANUAL
CONTROL
OFF-ALM
ACKN.
SLOW STOP
ECR
MANUAL
SHD
DPS 2100 ENGINE SAFETY SYSTEM
Lyngso Marine CONTROL
OVERRIDE
System SLOW WECS-9520 Manual Control SULZER RT-flex

START SLOW
RCS
BLOWER CONTROL MANUAL OFF-ALM
ASTERN TURNING STOP MODE ACKN.
CONTROL
HALF
ALARM STOP ALARM
LIST HORN ACKN. FULL
MODBUS
WECS-9520 Manual Control SULZER RT-flex
_
+
MAINTE-
No.1
EDIT MENU S1 S2 S3 S4
NANCE DIMMER
ENGINE SPEED SPEED / FUEL OIL DIAL
EMERGENCY OVERRIDE
EMERGENCY STOP SHUTDOWN
1 ABC 2 DEF 3 GHI 4 JKL 5 MNO 6 PQR STOP _ +
ESC ENT
0
EGS2200
ASTERN AHEAD
DIMMER SUPPLY
7 STU 8 VWX 9 YZ
Wrong Way SEA OVERRIDE
0 SPACE . +/-#
Alarm
SHUTD. SHUTD. SHUTD. WCH SERVICE SPEED / FUEL OIL DIAL MODE RESET
ACTIVE CANCEL RESET
Wrong Way
STAND-BY
rpm Alarm
RCS 120 120 FWE

SUPPLY
MODBUS
No.1 Manual ECR Canbus
S
T
O
DE OW
SL AD
P
SL
OW
AD
DE
SLO
W OW
SL
ASTERN
AHEAD
HALF HALF
FU
LL LL
FU
FCM 20 FCM 20 FCM 20 FCM 20

Engine Room Local Manual CAN-bus
No.1 No.2 No.3 No.4
WECS-9520
1
P RT-flex Engine
If running the WECS-9520 will use the actual RPM to preset the SPEED/ • Safety air pressure off The desired engine speed may be set to any speed on the telegraph scale, eg,
FUEL OIL DIAL to agree with the governor position if in SPEED CONTROL dead-slow, slow, half and full in both directions, in addition to stop.
• Main start valve manually closed
MODE or use the fuel command if FUEL CONTROL MODE is selected.
The engine is started in the desired direction by pressing the START AHEAD or Conditions for Standby: Main Engine Start/Stop Engine Control Room Control
START ASTERN pushbuttons. The Speed/Fuel Oil dial should have previously
been turned to about 15% to provide a fuel supply for starting the engine. When • WECS-9520 is operational When Automatic ECR Control is selected the starting, stopping, reversing and
the engine has started in the ahead or astern position, speed control is exercised speed control of the main engine is performed from the ECR telegraph handle
• Control and safety air pressure on
by the Speed/Fuel Oil dial. The engine is stopped by pressing the STOP located in the engine control room control console.
pushbutton. A change from ECR Manual Control is made by pressing the ECR • Main start valve not closed
CTRL pushbutton; the engine is then in ECR automatic control. • Turning gear not engaged When the bridge requests a speed change the main engine direction and speed
is altered by moving the bridge telegraph control handle to the desired position
and this will also initiate the telegraph alarm. An engineer in the ECR moves
Sub-Telegraph Conditions for Sea Mode: the ECR telegraph handle to the same position as that of the bridge telegraph.
This performs the necessary speed and direction change and at the same time
The sub-telegraph is used to give an order to the engine staff. The sub-telegraph • WECS-9520 is operational acknowledges the telegraph alarm.
is a one-way communication system, ie, the bridge gives an order and the • Control and safety air on
engine staff acknowledge it. The following orders can be signalled:
• Main start valve not closed Start Blocking
FWE: Finished with engines. The main engine is stopped, and • Turning gear not engaged If the engine is not ready for start, ie, it is start blocked, the Start Block
cannot be started. LED on the panel is illuminated and a <Startblock> indication is displayed
Note: The conditions for the sub-telegraph can be customised from the at line two of the DMS Start/Stop (control) display, ie, on the line above the
Standby: The main engine is ready or running but engine staff customising tool. pushbuttons. When the engine is ready for start, the indication is changed to
are needed on standby duty. either STOPPED or SLOWT REQ, indicating if the next start will be with or
without slow turning.
Sea Mode: The main engine is running normally and engine staff Main Engine Start/Stop Automatic Bridge Control
are no longer required for main engine operations. Start blocking is activated by the following:
Starting
• Main engine local control on (automatic control not on, or
There will always be one of these orders present in the system. When Bridge Control is selected and the system is not in FWE mode, starting,
signal lost)
stopping and control of the main engine speed is controlled by the position of
When the bridge wants to change to a new order, the desired panel pushbutton the bridge telegraph handle. Moving the telegraph handle from stop to ahead • Main engine safety system shutdown or emergency stop
on the bridge panel must be pressed. The LED in the panel pushbutton will start or astern will cause the starting sequence to be activated, ie, the WECS-9520 activated
flashing, both on the bridge and the corresponding LED in the engine control will be instructed to supply starting air until the main engine rpm has reached • Loss of manual power signal
room panel. The changeover buzzer will also sound and the LED indicating the its starting level. At this point starting air is removed and fuel is supplied at a
old order will remain as a steady light. preset speed setting level for approximately 8 seconds. If the engine speed has • Safety system turned off, or serial interface lost
increased at the end of the 8 seconds the engine start is considered successful; • Start failure (start air time-out or maximum number of failed
When the engineer has pressed the flashing panel pushbutton the changeover the engine speed is controlled according to the telegraph set point. start attempts)
buzzer will stop, but the LED will continue flashing until all the conditions
If the main engine start attempt failed, a new repeated start will be executed • Slow turning failure (time-out)
for the order have been fulfilled. When the conditions for the order have been
fulfilled, the LED will switch to a fixed light, and the LED indicating the old immediately. After three failed start attempts a start blocking occurs, and the • Main start valve closed
order will be extinguished bridge has to move the telegraph handle to the stop position before a new start
• Turning gear engaged
can be performed.
If the order is not acknowledged, the flashing LED in the pushbutton can be • Control air pressure low
pressed again to cancel the change of order. Reversing • Safety air pressure low
If the main engine is ordered to move in the opposite direction whilst still • Start air pressure low (bridge control only)
Note: Direct change from FWE to Sea Mode is disabled.
rotating, starting air will not be supplied until the engine’s speed has decreased • Auxiliary blowers not in automatic
below the reversing level. When the engine speed is reduced to the reversing
Conditions for Finished With Engine: level (approximately 25 rpm), the WECS-9520 applies braking air application • Line break of valves
to the engine. The engine can be brought to the reversing speed quickly as it is • Engine running
• Control air pressure off possible to regulate the braking air supply timing.
Reversing The crash stop condition is maintained until either the astern set point order is At the DMS panels on the bridge and in the ECR, the shutdown information
moved below a speed of 11 rpm astern, or the actual rpm comes within 5 rpm of is shown on similar pushbuttons, corresponding to the pushbuttons on the
During a normal ahead (or astern) start from standstill, the DMS will instruct
the astern set point limit of 20 rpm, or a maximum time-out of 0 seconds. DPS2100i panel in the ECR.
the WECS-9520 to activate the starting air pilot valves in the correct sequence
to turn the engine in the desired direction.
Note: The speeds and times are adjustable. In case of a shutdown, operators at the bridge and ECR receive a shutdown pre-
warning alarm before the shutdown is executed by the safety system. During
Slow Turning When the operator initiates a crash stop, the DMS will request the WECS-9520 the pre-warning delay for the shutdown, the LED in the SHUTD. CANCEL
Slow turning of the main engine is normally used before the engine is started to shut off fuel from the engine and order a governor STOP. The Cancel Limits pushbutton on the DMS panel will flash. After the pre-warning delay time-out,
after a prolonged period of standstill and is done by turning the engine for 1-2 to the governor is also activated. the LED in the SHUTDOWN pushbutton on the DMS panels changes to steady
revolutions on reduced starting air. illumination and the main engine is stopped by the safety system.
When the engine speed has reduced to the reversing level (25 rpm) braking air
In the automatic mode a slow turn request appears in the DMS panel (in the is applied to quickly stop the engine and then to start the engine in the reverse To silence the alarm buzzer the STOP HORN pushbutton must be activated,
Operator Mode) when the engine has been stopped for more than 30 minutes. direction. When the engine moves in the reverse direction the governor STOP and to acknowledge the alarm the ALARM ACKN. pushbutton is pressed. If
The operator selects SLOW TURN in the DMS Start/Stop (Control) display. signal is cleared. Sixty seconds after starting astern the governor Cancel Limits more alarms are present, the ALARM ACKN. pushbutton is pressed again until
The WECS-9520 activates the starting air system to supply starting air to is deactivated. all alarms are acknowledged.
the cylinders in reduced quantities so that the engine turns over slowly on a
reduced starting air pressure. The WECS-9520 is programmed to apply braking air safely so that engine parts During the pre-warning delay the operator is able to cancel/override the
are not excessively stressed and the engine reverses as quickly as possible. shutdown, by pressing the SHUTD. CANCEL pushbutton; the LED at the
If the slow turning is not completed within the preset time the WECS-9520 pushbutton changes to a steady red light.
signals a failure and blocks a further start until the cause of the failure has been Repeated Start
rectified. If the engine is already stopped before the SHUTD. CANCEL pushbutton is
If the start attempt is unsuccessful, a second start attempt is initiated and REP. activated, the shutdown must be reset before it is possible to start the engine
START is indicated in the display and a repeated start alarm is released. again by pressing the SHUTD. RESET pushbutton. To remove the cancel/
CAUTION
override shutdown function the SHUTD. CANCEL pushbutton must be
If the slow turn has failed and the alarm has been activated, do not activated once more.
When the engine speed drops down below the firing speed the WECS-9520
start the engine until the cause of the failure has been investigated and will shut down the fuel supply to the engine fuel injectors and will initiate
cleared. another start procedure. In ECR manual control the shutdown can be reset by pressing the SHUTD.
REST. and SHUTD. CANCEL on the DSP control panel in the ECR. To reset
After the cause of a slow turning failure has been cleared, the start blocking can If the engine stops again after the maximum number of start attempts (normally a shutdown at the local engine manual control panel, the operator firstly must
be reset in the DMS Start/Stop (Control) display. three), the start sequence is terminated with an alarm for three start attempts take control then press the RESET SHD. and OVERRIDE SHUTDOWN
and a start blocking, which must be reset by putting the telegraph lever to the pushbuttons, which have now been activated.
A manual slow turning is requested by pressing the SLOWTURN pushbutton stop position before any further start attempts can be made.
at the ECR DMS2100i Manual Control Panel. When the shutdown memory has been activated, the reason for the shutdown
must be removed and the shutdown reset, before a new start of the engine is
Start/Stop
Main Engine Shutdown possible. When the reason for the shutdown has been removed, the shutdown
must be reset from the operating control location; in bridge control the bridge
When the engine has achieved the desired rotational speed on air, the WECS- The DPS2100i safety system takes care of the engine shutdown in case of telegraph must be placed in the stop position to reset.
9520 signals the rail valves to operate in order to supply fuel to the cylinder a shutdown alarm criteria occurring, overspeed or emergency stop alarm by
fuel injectors in the correct quantity to produce the desired engine speed. When activating the emergency stop directly. All the shutdown inputs are connected The emergency stop function is also a part of the safety system with
a stop is requested the WECS-9520 signals the rail valves to shut off fuel from directly to the DPS, then sent as group alarms to the DMS, for indication on independent pushbuttons on the bridge, in the ECR and at the engine side local
the injectors. the DMS panels. position; each is wired in parallel to the safety system. Activation of any one of
the pushbuttons will cause an emergency stop of the engine, even if the panel is
Crash Stop Three pushbuttons on the DPS panel are used for the following functions: not in control. When the engine has been stopped by use of the emergency stop
• SHUTDOWN: Indicating shutdown activated (steady light) and function, restart of the engine is blocked until the emergency stop pushbutton
The pre-conditions for a crash stop detection are that the telegraph lever set
activating the shutdown status list display has been released again and the shutdown memory is reset from the present
point must be above 75 rpm ahead for more than 60 seconds when the operator
control location.
makes a reverse order to more than 20 rpm astern. The telegraph lever set point • SHUTD. CANCEL: Indicating shutdown pre-warning (flashing
must be below 75 rpm ahead again for more than 15 seconds before the pre- light) or activating and indicating if the shutdown is cancelled
conditions for detection of a crash stop is reset. These settings are normally (steady light)
pre-configured during engine trials.
• SHUTD. RESET: Activates reset of the shutdown memory
Main Engine Slowdown Slowdown Conditions Main Engine Speed Set Point System
The main engine slowdown system is an integrated part of the DMS system. Parameter Value Time Delay
The set point system converts the potentiometer set points from the telegraph
The slowdown inputs are connected directly to the DMS. Cylinder cooling water inlet pressure (engine) 2.8 bar 60 seconds levers mounted on the bridge and in the ECR, to the main engine RPM set point
Cylinder cooling water inlet pressure (cylinder) 2.5 bar 60 seconds output for the WECS-9520 and electronic governor. No adjustments should be
The slowdown information is shown on three pushbuttons at the DMS panel, Cylinder cooling water outlet temperature 95°C 60 seconds made without just cause and without the authority of the Chief Engineer.
on the ECR and on the bridge. It is also possible to see the status information
Scavenge air cooling water inlet pressure 2.5 bar 60 seconds
about each slowdown on the slowdown status display. The slowdown inputs are
treated like an alarm input to the alarm system. Scavenge air cooling water outlet temperature 125°C 60 seconds Automatic Start of the Engine
Bearing and piston cooling LO inlet pressure 3.4 bar 60 seconds
The three pushbuttons on the DMS panel are used for the following The engine may be started in automatic mode if Bridge Control or ECR Control
Bearing and piston cooling LO inlet temperature 55°C 60 seconds
functions: has been selected at the DMS operator panels. When the engine has been
Crosshead LO inlet pressure 9.0 bar 60 seconds prepared for sea and no start interlock is active the engine may be started via
• SLOWDOWN: Indicates slowdown activated (steady light), and Thrust bearing LO outlet temperature 65°C 60 seconds one of the telegraph units in the ECR or on the bridge. The auxiliary blowers
activates the slowdown status list display. Crankcase oil mist level High 60 seconds must be pre-selected for starting before the main engine is started.
• SLOWD. CANCEL: Indicates slowdown pre-warning (flashing Piston cooling oil cylinder outlet temperature 85°C 60 seconds
light) and indicates if the slowdown is cancelled. Start interlocks are activated by the following conditions:
Piston cooling oil flow, cylinder outlet No flow 0 seconds
• SLOWD. RESET: Activates reset of the slowdown memory. Turbocharger LO inlet pressure 0.8 bar 60 seconds • Main engine local control on (automatic control not on, or
Turbocharger LO outlet temperature 120°C 60 seconds signal lost))
In the event of a slowdown the operator at the bridge and/or ECR receives a Cylinder LO No flow 90 seconds • Main engine safety system shutdown or emergency stop
slowdown pre-warning alarm, before the slowdown is executed by the DMS activated
Exhaust gas temperature (outlet) 530°C 60 seconds
system.
Exhaust gas temperature deviation +/-70°C 60 seconds • Loss of manual power signal
During the pre-warning delay for the slowdown, the LED in the SLOWD Exhaust gas temperature before turbocharger 530°C 60 seconds • Safety system turned off, or serial interface lost
CANCEL pushbutton on the DMS panel will flash. After the pre-warning delay Scavenge air temperature after cooler 70°C 60 seconds • Start failure (start air time-out or maximum number of failed
time-out, the LED in the SLOWDOWN pushbutton on the DMS panel will Scavenge air temperature below piston 120°C 60 seconds start attempts)
change to a steady light, and the main engine rpm set point will be reduced
Scavenge air cooler water separator Max 0 seconds • Slow turning failure (time-out)
to the slowdown level by the DMS set point system. To silence the buzzer the
STOP HORN pushbutton must be pressed and to acknowledge the alarm the Air spring pressure 5.0 bar 60 seconds
• Main start valve closed
ALARM ACKN. pushbutton pressed. Crankcase oil mist high level 0 seconds
WECS control system Failure 0 seconds • Turning gear engaged
During the pre-warning delay the operator is able to cancel/override the • Control air pressure low
slowdown by pressing the SLOWD. CANCEL pushbutton. To remove the Shutdown Conditions
cancel/override slowdown function, the SLOWD. CANCEL pushbutton must • Safety air pressure low
be pressed once more. • Start air pressure low
Parameter Value Time Delay
• Auxiliary blowers not in automatic
When a slowdown has been activated, the reason for the slowdown must be Cylinder cooling water inlet pressure (engine) 2.5 bar 60 seconds
removed and the system reset before the load on the engine can be increased Bearing and piston cooling LO inlet pressure 3.2 bar 60 seconds • Line break of valves
to the command level. When the reason for the slowdown has been removed, Bearing and piston cooling LO inlet pressure 2.9 bar 10 seconds • Engine running
the LED in the SLOWD RESET pushbutton will flash; the slowdown memory
Piston cooling oil cylinder differential inlet 0.4 bar 15seconds
is reset by pressing the SLOWD RESET pushbutton on the DMS panel. A A start interlock is alarmed and Start Block is indicated at the DMS Operator
pressure high
slowdown is also reset by moving the telegraph lever in command to below Panels on the bridge and in the ECR.
the limit for slowdown and then increasing it again, or by putting the telegraph Piston cooling oil inlet flow No flow 15 seconds
lever in the STOP position. Turbocharger LO inlet pressure 0.6 bar 5 seconds
A start is carried out by moving the lever of the active telegraph unit from the
Air spring pressure 4.5 bar 0 seconds STOP position to another position in the ahead or astern direction. If reversing
The EMERGENCY STOP and overspeed are non-cancellable shutdowns, as Engine overspeed 110% 0 seconds is required, this is undertaken by the system as explained above. Auxiliary
is the crankcase oil mist high level. These shutdowns and alarms are activated blowers are pre-selected by the DMS when the engine is ordered to start. A
Shutdown pushbutton activation 0 seconds
immediately. All other shutdowns are cancellable with an alarm delay of 3 further start sequence only proceeds when at least one auxiliary blower sends
seconds and a pre-warning delay of 5 seconds. WECS shutdown activation 5 seconds
an ON signal. When a start is initiated the WECS-9520 activates the air start
system, controls the exhaust valves and activates the fuel injection system.
Failure to Start • The internal analogue/digital and digital/analogue converters
If the engine fails to start when the starting sequence is initiated the following • The memory check
measures are taken.
• The computer cycle
If no engine speed is sensed or the engine fails to reach the ignition speed
If a fault becomes active it is sensed by the DMS and this triggers audible and
within the maximum starting time, the starting air pilot valves are de-energised
visual alarms; these are indicated at the operating panels on the bridge and in
and <ME Air Start Timeout> and <ME Start Blocked> are activated on the
the ECR. The audible alarm is only activated at the station in control.
DMS Operating Panels. If the engine starts to rotate but fails to reach ignition
speed again, <ME Repeated Start> alarm is activated. Two further attempts To comply with classification society rules, the system freezes the momentary
at starting may be carried out. If these attempts fail the <ME Max No Start operating conditions as far as possible. In a frozen condition the operator has
Exceeded> and <ME Start Blocked> alarms are activated. to transfer control to manual mode in the ECR or at the engine local station. A
reset can only be done in manual mode.
If the engine exceeds the ignition speed but stops within 20 seconds, a further
start attempt takes place. Another attempt may take place but a maximum of The emergency stop function is also a part of the safety system with independent
three start attempts are permitted. If the engine stops after this the <Start Failure> pushbuttons on the bridge, in the ECR and at the engine local position, each
and <Start Blocked> alarms are activated. The <ME Air Start Timeout>, <ME wired in parallel to the safety system. Activation of one of the pushbuttons will
Max No Start Exceeded> and <Start Failure> alarms are automatically reset cause an emergency stop of the engine even if the panel is not in control. When
when the active telegraph lever is moved to the stop position. the engine has been stopped by use of the emergency stop function, restart of
the engine is blocked until the emergency stop pushbutton has been released
Restarting the Engine in the Same Direction again and the shutdown memory is reset from the present control location.
When the active telegraph lever is moved to the stop position the Fuel Zero
order is activated. If the active telegraph lever is moved out of the stop position Frozen Control System/WECS
to a position in the same direction as the engine is turning and the engine is
still turning above the ignition speed (due to the drag effect of the water on the If the DMS or WECS panels freeze so that they will not respond to instructions
propeller), the Fuel Zero order is deactivated and fuel admission to the engine issued by the pressing of pushbuttons, it is necessary to reboot the system. Care
is allowed. must be taken when doing this to ensure that operating systems are restored
manually should they fail to restore automatically.
If the engine has stopped or is turning at a speed below the ignition speed a
normal automatic start is carried out as described above. At the 230V panel in the ECR room the WECS Panel E85 must be switched
off. The WECS Panel E85 in the emergency switchboard must have previously
Governor Speed Set Point been switched off as, when the ECR E85 panel are turned off, the emergency
switchboard will supply power.
The position of the telegraph handle creates the desired value in the form of a
milli-voltage, this signal is processed in the DMS and sent as the speed set point The E85 panel must be switched off for about 10 seconds before switching
to the WECS-9520 and then to the electronic speed governor (EGS 2000i). The back on again. The DMS and WECS systems will then re-boot.
telegraph lever covers the range between stop to full ahead and full astern.
It is essential that the E85 panel at the emergency switchboard are also
System Supervision and Fault Indication switched back on again.
The DMS hardware and peripherals are constantly monitored by the DMS in
order to identify any faults which might develop. Supervision is carried out
for:
• The bridge telegraph and ECR telegraph
• The speed sensing circuit
• The electronic governor
• The auxiliary voltages
• The solenoid valves
7.5 Discrete Equipment Illustrations
7.5.1 Speed Log 7.5.1a Speed Log System
7.5.2 Echo Sounder 7.5.2a Echo Sounder System
7.5.3 Differential Global Positioning System 7.5.2b Echo Sounder Unit
7.5.4 Automatic Identification System 7.5.3a DGPS System
7.5.5 Meteorological System 7.5.3b LMX400 DGPS Navigator
7.5.6 Weather Facsimile Receiver 7.5.4a Automatic Identification System
7.5.7 Voyage Data Recorder 7.5.5a Anemometer System
7.5.8 Electric Clock 7.5.6a Weather Facsimile Receiver
7.5.9 Fog Bell and Gong System 7.5.7a Voyage Event Recording System
7.5.10 Whistle System 7.5.8a Master Clock
7.5.9a Fog Bell and Gong System
7.5.10a Whistle System

Illustration 7.5.1a Speed Log System
Overhead Display
FURUNO DS-30
BMCC
Doppler Speed Log DS - 50 Converter Room
Remote Control G ROUND T
M/S
FURUNO DS-50 K T
FURUNO DS-30
W ATER A L 100V AC
TURN RATE DEPTH / MIN
Transformer 220V AC
MODE kt
m/s DIMMER
REMOTE CONTROL MODE kt

m/s DIMMER
Digital 45 30.190N
005 53 808W 59.2
15.3 kt
DIMMER
MODE
Distance
Keel
Clearance
Indicator DS-30 SUBMARINE EXERCISE AREA
Processor Unit
220V AC DS-511
Converter Room
S-Band Display X-Band Display ECDIS Display No.1

Gyrocompass
Steering Stand
Upper ODME Calculator (Ship’s Control Centre)
Deck Junction Box
Cable VDR
DS-360
Space
Forward Transceiver Unit

Hydraulic DS-520
Station
FURUNO UNIVERSAL AIS
Aft Chart Table Forward Chart Engine Control
Console Table Console Room Console
FURUNO
SPEED STW
MENU ENT
12 . 3 kt MENU ENT
DISTANCE STW
353 . 92
DISP DIM
DISP DIM
DISTANCE INDICATOR nm *
DS-830 PWR
NAV
STATUS
FA-150 PWR
Digital Digital Digital
Indicator DS-730 Indicator DS-730 Indicator DS-830
AIS
Speed Log
Transducer
DS-530 Transducer
Located in Fore Peak Tank
7.5 Discrete Equipment W: Measures and displays the speed relative to the water mass. The a) Press the POWER button whilst holding down the MODE
depth from the keel to the sea bed should be three metres or selector button. Under normal conditions the following will
7.5.1 Speed Log more. It is suggested that this mode is to be used in association appear:
with an ARPA for the collision avoidance task.
‘Port/starboard speed: 0.5 knot’
Manufacturer: Furuno A: Automatically selects ground tracking or water tracking mode
‘Fore/aft speed: 18.9 knots’
Type: DS-50 depending on the water depth. If the water depth exceeds 200m
Repeaters: DS-840 water tracking mode is selected. ‘Distance run: 12345.67’
‘Depth: 12.3’ (unit according to system settings)
Ship’s Speed Display
Introduction b) Operate the MODE, distance/keel clearance and kt/m/s buttons
The ship’s speed can be displayed in knots or metres/second. To select the units
one by one. Confirm that the mode or indications change with
of speed, open the front cover and press the Kt/m/s button. Each subsequent
A Furuno DS-50 Doppler speed log system is installed on board. The associated each press of the button.
press of the button switches from one unit to the next.
transducer is situated in the fore peak tank. The DS-50 provides an accurate
display of ship’s speed from dead slow up to 40 knots. Ship’s speed is detected c) Confirm that the distance run setting can be changed.
The upper speed display indicator shows the ship’s speed athwartships with
relative to ground or water both fore/aft and athwartships ensuring the safety
a range of -9.9 to +9.9 knots. The lower speed display indicator shows the
and efficiency of navigation for vessels operated under SOLAS 1974.
ship’s speed fore and aft with a range of -10 to +40 knots. The information is Interconnection Check
updated every second. Arrows also appear in the display window to indicate
The unit is normally left switched on at all times to prevent the interruption of a) Press the POWER button whilst holding down the SET button.
the direction of movement.
speed information to peripheral equipment such as the radars.
b) ‘10.0kt’ is displayed in the fore/aft display area. ‘T’ denotes test
Dimmer Controls mode.
Facilities
The dimmer arrows on the front panel allow the user to adjust the display
illumination. There are eight preset levels of illumination, the selected level c) Check that the remote indicators also display a speed of 10.0kt.
The speed log provides the following facilities:
appears below the distance run display for about half a second. If not, there is a possible error between the main unit processor
• Ground speed and water speed measurement. Three beam and the remote indicators.
arrangement for accurate and stable measurement.
Distance/Keel Clearance Selector
• Accurate speed measurement in shallow waters with under-keel Main Display Unit Diagnostic Program
clearance from as little as 1 metre. Situated on the front control panel, this button switches between distance run
or keel clearance. Distance run is always displayed in nautical miles. Keel a) Press the POWER button whilst holding down the Kt/m/s
• Ground tracking speed measured between 1 and 200 metres (for clearance can be displayed in metres, feet or fathoms. button. The program initiates a test cycle which checks the
accurate speed measurement in coastal waters). LEDs, ROM, RAM, EPROM and buzzer as well as displaying
If the unit is switched off for any reason, the distance run figure is memorised the program version number.
Operation and displayed again after switch on.
b) To cancel the test cycle switch the power off.
Switching On
Set Button
a) Open the front cover and press the power switch. Repeaters
This button is under the front cover and is used for setting the distance run
display. When the SET button is pressed, the highest numeral on the distance There are three speed log repeaters, one on the bridge front chart table, one at
b) The unit enters a self-test mode. On successful completion of
display starts to blink. Use the left or right arrow key to move the blinking the aft chart table and one in the ECR.
the self-test, the normal display appears indicating speed and
distance run or depth under the keel; whichever is selected. cursor to the digit to be changed. Use the up or down arrow key to change the
digit to the required figure. All of the distance digits can be reset or adjusted in The operation is menu-driven from the master inputs and so only the actual unit
this way as required. To save the changes and exit, press the SET button. To exit display is changed during any setting adjustments.
Mode Switch without saving the changes, do not touch any buttons for at least 10 seconds.
The PWR activates the power on or off and the MENU control is to bring
Situated on the front control panel, this button selects either ground tracking
up the menu list and the arrow keys are used to navigate through the pages.
(G), water tracking (W) or auto tracking (A) mode. Operational Check Selection is confirmed by pressing the ENT key.
G: Measures and displays the speed relative to the sea bed and can To enable the operator to verify that the log is working correctly, the following
be used in depths of water up to 200 metres below the keel. checks can be made:
Illustration 7.5.2a Echo Sounder System

BMCC
Digital Depth Indicator

FE-720
FURUNO
DEPTH FORE 50 kHz

MENU ENT
4.9m DISP DIM

DIMMER
BELOW TRANSDUCER *
FE-720 PWR
220V AC
Bridge Alarm Control Console
Terminal Box
NAVIGATIONAL ECHO SOUNDER FE-700
DRAFT MUTE
ALARM
AUTO ALARM: 10m
DIM BRILL
FORE 50kHz
RANGE : 5
AUTO COLOR
GAIN : 8.5
MODE : NAV
- +
4 5
3 6 ECDIS
2 7
0 8
RANGE Distribution Box

4 Engine Room Alarm Monitoring System
FE-702
6
2 8
100 0 10
GAIN
220V AC
LOGBOOK
HISTORY OS DATA
DBS HELP
NAV MENU
VDR
MODE
150
BELOW TRANSDUCER m
POWER
Switch Box
Wheelhouse
Matching Box Matching Box

(MB-502) (MB-502) Forward Hydraulic Station
Engine Room
Cofferdam (Watertight) Cofferdam (Watertight)
Hull Hull
Transducer (TTF-5600) Located Between Frames 41 - 43 Transducer (TTF-5600) Located in Fore Peak frames 281 - 283
7.5.2 Echo Sounder c) Use the + or - keys to set the tone (contrast) to the desired d) Any changes to the draught setting must be made within 10
level. seconds of opening this menu window.
Manufacturer: Furuno
Model: FE-700 d) The brilliance/tone menu window closes if a key has not been CAUTION
pressed within 10 seconds. DBS does not indicate the water clearance below the keel. This mode
should not be selected when the vessel is navigating shallow waters to
Introduction Adjusting the Panel Illumination avoid the chance of grounding.
The FE-700 echo sounder system comprises a main display unit on the bridge a) Press the DIM key, the panel dimmer menu will appear.
control console and three digital depth indicators; one on the wheelhouse HISTORY Mode
overhead console, one on the port bridge wing console and one on the starboard b) Use the + or - keys to obtain the desired setting or press the DIM In this mode, the screen has a split display showing a contour display on the
bridge wing console. Depth information received from one of two transducers, key repeatedly until the desired setting is obtained. left-hand side and a strata display on the right-hand side of the screen. The
located in the hull, can be displayed on these units. One transducer is sited range scale for both must be the same or the message ‘OUT OF RANGE’ will
in the forward section of the vessel in the fore peak tank and one in the after Selecting the Display Mode be displayed.
section of the vessel between frames 41 to 43. The transducers are the 50kHz
type (50B-6B). The transducers are connected via matching boxes to the The rotary MODE selection knob is used to select one of the seven available
The contour display can be scrolled left or right using the + and - keys to display
transducer switch box located on the bridge alarm control console. The system display modes as described below.
the previous 24 hours soundings. The strata display shows the soundings for
can display information from other pieces of equipment such as the GPS and the last 5 minutes.
provides outputs to equipment such as the bridge watch alarm monitoring NAV Mode
system, Voyage Data Recorder (VDR), etc.
This is the recommended mode for general use. In this mode the display LOGBOOK Mode
indicates the depth from the transducer to the sea bed and ‘BELOW
Note: Because the installation has two transducers, the user should be aware In this mode, the a table displays time, depth and own ship position. There are
TRANSDUCER’ is displayed in the bottom left-hand corner of the display. By
of which transducer is in use at any particular time. 60 pages of data with page 1/60 being the oldest data and page 60/60 being the
default the following settings are made:
latest. There are three time interval options which can be selected; 5 seconds, 1
• Colour: Amber minute and 2 minutes. To change the time interval proceed as follows:
Operation
• Range: Automatic range switching
Power On/Off a) Rotate the MODE selection knob to the MENU position, the
• Window: 15 minutes main menu is displayed.
a) Press the POWER key, the unit will perform a self-test.
• Shallow Water Alarm: 20m
b) Use the down arrow key to highlight the INTERVAL option.
b) Use the rotary MODE selection switch to select the display
mode. NAV mode is suggested for general use. The default Note: The user can customise the settings in this display mode as in any
other display mode. Customised settings made in a display mode will be used c) Use the + or - keys to select the time interval desired.
display colour is amber and the default unit of measurement is
metres. These can be customised at any time by the operator. whenever the unit is switched on again.
d) Rotate the MODE selection knob to the LOGBOOK position.
c) To switch the unit off press the POWER key again. Depth Below Surface (DBS) Mode
OS DATA Mode
In this mode, the display indicates a draught adjusted depth reading. ‘BELOW
Note: To prevent damage to the sensitive electronic components do not press SURFACE’ is displayed in the bottom left-hand corner of the display and the In this mode, own ship data such as position, course and speed are displayed in
the POWER key again, for at least 5 seconds after switching off. draught value is displayed in the top right-hand corner of the display. When this digital format. If a GPS signal is not present then ‘EPFS ERROR’ is displayed.
mode is selected, the draught must be adjusted as follows: There are two data screens available DATA 1 and DATA 2, DATA 1 is the
default setting.
Adjusting the Display Illumination
a) Rotate the MODE selection knob to the DBS position. ‘Confirm
a) Press the BRILL key and the brilliance/tone menu will be
and set ship’s draft to use DBS mode’ will be displayed. HELP Mode
displayed.
In this mode, a mimic of the control keys is shown on the screen. Press a
b) Press the DRAFT key and the draught setting menu will be
b) Use the up or down keys to adjust the display brilliance to control key and an explanation of the use of that key will be displayed.
displayed.
the desired level. While this menu is active, each press of the
BRILL key will toggle between setting the level to maximum
c) Use the + and - keys to select the required draught between
from minimum and then from maximum to minimum.
-10 to 30 metres in 0.1m increments. The draught setting is
displayed next to a picture of a ship on the display.
Illustration 7.5.2b Echo Sounder Unit

8 9 10 11 12 13 14 15
Echo Sounder Display Unit
G A B
NAVIGATIONAL ECHO SOUNDER FE-700
DRAFT MUTE
ALARM
1 AUTO ALARM:
AUTO ALARM: 10m
Echo Sounder Digital Depth Indicator
DIM BRILL
2 FORE
FORE 50kHz50kHz
RANGE
RANGE :: 55 FURUNO
AUTO COLOR
GAIN
GAIN :: 8.5
8.5 16
3
MODE
MODE :: NAV
NAV
4 - + 17
4 5
3 6
5
2 7
18 MENU ENT
0 8
RANGE
DISP DIM C
4 6
6 2 8
100
100 0 10
19
*
GAIN
PWR
LOGBOOK
HISTORY OS DATA
DBS HELP
NAV MENU
20
F D E
150 MODE
BELOW TRANSDUCER
TRANSDUCER m 150
BELOW m
Key
21 A. Omnipad - left/right/up/down arrow keys
POWER
B. Enter key - used to confirm selection
7 C. Dim key - used to set panel illumination
D. * key - used to adjust display contrast
E. Power key - used to switch the unit on or off
F. Display key - Used to toggle between depth below transducer or depth below surface display
G. Menu key - used to display the main menu
Key
1. Mode Indication 12. Press to Select Panel Dimmer Menu

2. Indication of the Transducer in use 13. Press to Adjust the Draught Setting
3. Indicates the Range Setting (Used in the Depth Below Surface (DBS) Mode only)
4. Indicates the Gain Setting 14. Press to Set the Depth Alarm or to Silence an Audible Alarm
5. Indicates the Display Mode 15. Press to Select the Display Brilliance/Tone Menu
6. Indication of the Depth and if Below the 16. Press to Select the Display Colour Menu
Surface or Below the Transducer 17. Used to Increase or Decrease Setting Values
7. Depth Unit (metres/feet/fathoms) 18. Rotate to Select Display Range
8. Indicates the Current Alarm Setting 19. Rotate to Adjust the Receiver Sensitivity
9. Depth Alarm Line 20. Rotate to Select the Desired Display Mode
10. Range Scale 21. Press to Turn the Power On or Off
11. Press to Switch Automatic Mode On or Off
MENU Mode Selecting the Display Colours b) Use the left and right arrow keys to select the desired level,
In this mode, seldom used functions are accessed and include the following: Press the COLOR key and the COLOR menu is displayed. The + and - keys are between 0 and 63. The default setting is 48.
used to select the desired level between 1 and 9. Level 1 monochrome amber
• CLUTTER (0-16, 9) c) Press the ENT key to save the parameters.
is the default setting.
• INTERFERENCE REJECT (OFF, IR1, IR2, IR3)
• PICTURE ADVANCE (SLOW, FAST) Setting the Shallow Water Alarm Limit Selecting the Depth Mode
• TREND (ON, OFF) The shallow water alarm is activated when echoes are returned from a shallower The depths are displayed independently for the main display in either ‘below
depth than the preset limit. The default in the NAV position is 20m. transducer’ or ‘below surface’. Press the DISP key to toggle between the
• INTERVAL (5s, 1min, 2min) ‘below transducer’ display to the ‘below surface’ display.
• GO TO SYSTEM MENU? (NO, YES) To set the depth at which the alarm will be activated, proceed as follows:
Menu Key Function
In the above menu, the up and down arrow keys are used for scrolling through a) Press the MUTE ALARM key and the depth alarm menu will be
the above items and the + and - keys are used to set the desired option. Press the menu key to display the main menu which offers five options as
displayed.
follows:
Note: The parameters in the SYSTEM MENUS are set during installation b) Use the + and - keys to set the required alarm depth. • DIM CONTROL
and would not normally require altering by the user. • LANGUAGE
c) Whenever the alarm is activated, ‘SHALLOW DEPTH ALARM’
is displayed in the centre of the screen. • UNITS
Selecting the Range Scale
• ALARM SET
If the received echoes disappear from the display screen, use the rotary d) To silence the alarm, press the MUTE ALARM key, the displayed
RANGE knob to select a range where the displayed echoes appear in the centre • TEST
message ‘SHALLOW DEPTH ALARM’ is repositioned to the
of the display. top half of the screen.
The procedure for selecting a setting from any of the above options is identical.
The equipment would normally be operating in the automatic mode and the Below is an example of selecting the unit of depth measurement as metres:
range would be adjusted automatically. Digital Depth Indicator - FE-720
a) Press the MENU key and the main menu is displayed.
Operation
Adjusting the Receiver Sensitivity (Gain) b) Use the down arrow key to highlight the UNITS option.
Switching On
Use the rotary GAIN control knob to adjust the receiver sensitivity for the best
Press the POWER key, the unit bleeps and displays the screen which was in use
available picture. Set the GAIN control so that a slight amount of background c) Press the ENT key.
when the unit was switched off.
noise appears on the display. As a guide, a higher gain setting is used for
greater depths and a lower setting for shallower depths. The adjusting range is d) Use the up or down arrow keys to highlight the ‘m’ option.
0.0 to 10.0 in steps of 0.5. Switching Off
Press the POWER key and the unit will shut down. e) Press the ENT key to accept the selection.
As with the range setting above, when automatic is selected the gain of the
receiver is set automatically. f) Press the MENU key to complete.
Adjusting the Panel Illumination
Selecting Automatic Operation a) Press the DIM key. For further in-depth details consult the manufacturer’s handbook.
The automatic function automatically selects the correct gain, range scale and
b) Press the left or right arrow keys to increase or decrease the level
clutter level according to the depth.
of illumination. Level 4 is the default level.
a) Pressing the AUTO key and the AUTO MODE menu is
c) Press the ENT key to save the parameters.
displayed.
b) Use the + or - key to select the ON or OFF mode. Adjusting the Display Contrast
a) Press the * key and the contrast menu will be displayed.
Note: The AUTO MODE is cancelled whenever the range or gain are
changed manually.
Illustration 7.5.3a DGPS System
Weatherproof Weatherproof
Connector Connector
Forward Chart Table

Aft Chart Table
MX 420 Navigation System MX 420 Navigation System
Navigation System Navigation System

