PSV - Bravante VIII - Machinery Systems Manual PDF

ENGINEER’S OPERATING MANUAL - M/V BRAVANTE V, VI, VII, VIII, IX
M/V BRAVANTE V, VI, VII, VIII, IX

Engineer’s Operating Manual
PANAMA CITY, FL USA

(HULL 157)
BOLDINI S.A.
IMO: 9645633
ON 4744
Prepared By:
Ouantic
Engineering and Logistics Corporation
P.O. Box 9567, Panama City Beach, Fl. 32417-9567
850-234-7933 FAX 850-234-1032
quanticeng.com
CHANGE RECORD
CHANGE 1 dated December 20, 2013- Added ABS Class 1 FIFI information for new
installations on Hulls 156 and follow.
2
TABLE OF CONTENTS
Sec./Para. Title Page
TABLE OF CONTENTS ............................................................................................................... i

LIST OF TABLES....................................................................................................................... ix
LIST OF FIGURES ..................................................................................................................... x
FOREWORD ........................................................................................................................... xiii
CHAPTER 1 -GENERAL INFORMATION ............................................................................. 1-1
1.1 INTRODUCTION............................................................................................................ 1-1
1.2 GENERAL DESCRIPTION ............................................................................................. 1-1
1.3 PROPULSION SYSTEM ................................................................................................ 1-2
1.4 STEERING CONTROL SYSTEM ................................................................................... 1-2
1.4.1 Emergency Steering .................................................................................................... 1-2
1.5 ELECTRICAL POWER SYSTEM ................................................................................... 1-3
1.6 DIRECT CURRENT 12 VOLT AND 24 VOLT POWER SYSTEMS................................. 1-3
1.7 VESSEL COMPUTER CONTROL SYSTEMS ................................................................ 1-4
1.7.1 Vessel Control System ................................................................................................ 1-4
1.7.2 Dynamic Positioning System ....................................................................................... 1-4
1.7.3 Vessel Cargo Loading and Stability System ................................................................ 1-4
1.8 CONTROL, MONITORING, AND NAVIGATION SYSTEMS ........................................... 1-4
1.9 AUXILIARY MECHANICAL AND CARGO SYSTEMS .................................................... 1-5
CHAPTER 2 -MAIN DIESEL GENERATOR ENGINES ......................................................... 2-1
2.1 MAIN DIESEL GENERATOR DESCRIPTION ................................................................ 2-1
2.1.1 MDG Engine and Generator Cooling System .............................................................. 2-2
2.1.2 Fuel Oil Service System .............................................................................................. 2-2
2.1.3 Engine Starting System ............................................................................................... 2-3
2.1.4 Engine Pre-lube System .............................................................................................. 2-3
2.1.5 Engine Controls and Indicators.................................................................................... 2-4
2.1.6 Engine Exhaust System .............................................................................................. 2-5
2.1.7 Combustion Air............................................................................................................ 2-5
2.2 NORMAL MDG ENGINES OPERATION ........................................................................ 2-5
2.2.1 Normal Initial/Local Startup Procedure ........................................................................ 2-5
2.2.2 Normal Stopping Procedure ........................................................................................ 2-7
2.2.3 Emergency Stopping Procedure .................................................................................. 2-7
2.2.4 Securing for Maintenance............................................................................................ 2-8
CHAPTER 3 -ELECTRICAL POWER SYSTEM .................................................................... 3-1
3.1 DESCRIPTION............................................................................................................... 3-1
3.2 MAIN DIESEL GENERATORS ....................................................................................... 3-2
3.2.1 Description .................................................................................................................. 3-2
3.2.2 Controls and Indicators ............................................................................................... 3-2
3.2.3 Power Management System ....................................................................................... 3-3
3.3 SWITCHBOARDS AND POWER DISTRIBUTION ......................................................... 3-5
3.3.1 690 VAC Switchboard Description............................................................................... 3-5
i
TABLE OF CONTENTS (CONT'D)
3.3.2 690:440 VAC Transformers ......................................................................................... 3-9

3.3.4 440 VAC Switchboards ............................................................................................... 3-9
3.3.5 Shore Power ............................................................................................................. 3-12
3.3.6 440 VAC Distribution ................................................................................................. 3-12
3.3.7 220/127 VAC Distribution .......................................................................................... 3-15
3.3.8 DC Power .................................................................................................................. 3-20
3.4 EMERGENCY POWER ............................................................................................... 3-23
3.4.1 Emergency Diesel Engine Description....................................................................... 3-23
3.4.2 EDG Engine Cooling System .................................................................................... 3-25
3.4.3 EDG Engine Starting System .................................................................................... 3-25
3.4.4 EDG Engine Fuel System.......................................................................................... 3-25
3.4.5 EDG Engine Lubricating Oil System .......................................................................... 3-26
3.4.6 EDG Engine Combustion Air and Exhaust System .................................................... 3-26
3.4.7 EDG Engine Controls and Indicators ......................................................................... 3-26
3.4.9 Emergency Switchboard............................................................................................ 3-27
3.4.10 Emergency Power Distribution ................................................................................ 3-30
3.5 OPERATING PROCEDURES ...................................................................................... 3-32
3.5.1 Main Generator Startup Procedure ............................................................................ 3-32
3.5.2 Paralleling a Main Generator with the Bus ................................................................. 3-33
3.5.3 Main Generator Shutdown......................................................................................... 3-33
3.5.4 Switchboard Operation .............................................................................................. 3-34
3.5.5 Shore Power ............................................................................................................. 3-39
CHAPTER 4 -PROPULSION SYSTEM.................................................................................. 4-1
4.1 PROPULSION SYSTEM DESCRIPTION ....................................................................... 4-1
4.1.1 Steering System Description ....................................................................................... 4-1
4.2 PROPULSION THRUSTERS ....................................................................................... 4-11
4.2.1 Stern Thruster Propulsion Units................................................................................ 4-11
4.2.2 Propulsion Unit .......................................................................................................... 4-11
4.2.3 Steering and Control ................................................................................................. 4-12
4.2.4 Lubrication and Cooling ............................................................................................. 4-13
4.2.5 LEACON Seal Maintenance and Indication System .................................................. 4-14
4.2.6 Propulsion Switchgear and Propulsion Motor Cooling System .................................. 4-15
4.2.7 Condensate Pump.................................................................................................... 4-15
4.2.8 Propellers .................................................................................................................. 4-15
4.2.9 Propulsion Thruster Transformers ............................................................................ 4-15
4.2.10 Propulsion Thruster Converters ............................................................................... 4-16
4.2.11 Transformer Pre-Magnetization/DC Link Pre-Charging............................................ 4-18
4.2.12 Switch Box .............................................................................................................. 4-18
4.2.13 Propulsion Thruster Cooling ................................................................................... 4-20
4.3 BOW THRUSTER ........................................................................................................ 4-20
4.3.1 Thruster Unit ............................................................................................................. 4-21
ii
4.3.2 Lubrication................................................................................................................. 4-21

4.3.3 Propeller Shaft Seal/LEACON System ...................................................................... 4-21
4.3.4 Bow Thruster Switchgear Cooling System ................................................................. 4-22
4.3.5 Bow Thruster Transformers ....................................................................................... 4-22
4.3.6 Bow Thruster Converters........................................................................................... 4-22
4.3.7 Dynamic Braking ....................................................................................................... 4-22
4.3.8 Bow Thruster Cooling ................................................................................................ 4-22
4.4 STERN THRUSTER PROPULSION SYSTEM OPERATION ....................................... 4-23
4.4.1 Stern Thruster Mechanical Alignment for Operation .................................................. 4-23
4.4.2 Energize Stern Thrusters........................................................................................... 4-24
4.4.3 Stern Thruster, Remote Operation ............................................................................ 4-25
4.4.4 Stern Thruster, Local Steering Operation .................................................................. 4-25
4.4.5 Stern Thruster, Local Thrust (Speed) Control ............................................................ 4-26
4.5 BOW THRUSTER PROPULSION SYSTEM OPERATION ........................................... 4-27
4.5.1 Bow Thruster Mechanical Alignment for Operation .................................................... 4-27
4.5.2 Bow Thruster Electrical Alignment for Operation ....................................................... 4-27
4.5.3 Bow Thruster, Local Operation .................................................................................. 4-28
4.5.4 Bow Thruster, Remote Operation .............................................................................. 4-29
4.6 STEERING OPERATION ............................................................................................. 4-29
4.6.1 Autopilot Control ........................................................................................................ 4-29
4.6.2 Transfer from the Fwd Pilothouse Autopilot Control................................................... 4-30
4.6.3 Transferring Control among the MTC, IJS, and DP Systems ..................................... 4-31
4.6.4 DP and IJS Steering Operation ................................................................................. 4-31
4.6.5 MTC Lever Grouping ................................................................................................. 4-31
4.7 Control System Failure/Emergency Steering ................................................................ 4-32
4.7.1 Vessel Position Reference Systems Failure .............................................................. 4-32
4.7.2 VCS Dual Redundant Network Failure ...................................................................... 4-32
4.7.3 IJS or DP System Failure .......................................................................................... 4-33
4.7.4 VCS Fieldstation failure ............................................................................................. 4-33
4.7.5 Failure Of All Pilothouse Controls .............................................................................. 4-33
4.7.6 Loss of ELECTRICAL Power .................................................................................... 4-33
4.8 THRUSTER SECURING .............................................................................................. 4-33
4.8.1 Securing thruster at the mtc ...................................................................................... 4-33
4.8.2 Securing thruster at the VCS ..................................................................................... 4-33
4.8.3 Thruster Emergency Shutdown ................................................................................. 4-34
CHAPTER 5 - CONTROL, MONITORING, AND NAVIGATION SYSTEMS........................... 5-1
5.1 GENERAL INFORMATION ............................................................................................ 5-1
5.2 NAVIGATIONAL EQUIPMENT ...................................................................................... 5-6
5.2.1 Gyrocompass .............................................................................................................. 5-6
5.2.2 Navigational and Deck Lighting System ...................................................................... 5-6
5.2.3 Searchlights ................................................................................................................ 5-7
5.2.4 Global Positioning Systems (GPS) .............................................................................. 5-7
iii
5.2.5 Echo Sounder ............................................................................................................. 5-7

5.2.6 Autopilot ...................................................................................................................... 5-8
5.2.7 RADARS ..................................................................................................................... 5-9
5.2.8 Electronic Chart Display and Information System ........................................................ 5-9
5.2.9 CyScan ..................................................................................................................... 5-10
5.2.10 Doppler Speed Log ................................................................................................. 5-10
5.2.11 Magnetic Compass.................................................................................................. 5-11
5.2.12 DGPS ...................................................................................................................... 5-11
5.3 INTERNAL COMMUNICATIONS ................................................................................. 5-11
5.3.1 Self Powered Telephone System .............................................................................. 5-11
5.3.2 Dial Telephone System ............................................................................................. 5-12
5.3.3 Talkback System ....................................................................................................... 5-13
5.3.4 Public Address System ............................................................................................. 5-15
5.4 EXTERNAL RADIO COMMUNICATION SYSTEMS..................................................... 5-16
5.4.1 VHF Marine Radios ................................................................................................... 5-16
5.4.2 VHF Air Band Transceiver ......................................................................................... 5-16
5.4.3 Universal Automatic Identification System ................................................................. 5-17
5.4.4 GMDSS ..................................................................................................................... 5-18
5.5 EXTERNAL AUDIBLE/VISUAL COMMUNICATION SYSTEMS ................................... 5-20
5.5.1 Sound/Light Signaling System ................................................................................... 5-20
5.5.2 Sound Reception System ......................................................................................... 5-21
5.6 INTERNAL ALARM AND SAFETY SYSTEMS ............................................................. 5-22
5.6.1 General Alarm System .............................................................................................. 5-22
5.6.2 Fire and Smoke Detection Alarm System .................................................................. 5-23
5.6.3 Emergency Stop Stations .......................................................................................... 5-29
5.6.4 Bridge Navigation Watch Alarm System .................................................................... 5-38
5.6.5 Refrigerant Gas Monitoring System ........................................................................... 5-39
5.7 VESSEL CONTROL SYSTEM ..................................................................................... 5-42
5.7.1 Workstations ............................................................................................................. 5-43
5.7.2 Fieldstations .............................................................................................................. 5-43
5.7.3 Ethernet Network....................................................................................................... 5-43
5.7.4 Printers...................................................................................................................... 5-43
5.7.5 Power Supply ............................................................................................................ 5-43
5.7.6 Operation .................................................................................................................. 5-45
5.8 VOYAGE DATA RECORDER ...................................................................................... 5-45
CHAPTER 6 -AUXILIARY MECHANICAL SYSTEMS ........................................................... 6-1
6.0 AUXILIARY MECHANICAL SYSTEMS GENERAL INFORMATION ............................... 6-1
6.1 NATURAL VENTILATION SYSTEM DESCRIPTION...................................................... 6-1
6.1.1 Paint Locker ................................................................................................................ 6-1
6.1.2 CO2 Room ................................................................................................................... 6-1
6.2 ENGINE ROOM MECHANICAL VENTILATION SYSTEM.............................................. 6-1
6.2.1 Engine Room Mechanical Ventilation System Description ........................................... 6-2
6.2.2 Engine Room Mechanical Ventilation System Operation ............................................. 6-3
iv
6.2.3 Engine Room Mechanical Ventilation System Normal Shutdown ................................ 6-5
6.2.4 Engine Room Mechanical Ventilation System Emergency Shutdown .......................... 6-5
6.3 EMERGENCY GENERATOR ROOM VENTILATION..................................................... 6-6
6.4 MACHINERY SPACE (BOW THRUSTER) VENTILATION............................................. 6-6
6.5 OTHER VENTILATED SPACES .................................................................................... 6-6
6.5.1 Mezzanine (Transformers) and Switchboard Room Ventilation ................................... 6-6
6.5.2 Cargo Hold and Tank Farm Ventilation........................................................................ 6-7
6.5.3 PROPULSION DRIVE COMPARTMENT VENTILATION ............................................ 6-9
6.6 MISCELLANEOUS VENTILATION COMPONENTS ...................................................... 6-9
6.6.1 Louvers ..................................................................................................................... 6-10
6.6.2 Fire Dampers ............................................................................................................ 6-10
6.7 HEATING, VENTILATION AND AIR CONDITIONING SYSTEM .................................. 6-11
6.7.1 HVAC System Description......................................................................................... 6-11
6.7.2 HVAC System Operation ........................................................................................... 6-15
6.7.3 HVAC System Emergency Shutdown ........................................................................ 6-15
6.8 COMPRESSED AIR SYSTEM ..................................................................................... 6-37
6.8.1 Ship Service Compressed Air System Description .................................................... 6-37
6.8.2 Compressed Air System Operation ........................................................................... 6-38
6.8.3 Compressed Air System Emergency Operation ........................................................ 6-39
6.8.4 Air Dryer Description and Operation .......................................................................... 6-39
6.9 FRESHWATER COOLING SYSTEM ........................................................................... 6-45
6.9.1 Freshwater Cooling System Description .................................................................... 6-45
6.9.2 Freshwater Cooling System Operation ...................................................................... 6-47
6.10 FIREMAIN SYSTEM .................................................................................................. 6-53
6.10.1 Firemain System Description ................................................................................... 6-53
6.10.2 Firemain System Normal Operation......................................................................... 6-54
6.11 BILGE AND BALLAST SYSTEM GENERAL INFORMATION .................................... 6-63
6.11.1 Bilge System Controls, Valves, and Indicators ........................................................ 6-64
6.11.2 Bilge and Ballast System Operations....................................................................... 6-68
6.11.3 Emergency Operations ............................................................................................ 6-72
6.12 FIRE MONITOR SYSTEM .......................................................................................... 6-77
6.12.1 Hull 155/Bravente V Fire Monitor System Description ............................................. 6-77
6.12.2 FIRE FIGHTING AND DELUGE SYSTEM (Hulls 156 on)........................................ 6-83
6.13 CARBON DIOXIDE FIRE SUPPRESSION SYSTEM ................................................. 6-83
6.13.1 Carbon Dioxide Fire Suppression System Description ............................................ 6-83
6.13.2 Carbon Dioxide Fire Suppression System Operation ............................................... 6-84
6.14 POTABLE WATER TRANSFER SYSTEM ................................................................. 6-91
6.14.1 Potable Water Transfer System Description ............................................................ 6-91
v
6.14.2 Filling Potable Water Tanks ..................................................................................... 6-91

6.14.3 Transferring Potable Water Between Tanks ............................................................ 6-92
6.15 POTABLE WATER SERVICE SYSTEM ..................................................................... 6-93
6.15.1 Potable Water Service System Description ............................................................. 6-93
6.15.2 Potable Water Service System Controls .................................................................. 6-95
6.15.3 Normal Operation PW Service System .................................................................... 6-99
6.15.4 Potable Water Service System Emergency Operation ........................................... 6-100
6.15.5 Sanitary Water Supply System Description ........................................................... 6-100
6.15.6 Sanitary Water Supply System Operation ............................................................. 6-100
6.15.7 Filling Expansion Tanks......................................................................................... 6-101
6.15.8 RO Water Maker Operation ................................................................................... 6-101
6.15.9 RO Water Maker Media Flushing Operation .......................................................... 6-102
6.16 GREY WATER SYSTEM......................................................................................... 6-109
6.16.1 Grey Water System Description ............................................................................ 6-109
6.16.2 Grey Water System Operation............................................................................... 6-109
6.16.3 Grey Water Securing ............................................................................................. 6-111
6.17 BLACK WATER (SEWAGE) COLLECTION SYSTEM .............................................. 6-115
6.17.1 Black Water (Sewage) Collection System Description ........................................... 6-115
6.17.2 Black Water (Sewage) Collection System Operation ............................................. 6-115
6.17.3 Black Water Securing ............................................................................................ 6-118
6.18 MARINE SANITATION DEVICE ............................................................................... 6-119
6.18.1 MSD Description ................................................................................................... 6-120
6.18.2 MSD Operation ..................................................................................................... 6-121
6.18.3 MSD Shutdown ..................................................................................................... 6-122
6.19 Fuel Oil Service System ........................................................................................... 6-123
6.19.1 Ship’s System Fuel Oil Service System Description .............................................. 6-123
6.19.2 Fuel Oil Service System Controls .......................................................................... 6-125
6.19.2.1 Fuel Oil Service System Emergency Stops ........................................................ 6-125
6.19.2.2 Fuel Oil Leakage Indication ................................................................................ 6-126
6.19.2.3 Fuel Oil Service System Valves .......................................................................... 6-126
6.19.3 Fuel Oil Service System Normal Operation ........................................................... 6-127
6.19.4 Fuel Oil Service System Emergency Operation ..................................................... 6-128
6.19.5 EDG Fuel System Normal Operation ..................................................................... 6-128
6.19.6 EDG Fuel System Emergency Operation .............................................................. 6-129
6.20 FUEL OIL TRANSFER SYSTEM.............................................................................. 6-133
6.20.1 Ship’s Fuel Oil Transfer System Description .......................................................... 6-133
6.20.2 Cargo Fuel Oil Transfer System Description .......................................................... 6-135
6.20.3 Fuel Oil Transfer System Controls ......................................................................... 6-135
6.20.4 FO Transfer System - Preliminary Operating Procedures ...................................... 6-139
6.20.5 Ship’s FO Transfer - Transfer and Purified Fuel to Port or Starboard Day Tanks
or EDG Day Tank from No. 2 Ship’s Fuel Oil tanks, and No. 1 Cargo Fuel Oil Tanks.......... 6-139
6.20.6 Ship’s FO Transfer - Day Tank Transfer Pump Auto Fill ........................................ 6-141
6.20.7 Transfer of EDG Day Tank to Cargo Fuel Tanks ................................................... 6-141
vi
6.20.8 Cargo FO Transfer - Receiving FO ........................................................................ 6-142

6.20.9 Cargo FO Transfer - Discharging Cargo FO .......................................................... 6-143
6.20.10 Cargo FO Transfer - Transferring Cargo FO Tank to Tank or Liquid Mud System 6-144
6.20.11 Fuel Oil Transfer System - Emergency Shutdown ............................................... 6-144
6.21 LUBE OIL SYSTEM ................................................................................................. 6-147
6.21.1 Lube Oil System Description ................................................................................. 6-147
6.21.2 Operations............................................................................................................. 6-148
6.22 OILY WASTE AND SLUDGE SYSTEM .................................................................... 6-155
6.22.1 Sludge System Description ................................................................................... 6-155
6.22.2 Oily Waste System Description ............................................................................. 6-155
6.22.3 Oily Water Separator (OWS) ................................................................................. 6-156
6.22.4 Oily Waste and Sludge System Emergency .......................................................... 6-160
6.22.5 Oily Waste and Sludge System Valves .................................................................. 6-160
6.22.6 Operations............................................................................................................. 6-161
6.23 ANCHOR WINDLASS .............................................................................................. 6-167
6.23.1 Anchor Windlass Components .............................................................................. 6-167
6.23.2 Operation .............................................................................................................. 6-168
6.24 DRY BULK MUD SYSTEM ....................................................................................... 6-172
6.24.1 Dry Bulk Mud System Description ......................................................................... 6-172
6.24.2 Dry Bulk System Operation ................................................................................... 6-175
6.25 LIQUID MUD/CARGO FUEL OIL SYSTEM .............................................................. 6-181
6.25.1 Liquid Mud/ Cargo Fuel Oil System Description..................................................... 6-181
6.25.2 Liquid Mud/ Cargo Fuel Oil System Operation ...................................................... 6-182
6.26 CARGO WATER/DRILLING BRINE SYSTEM .......................................................... 6-189
6.26.1 Cargo Potable Drill Water/Brine System Description ............................................. 6-189
6.26.2 Cargo Potable Water/Drill Brine System Operation ............................................... 6-190
6.27 TANK LEVEL INDICATING SYSTEM....................................................................... 6-197
6.27.1 Tank Level Indicating System Description ............................................................. 6-197
6.27.2 System Operation.................................................................................................. 6-199
6.28 RESCUE BOAT DAVIT ............................................................................................ 6-199
6.28.1 Rescue Boat Davit Normal Operation .................................................................... 6-201
6.28.2 Rescue Boat Davit Emergency Operation ............................................................. 6-205
6.29 GALLEY EQUIPMENT ............................................................................................. 6-205
6.29.1 Freezers ................................................................................................................ 6-205
6.29.2 Refrigerators ......................................................................................................... 6-209
6.29.3 Range Hood .......................................................................................................... 6-210
6.29.4 Range/Oven .......................................................................................................... 6-214
6.29.5 Dishwasher ........................................................................................................... 6-214
6.30 LIFESAVING AND SAFETY EQUIPMENT ............................................................... 6-214
6.30.1 Overview ............................................................................................................... 6-214
6.30.2 Liferafts ................................................................................................................. 6-214
6.30.3 Life Rings .............................................................................................................. 6-216
6.30.4 Lifejackets ............................................................................................................. 6-216
6.30.5 Radio Devices ....................................................................................................... 6-216
6.30.6 Line Throwing Device ............................................................................................ 6-217
vii
6.30.7 Daylight Signal Light .............................................................................................. 6-217

6.30.8 Distress Signals..................................................................................................... 6-218
6.30.9 Radar Transponder ............................................................................................... 6-218
6.30.10 Emergency Position Indicating Radio Beacon ..................................................... 6-218
6.31 FIREFIGHTING EQUIPMENT .................................................................................. 6-227
6.31.1 Fire Locker ............................................................................................................ 6-227
6.31.2 Fireman's Outfits ................................................................................................... 6-227
6.31.3 Fire Axes ............................................................................................................... 6-227
6.31.4 Portable Fire Extinguishers ................................................................................... 6-227
6.31.5 Emergency Breathing Apparatus ........................................................................... 6-228
6.32 SLIDING WATERTIGHT DOORS ............................................................................ 6-228
6.32.1 Sliding Watertight Door Description ....................................................................... 6-228
6.32.2 Operating Sliding Watertight Doors ....................................................................... 6-231
6.32.3 Emergency Close on Main Deck ........................................................................... 6-236
6.32.4 Return to Normal after use of Emergency Close Station........................................ 6-237
CHAPTER 7 -HULL COATINGS SPECIFICATION AND ANODES ...................................... 7-1
7.1 INTRODUCTION AND DESCRIPTION .......................................................................... 7-1
7.2 HULL PREPARATIONS AND COATINGS ..................................................................... 7-1
7.3 CATHODIC PROTECTION ............................................................................................ 7-1
APPENDIX A - DAILY MAINTENANCE AND INSPECTION CHECKLIST
APPENDIX B - START UP FROM DARK SHIP
APPENDIX C – DRAWING LIST
APPENDIX D - LIST OF TECHNICAL MANUALS
APPENDIX E - LUBRICATION CHART
viii
LIST OF TABLES
No. Title Page
Table 1-1. Vessel Principal Characteristics. ........................................................................... 1-6

Table 1-2. Vessel Tankage. ................................................................................................... 1-6
Table 2-1. MDG Engine Characteristics. ................................................................................ 2-1
Table 3-1. Required Generating Capacity. ............................................................................. 3-1
Table 3-2. PPU-3 Inputs and Outputs. ................................................................................... 3-3
Table 3-3. Batteries. ............................................................................................................. 3-20
Table 4-1. DP Failure Analysis. .............................................................................................. 4-5
Table 4-2. MTC Locations. ..................................................................................................... 4-6
Table 5-1. Antenna Locations. ............................................................................................... 5-1
Table 5-2. Talkback System Locations. ................................................................................ 5-13
Table 5-3. Fire Alarm Control Panel Indicators. .................................................................... 5-25
Table 5-4. Emergency Stop Junction Box Locations. ........................................................... 5-30
Table 5-5. Port SWBD VCS UPS. ........................................................................................ 5-44
Table 5-6. Stbd SWBD VCS UPS. ....................................................................................... 5-44
Table 6-1. Air Handling Units. .............................................................................................. 6-12
Table 6-2. Condensing Units. ............................................................................................... 6-13
Table 6-3. Electric Duct Heaters........................................................................................... 6-14
Table 6-4. Sanitary Exhaust Fans. ....................................................................................... 6-14
Table 6-5. Fire Station Identification. .................................................................................... 6-53
Table 6-6. Firemain Valve Alignment. .................................................................................. 6-55
Table 6-7. Bilge System Valves (Normal Operation). ........................................................... 6-64
Table 6-8. Ballast Valves. .................................................................................................... 6-66
Table 6-9. Potable Water Tank Information. ......................................................................... 6-91
Table 6-10. Expansion Tanks. .............................................................................................. 6-94
Table 6-11. Potable Water System Valve Table. .................................................................. 6-98
Table 6-12. Grey Water Valve Table. ................................................................................. 6-112
Table 6-13. Black Water Valves. ........................................................................................ 6-119
Table 6-14. Fuel Oil Day Tank Data. .................................................................................. 6-125
Table 6-15. Fuel Oil Service System Valve Table. ............................................................. 6-127
Table 6-16. Fuel Oil Transfer System Tank Data. .............................................................. 6-134
Table 6-17. Ship’s Fuel Oil Transfer System Valves........................................................... 6-137
Table 6-18. Cargo Fuel Oil Transfer System Valves........................................................... 6-138
Table 6-19. Oily Waste and Sludge System Valve Table. .................................................. 6-160
Table 6-20. Tank Capacities. ............................................................................................. 6-181
Table 6-21. Drill Water/Drilling Brine Tanks. ....................................................................... 6-189
Table 6-22. Fill/Discharge Station. ..................................................................................... 6-190
Table 6-23. Cargo Potable Drill Water/Drill Brine Valve Table. ........................................... 6-192
Table 6-24. Range Hood Fans and Dampers. .................................................................... 6-210
Table 6-25. Liferafts. .......................................................................................................... 6-215
Table 6-26. Life Ring Stations. ........................................................................................... 6-216
Table 7-1. Paint Schedule. ..................................................................................................... 7-2
ix
LIST OF FIGURES
No. Title Page
Figure 1-1. Fire Control Plan (Hull 155 Only) (Sheet 1 of 5). .................................................. 1-9
Figure 1-1.1. Fire Control Plan (Hull 156 On) (Sheet 1 of 5) .............................................. 1-18.1
Figure 1-2. Dry Docking Plan and Anode Location (Sheet 1 of 2)......................................... 1-19
Figure 1-3. General Arrangement (Sheet 1 of 6). ................................................................. 1-23
Figure 1-4. Machinery Arrangement (Sheet 1 of 6). ............................................................. 1-35
Figure 3-1. AC Distribution ................................................................................................... 3-43
Figure 4-1. VCS, DP, and Steering Control System. .............................................................. 4-3
Figure 4-2. Bow Thruster MTC. .............................................................................................. 4-7
Figure 4-3. Stern Thruster MTC. ............................................................................................ 4-7
Figure 4-4. MTC Displays....................................................................................................... 4-8
Figure 4-5. Autopilot Panel. .................................................................................................... 4-9
Figure 4-6. Stern Thruster Local Control Cabinet. ................................................................ 4-10
Figure 4-7. EOT Panel. ........................................................................................................ 4-11
Figure 4-8. Schottel Combi Drive 2020 SPR Stern Thruster Unit.......................................... 4-12
Figure 4-9. Propulsion Thruster Converter. .......................................................................... 4-16
Figure 4-10. Bow Thruster Converter Cabinet. ..................................................................... 4-29
Figure 5-1. Pilothouse Top Arrangement (Sheet 1 of 3). ........................................................ 5-3
Figure 5-2. Fugro Seastar Model 9200G2. ............................................................................. 5-8
Figure 5-3. Navitron NT888G Autopilot. ................................................................................. 5-9
Figure 5-4. Talkback Control Panel. ..................................................................................... 5-14
Figure 5-5. Public Address Control Panel............................................................................. 5-15
Figure 5-6. IC-M412 VHF Radio. .......................................................................................... 5-16
Figure 5-7. VHF Air Band Transceiver IC-A110.................................................................... 5-16
Figure 5-8. Universal AIS. .................................................................................................... 5-18
Figure 5-9. Furuno NX-700 .................................................................................................. 5-20
Figure 5-10. Furuno FM-8800D ............................................................................................. 5-20
Figure 5-11. Sound/Light Signal Controller. .......................................................................... 5-21
Figure 5-12. Sound Reception System Master Panel ............................................................ 5-21
Figure 5-13. Audio/Visual Column. ....................................................................................... 5-22
Figure 5-14. General Alarm Panel. ....................................................................................... 5-23
Figure 5-15. Fire Alarm Control Panel. ................................................................................. 5-24
Figure 5-16. Fire Detection Arrangement (Sheet 1 of 2). ...................................................... 5-27
Figure 5-17. Emergency Stop Station, Aft Pilothouse Console. ............................................ 5-30
Figure 5-18. Starboard Main Deck Emergency Stop Panel. ................................................. 5-37
Figure 5-19. BNWAS Main Alarm Panel. .............................................................................. 5-38
Figure 5-20. Gas Monitor Sample Inlet Filter. ....................................................................... 5-40
Figure 5-21. Gas Monitor. .................................................................................................... 5-40
Figure 5-22. VDR DRU Capsule........................................................................................... 5-46
Figure 5-23. VDR RAP. ........................................................................................................ 5-46
Figure 6-1. Engine Room Fan MCC Controls and Indicators. ................................................. 6-3
Figure 6-2. Fan Control Window. ........................................................................................... 6-3
Figure 6-3. Cargo Hold Vents. ................................................................................................ 6-7
Figure 6-4. Ventilation Valve Control Switch. ......................................................................... 6-8
x
LIST OF FIGURES (CONT'D)
No. Title Page
Figure 6-5. Louver with Manual Closure. .............................................................................. 6-10