1 2 3 1 2 3
NAV RTE WPT NAV RTE WPT
GPS1 GPS STATUS ABC DEF GHI
SNR 42 39 48 50 44 47 N SNR 42 39 48 50 44 47 N
50 50
21 4 5 6 21 4 5 6
12 12
40
18
26
PLOT
JKL
TIDE
MNO
AUX
PQR 24V DC 24V DC 40
18
26
PLOT
JKL
TIDE
MNO
AUX
PQR
3 3
30 14 30 14
W E W E
PRN 12 14 1 23 21 26 PRN 12 14 1 23 21 26
1 7 8 9 1 7 8 9
17 5 17 5
Used sats : 6
POS GPS DGPS Used sats : 6
POS GPS DGPS
STU VWX YZ STU VWX YZ
Visible sats : 11 Visible sats : 11
Available sats : 24 23 Available sats : 24 23
Elevation mask : 7.5° Elevation mask : 7.5°
S S
0 0
E CFG C E CFG C
NMEA GPS Select Switch NMEA

MX MARINE Distribution and GPS TO NETWORK Distribution and MX MARINE
Alarm Relay Box GPS 1 GPS 2
Alarm Relay Box
No.1 DGPS No.2 DGPS

Sperry
ECDIS
ECDIS
24V DC Engine Monitor Alarm System

from GMDSS NMEA
GMDSS
ECDIS 24V DC
from GMDSS
GMDSS 24V DC
Waypoint
Radar Systems Indicator
Inmarsat-F
Voyage Data Recorder Gyrocompass
Echo Sounder AIS
Bridge Control Console
DIMMER
7.5.3 Differential Global Positioning System Description of Controls Red solid - Tracking one or more satellites (no position update). This is normal
for two minutes after switch on. Allow the unit to run for at least 20 minutes
Traffic Light System
Manufacturer: MX Marine after red solid to allow the unit to receive a satellite almanac. This also indicates
Model: MX 420 DGPS Receiver The MX420 GPS has a series of indicator lights (red, yellow and green) on that the HDOP is greater than 10, look in GPS function screens for the value.
the left-hand side of the panel. These lights represent the signal status of the
system. Great care must be taken when reading these lights as the indications Yellow solid - GPS position update with a poor HDOP value. This may be seen
Introduction can have different meanings in the DGPS or GPS mode. from time to time in normal operation if tracking 3, 4 or 5 satellites with poor
geometry with respect to the ship’s position.
GPS was developed by and is operated by the US Department of Defence. DGPS Mode Traffic Light Operation
Comprising of a constellation of 24 operational satellites (four in each of six Green solid - GPS position update with an HDOP value less than 4. This is the
operational planes) at altitudes of approximately 20,000km the system provides Red flashing - Not tracking satellites. This will occur during the first two normal operating condition with position accuracy of 40-75 metres.
two dimensional fixes (latitude and longitude) for marine users. A position fix minutes after switch on or if the memory is reset or lost. If this happens, allow
with an accuracy of approximately ten metres can be achieved using a GPS the unit to run for at least 30 minutes. If the red light does not change to solid in
receiver. As with all other forms of radio signals, the ultimate navigation result this time, refer to the troubleshooting section of the manufacturer’s manual. Operating Key Functions
is dependent upon the quality of these signals. Radio signals may, on occasion, Function Keys
be distorted, jammed, or otherwise incorrect. As a result, position accuracy Red/Yellow solid - Dead reckoning. This indicates that the equipment is
in dead reckoning mode. This is the case when the normal DGPS or GPS There are the 18 press button keys to the right-hand side of the display panel.
may occasionally be less than that which can normally be expected. There are also 5 soft keys under the display which activate the function
operation is not available.
indicated on the screen above them.
Basically a GPS position is achieved by measuring the range from a number
of selected satellites to the receiver. Range is determined by measuring the Red solid - Tracking one or more satellites. This will occur during the first two
minutes after switch on. Allow the unit to run for at least 20 minutes after red MAN OVERBOARD
propagation time of received signals and a fixed clock error. By the use of Located at the bottom right-hand corner of the panel. When depressed for at
microprocessor technology this clock error can be resolved providing that at solid to allow the unit to receive a satellite almanac. This also indicates that
the Horizontal Dilution of Precision (HDOP) is greater than 10 or if too few least two seconds it activates the MOB1 screen.
least three satellites are in view for a two dimensional fix.
satellites are being tracked. Use the GPS or DGPS function screens for further
information. POWER ON/OFF
There are two GPS units fitted, No.1 is located in the forward chart console and A momentary press will switch the power on - Do not hold down for more than
No.2 is located in the aft chart console. one second at switch on or the unit will be switched off again. There are two
Yellow/Green solid - GPS position update, DGPS corrections are not being
received. This may be seen from time to time in normal operation. This will options for switching the unit off:
Differential Global Positioning System (DGPS) occur when the beacon signal is not available or out of range, or if tracking 3, • Software control - a momentary key press will display the soft
The accuracy of basic GPS signals (especially in areas such as harbours 4 or 5 satellites with poor geometry with respect to the ship’s position. key option boxes YES or NO. Press the YES soft key.
and their approaches) can be improved by the reception of correction data • Hardware control - press the key for more than 3 seconds and
transmitted from a shore-based station. DGPS works on the principle of a Yellow solid - DGPS position update, but with poor HDOP. This may be seen
the power will be switched off. The unit cannot be turned on
fixed receiving station knowing its exact location (latitude and longitude) during normal operation. This will occur if tracking 3, 4 or 5 satellites with
again for 10 seconds when this method is used.
derived from a survey. This station is equipped with a GPS receiver to obtain its poor geometry with respect to the ship’s position.
position from the satellite system. The received position is compared with the LIGHT
surveyed position of the station. If an error exists between these two positions Green solid - DGPS position update with an HDOP value less than 4. This is
Allows instant switching between two pre-programmed panel light settings.
then correction data is calculated and transmitted by M/F radio, in the frequency the normal operating condition with position accuracy of less than 5 metres.
band 285-325kHz, with a range of approximately 40-60 nautical miles. GOTO
GPS Mode Traffic Light Operation Allows the operator to quickly create a route from the present position to one
A Note of Caution When Using GPS Red flashing - Not tracking satellites. This will occur during the first two other waypoint.
Attention is drawn to the fact that the US Department of Defence control the minutes after switch on or if the memory is reset or lost. If this happens, allow
the unit to run for at least 30 minutes. If the red light does not change to solid in MARK POSITION
transmission of GPS signals. They can, if they wish, introduce errors or even
this time, refer to the troubleshooting section of the manufacturer’s manual. Stores the present position, date and time at the next available waypoint
stop transmission without warning. With this in mind GPS should be used with
location in the waypoint bank.
caution. An alternative independent means of position fixing should always be
used in conjunction with the GPS. Red/Yellow solid - Dead reckoning. Indicates equipment is in dead reckoning
mode. This is the case when the normal GPS or DGPS operation is not TIDE
available. There are two tide screens. Tide1 screen displays graphic and digital information
about the vessel’s present position, based on tide table constants that have been
entered via Tide2 screen.
Illustration 7.5.3b MX400 DGPS Navigator
Display Function Keys

Traffic
Lights
MX 420 Navigation System
Navigation System Mark Position

1 2 3
NAV RTE WPT
SNR 42 39 48 50 44 47 N
50
21 4 5 6
12 Goto
40 PLOT TIDE AUX
JKL MNO PQR
18
26 3
30 14
W E
PRN 12 14 1 23 21 26
1 7 8 9
17 5 Light
Used sats : 6
POS GPS DGPS
STU VWX YZ
Visible sats : 11
Available sats : 24 23
Elevation mask : 7.5° S
0
E CFG C Power On/Off
Man Overboard
MX MARINE
Soft Keys Cursor Key
Tide2 is where the constants for various ports can be entered, up to 100 Show Data Window
tide tables can be stored. The constants can be derived from Part111 of the Allows the selection of two display types:
Admiralty Tide Tables and Tidal Stream Tables published by the Hydrographer © NAV 1 RL PANORAMA • Data displayed in various parts of the graphic screen or
of the Navy.
RNG: .268Nm COG: 172° TTG: 00:02:52 • Data displayed in a separate window left of the graphic screen.
BRG: 172°
EDIT
Activates and deactivates the soft keys and edit fields within any screen where If the vessel drifts outside of the cross-track error limit and it is decided not to
editing is appropriate. The E key must be pressed to save the information as return to the original course line, the course line can be reset from the present
edited. position to the waypoint by selecting Reset XTE from the display.
CLEAR Skip Waypoint Soft Key
This key allows the operator to erase one character at a time. If it is held down Allows the operator to skip the waypoint currently being headed to and to
for longer than one quick key press, it will erase the entire line of characters SOG: 7.6Kn advance to the next one.
that the cursor is on.
CURSOR NAV2 - Basic Steering Information

Used to move between edit fields and also to move between function screen View This view gives the range and bearing to the next waypoint. Below this the
pages. Allows the operator to zoom in or out of the representation of the route course and speed over ground is displayed as calculated and the lower part of
displayed. the display shows the cross-track error, displayed as follows:
FUNCTION
Above and below each primary function key are numbers and letters. These Show Waypoints A vertical line in the centre represents the vessel’s course line. The checkered
numbers and letters are used in the edit mode, most often in RTE, WPT and Allows waypoints, not part of the actual route, to be turned on or off. area to the port and starboard of this line indicates the area beyond the cross-
CFG screens. track error limits. The number displayed next to the course line is the calculated
Show Active Route cross-track error. Whenever the vessel steers to port or starboard of its course
Allows the option for the course line to be shown, as long as a symbol has been line the checkered area turns to solid black indicating which side of the course
Navigation Screens entered as the first character for the waypoint name. line the vessel is on.
The MX420 has four basic NAV screen displays. The RTE 1 screen provides
As with the NAV1 display the course can be reset if the vessel drifts outside
the active route for the NAV screens. The up and down arrow soft keys control
© NAV 1 RL PANORAMA present parameter settings by pressing the E key followed by Reset XTE. Press
which waypoints are skipped or restored for the current route. ETA information
the E key again to return to the normal display status.
is also configured in the RTE 1 screen. Reference should be made to the route BRG
section of the manufacturer’s manual for a full description.
RNG
172° The next waypoint can be skipped by selecting the E key followed by the Skip
Waypoint soft key. Press the E key again to return to normal display status.
NAV1 - The Panorama Screen
.181Nm
This screen is designed to give a 3 dimensional ‘runway view’ of the route COG
being followed. In this view navigation markers, course line, cross-track error
lines and waypoint flags are displayed. The following information will also be 172° © NAV 2 RL
172° .040
RNG
7.6Kn
displayed: Course and speed over ground (COG, SOG) as calculated by the BRG RNG
GPS. The range (RNG) and bearing (BRG) of the waypoint from your present
position. Time to go (TTG), the calculated time to reach the waypoint. Nm
172° 7.6
COG SOG
In the top right-hand corner the symbol RL or GC will be displayed, this
indicates whether you are navigating under Rhumb Line or Great Circle. Show Off-Track Limit Kn
Allows the cross-track error lines to be displayed or hidden.
By pressing the E key the Panorama Display Option screen is activated
allowing the display information to be customised.
.050Nm .000Nm .050Nm
NAV3 - Expanded Navigation Information The top left window shows details relating to the True Wind Angle (TWA),
True Wind Speed (TWS), True Wind Direction (TWD) and Velocity Made
NAV3 screen has four windows. The upper left window is a smaller version of
Good (VMG).
NAV2 screen. The two windows below this display the present date and time
and the ETA to the end of the route. The right-hand window provides a graphic
The window below the wind data provides information relating to the ship’s
display of the waypoint being approached as well as the waypoint at the end
course and speed and displays the Course Over Ground (COG), Speed Over
of the next leg.
Ground (SOG), Heading (HDG), Heading To Steer (HTS) to next waypoint,
Speed log (LOG), Waypoint Closure Velocity (WCV) and the calculated set
Reset XTE and Skip Waypoint is also available on the NAV3 display.
and drift.
The window in the top right-hand corner displays depth information.

© NAV 3 RL NAVIGATING
BRG
165° RNG
.566 Nm
Next: Below the depth data there is a graph displaying the next route leg vector the
Range (RNG) and Time To Go (TTG) to the next waypoint as well as an arrow
165 ° 7.6
COG SOG WPT 152
Kn WP 3 indicating the calculated set and drift.
.050Nm .000Nm .050Nm
169°
Time, UTC: ETA / End:
15:00:21
Jun 7, 2001
15:38
Jun 7 TTG 00:04:13
NAV4 - Sensor Input Navigation

The NAV4 screen displays data from external equipment: anemometer, speed
log, compass and echo sounder when connected (using NMEA protocol) to the
GPS. The sources can be set-up in the CFG1 screen, refer to the installation and
service manual for further information on set-up and compatibility. The NAV4
screen is divided into four window segments.
© NAV 4 RL
TWA _ _ _ o TWD _ _ _o Depth: _ _
ST m
TWS _ _ VMG _ _
m/s Kn
COG
165 o SOG
7.6
_ _
Kn Set 169°
HDG _ _ _ o LOG
Kn
HTS _ _ _ o WCV
7.6 Kn
RNG .460Nm
Set / Drift: 280° / 7.6 Kn TTG 00:03:29
Illustration 7.5.4a Automatic Identification System
GPS/VHF
Combined Antenna
GVA-100
Distribution
Box DB-1
Chart Table
FURUNO UNIVERSAL AIS

Transponder Unit
Gyrocompass NMEA FA-1501
Speed Log Multi Distributor
MENU ENT
DGPS NMEA
ECDIS DISP DIM
Rate of Turn NAV

STATUS
Engine Room
Alarm Monitring
System
FA-150 PWR
Power 220V AC
Supply
PR-240-CE 24V DC
7.5.4 automatic identification system Information Provided by the AIS System Configuration
Static Data
Manufacturer: Furuno The system comprises:
Type: FA-150 This information is programmed into the AIS unit during installation and
• Transponder unit (FA-1501)
includes the following:
• Monitor Unit (FA-1502)
• IMO number
Introduction • GPS/VHF combined antenna (GVA-100)
• MMSI number
The Furuno FA-150 is a universal automatic identification system (AIS) • AC/DC power supply
• Length and beam
capable of exchanging navigation and ship data between own ship and other
ships or coastal stations. The FA-150 complies with IMO MSC.74(69) Annex • Ship’s call sign and name
The transponder unit receives, decodes and displays information from other ship
3, A.694, ITU-R M.1371-1 and DSC ITU-R M.825. It also complies with IEC • Type of ship and shore stations fitted with AIS equipment. Information is displayed in either
61993-2 (Type testing standard) and IEC 60945 (EMC and environmental text or graphic form on the monitor unit and ship information such as position
• Location of the GPS antenna
conditions). and speed supplied from ship’s equipment is interfaced via the transponder unit
This data does not normally need to be changed. However, it may be altered before being transmitted. Received AIS information is supplied to the vessel’s
The FA-150 consists of a transponder unit and a compact display unit with radar system. A serial port/pilot plug is provided for use by a pilot.
with the Master’s authority. If the back-up battery is replaced the static data
a 4.5” Silver Bright Display which is mounted on the bridge forward chart
has to be entered again.
table.
Operating Procedures and Controls
The transponder unit contains a VHF transmitter, two TDMA receivers on Dynamic Data
parallel VHF channels, a DSC channel 70 receiver, interface processor and This information is taken from the ship’s GPS and includes the following: CAUTION
internal GPS receiver. The GPS receiver is a 12-channel all-in-view receiver Users should be aware that other vessels and some VTS centres may
and has Differential capabilities (DGPS). The GPS receiver provides UTC • UTC date and time
not be fitted with AIS. Under certain circumstances, the Master may
reference and also provides position, COG and SOG in the event that a • Position switch the AIS off. Information provided by AIS may therefore not give
connected external GPS receiver fails. a complete picture of traffic in the area.
• Course over ground (COG)
The AIS operates in the maritime VHF band on two dedicated frequencies • Speed over ground (SOG)
(AIS1-VHF channel 87B and AIS2-VHF channel 88B). The AIS receiver Switching the Unit On and Off
• Heading
monitors both channels. In some areas (such as the coasts of the USA) other The AIS should be switched on whenever the vessel is under way or at anchor.
channels may be used. When under the control of a Vessel Traffic System • Rate of turn (ROT) The Master has the authority to switch the AIS off if they believe its operation
(VTS) the system can be re-tuned remotely by the AIS shore station to other may compromise the safety or security of the ship. When there is no longer a
suitable channels. The system can also operate on DSC channel 70. The The above information is automatically updated, however, the officer of the threat of danger the system must be switched on again.
equipment transmits short bursts of data every 6 minutes which contain the watch should periodically check the data to confirm its accuracy.
ship’s identification, position, course, speed and other navigational information Press the POWER key to turn the equipment on or off. When switched ON, the
for reception by ship and shore stations within VHF range, and is used for the start-up screen will appear and the in-built test routine is initiated. The start-
following purposes: Voyage Related Data up screen displays the program version number and the results of the ROM,
• Collision avoidance when in the ship-to-ship mode RAM and back-up data test, showing OK or ‘NG’ (No Good) as the result. The
• Ship’s draught
system will then sort incoming target information by distance from nearest to
• Vessel monitoring when in the ship-to-shore mode • Navigation status (manual input) furthest, this process takes several seconds to complete.
• Traffic management when interrogated by a VTS • Type of hazardous cargo
The ship’s static data will be transmitted within two minutes of switching on
Ship-to-ship AIS needs no operator intervention as the navigating officer can • Destination and ETA (at the Master’s discretion) and then repeated every six minutes. The ship’s dynamic data is transmitted
view details of the other ship’s information on the AIS display unit. Pilots between every 2 seconds to 3 minutes depending on the ship’s course and
can build up a view of other vessel’s movements in the immediate area, Safety Related Messages speed alterations, and voyage related data is transmitted every six minutes.
shore authorities can monitor ship movements, and it can be used to obtain
Safety and routine messages may be sent to nearby vessels over the VHF Received AIS data will be shown on the display and can also be shown on the
information from passing ships such as identification, destination, ETA, type
link. These messages are only an additional means of broadcasting safety vessel’s radar display, if selected.
of cargo, etc. Shore stations can also broadcast important information such as
information and do not replace the requirements of the GMDSS.
tidal data and weather forecasts. The system is also useful in search and rescue
(SAR) operations as it allows shore authorities to monitor the movement of
rescue craft.
Adjusting the Panel Dimmer and Contrast Down arrow keys change the displayed number and the right arrow key moves Note: If deleting a destination, a prompt window will be displayed asking
The DIM key will open the dimmer and contrast dialogue box on the display. the cursor. On completion press ENT followed by DISP to close the menu. ‘Are you sure?’. Use the left and right arrows on the cursor pad to highlight
‘Yes’ or ‘No’ and press the ENT key.
Use the up/down arrow keys to adjust the panel dimmer, or the left/right arrow Pre-Voyage Settings
keys to adjust the contrast, press ENT to close the box. Press the right arrow on the cursor pad to show page 3 of the NAV STATUS
There are seven items on the NAV STATUS menu that should be entered before menu.
Menu Functions commencing a voyage; navigation status, destination, arrival date, arrival time,
number of crew on board, vessel type and draught. This information can be Follow the on-screen prompts to enter:
Functionality of the equipment is carried out through the menu. Pressing the entered as follows: • ‘DATE’,
MENU key will display the main menu. This lists the menus available as
follows: Press the NAV STATUS key to display the menu, followed by ENT. • ‘TIME’
MSG
Select the appropriate status from the following using the arrow keys: Press the right arrow on the cursor pad to show page 4 of the NAV STATUS
SENSOR STATUS menu.
00: Under way using engine
INTERNAL GPS
01: At anchor Follow the on screen prompts to enter:
USER SETTINGS
02: Not under command
INITIAL SETTINGS • ‘CREW’ (number of crew on board range 0-8191)
03: Restricted manoeuvrability
CHANNEL SETTINGS • ‘TYPE NO.’ to choose the type of vessel.
04: Constrained by draught
DIAGNOSTICS
05: Moored Press the right arrow on the cursor pad to show page 5 of the NAV STATUS
Use the cursor pad to navigate the menus and sub-menus using the ENT key to menu.
06: Aground
confirm selection each time.
07: Engaged in fishing Use the cursor pad to enter the vessel’s draught (range 0-25.5m) and then press
Note: There are two types of sub-menu; ‘Option selection’ and ‘Data 08: Under way by sailing the ENT key. DISP key will close the menu.
entry’. 09: Reserved for high speed craft (HSC)
Setting the CPA/TCPA
Depending upon the sub-menu selected, an option will be chosen or 10: Reserved for wing in ground (WIG, eg, hydrofoil)
alphanumeric data will be entered. 11-14: Reserved for future use This sets the parameters for the closest point of approach (CPA) and time
to closest point of approach (TCPA) of an AIS target. When a ship’s CPA
15: Not defined (default)
Choosing an Option and TPCA are lower than those set, the buzzer sounds and the message
‘COLLISION ALARM’ is displayed.
Highlight the menu item required followed by the ENT key. The right arrow on the cursor pad will select page 2 of the NAV STATUS
menu.
Select USER SETTINGS from the main menu and highlight ‘CPA/TPCA
A window showing the options for the item selected is overlaid on the sub- ALARM’ using the cursor pad. Enter the CPA (range 0-6.00nm) followed by
menu selected. Use the up and own arrow keys to select the option required Select ‘NEW’ and follow the on screen prompts to enter the alphanumeric data
for ‘ENTER A NEW DESTINATION’. ENT. Repeat to set the TCPA (range 0-60 min).
followed by the ENT key. DISP key will close the menu.
‘ALARM MODE’ and ‘ALARM BUZZER’ will be highlighted in turn, press
Note: Up to 20 alphanumeric characters can be used for a destination and up the ENT key and select On or Off. DISP will close the menu.
Entering Alphanumerical Data
to 20 destinations may be entered.
For menus where you enter alphanumeric characters, pressing the up arrow
key ▲ displays alphanumeric characters cyclically in order in a blank space, A previously entered destination may be selected from the NAV STATUS menu
alphabet, numerals and symbols. by using the cursor pad to highlight the desired destination and then pressing
the ENT key. An options window will be displayed. Use the cursor pad to select
The procedure below describes entering numeric data. The procedure is the the option required (SELECT, EDIT, DELETE) and then press the ENT key.
same for all data entry sub-menus.
Use the cursor and the ENT key to select the item required, for example;
DRAUGHT. The left-hand digit of the draught figure is underlined. The Up/
The Plotter Display Note: The message ‘LOST’ appears at the top of the dangerous list when no
Vessel’s Navigation Status Target Declared as Lost Target
After: AIS signal is received from the selected target.
The plotter display automatically appears at switch-on and shows the range and
course of AIS equipped ships within the current range. The position and course Ship at anchor or moored and not 10 minutes
of own ship is also displayed. moving faster than 3kts Own Ship’s Data - Static Data
Ship at anchor or moored and moving 50 seconds The OWN STATIC DATA display is shown over five pages and includes
faster than 3kts MMSI, call sign and name, IMO number, type of ship and location of position
Plotter Display Control
0-14 knots speed 50 seconds fixing antenna.
Press the DISP key to show the plotter display. Use the up and down arrow
0-14 knots speed with course change 50 seconds
keys on the cursor pad to select the range in nautical miles from 0.125, 0.25, This data should be checked once per month or once per voyage, whichever is
0.5, 0.75, 1.5, 3, 6, 12 and 24. 14-23 knots speed 25 seconds
the shorter. Data may only be changed with the Master’s authority.
14-23 knots speed with course 25 seconds
change
Lost Targets In plotter mode press the DISP key twice to show the ‘OWN STATIC DATA’
Speed higher than 23 knots 7 seconds display. Navigate the 5 data pages using the arrows, down or right arrows to go
A target is declared as a lost target under the conditions shown in the table Speed higher than 23 knots with 7 seconds forward and up or left arrows to go back.
below. A target is erased from the screen 6 minutes and 40 seconds after it course change
is declared a lost target. ‘LOST’ is displayed in the HDG field when a target Press the MENU key twice to return to main menu.
becomes lost.
Note: When a target’s CPA and TCPA are lower than those set, the target
flashes and an audible alarm sounds. The word ‘DNGR’ is displayed in the Own Dynamic Data Display
HDG field. Press any key to stop the flashing and silence the alarm. Suitable
Data for The own dynamic data display shows own ship’s dynamic data, which includes
measures must be taken to avoid collision.
Selected time, date, ship’s position, course over ground (COG), speed over ground
Target (SOG), rate of turn (ROT) and heading.
Displaying Target Data
[CELESTE] In plotter mode press the DISP key to show the TARGET LIST which lists all
The OOW should periodically check position, speed over ground and ship
sensor information. With the plotter display shown, press the DISP key three
HDG: 111° the AIS targets being detected by the FA-150 unit. times to show the OWN DYNAMIC DATA display.
SOG: 10kt Note: It is also possible to select a target directly on the plotter display. Press Dynamic Data Display
COG: 111° the left arrow key on the cursor pad to order the targets in closest to furthest
order from own ship. The right arrow key can be used to order targets in
n Antenna symbol flashes when transmitting
CPA: 6.19 m furthest to closest order from own ship. The circle of the desired target will [OWN DYNAMIC DATA]
01/MAY/2006 13:24:55
be black. Press the ENT key.
TCPA: 12’59 LAT : 34°45.2132’ N
LON:135°21.2345’ E
INTRD: 1 Select the target whose data is to be viewed and then press the ENT key. Use
the up or down arrow keys to scroll through the data.
SOG: 8.1 kt INT GPS Internal/External GPS/DGPS
COG: 118.5° HDG: 118°
RNG: 6 nm DETAIL : [ENT] Procedure to Display the Dangerous Target List
ROT: R10.3°/min
PA: H RAIM: USE
If no ROT device connected
one of the following is displayed
ROT less than 10°/min : 0.0
In plotter mode press the DISP key to show the TARGET LIST which lists all
10°/min rightward or higher : R>10
the AIS targets being detected by the FA-150 unit.
Position accuracy 10°/min leftward or higher : L>10
Target
High or Low
Press the right arrow key on the cursor pad to display the DANGEROUS
Selected Target LIST.
Sending and Receiving Messages
To display detailed information about a dangerous target, use the up or down
Dangerous Targe
arrow keys on the cursor pad to select a target and then press the ENT key. Use Messages may be sent and received over the VHF link to all ships or to an
the cursor pad to change the page. individual ship by using its MMSI number. Safety of Navigation messages and
Lost Target routine messages are permitted. When a message is received, an alarm tone
sounds and the word ‘MESSAGE’ is displayed.
Procedure for Sending Messages To display a message log proceed as follows: The procedure to register areas is as follows:
Select ‘MSG’ from the main menu and then press the ENT key to step through
Select MSG from the main menu followed by the ENT key. Select ‘CHANNEL SETTINGS’ from the main menu, followed by ‘EDIT
the following selections:
CHANNEL’.
• ‘CREATE MSG’ Select TX LOG or RX LOG as appropriate and select the required message
• ‘SET MSG TYPE’ using the arrow keys. The DISP key will close the log. Select the file number from ‘SELECT NO.’ Press the ENT key to show the
details. Select ‘POWER’ to set the required power setting.
• ‘ADRS TYPE’ (‘ADRS CAST’ - MMSI is selected for a specific
AIS ship or ‘BROADCAST’ to all AIS equipped ships within Operating Channels and Areas Select ‘CH NO. CH-A’ to set the channel A number, followed by ‘CH NO.
range) CH-B’ to set the channel B number. Set the modes for the channels by selecting
VHF channels 87B (2087) and 88B (2088) are used primarily for AIS. If these
• MMSI MODE CH-A and MODE CH-B.
frequencies are not available in a particular region, the AIS can be switched
• ‘MSG TYPE’ (‘NORMAL’ or ‘SAFETY’) automatically to an alternative operating channel by a shore facility. Where
there is no shore-based authority or GMDSS Area A1 station in place, the AIS Mode 1 2 3 4 5 6
• ‘CHANNEL’ both A & B or A or B CH-A TX/RX TX/RX RX RX RX Unused
may be switched manually by registering the area.
CH-B TX/RX RX TX/RX RX Unused RX
Press the MENU key to return to the CREATE MESSAGE display and select
The eight most recent regional operating areas are memorised.
‘SET MSG’, ENT.
Note: If a combination other than that shown above is selected, the message
The default settings are as follows: ‘ILLEGAL MODE WAS SELECTED PRESS ANY KEY’ is displayed.
Use the cursor pad to enter the message. Use the up and down arrows to select
the character and the left and right arrows to shift the cursor. Upon completion • Tx Power: 12.5W
of the message, press the ENT key to return to the CREATE MSG display. Select ZONE to enter the zone distance (range 1-8nm).
• Channel No. 2087, 2088
Select ‘SEND MSG’ and then press the ENT key. The message ‘ARE YOU • Frequency bandwidth: 25kHz Use the up or down arrow key to move to page 2 of the ‘EDIT CHANNEL’
SURE?’ is displayed. Select ‘YES’ and then press the ENT key to send the • Tx/Rx mode: Tx/Rx display.
message.
Enter the required data for the following order of selections:
Viewing Channel Transmit Power
‘NOW SENDING’ is displayed during message transmission and ‘SEND • LAT of RIGHT TOP is selected. Enter the latitude for the right-
MESSAGE COMPLETED’ is displayed at the end of the transmission. ‘SEND Select ‘CHANNEL SETTINGS’ from the main menu, followed by ‘VIEW top position (north east point) of the AIS operating area and
MESSAGE UNSUCCESSFUL’ is displayed if the message could not be sent. CHANNEL’. Press the DISP key to close the display. press the ENT key.
If despite successful transmission, a message acknowledgement is not received
then ‘SEND MESSAGE UNSUCCESSFUL. MMSI: xxxxxxxxx’ will be • LON of RIGHT TOP is selected. Enter the longitude for the
Regional Settings right-top position (north east point) of the AIS operating area
displayed.
The status of the regional operating areas currently in the memory can be and press the ENT key.
displayed. Nine of any combination of AIS messages from shore-based AIS, • LAT of LEFT BOTTOM is selected. Enter the latitude for the
Procedure for Receiving Messages
DSC messages, manual settings and commands from ECDIS or a PC may be left-bottom position (south west point) of the AIS operating area
When a message is received the message received window is displayed as registered, one of which will be HIGH SEA. and press the ENT key.
below:
• LON of LEFT BOTTOM is selected. Enter the longitude for the
‘MESSAGE! PRESS ANY KEY’ Registering Areas left-bottom position (south west point) of the AIS operating area
and press the ENT key.
Press any key to erase the message received window. Select MSG followed by • AIS and DCS messages within the last two hours cannot be
RX LOG from the main menu. edited.
Note: The available range is 20-200nm. If the area contains overlapping data,
• An item labelled HIGH SEA cannot be registered. (HIGH SEA the older data is erased.
To view the contents of an unread message, select the message followed by the is data used for international waters not controlled by a shore
ENT key. Press the DISP key to close the menu. based AIS). The MENU key will display the message ‘SAVE CHANNEL. ARE YOU
• If two areas overlap, the older data is deleted. SURE?’, select ‘YES’. DISP key will close the menu.
Message Logs
• Data older than five weeks is deleted.
A maximum of 20 messages can be stored in the transmitted message log and Note: If you enter invalid data, the message ‘OUT OF RANGE!:OO’ is
20 in the received message log. The oldest message in each log is automatically • Area data is deleted when it is more than 500 miles from the displayed. Press any key to escape and then re-enter the data.
deleted to make room for the latest. area for which it was registered.
Enable Alarm Buzzer
The alarm buzzer sounds if a vessel comes within the CPA and TCPA limits
or if a system fault occurs. To enable or disable the alarm buzzer, select USER
SETTINGS from the main menu and select ‘KEY BEEP’, ‘ALARM BUZZER’
or ‘RCVD MSG BUZZ’. Select ‘ON’ or ‘OFF’ as appropriate. DISP key will
close the menu.
Long Range Mode
The long range mode is used to choose how to reply to a request from a distant
station (for example; Inmarsat-C station). It is possible to reply automatically
or manually.
Select USER SETTINGS from the main menu and select ‘LR MODE’, select
‘AUTO’ or ‘MANUAL’ as appropriate. DISP key will close the menu.
Automatic reply
For automatic reply, an LR Response message appears when a request for own
ship data arrives from a distant station. Ship’s data is automatically transmitted.
Press the ENT key to erase the message.
Manual reply
For manual reply, the received message appears when a request for own ship
data arrives from a distant station. Press the ENT key to send the data, or press
any key other than ENT to send no data. The screen changes according to
selection.
Breaker Button
If an internal fault or overcurrent status is detected, the BREAKER button

on the rear panel will pop out. The cause of the fault should be investigated
and rectified, if necessary, before resetting this button to return to normal
operation.
Error Messages
If an error occurs a message will appear on the display. Refer to the

manufacturer’s operation manual for further details on the meaning of each
error message.
For further in-depth operations, consult the manufacturer’s handbook.

Information is displayed in either text or graphic form on the in-built LCD, and
ship information such as position and speed supplied from ship’s equipment
is interfaced via the transponder unit before being transmitted. Received AIS
information is supplied to other ship systems such as the radar and ECDIS as
required. An additional serial port is provided for use by a pilot.
7.5.5 Meteorological System Illustration 7.5.5a Anemometer System
Introduction
The bridge is equipped with a wind speed and direction indicator capable of
recording wind speeds in the range of 0.35 to 80m/s through 360°. An aneroid Sensor
barometer is also provided to measure the current atmospheric pressure. Air
temperature is measured by means of a hand thermometer. Port Signal Mast
These basic instruments are sufficient to provide the vessel with the necessary 360
information to detect and avoid severe weather systems before their influence
becomes dangerous. Monitoring of these instruments, combined with the use
of the weather facsimile and NAVTEX equipment, permits the operator to
make his own local weather forecasts and to apply this to his navigation and
360 ECDIS
routing. Wheelhouse
Forward Bulkhead VDR 270 90
270 90
Weather information can be received by the ship via a weather fax system for m/s
kts MODE 220V AC m/s
the reception of weather transmissions from other stations. kts MODE
180
BMCC External Control Unit
DEIF
MALLING
Wind Measuring System

180
Manufacturer: Deif
Type: 879
SCC
DEIF
This is designed for measuring both wind speed and direction and is connected MALLING
to ship navigation equipment and visual wheelhouse displays. 360
A three-cup rotor is used for measuring the wind speed, and a wind vane for Remote System
270 90
measuring wind direction. m/s

kts MODE
180
The front of the display panel shows the wind direct by use of a ring of red DEIF
LEDs relative to a symbol of the ship in the centre of the display. The display MALLING
unit requires a 220V AC supply.
The front panel of the display consists of a membrane keyboard which allows
the operator to adjust the light intensity over eight different levels using the
arrow keys, and also to select the units for the wind speed, either in metres per
second (m/s) or knots (Kts) by use of the MODE key.
Note: The indicated wind speed and direction are relative wind speed and
direction.
Illustration 7.5.6a Weather Facsimile Receiver
2.6m
Whip Antenna
FAX-5 Pre-amplifier
Radio Area
220V AC
FAX-30 LED
Printer
Wheelhouse
220V AC
24V DC
GMDSS Mute
7.5.6 Weather Facsimile Receiver c) When the FAX-30 is ready, type in the FAX-30 URL Display Image
(http:172.31.8.1) Press ENTER. The FAX-30 title is shown. Thumbnails of received images will be displayed on the screen. These may
Manufacturer: Furuno be selected for viewing when required by clicking on the required image. To
Model: FAX-30 d) Select WX FAX or NAVTEX from this display as required. The return the thumbnails click on <<THUMBNAILS.
standby display will be shown with a menu down the left side
Specification of the screen.
Setting the Timer
Fax Frequency Range:
LF 80kHz to 160kHz Mode Set-up a) Click TIMER SETUP on the standby display.
MF/HF 2MHz to 25MHz Three modes are available; facsimile only, NAVTEX only and facsimile (timer) b) Click PROGRAM LIST.
NAVTEX Frequency Range: 490kHz or 518kHz and NAVTEX.
Fax Mode of Reception: F3C, J3C, NAVTEX F1B c) Select the program number required from the displayed
a) Left click RX MODE from the menu. The three modes will be options.
displayed.
d) Select the zone from the drop-down list.
Introduction
b) Left click to select the required mode and click OK to confirm.
e) Select the station from the drop-down list.
The FAX-30 can turn any commercial PC into a weather fax and NAVTEX
receiver. This receiver unit allows direct connection with an Ethernet cable to c) Click <back to return to the top menu.
f) Select the channel from the drop-down list (Choose AUTO if
a commercial PC showing weather charts and satellite images. unsure of correct channel).
Automatic Reception
Weather maps are broadcast from a fax transmitting station working under g) Select the required IOC (Index of Co-operation) and Speed from
World Meteorological Organisation (WMO) standards. Up to twelve received a) Select CHANNEL SETUP on the standby display. This displays
the displayed drop-down options).
pictures can be stored on the internal memory. the channel set-up window.
h) Enter the required start time using the numeric keys. Set the
The FAX-30 is a remote enclosure located in the radio area. The PC used b) Select the required ZONE, STATION, CHANNEL and time two minutes early to allow for the start signal.
as the FAX-30 display utilises drop-down menu options for ease of use. FREQUENCY (if fine tuning is required) in turn using the
The information can be viewed by using an Internet browser. Printout of the drop-down menus. (Auto may be selected from the channel i) Enter the required stop time using the numeric keys. Set the time
weather and NAVTEX information is achieved by using a printer interfaced drop-down menu.) two minutes later to allow for the stop signal.
with the PC.
c) Click OK and click <back to return to top menu. j) Set the frequency fine tune if required and click OK.
Operation The facsimile will now receive the current broadcast from the selected station. k) Click <back to return to top menu.
Drum speeds, Index of Co-operation (IOC), and other essential parameters are The duration will be 30 to 40 minutes dependent on the size of the image and
manually or automatically selected. resolution. The image is then compressed into the memory (3 to 5 minutes The facsimile will now receive the current broadcast from the selected station
duration) to be displayed as a thumbnail if required for ease of selection of according to the timer schedule. The duration will be 30 to 40 minutes dependent
Access the FAX mode as follows: stored files. on the size of the image and resolution. The image is then compressed into the
memory (3 to 5 minutes duration) to be displayed as a thumbnail if required.
a) Turn on the FAX-30 at the ship’s switchboard. The FAX-30 It is possible to view up to 130 recently received NAVTEX messages. The
starts up in the following sequence: NAVTEX messages cannot be received while receiving FAX images. The To Cancel the Timer Function
stored pictures can be rotated or zoomed in/out on the screen. Display colours
• The FAX-30 starts initial set-up, which takes about 15 a) Click TIMER SETUP on the standby display.
are selected from three patterns of colour, eight tones of greyscale and
seconds.
monochrome. b) Click PROGRAM LIST.
• The FAX-30 transfers data from the ROM to the RAM. At
this time the green LED flashes every 0.4 seconds. c) Click CLEAR ALL.
To Stop Automatic Reception
• After all data has been loaded, which takes about two
a) Select CHANNEL SETUP on the standby display. To display d) Click YES to query ‘Are you sure to clear all?’
minutes, the LED flashes every two seconds, indicating the
the channel set-up window.
FAX-30 is ready for operation.
e) Click Cancel.
b) Click RCV STOP.
b) Start the PC software. f) Click <back to return to top menu
Illustration 7.5.7a Voyage Event Recording System
Protective
Capsule
Broadgate X - Band Radar

Converter Room
GE DATA RECORDER
VOYA DO NOT OPEN Engine Room Alarm
BACC
and Monitoring System
Alarm Display
Unit
Broadgate CO2 Release Alarm
VER3000
Remote Alarm Unit
ARPA Video
CANCEL
Buffer Fire Detection and
ALARM General Alarm System
DIM
CO2 Release Alarm
Main Electronics
Wheelhouse Top Enclosure Steering Gear Monitoring System
Local Fire Fighting