Figure 6-6. Fire Damper Switch and Emergency Stop.......................................................... 6-11
Figure 6-7. AHU Thermostat. ............................................................................................... 6-13
Figure 6-8. Machinery Ventilation (Sheet 1 of 6). ................................................................. 6-17
Figure 6-9. Air Conditioning Diagram (Sheet 1 or 4). ............................................................ 6-29
Figure 6-10. Compressed Air System (Sheet 1 of 2). ........................................................... 6-41
Figure 6-11. Box Cooler Arrangement. ................................................................................. 6-46
Figure 6-12. WEKA Protector Module Arrangement. ............................................................ 6-47
Figure 6-13. Freshwater Cooling System. ............................................................................ 6-51
Figure 6-14. Firemain System (Sheet 1 of 3) ........................................................................ 6-57
Figure 6-15. Bilge and Ballast Schematic. ............................................................................ 6-75
Figure 6-16.1 Fire Monitor and Fire Main VCS Screen (Hull 155)......................................... 6-78
Figure 6-16.2. Fire Monitor System (Hull 155). ..................................................................... 6-82
Figure 6-17.1. FIFI and Deluge System Control Panel (Hulls 156 On)............................... 6-82.1
Figure 6-17.2. FIFI and Deluge System Control Panel (Hulls 156 On)............................... 6-82.2
Figure 6-17.3. FIFI and Deluge System (Hulls 156 On) (Sheet 1 of 2). ........................... 6-82.11
Figure 6-18. Remote Actuator. ............................................................................................. 6-86
Figure 6-19. Remote Actuator Release Mechanism. ............................................................ 6-86
Figure 6-20. CO2 System Actuation. .................................................................................... 6-87
Figure 6-21. Time Delay With By-Pass................................................................................. 6-87
Figure 6-22. Carbon Dioxide Fire Suppression System. ....................................................... 6-89
Figure 6-23. PW Ultra Violet Purifier. ................................................................................... 6-95
Figure 6-24. RO Water Maker Control Panel. ....................................................................... 6-96
Figure 6-25. RO Water Maker Water Quality Monitor. .......................................................... 6-96
Figure 6-26. RO Water Maker Master Control Center. ......................................................... 6-97
Figure 6-27. RO Water Maker Manual Freshwater Flush. .................................................... 6-97
Figure 6-28. Potable Water Service and Transfer System. (Sheet 1 of 2). ......................... 6-105
Figure 6-29. Grey and Black Water Systems...................................................................... 6-113
Figure 6-30. MSD Control Panel ........................................................................................ 6-121
Figure 6-31. MSD Internal Flow Diagram. .......................................................................... 6-123
Figure 6-32. EDG Day Tank Supply Valve Remote Operator. ............................................ 6-126
Figure 6-33. Fuel Oil Service System. ................................................................................ 6-131
Figure 6-34. E-Stop Station, Starboard Main Deck Exterior (Port Similar). ......................... 6-136
Figure 6-35 Fuel Oil Transfer System. ............................................................................... 6-145
Figure 6-36. Lube Oil System. ............................................................................................ 6-153
Figure 6-37. OWS Schematic. ............................................................................................ 6-157
Figure 6-38. Oil Content Monitor. ........................................................................................ 6-159
Figure 6-39. OWS Local Control Panel. ............................................................................. 6-159
Figure 6-40. Oily Waste and Sludge System Diagram. ....................................................... 6-165
Figure 6-41. Anchor Windlass. ........................................................................................... 6-172
Figure 6-42. Air Compressor Control Panel........................................................................ 6-174
Figure 6-43. Dry Bulk Mud System (Sheet 1 of 2). ............................................................. 6-177
Figure 6-44. Liquid Mud/Cargo Fuel Oil.............................................................................. 6-187
xi
LIST OF FIGURES (CONT'D)
No. Title Page
Figure 6.45. Cargo Potable Drill Water/Brine System (Sheet 1 of 2) .................................. 6-193
Figure 6-46. Levelmaster H8 Control Cabinet. ................................................................... 6-198
Figure 6-47. Rescue Boat Davit Arrangement. ................................................................... 6-200
Figure 6-48. Freezer Digital Controls. ................................................................................ 6-206
Figure 6-49. Range with Range Hood. ................................................................................ 6-211
Figure 6-50. Galley Fire Damper Switches. ........................................................................ 6-212
Figure 6-51. Range Hood Pull Switch. ................................................................................ 6-213
Figure 6-52. Hydrostatic Release. ...................................................................................... 6-215
Figure 6-53. Line Throwing Device. .................................................................................... 6-217
Figure 6-54. Daylight Signal Light. ..................................................................................... 6-217
Figure 6-55. Emergency Position Indicating Radio Beacon. ............................................... 6-218
Figure 6-56. Lifesaving and Safety Equipment (Sheet 1 of 4).............................................. 6-219
Figure 6-57. Emergency Breathing Apparatus.................................................................... 6-228
Figure 6-58. Watertight Door Emergency Close Station. .................................................... 6-229
Figure 6-59. Bridge Watertight Door Mimic Panel. ............................................................. 6-230
Figure 6-60. Sliding Watertight Door Safety Sign and Light. ............................................... 6-233
xii
FOREWORD
Operating procedures for system equipment and components are normally provided in the
technical manual for the equipment or component, but may in some cases be included or
supplemented in this manual as appropriate or necessary. References are made to vendor
technical manuals, ship’s engineering drawings, and to other system manuals as included
where necessary and appropriate. Regulatory body manuals should be used as a primary
source of operations required to meet regulatory body specified rules and regulations.
Vendor manuals should be used for details of system component operation, and to determine
detailed descriptions of the component. System drawings in this manual are generally simplified
drawings based on engineering drawings, which should be used to determine all details of a
system. The system descriptions and system operating procedures provided in this manual are
primarily for normal operation of the systems, and may be more general in nature than may be
required for new or specialized operations. It is anticipated that the operating procedures in this
manual will be supplemented by Standing Orders and/or Standard Operating Procedures issued
by the ship’s operators.
No instruction or description in the manual relieves operating personnel from learning the ship
equipment, systems, and piping and operating the vessel in a safe and effective manner in
accordance with good marine practice and all laws and regulations.
xiii
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xiv
CHAPTER 1
GENERAL INFORMATION
1.1 INTRODUCTION
The purpose of this Engineer’s Operating Manual (EOM) is to supply information concerning the
operation of boat specific systems and to provide a good orientation for new crew members.
Equipment operation is contained in the equipment’s technical manuals and is not duplicated
except where necessary. This book is divided into the following chapters by systems:
Chapter 1 General Information

Chapter 2 Main Engines and Auxiliaries
Chapter 3 Electrical Power System
Chapter 4 Propulsion System
Chapter 5 Control, Monitoring, and Navigation Systems
Chapter 6 Auxiliary Mechanical Systems
Chapter 7 Hull Coatings Specification and Anodes
The Table of Contents should be referenced to locate the specific systems within each chapter.
1.2 GENERAL DESCRIPTION

This vessel was built under contract for Boldini S.A. by:
Eastern Shipbuilding Group

2200 Nelson Street
Panama City, FL, 32401, USA
in September, 2013 as Hull No. 155. This vessel is classed under ABS A1, Circle E, Offshore
Support Vessel, AMS, ACCU, DPS-2, ENVIRO, and GP Rules. Hulls 156 on are ABS Class 1
FIFI.Supporting documents and illustrations include:
Vessel Principal Characteristics - Table 1-1

Vessel Tankage - Table 1-2
Fire Control Plan - Figure 1-1
Dry Docking Plan - Figure 1-2
General Arrangement - Figure 1-3
Machinery Arrangement - Figure 1-4
Daily Maintenance and Inspection Checklist - Appendix A
Start up from Dark Ship - Appendix B
Drawing List - Appendix C
List of Technical Manuals - Appendix D
Lubrication Chart - Appendix E
This vessel is designed to transfer crew and dry and liquid cargos within coastal ocean areas.
The vessel is also designed with off ship fire fighting capability. Construction is of ABS grade A
mild steel. Refer to the vessel construction drawings for details.
1-1
1.3 PROPULSION SYSTEM

The Propulsion System is diesel electric consisting of four Main Diesel Generators (MDGs)
powering two non-reversing Schottel Combi Drives (SCD) Model SRP-2020 fully azimuthing
marine stern thrusters. The thrusters are rated at 2500 kW, 750 rpm (input into gearbox). The
propellers are four blade, 8-ft 10-inch (2700 mm) in diameter and rotate at 238 rpm at a top
speed of 13 knots. Reverse thrust requires 180 degree rotation of the stern thrusters which can
take 14 seconds depending on hull speed. Chapter 4 contains descriptions, operating
procedures, manual references and figures of these systems. Both the engine rooms and the
propulsion compartment are split to provide for propulsion redundancy.
Two Schottel STT 004 FP 1180 kW tunnel type bow thrusters are provided near the bow,
frames 8-16.
1.4 STEERING CONTROL SYSTEM

The steering is controlled by the two stern thruster units and two bow thrusters through digital
logic controllers. The steering control system consists of:
 Dynamic Positioning (DP) System (ABS DPS-2) (two workstations in the aft pilothouse
console, one portable joystick unit for the bridge wings.)
 Independent Joystick System (IJS) at the forward pilothouse console
 Manual Thruster Controls (MTCs) for bow and stern thruster controls at the forward
pilothouse console, aft pilothouse console, and both switchboard rooms.
 MTCs for stern thruster controls at both switchboard rooms.
 Autopilot located at the forward pilothouse console.
 Local control on power converter panels
 Stern drive local control panels in the propulsion drive compartments.
 Controls on the bow thruster converters
 Engine Order Telegraphs (EOTs) on forward pilothouse console, converter panels, and
both switchboard consoles.
Transfer of control between stations is completed using the “Control Request” buttons located at
each of the remote controls. The commands from each of the remote systems are processed
by microcontrollers and sent to the converter panels and steering controller. The converter
panels process the signals received and perform the appropriate movement and speed control
to the azimuth thrusters.
During maneuvering operations at less than 6 knots and during DP mode, the tunnel bow
thrusters may be used to provide added maneuverability. The bow thrusters provide side thrust
only. Thrust limitations (percentage of full and ramping) and slewing of the thrusters is
protected by a computer controlled permissive system to prevent excessive stress on the hull
and thruster unit.
1.4.1 Emergency Steering

Emergency steering is located in both propulsion drive compartments (P/S) (steering only) on
the stern thruster cabinets (thrust only) and at the propulsion drive converter cabinets in the
switchboard rooms (P/S). The controls allow emergency local control of the steering and speed
of the thrusters. Chapter 4 contains descriptions, operating procedures, manual references,
and figures of these systems.
1-2
1.5 ELECTRICAL POWER SYSTEM

The Electrical Power System generation is provided by four MDGs (Cummins QSK60-DM-
MCRS (Quantum family, K series, 60.2 liter displacement, 16 cylinder, C 3.0 injectors) engines
with 690 VAC Marathon electric generators producing 1825 kW 60 Hzeach at 1,800 rpm).
MDGs No. 1 and 3 are electric motor/battery started, while MDGs No. 2 and 4 are compressed
air started. MDGs No. 1 and 3 require DC power (engine controls), freshwater cooling, DC
starting power, combustion air, exhaust, and fuel to operate. MDGs No. 2 and 4 require starting
air in place of battery starting. The MDGs can be started locally, at the VCS HMI panels in the
switchboard rooms (P/S), and on the VCS HMI panels in the Pilothouse. Both the engines and
generators are freshwater box cooled. All diesel engines onboard meet SOLAS requirements.
MDGs No. 1 and 2 connect directly to the Port 690V Switchboard. MDGs No. 3 and 4 connect
to the starboard 690V Switchboard. The 690V Switchboards power the Firefighting (FIFI)
Pumps, the thruster transformers, and the bow thruster transformers. Through 690:440 VAC
transformers, they provide power to the port and starboard 440V switchboards.
The Emergency Diesel Generator (EDG) and Emergency Switchboard provide emergency and
harbor power generation. The EDG engine is a Cummins Model KTA19DM. It is an inline six-
cylinder four-stroke after-cooled turbocharged radiator cooled engine. The generator has a
continuous rating of 425 kW at a speed of 1800 rpm. The EDG is normally set to start on an
Emergency Switchboard dead bus after a time interval of 5 seconds. 24 VDC control power is
required for engine starting.
Shore power is supplied through a 3 phase/4 wire, 300 amp, 440 VAC, 60 Hz, Shore Power
Connection Box on the Main Deck. The Port 440V Switchboard must be de-energized to bring
on Shore Power. The switchboard is not equipped to parallel ship's power to shore power
Chapter 3 contains descriptions, operating procedures, manual references and figures of these
systems.
1.6 DIRECT CURRENT 12 VOLT AND 24 VOLT POWER SYSTEMS

The 24 VDC System is supplied by six 24 VDC panels onboard. There is a 24 VDC distribution
panel for each MDG, EDG, and two Pilothouse 24 VDC Distribution Panels. Each Generator
panel is supplied from a battery charger and a bank of two 12 VDC batteries. The Pilothouse
panels each have a battery charger and a bank of eight 6 VDC batteries.
The following additional battery banks are onboard:
- MDGs No. 1 and 3 each have two 24 VDC starting battery banks.
- The Port and STARBOARD Pre-lube systems each have a 24 VDC battery bank.
- The Emergency Generator has two 24 Vcd starting battery banks.
- The GMDSS has a 24 VDC battery bank.
- The DP/VCS UPS has a 12 VDC battery bank.
- The Fire Alarm Panel has a 24 VDC battery bank.
- The PA/GA IMCOS has a 24 VDC battery bank.
Chapter 2 and Chapter 3 contain descriptions, operating procedures, manual references, and
figures of these systems.
1-3
1.7 VESSEL COMPUTER CONTROL SYSTEMS
1.7.1 Vessel Control System