Monitoring System
Digital
Interface
Analogue Autopilot System

Interface
Wheelhouse Microphones
Mic - A Mic - C Mic - E

Anemometer
No.1 VHF
DGPS NMEA Splitter
ECDIS
Mic - B Mic - D Mic - F

Transformer
Speed Log
24V DC
Wheelhouse Control Panel
Bridge Wing 220V AC Echo Sounder
Microphones Mic - G
Mic - H Gyrocompass System
7.5.7 Voyage Data Recorder Removable Hardened Memory Power Supply Unit/UPS (Uninterruptible Power Supply)
This sub-assembly is attached to the mounting base with a quick-releasing ‘V‘
Manufacturer: Broadgate Ltd band clamp. This unit provides a 12/24V DC power supply for the system. It includes a
Model: VER3000 battery charging unit which monitors the condition of the 24V batteries and
The HVR has an externally mounted underwater location beacon, with dual charges them as required. It also provides filtering of the supply, removing any
activation sensors to avoid inadvertent activation due to spray, rain or hosing unwanted voltage transients. In the event of a mains power failure the batteries
Introduction down. will allow two hours of operation.
The voyage data recorder (VDR) stores information concerning the position, MEE Top Panel Display
movement, physical status, command and control of a vessel over the period VER3000 Main Unit
leading up to, and following, an incident in a secure and retrievable form so This unit which is located on the top of the MEE is used to monitor the
that the data can be used to assist in any casualty investigation. Information Also referred to as the Main Electronics Enclosure (MEE), this unit is located
to the rear of the wheelhouse close to the internal access door. It provides the operation of the VDR. It will give audible and visual alarms/warnings in case
contained in a VDR can then be made available to both the administration and of a VDR failure.
the ship owner. interface to the ship’s equipment and the processing of the data acquisition and
soft recording functions. It is locked and may only be opened by authorised
The VER3000 is designed to provide a recording of various operational events Broadgate personnel, ship’s Master, his deputy or legal authorities. The unit is Microphones
in a ship over the previous 12 hours. These include voice, radar information made up of a number of internal parts and sub-assemblies:
and other such data. The purpose of these recordings is to be able to analyse • Central computer - This is the processor unit controlling the The location of each microphone has been selected to optimise the recording
the events leading up to a casualty or near miss situation involving the vessel in VDR. of all vital voice communications, and other communications via VHF, public
which the equipment is fitted. In order to facilitate the analysis of the recorded address and intercom systems as well as audible alarm systems. The locations
information a Playback Suite is provided at a location ashore. • LCD (liquid crystal display) and top panel controls.
of the microphones on the bridge are above each radar, steering console, chart
• Storage stack - This holds a removable hard disk. table and radio table.
System • Cooling fans - Used to draw cool air in and to circulate it around
the unit. Analogue/Digital Interface Unit
The installation consists of the following main components: • Heaters.
• Protective capsule This signal gateway allows non-NMEA compatible digital and analogue data
• Batteries. information, from sensors such as fire alarms, fire doors, hull openings, etc, to
• VER3000 Main Electronics Enclosure (MEE) • Power Supply Unit (PSU). be collected. After it is processed this data is then transferred to the main unit
• Power supply unit inside MEE via a network connection.
The PSU input is 24V DC and provides all necessary voltage
• Microphones supplies for the system. It also supplies 12 and 24V for external
use such as the microphone supply, ARPA video buffer or VHF Operation of the VER3000
• Analogue/digital interface unit interface. The PSU is mounted directly beneath the TIU in the
lower section of the MEE and all its power supplies both in and The following controls and indications are all sited on the main electronics
Protective Capsule out are taken via the TIU. Enclosure control panel.
• Transition Interface Unit (TIU).
This unit is secured to the open deck in the uppermost part of the vessel. It is OFF/ON (TERMINATE/RECORD) SWITCH - This key switch when
also referred to as the Hardened Voyage Recorder (HVR) and is made up of The TIU provides isolation and buffering for all incoming data placed in the ON/RECORD position applies 24V DC to the PSU board and
two sub-assemblies: signals. It also processes the audio signal and converts it to automatically starts recording. Recording is terminated when the key is turned
digital data signals. Power supplies to and from the PSU are to the OFF/TERMINATE position.
• A mounting bare sub-assembly routed via this board where they are fused. LEDs on the TIU
• A removable hardened memory sub-assembly indicate the presence of the DC supplies. LCD DISPLAY - The LCD displays the status of the unit and the cause of any
• Signal Processor Unit (SPU). alarm condition. It has a moving indicator to show that the control processor
is working.
Mounting Base The SPU processes all the data, video, audio signals and sends
This sub-assembly is directly secured to the ship’s deck and provides a this data to the PC and to the removable hard disk drive. It also SAVE SWITCH - This key switch when placed in the ON position causes a
watertight cable entry for power and ethernet connections. provides the control signal to the Top Panel LCD. SAVE operation to occur. A SAVE operation automatically takes place at the
end of two hours of mains power failure.
Note: Recording is terminated on completion of the SAVE operation. The c) The LCD will go through a series of displays ending with g) Fit a replacement hard disk into the caddy, lock in place, then
VER must be switched off and back on to continue recording. STATUS OK with the asterisk stepping left to right which replace the ORANGE cover.
means the unit is operational. Any other display shows that the
DISPLAY LIGHT ON - This toggle switch turns on or off the backlight. unit is not operating correctly. h) Turn the key in the OFF/TERMINATE position to the ON/
RECORD position and remove the key.
DIM CONTROL - This controls the brightness of the LEDs, and is able Security of Recorded Data
to extinguish all LEDs except the ALARM LED which remains illuminated i) The VER3000 should now INITIALISE and resume recording
should an alarm condition exist. after a few seconds.
All keys should be removed from the MEE once the system has been switched
on and initialisation is complete.
BUZZER - This will sound when an alarm condition occurs. j) Remove all keys and return them to safe storage.
The keys should be retained by the Master of the vessel and only issued to
ALARM ACCEPT BUTTON - This button has two functions, when pressed authorised personnel when it is necessary to terminate recording after an
during an alarm condition the buzzer is silenced and the ALARM LED changes incident or for maintenance purposes.
from flashing to a constant state. If pressed when not in alarm, it tests the
buzzer, and each LED sequentially.
Saving Operation
ALARM LED (RED)
It is important to note the once the saving switch has been operated, the
OFF - No alarm condition exists.
VER3000 terminates recording until reset by switching off and back on
FLASHING -There are one or more alarms which have not again.
been accepted.
ON - One or more alarms have been accepted and no alarm has The protective capsule memory records the data continuously and will always
occurred since the last time the accept button was pressed. hold the previous 12 hours of data within it. The removable hard disk drive has
the same data written to it, but it is first stored on a buffer. Only when the buffer
SAVING LED (GREEN) is full (about two minutes worth of data) will data be written to the removable
hard disk drive (RHDD).
OFF -Normal situation.
FLASHING - Flashing occurs when data is being downloaded If the RHDD is to be removed, there exists the possibility that the hard disk
from the buffer to the removable hard disk. could be missing the last two minutes of data; the saving facility is therefore
provided to download the last two minutes worth of data from the buffer to the
ON - The SAVE operation has been completed, the unit is not hard disk when the SAVE switch is operated.
recording and is waiting to be RESET.
a) Insert the key in the SAVE switch and turn to the ON position,
SAVING FAILURE LED (RED) then release. The LCD screen will display SAVING.
OFF - No errors have been detected in the data recorded to the
protective capsule. b) The SAVING LED will flash GREEN until the data has been
stored, then the LED will change to a steady state and the LCD
FLASHING - Flashing occurs if more than one bit in l0 is in
screen will display STOPPED.
error during the last twelve hours of recording.
ON - If an error occurs twice or more in a twelve hour period. c) Remove the ORANGE cover from the hard disk bay.
Initialisation d) Insert the key into the OFF/TERMINATE switch and turn the
key to OFF/TERMINATE.
a) To switch the VER3000 on, place the key in the ON/RECORD/
OFF/TERMINATE switch and turn to ON. e) Put the key into the hard disk drive caddy and rotate a quarter
turn anti-clockwise to unlock it.
b) The SPU performs a self-test of the LEDs and buzzer.
f) Pull out the hard disk.
Illustration 7.5.8a Master Clock
SEMCO MARINE 12 MASTER CLOCK 12 MARK 12C

Radio Room
11 1 11 1
2 3 11
10 2 2
9 3 LIGHT
ADV 8 9 3
4
STOP
Dimmer LIGHT E REV 9
Overhead Panel POWER ON 4 4
8 6 7 8
SET
SECOND
SW END CLOCK 10
1 5 5 5
7 7
6 6
UTC LT
CLOCK
DIMMER
SEMCO MARINE 12 MASTER CLOCK 12 MARK 12C

11 1 11 1
10 2 2
3 3
Key
9 LIGHT
ADV 9
LIGHT STOP
E REV
POWER ON
8 4
END
SET
CLOCK
8 4
Chief Engineer’s Day Room 1st Eng Day Room Deck Officers’ Saloon C/O Day Room 1 - Power On/Off Switch with LED Light
7 5 7 5
6 6
UTC LT
2 - UTC (Universal Time Co-ordinated) Slave Clock with LED Backlight
3 - LCD Display with Backlight
4 - Dimmer Switches
5 - End Pushbutton
Conference Room 6 - Pushbutton for Menu Shift and Settings

Crew Day Room Captain's Day Room
7 - Enter Pushbutton
8 - Pushbutton for Local Time Advance
9 - Pushbutton for Local Time Stop or Reverse
10 - Pushbutton for Set Clock Functions

Gymnasium
11 - LT (Local Time) Slave Clock with LED Backlight
Engine Control Room
Duty Mess Galley Duty Mess (Local Time)

Ship Control Centre (Local Time)
7.5.8 electric clock Setting Slave Clocks for Local Time Retarding Local Time of Slave Clocks
a) Press the SET CLOCK button on the display keyboard. a) Press the STOP REV key.
Manufacturer: Semco Maritime A/S
Type: Master Clock Mark 12C b) Press the arrow left or right key to move the cursor over the b) Use the arrow up or down keys to select the number of minutes
SET-LT menu and press E to enter. to retard the slave clocks.
Introduction c) Press the arrow left or right key to move the cursor over the c) Press E to confirm entry or END to cancel the entry.
date/month/year or time figure to be adjusted. The display will show TIME ADJ until the time has been
The Semco Master clock control system, located on the WCP, consists of two
analogue clocks built into a control unit enabling both UTC (Universal Time stopped for the preset period.
d) Press the arrow up or down key to adjust the date/month/year or
Co-ordinated) and the ship’s time to be displayed simultaneously. The unit is
time as required and press END when all adjustments have been
supplied with a keyboard enabling all time control functions to be carried out Dimmer
made.
from the control unit itself. The unit is supplied with a battery back-up for all
functional set-ups, allowing time keeping to be memorised during periods of The light intensity of the unit can be adjusted using the LIGHT arrow up or
e) Press the E key to start synchronisation of the slave clocks to the down keys as required.
power failure.
new set time.
Normal Operation Programming

Automatic Adjustment of Slave Clocks
When power is supplied to the unit all internal functions are initialised. If there There are three program functions available: FIX ADJ, AUTO ADJ and
Adjustment of the slave clocks, a fixed number of minutes can be achieved CHECK.
have been any periods where a break in the power supply has occurred the
using the ADV and STOP/REV function keys.
system automatically calculates this stoppage period and subsequently adjusts
the slave clocks in line with the master clock when power is restored. FIX ADJ
Advancing Local Time of Slave Clocks
During adjustment of the slave clocks the display will show the correct UTC For selection of the number of minutes that the system has to be advanced,
a) Press the ADV key. stopped or retarded when one of the functions ADV, STOP/REV is activated.
and LT (Local Time). ‘Time adjustment’ will be displayed on the screen and
the keypad becomes temporarily disabled.
b) Use the arrow up or down keys to select the number of minutes a) Press the SET CLOCK button on the display keyboard.
to advance the slave clocks.
Power On b) Press the arrow left or right key to move the cursor over the
Power is supplied to the unit by pressing the POWER ON/OFF switch on the c) Press E to confirm entry or END to cancel the entry. PROGRAMME menu and press E to enter.
keyboard. The POWER ON button illuminates. The display will show TIME ADJ until the time has been
stopped for the preset period. c) Press the arrow left or right key to move the cursor over the FIX-
ADJ menu and press E to enter.
Setting Slave Clocks for UTC
a) Press the SET CLOCK button on the display keyboard. Stopping LT of Slave Clocks d) Press the arrow up or down key to adjust the number of minutes
a) Press the STOP REV key. the system has to be automatically advanced, reversed or
b) Press the arrow left or right key to move the cursor over the stopped and press E.
SET-UTC menu and press E to enter. b) Use the arrow up or down keys to select the number of minutes
to stop the slave clocks. AUTO ADJ
c) Press the arrow left or right key to move the cursor over the
date/month/year or time figure to be adjusted. c) Press E to confirm entry. For programming of the system to carry out ADV or STOP/REV automatically
on a specific date and hour.
The display will show TIME ADJ until the time has been
d) Press the arrow up or down key to adjust the date/month/year or
stopped for the preset period. a) Press the SET CLOCK button on the display keyboard.
time as required and press END when all adjustments have been
made.
Note: The adjustment procedure can be cancelled at any time by pressing b) Press the arrow left or right key to move the cursor over the
e) Press the E key to start synchronisation of the slave clocks to the the END key. PROGRAMME menu and press E to enter.
new set time.
c) AUTO-ADJ menu and press E to enter.
d) Press the arrow up or down key to adjust the number of minutes
the system has to be automatically advanced, reversed or
stopped and press E.
CHECK
This is used to check and if necessary, adjust the actual settings of the master
clock Mk12 C. The settings are adjusted on MODE switches 1 to 8.
a) Press the SET CLOCK button on the display keyboard.
b) Press the arrow left or right key to move the cursor over the
PROGRAMME menu and press E to enter.
c) Press the arrow left or right key to move the cursor over the
CHECK menu and press E to enter.
d) Press the arrow up or down key to view the mode switch settings
1 to 8.
Mode Switch Settings 1 - 8
1. Serial output ON/OFF

2. UTC synchr? from GPS
3. LT clock forward/backward ON/OFF
4. 1/2 or 1 minute clock
5. Second sweeping hand ON/OFF
6. No function
7. Actual serial output protocol selected
8. Normal operation ON/OFF
Note: The adjustment procedure can be cancelled at any time by pressing

the END key.
7.5.9 Fog Bell and gong system The AGROUND signal consists of 3 distinct bell strokes followed by a 5 second c) On completion of the signal set the ON/OFF switch to the OFF
period of 4 bell strokes per second, followed again by 3 distinct bell strokes. position.
On completion of the bell signal the gong will be sounded for 5 seconds at a
Fog Bell and Gong System
rate of 3 strokes per second. The aground signal like the anchor signal has a The unit is supplied from a 220V AC and 24V DC power. In the event of a
Manufacturer: Ibuki repetition period of 60 seconds. power failure the system would operate from the DC supply.
Type: EDBG100
Forward bell quantity: 2 speakers Selecting Manual Signalling
Aft gong quantity: 2 speakers a) Set the ON/OFF switch to the ON position. The SOURCE
indication lamp will be illuminated.
The fog gong and bell system is an audio system for the automatic sounding
of bell and gong signals whilst the vessel is at anchor or aground in reduced b) Press the MANUAL SIGNAL pushbutton BELL or GONG to
visibility. The signals can be activated from the control panel automatically or sound the required signal. The bell or gong will be sounded for
manually. The switch illumination can be adjusted with the dimmer control. the duration that the pushbutton is pressed.
Each horn unit consists of two 30W loudspeakers and is designed to provide
110dB in all horizontal directions.
Illustration 7.5.9a Fog Bell and Gong System
The system is designed for centralised operation from the bridge via the main
control unit which is mounted in the WCP at the aft of the wheelhouse. The
controller consists of a main switch, pilot lamp with dimmer, two momentary
pushbuttons for manual signals, two latching pushbuttons for automatic signals
and an amplifier unit. Poop Deck on Aft ER Casing Aft Bridge Bulkead Panel Fore Mast
Operation
Selecting Automatic Signalling
AUTO. FOG BELL & GONG
a) Set the ON/OFF switch to the ON position. The SOURCE
indication lamp will be illuminated. DIMMER
SOURCE
b) Press the AUTO. SIGNAL pushbutton ANCHOR or AGROUND
DARK BRIGHT
depending on the situation. The pushbutton lamp will illuminate. SOURCE
The appropriate bell and gong signal will now be sounded
MANUAL SIGNAL AUTO. SIGNAL
automatically until the pushbutton is pressed again to stop the Gong Unit Junction Box ON Junction Box Bell Unit
signal. BELL GONG ANCHOR AGROUND
OFF
c) On completion of the signal press the AUTO. SIGNAL
pushbutton to cancel the signal. Then set the ON/OFF switch to
the OFF position.
IBUKI KOGYO CO., LTD.

The ANCHOR signal consists of 4 bell strokes per second for 5 seconds, 3
gong strokes per second for 5 seconds followed by a delay of 50 seconds after
which the signal is repeated until the unit is switched off, or the anchor button
is again pressed.
AC 220V. 1ph 60Hz DC24V
Ilustration 7.5.10a Whistle System
Manoeuvring Light Signal Mast
Air Horn Electric Piston Whistle

Fore Mast
Manoeuvring Light
Heater Supply
BMCC
WHISTLE
TIME CONTROLLER
Heater
Air Supply
DIMMER HEATER POWER Relay Box 440V AC
ON ON
DARK BRIGHT
OFF OFF
WHISTLE
AUTO. FOG SIGNAL
AUTO FOG SIGNAL
3 BLOW
SOUND REST SOUND REST BLOW No.1
2 BLOW
1 BLOW 5 55 SEC
2 BLOW 5 2 5 48 SEC
1 BLOW
3 BLOW 5 1 1 1 SEC
CYCLE 60 SEC 1 51 SEC
STOP
No.2
MANOEUVRING LIGHT
220V AC WHISTLE & LIGHT LIGHT Fire and Gas Alarm

COMBINATION
OFF
IBUKI KOGYO CO., LTD.

OSAKA JAPAN
IBUKI
STM-8 TYPE
Port Bridge Wing Starboard Bridge Wing
Watertight Morse Key

Watertight Morse Key
Morse Key Morse Key

N.P. N.P.
N.P. Electric Pushbutton Electric Pushbutton N.P.
Wheelhouse Forward
Electric Pushbutton
Electric Pushbutton
7.5.10 Whistle System Operation
Manufacturer: Ibuki Both manual and automatic operation of the ship’s whistles are selected
Type: Forward Electric Horn MH700-H from the whistle control panel. Following the appropriate selection, manual
Aft Air Horn A200ESH-B activation of the whistles or Morse lights can be carried out from one of the
remote pushbuttons as shown in illustration 7.5.10a. One dimmer control is
provided on the control panel to allow the operator to adjust the illumination
Introduction of the system indication lamps.
Two whistles are fitted on the vessel. An electrically operated whistle is Switching the Control Panel On
mounted on the foremast and an air operated whistle is mounted on a pedestal
on the wheelhouse top. Two manoeuvring lights are fitted on the main mast, a) Set the ON/OFF toggle switch to ON position. The 220V
one forward facing and one facing aft. indication lamp will be illuminated.
The A200 air horn is supplied with compressed air via a solenoid. The Selecting Manual Whistle Activation
compressed air causes the diaphragm to vibrate by lifting the diaphragm of a
a) Use the WHISTLE selection switch to select No.1 (forward)
seal allowing the air to escape. This air supply can be controlled manually or
whistle or No.2 (aft) whistle.
automatically.
The whistle control panel unit is mounted on the BMCC. The general alarm b) Press the BLOW pushbutton or one of the remote pushbuttons
signal from the public address is also fed to this control panel. Should the to activate the whistle. The selected whistle will sound for the
general alarm be activated the alarm signal would be sounded through the duration the pushbutton is pressed. The manual activation will
selected whistle, alerting personnel on deck as well as other vessels in the override an automatic selection.
immediate vicinity.
Selecting Automatic Whistle Activation
Two whistle pushbuttons are located in the wheelhouse on the forward
The system can be set to sound an automatic fog signal as follows:
bulkhead. There is a watertight manual whistle pushbutton and a watertight
Morse key situated on the forward bulkhead of each bridge wing.
a) Use the WHISTLE selection switch to select No.1 (forward)
whistle or No.2 (aft) whistle.
A heater is available for use when the temperature drops to 0°C.
b) Set the AUTO.FOG. SIGNAL switch to the 1 BLOW or the
WARNING 2 BLOW or 3 BLOW position. The selected whistle will now
Air/Electrical supply must be isolated before any maintenance is carried sound in accordance with the selection.
out on the horns.
c) When the automatic selection is no longer required set the
The electric horn MH700-H operates in a similar way to the A200 horn, but AUTO.FOG. SIGNAL switch to the STOP position.
with the air supply being created by a piston mounted on the horn driven
by a 440V 3ph motor. In this horn, the diaphragm creates the high intensity
sound through resonance caused by the high speed reciprocating motion of the Morse/Manoeuvring Light
piston.
The manoeuvring light can be switched on or off from a separate control
It is required that the oil level in this horn is checked every three months; oil panel adjacent to the horn control panel. When selected WHISTLE & LIGHT
capacity is 5 litres. COMBINATION then the light will be synchronised with the whistle signal.
A Morse key is positioned in locations adjacent to each horn switch for

operating the Morse signalling lamp.
Both of these lamps are mounted on the radar mast.
7.6 GMDSS and External Communications Systems Illustrations
7.6.1 GMDSS Overview 7.6.1a GMDSS
7.6.2 Inmarsat-C System 7.6.1b GMDSS Distress Reactions
7.6.3 Distress Message Controller (DMC) 7.6.1c GMDSS Equipment
7.6.4 Inmarsat Fleet F77 System 7.6.2a Inmarsat-C System
7.6.5 VHF Transceiver Systems 7.6.3a Distress Message Controller DMC-5
7.6.6 MF/HF Transceiver System 7.6.4a Inmarsat-F System
7.6.7 EPIRB and SARTS 7.6.5a VHF System
7.6.8 NAVTEX Receiver 7.6.5b Indications on LCD
7.6.9 GMDSS VHF Emergency Hand-Held Radios 7.6.5c VHF Control Panel
7.6.10 Inmarsat Iridium System 7.6.5d Flow Chart for DSC Distress Alert Acknowledgement
7.6.5e VHF DSC Control Panel
7.6.6a MF/HF DSC Transceiver System Control Panel
7.6.7a EPIRB
7.6.7b SART
7.6.8a NAVTEX Receiver
7.6.8b NAVTEX Display
7.6.8c NAVTEX Icons
7.6.8d Menu Tree
7.6.9a GMDSS VHF Emergency Hand-Held Radio and Menu Flow Chart
7.6.10a Inmarsat Iridium
7.6.10b Iridium Handset

Illustration 7.6.1a GMDSS
Inmarsat Cospas Sarsat
Local User Terminal/

Relay Ship
Coast Earth Station Mission Control Centre
Rescue Co-ordination Rescue Co-ordination

Centre Centre
National/International National/International
Network Network
Ship in Distress SAR Service
Coast Radio Station Coast Radio Station

HF, MF, VHF HF, MF, VHF
EPIRB
SART
7.6 GMDSS AND EXTERNAL COMMUNICATIONS It is in the interest of safety that the watchkeepers are aware of which sea GMDSS Distress, Urgency and Safety Frequencies in Terrestrial Radio Bands
SYSTEMS area the ship is in at any time. There are four sea areas within GMDSS. The
Admiralty List of Radio Signals Volume 5 provides comprehensive details. Sea Area Band DSC Alerting Frequency RT Communications
A1 VHF Channel 70 Channel 16
7.6.1 GMDSS Overview
A1 Area A2 MF 2,187.5 2182
The Global Maritime Distress and Safety System (GMDSS) is an international This is an area within radiotelephone range of at least one VHF coast station A3/A4 HF* 4,207.5 4,125
system relating to all vessels over 300 gross tonnes and all passenger vessels at which continuous DSC alerting is available, as defined by a contracting
engaged on international voyages, irrespective of tonnage. It provides government. A3/A4 HF* 6,312 6,215
comprehensive communications for distress, urgency and safety operations in A3/A4 HF* 8,414.5 8,291
the terrestrial and satellite services. It specifies methods to be used to enable
vessels requiring assistance to transmit specific alerting signals to indicate they A2 Area A3/A4 HF* 12,577 12,290
require help. There are nine vital communication functions which all vessels This area excludes area A1 and is within radiotelephone range of at least one A3/A4 HF* 16,804.5 16,420
complying with SOLAS regulations must be able to fulfil, namely: MF coast station at which continuous DSC alerting is available, as defined by
• Transmitting ship-to-shore distress alerts by at least two a contracting government. (Frequencies are quoted in kHz)
separate and independent means, each using a different radio
communication service A3 Area * Select an HF frequency band according to the distance from the nearest HF
• Transmitting and receiving ship-to-ship distress alerts shore station and the time of day. Generally speaking, the higher the band
This area excludes areas A1 and A2, but is within the coverage range of the
the greater the range. At night, a lower band will achieve greater distances. If
• Receiving shore-to-ship distress alerts Inmarsat satellite system, between latitudes 70º North and 70º South.
unsure, use 8MHz. (Inmarsat distress procedures are described later.)
• Transmitting and receiving search and rescue co-ordinating
communications A4 Area
Example of Distress Transmission Procedure in Area A1
• Transmitting and receiving on-scene communications This area covers any sea areas not covered by areas A1, A2 and A3, ie, the
polar regions. 1. Send Distress Alert Via VHF Channel 70
• Transmission and reception of location signals
• Reception of maritime safety information Distress Alerting
2. Receive Distress Acknowledgement
• Transmitting and receiving general radio communications to The primary function of a distress alert is to inform a coast station and/or
Ship in
Distress in
on VHF Channel 70
Coast
Radio MRCC
and from shore-based radio systems or networks a Marine Rescue and Co-ordination Centre (MRCC) of the ship’s situation. Sea Area Station
A1
• Transmitting and receiving bridge-to-bridge communications On receipt of a distress alert, an MRCC will co-ordinate the rescue and will 3. Continue RT Distress Communication
relay details to other ships in the area. If the ship is in distress, the main on VHF Channel 16
One of the features of GMDSS enables watchkeeping duties to be performed objective should always be to send the distress alert ashore by any appropriate
by automatic means both ashore and on ships. It is unlikely that a manual radio means. However, personnel may also consider alerting vessels in the vicinity
watch will be carried out on the RT distress frequencies in any particular band, by sending a distress alert using Digital Selective Calling (DSC) equipment
therefore it is important to precede any communications with an appropriate on VHF Channel 70 (for vessels within approximately 20 miles) or MF on Systems To Use For Distress Alerting
alert. There are four levels of priority given to such alerts: 2187.5kHz (for vessels within approximately 150 to 200 miles).
• Distress: When the vessel or person(s) on board are in grave and Sea Area VHF DSC MF DSC HF DSC Inmarsat-C Inmarsat-B
The distress communication procedure should always be as follows: Ch.70 2187.5kHz 4/6/8/12/16MHz
imminent danger and require immediate assistance.
A1 Yes No No Yes Yes
• Urgency: When the safety of the vessel or person(s) is threatened a) Send a distress alert on an appropriate band according to the sea
A2 No Yes No Yes Yes
and they require assistance. Examples include: not under area as listed below. This is a very important action as it attracts
A3 No No Yes Yes Yes
command and require a tow; vessel overdue; person(s) require the attention of radio personnel enabling them to listen to the
medical assistance. A4 No No Yes No No
distress message.
• Safety: These are reserved for meteorological and navigational
warnings. b) Expect an acknowledgement from a shore station either by DSC
or telephony.
• Routine: Normal alerts to attract the attention of coast stations
or other ship stations. c) Send a distress call and message on the Radio Telephony (RT)
distress frequency in the same band as the distress alert and
follow the instructions given by the MRCC/controlling station.
Illustration 7.6.1b GMDSS Distress Reactions
Procedure on Receiving a DSC Distress Alert
ALERT RECEIVED ON
VHF Ch. 70 MF 2187.5kHz Any HF band
Area A1 1 5 3
OWN
VESSEL Area A2 4 2 3
IS IN:
Area A3/A4 4 5 3
a) Tune to RT Channel 16 and listen for distress communications. a) Tune to RT VHF Channel 16 and listen for distress communications.
1 4
b) Acknowledge receipt of the alert using RT on Channel 16 and carry out b) Acknowledge receipt of the alert using RT on Channel 16 and carry out
distress communications. distress communications.
c) If the alert is not responded to by a shore station, acknowledge by DSC on c) If the alert continues, relay ashore using any appropriate means.
Channel 70 and relay the alert ashore by any appropriate means.
d) Acknowledge the alert by DSC on Channel 70.
a) Tune to 2182kHz and listen for distress communications . a) Tune to RT 2182kHz and listen for distress communications .
2 5 b) Acknowledge receipt of the alert using RT on 2182kHz and carry ou t
b) Acknowledge receipt of the alert using RT on 2182kHz and carry out distres s
communications. distress communications.
c) If the alert continues, relay ashore using any appropriate means.
c) If the alert is not responded to by a shore station, acknowledge by DSC on
2187.5kHz and relay the alert ashore by any appropriate means. d) Acknowledge the alert by DSC on 2187.5kHz.
a) Tune to the RT distress frequency in the band on which the distress alert
3 was received.
b) Do NOT acknowledge either by RT or DSC.
c) Wait at least 3 minutes for a shore station to send DSC acknowledgement.

d) If no shore station acknowledgement or RT distress communications is heard,
relay the alert ashore using any appropriate means.
e) If within VHF or MF range of the distress position try to establish RT contact

on Channel 16 or on 2182kHz.
Example of distress call and message by RT: a) DSC safety alert on VHF channel 70, indicating the intended RT d) Using the distress priority and ideally selecting the nearest
transmission channel in the call. Do NOT expect to receive an land earth station (LES) to the ship’s position, send the distress
MAYDAY, MAYDAY, MAYDAY acknowledgement. message. If an LES is not selected here it will default to the
This is Maersk Pelican, Maersk Pelican, Maersk Pelican last used LES. Standby for further communications from the
MAYDAY b) Transmit a safety call and message on VHF channel 16 (or 13). MRCC.
Maersk Pelican / MMSI No.565 686 000
21° 34’’ North, 68° 15’’ West SECURITAY, SECURITAY, SECURITAY
On Fire All stations, all stations, all stations Urgency or Safety Alerts Via Inmarsat-C
Require immediate assistance This is Maersk Pelican, Maersk Pelican, Maersk Pelican
If required to send urgency or safety priority messages via Inmarsat-C,
OVER Large floating container sighted in position 30° 20” North, 64°
compose the message using the edit facilities. Leave the message on the screen
55” West
as text, then:
Urgency Alerts Danger to navigation keep sharp lookout
OVER
For messages concerning the safety of the vessel or person(s) on the vessel, a) Go to ‘TRANSMIT’ mode.
use the following procedure on any appropriate radio band according to the
sea area: Procedure Following the Receipt of a DSC Distress Alert b) Select routine priority.
a) Send a DSC urgency alert. See illustration 7.6.1b. c) Select the appropriate LES.
b) Send an urgency call and message. d) Select the special code from the following:
Procedure on the Receipt of a DSC Urgency or Safety Alert
32 to request medical advice
Example procedure of how to request medical assistance from Area A3: On receipt of a DSC urgency or safety alert, tune the RT to the frequency 38 to request medical assistance
indicated in the received alert and await reception of the call and message. Do
a) Send a DSC urgency alert on 8414.5kHz, indicating the NOT attempt to acknowledge an urgency or safety alert. 39 to request maritime assistance
intended RT transmission frequency (8291kHz) in the call. Do
42 to provide weather danger and navigational warnings
NOT expect to receive an acknowledgement.
Procedures for Sending Alerts Via Inmarsat e) Send the message as text.
b) Transmit an urgency call and message on 8291kHz as follows: Inmarsat-C Distress Alerts
PAN PAN, PAN PAN, PAN PAN Inmarsat-C is an ideal system for distress alerting and messaging. It can be Sending Alerts Via Inmarsat-F
All stations, all stations, all stations used from sea areas A1/A2 and A3, but NOT area A4. Inmarsat-C does NOT
This is Maersk Pelican, Maersk Pelican, Maersk Pelican support voice communications, so all messages appear as text. Inmarsat-C is a Inmarsat-F supports a voice only channel for Distress, Urgency and Safety
I have crew with severe injuries and require medical assistance store and forward system. There are no live links between the ship and shore alerts.
My position is 22° 30” North, 79° 27” West authorities, therefore expect a short delay before any response from ashore.
OVER
Inmarsat-C Distress Transmission Procedure
Safety Alerts
a) Send a distress alert, either designated or undesignated.
If it is necessary to send a meteorological or navigational warning use
the following procedure on any appropriate radio band according to the
b) Expect a response from an MRCC within 2/3 minutes.
circumstances:
c) Compose a distress message on the Inmarsat-C editor using the
a) Send a DSC safety alert.
following format:
b) Send a safety call and message. MAYDAY (or SOS)
Maersk Pelican /Inmarsat-C 456 568 610/611
Example procedure of how to advise vessels in the vicinity of a danger to 18° 35” North 77° 58” West
navigation and at the same time inform shore stations in Area A1: On fire
Require immediate assistance
28 persons on board
Inmarsat-F (Fleet 77) Distress Transmission Procedure General Rules for Communications Note: Any messages received as hard copies, such as NAVTEX, EGC, etc,
1. All Stations are Forbidden to Carry Out can be appended in date order at the rear of the logbook and an indication of
Refer to the supplied Distress Card and follow the telephone distress call the time and frequency received can be noted in the log.
procedure. When the MRCC answers speak clearly. An example message is • Unnecessary communications
given below:
• The transmission of profane language 5. Testing of GMDSS Radio Equipment
MAYDAY MAYDAY MAYDAY • The transmission of signals without identification Daily Tests:
This is Maersk Pelican/9VBS9
My position is 18° 35” South 77° 58” West • The proper function of the DSC facilities shall be tested at least
2. Avoid Interference
My Inmarsat-F mobile voice number is (ocean region code) once per day without radiation of signals, by use of the means
764 816 967/968/969 All stations are forbidden to carry out the following: provided by the equipment.
Sinking (Nature of Distress) • The transmission of superfluous signals and correspondence
Require immediate assistance • Battery voltage should be checked once per day and where
OVER • The transmission of false or misleading signals necessary brought up to fully charged condition.
• Printers should be checked daily to ensure an adequate supply
Follow the instructions of the MRCC operator and when requested replace the All stations shall radiate the minimum power necessary to ensure satisfactory of paper.
handset in the cradle to await further calls. Keep the telephone line clear so that service.
the MRCC can call back when necessary.
Weekly Tests:
3. Secrecy of Communications
GMDSS Radio Watchkeeping All administrations bind themselves to take the necessary measures to prohibit • Proper operation of the MF DSC facilities shall be tested weekly
At sea, the vessel shall maintain a continuous radio watch on the following: and prevent the following: by means of a test call with a coast station. When out of range
of an MF coast station for longer than one week the ship should
• The unauthorised interception of radio communications not make a test call on the first opportunity when the ship comes
Frequency/Ch Purpose of Watch intended for the general use of the public. into range of such a coast station.
VHF Ch. 16 * RT distress/urgency/safety and route call/reply • The divulgence of the contents, simple disclosure of the existence, • Hand-held radios should all be tested on a weekly basis.
VHF Ch. 13 * International bridge-to-bridge safety of navigation publication or any use whatsoever, without authorisation, of
VHF Ch. 70 Short range DSC distress/urgency/safety and routine information of any nature obtained by the interception of radio
communications. Note: Live tests should NOT be made on VHF DSC equipment.
alerts
MF 2187.5kHz Medium range DSC distress/urgency and safety alerts
HF 8414.5kHz ** Long range DSC distress/urgency and safety alerts 4. Radio Log Keeping Monthly Tests:
518kHz Reception of NAVTEX MSI All vessels are required to keep a radio log on the navigating bridge convenient • Each EPIRB shall be examined monthly by operating its test
Inmarsat-C Reception of EGC MSI including shore-to-ship distress to the radio installation. It should be available for inspection by any authorised facility and ensuring that it is able to float free. It should be
alerts representative of any administration. inspected for security and any signs of damage.
Inmarsat-F Reception of shore-to-ship distress alerts • Each SART should be tested by means provided and by
The log contains details of the ship’s name, call sign, MMSI number, etc,
observing rings on the vessel’s 3cm radar.
* Vessels are required to monitor VHF channel 16 and channel 13 as details of persons qualified to operate the radio equipment and the daily diary
continuously as is practicable whilst at sea. of operation of the radio equipment. Entries in this latter part should contain • Each survival craft VHF shall be tested on a channel other
the following: than channel 16. A rechargeable battery should be used for this
** Plus at least one other HF frequency from 4,207.5, 6,312, 12,577 and operation, the supplied lithium batteries are for emergency use
• Details of communications relating to distress, urgency and
16,804kHz. only.
safety including times and details of ships involved and their
positions. • The radio battery compartment should be inspected and the
As the vessel has Inmarsat-C, there is no requirement to monitor HF DSC security and condition of all batteries providing a source of
frequencies for A3 distress alerts. MF/HF DSC equipment can be configured • A record of important incidents such as breakdown or malfunction
energy for any part of the radio installation should be checked.
to watch the 2187.5kHz frequency only. of equipment, adverse propagation and interference.
• The condition of all aerials and insulators should be checked
• Serious breaches of radio procedures by other stations.
monthly.
• The position of the ship at least once per day.
• Details of the tests carried out on radio equipment as in
paragraph 5 below.
Brief Description of GMDSS Equipment Digital Selective Calling (DSC) Reception of Maritime Safety Information (MSI)
Search and Rescue Transponder (SART) DSC is an automated watchkeeping and alerting system operating in the VHF, GMDSS provides facilities for the reception of meteorological warnings,
MF and HF bands. It permits unmanned watchkeeping for distress/urgency/ navigational warnings and shore-to-ship distress alerts. SOLAS regulations
The purpose of a SART is to indicate the position of survival craft or survivors
safety and routine calls in the terrestrial radio service by having dedicated require ships to monitor the appropriate frequencies in order to receive MSI in
during search and rescue operations. It operates in the 3cm radar band only.
watchkeeping receivers listening out continuously. their area.
When activated, a SART sweeps the 3cm radar band and on receipt of radar
pulses from a search and rescue craft it transmits coded signals. This results in
a series of dashes appearing on the rescue craft radar display; similar to those Band Frequency/Channel Use Short Range MSI
of a RACON. The echo nearest to the rescue craft’s own position represents VHF Channel 70 Distress/urgency/safety and routine
NAVTEX – operating on;
the position of the SART. The minimum range of a SART is 5 nautical miles. alerts
In order to achieve this, the SART should be mounted at least 1 metre above MF 2187.5kHz Distress/urgency/safety alerts • 518kHz for English language broadcasts
sea level in a vertical aspect. If lying in the sea, the range may be limited to MF 2177.0kHz Routine shore-to-ship alerts • 490kHz for second language (or supplementary broadcasts)
approximately 1 mile.
MF 2177.0kHz Routine ship-to-ship alerts • 4209.5kHz in tropical zones to overcome the effects of MF static
MF 2189.5kHz Routine ship-to-shore alerts
Emergency Position Indicating Radio Beacon (EPIRB) HF 4207.5; 6312; 8414.5; Distress/urgency and safety alerts 518kHz has to be included in a NAVTEX receiver. The other frequencies may
An EPIRB is a secondary means of transmitting a distress alert ashore – usually 12577; 16804.5kHz or may not be fitted according to vessel requirements.
from a survival craft. It can be activated manually, but may also be released HF 4, 6, 8, 12, 16, 18, 22 and Paired DSC frequencies are available for
automatically by a hydrostatic release mechanism if the vessel sinks. Three 25MHz bands routine alerts. Details in ALRS Volume Long Range MSI
types of EPIRB can be used within GMDSS: 1
• COSPAS/SARSAT satellite EPIRB giving coverage of all sea • Enhanced Group Call (EGC): Operating via Inmarsat-C
areas Note: Frequencies shown in red should be monitored continuously by DSC • HF NAVTEX: Operating in areas where MF NAVTEX and EGC
watchkeeping receivers whilst at sea. To receive routine DSC alerts in MF are not available
• Inmarsat-E EPIRB giving coverage in sea areas A1/A2 and A3
and HF bands an additional scanning receiver must be fitted.
• VHF DSC EPIRB giving coverage in sea area A1 only Details of these systems providing worldwide coverage are to be found in
Maritime Mobile Station Identity (MMSI) System Admiralty List of Radio Signals Volumes 3 and 5.
All EPIRBs must be capable of indicating the vessel’s ID and position. Vessel
ID information is encoded into the EPIRB by the equipment manufacturer. Each mobile station (ship) and shore station having DSC equipment is issued Facilities on NAVTEX and EGC receivers allow operators to programme
Positional information can be determined automatically by the COSPAS/ with a unique MMSI number. This number is programmed into all DSC reception of messages from different areas. EGC receivers automatically
SARSAT satellites from measuring the Doppler effect: by having an in-built equipment on installation. Self-identification is always automatically included restrict the reception of messages to the NAVAREA that the vessel is in by
GPS receiver or by manually inserting the position via a keypad on the EPIRB. in any DSC transmission. The MMSI system also permits individual stations awareness of the vessel’s position via GPS input. The world is divided up
For COSPAS/SARSAT EPIRBs, there may be a maximum of 90 minutes or groups of stations to be called. The allocation of MMSI numbers is as into 16 ‘NAVAREAS’, each having its own provision. Additionally, choice
before the alert is received ashore. follows: can be made over the type of warning available for reception. In order not to
receive unwanted information, navigators should programme MSI equipment
Inmarsat-E EPIRBs provide almost instantaneous alerting. accordingly.
Ship’s Stations
VHF EPIRBs work on VHF channel 70 and send a designated DSC alert to 9 digits, the first three being the country MID: for example; 232123456. Types of message which can be programmed:
coast stations and vessels within an A1 area. They have an in-built SART for
determining position. A: Navigational warning*
Shore Stations
B: Meteorological warning*
9 digits, the first two being 00, then country MID: for example; 002321234.
C: Ice report
Group of Stations D: SAR info (distress alerts relays etc)*
9 digits, the first being a single 0, then country MID: for example; E: Meteorological forecasts
023212345. F: Pilotage messages
G: Decca warnings
H: Loran-C warnings
I: Omega warnings
Illustration 7.6.1c GMDSS Equipment Transmitting and 2.6m

Receiving 6M Whip Antenna
AT-82 Whip
Antenna No.2 Inmarsat-C
No.1 Inmarsat-C
IC-115 Antenna
AT-1560-25-SUS IC-115 Antenna
Antenna Coupling
Unit
FAX-5 Pre-amplifier
Above Deck
Furuno RC-1800F Radio Console No.1 PP-510 No.2 PP-510

Printer Printer
Transceiver FS-1570T
GMDSS Console
Control Unit FS-2570C
MF/HF FS-2570C
No.1 No.2
Printer Switch KSA-CE412L Terminal Unit Terminal Unit
IC-215 IC-215
Terminal Board
GPS MF/HF
Handset Battery Monitor Unit
GPS
Battery Battery AC/DC AC/DC Distributor

Mute Signal to Charger Charger Power Supply Power Supply 05P0606
214 Weather BC-6158 BC-6158 PR-850AR PR-300 (NMEA) GPS Signal Distribution
Fax Receiver
220V AC From
Wheelhouse Terminal Board
Control Panel
NMEA Signal
Battery Room
200AH Battery 200AH Battery
Battery Low Voltage VHF No.1

2 x SARTS 1 x EPIRB Alarms (Alarm and VHF No.2 Sat-C No 2
Wheelhouse Port Bridge Wheelhouse Console Monitoring System) DMC-5 Distress/Alert
Wing No.1 VHF MF/HF Receiving Units
Exits VHF Txer No.1 24V DC
IC-305 BACC
Sat-C 1 and 2
Wheelhouse Console Wheelhouse Console BACC
Ch
Ch16
16 156.000
156.000 Ch
Ch16
16 156.000
156.000 Ch
Ch16
16 156.000
156.000 VHF Txer No.2 No.2 DGPS
Volume
Volume
HI
Volume
Volume
HI
Volume
Volume
HI 24V DC 24V DC
16 16 16
Wheelhouse Console Wheelhouse Console

24V DC 24V DC
No.1 DGPS NX-500 Navtex Receiver To Inmarsat-F System
3 x VHF Hand-Held Radios
J: Satnav warnings Inmarsat-D+ Inmarsat-B
K: Other navaid warnings A two-way communications service from equipment the size of a CD player. A nine digit code beginning with the number 3 followed by the country MID
With an integral GPS the Inmarsat-D+ used for tracking and ship security alerts and a further five digits, for example; 342200162.
L: Navigational warnings additional to letter A*
systems.
V, W, X, Y: Special services - trial allocation
Inmarsat-C
Z: No messages on hand Inmarsat-E
A nine digit code beginning with the number 4 followed by the country MID
Utilising the L-band (1.6GHz) EPIRB system offering almost instantaneous and a further five digits, for example; 442200262.
Note: Messages marked * cannot be disabled. distress alerting via Inmarsat satellites. It can be used instead of a COSPAS/
SARSAT EPIRB for vessels trading in sea areas A1, A2 or A3 only.
Inmarsat-F
Satcom Systems
Can have up to 5 different IMN numbers per terminal, all are nine digit codes,
Inmarsat, the International Mobile Satellite organisation provides high quality Inmarsat-F (Fleet 77)
but the first two figures indicate to which facility of the Fleet 77 system the
voice, telex, data and facsimile circuits to suitably equipped vessels. The Latest digital communications system from Inmarsat, as well as providing terminal is dedicated, ie, fax, voice, data, etc.
system comprises of four geostationary satellites in orbit approximately voice and fax channels, e-mail with high speed file transfer and internet/
36,000kms above the equator. Each satellite provides coverage for a particular intranet access is available. It is envisaged that Fleet 77 will replace Inmarsat-
ocean region, as below. Communication, via these satellites, at latitudes greater Inmarsat-M
B systems.
than approximately 70° are unreliable due to the satellites being out of line-of- A nine digit code beginning with the number 6 followed by the country MID
sight when so far north or south. and a further five digits, for example; 642200362.
Inmarsat-M and Mini M
The four satellites cover the main ocean regions and are named accordingly: A digital communications system for voice, low-speed data and facsimile Note: An MES may also be referred to as a Ship Earth Station - SES.
• AOR-W Atlantic Ocean Region West services. These systems do not conform to GMDSS.
• POR Pacific Ocean Region

Network Co-ordination Station (NCS)
• IOR Indian Ocean Region
Each ocean region has its own Network Co-ordination Station (NCS) which
• AOR-E Atlantic Ocean Region East controls the allocation of channels to MESs and LESs within its region. When
a call is initiated, the NCS connects the MES to the LES.
The marine Inmarsat systems in operation are as follows:
Land Earth Station (LES)

Inmarsat-A
Within each of the satellite ocean regions there are a number of Land Earth
Using mainly analogue techniques, this system provides telephone, telex, Stations (LES). The function of the LES is to provide a connection between the
facsimile and data communications between suitably equipped MESs and Inmarsat system and national and international telecommunications systems
subscribers ashore via their national and international telephone and data worldwide. An LES may also be referred to as a Coast Earth Station (CES).
networks.
Mobile Earth Stations (MES)

Inmarsat-B
Each vessel equipped with suitable Inmarsat equipment is known as a Mobile
Using digital techniques exclusively, this system features all of the facilities Earth Station (MES). Each MES is issued with a unique Inmarsat Mobile
available in Inmarsat-A. However, it makes better use of the satellite power and Number (IMN). If a user has more than one MES, each will have its own
bandwidth thus increasing the number of available channels and is more cost Inmarsat Mobile Number (IMN).
efficient. Inmarsat-B will eventually replace Inmarsat-A.
Each system can be recognised by its IMN as follows:
Inmarsat -C
A digital satellite communications messaging system. This system does not Inmarsat-A
support voice communications. Enhanced group call (EGC) equipment, based A seven digit code beginning with the number 1 followed by a further six
on this system, is used for receiving maritime safety information (MSI) and is digits, for example: 1238763.
an integral part of all marine Inmarsat-C equipment.
Illustration 7.6.2a Inmarsat-C System

No.1 Inmarsat-C No.2 Inmarsat-C
IC-115 Antenna IC-115 Antenna
Above Deck
No.2 PP-510
No.1 PP-510
Printer
Printer
GMDSS Console
MF/HF FS-2570C
Printer Switch KSA-CE412L
No.1 No.2
Terminal Unit Terminal Unit
IC-215 IC-215
MF/HF
Handset
Battery Monitor Unit
GPS Signal Distribution
From GPS
MF/HF Transceiver
MF/HF Transceiver Sat-C No 2
24V DC To VHF No.1 Distress/Alert
No.1 and 2 VHF DMC-5 Receiving Units
To VHF No.2
IC-305 BACC
Sat-C 1 and 2
7.6.2 inmarsat-c system The Keyboard Short Cut Key Operation
Operation of the equipment is via a set of drop-down menus which may be Commonly used functions may be accessed as follows:
Manufacturer: Furuno accessed using function keys F1-F10 located along the top of the keyboard.
Type: Felcom 16 The function menus and descriptions are as follows: Short Cut Key Function
ALT+N Same as NEW in File Menu
Function Menu Description
Equipment Description ALT+O Same as OPEN in File Menu
F1 File Processes files ALT+Q Same as CLOSE in File Menu
Inmarsat-C provides handling of two-way worldwide telex and data information F2 Edit Provides text editing facilities ALT+D Same as DELETE in File Menu
on a store-and-forward basis. Maritime Safety Information is automatically F3 Transmit Transmits messages ALT+S Same as SAVE in File Menu
received via the in-built Enhanced Group Call (EGC) receiver. DGPS input F4 EGC Sets up EGC message facilities
ensures that messages relating to the present Navarea are printed and that ALT+P Same as PRINT in File Menu
F5 Reports Sets up data reporting function ALT+X Same as UNDO
messages not relating to ship’s position are edited out.
F6 Logs Displays send and receive message logs DELETE Same as CUT in Edit Menu
There are two Felcom 16 Inmarsat-C mobile earth stations installed in the F7 Options Login, Logout, testing facilities ALT+C Same as COPY in Edit Menu
GMDSS console, No.1 and No.2 units. There is a single distress alert received F8 Setup Sets up the system INSERT Same as PASTE in Edit Menu
call unit type IC-305 located in the starboard aft bridge console. The system F9 Position Enters ship’s position
is shown in illustration 7.6.2a. The system operates from 24V DC supplies Fn+ <- Same as Top of Text in Edit menu
F10 Stop Alarm Silences audible alarm FN+ -> Same as End of Text in Edit menu
originating from the GMDSS battery charger rectifier unit in the GMDSS
console. In the event of a mains failure, the Inmarsat-C systems will continue ALT+V Same as CHANGE WINDOW in Edit Menu
Other keyboard functions include:
to operate from the emergency radio battery.
Short Cut Key Function Procedure for Selecting Menus and Menu Options
The Communications Unit
Esc Cancels an input and returns to previous screen a) Press the required function key, for example; press F1 for FILE
The central part of the Inmarsat-C system is the IC-215 communication unit. Backspace Deletes character to left of cursor Menu.
The power switch should be left ON whilst at sea and in port so that the
Insert Same as PASTE function
system is always available to receive incoming mail/EGC messages, and to b) Select the required menu option using the up/down arrow keys
transmit outgoing mail or distress alerts. When switched on, the power lamp is Delete Deletes the character selected by the cursor
or by pressing the appropriate numeric key.
illuminated and an automatic self-test routine will be carried out. Home Moves the cursor to the top of current message
End Moves cursor to the bottom of current message c) Press the ENTER key.
The Audible Alarm PgUp Goes to previous page of the edit screen
PgDn Goes to next page of the edit screen The Display
The alarm will sound in the following circumstances:
Arrow keys Move the cursor up, down, left or right
• When Distress or Urgency EGC messages are received. To The VDU display is divided into three sections:
Enter Registers key input
cancel the alarm press the ESC key followed by the F10 key. • The function menu along the top of the screen
Shift Selects upper or lower case
• After sending a distress alert the alarm will be automatically • The working area which is the majority of the screen
Alt Short cut when used with alphabet keys
silenced when an acknowledgement is received from the LES.
Space Bar Inserts a space. Displays a file list or partial view • The operating status areas which are located beneath each
• A system fault is detected. To silence this alarm, press any key. of file in certain menus function and the three lower lines on the screen
Caps Lock Turns upper case on or off
The Terminal Unit Tab Inserts horizontal tab characters
The terminal type IC-215, together with its associated keyboard, enables all Ctrl+[M] Same as Enter
operating procedures to be performed. A printer is connected to each terminal Ctrl+[H] Same as Back Space
to produce paper copies of transmitted or received data. Ctrl+[I] Same as Tab
Fn Combined with an arrow key, scrolls the screen
The following controls are located underneath the screen of the visual display
unit, from right to left: the power ON/OFF switch, the distress pushbutton with Num Lock Turns the numeric input on or off
safety cover and a 3.5” floppy disk drive.
System Initialisation n) Press the ENTER key to close the window. d) Press the ENTER key to close the window.
System Set-Up
o) Use the DOWN arrow to select MESSAGE OUTPUT PORT e) Use the DOWN arrow key to select the currency unit and press
The system set-up menu inputs date, time, operating mode and port functions. and press the ENTER key. the ENTER key to open the window.
To set the system up, use the following procedure:
p) Use the UP or DOWN arrow key to select the terminal to route f) Use the UP or DOWN arrow key to select the currency unit to
a) Press the F8 key. the received message to, from one of the following: calculate the toll charges.
• INT - all received messages will be routed to the main
b) Press the 2 key followed by the ENTER key to set the date and g) Press the ENTER key to close the window.
terminal.
time.
• EXT - all received messages are routed to the terminal unit h) Press the DOWN arrow key to select ‘Screen Saver’ and press
c) Use the numeric keys to enter UTC date and time. (As long as connected to the DTE port on the main terminal unit. the ENTER key to open the window.
the DGPS signal is available this should not be necessary.) • INT+EXT - all received messages are routed to the main
and external terminal units. i) Use the UP or DOWN arrow key to select ON or OFF for the
d) Press the ENTER key to close the window. screen saver. If the screen saver is set to ON it will automatically
• AUTO - The sub-address of the DTE port is 001. Received start after 10 minutes of no key operations.
e) Use the down arrow key twice to select the MES operation messages with the sub-address of 001 are routed to the DTE
mode. terminal and those with a sub-address other than 001 are
j) Press the ENTER key to close the window.
routed to the main terminal.
f) Press the ENTER key to open the MES operation mode k) Use the DOWN arrow to select ‘Window Colour’ and press the
window. q) Press the ENTER key to close the window.
ENTER key.
g) Press the UP or DOWN arrow key to select INMARSAT-C r) Use the DOWN arrow to select EGC OUTPUT PORT and press
l) Use the UP or DOWN arrow key to select ‘Window Colour
or EGC. Inmarsat-C provides telex communications and EGC the ENTER key.
Set-up’ or ‘Default Colour’. (For the ‘Window Colour Set-up’
reception when the terminal is not in use. procedure refer to the manufacturer’s operating manual.)
s) Use the UP or DOWN arrow key to select the terminal to route
h) Press the ENTER key to close the window. the received EGC messages to, from one of the following:
m) Press the ESC key twice to return to the standby display.
• INT to use the main terminal unit
i) Use the DOWN key to select NAV PORT line and press the
• INT+EXT to use main and auxiliary terminals Logging In and Logging Out
ENTER key.
t) Press the ENTER key to close the window. In order to inform a Network Co-ordinating Station (NCS) that the ship is
j) Use the UP or DOWN arrow key to select one of the
following: available for sending and receiving mail within that ocean region, the system
u) Press the ESC key to open the update window. must be logged in. The first time the system is used, login must be performed
• OFF - if there is no GPS connection manually, thereafter login is performed automatically even though the vessel
• EXT - is there is an external GPS v) Confirm that YES is highlighted and press the ENTER key to may be changing ocean regions. Distress alerts may be transmitted and EGC
confirm the updates as the system settings. messages received even when logged out.
• INT - if there is an in-built GPS
w) Press the ESC key to return to the standby display.
k) Press the ENTER key to close the window. Logging In
To login use the following procedure:
l) Use the DOWN key to select ACTIVE PORT and press the Terminal Set-Up
ENTER key. The Terminal Set Up selects date, display format, screen saver and display a) Confirm that SYNC (NCS) is displayed at the bottom of the
modes as follows: screen.
m) Use the UP or DOWN arrow key to select the active port from
one of the following: a) Press the F8 key. b) Press the F7 key to display the OPTIONS menu.
• INT to use the main terminal unit
b) Press the 4 key, followed by the ENTER key. c) Press the 1 key, confirm that YES is highlighted and press the
• ALL to use the terminal unit (PC, etc) connected to the DTE ENTER key.
on the main terminal c) Use the UP or DOWN arrow key to select the required data
display format, for example; DD-MM-YY.
d) LOGIN will start and the indication ‘LOGIN’ will flash. i) Use the DOWN arrow to select ‘FIXED AREA’. g) Press the ENTER key to close the window.
e) When completed, ‘SUCCESSFUL LOGIN’ is displayed and j) Press the ENTER key. h) Press the DOWN arrow key to select ‘Station Name’ and press
‘LOGIN’ stops blinking. The ocean region indicator appears on the ENTER key to open the station name entry window.
the screen and the equipment goes into the idle state. k) Use the numeric keys to input up to three fixed areas for chart
correction service. i) Enter the station name using up to 15 characters.
f) Press the ESC key to return to the standby screen.
l) Use the DOWN arrow to select the ‘WAYPOINT’. j) Press the ENTER key to close the window.
Logging Out
m) Press the ENTER key and select ‘ON’ to receive broadcasts for k) Use the DOWN key to select ‘DESTINATION TYPE’.
Before switching the Inmarsat-C off, it is important to inform the NCS that the area of destination waypoint selected on the GPS.
the ship is no longer available for handling mail. To logout use the following l) Press the ENTER key to open the destination type window.
procedure: n) Press the ENTER key to close the window. • TELEX: For telex address.
a) Press the F7 key to display the Options menu. o) Use the DOWN arrow key to select ‘STATION CODE’ and • FAX: For Fax address.
press the ENTER key to open the station code entry window. • E-Mail: For e-mail address.
b) Press the 2 key, confirm that ‘YES’ is highlighted and press the
ENTER key. p) ENTER the NAVTEX stations codes (A-Z) for present • CSDN: Not used.
NAVAREA. Press the ENTER key to close the window. • PSDN: Packet switched data network
c) LOGOUT starts.
• X400: Data address (future use).
q) Use the UP or DOWN arrow key to select the message type and
d) When logout is completed, ‘SUCCESSFUL LOGOUT’ appears press the ENTER key. Select ON or OFF as appropriate and • DNID: Data Network ID.
on the display. press the ENTER key. • SPEC: For using special 2-digit codes
e) The Inmarsat-C may now be switched off. r) Press the ESC key to open the update window.
m) Use the UP or DOWN arrow key to select the required
s) Confirm that ‘YES’ is highlighted and press the ENTER key to destination type from the list.
EGC Settings
update the EGC settings.
n) Press the ENTER key to close the window.
Only EGC messages relating to the current ship’s position will be printed.
The EGC set-up allows additional NAVAREA, NAVTEX stations and type of t) Press the ESC key to return to standby screen.
Depending on the destination type selected above, the details of the number
message to be programmed. To set-up the EGC receiver: to dial must be inserted. The principle of data entry is the same for whichever
The Station List destination type has been selected. The procedure below is for entering the
a) Press the F8 key to display the SETUP menu. number for a telex destination.
Up to 99 station IDs may be stored for accessing frequently used addresses. To
b) Press the 5 key, followed by the ENTER key. input a new address in the station ID list proceed as follows: a) Use the DOWN key to select ‘COUNTRY CODE’ and press the
ENTER key.
c) Use the numeric keys to insert the lat/long of an ocean region a) Press the F8 key to display the ‘SETUP’ menu.
for which broadcasts are to be received. b) From the list of telex codes, select the country code for ship-to-
b) Press the 9 key to display the ‘CONFIGURATION’ menu. shore telex or the ocean are code for ship-to-ship telex and press
d) Press the ENTER key to close the window. the ENTER key.
c) Press the 1 key to display the ‘STATION LIST’.
e) Use the DOWN arrow key to select the ‘NAVAREA’. c) Use the DOWN arrow key to select ‘STATION ID’ and press the
d) Use the DOWN key to access a blank line and press the ENTER ENTER key to open the station ID window.
f) Press the ENTER key. key.
d) Enter the telex number of the subscriber or Mobile Earth Station
g) Enter additional NAVAREA(S) - maximum of nine. e) Press the ENTER key again to open the station group entry (MES). Up to 15 characters, including spaces, can be used.
window.
h) Press the ENTER key to close the window. e) Press the ENTER key to close the window.
f) Enter the station group name using up to 5 characters.
f) Use the DOWN arrow key to select REMARKS and press the Transmitting Prepared Messages q) Press the UP or DOWN arrow key to select the transmission
ENTER key to open the remarks entry window. This method assumes normal telex messages are to be transmitted. code from the following:
• IA5 - for e-mail or facsimile transmission
g) Enter remarks as required, up to 20 characters. a) Prepare the message on the screen.
• ITA2 - for telex transmission
h) Press the ENTER key to close the window. b) Press the F3 key to display the TRANSMIT screen. • DATA - for data transmission
i) Press the ESC key to return to the station list. c) Press the 1 key, the Transmit Message menu is displayed. r) Press the ENTER key to close the window.
j) To enter another telex destination number, repeat the above d) Use the DOWN arrow key to select ‘STATION NAME’ and s) Use the DOWN arrow key to highlight TRANSMIT and press
procedure from a) above. press the ENTER key to open the station list. the ENTER key to open the start window.
k) Press the ESC key three times to return to the standby display. e) Use the UP or DOWN arrow key to select the station and press t) Press the ENTER key to place the message in the message
the ENTER key. To send the message to a number of stations queue.
Preparing Messages simultaneously, select the required station and press the space
bar, the selected stations will be identified with an asterisk. u) Press the ESC key twice to return to the standby display.
Messages must be prepared and stored prior to transmission, messages cannot
be prepared and transmitted on a live link. f) Use the DOWN arrow key to select the LES ID. For the procedure to transmit e-mail and data messages refer to the
manufacturer’s operating manual.
g) Press the ENTER key to open the LES setting window.
Preparing Routine Messages
Receiving Messages
To prepare a routine message: h) Use the UP or DOWN arrow key to highlight the required
LES. As long as the Inmarsat-C is logged in it will automatically receive any messages
a) Press the F1 key to display the FILE menu. addressed to it. On receipt of a message, the audible alarm will sound. This
i) Press the ENTER key to close the window. may be cancelled by pressing the F10 key. Providing Auto Receive Message
b) Press the 1 key to select ‘NEW’ and the cursor should be Save and Auto Receive Message Print are set to ON in the auto set-up mode
flashing on the first line of the workspace. j) Use the DOWN arrow key to select ‘Confirmation’ and press menu, messages will be automatically saved and printed as they are received.
the ENTER key to open the confirmation window. The log file will show the 50 latest messages that have been received.
c) Type the text of the message.
k) For notification of message delivery from the LES, select ON.
If notification is not required, select OFF. Press the ENTER key Other Features
Saving Messages
to close the window. For further details on other less-used functions of the Inmarsat-C terminal refer
Prepared messages may be saved as follows: to the manufacturer’s operation manual.
l) Use the DOWN arrow key to highlight ‘Send Delay’ and press
a) Press the F1 key, followed by the 4 key. the ENTER key to open the associated window. A delay time of
up to 99 hours and 59 minutes can be set. Distress Communications
b) Enter a file name of up to eight characters and then press the
ENTER key to save the message to disk. The current message m) Press the ENTER key to close the window. If your vessel or a person on board your vessel is in grave and imminent danger
will remain on the display. and requires immediate assistance, the Inmarsat-C may be used to obtain help.
n) Use the DOWN arrow key to highlight ‘Delivery Delay’ and Further details are to be found in Section 7.6.1, GMDSS Overview.
Alternatively, the file can be saved as follows: press the ENTER key to open the associated window.
a) Press the F1 key followed by the 3 key, ‘Save this message?’ is o) Use the UP or DOWN arrow key to select ‘Immediate’ or
displayed. ‘Deferred’ delivery and press the ENTER key to close the
window.
b) Confirm that ‘YES’ is selected and press the ENTER key.
p) Press the DOWN arrow key to highlight ‘Code’ and press the
c) Enter a file name of up to eight characters and then press the ENTER key to open the associated window.
ENTER key to save the message to disk. The message will be
cleared from the display.
Distress Transmission Procedure e) Use the alphanumeric keypad to enter the time and press the e) Press the DOWN arrow key to highlight ‘Distress’ and press the
ENTER key. ENTER key to close the window.
a) Send a distress alert.
f) Use the DOWN arrow key to highlight ‘Position’ and press the f) Use the DOWN arrow key to highlight LES ID and press the
b) Wait for an LES acknowledgement of the distress alert.
ENTER key. ENTER key to open the LES list window.
c) Prepare a distress message using the edit facilities previously
g) Use the alphanumeric keypad to enter the position data and g) Use the UP or DOWN arrow key to select the destination LES
described. (This may be performed and saved on the screen
press the ENTER key to close the window. for the distress message transmission. This should be the same
before sending the distress alert if required).
LES as the distress alert message was sent.
d) Transmit the message using distress priority. Note: The menu item Protocol is fixed as Maritime.
h) Press the ENTER key to close the LES list window.
h) Use the DOWN arrow key to highlight ‘Nature’ and press the
Sending a Distress Alert i) Use the DOWN arrow key to highlight TRANSMIT and press
ENTER key to display the Nature of Distress window. Use the
A distress alert contains the vessel’s ID, position, course and speed and is used UP or DOWN arrow key to select the nature of distress and the ENTER key to display the transmit message window.
to attract the attention of personnel in the NCS, LES and MRCC. Other vessels press the ENTER key.
will not receive this alert directly. To transmit a distress alert use the following j) Press the ENTER key to transmit the distress message to the
procedure: i) Use the DOWN arrow key to highlight ‘Course’ and press the selected LES. ‘Distress Message Call Activated’ will be displayed
ENTER key. in red while the distress message is being transmitted.

Transmitting an Undesignated Distress Alert When an acknowledgement is received, ‘Distress Message Call
j) Use the alphanumeric keypad to enter the course and press the
a) Lift the flap over the distress button on the data terminal or the ENTER key. Acknowledged’ will be displayed.
Distress Alert/Received call Unit type IC-305.
k) Use the DOWN arrow key to highlight ‘Speed’ and press the
b) Press and hold the DISTRESS button for approximately 4 ENTER key.
seconds, until the button lamp illuminates continuously.
l) Use the alphanumeric keypad to enter the speed and press the
c) The distress alert is being transmitted when the button light is ENTER key.
illuminated continuously and the alarm buzzer sounds. ‘Sending
Distress Alert’ is displayed on the terminal screen. m) Press the ESC key to display the Update window, confirm that
‘YES’ is selected and press the ENTER key.
d) When a distress alert acknowledgement is received from an
LES, ‘Distress Acknowledgement Received’ will be displayed. n) Proceed as in a) to e) for Transmitting an Undesignated Distress
The button light on the IC-305 will flash slowly and the alarm Alert.
buzzer will sound intermittently.
e) To silence the alarm, press the F10 key. Sending a Distress Message
Once an acknowledgement of the distress alert has been received from the
Transmitting a Designated Distress Alert LES, send further details of the situation as follows:
a) Press the F8 key, the SETUP menu is displayed. a) Press the F1 key and then press the 1 key. The editor screen is
displayed.
b) Press the 1 key, the Distress Alert Setup window is displayed.
AOR-East appears as the default LES. b) Use the keyboard to prepare the distress message.
c) Press the ENTER key, the LES ID list is displayed. Use the UP c) Press the F3 key.
or DOWN arrow key to highlight the preferred LES and press
the ENTER key. d) Press the 1 key to select ‘Transmit Message’. Confirm that
‘PRIORITY’ is selected and press the ENTER key.
d) Use the DOWN arrow key to highlight ‘Update Time’ and press
the ENTER key.
Illustration 7.6.3a Distress Message Controller DMC-5
DISTRESS MESSAGE CONTROLLER DMC-5

Description of Control Panel Keys
RECEIVED
RECEIVED NAVTEX 2182 ALARM RST
NAVTEX Number Keys
1 2 3 CANCEL Used to enter numerical data.
EGC
VHF DSC VHF MF-HF SES Cancel
MF-HF DSC Press to cancel data. Press several times to return control to the default display.
4 5 6 BACK
Nature of Distress
1. Fire, explosion 2. Flooding 3. Collision
Back
VHF DSC VOLUME CONTRAST Press to shift the cursor to the left.
No. 2 4. Grounding 5. Listing 6. Sinking
7. Disabled and adrift 8. Abandoning ship 9. EPIRB emission 7 8 9 SELECT
Select
Press (3) to silence received audible alarms. Press Press to shift the cursor to the right or to display the program menu.
(CANCEL) If DISTRESS button pressed in error.
FILE 0 SET UP ENT
Ent
POWER TEST CALL Press to registers a selection made with the BACK or SELECT keys.
NAVTEX
Press to display the date and time of distress messages received by the NAVTEX receiver.
TO SEND DISTRESS ALERT VHF

Without designation of distress nature : Press to display the date, time and contents of distress messages received by the VHF DSC.
Keep DISTRESS button pressed for 4 seconds DISTRESS
The alert is transmitted with steady lighting. DISTRESS
MF- HF
By designation of distress nature
While DISTRESS button is kept pressed, press DISTRESS Press to display the date, time and contents of distress messages received by the MF/HF DSC receiver.
the corresponding key [0] to [8], [FILE], [SETUP] 0 8
within 3 seconds.
DISTRESS
Continue to press DISTRESS button for 4 seconds. SES
The alert is transmitted with steady lighting.
1 : 6 : Press to display the date and time of distress messages received by the Inmarsat C SES.
[1] : Fire. explosion [6] : Sinking 2 : 7 :
[2] : Flooding [7] : Disabled & adrift 3 : 8 :
[3] : Collision [8] : Abandoning 4 : 0 : ALARM RST
[4] : Grounding [0] : Undesignated 5 :
[5] : Listing. capsizing [FILE] : Man overboard Press to silence the receive alarm.
[SETUP] : Piracy CANCEL
NOTE : To stop next alerts. press CANCEL. key.

Volume
Each press scrolls through the speaker voulme settings between 1-8. The receive alarm will always sound
Manual Lat/Lon entry Pos NG
SETUP at maximum volume.
If "Pos NG" appears. press [SETUP] and SELECT ENT
e n t e r p o s i t i o n d a t a m a n u a l l y. P r e s s [ S E L E C T ] k e y
to select entry item. and finally [ENT]. Control
Each press scrolls through the illumination settings for the LCD, keyboard and switches between 1-4.
Contrast
Each press scrolls through the LCD contrast settings between 1-8.
File
Man overboard.
Set Up Key
Piracy
- also - The SET UP key mainly enables equipment selection/deselection when pressed in conjunction with other
2003 - 7. keys. Press the SET UP key followed by the associated parameter key within 2-3 seconds to adjust the required
0560 parameter, as follows: NAVTEX: NAVTEX Receiver selection/deselection.
OT VHF: VHF DSC Receiver selection/deselection.
MF-HF: MF/HF DSC Receiver selection/deselection, and the class of emission.
SES: EGC Receiver or Inmarsat-C SES selection/deselection.
Volume: Turns on and off keyboard response tone and selects the receive alarm tone.
7.6.3 Distress Message Controller (DMC) VHF Procedure for the Transmission of a Distress Call
Displays the date, time and contents of distress messages (maximum 50)
Manufacturer: Furuno received by the VHF DSC. a) Lift the protective cover, and then press the DISTRESS key
Type: DMC-5 to transmit the distress alert. If time permits enter the nature
of distress with numeric keys within five seconds. After five
MF/HF seconds the alert is transmitted over the VHF DSC frequency.
The DMC-5 Distress Message Controller automatically commands all GMDSS
communication equipment connected to it (VHF DSC, MF/HF DSC, Inmarsat- Displays the date, time and contents of distress messages (maximum 50)
C SES) to transmit the distress alert on GMDSS distress frequencies, by the received by the MF/HF DSC receiver. b) Receive the distress acknowledge (DIST ACK) signal from the
operator lifting the protective cover and pressing the DISTRESS switch. After coast station. (If the distress call is not acknowledged within 3
receiving a distress acknowledge message from a coast station, the operator can minutes it is automatically re-transmitted.) The audible alarm
SES
initiate distress communications by radiotelephone. sounds when DIST ACK is received. Press the ALARM STOP
Displays the date and time of distress messages (maximum of 50) received by key to silence the alarm.
The DMC-5 is primarily designed for use on vessels that operate in ocean the EGC receiver or Inmarsat-C SES.
areas A3 and A4. Besides its primary function, the DMC-5 also monitors all c) After receiving the DIST ACK signal, communicate with the
equipment connected to it for distress alert calls, transmits distress acknowledge ALARM RST coast station over the designated working frequencies.
calls (VHF DSC, MF DSC only), relays distress calls (HF DSC only).
Silences the receive alarm.
Reception of a Distress Call
Note: During transmission of a message (DISTRESS or CALL pressed), the
DSC and transceiver accept no key input. (‘Remote DMC’ appears on the Volume
On the reception of a Distress call, the alarm will sound and a visual indication
screen of the DSC.) The keys of the radiotelephone will be unlocked when Adjusts the speaker volume in eight levels. The receive alarm sounds at shown by the illumination of the distress lamp.
a message transmission has been completed and the DMC-5 has moved to maximum volume regardless of the volume setting.
‘Wait for dist ack’ state. The display will indicate if the distress was received via VHF, MF/HF etc, and
Control a display will indicate date and time of reception.
Control Panel Description Adjusts the illumination of the LCD, keyboard and switches in four levels. By repeatedly pressing ENT, the display will step though the details of the
Number Keys received distress message.
Enters numeric data. Contrast
The audible alarm may be cancelled by pressing ‘ALARM RST’ (3).
Adjusts LCD contrast in eight levels.
Cancel
Daily Test Procedure
Cancels data. Several presses can return control to the default display. File
This unit is equipped with two types of self-tests. The first test checks for
Not used. correct exchange of data between the DMC-5, DSC and radiotelephone to test
Back for correct transmission of the distress message. To conduct this test, press
the TEST switch at the default display. This test should be conducted daily to
Shifts the cursor to the left. Set-Up Key ensure correct transmission in case of distress.
The SET UP key mainly enables equipment selection/deselection when pressed
Select with other keys. Press the SET UP key and then press the desired key within Note: Check daily the MF/HF transceiver for correct tuning of safety and
2-3 seconds. The key functions are listed below: distress frequencies, for the same reasons.
Shifts the cursor to the right. Displays the program menu.
NAVTEX: NAVTEX Receiver selection/deselection.
The second type of test is a series of tests, which is selected through the menu
Ent VHF: VHF DSC Receiver selection/deselection. to identify the cause of operating problems.
Registers selection made with the BACK and SELECT keys. MF-HF: MF/HF DSC Receiver selection/deselection, and
selects class of emission for distress communications. Note: Should the No.2 VHF be selected for use instead of No.1 VHF the
NAVTEX SES: EGC Receiver or Inmarsat-C SES selection/ VHF DSC No.2 LED will illuminate.
deselection.
Displays the date and time of received distress messages (maximum of 50) by
the NAVTEX receiver. Volume: Turns on and off keyboard response tone and selects
receive alarm tone.
Illustration 7.6.4a Inmarsat-F System
Radar
Mast
Above Decks
Below Decks Display Indicators:

Bridge Bridge Radio Area
Radio Area in Wheelhouse
Displayed at hook OFF.