The Vessel Control System (VCS) is a vessel-wide control and monitoring system.
Workstations located throughout the vessel allow the operators to interface with mimics of the
ship systems to view alarms and allow control. The VCS is installed with multiple forms of
redundancy through a dual-ethernet network that provides communication throughout the VCS,
multiple workstations that are connected to both networks, and multiple fieldstations. Sensors
and computers throughout the vessel send information of the systems through the fieldstations
to advanced microcontrollers (AMC). The AMCs process the information and store the data for
the rest of the network. VCS cabinets are located in the switchboard rooms.
The VCS also allows remote access for remote diagnostics through the VISOR System. Alarm
and event printers are installed to allow the operators to print necessary screens and data. The
VCS is also integrated with the DP System through the dual-ethernet network. Refer to Chapter
5 and the system manual for detailed information and operation.
1.7.2 Dynamic Positioning System

An ABS DPS-2 DP System is installed onboard the vessel. Operation under DPS-2 requires
engine room segregation, propulsion compartment segregation, Power Management System
alignment and all propulsion units and MDGs ready for operation. DPS cabinets are located in
the Pilothouse closet spaces (2). Refer to the system manual for detailed information and
operation.
1.7.3 Vessel Cargo Loading and Stability System

The vessel uses Kockum Sonics Levelmaster® H8 Electro Pneumatic Level & Draught Gauging
System. There is a workstation in the Pilothouse that provides cargo loading and stability
calculations as well as simulation capabilities. Refer to the system manual for detailed
information and operation.
1.8 CONTROL, MONITORING, AND NAVIGATION SYSTEMS

Specific vessel Control, Monitoring, and Navigation Systems located in the Pilothouse are
detailed in Chapter 5. The Pilothouse Top Arrangement is shown in Figure 5-1 in Chapter 5.
Navigation equipment includes:
- Gyrocompass, TSS Meridian Standard, three each, Pilothouse aft

- Navigational Light Panel, Pilothouse
- Searchlights, Carlisle and Finch, Pilothouse top, two forward facing, one aft
- Global Positioning System (GPS), Fugro Seastar 9200G2, two each, Pilothouse aft
- Echo Sounder, Furuno FE-700, Pilothouse
- Autopilot, Navitron NT888G, Pilothouse forward console
- Radar, X-Band, Furuno FAR-2117, Pilothouse forward console
- Radar, S-Band, Furuno FAR-2137S/12, Pilothouse forward console
- Electronic Chart Display and Information System (ECDIS), Pilothouse forward console
- Guidance Navigation Cyscan, one ea, Pilothouse Aft console
- Doppler Speed Log, Furuno DS-80, Pilothouse console
- Magnetic Compass/Digital Repeater, Lillie and Gillie MK 2000, Pilothouse top, overhead
console
- DGPS, Furuno GP-150, one at Pilothouse forward console, one on chart table
1-4
Internal communications equipment includes:
- Gitiesse Integrated Multimedia Communication System (IMCOS), integrates general alarm,

Public Address System, Talk Back System, Self Powered Phones, Dial Telephones, and
Audio/Visual Columns.
- Self Powered Telephone System, IMCOS 9022 WHS, 12 stations throughout ship
- Dial Telephone System, IMCOS, 27 locations throughout ship
- Talk Back System, IMCOS, 24 locations, equipped according to location
- Public Address System, addressed by six different categories of spaces
- Sound Reception System
External radio communication equipment onboard includes:
- Global Marine Distress and Safety System (GMDSS) A3 Area

- GMDSS VHF Radio, Furuno FM-8800D, one at GMDSS station, one on forward Pilothouse
console
- VHF Marine Radios, ICOM IC-M412, three in Pilothouse, one in mess area
- VHF Air Band Transceiver, ICOM IC-A110, Pilothouse Aft console
- Universal Automatic Identification System (AIS), Furuno FA-150, Pilothouse forward console
- INMARSAT C/Felcom 15/Ship Security Alert System (SSAS), Pilothouse and captain’s office
- Navigation Telex (NAVTEX), Furuno NX-700, Pilothouse chart table
1.9 AUXILIARY MECHANICAL AND CARGO SYSTEMS

The Auxiliary Mechanical and Cargo Systems include the following:
- Natural and Mechanical Ventilation

- Heating Ventilation and Air Conditioning (HVAC)
- Compressed Air (Starting and Service)
- Freshwater Cooling
- Fire Fighting (Ship’s Service and Fire Monitor (FIFI)) (Hulls 156 on are ABS Class 1 FIFI)
- Bilge (Housekeeping and Dewatering)
- Ballast System
- CO2 Fire Suppression System
- Potable Water Service and Cargo Systems
- Gray Water System
- Black Water Collection, Storage, and Marine Sanitation Device (MSD) Systems
- Fuel Oil Service, Transfer, and Cargo Systems
- Lube Oil and Waste Oil Systems
- Oily Water Separator (OWS)
- Anchor Windlass
- Dry Bulk Mud System
- Liquid Mud/Cargo Fuel Oil System
- Drill Water/Brine
- Tank Level Indicating System
- Rescue Boat and Davit
- Galley Equipment
- Lifesaving and Safety Equipment
1-5
Chapter 6 contains descriptions, operating procedures, manual references, and figures of these
systems.
Table 1-1. Vessel Principal Characteristics.
Characteristic Detail (English) Detail (Metric)

Length (Overall) 286’ 87.17 m
Length (Waterline) 247' 6" 83.66 m
Beam 60’ 18.3 m
Depth 24’ 6" 7.47 m
Design Draft @ 4500T DWT 19' 4" 5.9 m
Displacement at maximum draft 7699 tons (short) 6984 metric tons
Deadweight at maximum draft 4923 tons (short) 4466 metric tons
Air Draft (from keel) 108’ 3” 32.99 m
Speed (2250 Tons dead weight) 13/13.5 knots -
Main Engines/Gensets: Cummins QSK60DM - 4 x 1825 kW
Emergency Generator: Cummins K19DM - 425 kW @ 60 Hz
Fuel (Diesel) 160,141 gallons 606.2 m3
Potable Water 26,576 gallons 100.6 m3
Bulk Mud 64,564 gallons 244.4 m3
Deck Cargo (Max.) 1650 tons (short) 1496 metric tons
Cargo Area Loading 1024 lb/ft2 5T/m2
Complement: 29 personnel max
(12 offshore
workers)
Table 1-2. Vessel Tankage.
Tanks Location Capacity (100%, 92% Fuel)

Gallons Cubic Meters
#4 Drill Water/Drilling Brine (P) FR 53-67 77,825 294.60
#4 Drill Water/Drilling Brine (S) FR 53-67 77,825 294.60
#4 Drill Water/Drilling Brine (C) FR 45-67 89,264 337.90
#6 Drill Water/Drilling Brine (C) FR 84-100 64,881 245.60
#4 Drill Water (P Wing) FR 53-67 13,921 52.70
#4 Drill Water (S Wing) FR 53.67 13,921 52.70
#3 Cargo FO/Liquid Mud (P) FR 39-51 47,630 180.30
#3 Cargo FO/Liquid Mud (S) FR 39-51 47,630 180.30
#7 Cargo FO/Liquid Mud (P) FR 102-121 66,809 252.90
#7 Cargo FO/Liquid Mud (S) FR 102-121 66,809 252.90
#6 Drill Water/Drilling Brine (P) FR 84-100 88,101 333.50
#6 Drill Water/Drilling Brine (S) FR 84-100 88,101 333.50
#1 Cargo Fuel Oil (P) FR 15-30 30,511 115.50
#1 Cargo Fuel Oil (S) FR 15-30 30,511 115.50
#7 Cargo Fuel Oil (C) FR 101-121 77,225 273.40
#8 Cargo Fuel Oil (C) FR 121-134 26,893 101.80
1-6
Tanks Location Capacity (100%, 92% Fuel)

Gallons Cubic Meters
#1 Freshwater (P) FR 7-15 8,929 33.80
#1 Freshwater (S) FR 7-15 11,280 42.70
#1 Freshwater (C) FR 7-18 6,366 24.10
Day Tank (P) FR 39-42 3,830 14.50
Day Tank (S) FR 39-44 4,253 16.10
#2 Ship’s Fuel Oil (P) FR 30-39 24,805 93.90
#2 Ship’s Fuel Oil (S) FR 30-39 24,805 93.90
Emergency Fuel Oil Tank (P) FR 35-36 1,141 4.32
Bulk Mud Tank (P) FR 67-75 16,141 61.10
Bulk Mud Tank (S) FR 67-75 16,141 61.10
Bulk Mud Tank (P) FR 76-84 16,141 61.10
Bulk Mud Tank (S) FR 76-84 16,141 61.10
Sludge (P) FR 23.5-27 3,087 7.90
Oily Water (S) FR 19-27 4,623 17.50
Sewage FR 25-30 7,767 29.40
Gray Water FR 25-30 7,767 29.40
Lube Oil (P) FR 34.5-39 660 2.50
Lube Oil (S) FR 34.5-39 660 2.50
Cargo Residue Tank FR 61-71 2,166 8.20
Gear Oil (P) FR 131-135 132 0.50
Gear Oil (S) FR 131-135 132 0.50
Dirty Oil (P) FR 22-23.5 872 3.30
Forepeak Cargo PW/Ballast FR 0-9 26,760 101.30
#1 Cargo PW/Ballast (P) FR 7-21 19,232 72.80
#1 Cargo PW/Ballast (S) FR 7-21 19,179 72.60
#2 Cargo PW/Ballast (P) FR 21-30 17,805 67.40
#2 Cargo PW/Ballast (S) FR 21-30 17,805 67.40
#2 Cargo PW/Ballast (C) FR 21-39 23,934 90.60
#3 Cargo PW/Ballast (P Wing) FR 39-53 25,413 96.20
#3 Cargo PW/Ballast (S Wing) FR 39-53 25,413 96.20
Aft Peak Cargo PW/Ballast (P) FR 134-137 12,073 45.70
Aft Peak Cargo PW/Ballast (S) FR 134-137 12,073 45.70
1-7
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1-8
Figure 1-1. Fire Control Plan (Hull 155 Only) (Sheet 1 of 5).
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1-10
1-11
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1-14
1-15
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1-16
Figure 1-1. Fire Control Plan (Hull 155 Only) (Sheet 5 of 5)
1-17
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1-18
Figure 1-1.1. Fire Control Plan (Hull 156 On) (Sheet 1 of 5)
1-18.1
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1-18.2
1-18.3
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1-18.4
1-18.5
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1-18.6
1-18.7
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1-18.8
1-18.9
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1-18.10
Figure 1-2. Dry Docking Plan and Anode Location (Sheet 1 of 2).
1-19
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1-20
Figure 1-2. Dry Docking Plan and Anode Location (Sheet 2 of 2).
1-21
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1-22
Figure 1-3. General Arrangement (Sheet 1 of 6).
1-23
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1-24
1-25
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1-27
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1-28
1-29
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1-34
Figure 1-4. Machinery Arrangement (Sheet 1 of 6).
1-35
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1-36
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1-39
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1-45
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1-46
CHAPTER 2
MAIN DIESEL GENERATOR ENGINES
2.1 MAIN DIESEL GENERATOR DESCRIPTION

The four Cummins Model QSK60 DM Main Diesel Generator (MDG) provide normal vessel
electrical power to both the Electrical Distribution System and propulsion thrusters. Two MDGs
are located in each engine room. The engine rooms are segregated to provide redundant
Dynamic Positioning System (ABS DPS-2) requirements, therefore, MDG operations should be
split between the two engine rooms while operating in dynamic positioning mode. The following
table details the MDG engine characteristics.
Table 2-1. MDG Engine Characteristics.
Manufacturer Cummins
Model QSK60 DM, FR Option 6771 Modular Common Rail System (MCRS)
Emissions EPA Tier 2/IMO MARPOL Tier II
Engine Duty Auxiliary
Number of Cylinders 16
Bore x Stroke 159 x 190 mm
Displacement 60.2 l
Compression Ratio 14.5:1
Combustion System Open Chamber/Direct Injection
Engine Cycle 4 Stroke
Maximum Continuous Rating (MCR) 1899 kW
Revolutions at MCR 1800 rpm
Mean Effective Pressure at rated power 2105 kPa
Cylinder Configuration V-Type
Maximum Firing Pressure 166 bar
Pressure Charging System Turbo Charged (1 one each bank)
Low/High Cooling Set points 160/212 F (71/100 C)
Fuel Grade 2-D Diesel Fuel
The Propulsion System interfaces with the following vessel systems:
- Electrical Power System including Switchboards

- Power Management System (PMS)/Vessel Control System (VCS)
- Freshwater Cooling System
- Fuel Oil Service System
- 24 VDC Control Power
- Compressed Air Starting System (2 MDGs)
- Battery power 24 VDC Starting (2 MDGs)
- DC Control Power (engine controls/air start solenoids)
- Oil Pre-lube System (AC and DC powered)
- Engine Exhaust
2-1
- Engine Room Ventilation (combustion air)

- Waste Oil System
- Lube Oil System
2.1.1 MDG Engine and Generator Cooling System

The engines are jacket water cooled with a jacket water heat exchanger cooled by the
Freshwater Cooling System box coolers. The engines are equipped, with Low Temperature
After Cooling and generator air box cooling supplied by the Freshwater Cooling System box
cooler. Freshwater cooling is provided by a generator circulating pump at a maximum flow of 50
gallons/minute (gpm) (189 litres per minute (lpm)) at 35 psi (pounds/square inch) (241.3
kilopascal (kPa)). Freshwater cooling water for the MDG engines and generator coolers are
made up of fresh water, ethylene glycol and corrosion inhibitor. The water circulating pumps
are powered from the Motor Control Centers (MCCs) in both the port and starboard engine
rooms with a selector switch for local or remote operation. Generator circulating water pumps
#1 Port and #2 Port are powered from the port switchboard MCC via circuits 4P09-13 and 4P09-
14, respectively. Generator circulating water pumps #1 Starboard and #2 Starboard are
powered from the starboard switchboard MCC via circuits 4S12-14 and 4S12-15, respectively.
Heat transferred to the freshwater cooling circuit is removed by routing the freshwater circuit
through box (keel) coolers on both the port and starboard sides below the waterline.
The engine jacket water pump on each engine circulates the cooling water with a mixture of
25% (minimum) ethylene glycol and freshwater through the engine jacket water cooler. The low
temperature (LT) after-cooler cooling water pump circulates the cooling water through the right
and left bank after-coolers and the engine oil cooler. Thermostats control the temperature of
both the jacket water and the low temperature after-cooler. The jacket water temperature range
is 160-212 F (71-100 C). The after cooler temperature range is 115-35 F (46-57 C), with a
maximum temperature of 1350 F. Two coolant filters are installed in the Jacket Water System to
filter any corrosion created particles.
Fresh water expansion tanks for the MDG engine, generator air box, and low temperature after-
cooler are suspended from the overhead above the MDGs and are replenished, as necessary,
from the Potable Water System through a vacuum breaker. The cooling water must be
periodically tested to ensure the glycol and corrosion inhibitor levels are maintained. The level
in the expansion tanks is monitored locally by way of a mounted gauge glass and remotely by
way of an electronic level gauge.
2.1.2 Fuel Oil Service System