NERA
230V AC
ISDN
Telephone (( (( Flashes when receiving a call
System Main
(( (( ALPHA
Control Hands-free Microphone
Unit Telenor IOR Displayed when the loudspeaker is ON
Ready for call
Displayed when selecting letters on the
Nera F77 ALPHA
Net Provider and keypad, eg, for phonebook entries
DISTRESS Ocean Region
+ R Signal strength indicator
- ESC MENU
Nera 77 PC Alarm Buzzer Distress Button Alarm indicator
COMPAQ
OK
Function Keys:
DEL
+ Press to adjust the earpiece volume Up
1 2 abc 3 def
- or Down during communication
Number Keys:
The keys also 4 ghi 5 jkl 6 mno
Press to opens or close the Phone Book
include letters
for Phone
Book entries.
7 pqrs 8 tuv 9 wxyz ESC Reverts to the previous position
* 0 # A -- a R Press to transfer a call
]
Data
Terminal MENU Press to select the function menu
230V AC Press to activate hands-free microphone/
loudspeaker ON/OFF, or hook ON/OFF
ISDN Telephone ISDN Telephone when the handset is in the cradle
Facsimile
Machine Hook ON/OFF
Hands-free Loudspeaker
1 2 3 1 2 3
OK Press to confirm selection

4 5 6 4 5 6
7 8 9 7 8 9
* 0 # * 0 #
Captain's Office
DEL Press to delete the last character or
SCC Office
ISDN Handset the complete entry
Press to scroll up or down through the

function menu/choices
7.6.4 inmarsat Fleet F77 system a) Open the menu. d) When receiving a satellite signal a strength indicator is displayed
on the PC screen. It is recommended that the signal strength is
Manufacturer: Nera b) Scroll down to ‘Set to F77’ using the arrow key. at least 550 and preferably 650. The screen will display ‘Accept
Type: F77 this satellite’ and the name of the satellite. Click the OK button
c) Press OK. to accept this satellite.
Introduction When idle, the Nera ISDN handset displays the ocean region, service provider e) The Nera F77 is ready for use when the screen displays the
and signal strength. satellite identification and ‘Ready for Use’. Adjacent to this will
The Inmarsat Fleet F77 system provides 64kbps high speed data communications be soft keys for Book, Log, Menu and Seek.
by ISDN or MPDS (Mobile Packet Data Service) as well as voice communications When making a call, dial the number and press the handset symbol for a normal
at 64/4.8kbps. The F77 installation comprises the following equipment: call, or the speaker symbol for a hands-free call. When the remote station If the power to the unit is interrupted, the equipment will initiate a self-test and
answers the timer will start. End the call by pressing the handset symbol. an automatic satellite search when power is restored.
• Above Decks Equipment (ADE) - SF-170 stabilised antenna
with RF-units and pedestal control unit (PCU) radome, located
The redial memory will store the previous 30 outgoing calls. This data is lost
on a 3m pedestal on the compass deck. Procedure to Make a Distress Call
on disconnecting the handset or switching the Nera F77 off.
• Below Decks Equipment (BDE) - SF-270 main communication
unit (MCU), SF-870 display handset, SF-370 distress alarm unit The procedure for to make a distress call is given in the example below:
Distress Alarm Unit
and a FAX facsimile machine which are located in the Radio
Equipment Area, see illustration 7.6.4a above. The distress alarm unit is also situated in the radio area next to the MCU and a) Lift the telephone handset from its base.
provides activation and indication of an alert transmission or reception.
• A telephone extension unit and data terminal is located in the b) Lift the flap covering the DISTRESS button and press and hold
Captain’s office. the DISTRESS button for 6 seconds.
Facsimile
• A telephone extension unit is located in the ship’s control
centre. A facsimile machine in the radio area is linked to the system to allow for c) Press the # key to initiate the call, alternatively wait 15 seconds
automatic transmission and reception of telefax messages sent at up to 9,600 to initiate the call automatically.
• An administration computer is provided in the bridge radio
bits per second (bps).
area.
d) When the call is answered by the Rescue Co-ordination Centre
Telephones (RCC), transmit the distress message using the format below:
Main Communication Unit
One extension telephone unit with its own unique Inmarsat-F telephone number • MAYDAY MAYDAY MAYDAY
This unit is the major part of the terminal performing all the signal processing
is located in the radio area with an ISDN telephone in the Captain’s office plus • This is Maersk Pelican/9VBS9 calling via Inmarsat-F from
message handling functions and interfacing requirements of the telephone
a data terminal. There is also an ISDN telephone in the Ship Control Centre. 18° 35” South 77° 58” West.
units, fax machine and computer.
• My Inmarsat-F voice mobile number is No. (ocean region
Initial Start-Up code) 764 816 967/968/969
Administration PC
The initial start-up phase can be carried out using either the PC or the handset, • My course and speed are 023° at 2 kts.
The VtLite Mobile program allows the Nera 77 to be operated or configured
in the following the PC will be used:
from a PC including functions such as: • State the NATURE OF DISTRESS eg: fire/explosion,
• Phone book sinking, flooding, disabled and adrift, collision, abandoning
a) Switch on the Nera F77 MCU and the PC.
ship, grounding, attack by pirates or listing.
• Traffic log
b) On the PC when the opening screens are displayed, from the • Require immediate assistance.
• Configuration of ports START menu choose PROGRAMS/VTLITE MOBILE and • Provide any other information that would be useful to the
press the ENTER key. Search and Rescue (SAR) authorities.
Display Handset
c) When the program opens the screen will display ‘Initialising
The display handset with keypad is situated in the wheelhouse next to the e) DO NOT clear the call until instructed to do so by the RCC
please wait’ while the MCU searches for a satellite. Nera F77
GMDSS console and allows control of communications and system functions. operator. Keep the Inmarsat-F telephone line clear of traffic so
will search for the last known satellite. While searching, on a PC
This unit is used for the transmission and reception of Distress, Urgency and that the RCC can contact the vessel as required.
with sound facility, a beep tone will be heard with a slow rhythm
Safety alerts and is connected directly to the distress alarm unit. To switch
while searching, or rapid intermittent tones when closing in on
between normal ISDN mode (allows calls between internally connected ISDN
a specific satellite.
and analogue telephones), and Nera F77 mode:
Procedure on Receipt of a Distress Alert
a) On reception of a Distress alert, the alarm buzzer is activated.
b) Lift the handset connected to the distress button and press the
green telephone key.
c) You will now be connected to an MRCC operator. Make a note

of the instructions provided by the MRCC operator and inform
the Captain.
Procedure to Make a Standard Telephone Call
Calls can be made through the default LES or through a selected LES as
described below:
Making a Call Through the Default LES

a) Dial the number in the following format 00441244535787#.
The call will be routed via the default LES for the Ocean Region
in which the ship is operating.
Making a Call Through a Selected LES

a) Dial the number in the following format 2*00441244535787#.
The call will be routed via the LES Goonhilly (2) in the United
Kingdom. Replace the digit preceding the * to route the call via
the desired LES.
To end a call press the ESC key on the handset.
Illustration 7.6.5a VHF System
TX VHF DSC VHF TX VHF

TX VHF DSC VHF
No.2 Radio- No.2 Radio- No.3 Radio-
No.1 Radio- No.1 Radio-
telephone telephone telephone
telephone telephone
BMCC No 1 VHF Radiotelephone SCC

BACC
with Handset
No.2 VHF Radiotelephone
with Handset
FURUNO
6
ALARM
1 Keep pressed for 4S in case of distress

The alert is transmitted 1 Keep pressed for 4S in case of distress
INTL SHIFT 2 The alert is transmitted
SCAN
116 11
6
2
7 8
2 TEST
18
CH 16 RB-8810 INTL
SCAN
SHIFT 2
6 7 8 18
116
DISTRESS
ABC DEF
1 2 3 DISTRESS 11 2 2 TEST CH 16
ABC DEF
Hi 9 10 11 19
RX 4 5 6 Hi 9 10 11 19
IntCom ACK PRINT
3 4 5 6 FILE RX IntCom ACK PRINT
GHI JKL MNO 4 5 6 FILE
SCAN ALARM 8 9 3
7 SCAN
GHI JKL MNO
12 13 14 20 ALARM
AUTO ACK WATCH CH 70 12 13 14 20
DW 0
LAT: 46° 71’ N 14:17 UTC 4 CANCEL 7 PQRS 8 SCAN 9 WXYZ MENU # AUTO ACK WATCH CH 70
DW
LON: 98° 36’ E AUTO TUV LAT: 46° 71’ N 14:17 UTC 4 CANCEL 7 PQRS 8 SCAN 9 WXYZ MENU
LON: 98° 36’ E AUTO TUV
FURUNO
HANDSET 15 16 17 21
VOLUME/POWER SQUELCH CHANNEL 15 16 17 21
HANDSET
5 CALL / *SHIFT 0 HI/LO CHANNEL
MSG * LOG ENT VOLUME/POWER SQUELCH
9VEY6
5 CALL /
MSG *SHIFT 0 HI/LO * LOG ENT
6
OFF AUTO PUSH TO ENTER
OFF AUTO PUSH TO ENTER 9VEY6
ALARM
1 2 3
RB-8810
4 5 6
7 8 9
0 #
Terminal Board
DC-DC
Converter
24V DC from Wheelhouse

Control Panel
VDR Data
Collection Unit
24V DC from Radio Console Remote Handset Remote Handset 24V DC from Radio Console
Socket Socket
(Port Bridge Wing) (Starboard Bridge Wing)
GMDSS NMEA GMDSS NMEA
Distributor GPS Distributor GPS
DMC DMC
7.6.5 VHF transceiver system Illustration 7.6.5b Indications on LCD
Manufacturer: Furuno
Type: FM-8800
INTL 1 SHIFT 2 INTL SHIFT
Remote: RB-8810
6 6
4
Introduction Hi 5 Hi
The VHF transceiver system consists of three main VHF control units type Rx 7 RX SCAN
FM-8800 No.1 and No.2 and RB-8810 No 3. No.1 and No.2 are connected 6 14 DUP 8 SCAN 3
to the GMDSS system and receive their power supply from the 24V rectifier
unit in the radio console. No.1 is located on the bridge main control console MANUAL ACK 1
(BMCC) and No.2 on the bridge alarm control console (BACC). The No.3 unit
AUTO ACK 9
*
LAT: 34 45 N 11
10 WATCH CH70
10:45 UTC
*
12 VOL 5 SQ 2
is an RB-8810 and is located in the ship’s control centre (SCC). The FM-8800 LON: 135 45 E AUTO 13 Standby Display on Remote Handset
operates on all ITU channels and may be programmed to operate on private
and USA channels. In order to comply with the GMDSS, a channel 70 watch Standby Display on Transceiver Unit
receiver and full Digital Selective Calling (DSC) facilities are incorporated in
the No.1 and No.2 units. Reference No. Meaning
Displays the channel mode.
Systems No.1 and No.2 have two antennae allowing DSC watchkeeping as 1
(INTL / USA / WX / CANADA / INLND-WA / PRIV / (MEMO))
well as normal radiotelephone functions. An RB-8810 remote unit is connected SHIFT is displayed if the shift function is active. Or channel mode (for
to the No.1 VHF system and is located on the BMCC. An RB-8810 is also 2
example CANADA) is displayed at the MEMO mode.
located in the SCC. A speaker and handset socket is located on each bridge Displays the scan mode: SCAN, DUAL or no display. During the scan
wing. Illustration 7.6.5a shows the system installation. 3 mode, channel indications are changed alternatively. No display means
that the unit receives continuously on the same channel.
4 Lights when the loudspeaker is off. Goes off when the loudspeaker is on.
Priority of Operation
Displays the transmission output.
The priority of operation of the VHF equipment is in the following order: 5
(Hi = 25W / Lo = 1W)
• DSC section of the FM-8800 Displays reception signal strength by 4 steps.
1. No signal. Only antenna mark is displayed.
• Bridge wing handsets 6 2. Less than 20 dB SINAD : antenna mark is displayed
3. 20 - 40 dB SINAD : antenna mark and two bars
• RT section of the FM-8800 4. 40 dB SINAD and more : antenna mark and three bars
• Remote operation via remote station RB-8810 7
RX is displayed during reception and TX is displayed when
the RF signal detected at transmission state.
Displays the current channel.
8
Operating Procedures (PRIV channel: max three digits)
Is displayed when the DSC routine call is received.
All VHF radiotelephone (RT) and digital selective calling (DSC) operations 9 AUTO ACK : Automatic acknowledge
may be carried out from the FM-8800 front panel shown in illustration 7.6.5c. MANUAL ACK : Manual acknowledge
WATCH CH70 or WATCH VHF is selected at menu.
10 If the CH70 board is defective, WATCH CH70 NG appears.
There are four main areas on this control panel as follows: If no MMSI is registered, the message ‘DSC NOT USABLE’ appears.
• Controls for VHF RT operation 11 Displays the longitude and latitude of own ship.
• Keyboard controls for DSC operation 12 Displays UTC time.
13 Displays AUTO for automatic data input (L/L, time data) from a navigation
• Controls for DSC operation including the distress button device or MANUAL for manual data input.
• An LCD display 14 Displays when un-read message(s) exist.
* : ‘DISTRESS MODE’ is displayed at distress calling.

Illustration 7.6.5c VHF DSC Control Panel
FURUNO
INTL SHIFT
Handset Hi
RX SCAN
MANUAL ACK 1
6
VOL 5 SQ 2
RB-8810 ALARM
Handset
CALL
LOG CANCEL
MSG
FILE ACK ENT
MENU CH16
SQ SQ.auto
VHF DSC Watch Receiver 1 2 ABC 3 DEF

IntCom ACK
XXXXXXXXXX 4 GHI 5 JKL PRINT
6 MNO
XXXXXXXXXX XXXXXXXXXXXXX
INTL
XXXXXX XXXXXXXXX SCAN
7GHI
USA
8 TUV 9WXYZ
DW
XXXXXXXXX
XXXXXXXXXX 1236454 1 Keep pressed for 4S in case of distress
The alert is transmitted HI
2 SHIFT 0 LO # LOG
INTL SHIFT
6 7 8 18
SCAN
Hi
RX
116 DISTRESS
3
11
4
9
IntCom
GHI
5
2
ABC
10
ACK
JKL
6
2 TEST
DEF
11
PRINT
MNO
CH 16
19
FILE
SCAN ALARM
12 13 14 20
AUTO ACK WATCH CH 70
Intl/USA DW
LAT: 46° 71’ N 14:17 UTC 4 CANCEL 7 PQRS 8 SCAN 9 WXYZ MENU
HANDSET 15 16 17 21
VOLUME/POWER SQUELCH CHANNEL
CALL /
5
Key
1. LCD display screen 5. Press to transmit calls 11. Prints communication files, current display and 16. Changes output power between high (25W)
2. Press and hold the button for more than 6. Press to turn the loudspeaker ON or OFF daily test result or low (1W)
4 seconds to transmit a distress alert When off - loudspeaker icon appears in the display 12. Changes channel mode from/to international/ 17. Displays transmitting or receiving messages
3. Alarm Lamp 7. Used to set the panel illumination and LCD contrast USA/CANADA etc Moves screen to next item
Flashes red for distress and urgency calls (Press SHIFT first) 13. Turns the scan function ON or OFF Moves cursor forward when editing
Flashes green for business, safety and 18. Selects channel 16 directly
routine calls 8. Press to initiate the daily test (Press SHIFT first)
14. Turns the dual watch function ON or OFF
9. Turns Interphone on or off (Press SHIFT first and follow 19. Opens the message file list
4. Cancel incorrect data
Restore previous menu with ENT key) (Remote handset systems only) 15. Press to activate other keys’ secondary functions 20. Opens the SET UP menu
Silence audio alarm Moves the screen to the previous item
Cancel a transmission or printing request 10. Turns automatic acknowledgement of routine calls ON 21. Enters/registers the input of data
Erase error message(s) Moves cursor backwards for editting
or OFF
RT Operation Transmitting Receiver Scanning
Press the Press-To-Talk (PTT) switch on the telephone handset to transmit The receiver scans all channels in the selected channel mode and listens to
The remote unit RB-8810 has effectively the same controls as the main unit. and release it to listen for a reply. When the PTT switch is operated the VHF channel 16 between each and every other channel. To start scanning press the
keyboard controls are disabled. SHIFT and 8 SCAN in that order, the SCAN legend is displayed on the LCD. If
Turning Power On/Off a signal is heard on any channel the scan will stop on that channel and start dual
watch on that channel and channel 16. To cancel the scan facility press the PTT
Turn the volume control clockwise until a click is heard. Further clockwise Transmitter Output Power
switch on the handset, or press the SHIFT key and then the 8 SCAN key.
rotation increases the receiver volume. To turn the power off rotate the volume After pressing the SHIFT key each press of the HI/LOW key toggles between
control counter-clockwise until a click is heard. high power (25 W) and low power (1 W). Low power is automatically selected
for channels 15, 17, 75 and 76 in international mode and channels 13, 17, 67 DSC Operation
Channel Mode and Channel Selection and 77 in USA mode. To access high power on USA channels 13 and 67 keep Operating Controls
the HI/LOW key pressed while speaking.
To change the channel mode, press the SHIFT key immediately followed by There are three buttons for DSC calling:
the 7INT/USA key several times until the desired mode is displayed. The • A distress button under a protective flap for initiating DSC
following modes are available: Loudspeaker Control
distress alerts
The loudspeaker may be turned off by pressing the SHIFT key and then No.1
INTL : International mode key, the loudspeaker off mark appears when the speaker is off. In order to • An alarm stop (distress cancel) button
USA : USA mode avoid feedback, the loudspeaker is automatically turned off when the handset • A call button for initiating all DSC calls other than own ship
WX : Weather channel mode is used. distress
CANADA : Canada mode
INLND-WA : Rhine river mode (used on inland waterways) Squelch, Dual Watch and Scan Controls
LED Warnings
PRIV : Private channel The squelch control is a rotary switch. For manual operation turn it counter-
The LED below the distress key lights continuously when the distress signal
MEMO : Memory channel if registered clockwise until background noise is heard and then clockwise until receiver
is transmitted.
noise just disappears. Turning too far clockwise will cause distant signals to
be missed. Turning the control fully counter-clockwise selects AUTO squelch
Rotating the channel selector switch in either direction will scroll through all The ALARM LED blinks red and an audible alarm sounds when a distress
which is the normal operating position.
the VHF channels. The LCD display shows the selected channel. Pressing the or urgent message is received. The LED can be extinguished and the alarm
CH 16 key automatically selects the international distress, urgency, safety and silenced by pressing the CANCEL key.
call/reply channel. Dual Watch (DW)
To monitor a working channel and channel 16 simultaneously, use the channel The ALARM LED blinks green and an audible alarm sounds when a message
Note: Some of the above facilities may not be available according to the selector control to select the required working channel. other than distress or urgent is received. The alarm is automatically silenced
radio regulations in force. two minutes after the message is received.
Press the SHIFT key and then 9 DW key. The receiver will now monitor the
selected working channel and channel 16 simultaneously, the DUAL legend is All other DSC operations are carried out using the keyboard located on the
displayed on the LCD. right-hand side of the FM-8800 control panel. The keyboard operates in two
modes, as a numeric input for inserting numbers 0 - 9 and as a dual function
When the receiver finds a signal on CH16 it locks onto it until the signal input as follows:
has gone, then it reverts to dual watch. If the other channel has traffic it still
continues to dual watch but the speech heard is intermittent, not constant as 1. POSITION: Position and time are displayed at the bottom of
with CH16 traffic. the LCD during standby display when connected to automatic
position input. For manual input see manufacturer’s/operator’s
manual.
Cancel Dual Watch
2. AUTO ACK: Press the SHIFT and 5 keys in that order
To cancel the dual watch facility press the PTT switch on the handset, or press
to activate or disable the automatic DSC acknowledgement
the SHIFT key and then 9 DW key again.
(AUTO ACK) function. Distress alerts may not be automatically
acknowledged.
Illustration 7.6.5c VHF DSC Control Panel
FURUNO
INTL SHIFT
Handset Hi
RX SCAN
MANUAL ACK 1
6
VOL 5 SQ 2
RB-8810 ALARM
Handset
CALL
LOG CANCEL
MSG
FILE ACK ENT
MENU CH16
SQ SQ.auto

IntCom ACK
6 MNO
INTL
7GHI
USA
8 TUV 9WXYZ
DW
XXXXXXXXX
2 SHIFT 0 LO # LOG
INTL SHIFT
6 7 8 18
SCAN
Hi
RX
116 DISTRESS
3
11
4
9
IntCom
GHI
5
2
ABC
10
ACK
JKL
6
2 TEST
DEF
11
PRINT
MNO
CH 16
19
FILE
SCAN ALARM
12 13 14 20
Intl/USA DW
HANDSET 15 16 17 21
CALL /
5
Key
Flashes red for distress and urgency calls (Press SHIFT first) 13. Turns the scan function ON or OFF Moves cursor forward when editing
Erase error message(s) Moves cursor backwards for editting
or OFF
3. TEST: Press the SHIFT and TEST key to initiate the daily self- Procedure to Send an Undesignated DSC Distress Alert • In the distress mode, CALL, FILE and MENU keys are
test, results are displayed on the LCD. The distress alarm, both inoperative.
Open the flap, press and hold the DISTRESS button for more than 3 seconds.
visual and audible occurs.
• To return to the normal mode from the distress mode, turn
• The alarm sounds and the red lamp blinks. After three
To stop the alarm press the CANCEL key. the power off and on again.
seconds the lamp becomes steady and at the same time the
4. PRINT: Press the LOG key to open the menu, scroll with distress alert is transmitted for three seconds.
the channel knob or up and down arrows to choose RCVD The screen changes to ‘Waiting for Distress Acknowledgment (DIST ACK)
ORDINARY, RCVD DISTRESS or TRANSMITTED. Select Waiting’ display. It is possible to communicate via CH16.
When the DISTRESS key is pressed and held down the screen changes as
the message and press the ENT key to open the message. Press shown:
the PRINT key to print out the message. If AUTO is selected
in the initial print set-up all received and transmitted calls are ** Compose Message **
printed out. ** Compose Message **
5. CONTRAST: To adjust the contrast of the display, press the CALL TYPE: DISTRESS
SHIFT key and rotate the CHANNEL knob or press the up and
down keys.
CALL TYPE: DISTRESS NATURE: UNDESIGNATED
6. VOLUME: Press the MENU, scroll to choose volume and press NATURE: UNDESIGNATED POS: 12° 34’ N 123° 45’E
the enter key. From the displayed menu select the function and POS: 12° 34’ N 123° 45’E AT : 12 : 34
press the ENT key, use CH knob or up and down arrow keys to
increase or decrease the level. Press the ENT key to save the AT : 12 : 34 Waiting for distress
setting.
Distress button acknowledgement
7. FILE: Press the FILE key to open the message list file.
Pressed CH 16 now available
8 LOG: Press the LOG key to display the three log file for
DSC messages, Received Ordinary, Received Distress and TIME TO GO : 4M 12S
transmitted. Up to 50 calls may be stored in each log file, the KEEP PRESSED FOR 3 S
latest call being logged as No.1, and No.50 being deleted as
each new call is logged. When the acknowledgement is received a typical screen shown is displayed:
After the timer counts down to zero, ‘Distress Call in Progress’ is announced:
Other keyboard controls include:
Distress acknowledgement
CANCEL Press the CANCEL key to cancel audible alarms ** Compose Message ** received
and delete wrong data and restores previous menu.
MENU Press the MENU key to display the set-up menu or
to change settings. CALL TYPE: DISTRESS
FROM : 003456789
ENT Press the ENT key to accept a selected item. NATURE: UNDESIGNATED ID IN DIST : 123456789
Up/Down Arrow Keys Used to shift the cursor to the desired location.
POS: 12° 34’ N 123° 45’E TCmd : DISTRESS ACK
AT : 12 : 34 NATURE : UNDESIGNATED
POS : 12° 23’N 123° 45’E
DSC Distress Alerting
Distress Call AT : 12 : 34 SIMP TP
If your vessel, or someone associated with your vessel, is in grave and in Progress on CH70
imminent danger and requires immediate assistance, a DSC distress alert
should be transmitted in order to attract the attention of other ships and shore CANCEL ALARM
stations within VHF range. An RT distress call and message may then be made
on channel 16.
Note: If no distress alert acknowledge call is received within 3.5 to 4.5
minutes, the equipment automatically re-transmits the distress alert and then
There are two methods of sending DSC distress alerts, undesignated and • When the distress is transmitted (Distress Mode) it is awaits the distress alert acknowledge call. This is repeated until the distress
designated. possible to communicate with the remote station handset. alert is acknowledged.
Press the CANCEL or ENT key, the screen changes to received message as Press the ENT key to display the position screen and confirm the position is
shown: ** Compose Message ** correct.
** Received Message ** CALL TYPE: DISTRESS ** Compose Message **

APR08/’04 18:30 ECC : OK NATUREUNDESIGNATED
: UNDESIGNATED
DISTRESS ACK POS: 12°
Fire34’ N 123° 45’E CALL TYPE: DISTRESS
FROM : 003456789 AT : 12Flooding
: 34 NATURE: Flooding
ID IN DIST : 123456789 SIMPCollision
TP
TCmd : DISTRESS ACK Grounding POS: 12° 34’ N 123° 45’E
NATURE : UNDESIGNATED Listing AT : 12 : 34
POS: 12° 34’ N 123° 45’E ▼
AT : 12 : 34 SIMP TP
SIMP TP
PRESS ENT
Rotate the channel knob to display the nature of the distress options, (on the
When the ENT key is pressed, the standby display with CH16 and Hi remote handset press the up or down arrow key).
appears. Press the DISTRESS button for more than 3 seconds to send the distress
alert.
Provide the following information to the coast station, using the handset. UNDESIGNATED ▲ Sinking
Press the PTT switch and speak slowly and distinctly: Fire Disabled & Adr ** Compose Message **
‘MAYDAY, MAYDAY, MAYDAY’ pronounced as the French expression
Flooding Abandoning
‘M’aider’. Collision Piracy CALL TYPE: DISTRESS
This is: Maersk Pelican, Call sign 9VBS9
‘MAYDAY’. Grounding Man over board NATURE: Flooding
Position in latitude and longitude. ▼Listing POS: 12° 34’ N 123° 45’E
The nature of the distress.
The kind of assistance required.
AT : 12 : 34
Number of persons on board.
Any other information which might facilitate rescue, for example, length,
Distress button
colour and type of vessel. Pressed
Complete the transmission with ‘OVER’.
Note: Some countries do not have sea area A1. In this case ACK from the KEEP PRESSED FOR 3 S
coast station does not arrive over DSC. A ship in the vicinity will contact the
vessel in distress over CH16.
Procedure to Send a Designated DSC Distress Alert

Open the flap and press the DISTRESS button momentarily.
• The alarm sounds and the red lamp blinks and after releasing
the key within three seconds the alarm stops and the red
lamp goes off. The ‘compose message’ screen appears.
Procedure to Send a Distress Alert From CALL Key Press the ENT key to display the distress nature options.
Note: If the position fixing device is not connected the operator will have to
Open the call display by pressing the CALL key: enter the position in manually, see Furuno Operator’s Manual.
UNDESIGNATED ▲ Sinking
** Compose Message ** Fire Disabled & Adr After Sending the DSC Distress Alert
Flooding Abandoning The transmission of five successive DSC distress alerts will take approximately
CALL TYPE: COAST CALL Collision Piracy 3 seconds, during which time the display will indicate ‘distress call in progress
on CH 70’. The display will then indicate ‘Wait for dist ack’ and show a
TO : COAST AAA Grounding Man over board countdown time until the next distress alert transmission will automatically
▼Listing take place, approximately 4 minutes.
COAST ID : 003456789
In an A1 area a shore station will normally send a DSC Distress acknowledgement
ROUTINE which will be displayed on the LCD screen and cancel the 4 minute repetition
cycle of the DSC. Once this acknowledgement has been received commence
Tcmd1 : SIMPLEX TP After selecting the nature of the distress press the ENT key to open the position
display. RT distress communications on VHF channel 16.
Tcmd 2 : NO INFO Further details of distress transmission procedure are in Section 7.6.1, GMDSS
CH : 12 ** Compose Message ** Overview.
Rotate the channel knob to display the call options, (on the remote handset Procedure For Cancelling a False DSC Distress Alert
press the up or down arrow key).
CALL TYPE: DISTRESS If the DISTRESS button is pressed in error then carry out the following
procedure:
COAST CALL ▲ POLLING NATURE: Abandoning Immediately switch the equipment off and on again to stop the transmission.
Transmit an RT message on channel 16 to ‘All Stations’ giving ship’s name and
SHIP CALL NEUTRAL
POS: 12° 34’ N 123° 45’E MMSI number followed by the words:
GROUP CALL MEDICAL
PSTN CALL RELAY ALL AT : 12 : 34 Cancel my distress alert of DATE/TIME (UTC)
ALL SHIPS RELAY SEL SIMP TP Procedure When a DSC Distress Alert Has Been Received
AREA CALL DISTRESS Silence the audible alarm by pressing the CANCEL key, and monitor channel 16
▼ POSITION Press the ENT key to display the position set-up window. After confirming up to 5 minutes for a shore station to send a DSC distress acknowledgement.
the ship’s position press the DISTRESS key for more than three seconds to
transmit the distress alert. If no acknowledgement is noted, send RT distress acknowledgement if
Select the call option required by pressing the ENT key. In this example
appropriate.
‘Distress’.
** Compose Message ** INPUT TYPE : AUTO Note: It is not normal for a ship to send a DSC acknowledgement of a DSC
distress alert. Usually in an A1 area a shore station will do this. If your vessel
is in a position to render assistance an RT acknowledgment on channel 16
should be made. For full details of GMDSS distress operating procedures
CALL TYPE: DISTRESS LAT : 34° 41’N refer to Section 7.6.1, GMDSS Overview. Ships should never send a DSC
NATURE: UNDESIGNATED distress alert relay on VHF channel 70.
POS: 12° 34’ N 123° 45’E

LON : 134° 30’E
AT : 12 : 34 TIME : 08 : 00
SIMP TP
Illustration 7.6.5d Flow Chart for DSC Distress Alert Acknowledgement

Determining if vessel should or should not transmit Distress Alert Acknowledgement Signal
DSC Distress alert received
Transmission Distress Acknowledgement Over CH 16
Press CANCEL
key to silence alarm
** ALERT ACKNOWLEDGEMENT Select VHF CH 16 and transmit Distress
Acknowledgement to vessel in distress.
1. Say “MAYDAY” once
2. Say ID number of vessel in distress three times
3. Say “This is” ( own vessel’s name once) No reply Reply received
Listen to CH 16
4. Say ID number of own vessel three times
for 5 minutes
5. Say “Received MAYDAY” once
Transmit DIST ACK to vessel Communicate with the
in distress over DSC CH70. vessel in distress.
Did you receive No No No

acknowledgement from Is distress Is distress call
CS and/or RCC? traffic in progress? continuing?
Relay the distress alert to a coast station over DSC.
Follow the instructions of the coast station.
Yes Yes
KEY
CS Coast Station
RCC Rescue Co-ordination Centre
Yes Is own vessel Yes Acknowledege the alert by

able to Radiotelephony to the ship in
Distress on VHF CH 16 ** Begin search and rescue operation for vessel in distress.
assist?
No
Enter details
Inform CS and/or RCC
in Log
Procedure for Transmitting a DSC Distress Acknowledgement After transmission of the acknowledgement the standby display appears. Follow the on-screen prompts to compose the relay message. On completion
If you hear a DSC distress alert which is being repeated then, only with the press the call key to send and wait for acknowledgement. If no response is
Begin Search and Rescue Operations for the vessel in distress, communicating heard by DSC press the CANCEL key to select the standby display.
permission of a shore station, you may terminate the alert by sending a DSC
over CH 16 (automatically set). Relay the distress alert to the coast station by
acknowledgement as follows:
DSC and follow the instructions received from the coast station. After sending a manual distress alert relay, watch should be kept on channel 16
Press the CANCEL or ENT key to silence the audible alarm and display the and RT distress communications should be expected.
example received message. Sending a Manual Distress Alert Relay
If you become aware that another vessel, person or aircraft is in distress a DSC Manual Entry of Ship’s Position/Time
** Received Message ** distress alert relay may be transmitted on their behalf. The DISTRESS button
must not be used. Instead use the following procedure:
If input from the GPS is lost, the message “GPS ERR” is displayed, the ship’s
position should be manually inserted at regular intervals.
MAY 10/’04 08:30 ECC : OK Press the CALL key to display the compose message screen. Open the SETUP MENU from the standby display and choose POSITION
from the second page of the menu. When the window is displayed choose
DISTRESS Manual from the Auto/Manual options.
ID IN DIST : 123456789 ** Compose Message **
NATURE : UNDESIGNATED
INPUT TYPE: AUTO
POS: 12° 34’ N 123° 45’E CALL TYPE: COAST CALL
AT : 12 : 34 COAST ID : 00 LAT : --º --’-
SIMP TP
ROUTINE LON : --º --’-
PRESS ENT TO ACK
TCmd1 : SIMPLEX TP TIME : -- : --
TCmd2 : NO INFO
If there is no DIST ACK message from the coast station within five minutes
and the vessel meets requirements for transmitting DIST ACK, see illustration CHANNEL : 10
7.6.4d, press the ENT key, then the CALL key for more than three seconds to
transmit the DIST ACK. Note: If the position data from a positioning sensor is available, MANUAL
cannot be chosen, ie, the setting window is not displayed.
Pressing the ENT key will display the CALL TYPE window.
Enter the latitude and longitude using the numeric keys, four digits. To switch
** Send Message ** co-ordinates, use key 1 for north and key 2 for south. Input the UTC time
COAST CALL ▲ POLLING followed by ENT key and CANCEL key to finish.
DISTRESS ACK SHIP CALL NEUTRAL
TO : 123456789 GROUP CALL MEDICAL
Note: If the correct position data is entered from a position source when in
MANUAL the unit automatically reverts to AUTO.
TCmd : DISTRESS ACK PSTN CALL RELAY ALL
NATURE : UNDESIGNATED ALL SHIPS RELAY SEL Procedure for Making Urgency or Safety DSC Calls
POS: 12° 34’ N 123° 45’E AREA CALL DISTRESS Prior to sending RT Urgency or Safety messages it is important to alert stations
AT : 12 : 34 ▼ POSITION within VHF range by sending a DSC Urgency or Safety alert to all ships.
SIMP TP Press the CALL key to display the COMPOSE MESSAGE screen. Follow the
Select the call type required.
PRESS CALL TO SEND on-screen prompts to send the alert call.
Enter the MMSI number of the vessel in distress. If the MMSI number is not The required information will include:
known enter a 9 into all the available spaces.
• SAFETY, URGENCY or DISTRESS
Illustration 7.6.5e VHF DSC Control Panel
FURUNO
INTL SHIFT
Handset Hi
RX SCAN
MANUAL ACK 1
6
VOL 5 SQ 2
RB-8810 ALARM
Handset
CALL
LOG CANCEL
MSG
FILE ACK ENT
MENU CH16
SQ SQ.auto

IntCom ACK
6 MNO
INTL
7GHI
USA
8 TUV 9WXYZ
DW
XXXXXXXXX
2 SHIFT 0 LO # LOG
INTL SHIFT
6 7 8 18
SCAN
Hi
RX
116 DISTRESS
3
11
4
9
IntCom
GHI
5
2
ABC
10
ACK
JKL
6
2 TEST
DEF
11
PRINT
MNO
CH 16
19
FILE
SCAN ALARM
12 13 14 20
Intl/USA DW
HANDSET 15 16 17 21
CALL /
5
Key
Flashes red for distress and urgency calls (Press SHIFT first) 13. Turns the scan function ON or OFF Moves cursor forward when editting
Erase error message(s) Moves cursor backwards for editing
or OFF
• SIMPLEX TP for simplex RT follow-up communications The required information will include: • GEO: Calls may be addressed to a specific rectangular area.
Only vessels known to be within that area will respond
• SELECT CHANNEL • CALL TYPE
• SHIP or SHORE CALL
Send call. Note: Full details of these calls are contained in the manufacturer’s operation
• Other station MMSI or ID manual.
Procedure on Receiving an All Ships Call • ROUTINE
• SIMPLEX TP Testing the DSC Equipment
On Hook
• SELECT CHANNEL Radio regulations require that the VHF DSC is tested daily to ensure correct
A received all ships call may be from a shore or ship station announcing operation. Details of the test should be noted in the GMDSS Radio Log Book.
urgency or safety information. An audible alarm will be heard. On cancelling Any equipment failures should be notified to the Master. To test the DSC:
the alarm the display changes to show the nature and content of the message. Press the CALL key for more than three seconds to send the message.
At the standby display, press the SHIFT and TEST key in that order to initiate
Included will be an indication of the RT channel to be used. Procedure on Receiving an Individual Call the test sequence.
Pressing the ENT key, the display changes to the standby mode indicating the The VHF transceiver responds to incoming calls differently depending upon
When the test is completed the LCD will indicate the test results. If no faults
specified channel. No DSC acknowledgement is permitted. whether AUTO ACK is on or off. If automatic acknowledgement is on, the DSC
are detected ‘OK’ will be displayed against each tested unit. Press the ALARM
sends a reply without any operator intervention. If automatic acknowledgement
STOP key to silence the alarm followed by the CANCEL key to return to the
is off, the contents of the received call can be viewed by successive presses of
Off the Hook standby display.
the ENT key. Press the CALL key to transmit a manual acknowledgement.
Where an all ships call is received with the handset off the hook, the audible
If a fault condition exists ‘ NG’ will be displayed. A list of causes and error
alarm sounds and the ALARM LED blinks. Procedure for Turning Auto Acknowledgement On/Off messages can be found in the operator’s manual. Call for an authorised service
To enable or disable the auto acknowledgement (AUTO ACK) of received calls agent. Press the CANCEL key to escape.
Press the ACK. The display changes to the standby mode indicating the
channel specified. press the SHIFT and 5 key in that order. The LCD displays whether Auto or
Manual acknowledgement is selected.
Note: BEFORE pressing the ACK key, pressing CANCEL will stop the Automatic acknowledgement is not possible under the following conditions:
alarm. Pressing CANCEL again will cancel the all ship call or press ENT
• Priority: Distress, Urgency or Safety
to accept the all ship call and the display changes to the standby mode,
indicating specified channel • Communications Type: Fax, Data, No Info
• Communications Frequency: Distress, Urgency or Safety
Procedure for Making DSC Calls to an Individual Station • Off Hook
There are two methods by which the operator can prepare and transmit DSC
messages: Procedure for Making Other DSC Calls
Other types of DSC call that can be made include:
1) Preparing message for immediate transmission.
• TEL: Automatic/semi-automatic telephone calls
2) Transmitting a message stored in the memory:
• GRP: Calls to a specific group by using a group MMSI
• 100 messages can be stored in the memory ready for
transmission as required • POS: A call requesting another vessel to indicate position
• POL: Used to confirm that own ship is within range of another
An individually addressed DSC alert may be made to a shore station to set-up ship
RT or other communications. Alternatively, another ship may be called in order • MED: A Medical Transport call indicating that own ship carries
to set-up an RT call on a specified simplex working channel: medical goods
Press the CALL key to display the COMPOSE MESSAGE screen. Follow the • NEU: Used to indicate that own ship has neutral status and is
on-screen prompts to sent the call. Press ENT after each input. not a participant in an armed conflict
Illustration 7.6.6a MF/HF DSC Transceiver System Control Panel
MF/HF DSC/Watch Receiver
1 2
6 7 8
WATCH KEEPING AUTO ACK DISTRESS RT
1 2182
DSC
2 ABC
TEST
3 DEF 19
DISTRESS
2187.5 4207.5 6312.0 9 10 11
IntCom ACK/SQ SCAN
16804.5 12577.0 8414.5 3 4 GHI 5 JKL 6 MNO
ALARM
ROUTINE 12 13 14
2177.0 4219.5 6331.0 4 CANCEL PRINT
7 8 9
16903.0 12657.0 8436.5 PQRS TUV WXYZ
20
35o00.000N MANUAL 15 16 17
135o00.000E 23:27 5 CALL *
FILE LOG
0 TUNE #
SETUP
CURSOR 18
POWER 21
OVEN
Key
1. LCD display screen. 5. Press to transmit calls. 11. Press to display the DSC standby screen and used to 16. Used in the DSC mode to display message logs.
start/stop the scanning of DSC routine frequencies. Used in the radiotelephony mode to tune the antenna.
2. Press and hold the button for more than 6. Switches to the radiotelephone screen. Press
3 seconds to transmit the distress alert. and hold for more than 2 seconds to select 12. Press to turn the loudspeaker on or off. This key is not 17. Used to open the set-up menu.
2182.0kHz/J3E automatically. used to silence the distress or urgency alarm.
3. Alarm Lamp 18. Used to turn the power on or off.
- flashes red for distress and urgency calls. 7. Press to compose a DSC TX message. 13. Used to print the communications log files, the current
- flashes green for business, safety and screen (except DSC standby or radiotelephone screen) 19. Loudspeaker
routine calls. 8. Press to initiate the daily test. and test results.
20. Rotate in the DSC mode to select menu items, press to confirm
4. - Cancel button - used to cancel incorrect data, 9. Used to select intercom facility. Not applicable for this 14. Used to set the panel illumination and LCD contrast. the selection. Rotate in the radiotelephony mode to select a
- restores previous menu, installation. transmit/receive channel, set the sensitivity or volume etc, press
- silences audio alarm 15. Used to open the send message file list in the DSC to confirm the selection.
- cancels a transmission or printing request 10. In DSC mode press to toggle between automatic and standby screen, to transmit a stored message, or to
- erases error messages manual acknowledgement. In the radiotelephone mode shift the cursor.
press to turn the squelch on or off.
7.6.6 MF/HF transceiver system Procedure to Adjust Panel Illumination and LCD Contrast Selecting a Working Channel with Band and Band Channel Using the
Numeric Keypad
a) Press the 9 key, the dimmer/contrast window will be displayed.
Manufacturer: Furuno a) Press the 1 key momentarily to display the radiotelephone
Control unit: FS-2570C b) Rotate the ENTER knob to select ‘DIMMER’ or ‘CONTRAST’, screen.
Transceiver unit: FS-1570T depending on which is to be adjusted, and press the ENTER
knob. b) Rotate the ENTER knob to select ‘MODE’ and press the
ENTER knob. A drop-down menu is displayed with the options
Introduction c) Rotate the ENTER knob to select the desired level (dimmer ‘SSB, TLX and AM’.
1-8 and contrast 40-63). Press the ENTER knob to confirm
The MF/HF installation consists of an FS-1570T transceiver unit, which selection. c) Rotate the ENTER knob to select SSB, press the ENTER knob
provides output power of 150W. In addition to radiotelephony, the unit provides to confirm the selection. The automatic gain control (AGC) is
a Digital Selective Calling (DSC) function for general communications as d) On completion rotate the ENTER knob to highlight ‘EXIT: automatically selected in conjunction with the MODE selected.
well as an in-built DSC watch receiver for distress and safety messages. The [ENT]’ and press the ENTER knob to confirm the selection.
transceiver operates in the MF and HF marine frequency bands between 1.6 d) Rotate the ENTER knob to highlight ‘CH’ to select a channel
to 27.5MHz for transmitting and 0.1 to 30MHz for receiving. The DSC watch number for transmission and reception.
keeping receiver maintains a continuous watch on selected channels, even Selecting a Single Side Band (SSB) Radiotelephone Working Channel
when the unit is being used for radiotelephony. There are a number of ways to select a working channel for radiotelephony e) Use the numeric keypad to enter the band and the band channel
operations which are indicated below. number required and press the ENTER knob. The transmit and
The transceiver unit, control unit and handset are fitted in the GMDSS console receive frequencies for the selected channels will be displayed.
in the wheelhouse. The antenna coupling unit is fitted on the compass deck Note: If the 1 key is pressed for more than 2 seconds then 2182kHz will be
with the antennas being mounted on the compass deck above the wheelhouse. selected and tuned automatically. Selecting a Working Channel with Band and Band Channel Using the
The system is made up of the following component parts: ENTER Knob
Selecting a Working Channel Directly Using the Numeric Keypad a) Press the 1 key momentarily to display the radiotelephone
• FS-2570C control unit and handset
a) Press the 1 key momentarily to display the radiotelephone screen.
• FS-1570T transceiver unit
screen.
• AT-1560 antenna coupler b) Rotate the ENTER knob to select ‘MODE’ and press the
b) Rotate the ENTER knob to select ‘MODE’ and press the ENTER knob. A drop-down menu is displayed with the options
• FAW-6D transmitting/receiving whip antenna
ENTER knob. A drop-down menu is displayed with the options ‘SSB, TLX and AM’.
• FAX-5 2.6m whip antenna for the DSC receiver ‘SSB, TLX and AM’ (transmission on AM is unavailable).
c) Rotate the ENTER knob to select SSB, press the ENTER knob
The simplified system configuration and connection arrangement is shown in c) Rotate the ENTER knob to select SSB, press the ENTER knob to confirm the selection. The automatic gain control (AGC) is
illustration 7.6.1c, GMDSS Equipment. to confirm the selection. The automatic gain control (AGC) is automatically selected in conjunction with the MODE selected.
automatically selected in conjunction with the MODE selected.
Operating Procedures d) Rotate the ENTER knob to highlight ‘CH’ to select a channel
d) Rotate the ENTER knob to highlight ‘CH’ to select a channel number for transmission and reception.
Controls number for transmission and reception.
All RT transmit and receive functions are controlled via the control unit e) Press the FILE/CURSOR key to highlight the band or band
keyboard as shown in illustration 7.6.6a. The keys are used to select the e) Use the numeric keypad to enter the channel number required channel selection.
specific functions required by the operator. and press the ENTER knob. The transmit and receive frequencies
for the selected channel will be displayed. f) Rotate the ENTER knob to select the band and/or band channel.
Press the ENTER key to confirm selection. The transmit and
Switching the Set On/Off receive frequencies for the selected channels will be displayed.
Power to the transceiver is provided via the PR-850A power supply unit located
in the GMDSS console. Press the POWER switch, on the FS 2570C control
unit, to turn the unit on and press it again to switch the unit off.
Selecting a Transmitting or Receiving Frequency Using the Numeric Using the Telephone Handset c) When, after approximately three seconds, the distress lamp
Keypad and buzzer are active continuously, the DISTRESS button may
Hold the handset close to the mouth, press the PTT switch and speak clearly.
a) Press the 1 key momentarily to display the radiotelephone Transmission indication can be monitored on the operation display meter. be released. The alert transmission is in progress, ‘Distress
screen. When a transmission is complete, state ‘OVER’ and release the PTT switch. call in progress!’ is displayed. An indication of the remaining
transmission time is given in the bottom right-hand corner of the
b) Rotate the ENTER knob to select ‘TX’ or ‘RX’ and press the display.
Selecting 2182kHz for RT Distress
ENTER knob.
2182kHz is the international RT distress, urgency and safety frequency in the d) On completion of the distress message transmission, ‘Wait for
c) Use the numeric keypad to input the required frequency, for MF band. It may also be used to call ships and shore stations. It should be distress acknowledgement.’ is displayed.
example; 2161kHz should be input as 2, 1, 6, 1, 0. Press the noted that other users may not be maintaining a continuous radio watch on this
ENTER knob to confirm the frequency. frequency and will only be alerted by a DSC call. To select 2182kHz, press and e) When a distress acknowledge call is received, the buzzer sounds
hold the 1 key for more than 2 seconds, the receiver and transmitter will tune and ‘Distress acknowledge call received.’ is displayed. Press
automatically. the CANCEL key to silence the alarm. The contents of the
Note: To enter the same frequency for transmit and receive the transmit acknowledge call are displayed.
frequency must be entered first.
Procedure to Set the RF Gain Sensitivity
f) Communicate with the coast station on the associated
Procedure to Tune the Transmitter Sensitivity will normally be set to maximum, but to improve clarity in some radiotelephony channel, ie, for a DSC call on 2187.5kHz
situations it may be necessary to reduce the sensitivity as follows: communicate on 2182kHz. Transmit the distress message as in
The antenna coupler automatically tunes the transmitter. When the transmitter
the example given earlier in this section.
frequency has been selected proceed as follows:
a) Rotate the ENTER knob to highlight ‘SEN’ and press the
ENTER knob.
a) Press the PTT switch on the handset; ‘TX’ appears in the Procedure to Send a Designated DSC Distress Alert
display. a) Lift the flap covering the DISTRESS button.
b) Rotate the ENTER knob to display the desired level of
sensitivity. Press the ENTER knob to confirm the setting.
Alternatively:
b) Press the distress button momentarily and the ‘Compose
Message’ screen will be displayed.
a) Press the LOG/TUNE key on the control unit; ‘TUNING’ Digital Selective Calling (DSC)
appears in the display.
Overview c) Rotate the ENTER knob to highlight the nature of distress from
the list and press the ENTER knob to confirm the selection.
Tuning will be completed in approximately 2-5 seconds for a newly selected The DSC watch receiver is integrated into the FS-1570. It scans the MF DSC
frequency or less than 0.5 seconds for a previously selected frequency. When Distress, Urgency and Safety frequency (2187.5kHz). The FAX-5 antenna
d) Press the ENTER knob to display the ‘POS.’ menu. Input type
tuning is completed successfully, ‘TUNE: OK’ is displayed. If the tuning is fitted to allow a continuous watch on the DSC frequency. DSC calls are
should be AUTO and therefore automatically updated from the
process fails, ‘TUNE: NG’ is displayed. initiated and received using the FS-2570 LCD screen and control panel.
GPS system. If the position data is correct, press the ENTER
knob twice. The ‘Compose Message’ screen is displayed
Selecting Transmitter Power Operating Procedures again.
Transmitter power should be set for optimum performance, generally the Procedure to Send an Undesignated DSC Distress Alert
transmitter power should be set to a lower output when in port to avoid e) Press the ENTER knob to display the ‘COM. TYPE’ menu.
interference to other users. a) Lift the flap covering the DISTRESS button. Rotate the ENTER knob to select ‘TELEPHONE’ and press the
ENTER knob.
a) Press the 1 key, the radiotelephone screen is displayed. b) Press and hold the DISTRESS button for at least three seconds,
the button will flash red and the buzzer sounds rapidly. The f) Press the ENTER knob to open the ‘DSC FREQ’ menu. Rotate
b) Rotate the ENTER knob to highlight ‘LOW’ ‘MID’ or ‘HIGH’ contents of the alert are displayed on the screen as well as the the ENTER knob to select the frequency, to transmit the DSC
at the top right-hand corner of the screen. message ‘Distress button pressed!’. The display indicates how distress call on, then press the ENTER knob.
many seconds to press the button for, to transmit the distress
c) Rotate the ENTER knob to select the required power setting, message. Note: If AUTO is selected in step e) the DSC distress alert will be transmitted
LOW, MID or HIGH. on the distress and safety frequencies 2MHz, 8MHz, 16MHz, 4MHz, 12MHz
and 6MHz in that order if the alert is not acknowledged.
d) Press the ENTER knob to confirm the selection.
g) The display changes to show the selected settings. a) Press the CANCEL key to silence the alarm. i) ‘Distress relay sel call in progress!’ is displayed and the timer
in the bottom right-hand corner shows the transmission time
h) Press the DISTRESS button for at least 3 seconds to send the b) Rotate the ENTER knob to highlight ‘ANSWER’ and press the remaining.
distress alert. ENTER knob.
j) ‘Wait for distress relay acknowledgement’ is displayed. Once
i) When a distress acknowledge call has been received, proceed c) Press the ENTER knob to display the ‘CALL TYPE’ display an acknowledgement has been received communicate with
with distress communications on the associated RT frequency. and rotate the ENTER knob to highlight ‘ACKNOWLEDGE’. the shore station by voice using the associated RT distress
Press the ENTER knob. frequency.
Procedure After Sending a DSC Distress Alert
d) Press the CALL key, the message ‘Category distress transmit Note: If the distress alert is acknowledged before the timer counts down to
If either an undesignated or designated DSC distress alert is transmitted the sure?’ is displayed. To continue, keep the CALL key pressed. zero, press the CANCEL key to cancel the distress relay call.
following will take place: To abort, release the CALL key. A notification of the time
remaining to keep the CALL key pressed is displayed in the
a) Transmission time is approximately 40 seconds, after bottom right-hand corner of the display. Procedure for Sending a Manual Distress Alert on Behalf of Someone Else
which the display indicates that it is waiting for distress in Distress
acknowledgement. e) ‘Distress acknowledge call in progress!’ is displayed during the If you are aware of another vessel, person or aircraft in distress and the Master
message transmission. of your vessel authorises the sending a distress alert relay, DO NOT use the red
b) When a DSC distress acknowledgement is received the audible distress button. Instead use the following procedure:
alarm will sound and the display indicates the details of the DSC
acknowledgement. Procedure for Relaying a DSC Distress Alert Received on an HF Band
a) Press the 2/DSC key and press the ENTER knob.
Note: Ship stations are not permitted to transmit a DSC distress relay call
c) Until a DSC distress acknowledgement is received the DSC following the receipt of a DSC distress alert on MF frequency 2187.5kHz. b) Rotate the ENTER knob to highlight ‘RELAY SEL’ and press
distress alert will be re-transmitted automatically, approximately the ENTER knob.
every 3.5 to 4.5 minutes. a) Silence the alarm by pressing the CANCEL key.
c) Press the ENTER knob to open the ‘COAST ID’ input display.
d) To silence the audible alarm, press the CANCEL key. b) Rotate the ENTER knob to highlight ‘ANSWER’ and press the Use the numeric keypad to key in the ID number and press the
ENTER knob. ENTER knob.
e) Once a DSC acknowledgement has been received from a shore
station, the RT transceiver will automatically switch to the c) Press the ENTER knob to display the ‘CALL TYPE’ display. d) Press the ENTER knob to open the ‘ID IN DIST’ input display.
correct frequency for voice distress communications to take If the MMSI number of the vessel in distress is known, enter it
place. d) If the ID number of the nearest coast station is known, rotate using the numeric keys. If unknown, leave this field blank and
the ENTER knob to highlight ‘RELAY COAST’. (If this press the ENTER knob.
Procedure After Receiving a DSC Distress Alert information is not known, highlight ‘RELAY ALL’.)
e) Press the ENTER knob to open the ‘NATURE:’ menu.
Note: Full details of GMDSS requirements are given in Section 7.6.1, e) Press the ENTER knob.
GMDSS Overview. It is important that these guidelines are fully understood f) Rotate the ENTER knob to highlight the nature of distress and.
and followed before considering using the DSC to acknowledge or relay any f) Press the ENTER knob and key in the ID number of the nearest the press the ENTER knob. Select UNDESIGNATED if the
received distress alerts. coast station, press the ENTER knob again. nature of the distress is unknown.
Procedure for Sending a DSC Distress Alert Acknowledgement g) Press the ENTER knob to open the ‘DSC FREQ.’ menu and g) Press the ENTER knob to open the ‘INPUT TYPE’ menu and
rotate the ENTER knob to select the required frequency. Press rotate the ENTER knob to highlight ‘MANUAL’. Press the
A ship station should only consider sending a distress alert acknowledgement the ENTER knob. ENTER knob.
message following multiple unacknowledged DSC distress alerts from the
same vessel. Then only after consultation with a rescue co-ordination centre h) Press the ENTER knob and key in the latitude using the numeric
h) Press the CALL key, the message ‘Category distress transmit
(RCC) or coast station should they proceed with a DSC alert acknowledgement keypad. Press the ENTER knob.
sure?’ is displayed. To continue, keep the CALL key pressed.
call to cancel the DSC Alert.
To abort, release the CALL key. A notification of the time
remaining to keep the CALL key pressed is displayed in the i) Press the ENTER knob and key in the longitude using the
On receipt of a DSC distress alert, the audible alarm will sound and the
bottom right-hand corner of the display. numeric keypad. Press the ENTER knob.
message ‘Distress call received’ will be shown on the display.
j) Press the ENTER knob and key in the UTC time using the f) Rotate the ENTER knob to highlight ‘TELEPHONE’ and press Procedure for Testing the DSC Equipment
numeric keypad, press the ENTER knob. If the time is not the ENTER knob. Radio regulations require that the DSC/watch receiver is tested daily to check
known, enter 88:88 to input ‘NO INFO’ for the time field. that it is fully functional. To carry out a daily test proceed as follows:
g) Press the ENTER knob to open the ‘DSC FREQ’. menu and
Note: In h), i) and j) above, be sure to input the details of the vessel in rotate the ENTER knob to highlight the required DSC frequency. a) Press the 6/SCAN key to display the DSC standby screen.
distress and not own ship details. Press the ENTER knob.
b) Press the 3/TEST key to initiate the test.
k) Press the ENTER knob to open the ‘COM. TYPE’ menu and h) Press the CALL key and ‘All ships call in progress!’ will be
rotate the ENTER knob to highlight ‘TELEPHONE’ and press displayed. c) After several seconds the test results will be displayed on the
the ENTER knob. screen. Each system tested will be shown with the result ‘OK’
i) When the DSC transmission is complete the unit will automatically to indicate normal operation and ‘NG’ indicates a fault. Page
l) Press the ENTER knob to open the ‘DSC FREQ’. menu and select the associated telephone channel frequencies for the two of the results appear first followed by the audio alarm and
rotate the ENTER knob to highlight the required DSC frequency. message broadcast. several flashes from the alarm lamp before page 1 is displayed.
Press the ENTER knob.
Procedure After Receiving an All Ships DSC Call d) Record the details of the test results in the GMDSS Radio
m) Press the CALL key, the message ‘Category distress transmit Log Book. If an error is indicated inform the Master and seek
sure?’ is displayed. To continue keep the CALL key pressed, to When an all ships DSC call is received the audible alarm will sound and ‘All
assistance from an authorised service agent.
abort release the CALL key. A notification of the time remaining ships call received’ will be displayed.
to keep the CALL key pressed for, to initiate the transmission, is e) Press the CANCEL key to end the test, the DSC standby screen
displayed in the bottom right-hand corner of the display. a) Press the CANCEL key to silence the alarm and read the
abbreviated contents of the received message from the display. will be displayed.
n) ‘Distress relay sel call in progress!’ is displayed and the timer To view the whole message press the ENTER knob.
in the bottom right-hand corner shows the transmission time
remaining. b) Press the CANCEL key to display the radiotelephone screen and
listen for the all ships message.
o) ‘Wait for distress relay acknowledgement’ is displayed. Once
an acknowledgement has been received communicate with Procedure for Making Routine DSC Calls in the MF/HF Bands
the shore station by voice using the associated RT distress The use of DSC for making routine DSC calls is not widespread. However,
frequency. the procedure for doing so is similar to making an urgency or safety call as
described above. For full details refer to the manufacturer’s operating manual.
Using the DSC for Calls Other Than Distress
Making Urgency or Safety Calls Other Types of DSC Calls
Before making RT urgency or safety calls it is important to alert the attention DSC calls may be made to other addresses including:
of other users by sending a DSC Urgency or Safety alert as follows: • An individual station using its MMSI number
a) Press the 2/DSC key followed by the ENTER key to display the • A specific group of stations by entering the group MMSI
‘CALL TYPE’ menu. number
• A geographical area by specifying a particular rectangular area
b) Rotate the ENTER knob to highlight ‘ALL SHIPS’ and press
• Medical transport call
the ENTER knob.
• Polling call
c) Press the ENTER knob to display the ‘PRIORITY’ menu. • Position call
d) Rotate the ENTER knob to highlight SAFETY or URGENCY • Automatic or semi-automatic telephone calls
and press the ENTER knob.
Full details are given in the appropriate section of the manufacturer’s operating
e) Press the ENTER knob to open the ‘COM TYPE’ menu. manual.
7.6.7 EPIRB and sarts Automatic Deployment The Satellite2™ 406 can be tested in or out of the release bracket. A Self Test
is initiated by lifting the thumb switch to a vertical position and holding it in
Activation occurs when the vessel sinks and a hydrostatic release device frees
Manufacturer: ACR this position for at least one second. The initiation of the test is indicated by a
the beacon from the bracket allowing it to float to the surface. Built-in sensors
Model: Satellite2 beep and the simultaneous lighting of the green and red LEDs.
detect that the beacon is no longer in its bracket and is in the water. This
condition will automatically activate the beacon.
To carry out the test without removal from the housing, remove the small round
Introduction Transmission will commence 100 seconds after activation.
cover and insert the finger to operate the switch.
The function of the EPIRB is to help locate survivors in the event of a loss
of the vessel by acting as an automatic means of distress transmission if no Manual Operation
other means is available. The EPIRB transmits a signal on 121.5MHz for SAR Remove the beacon from the housing by removing the retaining pin to release
homing purposes and a signal on 406.025MHz for satellite location. Illustration 7.6.7a EPIRB
the cover. Remove the beacon from the bracket.
Ejector Spring
All 406MHz beacons transmit a Unique Identifier Number (UIN) when Once removed, either Cat.1 or Cat.2 (Automatic or Manual) beacons can be
activated. This UIN is programmed in the beacon based on the country in activated by being placed in water or by using the switch.
which the beacon was purchased. Registration provides the search and rescue Hydrostatic
services with up-to-date emergency contact information, which will speed up Manual activation is by lifting the thumb switch towards the antenna, slide it Release
the commencement of a rescue operation. Registration must be updated every toward the antenna and place the thumb switch back down on the opposite side Switch for
two years. of the EPIRB. Manual
Ejector Activation
Arm and Test
Two COSPAS-SARSAT satellite systems are used Low Earth Orbit Search and Activating the beacon in this manner breaks off the Activation Indicator Plastic
Rescue (LEOSAR) and Geostationary Search and Rescue (GEOSAR). Pin and exposes the ‘ON’ symbol ‘I’ on the thumb switch indicating that the
beacon is turned ‘ON’.
COSPAS-SARSAT is an international system that uses Russian Federation
and United States system that assist in detecting and locating activated If the switch is operated with the beacon still in the bracket, the deployment
121.5/243MHz and 406MHz Satellite beacons. detector switches are overridden and the beacon will be activated.
The LEOSAR system uses four satellites which provide a typical waiting time
of less than one hour at mid-latitudes. Location is carried out using Doppler Deactivate
shift of the signal. The Local User Terminal (LUT) processes the Doppler- If manually activated, return the thumb switch to the ‘OFF’ position. Test LED
shifted signal from the LEOSAR and determines the location of the beacon; the
LUT then relays the position of the distress to a Mission Control Centre (MCC), If automatically activated, remove the beacon from the water.
where the distress alert and location information is immediately forwarded to Transmit
LED
an appropriate Rescue Co-ordination Centre (RCC). The RCC dispatches the The beacon normally takes up to 12 seconds to deactivate.
closest Search and Rescue (SAR) forces, who then track the signal using the
121.5MHz homing frequency for intermediate and short-range location. Place the beacon back into the release bracket.
Water
GEOSAR monitors 406.025MHz to rapidly alert the authorities to a distress
situation using the data provided by the EPIRB. As these are geostationary Reporting of False Alarms Sensors
there is no Doppler information for EPIRB location. Should there be, for any reason, an inadvertent activation or false alarm, it must R
IN
SA
FETY AND SU
RV
IV
AL
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TE
RLD LEA
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IE
be reported to the nearest search and rescue authorities. The information that
S
Operation should be reported includes the EPIRB Unique Identifier Number (UIN), date,
time, duration and cause of activation, as well as location of beacon at the time
Operation is initiated either manually or through sea water contacts. Once of activation.
activated, it has approximately 48 hours life before the battery is exhausted.
The EPIRB is housed in a casing on the starboard side bridge rail and is fitted Monthly Testing Procedure
with a hydrostatic release. There is a built-in strobe light and a lanyard coiled
on recessed spool for non-tangling deployment. The internal test of the battery and transmitter should be carried out once a
month, as follows:
Illustration 7.6.7b SART
External Mounting Antenna
Pull Tab Lock

TEST OFF ON
Switch Ring
Radar Distress Pattern
Pull Tab
SART Location
Internal Mounting
Control and Battery Housing plus

operating instructions
Hanging Loop
Lanyard and Spool
Telescopic Pole
Search and Rescue Transponder - SART The SART will beep once and flash every four seconds. The flashing red light Monthly Testing Procedure
indicates the SART is ON.
Manufacturer: ACR The SARTs should be checked once a month by activation and subsequent
Type: Pathfinder 3 When activated the SART has three modes of operation. These are: checking of the ship’s 3cm (X-Band) radar display for the correct signal
• Receive - waiting for a valid interrogation by a radar signal. indication.
Introduction • Reply - replying to a valid interrogation by a valid radar Turn the switch ring to the left to test the SART. When held to the left, the
signal. SART will beep once and continue to flash every four seconds.
The purpose of a Search and Rescue Transponder (SART) is to locate the • Test - self-test sequence that checks both indicator lights and the
vessel in distress, or persons in a survival craft originally from the vessel in buzzer. When released the switch ring will return to the OFF position.
distress, by the use of radar.
TEST mode is identical to ON and will generate a distress pattern on any Radar
A SART is an easily portable device which should be taken to the survival Mounting within range. Use TEST mode with care to avoid false alarms.
craft if it is necessary to abandon ship. The SART is buoyant and watertight The SART must be mounted vertically, as high as possible and not be obstructed
to 1 metre. with the radar reflector. Two mounting options are available: • Confirm operation of the pole mounting.
• Deploy the internal telescopic pole to its maximum length 3ft. • Check the battery expiry date. (Battery replacement should be
This SART has been tested and approved to IEC 1097-1 standards and meets
(1 meter) by turning the bottom cap of the SART to release the carried out every five years.)
IMO RES A.802(19).
pole. Lock the pole joints by pulling and twisting.
• Check to ensure the tether lanyard is neatly bundled and firmly
The unit is a passive device, it will only transmit when interrogated by a • Hang the SART as high as possible inside the liferaft using the secured to the SART. Ensure the lanyard is NOT tied to any part
transmission from an X-band (9GHz) radar. Once triggered it produces a hanging loop. of the vessel.
distinctive series of 12 equally spaced dots/arcs (depending on distance from
the radar) on the radar screen. The operating range is approximately 30nm Remove lanyard and secure it to the liferaft. The transponder must always be • Ensure the safety lock is in place and the integrity seal is not
dependent on the height of the unit. secured with a line to prevent loss when in a rescue situation. broken.
• Enter the results of the test in the GMDSS Logbook.
The batteries will last 96 hours in receive mode or 8 hours continuous
interrogation.
Multiple SART Testing
Once activated, the beacon itself provides confidence to survivors by giving an Two SARTs may be used to test each other. This test requires that each SART
audible and visual indication that a rescue vessel is in the vicinity. Both SART is held independently 5 meters away from one another.
lights flash rapidly and the buzzer emits a pulsed sound (beep) at approximately
one second intervals indicating the Reply Mode.
1) Turn and hold one SART switch to the TEST position. It
will beep once and the red light flashes continuously every 4
Two SARTs are carried on board, each SART is installed adjacent to each
seconds.
bridge wing door.
2) Place the 2nd SART into the test mode. Confirm that the 1st
SART beeps once every time the 2nd SART is switched to the
Operation
test mode.
In an abandon ship situation the SARTs must be taken from the bridge and one
placed in each of two survival craft. The SARTs should be switched on at the Repeat this sequence to test the 2nd SART.
earliest opportunity. Instructions are printed on the body.
A functional test may be carried out by taking a SART to the bow and placing
To switch the unit on: it in test mode, while the radar is being observed for the correct response.
1) Turn the Blue activation switch ring to the left, (test mode).
2) Remove the red Pull Tab completely out of the SART (the tab
breaks on removal).
3) Release the activation switch and turn it to the right until it is in
the ON position.
Illustration 7.6.8a NAVTEX System
Display Unit
Bridge Console Receiver Unit
NAVTEX RECEIVER
PUSH TO OPEN
ENT MENU
ESC
+ LIST
_
DIM
PRINT
NAVTEX
NX-700
Nav Data NMEA
ECDIS
Alarm
24V DC from GMDSS PSU

220V AC PR-62
7.6.8 Navtex Receiver Equipment Operation To silence the alarm, press any key other than the power on/off key.
Manufacturer: Furuno The unit is operated and set-up using the buttons on the front panel and the Other Messages
Type: NX-700A menus listed on the LCD display.
When any message other than a SAR is received the display shows one of the
Introduction two following windows.
Switching On the Unit
Navigational Telex, is an international direct printing telex service used to Press the power button to turn the unit on. A beep sounds and the equipment
promulgate navigational and meteorological warnings to shipping. The unique shows the start-up display, when the ROM and RAM are checked for proper
Received new int’l msg. Received new local msg.
feature of NAVTEX is that the transmission sends a header code ahead of operation and the program number is displayed. The results of the check are
the main message. In this way, the receiver can identify the station, message shown as OK or NG (No Good).
type and serial number of each message and reject an identical message Display new msg ? Display new msg ?
automatically. The NAVTEX receiver is located on the bridge console D. Yes No Yes No
The NX-700A NAVTEX receiver complies with the new NAVTEX performance
International Message Local Message
standard MISC.148(77) which was implemented on or after 1st July 2005.
DUAL CHANNEL NAVTEX
The NX-700A can receive two channels simultaneously. One is set for 518kHz NX-700
to receive international NAVTEX messages and another can select from 490 to If it is required to read the message immediately, press ◄ to choose ‘Yes’
4209.5kHz for domestic or local NAVTEX messages. The broadcast station can FURUNO ELECTRIC CO.,LTD. and then press the ENT key to display the message. To read the message later
be selected automatically, according to ship’s own position when connected to choose ‘No’, and press the ENT key to close the window.
a GPS navigator, to receive messages when sailing within reach of each service ROM:OK RAM:OK
stations’ coverage. Program No. 0850193-XX To read a previously saved message, scroll up or down the list using the ▼▲
keys on the cursor pad to highlight the required message. Press the ENT key to
Every incoming message is stored in the memory and displayed on the 5 inch display the detailed message.
silver bright LCD, as well a being printed out. Up to 200 messages may be When the results are OK, after 5 seconds of the check being completed the list
stored on 2 channels. There are three fonts, small, medium or large which can display is shown, with the last frequency used before the power was turned Note: The operation guide at the bottom of the screen shows the functions of
be selected by the operator for the LCD display. off. the keys available for use with the current screen.
The received messages with a selected channel information are sorted by order At the default setting, when the results check is OK, ALL MESSAGES display Key Display Mode Function
of time in the message in box. The operator can identify the status of each for 518kHz appears and all the messages received on 518kHz are displayed on ▼▲ List Scrolls the list.
message from the message ID and icons displayed in the LCD the screen.
Detailed Scrolls the message.
When SAR information is received the NX-700 notifies the operator of an To change from 518kHz (international messages) to 490kHz (local messages) ◄► List Switches the international and local lists.
incoming message by audible alarm. press the left or right arrows ◄► on the cursor pad. Detailed Shows the newer (◄) or older (►)
message.
For quick viewing, the operator can select and display messages of particular The NX-700 is preset to print out all received messages. MENU List Shows the main menu.
interest using the sort function. Detailed
Adjusting the LCD Dimmer ENT List Shows the detailed message selected.
The NAVTEX NX-700A combines an integral line thermal head printer.
Adjust the LCD and panel dimmer with the +DIM- key. Detailed Shows the message list.
LIST List Shows list options.
Confirming a New Message Detailed
PRINT List Shows print options.
When a new message is received, depending on the type of message the
following is to be carried out. Detailed
SAR (Search and Rescue) Message

When a SAR message is received, the audible alert sounds and details of the
SAR message are displayed on the LCD.
Illustration 7.6.8b NAVTEX Display
Display Unit Sample Display Screens
NAVTEX RECEIVER 518 I L1 L2 I L1 L2 I L1 L2 I L1 L2 NEW

518
ALL MESSAGES VO32 ERROR RATE=0.0%
153 MESSAGES APR 11 04 : 31 Y145/150
Shift Cursor and 153 HA5B APR 11 13.58 !! NEW
New 202C VO32
Display or Select 152 JBB3 APR 11 13.56 !! NEW
Items on Menu 10033Q UTC APR 05
PUSH TO OPEN 151 VA05 APR 11 04.33 !!
KOREA NAVTEX//TAEAN C.O
150 VA04 APR 11 04.32 !!
SOURCE//ROUTINE : COMMUNICATION
Open Menus. 149 VD32 APR 11 04.31 SAR
INTERRUPTION/
Return to the 148 KBB0 APR 11 02.42 !!
COMMUNICATION WITH F/V QUYEDND<26
ENT MENU Registers Items on Enter
Previous ESC 147 JAB6 APR 11 02.34 !!
TOM. TAEAN REGISTRY, 10 CREW
Menu
Display 146 JB67 APR 11 02.31 !!
HAS BEEN INTERRUPTING SINCE LAST
145 IA44 APR 11 02.28 !!
CONTACT WITH HER AT 020900 UTC
Printer
Panel LCD
+ LIST Open List Options
Old
144
143
IA31 APR 11 02.27
HA30 APR 11 02.15
!!
!!
APR. IN 36-47W, 12S-18E. WEST
COAST. ALL VESSELS ARE REQUESTED
Dimmer _
DIM
PRINT Open Print Options

142 HA03 APR 11 02.13
APR 11 2005 14:20:07
!!
TO MAKE A SEARCH FOR THE VESSEL
AND REPORT ANY INFORMATION TO
34" 44. 974' N TAEAN C. Q. (TEL:+02-41-675-0112-
134" 54. 965' E K.C.G.TELEX K24920)
500 0.0kt CDG 225.0' DISTANCE 484.8 nm
NAVTEX
NX-700
(ENT) SHOW LIST
(PRINT) PRINT MENU
Message List Detailed Message
Confirming a New Message Choosing the Local Frequency The end of each message is indicated by ‘NNNN’.
The NAVTEX menu allows the operator to automatically or manually select The operator can chose 490kHZ or 4209.5kHz as the local frequency, this Type of message category:
what station to receive. function is only available in the auto or manual modes. A: Navigational warning.
The automatic mode requires navigation data and stations are automatically Open NAVTEX in the main menu and select Local Channel followed by B: Meteorological warning.
selected according to the distance between own ship and the NAVTEX pressing the ENT key or ► to show the local channel options. C: Ice report.
stations.
D: Search and Rescue information / pirate attack warnings.
490kHz
The manual mode allows the operator to select any station. E: Meteorological forecast.
4209.5kHz
F: Pilot message.
The INS (Integrated Navigation System) mode allows the operator to set the Local channel options
station, message and local channel from the external equipment connected. G: AIS.
H: LORAN message.
Press the MENU/ESC key to show the main menu and use the arrow keys ▼ Choose the local frequency, 490kHz or 209.5kHz followed by the ENT key.
or ▲ to choose NAVTEX. I: Spare.
Press the MENU/ESC key several times to close the menu. J: SATNAV message.
Menu
When showing the message list it is possible to switch frequency between 518, K: Other electronic navigational aid system message.
NAVTEX
System
490 or 4209.5kHz by operating the ◄ or ► keys. L: Navigational warning (additional to A).
Display V to Y: Special services allocation by the NAVTEX Co-ordinating
Panel.
Editing the Settings for Station and Message
Z: QRU (no message on hand).
For automatic identification of messages, each message starts with nine control
Main Menu The general message format is as follows:
characters called ‘header codes’.
Use the ENT key or ► to open the NAVTEX menu. The first five characters are always ‘ZCZC_’ and common to all messages.
Header Code
NAVTEX The latter four characters are designated as B1, B2, B3 and B4 to indicate
Receive Mode ► Manual origin, category and serial number of the message.
ZCZC_ B1 B2 B3 B4 Main Message NNNN
Local Channel ► 490kHz • Character B1 is the identification letter of the NAVTEX station
Auto Print ► All A through to Z.
Start Code Main Message Termination Code
Rcv Stations & Msg
• Character B2 indicates the type of message A through to Z as
User select Station & Msg
listed below. Serial Number
NAVTEX Menu 00 Emergency Message
• Character B3 and B4 indicate the serial number of the message, 01 - 99 Normal Message
these are counted up from 01 to 99 and then restart from 01
again. The number 00 is reserved for important emergency Type of Message
Follow the on-screen prompts to select/change INS, Auto or Manual in the
messages. A-Z
receive mode. Pressing ENT will accept the selection. (see list)
INS Station ID
A-Z
Auto
Manual
Receive mode options
Press the MENU/ESC key several times to close the menu.
Editing the Settings for Station and Messages Processing Messages To unlock a message, choose it and select the Unlock Message in the list
window.
Choosing Messages to Display
To receive messages by station the operator has to choose Manual from the (The protect key shaped icon disappears from the message).
Receive Mode on the NAVTEX menu. The operator can chose which category of messages to be displayed, All,
Alarm, User Selected and Good messages. With the message list or detailed
message displayed, press the LIST key to show the list options. Note: A maximum of 50 messages for international and local (25% of each
The operator can select which type of messages are received, except for A, B,
memory) can be protected.
D or L messages which cannot be deselected, when in Manual or Auto from
the Receive Mode on the NAVTEX menu. All Messages
Alarm Messages Alarm Messages
The station and messages are selected from the ‘Rcv Station & Msg’ or ‘User User Messages
Select Station & Msg’ editing windows. Good Messages
The sequence of events when an alarm message is received is as follows:
Lock Messages
Receive mode
List options When Receiving SAR (Search and Rescue) Message
Rcv Station & Msg [Auto]

The audible alarm beep sounds and the SAR message is displayed.
Press the arrow keys ▼ or ▲ to choose the item required, followed by ENT to
International frequency [518] display the contents:
When Receiving Warning Message
Station Station
• All Messages: Shows all messages received
ABCDEFGHIJKLMNOPQRSTUVWXYZ
When the Warn Msg Alm (Warning Message Alarm) on the system menu is set
• Alarm Messages: Shows only SAR/WARNING messages to ON, the audible alarm sounds and the message is displayed.
Message Message
• User Selected Messages: Shows messages arranged at User
ABCDEFGHIJKLMNOPQRSTUVWXYZ Select Station & Msg on the NAVTEX menu Silencing the Audible Alarm
Local frequency [490] • Good Messages: Shows messages whose error rate is less Press any key except the power key.
Station than 4%
ABCDEFGHIJKLMNOPQRSTUVWXYZ
Pressing the ENT key will close the window and return to the list options. Printing Messages
Message
Received messages can be printed automatically or manually from the built-in
Changeable item ►ABCDEFGHIJKLMNOPQRSTUVWXYZ Note: When the following messages appear, set the List Window to All thermal, 48mm printer. The print speed is approximately 20mm/second.
▼ ▲ MOVE Messages to show:
[ENT] EDIT [MENU] RETURN TO MENU
Urgent Message: Message not chosen for display received: this Printing All Messages Displayed
is an international or local 00 message. Choose ‘All Message’
(LIST menu) to display.” Press the PRINT key to bring up the print options menu and use the arrow keys
Edit Window (Rcv Stations & Msg) ▼ or ▲ to select Print. Press the ENT key to commence printing.
Normal Message: International or local message not chosen
for display received. Choose ‘All Message’ (LIST menu) to
Open NAVTEX from the main menu and select ‘Rcv Station Msg’ or ‘User display.
Select Station & Msg’ editing window using the arrow keys ▼ or ▲.
Protecting Messages from Deletion DUAL CHANNEL NAVTEX
Press ▼ or ▲ to choose the item to edit followed by the ENT key to show the NX-700
alphabet selection window. The letters are selected by the arrow keys ◄ or ►,
FURUNO ELECTRIC CO.,LTD.
then use the arrow keys ▼ or ▲ to chose to receive or not receive. Note: When a message older than 66 hours or older than number 200 is Note: When a message is received during the printing sequence, the new
unlocked it is automatically deleted. message cannot be printed. ROM:OK RAM:OK
This process is repeated until the settings are as required. Press the MENU/ Program No. 0850193-XX
ESC key to close the window. To prevent the message being deleted, display the list options choose Lock
Messages from the list window. Printing Single Message Displayed
Note: The letter chosen NOT TO RECEIVE is marked with a “-” (hyphen). (The protect key shaped icon appears next to the message). Select the message from the list and display the message details, then proceed
to print as described above.
Printing Messages Automatically
MESSAGE MEANING REMEDY
When a message is received it can be automatically printed out. New message received. Appears when the oldest message is
Oldest message deleted to free-up deleted to make space for the latest Press any key.
Open the NAVTEX menu and select Auto Print, choose All, User Select or Off memory. one.
as appropriate.
• All: Prints all messages when receiving.
• User Select: Prints only specified messages at the User Select
Station and Message on the NAVTEX menu. Same message with lower error rate Appears when two messages with the
received. same ID are received and the latter Press any key
• Off: All messages are not printed automatically. Currently displayed message will be error rate is lower than the former.
deleted.
Press the MENU/ESC key several times to close the menu.
Cancelling Printing Term of validity expired. Appears when 66 hours have passed
When a menu is displayed the operator cannot cancel the printing. Currently displayed message will be after receiving the currently displayed Press any key.
deleted. message.
To cancel printing open the print menu choose ‘Cancel Print’, then press the
ENT key.
Message not chosen for display Appears when receiving an international

Message List received; it is an int’l 00 message. message not specified for display (00)
Choose “All Message” (LIST menu) at the SELECT MESSAGES display.
In addition to the message ‘Received new local (int’l) msg’ the following to display.
message related messages may appear on the display.
Message not chosen for display Appears when receiving an local

received; it is an local 00 message. message not specified for display (00)
Choose ‘All Message’ (LIST menu) to at the SELECT MESSAGES display.
display.
Press any key, and then choose All Message in the List window.
Int’l message not chosen for display Appears when receiving an international
received. Choose ‘All Message’ (LIST message not specified for display
menu) to display. (Normal) at the SELECT MESSAGES
display.
Local message not chosen for display Appears when receiving an local
received. Choose ‘All Message’ (LIST message not specified for display
menu) to display. (Normal) at the SELECT MESSAGES
display.
Editing the NAVTEX Station List Icons Illustration 7.6.8d Menu Tree
MENU/ESC NAVTEX
A maximum of 300 NAVTEX stations can be registered into the NX-700 The NX-700 shows various illuminated icons to denote equipment status. The Key Receive Mode (INS, Auto, Manual)
Local Channel (490kHz, 4209.5kHz)
memory. status icons relating to unread and receiving messages are displayed along the Auto Print (Off, All, User Select)
top of the screen as a flashing symbol, those relating to the internal battery and Rcv Station & Msg
User Select Station & Msg
The system allows the operator to add, edit or delete a NAVTEX station from printer are indicated by a fixed symbol.
the NAVTEX station list. System Warn Msg Alm (Off, On)
Message icons are displayed alongside the messages. Signal Monitor (Off, Int’l, Local)
Key Beep (Off, On)
All current stations are pre-programmed into the unit, in Manual mode the Time Offset (-13:30 to +13:30, 0:00)
operator has to select the relevant ones for the area in which the vessel is Units (nm, kt, km, km/h, mi, mi/h)
Illustration 7.6.8c NAVTEX Icons
operating. Alternatively, where there is a position input, ie, from the GPS, by Printer (None*, NX-700A, Upright, Inverted) *: NX-700B Default
selecting the Auto Mode the set will automatically select the relevant stations Display Scrolling (Slow, Fast, Skip To $$)
according to the GPS position. STATUS ICON Font Size (Small, Medium, Large)
Shows that an international frequency (518 kHz) unread message. Time Display (24hour, 12hour)
I
Date Display
Normally the Auto mode is the operational mode for the NAVTEX and the User Display (Off, Nav Data, Distance)
operator should not be required to adjust station settings. L1 L1: 490kHz Shows that a local Speed Display (SOG, STW)
frequency message Contrast (0 to 9, 5)
L2 L2: 4209.5kHz has not been read.
In the event that the operator wishes to change the station settings the procedure Service INS Input Speed (4800, 9600, 19200, 38400bps)
for this operation is described in the NX-700 operator’s manual. I I: International frequency (518kHz), INS Output Speed (4800, 9600, 19200, 38400bps)
Displayed while the Print Header (Off, On)
L1 L1: 490kHz NAVTEX is receiving Edit Station List
a message. Default Setting
L2 L2: 4209.5kHz Test
Rcv Monitor
Displayed when the battery voltage is low.
LIST key All Messages
Alarm Messages
X Print error (no paper, not connected to printer, etc)
User Selected Messages
Good Messages
P
R Displayed while printing. Lock Message
PRINT key Print

Cancel Print
MESSAGE ICON
NEW Displayed when message has not been read yet.
SAR Displayed when message type D (SAR) is received.
!! Displayed when message type A, B or L (Warning) is received.
Protected message.
Other Functions
The NX-700 operator’s manual gives details of the various options available to
the operator to set-up the unit to suit the vessel’s needs.
Illustration 7.6.9a GMDSS VHF Emergency Hand Held Radio and Menu Flow Chart
Example Of Default
Display Screen
Ch 14 156.700 Setup
Volume Contrast
Single/DW/TW
HI
Channels
Menu Backlight
Key tone Contrast
1 Info
Battery
Ch 14 156.700 Single/DW/TW
Squelch Single
2
SQ DW
Key HI TW
Ch 156.000
1. Antenna
2. LCD Display Screen
Ch16
16 156.000
3. Press-to-Talk (PTT) Button 3 Volume Ch 14 156.700 Channels
4. Menu Key
Volume
5. Channel Key Volume 6
6. High/Low Power Key HI Hi/Lo 8
7. Up Arrow Key HI 9 TW
8. Down Arrow Key 4 7 10
9. Channel 16 Direct Select Key Menu Enter
10. Enter DW/TW Select Key DW/TW
11. Squelch Control Key Ch 16 156.000 Backlight
12. Power ON/OFF Key
5 11 Off
13. Microphone Volume
14. Speaker CH SQ 16 Timer
15. Battery Release Buttons HI
8
6 12
HI/LO 9
Ch 14 Ch 16,9 Key tone
16 Off
Volume
13 Enter/TW Low
HI TW High
Ch 14 156.700 Info
14 SW ver: 1.00
Volume
PTT Temp.: 25°C
HI TX Battery: 5.83V
15 15
Ch 14 156.700 Battery
Volume Lithium
Receiving NIMH
HI RX
7.6.9 GMDSS VHF emergency hand-held radios Channel 16 Direct Selection (9)
To select channel 16 press the red 16 key (9) and channel 16 will be selected
Manufacturer: JOTRON Electronics a.s. with default settings of high output power and full volume.
Type: TRON TR20
Channel Selection (5)
Introduction To select a channel press the CH key (5) and then use the Up or Down arrow
key to select the desired channel. Press the ENTER key to confirm the selection
The portable TR20 VHF transceivers carried on board are designed for GMDSS and return to the default display.
applications and meet the requirements of the European Telecommunications
Standards Institute (ETSI) to ETS 300 225 (European Technical Standards).
They are constructed from glass reinforced polycarbonate in high visibility High and Low Output Power (6)
orange and are waterproof to IP67 standard. To select high or low transmitter output power press the HI/LO key (6). Each
press of this key toggles between high and low power. When high power is
Three hand-held TR20 GMDSS VHFs are located in the radio area. Each selected, HI appears on the LCD screen.
unit consists of a transceiver, rechargeable battery (NiCad type) and a mains
operated battery charger. An emergency orange non-rechargeable lithium
Menu Selected Options
battery is supplied with each unit and is only to be used in an emergency
situation. The majority of the settings for the TR20 are carried out through the menu. The
menu hierarchy is shown in illustration 7.6.9a above.
The radio has all the maritime simplex channels with a priority selection for
channel 16. Set-up controls are on the front of the main unit. All necessary
operating parameters are indicated on the LCD screen.
Procedure to Select Dual Watch Function
a) Press the menu key (4) and the set-up menu will be displayed.
Direct Select Controls
b) Use the Up or Down arrow key to highlight ‘Single/DW/TW’
Refer to illustration 7.6.9a above for the location of the function key numbers and press the ENTER key (10). The ‘Single/DW/TW’ screen is
and LCD screen examples. displayed, an asterisk denotes the current selection.
On/Off Switch (12) c) Use the Up or Down arrow key to move the cursor to the
required selection and press the ENTER key.
Press this key to turn the transceiver on, the LCD illuminates indicating the
channel number etc. To turn the transceiver off, press and hold the key for d) To activate/deactivate DW or TW, when selected, press the
approximately two seconds; this prevents an accidental switching off. ENTER key. DW or TW and the channel numbers selected will
be indicated in the display when active. To transmit DW or TW
Press-to-Talk Button (3) must be deactivated by pressing the ENTER key.
Press this key to transmit and release it to listen for a response. e) If a signal is received on one of the selected channels when
DW or TW is active, press the ENTER key to proceed with
Volume Control (7) and (8) communications. To return to DW or TW, press the ENTER key
To adjust the volume up or down press the Up arrow key (7) or the Down arrow again.
key (8) respectively. The Up and Down arrow keys always act as the volume
control keys unless another function is selected. The procedure for changing any of the other function parameters from the main
menu is the same as the procedure described in a) to c) above.
Squelch Adjustment (11)

Press the SQ key (11) and then use the Up or Down arrow key to adjust the
squelch threshold. Press the ENTER key (10) to confirm the settings and return
to the default display, as indicated in illustration 7.6.9a above.
7.6.10 inmarsat iridium system Illustration 7.6.10a Inmarsat Iridium
Manufacturer: Sailor
Type: SC4000
Introduction
SA 4110 Antenna
The SC4000 Iridium system works through the Iridium satellite system, which SAILOR
consists of 66 cross-linked low earth orbit satellites with global coverage. The
SC4000 Iridium system is convenient for all types of vessels needing voice and
small amounts of data communication.
The system consists of three units: the antenna, the transceiver (SA4110) and
the intelligent handset (SC4150), mounted in the radio area. The intelligent
handset is a combined handset and control unit. The system can be operated
with up to four handsets making it possible to use anywhere on board.
A connection is available between the Iridium system and the ship’s telephone
exchange.
Radio Table
Iridium Transceiver
Handset SC 4150
Features
• Crew calling.
• PC based SMS.
• Conference calls. R MENU
• Repeat call function.