Fuel is provided to the port engines from a fuel oil Day Tank located at the aft bulkhead of the
Port and Starboard Engine Rooms.. The fuel oil day tanks are filled from fuel oil storage tanks
by either the fuel oil purifier or the Fuel Oil Transfer System. Purified fuel should always be
used to fill the day tanks. Each fuel oil day tank is fitted with a low/high level sensor/alarm that
alarms on the VCS. The level alarms can be set to top off the day tanks automatically using the
Fuel Transfer System. A diesel fuel oil pump draws fuel to each MDG engine through a duplex
strainer, three Racor 79-1000MAV duplex fuel filters with integral water separators (secondary
filters), and three engine mounted fuel/water separators (primary filters), then to the high-
pressure fuel pump. Fuel is returned to the fuel oil day tank by the anti siphoning fuel return
header. Fuel supply and return should always be routed to the same tank to prevent
overflowing and spills. Operators must ensure return fuel valves are not closed when MDG
engines are in operation as engine fuel system damage will result. Day tanks should be
stripped periodically to remove sediment and water.
2-2
The fuel connections between the high-pressure fuel pump and each injector utilize a double
wall fuel line. They act as a main supply line from the fuel pump to the first injector then as
jumper lines between the injectors. If one of the fuel lines were to leak, the second wall will
catch the fuel. The fuel would then fill the second line until drained back to the vent at the fuel
pump. Once the fuel reaches the fuel pump it will drain past a special vent fitting on the fuel
pump exit to the fuel lines hanging from the pump. This drain is plumbed to a small container
with a float switch. Once the float switch is triggered, an alarm would be indicated on the
Cummins engine panel and the VCS.
2.1.3 Engine Starting System

MDGs No. 2 and 4 are started using starting compressed air and 24 Volt, direct current (VDC)
powered solenoid valve. Compressed air is provided at 175 psi (1206.5 kPa) to a compressed
air starting motor through an electric solenoid control valve. The minimum pressure required to
start the engines is 90 psi (6 Bar) while the Air Start System is regulated to 150 psi (1034.2
kPa). When the solenoid valve is opened, supply pressure pushes out the pinion gear and
begins turning the starter motor that turns the engine flywheel. Crank termination cuts power to
the air start solenoid valve. Only one engine should be started at a time in order not to draw
down the starting Compressed Air System. Lube oil pressure must reach 3 psi (20.6 kPa)
before engine starting is allowed. The pre-lube system contains a manual override switch circuit
in the Engine Control Module (ECM), so the pre-lube system can be bypassed when an
immediate start is needed for emergency purposes.
MDGs No. 1 and 3 are electric start with power provided from two 24 VDC battery banks. Once
the battery switches are placed in the on position (1, 2 or BOTH), power is provided to the
Cummins engine panel, pre-lube system and 24 VDC starters. Position 1 or 2 on the battery
switch will provide power using only that designated battery bank. The BOTH position on the
battery switch will parallel the two battery banks and provide power. The BOTH position one the
battery switch should only be used when one battery bank does not provide enough power to
start the engine, usually due to the battery bank not being fully charged. A 24 VDC pre-lube
pump is started from the engine panel menu and provide oil pressure throughout the system
with a 3 psi (20.6 kPa) oil pressure to the fuel rifle. The engine can be started by pushing the
START button on the Cummins engine panel. Until the oil pressure in the fuel rifle reaches 3 psi
(20.6 kPa), the engine started is prohibited from engaging to start the engine.
2.1.4 Engine Pre-lube System

The MDG engine’s oil system contains (low) 61 (231 l) to (high) 69 gallons (261 l) of Chevron
Dello 400 15w40. The lubricating oil pressure range is form 50 - 70 psi (344.7 - 482.6 kPa).
Maximum oil temperature is 2500 (121.1 C). MDG engines No. 2 and 4 are provided with an oil
pre-lube pump, powered from the MCCs in both the port and starboard engine rooms. The pre-
lube pump for No. 2 engine is powered from the port switchboard MCC via circuit 4P09-20 and
the pre-lube pump for No. 4 engine is powered from the starboard switchboard MCC via circuit
4S12-20. Engines No. 1 and 3 have DC powered pre-lube pumps powered from the 24 VDC
battery system. The crank permissive logic requires lube oil pressure reach 3 psi 20.7 kPa)
before the starter is engaged. The DC powered pre-lube pumps (Nos. 1 and 3) start when
power is provided to the Cummins engine panel and pre-lube is selected from the menu, while
the 440 VAC pre-lube pumps (Nos. 2 and 4) have to be started from their respective
switchboard MCC.
2-3
2.1.5 Engine Controls and Indicators

The 24 VDC control power for each engine is used to operate the electronic control circuitry,
ECM, and to supply power to the starter valve solenoid and magnetic start switch. Under
normal conditions, the engine circuitry is powered to run; all that is needed is the actuation of
the starter motor solenoid valve. Engines can not be started or maintain operation without 24
VDC supply to the control system. Engine controls and indicators are as follows:
Local Engine Indicators (on local control panel):

Power
Alarms
Engine Speed (rpm)
Engine oil pressure (psi)
Exhaust stack temperature
Coolant temperature
Fuel rate (gph)
Percent power
Engine Hours
Air filter indicator (On air filter)
Battery Voltage (Battery Charger)
Local Engine Controls include (on local control panel):

Menu Selector
Start pushbutton
Stop pushbutton
Power On
Alarm Silence
Emergency stopping (fuel solenoid)
Switchboard Room Engine Indicators include (VCS):

Power
Alarms
Engine Speed (rpm)
Engine oil pressure (psi) (kPa)
Exhaust stack temperature
Battery Voltage
Coolant temperature
Fuel rate (gph) (l/hr)
Percent power
Engine Hours
Switchboard Room Engine Indicators include (on Switchboard):

Heater On
Engine Available
Engine Running
Engine Common Alarm
Switchboard Room Engine Controls include (on Switchboard):

Protection Reset
LOCAL/OFF/REMOTE key switch
Generator Heater ON/OFF
2-4
START pushbutton
STOP pushbutton
Speed Low-Raise
Voltage Lower-Raise
Pilothouse Engine Controls (In Pilothouse):

Vessel Control System/Power Management System
E-STOP (for solenoid fuel valves from the Day Tanks port and starboard)
2.1.6 Engine Exhaust System

Engine Exhaust System piping is provided for each diesel engine. The engine exhaust is a dry
system with exhaust piping in the interior of the superstructure up to the 04 level, and then
extending upward behind the 05 level. The exhaust piping contains an 18-inch (ID) (457.2 mm)
spark-arresting silencer and expansion joint between the main deck and 01 level for each
engine exhaust.
2.1.7 Combustion Air

Combustion air is supplied by two, two speed supply fans in each engine room. The number of
fans online and the speed should be set to maintain positive pressure in the engine room while
reducing temperature rise based on the engine loading and ambient conditions. Manual
closures are located on deck above on the aft side of the house and should be closed manually
for CO2 release.
2.2 NORMAL MDG ENGINES OPERATION

The following procedures are used to start, operate, and stop the main generator engines. The
generators are normally started, loaded, unloaded, and stopped by the Power Management
System. However, the engineer must perform specific procedures prior to operation as detailed
in Section 2.2.1 and notify the switchboard operator when the generator is ready to load. The
following systems are required to operate the main engines and gears:
- Engine Room Ventilation

- Freshwater Cooling
- 24 VDC Control Power
- Starting Air System and/or Battery Starting
- Fuel Oil Service Systems
2.2.1 Normal Initial/Local Startup Procedure

The following procedure should be used for starting each MDG engine:
a. Prepare for operation by:

1. Check maintenance log to ensure that all preventive maintenance is up to date.
2. Perform all daily maintenance checks. (Ensures engine oil, expansion tank level is
correct and 1-1\4 inch circulating valves are locked open and the 3/8 inch expansion
valve are open, compressed air, and DC control voltage is within normal operating
parameters.)
3. Check for and clear all maintenance tags.
2-5
4. For engines No. 2 and 4, check Compressed Air System alignment and ensure that
both reservoirs are charged (150 psi / 1304 kPa), drained of any condensate
(automatic drain to bilge), and air compressors are set to AUTO.
5. For engines No. 1 and No. 3, turn the battery selection switches to position 1 or 2
and ensure battery bank is charged and operating normally.
6. Open the inlet and outlet valves for the coolers for engine jacket water, low
temperature after-cooler and generator cooler.
7. Open the jacket water pump inlet valve and the outlet valve on the jacket water
cooler.
8. Open the inlet valve to the LT after-cooler pump and the outlet valve from the after-
cooler system.
9. Open the inlet and outlet valves for the generator air box cooler.
7. Ensure the fuel in the Fuel Oil Day Tank is at the appropriate level.
8. At the duplex fuel oil strainer, open the fuel oil strainer that is not in service and
inspect for cleanliness, then return the strainer to be ready for service. Shift the
strainer and repeat the inspection for the second strainer.
9. Verify local indictors show that engine is ready for operation and not alarms or faults
are indicated.
b. Align the fuel system supply and return from and to the Fuel Oil Day Tank for each
MDG. Ensure fuel day tank cross connection valve is closed and fuel return valves are
OPEN!.
c. At the SWBD MCC, place the selector switch for the generator cooling water circulating
pump in the LOCAL position. Observe the circulating water pump discharge gauge to
ensure the pump is pumping at a positive pressure.
CAUTION
Operating an MDG with a closed fuel return valve will damage the
engine’s fuel system. Ensure MDG fuel return valves are OPEN
before energizing the local control panel!
d. Turn the POWER OFF/ON switch Engine Cummins panels to the right ON position to
activate the local control panel. If POWER ON switch illuminates and the Cummins
panel energizes, DC control power is available.
e. Start the pre-lube system pump from the panel menu (if fitted). If the prelube system
has failed, activate the pre-lube override switch on the ECM.
f. Select Manual operation on the Cummins panel and start the engine by pressing the
START button on the engine’s Cummins panel.
g. Observe the gauge displays on the engine Cummins panel ensuring there are oil
pressure, fuel rate and rpm displayed. The coolant and exhaust stack temperatures will
rise as the engine warms up. Check the air filter indictors, on each air filter, to verify air
filters are serviceable.
2-6
h. When the coolant temperature reaches 1400 F (60 C), test the E-stop by pressing the
red ENGINE STOP pushbutton on the lower section of the engine Cummins panel.
Reset the E-Stop when complete.
NOTE
Activating the E-stop is not required for every starting sequence.

However, a schedule for E-Stop testing should be kept and
completed regularly.
i. When the engine stops, reset the (E-Stop) pushbutton.

j. At the SWBD MCC, place the circulating water pump selector switch in the REMOTE
position.
k. At the Cummins panel, place the MDG in Remote/Automatic Operation. Starting control
is now from the MDG’s switchboard panel.
l. Notify the switchboard operator that the engines have been warmed up and are ready to
be started remotely from the switchboard room.
2.2.2 Normal Stopping Procedure

The following procedure should be used when stopping the engines for a short or long period:
CAUTION
Stopping MDGs under load can cause a dark ship operation and
cause excess wear on equipment. Unload the generator and
allow it to cool down prior to stopping. Never stop an MDG locally
without permission from the Pilothouse except in emergencies!
a. When ready, remove the electrical load from the MDG. This is normally done via the
VCS but can also be accomplished at the switchboard.
b. Allow the engine to continue running for three to five minutes for cool down.
c. Press the engine STOP button on the VCS or switchboard panel. The engine can also
be stopped on the local control panel by placing the engine in Manual operation and
pressing the Stop button.
d. Press the water circulating pump stop pushbutton in the switchboard room to stop the
circulating pump.
e. Return the engine to remote operation status for automatic starting from the VCS/PMS
system.
2.2.3 Emergency Stopping Procedure

The following procedure should be used when securing the engines in the event of an
emergency (fire, fuel oil leak, etc.):
a. Press the E-stop pushbutton on any of the panels (switchboard room Cummins panel,
engine Cummins panel).
2-7
CAUTION
Operating both engine room fuel valves E-stops will result in a

dark ship condition which will trigger and Emergency Diesel
Generator (EDG) start. If possible, only actuate the E-stop for the
casualty MDG’s engine room.
Operating the fuel valve E-stops will not stop fuel transfers to the
engine room day tanks from the fuel purification or transfer
pumps. The TANK FARM FUEL/OIL/VENT must be actuated to
stop fuel transfers to the day tank in an emergency.
b. At the Pilothouse aft console, press E-Stop on EITHER:
-STARBOARD ENGINE ROOM FUEL VALVES

OR
-PORT ENGINE ROOM FUEL VALVES
NOTE
Pushing the fuel valve E-Stop in the Pilothouse will stop the fuel
flow from the Day Tank and take a few seconds longer to stop the
engine. Additionally the engine fuel system will have to be purged
before the engine can be restarted.
2.2.4 Securing for Maintenance

MDG circuit breakers for cooling pumps and MDG power supply circuit breakers should first be
tagged out of service and all engine control in local at the local control panel. The MDGs are
them secured for maintenance by removing battery starting cables to the engine starters for
battery started engines (No. 1 and 3) and locking out/disconnecting the starting air valve on
compressed air started units (No. 2 and 4). DC control power should then be removed at the
terminals to prevent engine computer damage. DC control power at the switchboard should also
be de-energized. Follow all standard practices on tagging out equipment to ensure workers are
not injured and equipment is not damaged.
2-8
CHAPTER 3
ELECTRICAL POWER SYSTEM
3.1 DESCRIPTION
The Electrical Power Generation and Distribution System for this vessel consists of:
 Four 1825 kilowatt (kW), 690 Volts, alternating current (VAC), 60 Hertz (Hz) Main Diesel
Generators (MDGs)
 Port and STARBOARD 690 VAC Switchboards (SWBDs) with Bus Tie
 Port and STARBOARD 440 VAC SWBDs with Bus Tie
 Six 440 VAC Motor Control Centers (MCCs)
 A 220/127 VAC Main Panel with ten subordinate distribution panels
 A 440 VAC, 300 A Shore Power (SP) Connection
 A 425 kW, 440 VAC, 60 Hz Emergency Diesel Generator (EDG)
 A 440 VAC Emergency SWBD
 A 440 VAC Emergency MCC
 A 220/127 VAC Emergency Panel with three subordinate distribution panels
 Six Direct Current (DC) Distribution Panels
Figure 3-1 shows an overview of the alternating current (ac) power distribution.
WARNING
The Electrical Power System contains dangerous voltages.