• Memory for up to 100 phone numbers. NEW
ABC 1
EDIT
DEF 2
DEL
GHI 3
4 5 6
• 2.4kbps data transmission and Iridium’s 10kbps data service.
JKL MNO PQR
STU 7 VWX 8 YZ 9
• SSAS compatible.
SHIFT OK
0
* #
IRIDIUM
The Intelligent Handset

IRIDIUM
Navigating through a logical menu structure, it is operated in the same way as SAILOR
a conventional mobile phone. The LCD display shows all the major functions
and includes system surveillance and all the usual mobile phone functions. It
is equipped with a loudspeaker, suitable for noisy environments.
The Iridium Transceiver

24V DC
A SIM card reader allows crew members to use their own SIM cards.
A total of four handsets can be used if required. The Iridium transceiver also Telephone
features RS232 serial interface for PC connection and NMEA input, as well as Exchange
RJ11 for an additional analogue phone or a standard PABX system, permitting
any attached telephone on board to make or receive calls.
Operation Phone Book Entries Illustration 7.6.10b Irdium Handset
When the handset is disabled the display will be clear. To enter a number press the phone book key:
1) Press shift. Handset SC 4150
When it is enabled the display will indicate ‘Ready’ followed by the date and
time. 2) Press New.
7
3) Key in the name.
To enable or disable the handset press and hold the green power button on top
of the handset until the handset changes state. 4) Press OK/#. 8
5) Key in the number. 1

If the handset is locked a password will be required. The display will show the
user names of personnel with access. The facilities available will be dependent 6) Press OK/#.
on the category of the user. Use the ▲, ▼ keys to scroll to the user in the
list. Call From the Phone Book IRIDIUM
Press the phone book key. Key

To make a call lift the handset or press the telephone symbol key: 2 R MENU
1 Display
3 10 9
• For an external call ‘0’. Select the entry using ▲, ▼ and lift the handset, or press the telephone symbol 2 Escape Key
3 Call Transfer
• For an automatic call ‘0,0’. key, followed by OK/#. 11 4 Loudspeaker On/Off
5 Shift
1) Dial the country code. The display will indicate ‘Connecting’ and a calling tone will be heard. 4 12 6 Lock On/Off Key
2) Dial the area code. 7 On/Off Button
NEW EDIT DEL
1 2 8 Earpiece
ABC DEF GHI 3
3) Dial the subscribers number. 9 Open Menu
REDIAL 10 Open Phone Book
4) Press # to confirm. JKL 4 MNO 5 PQR 6 11 Volume/Select
12 Hook On/Off Key
DIM
7 VWX 8 9 13 OK Key
Menu System
STU YZ
14 Loudspeaker
15 Microphone
The menu can be accessed by pressing the menu key. Use the ▲, ▼ keys to
SHIFT OK
0 #
select a menu item.
5 * 6 13
The three options displayed are Set up, Call log, System:
14
• Set up - change parameter such as volume, ring tone, user names
and passwords.
• Call log - log of all call details.
• System - administration, test and configuration. 15
SAILOR
7.7 Internal Communications
7.7.1 Intrinsically Safe Telephone System
7.7.2 Sound Powered Telephone System
7.7.3 Automatic Telephone Exchange System
7.7.4 Public Address and Talk-back System
Illustrations
7.7.1a Intrinsically Safe Telephone System
7.7.2a Sound Powered Telephone System
7.7.3a Telephone Exchange System
7.7.4a Public Address and Talk-back System

Illustration 7.7.1a Intrinsically Safe Telephone System Cargo Pump Engine Side
PHONTECH Headset
Headset Connection
2 1 12
CALL
4
3 11
10
Box
5 9
6 8
SCC CALL
Upper Deck Port STOP
PHONTECH
Cable Space
2 1 12
3 11
24V DC from WCP Pushbutton
CALL
4 10
5 9
6 8
CALL
STOP
PHONTECH
Telephone Exchange
Relay Unit Cargo Manifold
IS Telephone
Junction Box
Starboard 4005 Port 4005
2 1 12 2 1 12
Headset 4
3 11
10 4
3 11
10
5 9 5 9
Foam Room 6 8 6 8
LINE SELECTION
LINE SELECTION
PHONTECH
Relay Unit Pump Room Entrance

PHONTECH
CALL
CALL
PHONTECH PHONTECH
IS Buffer Unit 4005
2 1 12
3 11
Junction Box 4
5
10
9 Pump Room Tank Top
6 8 4005
LINE SELECTION
Headset
2 1 12
3 11
4 10
5 9
6 8
CALL
LINE SELECTION
PHONTECH
CALL
PHONTECH
7.7 INTERNAL COMMUNICATIONS e) After this period the speech time can be extended by turning the
call generator again.
7.7.1 INTRINSICALLY SAFE TELEPHONE SYSTEM
f) Calling a station in areas of high noise levels, with a built-in
Manufacturer: Phonetech relay circuit for operating external lamps and buzzers, the relay
Type: 4000 is activated for about 20 seconds.
To make a call using the 4005 extension:

Introduction
a) Lift the handset, or if required, use the headset with the attached
The intrinsically safe telephone system is designed for use where explosive ‘press-to-talk’ switch.
atmospheres may be present such as in cargo handling areas. The enclosures,
combined with low operating voltage, are designed to prevent the ignition of b) Select the line required on the rotary dial.
any gases that may be present in the vicinity of the equipment. As the system
is used primarily during cargo handling operations, the master station is in the c) Press the call button and wait for reply.
Ship Control Centre.
This system operates using a low power consumption amplifier with a capacitor
battery which is charged by a hand generator.
Phone type 4060 can be used with up to 12 extensions.
The system has units at strategic places in the following positions:

• Ship control centre
• Pump room prime mover side
• Pump room entrance
• Pump room bottom
• Cargo manifold port
• Cargo manifold starboard
The telephones positioned at noisy areas are of the headset type with a voice
compensated microphone, these units are identified in the illustration above.
Operating Procedure of the Emergency Telephone System
To make a call from extension type 4060/4061:
a) Lift the handset.
b) Select the line required extension on the rotary dial.
c) Crank the generator 3-5 turns.
d) Communication is now possible with full power and without

distortion for a period of approximately 20 minutes.
Illustration 7.7.2a Sound Powered Telephone System

BMCC
PHONTECH
2 1 12
Upper Deck Port CALL
4
3 11
10
ECC
Cable Space
5 9
8
Steering Gear Room
6
PHONTECH
CALL
24V DC from WCP

STOP
2 1 12
Headset
CALL
4
3 11
10
Headset Connection
5
6 8
9
Box
CALL
STOP
PHONTECH
2 1 12
CALL 3 11
Pushbutton 4
5
10
9
6 8
CALL
STOP
Sound Powered
Telephone
Junction Box
PHONTECH
Relay Unit
Main Engine Side

Emergency Generator Room
Headset
Connection Headset
Headset
Box Headset Connection
Box
PHONTECH
PHONTECH
2 1 12
3 11
2 1 12
CALL
Pushbutton 4 10
9
CALL 3 11
Pushbutton
5
6 8 4 10
5 9
6 8
CALL
STOP
CALL
STOP
PHONTECH
PHONTECH
Relay Unit
Relay Unit
7.7.2 SOUND POWERED TELEPHONE SYSTEM
Manufacturer: Phonetech
Type: 4000
Introduction
An emergency telephone system is supplied to fulfil the demands for

emergency communication between vital positions on board in the event of
power failure. This system operates using a low power consumption amplifier
with a capacitor battery which is charged by a hand generator.
Phone type 4060/4061 can be used with up to 12 extensions.
The system has units in the following positions:

• Wheelhouse console BMCC
• Engine control console ECC
• Steering gear room
• Emergency generator room
• Main engine side
The telephones positioned at noisy areas have additional headsets with a voice
compensated microphone, these units are identified in the illustration above.
Operating Procedure of the Emergency Telephone System
To make a call from extension type 4060/4061:
a) Lift the handset.
b) Select the line required on the rotary dial.
c) Crank the generator 3-5 turns.
d) Communication is now possible with full power and without

distortion for a period of approximately 20 minutes.
e) After this period the speech time can be extended by turning the
call generator again.
f) By calling a station with a built-in relay circuit for operating

external lamps and buzzers the relay is activated for about 20
seconds.
Illustration 7.7.3a Telephone Exchange System
Converter Room
PHONTECH 24V DC from Charge/Discharge Panel

220V AC from WCP
BMCC BACC
Iridium Telephone
Phontech 6100 PA/Talk-back
FEP 2010
Radio Area E/R W/S
PHONE
1 2 3
P
4 5 6 U
S
7 8
0
9
# Starboard
H
GAI
*
Titan
Upper 256 WT
Deck
Titan 100
Steering Gear Room
Headset
ECC
PHONE
JB-U3
P
U
S
H
GAI Engine Room

256 WT Monitoring and
Alarm System
Light Column
ECC
Main Engine Side
Headset
PHONE
15 x Titan 100
Officers’ Cabins P
C Deck JB 1 U
and Office S
H
Telephones
GAI
256 WT
18 x Titan 100
B Deck JB 2
Crew Cabin Telephones
24V DC
9 x Titan 100 - Crew and Public Areas

4 x GAI 256 WT - Machinery Areas
A Deck JB 3 1 x FEP 2010 - SCC
1 x LAN Connection
Connection to IS System from Turbine position
7.7.3 AUTOMATIC TELEPHONE EXCHANGE SYSTEM Desk Extension Titan-100
The desk extension Titan-100 is a normal pushbutton telephone extension with
Manufacturer: Phonetech recall, mute and re-dial facilities. There are no special requirements in the use
Type: DICS 6100 of this extension.
Introduction Machinery Space Telephone GAI 256 WT

Heavy duty watertight telephones are required in some areas and where these
The automatic telephone system is a solid state electronic telephone switching areas have high ambient noise levels, headphones are provided.
system with integrated circuit components that ensure high quality transmission.
It is fitted to provide communication throughout the vessel and each unit has The telephone at the turbine position also has a connection to the intrinsically
auto-dialling facilities to the other extensions. The system can also be used for safe telephone system and a 24V DC supply.
multi-station conferences.
Up to 96 extensions can be supported on this system. A connection to the

SATCOM-F system and an RS 232 LAN connection is also available.
The exchange is supplied by the 220V AC system and in the event of power
failure, from the 24V DC emergency battery system. The system will
automatically switch over to 24V DC on loss of the main 220V AC supply.
Important stations such as those listed below have a priority override feature
to enable them to be connected to an engaged line. Pressing # will introduce
the override:
• Wheelhouse
• Captain’s cabin
• Chief Engineer’s cabin
• Engine Control Room
• Ship’s Control Centre
Authorised exchange telephones can activate the public address system for
paging purposes by dialling 60.
Telephones are situated in all officer and crew cabins, including separate
bedrooms, public rooms, galley, emergency generator room, engine room
workshop, main engine manoeuvring stations and engine room floor. Rotating
lights and horns are activated when the engine room telephones are accessed.
The telephone units on the bridge BMCC, in the SCC and ECR have a direct
call function to the bridge, Chief Engineer’s cabin, SCC and the Captain’s
cabin or workplace.
The numbering system is set on installation to use 3, 4 or 5 digits for extension

identification.
Illustration 7.7.4a Public Address and Talk-back Systems
Talk-back Wheelhouse Console

Wheelhouse SCC
Zone 1 ECR
Radio Equipment Area Zone 2 Mooring PHONTECH
Fore 1
Zone 1 Cabins Zone 3 Mooring
Public Address Central Rack
Zone 1 1
Zone 1 1 Zone 2 Deck Aft
2
Zone 3 Engine Zone 4
Whistle System Zone 2 2
Zone 2 2 Room Zone 5
3
24V DC 3
LL
LK
Zone 3
A
3
TA
LL
LK
Zone 3
A
TA
VOLUME
4 CALL
220V AC SPA 1501

SPA 1501 Substation 9011
Port Bridge Wing 5
LL
LK
GA/FA Type
A
TA
Type
SP1501 CIS 3100
3130
SP1501 PHONTECH
Type
CIS3100
Junction Box for Telephone Exchange

24V DC
Substation 9011
Starboard Bridge Wing
PHONTECH
Stairways
Junction Box
CAR-4T Bi-directional - Public areas

Speaker Loops
Speaker Zone Zones 1 to 3
Junction Box
ECR
HP-10T - External
PHONTECH
CIS 0035
Portable Loudspeaker Substation 9009
0010 Fore Mooring CALLED
CALL
BF-620T - Cabins etc
Portable Loudspeaker Substation 9009

0010 Aft Mooring
7.7.4 Public Address and Talk-back SYSTEM Automatic Zone Selector SPA1501 b) Press the CALL key to generate an attention tone at the
substation.
Manufacturer: Phonetech The SPA1501 panel in the SCC and on the bridge manoeuvring console each
Type: SPA 1500 have four soft keys for PA zone selection and a flexible ‘gooseneck’ type c) Press the TALK key to speak to the substation and release the
microphone. key to listen.
Type: TB CIS 3100
Three of the keys are for zone selection as indicated on the illuminated panel If the ALL/TALK key is pressed all the LEDs will show red.
Central Unit SPA 1500 labels. A fourth key selects all zones at once. The zones are:
• 1 Cabins
The rack-mounted central unit is mounted in the radio equipment area and
is connected to three rack-mounted amplifiers. These amplifiers provide the • 2 Deck
necessary output to supply all the speakers around the ship’s accommodation, • 3 Engine room
engine room and other external areas on deck as required.
LEDs indicate the selected key/zone.
The central unit is provided with several inputs such as microphones from
the two control units, telephone exchange, radio and TV broadcast and fire
detection alarm system. Amplifier Panels PA 9312
Four LEDs on the front panel indicate the status of PA, Alarm, Entertainment The main switch contains an LED to indicate the supply status.
and Power.
Three output level LED indicators are to monitor the output level of the
Should the 220V AC mains fail, there is an automatic switchover to a 24V DC amplifier.
emergency supply.
CAUTION
When any of the three toggle switches are ‘on’ for either of the entertainment Do not continue to operate the unit if the ‘CLIP’ LED is illuminated.
sources, the Entertainment LED will be illuminated. Source A is for the radio/
compact disc and source B is an audio line input for TV or video. A protection indicator ‘PROT’ LED warns of overheating or limiting. Should
this LED illuminate check the input/output of the amplifier to identify any
Note: Do not mix both sources simultaneously in the same zone. overload of the system.
A car-type radio/compact disc player is mounted in the rack as one entertainment

source.
Talk-back CIS 3100
The talk-back master station can support up to 5 extensions using a 10W

The SPA 1500 system incorporates a standard user priority as follows:
amplifier.
1. User 1 SPA 1501
2. User 2 SPA 1501 The panel consists of five line selector soft keys, one call key, one all/talk key,
loudspeaker, condenser microphone and a volume control. Of the five available
3. User 3 SPA 1501 lines only three are used, namely:
4. External PA (Telephone Exchange) • 1 ECR
5. Entertainment • 2 Mooring fore
• 3 Mooring aft
A mute system will mute the local speaker of the zone selector panel in use, to
prevent feedback.
To Call a Substation
Many cabin speakers are fitted with volume controls. a) Select the line by pressing the line key. The line indicator LED
turns from low level green to red.
7.8 Lighting Systems
7.8.1 Navigation Lights
7.8.2 Deck Lighting
Illustrations
7.8.1a Navigation Lights General Arrangement
7.8.1b Signal Light Arrangement
7.8.1c Navigation and Signal Light Control Panels
7.8.2a Deck Lighting Panel

Illustration 7.8.1a Navigation Lights General Arrangement
Key
1 Aft Masthead Light 6 Side Light
2 Morse Light 7 Forward Anchor Light
1 3 Aft Anchor Light 8 Steering Light 1
4 Stern Light 9 Fore Masthead Light

2 2
5 Stern Signal Light
7
8
9
6 6 6
3
4
5
Side Light
112.5° PLAN Fore Masthead
Stern Light
Light
2°
225°
135°
225°
2°
112.5° Aft Masthead

Light
7.8 Lighting Systems Illustration 7.8.1b Signal Light Arrangment
7.8.1 Navigation Lights
Manufacturer: Deif
Type: Control Panel 827
Masthead Light
The main control panel for the navigation lights is located on the BACC. Rotterdam Light Rotterdam Light
The officer of the watch must ensure that the navigation lights are properly shown Red Flash - Tanker Warning Light Green Flash - Great Length Vessel Light
during his watch and are in accordance with the applicable COLREGS.
KELVIN HUGHES
KELVIN HUGHES
Spare light bulbs must be kept accessible and ready for immediate use and the
navigation light system must be tested at regular periods.
The control panel is supplied from the main 220V AC switchboard and has a
back-up supply from the emergency 220V AC switchboard. The switchover Suez Canal Lights NUC Lights NUC Lights Suez Canal Lights
from the main to the emergency supply is done automatically. Morse Light
Operation Procedure for Navigation Lights
The panel allows the lanterns to be switched on and off either collectively or
individually.
Supervision of the system includes two fuses of each pattern, the connections
and the lamp filaments. In the event of any defects there is both a flashing LED
and a buzzer for audible indication.
A dimmer to control the intensity of the LEDs is at the top right-hand corner of
the panel. Up and down arrow buttons allow for 8 steps of adjustment.
Warning LEDs are not controlled by the dimmer.
Should both supplies fail, an internal battery will supply the warning devices.
a) Operate the MAINS switch to the ON position. If the power

supply is abnormal, the buzzer will sound and a flashing
LED will indicate if the main or emergency power supply has
failed. If both the main and emergency supply have failed the Starboard Port
panel buzzer will sound and both indicator all LEDs will be
extinguished. The bridge alarm system will indicate a failure.
b) Use the appropriate pushbutton to switch on the navigation

lights. The corresponding LEDs are illuminated.
Should the alarm indicate a lamp failure, the defective navigation light should
be changed at the earliest possible opportunity.
Illustration 7.8.1c Navigation and Signal Light Control Panels
I I I I
MAINS MAINS MAINS MAINS
II II II II
TEST TEST TEST TEST
INTERNATIONAL SIGNAL LIGHTS MAIN NAVIGATION LIGHTS SPARE NAVIGATION LIGHTS SIGNAL LIGHTS
NUC RED NUC TOP TOP RED ROTTERDAM RED ROTTERDAM

RULE 28 RULE 28
NUC SPARE RED NUC SPARE ANCHOR ANCHOR GREEN RED

RULE 27B RULE 27B
PS PS RED
GREEN
FLASH FLASH
NUC RED NUC SB WHITE
SB BLUE
RULE 28 RULE 28
WHITE TOP TOP

RULE 27B RULE 27B
RED WHITE
NUC SPARE RED NUC SPARE STERN STERN WHITE RED

RULE 28 RULE 28
RED ANCHOR ANCHOR GREEN WHITE

RULE 27B RULE 27B
PS SB SPARE SPARE RED WHITE

SIGNAL MAST
WHITE RED
RED
AFT SHIP
SUEZ
GREEN WHITE
PS SB
SIGNAL
DEIF DEIF DEIF MAST
DEIF
MALLING MALLING MALLING MALLING
Signalling Lights
Morse/Manoeuvring Light
A Morse/manoeuvring light is fitted on the main mast fore and aft. The light is
controlled from the Morse keys/whistle system and is covered in Section 7.5.
The signal light panel is supplied from the 220V emergency switchboard.
Two supplies are available on the bridge wings for daylight portable signalling
lamps. These lamps are also able to be supplied by a portable battery box.
The maximum daylight range from the portable lamps is 8 nautical miles.
Signal Mast Lighting

In addition to the main upper and lower navigation light panels there are two
control panels for the NUC and signal mast lights situated on the BACC.
The coloured signal lights are arranged on the control panel in the same
formation as they are fitted on the signal mast. Each light and its respective
colour is identified by a small nameplate, a pushbutton switch located next to
the nameplate is used to operate the light.
The purpose of the signal mast lights are to show that the vessel is carrying
out specific operational tasks as defined in the IMO International Regulations
for Preventing Collisions at Sea (COLREGS). During these operations a
combination of these lights are displayed in addition to the required navigation
lights.
Certain countries have local regulations that require vessels to show additional
light signals to those required by the COLREGS and the more common ones
are incorporated on the signal mast panel.
In Japanese waters, the signal for a large vessel is a flashing green light, and
for a vessel carrying dangerous cargo, a flashing red light. These lights are to
be displayed as high as possible and to be visible through 360°.
Vessels transiting the Suez Canal are required to display a red light at the
stern.
7.8.2 Deck Lighting Illustartion 7.8.2a Deck Lighting Panel
Manufacturer Norse Light/Glamox/Chneider
Boat Preparation and Launching Lights

01 02 03 04 05
Each lifeboat has one 100W incandescent watertight embarkation lamp. These FLOOD LT. ON FLOOD LT. ON FLOOD LT. ON FLOOD LT. ON FLOOD LT. ON
lamps can be swung inboard for deck lighting and also outboard for overside FOREMAST FORE FOREMAST AFT FOREPOST FORE (S&P) FOREPOST AFT (S&P) AFTPOST FORE (S&P)
lifeboat lighting. They can be locked in either position. The liferaft launching OFF ON OFF ON OFF ON OFF ON OFF ON
points port and starboard each have a 100W incandescent watertight lamp with
similar function to that for the lifeboat overside lighting.
The lighting control panel is located on the wheelhouse aft panel.
Deck Floodlights
These units are high pressure sodium/halogen units and provide deck lighting, 06 07 08 09 10
which is controlled from the outside lighting control panel in the wheelhouse. FLOOD LT. ON ACCOM. LADDER LT. ON FLOOD LT. ON NAV. BRI FLOOD LT. ON NAV. BRI. BOAT EMBARKATION LT.
AFTPOST AFT (S&P) NAV. BRI. WING (P&S) FOR CARGO SPACE FOR CARGO SPACE & LT. FOR LIFEBOAT
(P&S) NORM. (PAS) EMERG
They are positioned as follows: OFF ON OFF ON OFF ON OFF ON OFF ON
• 2 x 400W on the top of each bridge wing

• 2 x 400W on the bridge front at B deck level for the cargo area
• 2 x 400W on the rear bulkhead of the bridge deck
• 3 x 400W on both the aft lighting posts, aft and inboard side for
the cargo area
11 12 13 14
• 3 x 400W on both the aft lighting posts, forward and inboard
FUNNEL MARK FLOOD LT. ON FLOOD LT. AFTER OUTSIDE LIGHT SPARE
side for the cargo area LIGHT SUPERSTRUCTURE AFT. NAV. BRI. (P&S)
SIDE FOR MOORING SPACE
• 3 x 400W on both the forward lighting posts, aft and inboard OFF ON OFF ON OFF ON OFF ON OFF ON
side for the cargo area

• 3 x 400W on both the forward lighting posts, forward and
inboard side for the cargo area
• 3 x 400W on the foremast, aft side for the cargo area
• 2 x 400W on the foremast, forward side for the mooring deck
• 2 x 500W on the swimming pool deck aft side, for the aft 15 16
mooring area FORE LIFERAFT NAV. BRI. OUTSIDE SPARE SPARE SPARE
LIGHT
• 1 x 500W on each side of the funnel for funnel mark OFF ON OFF ON OFF ON OFF ON OFF ON
illumination
Accommodation Ladder Lights

The 1,000W searchlight on each bridge wing is used for the accommodation
ladder illumination.
Section 8: Miscellaneous Procedures
8.1 Passage Planning
8.2 Operational Procedures
8.2.1 Bridge Teamwork
8.2.2 Taking Over Watch
8.2.3 Watchkeeping
8.2.4 Pilot Procedures
8.2.5 Weather Reporting
Illustrations
8.2.1a Bridge Teamwork
8.3 Helicopter Procedures
8.3.1 Helicopter Winching
Illustrations
8.3.1a Helicopter Winching
8.4 Oil, Spillage, Pollution Prevention and Garbage Management
Illustrations
8.4a Garbage Management Plan
8.4b Ship’s Garbage Management Plan

8.1 Passage Planning Passage Appraisal and Planning Having collected together all the relevant information, the Master, in consultation
with his officers, will be able to make an overall appraisal of the passage, which
Before any voyage can be embarked upon or indeed, any project undertaken, may be one of, or a combination of the following:
Introduction those controlling the venture must have an understanding of the risks
involved.
A plan for the intended passage is to be prepared prior to sailing in compliance Ocean Passage
with the company checklist. The appraisal stage of passage planning examines these risks. If alternatives
are available, these alternatives are evaluated and a compromise solution is The passage may be a transocean route, in which case the first consideration will
reached. Where the level of risk is balanced against commercial expediency, be the distance between ports, bunker and stores requirements and availability
Procedure at the loading and discharge ports, or in case of an emergency en route. A great
the appraisal should be considered as the most important part of passage
planning, as it is at this stage that all pertinent information is gathered, and a circle route is the shortest distance, but other considerations will need to be
a) It is customary for the Master to delegate the initial responsibility taken into account including ;
for preparation of a Passage Plan to the officer responsible for firm foundation for the plan is laid. The urge to commence planning as soon
the maintenance of the navigational equipment and publications, as possible should be resisted, as time allocated to appraisal will pay dividends • Meteorological conditions even if the recommended route is
usually the second officer. The plan should be assessed and later. longer in distance, as it may prove shorter in time, and the
approved by the Master prior to commencement of the voyage. ship less likely to suffer damage. Weather systems also need
to be considered, eg, the possibility of encountering Tropical
Information Sources Revolving Storms.
b) All deck officers should carefully study the plan, and when fully
understood sign at the bottom of the last page of the prepared The Master’s decision on the overall conduct of the passage will be based upon • Ocean currents if advantageous.
passage plan to show their understanding. an appraisal of the latest available information. This appraisal will be made by
• The proximity of war zones.
considering the information from all possible sources including:
c) No member of the bridge team should hesitate in questioning
• Chart catalogue
any part of the proposed passage plan, if they consider that the Coastal Passages
safety of the vessel is being compromised. • Navigational charts
• Ocean Passages for the World The main consideration at the appraisal stage will be to determine the distance.
d) The Master is to ensure that a copy of the prepared plan for the The courses should be laid off, staying well clear of coastlines and offshore
forthcoming voyage is sent to the Company’s head office prior • Routing or Pilot charts dangers. Attention must be given to the vessel’s draught and minimum under-
to sailing, for the attention of a Marine Superintendent. • Sailing Directions and Pilot books keel clearance allowing for the effects of squat on the vessel.
The passage plan for a voyage, regardless of duration, can be broken down into • Light lists Traffic separation schemes shall be followed whenever possible. However, if
two major stages: • Tide tables the TSS is NOT used it shall be avoided by as wide a margin as possible and
Rule 10 of the International Regulations for Preventing Collisions at Sea fully
1. Preparation which consists of; • Tidal stream atlases complied with. Details of mandatory Traffic Separation Schemes can be found
• Notices to Mariners in the IMO Ship’s Routing Guide.
Appraisal.
Planning. • Routing Information
• Radio signal information (including VTS and Pilotage services) Appraisal Completed
2. Execution which consists of:
• Climatic information Having made an appraisal of the intended voyage, the Master will determine
Organisation. his strategy and then delegate to the assigned officer the planning of the
• Load line chart
Monitoring. voyage. Irrespective of who actually does the planning, it is to be based on the
• Distance tables Master’s requirements, as it is the Master who carries the final responsibility
• Electronic Navigational Systems information for the plan.
• Radio and local warnings
• Owner’s Instructions
• Draught of vessel
• Personal experience
• Mariner’s hand book
Passage Planning Track Considerations ARPA mapping may be used in addition to, but not to the exclusion of, other
methods of monitoring the vessel’s position.
The ship must be in safe water at all times and remain at a safe distance from
Passage plans should be made from berth to berth, not from pilot station to any dangers to minimise the possibility of grounding in the event of machinery
pilot station. This requirement is justified by referring to the IMO resolution, breakdown or navigational error. Waypoints
which states that despite the duties and obligations of a pilot, his presence
on board does not relieve the officer in charge of the watch from his duties A waypoint is a position, shown on the chart, where a planned change of status
Distance off navigational hazards or the grounding line will depend on
and obligations for the safety of the ship. This makes it quite clear that it is will occur. It will often be a change of course, but may also be an event such
following:
necessary and prudent to plan from berth to berth, even though it is anticipated as:
that there will be a pilot on board the vessel at certain stages of the voyage. • The draught of the ship relative to the depth and breadth of
• Start or end of a sea passage.
water.
The plan also needs to include all eventualities and contingencies and will be • Alteration of speed.
• The weather conditions.
further discussed with the pilot when he boards to ensure compliance. • Pilot embarkation point.
• The set and rate of the tidal streams or current.
Passage planning may be considered in two stages, though at times, they will • Anchorage.
• The volume of traffic.
merge and overlap. • A point where an ETA or Notice of Readiness is to be given.
• The age and reliability of the chart survey soundings.
1. Ocean and open waters.
• The availability of safe water.
2. Coastal and estuary. Aborts and Contingencies
Regulations, both Company and National, regarding offshore distances must No matter how well planned and conducted a passage may be, there may come
Planning Sequence also be observed. the time when, due to a change in circumstances, the planned passage will have
to be deviated from.
Charts Deviation from the planned track may be necessary at any time, eg, having to
Collect together all the charts for the intended voyage, putting them into the alter for another ship, however, such deviation from track should be limited, so Aborts
correct order. Ensure that all the charts and publications have been corrected to that the ship does not enter areas where it may be at risk or closely approach
the latest Notices to Mariners available. the margins of safety. When approaching constrained waters, the ship may be in a position beyond
which it will not be possible to do anything other than proceed. This is termed
Under-keel clearance: It is important that the reduced under-keel clearance has the point of no return, and is the position where the ship enters water so narrow
Areas to be Avoided that there is no room to turn, or where it is not possible to retrace the track, due
been planned for and clearly shown.
Coastal and estuary charts should be examined, and all areas to be avoided, to a falling tide and insufficient under-keel clearance.
carefully shown by highlighting or cross-hatching. In tidal areas, adequate under-keel clearance may only be attainable during the
period that the tide has achieved a given height. Outside that period, the area A position needs to be clearly marked on the chart showing the last point at
Margins of Safety must be considered as unsafe. Such a safe period is called the tidal window, which the passage can be aborted. The position of the abort point will vary
and must be clearly indicated, so that the OOW is in no doubt as to whether or with the circumstances prevailing, eg, water availability, speed, turning circle,
Before tracks are marked on the chart, the clearing distances from any areas to not it is safe for the ship to proceed. etc, and it must be clearly shown, as must a subsequent planned track to safe
be avoided need to be considered. Among the factors which will be taken into water.
account when deciding the size of the ‘margin of safety’ are: Tidal and current information is often available on the chart, though more
• The size and manoeuvring characteristics of the vessel. detailed information is available in ‘Ocean Passages For The World’, routing The reasons for not proceeding and deciding to abort will vary according to the
charts, pilot books, tide tables and tidal stream atlases. circumstances but may include:
• The draught in relation to the available depth and breadth of
water. • Deviation from approach line.
In confined waters, when navigating on large scale charts, the margins of
• The accuracy of the position fixing systems to be used. safety may require the ship to commence altering course, at a planned wheel- • Machinery failure or malfunction.
over position, some distance before the track intersection, to achieve the new • Instrument failure or malfunction.
• Tidal streams and currents.
planned track. These points are to be marked on the chart with information as
to the planned rate of turn and speed that it is calculated for. • Non availability of tugs or berth.
Margins of safety will show how far the ship can deviate from track, yet still
remain in safe water. • Dangerous situation ashore or in harbour.
Radar Parallel Indexing • Any situation where it is deemed unsafe to proceed.
Safe water can be defined as areas where the ship may safely deviate. Tracks
Parallel indexing is an invaluable and effective method of constantly monitoring
should be drawn on the small scale charts, according to the decisions made at
the vessel’s track in all states of visibility.
the appraisal stage, regarding the route to be taken.
The chart changeover points should be quite clearly shown on all charts.
Contingencies Planning Book It must always be borne in mind that safe execution of the passage may only
be achieved by modifying the plan to accommodate unforeseen circumstances,
Having passed the abort position and point of no return, it is still necessary to In addition to the information on the charts, the whole of the passage plan
such as items of navigational equipment becoming unreliable or inaccurate, the
be aware that events may not go as planned and that the ship may have to take should be written into a planning book for continuous reference during the
departure being delayed, or the need to make a timed arrival at the next port.
emergency action. Contingency planning will include: execution of the voyage.
• Alternative routes The OOW should have full knowledge of all safety and navigational equipment
Depending upon the length and complexity of the passage, or certain parts of
• Safe anchorage on board the vessel, and should be aware of the operating limitations of such
it, it is good practice for an abbreviated edition of the plan to be copied into a
equipment. The Master is to ensure that all bridge team personnel, including
• Waiting areas notebook. This allows the person having the con, other than a pilot, to update
newly joined navigating officers, are familiarised with all navigational
himself as and when required, without having to leave the conning position to
• Emergency berth equipment and that they are capable of undertaking the navigational watch.
check for information.
If necessary, a newly joined officer should be accompanied by a competent
Contingency plans will need to be made at the planning stage and clearly navigating officer until familiar with the equipment.
shown on the chart. Master’s Approval
On completion, the plan must be submitted to the Master for approval. In order to achieve the safe execution of the plan, it may be necessary to
The following should be clearly indicated in the passage planning: manage the risks by utilising additional deck or engine personnel. Pre-planning
will ensure that these personnel are sufficiently rested for any additional duties
• Available methods of position fixing Plan Change that may be required of them, including an awareness of the positions at which
• Primary and secondary position fixing All members of the bridge team will be aware that even the most thorough it will be necessary to call the Master to the bridge for routine situations, such
plan may be subject to change during the passage. It is the responsibility of the as approaching the coast, passing through constrained waters, approaching
• Radar conspicuous points or objects
person in charge to ensure that changes are made with the agreement of the the pilot station or any other situation where the Master’s presence may be
• Suitable parallel indexing targets and ranges Master, and that all other members of bridge team are advised of such planned required.
• Landfall lights change.
Change from Unattended to Manned Machinery Spaces
• Radar targets
Executing the Plan Make extra personnel available, in addition to the watchkeeper, for bridge
• Buoys
Organisation duties such as manning the wheel and keeping a lookout.
• Position fixing frequency
The plan having been made, discussed and approved, now requires its method Make personnel available, in addition to the watchkeeper, deck duties such
• Suitable anchorage in case of emergency or adverse weather
of execution to be organised with the best use of the available resources. Final as preparing pilot ladders, clearing and standing by anchors, and preparing
conditions
details will have to be confirmed when the actual timing of the passage is to berthing equipment.
• Vessel reporting points be ascertained.
• Pilot boarding area Before commencing the voyage there is considerable advantage to be gained
The tactics to be used to accomplish the plan can then be agreed and should by briefing all concerned. This may take place over a considerable period of
• Tug management include: time. As the actual commencement of the voyage approaches, certain specific
• Areas of heavy traffic • The ETA at critical points to take advantage of favourable tidal personnel will need to be briefed so that work schedules and requirements can
streams. be planned. In particular, any variation from the routine running of the ship,
• Transits such as doubling of watches and anchor party requirements, must be specifically
• Compass error • ETA at critical points, where it is preferable to make a daylight advised to the personnel involved, either by the Master or the OOW. Such
passage. briefings will require frequent updating and at different stages of the voyage
• Leading lines
• Traffic conditions at focal points. there may have to be further briefing. Briefing will make individuals aware of
• Clearing marks their own part in the overall plan and contribute to their job satisfaction.
• ETA at destination, particularly where there may be no advantage
• Luminous and geographical ranges of lights gained by an early arrival.
• Landfall lights Voyage Preparation
Tidal stream information, obtained from the chart or tidal stream atlases, can This will normally be the task of the duty officer who will prepare the bridge
• Use of echo sounder. be included in the planned passage when the time of transit of a relevant area for sea. Such routine tasks should be achieved with the aid of a checklist, and
is known. Ideally, the course to steer should be calculated prior to making cover all bridge equipment and steering gear tests as per SOLAS and company
the transit, though in fact, strict adherence to the planned track will actually requirements.
compensate for tidal streams. Current information can also be obtained and
shown on the chart.
Bridge Preparation m) Switch on and test communications equipment for both internal In any case, a mixture of visual or radar bearing and radar ranges is acceptable.
and external use (VHF and MF radios, NAVTEX, Inmarsat and Electronic position fixing may also be used, particularly where there are no
As and when directed by the Master, the officer responsible should prepare the
GMDSS systems as appropriate). shore-based objects to be observed and the radar coastline is not distinct.
bridge as follows:
n) Test the sound signalling devices. Generally, all available position fixing methods should be used whenever
a) Ensure that the passage plan and supporting information is
practical.
available and to hand.
o) Ensure that clear view screens and wipers are operational and
b) Check that the charts are in sequence in the chart drawer, and that the windows are clean. Frequency
the current chart is available on the chart table with the planned Fix frequency should have been determined at the planning stage. Even so this
route drawn on. p) Confirm that all clocks and recording equipment are
may have to be revised, always bearing in mind that the minimum frequency is
synchronised.
such that the ship cannot be allowed to get into danger between fixes.
c) Check that the chart table equipment, such as pens, pencils,
parallel rules, dividers, notepads are in order and to hand. q) After ensuring that there is no relevant new information on
the telex, fax or NAVTEX, advise the Master that the bridge is Regularity
d) Check that ancillary watchkeeping equipment, such as ready for sea. Fixing needs not only to be accurate and sufficiently frequent, it also needs to
binoculars, azimuth rings and Aldis lamps, are in order and be regular so as to give a clear indication of set and the vessel’s speed over the
readily to hand. Monitoring the Ship’s Progress ground.
e) Confirm that monitoring and recording equipment such as the Monitoring is ensuring that the ship is following the predetermined passage Estimated Position
course recorder and engine movement recorder, are operational plan, and is a primary function of the officer of the watch. For this he/she
and that the recording paper is replaced if necessary. Records may be alone, assisted by other ship’s personnel, or acting as back-up and Regular fixing also allows a fix to be additionally checked. The estimated
should be dated and signed as necessary. information source to another officer having the con. position should be marked on the chart for several hours (usually the following
watch) ahead and each time a position has been fixed it should compare with
f) Confirm that the master gyrocompass is fully operational and Monitoring consists of following a series of functions, analysing the results and the estimated position as a guidance.
that the repeaters are aligned. The compass error should be taking any action based upon such analysis.
It is also good practice to observe the echo sounder reading at the same time
checked.
when taking a fix, and writing this reading on the chart beside the fix. If the
Fixing Method observed reading is not close to that expected on the chart then this can give
Note: This may be easily achieved when the vessel is alongside a berth instant warning for the possible need to take action to prevent a dangerous
The first requirement of monitoring is to establish the position of the ship. This
by referencing the charted heading of the berth with the ship’s compass situation arising.
may be done by a variety of methods, ranging from the very basic three bearing
reading.
lines, through to a more technical use of radar ranges / bearings, to instant
readout of one of the electronic position fixing systems, eg, GPS. Cross-Track Error
g) Check that all instrument illumination lamps are operational. Having fixed the position, the OOW will be aware of whether or not the ship
The result in the previous paragraph is always the same. However, the fix is following the planned track, and whether or not the ship will be at the next
h) Check the navigation and signal lights. has been derived, the end result is no more than a position; it is how this waypoint at the expected time. If the ship is deviating from the planned track, it
information is used that is important. must be determined whether or not such deviation will cause the ship to sail in
i) Switch on any electronic navigational equipment that has been to danger and what action should be taken to remedy the situation. Apart from
shut down and ensure operating mode and position confirmed. Visual Bearings deviating from the track to avoid an unplanned hazard, such as an approaching
As stated previously, fixing methods vary. ship, there is no justification not to correct the deviation and get the ship back
j) Switch on and confirm the readouts of the echo sounder and on to the planned track.
logs, and confirm that associated recording equipment is Basic fixing consists of more than one position line being obtained by taking
operational and has adequate paper. bearings using an azimuth ring on a compass or repeater. The OOW must judge how great a compensation of course needs be applied to
return to track, bearing in mind that even when returning to track, an allowance
k) After ensuring that the scanners are clear, switch on and tune Gyro or magnetic fixing, the bearings are corrected to true, drawn on the chart is required to maintain the planned route.
radars and set appropriate ranges and modes. and the position shown. Three position lines are the minimum required to
ensure a fix of reasonable accuracy.
l) Switch on and test the control equipment, such as telegraphs,
and steering gear as appropriate, liaising with the engine Poor visibility or lack of definable visual objects may prevent a three-bearing
room as required to ascertain that all equipment is operating fix being made. In this case radar derived ranges may be included in the fix,
properly. and under some circumstances comprise the whole of the fix.
Observance of the International Regulations for Prevention of The lookout will also include the routine monitoring of ship control and
Collisions at Sea alarm systems such as regularly comparing standard and gyrocompasses and
checking that the correct course is being steered.
Irrespective of the planned passage, conforming with the requirements of the
International Regulations for Preventing Collisions at Sea (the ‘rule of the Electronic aids should not be overlooked or ignored under any circumstances,
road’) is mandatory. but it should be borne in mind that echo sounder, radars, etc, are all aids to
navigation, not merely a single means of navigation.
Rule 16 states:
Under-Keel Clearance
‘Every vessel which is directed to keep out of the way of another
Routine observation of the echo sounder is one of the watch procedures.
vessel shall, so far as possible, take early and substantial action
to keep well clear.’
Waypoints
Despite the requirement to maintain track, Rule 8 makes it quite clear that the Waypoints are good indicators of whether the ship is on time or not. If not, then
give-way ship must keep clear, either by altering course or if this is impossible, something has occurred or is occurring which has affected the passage and the
then by reducing speed, or a combination of both these factors. Proper planning OOW will take steps to correct this occurrence.
will ensure that the ship will never be in a situation where such action cannot
be taken.
Transits (Ranges)
Lookout Transits can be used as a wheel-over position, and also to confirm that the ship
is on schedule.
Rule 5 of the international regulations for preventing collisions at sea states:
• ‘Every vessel shall, at all times, maintain a proper lookout by Leading Lines
sight and hearing, as well as by all available means appropriate, The transit of two readily identifiable land-based marks on the extension of the
in the prevailing circumstances and conditions, so as to make a required ground track, usually shown on the chart, are used to ensure that the
full appraisal of the situation and of the risk of collision.’ ship is safely on the required track.
The keeping of an efficient lookout needs to be interpreted in its fullest sense,