Perform all operations and maintenance in accordance with
company procedures. Failure to adhere to established procedures
may result in equipment damage, injury, or death.
The amount of expected load and consequent generating capacity required for various ship
conditions is expressed in Table 3-1:
Table 3-1. Required Generating Capacity.
Condition Expected Load Generators Required % Loading

In Port 340 kW 1 EDG/Harbor Mode 80%
At Sea Full Speed 5449 kW 4 MDGs 75%
Cargo Offload 1573 kW 2 MDGs 43%
Firefighting 2071 kW 2 MDGs 57%
3-1
3.2 MAIN DIESEL GENERATORS
3.2.1 Description
The electrical power onboard is generated by four Marathon Electric Model 744FDM5220 690
VAC, 60 Hertz (Hz), 3 phase, freshwater cooled generators producing 1825 kilowatt (kW) each.
The MDGs are driven by four Cummins QSK60DM 16-cylinder main engines operating at 1800
revolutions per minute (rpm).
3.2.2 Controls and Indicators
3.2.2.1 FREQUENCY CONTROL

The CM850 Electronic Control Module (ECM) governor on the each MDG controls the speed of
the engine, which determines the frequency of the generator output. The rated operating speed
is 1800 rpm, which produces 60 Hz power. The governors control the engines in droop mode,
under control of the Vessel Control System’s (VCS)/Power Management System (PMS).
3.2.2.2 VOLTAGE CONTROL

Each MDG has a permanent magnet alternator that produces 180 VAC, 300 Hz power for
excitation. A Basler DECS 200 Automatic Voltage Regulator (AVR) controls the generator
output voltage by regulating the amount of current from the permanent magnet alternator to
apply to the exciter field, which is wound on the stator. The exciter field induces current flow in
the exciter armature, which is wound on the rotor. A three phase diode rectifier mounted on the
rotor converts the exciter armature current to dc for the rotating main generator field.
3.2.2.3 CIRCUIT BREAKER CONTROL

Each MDG connects to the switchboard through a 2500 amp frame circuit breaker. Each circuit
breaker can be operated locally at the switchboard or from the PMS. Each circuit breaker is
protected by a General Electric Multilin SR489 Generator Management Relay. The following
conditions will cause the circuit breaker to trip:
 Under voltage
 Negative Phase Sequence/Unbalance
 Generator Differential Protection
 Loss of Field
 Reverse Power
 Long Time Over current
 High Set Phase Over current
 Overvoltage
 Under frequency
 Over frequency
 AVR Generator Field Diode Failure
 AVR Watchdog trip
 AVR Loss of sensing voltage
 Trip Coil Supervision
 Over temperature - Generator Winding Resistance Temperature Detectors (RTDs)
 Over temperature - Generator Bearing RTDs
3-2
3.2.2.3 PROTECTION AND PARALLELING UNIT

A DEIF model PPU-3 (Protection and Paralleling Unit) is installed for each main generator
circuit breaker. This unit interfaces with the governor and voltage regulator to adjust the speed
and voltage for paralleling, and issues a circuit breaker close command when the generator
output is in phase with the bus. It will also unload the generator and issue a circuit breaker open
command when taking a generator off line. The unit can be operated locally via pushbuttons on
the unit, or remotely from the PMS. The input and output signals of each PPU-3 are listed in
Table 3-1.
Table 3-2. PPU-3 Inputs and Outputs.
Terminals Signal Type Purpose

3/4 Relay Output Watchdog Trip
8/9 Relay Output Trip Interconnector CB
11/12 Relay Output Generator CB Lockout Trip
14/15 Relay Output Generator CB Trip (Not Lockout)
24 Digital Input Lockout Fault Reset
25 Digital Input Generator CB Close from VCS (Start Synchronization)
26 Digital Input Generator CB Open
27 Digital Input Generator CB Closed
44 Digital Input Raise Speed
45 Digital Input Lower Speed
46 Digital Input Raise Voltage
47 Digital Input Lower Voltage
48 Digital Input Diode Fail/Loss of Sensing Voltage from DECS-200
50 Digital Input Watchdog Trip from DECS-200
52 Digital Input Engine Failure/Shutdown (from Engine Local Control Panel)
53 Digital Input Differential Current Relay
54 Digital Input Generator CB Tripped
65/66 Analog Output 0.5-5 VDC to Engine Governor
69/70 Relay Output Raise Voltage
71/72 Relay Output Lower Voltage
73-78 Analog Input Generator Current
79-83 Analog Input Generator Voltage
85-89 Analog Input Bus Voltage
3.2.3 Power Management System

The Power Management System (PMS) controls starting and stopping main engines and
bringing main generators on and off line in order to maintain sufficient generating capacity on
3-3
line while minimizing equipment operation. It has four dedicated Human Machine Interface
(HMI) workstations that provide a graphic interface for the operator to control the generators and
switchboard lineups.
3.2.3.1 HMI WORKSTATIONS

There are four HMI workstations onboard as follows:
 Port SWBD Room (WS31)
 STARBOARD SWBD Room (WS32)
 Pilothouse Aft (WS33 and WS34)
The following information is available at each HMI.

 Individual Generator Active Power
 Individual Generator Reactive Power
 Individual Generator Frequency
 Individual Generator Voltage
 Bus Section Frequency
 Bus Section Voltage
 Spinning Reserve Active Power
 Spinning Reserve Reactive Power
 Power Consumed Active Power
 Power Consumed Reactive Power
 Voltage Set Point
 Minimum Number of Generators To Run
 Generator Status, i.e. Starting, Load Sharing, etc.
 Generator Start Priority
 Generator Stop Priority
 Generator Operating Mode
 Generator Active Power Rating
 Generator Reactive Power Rating
 Generator Active Power Set Point
 Generator Reactive Power Set Point
 Generator Active Power Load
 Generator Reactive Power Load
 Generator Active Power Percentage Load
 Generator Reactive Power Percentage Load
 Generator Current
 Generator Power Factor
 Cable Bustie Current Flow
3.2.3.2 MAIN GENERATOR CONTROL FROM PMS

While the ship is underway, all four MDGs are kept ready to start. The PMS assigns priority
numbers to each MDG for starting sequence. When load on the system increases to the point at
which another generator is required, a "Low Spinning Reserve" alarm is activated and, after 60
seconds, the next priority MDG is started and brought on line. If load decreases to the point that
on line generators reach their minimum load, an "Excess Capacity" alarm is activated and, after
60 seconds, the lowest priority generator is taken off line and the engine is shut down. An
3-4
operator can also directly control the generators and engines from a PMS HMI. The following
commands are available:
 START - Starts the engine but does not parallel the generator to the bus
 LOAD UP - Starts the engine (if necessary), parallels the generator to the bus
 UNLOAD - Unloads and disconnects the generator from the bus, does not shut down the
engine
 STOP - Unloads and disconnects the generator from the bus, shuts down the engine via
the normal cool down sequence
 FAST STOP - Disconnects the generator from the bus and shuts down the engine
immediately
3.2.3.3 GENERATOR LOAD SHARING

The PMS normally controls the governors and AVRs to share real and reactive load equally
between operating generators. The governors and AVRs themselves operate in droop control.
but the PMS constantly readjusts the operating set points as necessary, so there is effectively
no change in voltage or frequency with load. The PMS can be set to control the load on one
generator at a fixed level. Setting the generator to FIXED TARGET LOAD will control the load
on that generator to the desired setting, the remaining load on the bus will be equally shared by
the other generators on line. If load drops to a point that the PMS cannot maintain minimum
load on the other generators, the subject generator will be taken out of FIXED TARGET LOAD
and placed in symmetric load sharing. A generator can also be de-rated, to keep the load below
a desired value. When a generator is de-rated, the PMS will share load on that generator in
proportion to its set rating.
3.3 SWITCHBOARDS AND POWER DISTRIBUTION
3.3.1 690 VAC Switchboard Description

The Port and STARBOARD 690V switchboards provide a connection point for 690 VAC power
from the MDGs to the stern and bow thrusters. They also provide power to the monitor
firefighting (FIFI) pumps and the 690:440 VAC transformers that power the 440V switchboards.
Interconnector CBs connect the Port and STARBOARD switchboards. They can be operated
connected, with the interconnector CBs closed, or split, with either or both interconnector CBs
open. The preferred line-up is connected (common), because the stern and bow thruster
transformers are wound to minimize harmonics on the bus when they are all in parallel. The
generator, interconnector, and transformer feeder CBs are normally operated remotely from the
PMS, but local operation at the switchboard is possible.
3.3.1.1 PORT 690V SWITCHBOARD

The Port 690V SWBD is located in the Port SWBD Room. It contains the following circuit
breakers:
 1G1 - Main Generator No. 1

 6P01 - SSTX1 Transformer 1000 kVA 690/440V
 6P02 - FIFI Pump
 6P03 - TX1 Transformer 3250 kVA 690/725V Port Azimuth Thruster T3
 6P04 - TX3 Transformer 1560 kVA 690/725V Bow Tunnel Thruster T1
 6P-6S - Interconnector CB
3-5
3.3.1.2 STARBOARD 690V SWITCHBOARD

The Starboard 690V SWBD is located in the Starboard SWBD Room. It contains the following
circuit breakers:
 6S01 - SSTX2 Transformer 1000 kVA 690/440V
 6S02 - FIFI Pump
 6S03 - TX2 Transformer 3250 kVA 690/725V Starboard Azimuth Thruster T4
 6S04 - TX4 Transformer 1560 kVA 690/725V Bow Tunnel Thruster T2
 6P-6S - Interconnector CB
3.3.1.3 CONTROLS AND INDICATIONS

The following controls and indications are installed on each 690V switchboard.
3.3.1.3.1 Generator Section
Each 690V SWBD has two generator sections. Each generator section has the following-
Meters:
 Voltmeter
 Power Meter
 Reactive Power Meter
 Ammeter
 Frequency Meter
Controls:
 Voltmeter Selector Switch
 Ammeter Selector Switch
 LOCAL/REMOTE Switch
 Speed Control Switch
 Voltage Control Switch
 Generator Heater Switch
 CB CLOSE Pushbutton
 CB OPEN Pushbutton
 Engine Start Pushbutton
 Engine Stop Pushbutton
 Protection Reset Pushbutton
 Protection and Paralleling Unit
Indicating Lights:
 CB Available
 CB Closed
 CB Opened
 CB Tripped
 Heater On
 Engine Available
 Engine Running
3-6
 Engine Common Alarm

3.3.1.3.2 Azimuth Thruster
Controls:
 Pre-Magnetization Override Switch
Indicating Lights:
 CB Available
 CB Closed
 CB Opened
 CB Tripped
 Pre-Magnetization Failed
3.3.1.3.3 Bus/Distribution Section
Controls:
 Panel Space Heater Switch
 Panel Illumination Switch
 Earth Fault Test Pushbutton
Indicating Lights:
 Space Heater On
 690V Bus Earth Fault
3.3.1.3.4 Transformer Feeder
Controls:
 Transformer Heater Switch
Indicating Lights:
 CB Available
 CB Closed
 CB Opened
 CB Tripped
 Heater On
3.3.1.3.5 Synchronizing Section
Meters:
 Dual Voltmeter
 Synchroscope
 Dual Frequency Meter
3-7
Controls:
 Synchroscope Selector Switch
 Speed Control Switch
 Common CB CLOSE Pushbutton
Indicating Lights:
 Synchronizing Lamp "R" Phase
 Synchronizing Lamp "Y" Phase
 Synchronizing Lamp "B" Phase
3-8
3.3.1.3.6 FIFI Pump

Controls:
Indicating Lights:
 CB Available
 CB Closed
 CB Opened
 CB Tripped
3.3.1.3.7 Bow Thruster
Controls:
 Pre-Magnetization Override Switch
Indicating Lights:
 CB Available
 CB Closed
 CB Opened
 CB Tripped
 Pre-Magnetization Failed
3.3.2 690:440 VAC Transformers

690:440 VAC transformers SSTX1 (Ship’s Service Transformer No. 1) and SSTX2 provide
power to the Port and Starboard 440V SWBDs. Both transformers are wound delta-delta and
rated for 1000 kVA. SSTX1 is powered from the Port 690V SWBD and provides power to the
Port 440V SWBD. SSTX2 is powered from the Starboard 690V SWBD and provides power to
the Starboard 440V SWBD. Both transformers are located on the mezzanine deck.
3.3.4 440 VAC Switchboards

The Port and Starboard 440V SWBDs distribute 440V power to the 440V motor control centers
(MCCs), 440:220/127 VAC transformers, and other 440V loads. Interconnector CBs are
installed between the 440V switchboards to allow connecting them. The normal source of power
for the switchboards is transformers SSTX1 and SSTX2, but the Port switchboard can also
receive power from shore power or from the Emergency Generator Switchboard in Harbor
mode. The switchboards can be operated split, with each switchboard receiving power from its
own transformer, or they can be operated in common/connected, with one transformer
supplying power to both switchboards. Operation with both transformers on line and both
interconnector CBs closed is not allowed. The transformer incomer CBs and interconnector CBs
can only be closed onto a dead bus, with the exception of paralleling across the Port Incomer
CB with the Emergency Generator in Harbor mode.
3-9
3.3.4.1 PORT 440V SWBD

The Port 440V SWBD is installed in the Port SWBD Room. It contains the following circuit
breakers:
 6P01 - SSTX1 Transformer Incomer
 4P-4S - Interconnector
 2SS - Shore Supply
 4P01 - Emergency SWBD
 4P02 - Port Steering Drive Motors
 4P03 - Spare
 4P04 - Brine Transfer Pump No. 1
 4P05 - Fuel Transfer Pump No. 4
 4P06 - Bulk Mud Compressor No. 2
 4P07 - Ballast Drill Water Pump No. 2
 4P08 - Liquid Mud Pump No. 2
 4P09 - Port SWBD MCC
 4P10 - Port Pump MCC
 4P11 - Port Cargo MCC
 4P12 - Automatic Changeover Switch For Accommodation Distribution Panel
 4P13 - 75 kVA Transformer to Main 220/127V SWBD
 4P14 - Spare
3.3.4.2 STARBOARD 440V SWBD

The Starboard 440V SWBD is installed in the Starboard SWBD Room. It contains the following
circuit breakers:
 6S01 - SSTX2 Transformer Incomer
 4P-4S - Interconnector
 4S02 - Brine Transfer Pump No. 2
 4S03 - Spare
 4S04 - Starboard Steering Drive Motors
 4S05 - Fuel Transfer Pump No. 3
 4S06 - Bulk Mud Compressor No. 1
 4S07 - Ballast Drill Water Pump No. 1
 4S08 - Liquid Mud Pump No. 1
 4S09 - Automatic Changeover Switch For Accommodation Distribution Panel
 4S10 - Starboard Cargo MCC
 4S11 - Starboard Pump MCC
 4S12 - Starboard SWBD MCC
 4S13 - 75 kVA Transformer to Main 220/127V SWBD
3.3.4.3 440V SWBD CONTROLS AND INDICATIONS

3.3.4.3.1 Incomer Section
Except as noted, both 440V switchboards have the following controls and indications on the
incomer section:
Meters:
 Voltmeter
3-10
 Ammeter
Controls:
 Space Heater Switch
 Earth Fault Test Pushbutton
 Panel Illumination Switch (Starboard)
Indicating Lights:
 Earth Fault R Phase
 Earth Fault Y Phase
 Earth Fault B Phase
 440V Bus Earth Fault
 Heater On
 CB Available
 CB Closed
 CB Opened
 CB Tripped
3.3.4.3.2 Shore Supply Section (Port Only)
The Port 440V SWBD has the following controls and indications on the shore supply section:
Meters:
 Voltmeter
 Frequency Meter
 Kilowatt-Hour Meter
 Ammeter
Controls:
 Panel Illumination Switch
Indicating Lights:
 Shore Supply Available
 CB Closed
 CB Opened
 CB Tripped
3.3.4.3.3 Synchronizing Section (Port Only)
The Port 440V SWBD has the following controls and indications on the synchronizing section:
Meters:
3-11
 Dual Voltmeter - Bus and Transformer Incomer

 Synchroscope
 Dual Frequency Meter - Bus and Transformer Incomer
Controls:
 EG Synchronization Keyswitch
 Frequency Control Switch
Indicating Lights:
 Sync Lamp 1
 Sync Lamp 2
 Heater On
3.3.5 Shore Power

The Shore Power (SP) Connection Box on the Main Deck provides a location to connect 440
VAC, 60 Hz power from shore. The incoming terminals are labeled R (red), Y (yellow), and B
(blue). A ground lug is also provided. The box is equipped with indicating lights for each phase
and a phase rotation tester. There are two manual CBs, labeled a1 and a2, that connect
incoming power to the switchboard feeder. A mechanical interlock prevents both CBs from
being closed at the same time. CB a1 is connected to bring on SP with proper phase rotation;
a2 is connected for reverse phase rotation. The feeder from the SP Connection Box supplies
power to the SP CB on the Port 440V SWBD. There is no provision for paralleling across the SP
CB. The Port and Starboard 440V SWBDs must be de-energized to bring on shore power.
3.3.6 440 VAC Distribution
3.3.6.1 MOTOR CONTROL CENTERS

3.3.6.1.1 PORT SWITCHBOARD MCC
The Port SWBD MCC is installed in the Port Engine Room. It contains the following circuit
breakers and controllers, with controls as noted:
 1.2 - 4P09-08 - Bow Thruster Room Exhaust Fan Local/Remote Start/Stop

 1.3 - 4P09-13 - Generator Circ Pump Port No. 1 Local/Remote
 1.4 - 4P09-14 - Generator Circ Pump Port No. 2 Local/Remote
 1.5 - 4P09-16 - Port Cargo Hold/Tank Farm Supply Fan Local/Remote Start/Stop
 1.6 - 4P09-19 - Port FWD Machinery Supply Fan Local/Remote
 1.7 - 4P09-20 - Generator No. 2 Prelube Pump
 1.8 - 4P09-04 - Port engine Room Supply Fan No. 2 Local/Remote Low/High/Stop
 1.9 - 4P09-05 - Starboard Engine Room Supply Fan No. 4 Local/Remote Low/High/Stop
 1.10 - 4P09-03 - FIFI Monitor Port Control System (CB Only)
 1.10 - 4P09-09 - Port Engine Control Room Condensing Unit No. 1 (CB Only) (Hull 155
only, 156 on is Port and Starboard Fire Monitor Motors)
 1.10 - 4P09-10 - T1 Auxiliary Supply for MV3000 (CB Only)
 1.10 - 4P09-11 - T3 Auxiliary Supply for MV3000 (CB Only)
 1.11 - 4P09-12 - Port VCS UPS Feeder (CB Only)
 1.11 - 4P09-15 - Port Engine Control Room Condensing Unit No. 2 (CB Only)
3-12
 1.11 - 4P09-17 - DP UPS No. 1 Feeder (CB Only)

 1.11 - 4P09-18 - Spare (CB Only)
3.3.6.1.2 PORT PUMP MCC
The Port Pump MCC is installed in the Mezzanine Deck. It contains the following circuit
 1.2 - 4P10-02 - Fuel Oil Transfer Pump No. 2 Local/Remote Start/Stop

 1.3 - 4P10-04 - Fuel Oil Purifier No. 2 Local/Remote Start/Stop
 1.4 - 4P10-05 - Lube Oil Pump No. 1 Local/Remote Start/Stop
 1.5 - Spare Local/Remote Start/Stop
 1.6 - 4P10-14 - Dirty Oil Pump Local/Remote
 1.7 - 4P10-15 - Potable Water Pump No. 2 Local/Remote Start/Stop
 1.8 - 4P10-16 - Sewage Pump Local/Remote Start/Stop
 1.10 - 4P10-01 - Air Compressor No. 2 Local/Remote
 1.11 - 4P10-03 - Oily Bilge Pump Local/Remote Start/Stop
 1.12 - 4P10-09 - Propulsion Cooling Water Pump Port No. 1 Local/Remote
 1.13 - 4P10-11 - Bow Thruster Circ Pump Port Local/Remote
 1.14 - Spare Local/Remote
 1.15 - 4P10-13 - Fire Pump No. 2 Start/Stop
 1.16 - 4P10-06 - Port PH Condensing Unit No. 1 (CB Only)
 1.16 - 4P10-07 - Port PH 5 kW Duct Heater (CB Only)
 1.16 - 4P10-08 - Marine Sanitation Device (CB Only)
 1.16 - 4P10-18 - Water Heater No. 1 (CB Only)
3.3.6.1.3 PORT CARGO MCC
The Port Cargo MCC is installed in the Cargo Hold. It contains the following circuit breakers and
controllers, with controls as noted:
 1.2 - 4P11-01 - Liquid Mud Circ Pump No. 1 Local/Remote Start/Stop

 1.4 - 4P11-04 - Steering Flat Exhaust Fan Port Local/Remote Start/Stop
 1.8 - 4P11-03 - Propusion Motor Cooling Pump Port Local/Remote
 1.9 - Spare
3.3.6.1.4 Starboard SWITCHBOARD MCC
The Starboard SWBD MCC is installed in the Starboard Engine Room. It contains the following
circuit breakers and controllers, with controls as noted:
 1.2 - 4S12-08 - Bow Thruster Room Supply Fan Local/Remote Start/Stop

 1.3 - 4S12-14 - Generator Circ Pump Starboard No. 1 Local/Remote
 1.4 - 4S12-15 - Generator Circ Pump Starboard No. 2 Local/Remote
 1.5 - 4S12-17 - Starboard Cargo Hold/Tank Farm Supply Fan Local/Remote Start/Stop
 1.6 - 4S12-19 - Starboard FWD Machinery Exhaust Fan Local/Remote Start/Stop
 1.7 - 4S12-20 - Generator No. 4 Prelube Pump
3-13
 1.8 - 4S12-04 - Port Engine Room Supply Fan No. 1 Local/Remote Low/High/Stop
 1.9 - 4S12-05 - Starboard Engine Room Supply Fan No. 3 Local/Remote Low/High/Stop
 1.10 - 4S12-03 - FIFI Monitor Starboard Control System (CB Only) (155 Only, no156)
 1.10 - 4S12-07 - Anchor Windlass (CB Only)
 1.10 - 4S12-09 - Starboard Engine Control Room Condensing Unit No. 1 (CB Only)
 1.10 - 4S12-10 - Starboard Engine Control Room Condensing Unit No. 2 (CB Only)
 1.11 - 4S12-11 - T2 Auxiliary Supply for MV3000 (CB Only)
 1.11 - 4S12-12 - T4 Auxiliary Supply for MV3000 (CB Only)
 1.11 - 4S12-13 - Starboard VCS UPS Feeder (CB Only)
 1.11 - 4S12-16 - Spare (CB Only)
 1.11 - 4S12-18 - DP UPS No. 2 Feeder (CB Only)
3.3.6.1.5 Starboard PUMP MCC
The Starboard Pump MCC is installed in the Mezzanine Deck. It contains the following circuit
 1.2 - 4S11-01 - Fuel Oil Transfer Pump No. 1 Local/Remote Start/Stop

 1.3 - 4S11-02 - Fuel Oil Purifier No. 1 Local/Remote Start/Stop
 1.4 - 4S11-03 - Lube Oil Pump No. 2 Local/Remote Start/Stop
 1.5 - 4S11-11 - Potable Water Pump No. 1 Local/Remote Start/Stop
 1.6 - 4S11-12 - Grey Water Pump Local/Remote Start/Stop
 1.7 - 4S11-04 - Propulsion Cooling Water Pump Starboard Local/Remote
 1.8 - 4S11-05 - Bilge/Ballast Pump Local/Remote Start/Stop
 1.9 - 4S11-06 - Bow Thruster Circ Pump Starboard Local/Remote
 1.10 - Spare Local/Remote
 1.11 - 4S11-13 - Cargo Space Bilge Pump Local/Remote Start/Stop
 1.12 - 4S11-14 - Air Compressor No. 3 Local/Remote
 1.13 - 4S11-08 - Starboard Pilothouse Condensing Unit No. 1 (CB Only)
 1.13 - 4S11-09 - Starboard Pilothouse 5 kW Duct Heater (CB Only)
 1.13 - 4S11-10 - Spare (CB Only)
 1.13 - 4S11-15 - Water Heater No. 2 (CB Only)
 1.13 - 4S11-16 - Spare (CB Only)
 1.13 - 4S11-17 - Spare (CB Only)
3.3.6.1.6 Starboard CARGO MCC
The Starboard Cargo MCC is installed in the Cargo Hold. It contains the following circuit

 1.3 - 4S10-02 - Liquid Mud Circ Pump No. 2 Local/Remote Start/Stop
 1.4 - 4S10-03 - Steering Flat Exhaust Fan Starboard Local/Remote Start/Stop
 1.8 - 4S10-04 - Propusion Motor Cooling Pump Starboard Local/Remote
 1.9 - Spare
3-14
3.3.6.2 440 VAC ACCOMMODATION DISTRIBUTION PANEL

The Port and Starboard 440V SWBDs supply power to the Automatic Changeover Switch for
the 440V Accommodation Distribution Panel. The changeover switch is located at the forward
bulkhead of the Starboard SWBD Room. In the event that one 440V switchboard loses power,
the changeover automatically shifts to the other power supply to keep the panel energized. The
440V Accommodation Distribution Panel is located on the 01 Deck in the passageway outside
the mess. It supplies power to the following loads:
 4Q-01 - Galley Range No. 1

 4Q-02 - 01 Deck Condensing Unit
 4Q-03 - 01 Deck Air Handling Unit
 4Q-04 - Fo’c’sle Deck Condensing Unit
 4Q-05 - Fo’c’sle Deck Air Handling Unit
 4Q-06 - Galley Condensing Unit
 4Q-07 - Galley Range No. 2
 4Q-08 - Water Heater
 4Q-09 - Range Hood Supply Fan
 4Q-10 - Range Hood Exhaust Fan
3.3.7 220/127 VAC Distribution
3.3.7.1 220/127 VAC MAIN PANEL

The Port and Starboard 440V SWBDs each provide power to a 75 kVA, 690:220/127 VAC delta-
wye transformer. The output CBs of the transformers are located in the 220/127V Changeover
Panel, located in the FWD end of the Port SWBD Room. The changeover panel can be selected
to provide power from either transformer, but it is interlocked to prevent the transformer outputs
from being in parallel. The output of the changeover panel is connected to provide power to the
220/127 VAC Main Panel, located in the Port SWBD Room.
 2P01 - Quarters 220/127V Lighting Distribution Panel

 2P02 - Quarters 220/127V Power Distribution Panel
 2P03 - Pilothouse 220/127V Lighting Panel No. 1
 2P04 - Pilothouse 220/127V Lighting Panel No. 2
 2P05 - Port Engine Control Room 220/127V Panel
 2P06 - Starboard Engine Control Room 220/127V Panel
 2P07 - FWD Machinery Space 220/127V Panel
 2P08 - 02 Deck 220/127V Panel
 2P09 - Galley 220/127V Panel
 2P10 - Pantry 220/127V Panel
3.3.7.2 220/127 VAC DISTRIBUTION PANELS

The following panels are installed onboard to distribute 220/127 VAC power. All panels are
connected with four wires; three phases and neutral. Loads connected line-to-line have two
circuit breakers and receive 220 VAC power. Loads connected line-to-neutral have one circuit
breaker and receive 127 VAC Power.
3.3.7.2.1 2P01 QUARTERS 220/127V LIGHTING DISTRIBUTION PANEL
 2P01-01 - Passage Winch Room Locker Overhead Lights (Fo’c’sle Deck)
3-15
 2P01-02 - Starboard SRs, Office, Lounge, Laundry Overhead Lights (Fo’c’sle Deck)
 2P01-03 - Port SRs, Mess, Galley, Pantry, HVAC Room, Overhead Lights (Fo’c’sle
Deck)
 2P01-04 - Starboard Berth Lt, Mirror/Desk Light and Receptacles
 2P01-05 - Port Berth Lt, Mirror/Desk Light and Receptacles
 2P01-06 - Lounge and Laundry Receptacles
 2P01-07 - TV Receptacles
 2P01-08 - Mess Recept's (Fo’c’sle Deck)
 2P01-09 - Overhead Lights, Paint Locker (Fo’c’sle Deck)
 2P01-10 - Exterior Receptacles, Aft (Fo’c’sle Deck)
 2P01-11 - Spare
 2P01-12 - Exterior Receptacles Windlass Room (Fo’c’sle Deck)
 2P01-13 - Spare
 2P01-14 - Spare
 2P01-15 - Spare
 2P01-16 - Spare
3.3.7.2.2 2P02 QUARTERS 220/127V POWER DISTRIBUTION PANEL
 2P02-01 - Ventilation Dampers & Ventilation E-Stop Panel
 2P02-02 - Air Conditioning Gas Detectors
 2P02-03 - Emergency Generator Battery Charger No. 2
 2P02-04 - Clothes Washer/Dryer No. 1 (Fo’c’sle Deck)
 2P02-07 - Chain Locker Lights and Winch Anti-Condensation Heater
 2P02-08 - Sanitary Exhaust Fan Fo’c’sle Deck
 2P02-09 - Sanitary Exhaust Fan Accommodations Deck
 2P02-10 - Spare
 2P02-11 - TVRO Receptacle Elec Closet
 2P02-12 - Spare
3.3.7.2.3 2P03 PILOTHOUSE 220/127V LIGHTING PANEL No. 1
 2P03-01 - FWD Port Searchlight
 2P03-02 - FWD Starboard Searchlight
 2P03-03 - Aft Searchlight
 2P03-04 - Navigation Light Panel (Main Power)
 2P03-05 - Pilothouse Overhead Lights
 2P03-06 - Receptacles Circuit No. 1 FWD Pilothouse
 2P03-07 - Pilothouse Exterior Lights
 2P03-08 - Receptacles Pilothouse Void
 2P03-09 - Aft Floodlights Port
 2P03-10 - Receptacles Circuit No. 3 Pilothouse Aft Console
 2P03-11 - Aft Floodlights Starboard
 2P03-12 - Receptacles Wet Bar And Chart Table Pilothouse
 2P03-13 - Pilothouse No. 2 Battery Charger
 2P03-14 - Receptacles Exterior Pilothouse
 2P03-15 - 1500 W Floodlights Main Deck Port Mid And Starboard Aft
 2P03-16 - 1500 W Floodlights Main Deck Starboard Mid And Port Aft
3-16
 2P03-17 - Fire Detection Panel (Main Supply)