Natural Leading Lines
with the OOW being aware that lookout includes the following items:
Sometimes the OOW may be able to pick up a navigation mark in line with an
• A constant and continuous all-round visual lookout enabling a
end of land, thus confirming that the vessel is on track.
full understanding of the current situation and the proximity of
dangers, other ships and navigation marks.
Clearing Marks and Bearings
• Visual observation will also give an instant update of
environmental changes, particularly visibility and weather Clearing marks and clearing bearings, whilst not being considered to be a
conditions. definitive fix, will indicate to the OOW that his ship is remaining in safe
water.
• Visual observation of the compass bearing of an approaching
ship will show whether or not it is changing and whether or not
it needs to be considered a danger. Reference should be made to Light Sectors
Rule 7 regarding approaching large vessels or vessels at close The changing colours of sectored lights can also be used to advantage by the
range whose bearing may appreciably change, but still remain a OOW who, being very aware of it, will realise that the ship is sailing into
collision risk. danger.
• Visual observation of characteristics of lights is the only way
of positively identifying them, and this increases the OOW
situational awareness.
Illustration 8.2.1a Bridge Teamwork
Bridge Teamwork
Approaching Port At Sea

Pilotage Confined Waters Routine Situations
Low Visibility
Officer of the Watch

Master
Provides the historical navigational data.
Cons vessel giving both helm and
Maintains his own radar maps and indexing.
engine orders. Uses his radar maps
and indexing to cross-check the
Advises the Master of the position of the
navigational information
vessel relative to the agreed track, Officer of the Watch
Pilot provided by the OOW.
Officer of the Watch speed and course made good.
Cons vessel along track Advises OOW of his intentions Progresses the routine
Responsible for navigation. Endeavours to resolve any difference between navigation and control
agreed with the Master. in good time, so that the safe progress
Liaises with pilot advising the information on the two radars and chart. of traffic in accordance
of the passage plan can be verified,
Liaises with OOW on him of the ship's position or any amendments be properly checked. with the Master's orders
relative to the agreed track. Monitors the traffic and advises of any and the passage plan.
navigation / traffic.
close-quarter situations.
Master High Risk Area
Initially agrees track to follow with pilot. An additional officer may be required Master
to assist the Master. This officer will
Maintains an overview of all take control of the communications, Formulates and approves
commands / orders given. give back-up information to the OOW the next plan.
for the chart, provide the Master
Monitors navigation of the vessel with radar indexing and anti-collision Monitors that the OOW is
by cross-checking information advice as a cross-check to progressing the plan correctly.
provided by the OOW. the safe passage plan.
8.2 operational procedures Calling the Master to the bridge will not transfer the con from the watch officer 8.2.2 Taking Over the Watch
to the Master. The OOW must continue to carry out his duties until such time
as the Master informs him that he is taking the con. The officer in charge of the watch shall:
8.2.1 Bridge Teamwork
• Never leave the bridge unattended until properly relieved.
Once the Master has taken the con, and the event has been logged in the Deck
When the officer of the watch is acting as the only lookout, and if for any
Log, then the watch officer moves into a supportive role, but is still responsible • Continue to be responsible for the safe navigation of the ship,
reason he is unable to give his undivided attention to lookout duties, he must
for the actions of his watch members. despite the presence of the Master on the bridge, until the Master
not hesitate to summon assistance to the bridge. Such assistance must be
informs him specifically that he has assumed that responsibility
immediately available.
It is now necessary to define the role of the individual team members, which and this is mutually understood.
will to a large extent depend upon the individuals involved and the practice of
Under certain conditions the officer of the watch may be the only person actively • Notify the Master when in any doubt as to what action to take
the ship. Unless each individual role is understood by all involved, there will be
engaged in the navigation of the ship. The steering may be in automatic and the in the interest of safety.
overlapping or a possible ignoring of certain functions. Teamwork will depend
lookout engaged in duties around the bridge area. There is no apparent call for • Not hand over the watch to the relieving officer if he has
upon the following role duties being carried out:
teamwork and the OOW will be personally responsible for all aspects of safe reason to believe that the latter is not capable of carrying out
navigation. Nevertheless, he will be required to work within a framework of • The Master controls movement of the vessel in accordance
his duties effectively, in which case he shall notify the Master
standing and specific orders, so that the Master will be confident that the watch with the rule of the road and recommended traffic schemes. He
accordingly.
is being kept to his/her, and the Company’s standards. regulates the course and speed and supervises the safe navigation
of the vessel, together with co-ordinating and supervising the • On taking over the watch, the relieving officer shall satisfy
The single watchkeeper status may change at short notice. If the OOW becomes overall watch organisation. himself as to the ship’s estimated or true position and confirm its
engaged in duties which require him to forgo his obligations as lookout, then intended track course and speed. He shall also note any dangers
• The watch officer continues to navigate the ship, reporting
he will have to call his watch standby to take that role. It is the responsibility to navigation expected to be encountered during his watch.
relevant information to the Master and ensuring that such
of the OOW to ensure that the seaman assigned watchkeeping duties is aware information is acknowledged. He will fix the vessel and advise • Standing orders and supplementary Master’s instructions should
of the following: the Master of the vessel’s position and other relevant information. be read and signed when fully understood.
• His/her lookout duties and to what is expected of him/her. He will monitor the execution of the helm and engine orders,
co-ordinate all internal and external communications, record all The relieving officer should be acquainted with the following information:
• Knows how to report observations.
required entries in logbook and perform any other duties that • Courses plotted on the chart.
• Is adequately clothed and protected from the weather. may be required by the Master. The lookout and helmsman will
still be carrying out their assigned duties, as above. • Prevailing and predicted tides, currents and visibility.
• Is relieved as frequently as necessary.
• Operational condition of all navigation and safety equipment on
Under certain circumstances, the Master may consider it necessary to have the the bridge.
The watchkeeping officer may require a man on the wheel in addition to the
support of two navigating officers - one as OOW, the other as back-up. The
lookout. It is the responsibility of the OOW to see that the vessel is safely • Gyro/magnetic compass error.
Master’s responsibilities will be as above, but the responsibilities of the two
and efficiently steered. It is the responsibility of the OOW to ensure that the
officers will require careful definition. It is obvious that a scenario requiring • Movement of vessels in vicinity and the effect on own vessel.
members of his bridge team are aware of their duties, and carry them out in
two watch officers supporting the master will indicate that the ship is in a very
a manner which will maintain the standard of the watch. Although neither • Identification of shore lights, buoys etc.
high risk situation. Probable factors will be:
person, in this case, should find the duties difficult, the watch officer still needs
• Conditions and hazards likely to be encountered on watch.
to ensure that orders are correctly followed, eg, helm orders are complied with • Narrow margins of safety requiring very careful track
as required, not as the helmsman thinks fit. maintenance. • Possible effect of any heel, trim, squat, etc, on under-keel
clearance.
• Reduced under-keel clearance.
Under certain circumstances the OOW may find it is necessary to call the
• Execution and monitoring of the passage plan.
Master to the bridge. This may be because: • Heavy traffic.
• The pre-planning requires the presence of the Master on the • Poor visibility; or a combination of factors. Reference should be made to IMO STCW convention 1978 Annex A
bridge. ‘Recommendations on Operational Guidance for Officers in Charge of a
The OOW will still carry out his duties as defined above and be generally Navigational Watch’.
• The Master’s standing or night orders have required him to be
responsible for the normal running of the watch. The additional officer’s role
called under certain circumstances.
will be to provide the Master with radar-based traffic information and to give
• The OOW is some doubt, or has realised that a situation needs general back-up to the OOW on the chart. This will include providing the OOW
the experience and expertise of the Master. with navigational information as required, confirming important navigational
decisions and coping with both internal and external communications.
8.2.3 Watchkeeping Sufficient information should be recorded in the Bridge Log Book, for the actual
track that the vessel followed to be reconstructed at a later date, including the
The OOW is the Master’s representative and is in charge of the bridge team. vessel’s position course and speed, the times of passing significant navigational
marks and any other information that may be considered relevant. All positions
The watchkeeping duties of the OOW include, but are not restricted to: marked on navigational charts should be retained at least for the duration of
the voyage. Paper records from course recorders, echo sounders and any other
• The maintenance of a proper all round lookout.
relevant recording device should be suitably marked and retained. It is better
• Collision avoidance and compliance with the collision to record too much information rather than too little.
regulations.
• The plotting of the vessel’s position at regular intervals and The OOW should be aware of the effects of operational and accidental
monitoring the vessel’s progress. pollution on the marine environment, and should be familiar with MARPOL
and the Shipboard Oil Pollution Emergency Plan (SOPEP).
• Periodic checks on the navigational equipment in use, including
the gyro and magnetic compasses.
• The keeping of records appertaining to the safe navigation of the
vessel.
The OOW needs to maintain a high general awareness about the vessel and
its day-to-day operation including a general watch over the vessel’s decks to
monitor people working on deck.
Routine tests of the bridge equipment should be undertaken to ensure that it

is functioning correctly and communicating with other systems to which it
may be connected. Care should be exercised when using electronic means for
plotting the position of the vessel and these should be cross-referenced with
visual means at every opportunity.
Manual steering should be tested at least once a watch when the automatic pilot
is in operation.
The gyro and magnetic compass errors should be checked and the magnetic
deviation obtained at least once a watch, and after every major course alteration.
The errors and deviations obtained should be recorded in the Compass Error
Book and in the Bridge Log Book.
It is most important that the OOW keeps to the passage plan as prepared, and
monitors the progress of the vessel in relation to that plan. Should a deviation
from the plan be required for any reason, the OOW should return to the plan
as soon as it is safe to do so.
Radar parallel indexing techniques are invaluable in monitoring the vessel’s

progress in relation to the prepared passage plan. However, when using radar
for position fixing or monitoring, the OOW should check the accuracy of the
Variable Range Marker and Electronic Bearing Lines, as well as the overall
performance of the radar.
8.2.4 Pilot Procedures The pilot will need to be acquainted with the bridge and to agree how his Monitoring
instructions are to be executed. Some pilots prefer to operate the controls
Pilots are engaged to provide local knowledge of a port or area through which themselves, while others will leave that to the ship’s staff. On some vessels The vessel’s position must be plotted and progress monitored in exactly the
the vessel is passing. it is usual for the ship’s staff to operate the controls, so that the pilot remains same manner when the pilot has the con, as it is under normal conditions.
free to move about the bridge. He will need to know where the VHF is situated Such monitoring must be carried out by the OOW, and any deviations from the
When they have embarked and arrived on the bridge, the pilot becomes a and how to change channels. He may also require a radar to be made available planned track or speed observed and communicated to the Master. From such
member of the bridge team. The Master may either delegate the conduct of the for his use. Care must be taken to alter the mode of operation and range of the information the Master will be in a position to question the pilot’s decisions
vessel to the pilot, in close co-operation with the Master and OOW, or he may radar from that set by the pilot. with confidence, should the need arise.
keep the con himself with the pilot giving advice. Either way, it is important
that the Master/Pilot relationship is agreed and clearly understood. The time available for the Master/Pilot exchange depends upon several factors,
including: Pilot Embarkation/Disembarkation Procedure
The presence of a pilot does not relieve the Master or OOW of their duties and • The position of the pilot boarding area. Often this is such that
obligations with regard to the safety of the vessel. Should the Master, or OOW, a) Give the required ETAs to the pilot station and agree a time and
there will be little time between the pilot actually entering the position for the embarkation or disembarkation of the pilot. Also
in the absence of the Master, be in any doubt as to the pilot’s competence or bridge and taking over the con of the vessel.
actions, then they must not hesitate in informing the pilot accordingly and take establish on which side the pilot ladder is required.
over the con of the vessel. • The speed of the ship at the pilot boarding area.
b) Give the engine room personnel the required notice.
• Environmental conditions such as poor visibility, strong winds,
The Master will, under normal circumstances, remain on the bridge during the rough seas, strong tides or heavy traffic may inhibit the handover
pilotage, however, in the event of a long pilotage, it may not be practical for c) Rig the pilot ladder or a combination ladder, with a lifebuoy and
of the con to the pilot.
the Master to remain on the bridge throughout. In such cases he must delegate heaving line ready for immediate use.
his authority to a responsible officer, probably the OOW, exactly as he would • Where circumstances do not permit a full Master/Pilot exchange
do at sea. to take place, then the bare essentials should be covered d) Assign an officer and assistant to ensure that the pilot is safely
immediately and the rest of the discussion held as soon as is safe embarked or disembarked.
and practicable.
Master/Pilot Information Exchange e) Establish a suitable communication link between the bridge and
Some ports use helicopters for the embarkation and disembarkation of pilots. the deck party.
It is often the case that the Master of the vessel is not familiar with the pilotage This can usually be achieved away from areas of heavy traffic or constrained
area and that the pilot is not familiar with the handling characteristics of the waters and without the need to reduce speed. See Section 8.3 for advice on f) Ensure that the embarkation area is clear of oil or grease and any
vessel. helicopter operations. unnecessary objects.
When the pilot arrives on the bridge it is normal practice for the Master to g) Provide adequate illumination, if during the hours of darkness.
make time for a brief discussion with him. This will include such items as the Planning
pilot’s planned route, his anticipated speeds and ETAs, both en-route and at the h) Ensure the engine is on standby and the steering in manual.
destination and also what assistance he expects from the shore, such as tugs A properly planned passage does not stop at the pilot boarding area.
and VTS information. i) Log the time and place of pilot embarkation and disembarkation
The passage plan continues from sea to berth, or vice versa, the boarding of the
pilot, and the areas where a pilot has the con, being part of the passage plan. in the Bridge Movement Book and Deck Log Book.
The Master should advise the pilot of the:
This enables the Master and OOW to compare the progress of the ship with the
• Ship’s particulars planned track and also familiarises them with the constraints and other details
• Speeds at various engine rpm of the pilotage. Abort and contingency planning will assist, should the ship
experience navigational or other problems.
• State of readiness of relevant equipment
• Manoeuvring characteristics The Master and the bridge team should, as far as is possible, be aware of the
pilot’s intentions and be in a position to query his actions at any stage of the
• Mode of propulsion and direction of rotation of propeller
passage. This can only be effectively brought about by the members of the
• Any other information that he feels is relevant bridge team consulting all the available sources of information prior to entering
the pilotage area and being aware of its difficulties and constraints.
Much of this information can be be made readily available on the Pilot
Information Card, a copy of which should be handed to the pilot as he arrives
on the bridge of the vessel.
8.2.5 Weather Reporting Code pages are provided in the ALRS for all the above sections with a full
description. Should it be impractical to send the OBS in coded format it should
Weather reports from voluntary observing ships are sent via the Inmarsat be sent in plain language.
system using the two digit (41) abbreviated dialling codes or by using the HF
radio telex service. Send reports to the nearest coast radio station as shown Note: In addition to the above, the International Convention on the Safety
on the diagram in the Admiralty List of Radio Signals Volume 1. In certain of Life at Sea also requires vessels to send weather reports where dangers
areas of the world the number of meteorological reports (OBS) from ships is to navigation exist, such as icebergs, sea ice and abnormal weather systems
inadequate. ALRS Volume 1 shows these areas on a diagram. When in these such as tropical revolving storms, or when the wind force is in excess of
areas all ships are requested to send in OBS reports. These reports will be free force 10 and no warning has been received. In addition to the preceding
of charge to the vessel. The synoptic hours of 0000, 0600, 1200 and 1800 UTC situations this OBS is to be sent to all ships in the vicinity and to the nearest
(GMT) are where possible used for recording the OBS. Transmission is to be as coast station or competent authority. Messages sent are to be prefixed with
soon after as possible to a suitable coast earth station (CES) within the WMO the Safety Signal ‘SECURITE’.
Zone as depicted in the ALRS. In the event that there in no CES within the zone
then transmit the OBS to the nearest 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 ships
which are making non-instrumental observations should use the following
format of the code:
BBXX Identifier for Ship report from a sea station.
D.....D Ship’s 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.
8.3 Helicopter procedures • Carbon dioxide (CO2) extinguishers with an aggregate capacity
of not less than 18kg.
The IMO publication ‘Guide to Helicopter Operations’ gives comprehensive • Deck water system, under pressure, capable of delivering at
instructions and requirements for helicopter operations. least two jets of water to any part of the helicopter.
Helicopter operations are carried out in many areas for the transport of • At least two fire hose nozzles of the dual purpose type (jet/
personnel, stores and increasingly embarkation of pilots. fog).
• Fire resistant blanket and gloves.
Depending on the size, structure and type of the vessel, helicopter operations are
• Sufficient fire proximity suits.
carried out either by the helicopter landing on the vessel deck or hovering and a
winching transfer used. On this vessel no landing operations are permitted.
Note: In many cases the above requirements will be covered by regulations
Twin engined helicopters are always preferred for marine operations. Single issued by the flag state.
engined helicopters may be used under certain conditions but only if landing
on deck. As well as the fire fighting equipment the following should be at hand:
WARNING Equipment
Single engine helicopters must not be used for hovering operations.
• Large axe
Winching Area • Crowbar

• Wire cutters
The winching area shall be situated so that it enables the helicopter pilot,
• Red emergency signal/torch
hovering over the clear zone, to have an unobstructed view of the ship and be
in a position which will minimise the effect of air turbulence and flue gases. • Marshalling batons (at night)
• First aid equipment
The winching height should be kept to a minimum and operations where the
height is greater than 12m should be avoided.
Manning
A clear zone (minimum 5m diameter) should be clear of all obstructions and The deck party shall consist of one leader carrying a portable radio transceiver
clearly marked. This area shall be marked WINCH ONLY in large white (walkie-talkie) for communicating with the bridge, and four more persons
letters. wearing fire protective suits. Normally two will be the fire party and two the
rescue party. If there are remote controlled foam monitors the number may
In the manoeuvring zone there should be no obstructions more than 3m high be reduced to three provided an equivalent level of protection can be safely
in an area 1.5 times the diameter of the clear zone, or 6 metres high in an area assured.
2 times the diameter of the clear zone. Any portable ship’s side rails should be
removed.
The following minimum equipment shall be in place and ready for use prior to
any helicopter operations:
• Wind pennant flown to indicate relative wind direction across
the ship’s deck (to be illuminated at night).
• At least two dry powder fire extinguishers with aggregate
capacity of not less than 45kg.
• A suitable foam application system (fixed or portable) capable of
supplying foam solution at a rate of not less than 6 litres/minute
for each square metre of clear zone for at least 5 minutes
Illustration 8.3.1a Helicopter Winching
Helicopter Stretcher Lift
Stretcher Lift
1. Single Lift.
Single lift is a typical rescue sling.
Approach the sling in a way so that it
always is between you and the hoist.
The sling is to be put under the armpits
and the straps to be tightened.
2. Double Lift.
When using a double lift the helicopter
sends a rescuer down to put the sling
around the person to be rescued.
8.3.1 Helicopter winching released from the load, and the hook should be hand-held until it is hoisted clear Rescue by Helicopter
of the deck. If more than one load has been delivered the empty winch nets
Rescue by helicopter is used both when rescuing badly injured personnel and
Approval for helicopter operations is subject to a suitable winching area being should be placed inside one net to make up the final hoist from the ship.
when rescuing a whole crew from a ship or survival craft. The helicopter can
available. Other areas may only be used in an emergency and with the agreement use several types of lift as follows:
of the helicopter pilot. The handling zone is to be carefully prepared ready for Embarking - Guidance to Passengers
the operation and marked in accordance with the Company’s and international
requirements. Refer to ICS Guide to Helicopter/Ship Operations. This will only be carried out in an emergency, providing the helicopter is twin Single Lift
engined. Single lift refers to using a single sling and being winched up into the
The ship must be on a steady course with a relative wind blowing across the helicopter.
deck of at least ten knots from a direction between right ahead and abeam on a) Personnel to be embarked should be dressed in tight fitting
the side opposite to the landing or hovering area. The helicopter pilot’s wishes clothes and wearing a safety helmet with the chin strap a) Place yourself vertically under the helicopter winch and fit the
in this respect are to be complied with. fastened. lifting strop around your body ensuring that it is well under the
armpits.
The pitch and role must not exceed 6° and the ship’s course is to be adjusted b) Place yourself vertically under the helicopter winch and fit the
to give the minimum motion whilst complying with the relative wind lifting strop around your body ensuring that it is well under the b) Pull the toggle on the lifting strop as close to the chest as
requirements. The relative wind direction can be indicated visually by flying a armpits. possible.
windsock, illuminated at night. Additionally, flags and/or pennants are suitable
c) Grip the lifting strop at face level with both hands and keep the
during daylight. c) Pull the toggle on the lifting strop as close to the chest as
elbows firmly against the body.
possible.
Prior to the operation being carried out, the helicopter procedure checklist must d) Give the thumbs-up signal when you are ready.
be completed. A vessel restricted in its ability to manoeuvre is required, by the d) Grip the lifting strop at face level with both hands and keep the
regulations for preventing collisions at sea, to display the following signals: elbows firmly against the body. e) At the helicopter doorway the winchman will turn you to face
outboard and will assist you into the helicopter. Do not try to
• At night three all round lights in a vertical line, where they can
best be seen. The highest and lowest of these lights shall be red, e) Give the thumbs-up signal when you are ready. help him, he has a set routine to follow.
and the middle light shall be white. f) Do not remove the strop until instructed to do so.
• By day, three shapes in a vertical line where they can best be f) At the helicopter doorway the winchman will turn you to face
seen. The highest and lowest of these shapes shall be balls and outboard and will assist you into the helicopter. Do not try to g) Sit where the winchman directs you, fasten your seat belt and
the middle one a diamond. All these shapes shall be black in help him, he has a set routine to follow. study the in-flight safety regulation.
colour.
g) Do not remove the strop until instructed to do so.
Double Lift
Only the hook handler may touch the winch line hook, as he is protected from
static electricity by the rubber gloves and rubber soled shoes that he is wearing. h) Sit where the winchman directs you, fasten your seat belt and When a double lift is used the helicopter sends down a rescuer to assist and put
Where possible the helicopter will dip the hook before hovering, to release study the in-flight safety regulation. the sling onto the person to be rescued. As with the single lift place the sling
any static electricity, but this cannot always be carried out. Do not under any as directed, both the rescuer and person being rescued will be winched up to
circumstances tie the winch line to the ship. the helicopter.
Disembarking - Guidance To Passengers
a) Do not leave your seat until instructed to do so.
Preparations are basically the same as for landing on board and the helicopter Basket Lift
procedure checklist must be completed.
b) The winchman will check that the strop is correctly fitted. When using a basket the person being rescued has to sit down with arms and
legs inside the basket. The head is to be bent towards the knees and the hands
The hook handler on deck and the winchman in the helicopter play the most
c) Sit in the doorway when the winchman orders you to do so and placed around the knees. The basket will be hoisted up and the rescued person
important part in these operations. When passengers are ascending, the hook
give the thumbs-up signal when ready. assisted by the winchman to enter the helicopter.
handler should ensure that the strop is being worn correctly and should steady
them as they are lifted off the deck.
d) When you reach the deck, let the strop fall to your feet and step Stretcher Lift
When winching nets of stores or freight the hook handler should steady each load clear of it.
When rescuing badly injured persons a stretcher is used. The person to be
as it lands on the deck and then disengage it from the hook. Members of the deck lifted is strapped into the stretcher and winched up to the helicopter. This may
party do not need to assist in this. The hook handler should ensure that freight e) Leave the operating area briskly, keeping your head down.
be carried out from the deck of a large vessel. If from a liferaft the roof of the
being returned to the helicopter is properly stowed and that the load is properly liferaft must be deflated and all other persons seated on the deflated roof.
hooked on and the safety hook shut. Only the hook handler should unhook or
hook on loads. A thumbs-up sign indicates that the hook has been secured or
Illustration 8.4a Garbage Management Plan
REGULATIONS FOR GARBAGE DISPOSAL AT SEA

(ANNEX V OF MARPOL 73/78
*** OFFSHORE
GARBAGE TYPE OUTSIDE SPECIAL AREAS ** IN SPECIAL AREAS PLATFORMS &
ASSOCIATED VESSELS
PLASTICS - INCLUDES
SYNTHETIC ROPES, FISHING DISPOSAL IS PROHIBITED DISPOSAL IS PROHIBITED DISPOSAL IS PROHIBITED
NETS AND PLASTIC BAGS
FLOATING DUNNAGE, LINING

> 25 MILES OFFSHORE DISPOSAL IS PROHIBITED DISPOSAL IS PROHIBITED
AND PACKING MATERIALS
PAPER, RAGS, GLASS, METAL,

BOTTLES, CROCKERY AND > 12 MILES DISPOSAL IS PROHIBITED DISPOSAL IS PROHIBITED
SIMILAR REFUSE
* ALL OTHER GARBAGE

INCLUDING PAPER, RAGS,
GLASS, etc. COMMINUTED OR > 3 MILES DISPOSAL IS PROHIBITED DISPOSAL IS PROHIBITED
GROUND
FOOD WASTE NOT

> 12 MILES > 12 MILES DISPOSAL IS PROHIBITED
COMMINUTED OR GROUND
* FOOD WASTE COMMINUTED

OR GROUND > 3 MILES > 12 MILES > 12 MILES
MIXED REFUSE TYPES **** **** ****
* COMMINUTED OR GROUND GARBAGE MUST BE ABLE TO PASS THROUGH A SCREEN WITH A MESH
SIZE NO LONGER THAN 25MM.
** GARBAGE DISPOSAL REGULATIONS FOR SPECIAL AREAS SHALL TAKE EFFECT IN ACCORDANCE WITH
REGULATION 5 OF ANNEX V IN "MARPOL."
*** OFFSHORE PLATFORMS AND ASSOCIATED VESSELS INCLUDE ALL FIXED OR FLOATING PLATFORMS
ENGAGED IN EXPLORATION OR EXPLORATION OF SEABED MINERAL RESOURCES, AND ALL VESSELS
ALONGSIDE OR WITHIN 500M OF SUCH PLATFORMS.
**** WHEN GARBAGE IS MIXED WITH OTHER HARMFUL SUBSTANCE HAVING DIFFERENT DISPOSAL OR
OR DISCHARGE REQUIREMENTS THE MORE STRINGENT DISPOSAL REQUIREMENTS SHALL APPLY.
8.4 Oil Spillage, Pollution Prevention and Garbage Management Garbage Outside Special Areas
Garbage Management
It is a requirement under MARPOL 73/78 Annex V to have a Garbage Disposal of plastics, including synthetic ropes and plastic garbage bags, are
The following are guidelines for quick reference. The vessel’s SOPEP manual Management Plan on board the vessel. The plan will outline the procedures prohibited.
covers this subject in depth as does the Company SMS. for handling, segregation, storage and subsequent disposal of the vessel’s
generated garbage. Such a plan is to be clearly exhibited in locations used Floating dunnage, lining and packaging are allowed over 25 miles offshore.
for the handling of garbage waste, and will also name the person on board
Bunkering responsible for the management of the plan. Paper, rags, glass, metal, glass bottles, crockery and other similar materials are
allowed over 12 miles offshore.
When carrying out bunker oil transfer operations both in port or at sea a suitable
plan must be devised clearly indicating the operation process, person in charge Summary of Regulations
All other garbage including paper, rags, glass, etc, are allowed over 3 miles
and safety checklist prior to start and during the operation. A pollution control Annex V of MARPOL 73/78 deals with the regulations for the prevention of offshore, providing it has been comminuted or ground.
team must be assigned. Pollution by Garbage from Ships and controls the way in which waste material
is treated on board ship. Although it is permissible to discharge a wide variety Food waste can be disposed of in all areas over 12 miles offshore.
In accordance with the SOPEP muster list, the duties and responsibilities is as of garbage at sea, preference should be given to disposal utilising shore
follows: facilities where available. Due regard should also be taken of any local authority, coastal, or port
• Master, in charge overall and responsible for internal/external regulations regarding the disposal of waste. To ensure that the annex to
communications, assisted by second officer. MARPOL 73/78 is complied with, waste is treated under the following cases:
Special Areas
• The chief officer is in charge of the on board clean-up and • Food waste
prevention operation. These are areas designated under MARPOL 73/78 which have stricter • Combustible dry waste, plastic and others
• Second engineering officer on site assisting the chief officer restrictions for the disposal of wastes and garbage.
in cleaning up any spillage and the prevention of further • Non-combustible dry waste
pollution. Reference should be made to MARPOL 73/78 Annex I, Regulation 10, however • Other waste, including oily rags, cans and chemical cans
to summarise the special areas are:
• Nominated crew members for clean-up team.
• The Mediterranean Sea
• Nominated ECR, FFA and first aid teams. Garbage Management Plan
• The Baltic Sea
Drills must be carried out on a regular basis, practising the team in all aspects • The Black Sea The vessel has a designated person, the chief officer whom is responsible for
of their duties and responsibilities. the Garbage Management Procedure on board. In addition the 2nd cook, a
• The Red Sea seaman (O/S 1) and a motorman (MTM) are appointed persons responsible for
In order to comply with the ISM code, a record must be kept of the drills, the • The Persian Gulf the separation and disposing of the garbage.
effectiveness of the team and any recommendations for improvement.
• North West European Waters The plan details the responsibility of all on board to ensure that individuals
Note: The oil dispersant is for use on deck and must not be used over the side • The Gulf of Aden use the correct garbage containers, the collection and thereafter the separation,
without the permission of the local authorities. storing and subsequently the disposal. The galley disposer in which disposable
• The Antarctic Ocean
food waste can be washed into the sea, is the responsibility of the 2nd cook,
The correct use of the equipment to the full effectiveness, such as pads may • The Wider Caribbean Area (including the Gulf of Mexico) in compliance with the requirements of Annex V of MARPOL 73/78 and IMO
need to be turned over in order to allow both sides to absorb oil. Absorbent guidelines.
granules should be used in conjunction with the booms for directing or pool the Food waste ONLY is permitted to be disposed of inside a special area, but
oil. They are also used to extend and stop breaches in the boom. not less than 12 miles offshore. No other garbage can be disposed of within a A dedicated storage area is located on the starboard side of the accommodation
special area. aft in front of the engine casing on the upper deck. The space available for
sorted garbage and is identified and separated into sections.
Atmospheric Emissions
Funnel Smoke The chief officer ensures the correct disposal of the garbage at sea and also
the collection and proper disposal of the remaining on-board garbage when in
The engineer officer on duty is responsible for monitoring the funnel smoke port, in accordance with the requirements of Annex V of MARPOL 73/78 and
indicators, adjusting the combustion as required to ensure that the smoke IMO guidelines.
colour is lighter than shade two on the Ringlemann scale. The deck officer
of the watch is responsible for informing the engineer officer on duty should The garbage log is held on the bridge and all garbage disposal, whether at sea
excessive smoke emission be observed issuing from the funnel. or to an in-port collection service, are recorded in the Garbage Log.
Illustration 8.4b Garbage Management Plan
Garbage Management Plan for Maersk Penguin
Ship Operational Garbage Galley and Mess Room Garbage

Cabin Garbage
1. Plastic
2. Floating Dunnage 1. Plastic
3. Lining / Packing Material 2. Paper, Rags, Glass,
Metal, Bottles etc Galley Stores Galley Mess RM
4. Paper, Rags, Glass, Metal, Bottles etc
5. Oily Rags 1. Plastic 1. Food Waste
6. Solid Oily Waste 2. Packing Material
7. Waste Oil
3. Paper, Glass,
Metal, Bottles etc
Bin Collect &

DECK ENGINE ROOM OFFICERS CREW Locations Separate
Galley 2/Cook
Outside OS1
Mess Room
Bin Collect & Bin Collect & Bin Collect & Bin Collect &
Locations Separate Locations Separate Locations Separate Locations Separate
Bridge 4-8 Duty AB Workshop Motorman Cabin 2/Cook Cabin Occupant
Radio Rm “ ECR “
CCR “ ECR PLATFORM (S) “
Laundry OS1 Bin
Aft Store “ Bin
Paint Store “ Marking
Marking
Bin 1. Plastic Only 1. Plastic Only
Marking 2. Non-Plastic Only 2. Non-Plastic Only
1. Plastic Only
2. Non-Plastic Only 3. Food Waste Only
3. Oily Rags & Oily
Waste
4. Batteries Storage
All collected garbage to be kept in the garbage
room on the upper deck aft of accommodation
1. Plastic garbage to be compacted and stowed in the garbage locker - Motorman and OS1
2. Oily rags and waste to be landed in the Engine Room for incineration - Motorman and OS1
3. Food waste to be stowed in garbage locker / disposed to sea - (under explicit instructions from C/O) - 2nd Cook and OS1
4. All plastics, disposable batteries to be landed ashore

Maersk Pelican Deck Operating Manual

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Maersk Pelican Deck Operating Manual

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Maersk Pelican Deck Operating Manual

For any new issue or update contact:

• Amendments are carried out by relevant personnel. The Technical Director

• Sections are removed from circulation when obsolete. E-Mail: manuals@wmtmarine.com

Issue and Updates to go in here

Mechanical Symbols and Colour Scheme

P1 P2 Spectacle Flange Mono Screw Pump

Normally Open Domestic Fresh Water

Ball Valve Simplex Strainer HB Fire Hose Box

Two-Way Cock Float Valve Duplex Strainer FB Feed Water

H Hydraulic Operated Valve

Marine Diesel Oil

Bellows Type Steam Trap With Strainer Bilges

1.1 Principal Data 1.3 Performance Data

1.1.1 Principal Particulars 1.3.1 Fuel Oil Consumption/Power Data

1.1.2 Tank Capacity Tables 1.3.2 Speed/Power Data

1.3.3 Limitations on Operating Machinery

1.1c General Arrangement - A and B Deck

1.1d General Arrangement - C and Navigation Deck

1.1.2a Tank Capacity Tables

1.1.2b Tank Capacity Tables

1.2 Ship Handling

1.2.1 Turning Circles

1.2.2 Visibility Over the Bow

1.2.1a Turning Circles

1.2.2a Visibility Diagrams

1.2.2b Visibility Table

1.2.3a Squat Diagram

Provisions and Store Crane Davits

Illustration 1.1a General Arrangement

Illustration 1.1b General Arrangement - Upper Deck

Paint Store Ante

Deck Store Fire Locker

Engine Casing Linen Dry

Inert Gas Room Suez Crew Room

Illustration 1.1c General Arrangement - A and B Deck

Soft Clean Clean

Illustration 1.1d General Arrangement - C and Navigation Deck

C Deck Navigation Deck

1 Engineer’s 1 Engineer’s C/Engineer’s

Engine room and Lubricating Oil Tanks Miscellaneous Tanks

Illustration 1.2.1a Turning Circles

Full Speed (74 rpm) Full Speed (74 rpm)

Transfer 218.9 m Transfer 155.7 m

101” 109” 98” 104”

Advance in 626.9 metres

Advance in 734.7 metres

Half Ahead (58 rpm) Half Ahead (58 rpm)

Transfer 172.6 m Transfer 176.0 m Transfer 151.0 m Transfer 141.9 m

189” 191” 200” 218”

Advance in 700.7 metres

Advance in 520.8 metres

Advance in 576.0 metres

1) Calm weather: wind 10 knots or less, calm sea.

Illustration 1.2.2a Visibility Diagrams

Visibility Over Bow

Ballast Load Condition

5.0m LOA 244.60m '411.736' m

1.2.1 Turning Circles

See Illustration 1.2.1a

1.2.2 Visibility Over the Bow

Illustration 1.2.3a Squat Diagram

Calculated Squat - Mean Draught Increase

Block Coefficient : 0.832