 2P03-18 - Public Address General Alarm (Main Supply)
 2P03-19 - Spare
 2P03-20 - Spare
 2P03-21 - Spare
3.3.7.2.4 2P04 PILOTHOUSE 220/127V LIGHTING PANEL No. 2
 2P04-01 - Air Handler Unit Port Pilothouse
 2P04-02 - Air Handler Unit Starboard Pilothouse
 2P04-03 - Lights Pilothouse Void
 2P04-04 - Pilothouse Overhead Desk Lights
 2P04-05 - FWD Heated Windows
 2P04-06 - Aft Heated Windows
 2P04-07 - Power Supply For FWD Wipers
 2P04-08 - Power Supply For Aft Wipers
 2P04-09 - Pilothouse Refrigerator
 2P04-10 - Sanitary Exhaust Fan Pilothouse
 2P04-12 - IJS Controller Isolation Transformer
 2P04-14 - Fire Monitor Valve Control (156 on)
3.3.7.2.5 2P05 PORT ENGINE CONTROL ROOM 220/127V PANEL
 2P05-01 - Port Engine Room Lights No. 1
 2P05-02 - Port Engine Room Receptacles No. 1
 2P05-03 - Port Engine Room Lights No. 2
 2P05-04 - Port Engine Room Receptacles No. 2
 2P05-05 - Port Control Room Lights
 2P05-06 - Port Control Room Receptacles
 2P05-07 - Port 690V SWBD, Gen 1, Gen 2, & Transformer T1 Anti-Condensation Htr
 2P05-08 - Port Control Room Fan Coil Unit
 2P05-09 - Spare
 2P05-10 - Quarters 440V Panel Auto Changeover Switch
 2P05-11 - Generator No. 1 Battery Charger 60 A
 2P05-12 - Port Prelube Battery Charger 30 A
 2P05-13 - Port 690V SWBD Anti-Condensation Htr, 440V 1000 kVA Transformer
 2P05-14 - Generator No. 1 Start Battery Charger 30 A
 2P05-15 - Bow Thruster No. 1 Anti-Condensation Heater
 2P05-16 - Azimuth Thruster T3 Anti-Condensation Heater
 2P05-17 - IMCOS Audio/Visual Relay Unit Analog Telephones
 2P05-18 - Port 440V SWBD Anti-Condensation Heater
 2P05-19 - Port Engine Room Fire Dampers
 2P05-20 - Spare
 2P05-21 - ECR Desk Fan
 2P05-22 - Spare
3.3.7.2.6 2P06 Starboard ENGINE CONTROL ROOM 220/127V PANEL
 2P06-01 - Starboard Engine Room Lights No. 1
 2P06-02 - Starboard Engine Room Receptacles No. 1
 2P06-03 - Starboard Engine Room Lights No. 2
3-17
 2P06-04 - Starboard Engine Room Receptacles No. 2

 2P06-05 - Starboard Control Room Lights
 2P06-06 - Starboard Control Room Receptacles
 2P06-07 - Starboard Control Room Fan Coil Unit
 2P06-08 - Main Deck Exterior Receptacle
 2P06-09 - Spare
 2P06-10 - Starboard 690V SWBD Anti-Condensation Heater, 440V Transformer
 2P06-11 - Starboard 690V SWBD Anti-Condensation Heater, Generator 3
 2P06-12 - Starboard Prelube Battery Charger 30 A
 2P06-13 - Generator No. 3 Battery Charger 60 A
 2P06-14 - Azimuth Thruster T4 Anti-Condensation Heater
 2P06-15 - Bow Thruster No. 2 Anti-Condensation Heater
 2P06-16 - Spare
 2P06-17 - Starboard 440V SWBD Anti-Condensation Heater
 2P06-18 - Generator No. 3 Start Battery Charger 30 A
 2P06-19 - Starboard Engine Room Fire Dampers
 2P06-20 - Spare
 2P06-21 - ECR Desk Fan
3.3.7.2.7 2P07 FWD MACHINERY SPACE 220/127V PANEL
 2P07-01 - FWD Machinery Space Lights
 2P07-02 - FWD Machinery Space Receptacles
 2P07-03 - Bow Thruster Room Lights
 2P07-04 - Port Tank Farm Receptacles
 2P07-05 - Port Tank Farm Lights
 2P07-06 - Starboard Tank Farm Receptacles
 2P07-07 - Starboard Tank Farm Lights
 2P07-08 - Port Steering, Port Aft Passage, Port Aft Main Deck Receptacles
 2P07-09 - Port Steering and Aft Passage Lights
 2P07-10 - Starboard Steering, Starboard Aft Passage, Starboard Aft Main Deck
Receptacles
 2P07-11 - Starboard Steering and Aft Passage Lights
 2P07-12 - Port Schottel Switch Box Recept, Fan, and Anti-Condensation Heater
 2P07-13 - FIFI Pump 1 & 2 Anti-Condensation Heater
 2P07-14 - Starboard Schottel Switch Box Recept, Fan, and Anti-Condensation Heater
 2P07-15 - Oily Water Separator
 2P07-16 - Water Maker
 2P07-17 - Spare
 2P07-18 - Water Maker Booster Pump
 2P07-19 - Spare
 2P07-20 - Potable Water UV Purifier
 2P07-21 - Fire Dampers Bow Thruster Space
3.3.7.2.8 2P08 02 DECK 220/127V PANEL
 2P08-01 - Port Overhead Lights Accommodation Deck
 2P08-02 - Port Accommodation Deck Stateroom Berth Lights, Mirror Lights, and
Receptacles
 2P08-03 - Starboard Overhead Lights Accommodation Deck
3-18
 2P08-04 - Starboard Accommodation Deck Stateroom Berth Lights, Mirror Lights, and
Receptacles
 2P08-05 - Passage Lights Accommodations Deck
 2P08-06 - TV Receptacles Accommodations Deck
 2P08-07 - Emergency Generator Room Lights
 2P08-08 - Emergency Generator Room Receptacles
 2P08-09 - Exterior Lights Accommodations Deck
 2P08-10 - Exterior Receptacles Accommodations Deck
 2P08-11 - Spare
 2P08-12 - Spare
3.3.7.2.9 2P09 GALLEY 220/127V PANEL
 2P09-01 - Galley FWD Receptacles
 2P09-02 - Galley Aft Receptacles
 2P09-03 - Coffee Maker Galley
 2P09-04 - Coffee Maker Mess
 2P09-05 - Galley Freezer
 2P09-06 - Galley Refrigerator
 2P09-07 - Dishwasher No. 1
 2P09-08 - Dishwasher No. 2
 2P09-09 - Ice Maker
 2P09-10 - Microwave Oven
 2P09-11 - Steam Table
 2P09-12 - Galley Fan Coil Unit
 2P09-13 - Spare
 2P09-14 - Range Hood Lights
 2P09-15 - Spare
 2P09-16 - Spare
 2P09-17 - Spare
 2P09-18 - Spare
 2P09-19 - Spare
3.3.7.2.10 2P10 PANTRY 220/127V PANEL
 2P10-01 - Refrigerator No. 1 Pantry
 2P10-02 - Freezer No. 1 Pantry
 2P10-07 - Pantry Fan Coil Unit
 2P10-08 - Spare
 2P10-09 - Spare
 2P10-10 - Spare
 2P10-11 - Spare
 2P10-12 - Spare
3-19
3.3.8 DC Power
3.3.8.1 BATTERIES
Table 3-3 lists the batteries that are installed on the ship.
Table 3-3. Batteries.
Location Function Qty MFR Type 20Hr

Amp-Hr
Emergency Emergency Generator 2 Titan 8D1150 216
Generator Room Start No. 1
Emergency Emergency Generator 2 Titan 8D1150 216
Generator Room Start No. 2
Port Engine Room Generator No. 1 2 Trojan 8DAGM 230
24 VDC Panel
Port Engine Room Main Engine No. 1 Start No. 1 2 Titan 8D1150 216
Port Engine Room Main Engine No. 1 Start No. 2 2 Titan 8D1150 216
Port Engine Room Generator No. 2 2 Trojan 8DAGM 230
24 VDC Panel
Port Engine Room Port Pre-Lube System 2 Titan 8D1150 216
Starboard Engine Generator No. 3 2 Trojan 8DAGM 230
Room 24 VDC Panel
Starboard Engine Generator No. 4 2 Trojan 8DAGM 230
Room 24 VDC Panel
Starboard Engine Main Engine No. 3 Start No. 1 2 Titan 8D1150 216
Room
Starboard Engine Main Engine No. 3 Start No. 2 2 Titan 8D1150 216
Room
Starboard Engine Starboard Pre-Lube System 2 Titan 8D1150 216
Room
03 Level Aft Pilothouse 24 VDC Panel No. 1 8 Trojan L16H 420
03 Level Aft Pilothouse 24 VDC Panel No. 2 8 Trojan L16H 420
Pilothouse Console GMDSS Backup 2 Camden BEL1207 70
00
ECR and Pilothouse DP/VCS UPS (12V) 16 Yuasa NP17-12 17
Pilothouse Fire Alarm Panel Power Backup 2 Power PS-12260 26
Sonic
Pilothouse Void PA/GA IMCOS Power Backup 2 Trojan 8DAGM 230
3.3.8.2 DC DISTRIBUTION PANELS

3.3.8.2.1 PILOTHOUSE 24 VDC DISTRIBUTION PANEL NO. 1
 24P1 - 24 VDC Battery Bank
 24P1-01 - Voltage Monitor Relay
 24P1-02 - Emergency Light Port Liferaft
3-20
 24P1-03 - Emergency Light Port Liferaft Launch

 24P1-04 - Emergency Light Aft Liferaft P/S Muster Station
 24P1-05 - Emergency Light Port Embarkation Station
 24P1-06 - Z-Drive Switch Box Port
 24P1-07 - Spare
 24P1-08 - Engine Order Telegraph Port
 24P1-09 - WTRTT Sliding Door Control Cabinet
 24P1-10 - Engine Order Telegraph Starboard
 24P1-11 - MES Navtalk No. 1 HDG
 24P1-12 - Quarters Ventilation Emergency Stop
 24P1-13 - BNWAS Emergency Supply
 24P1-14 - Audio/Visual Unit Emergency Generator Room Talkback
 24P1-15 - Emergency SWBD Primary Supply
 24P1-16 - Spare
 24P1-17 - M9-MCU
 24P1-18 - FWD Wiper Solenoid
 24P1-19 - Spare
 24P1-20 - Navigation Light Panel
 24P1-21 - Spare
 24P1-22 - Spare
3-21
 24P1-26 - Supply from 75 A Battery Charger No. 2 (Interlocked with 24P1-27)

3.3.8.2.2 PILOTHOUSE 24 VDC DISTRIBUTION PANEL NO. 2
 24P2 - 24 VDC battery bank
 24P2-01 - Voltage Monitor Relay
 24P2-02 - Emergency Light Starboard Liferaft
 24P2-03 - Emergency Light Starboard Liferaft Launch
 24P2-04 - Emergency Light Rescue Boat
 24P2-05 - Emergency Light Starboard Embarkation Station
 24P2-06 - Z-Drive Switch Box Starboard
 24P2-07 - Autopilot
 24P2-08 - WTRTT Sliding Door Control Cabinet
 24P2-09 - Whistle (Backup Supply)
 24P2-10 - Binnacle Light
 24P2-11 - NAVTEX Receiver
 24P2-12 - Spare (Hull 155 only)/FIFI Monitor Control Cabinet (Hull 156 on)
 24P2-13 - Spare
 24P2-14 - Audio/Visual Unit Emergency Generator Room Sound Powered Phone
 24P2-15 - Emergency SWBD (Secondary Supply)
 24P2-16 - Quarters Ventilation E-Stop (Secondary Supply)
 24P2-17 - SRS
 24P2-18 - Spare
 24P2-19 - Spare
 24P2-20 - Aft Wiper Solenoid
 24P2-21 - Spare
3.3.8.2.3 PORT GENERATOR No. 1 ENGINE BATTERY SYSTEM
 GB1B-01 - Voltage Monitor Relay
 GB1B-02 - Port No. 1 Engine Control Panel (Primary)
 GB1B-03 - Port Z-Drive Switch Box Control AZI-W203
 GB1B-04 - Starboard No. 3 Engine Control Panel (Secondary)
 GB1B-05 - 690V SWBD Port External Supply 1
 GB1B-06 - Port Engine Room & P-Tank E-Stop J-Box (Primary)
 GB1B-07 - Port Steering Gear Ventilation Valve
 GB1B-08 - Audio/Visual Units Port Engine Room & ECR Talkback
 GB1B-09 - Spare
 GB1B-10 - Audio/Visual Units P-Tank & P&S Z-Drive Talkback
 GB1B-11 - Spare
 GB1B-12 - 690V SWBD Starboard External Supply 2
 GB1B-13 - Spare
 GB1B-14 - Spare
3.3.8.2.4 PORT GENERATOR No. 2 ENGINE BATTERY SYSTEM
3-22
 GB2B-03 - Spare
 GB2B-05 - Drive Unit MV3000 Port (T3)
 GB2B-06 - Audio/Visual Units Port Engine Room & ECR Sound-Powered Phone
 GB2B-07 - 440V SWBD Port
 GB2B-08 - Audio/Visual Units P-Tank & P&S Z-Drive SP Phone
 GB2B-09 - Starboard Engine Room & Bow Thruster E-Stop J-Box (Secondary)
 GB2B-10 - Spare
 GB2B-11 - Tank Overfill Alarm Main Deck
 GB2B-12 - Actuated Valves Port
3.3.8.2.5 Starboard GENERATOR No. 3 ENGINE BATTERY SYSTEM
 GB3B-02 - Starboard No. 3 Engine Control Panel (Primary)
 GB3B-03 - Starboard Z-Drive Switch Box Control AZ2-W203
 GB3B-04 - Port No. 1 Engine Control Panel (Secondary)
 GB3B-05 - 690V SWBD Starboard External Supply 1
 GB3B-06 - Starboard Engine Room & Bow Thrust E-Stop J-Box (Primary)
 GB3B-07 - Starboard Steering Gear Ventilation Valve
 GB3B-08 - Audio/Visual Units Starboard Engine Room & Bow Thruster Talkback
 GB3B-09 - Spare
 GB3B-10 - Audio/Visual Units Mezzanine & P&S Z-Drive Talkback
 GB3B-11 - Spare
 GB3B-12 - 690V SWBD Port External Supply 2
 GB3B-13 - Spare
 GB3B-14 - Spare
3.3.8.2.6 Starboard GENERATOR No. 4 ENGINE BATTERY SYSTEM
 GB4B-02 - Starboard No. 4 Engine Control Panel (Primary)
 GB4B-03 - Spare
 GB4B-04 - Port No. 2 Engine Control Panel (Secondary)
 GB4B-05 - Drive Unit MV3000 Starboard (T4)
 GB4B-06 - Audio/Visual Units Starboard Engine Room & ECR Sound-Powered Phone
 GB4B-07 - 440V SWBD Starboard
 GB4B-08 - Audio/Visual Units Bow Thruster Sound-Powered Phone
 GB4B-09 - Port Engine Room & P-Tank E-Stop J-Box (Secondary)
 GB4B-10 - Spare
 GB4B-11 - Actuated Valves Starboard
 GB4B-12 - Fire Monitor Valve J-Box (Hull 155 only)
3.4 EMERGENCY POWER
3.4.1 Emergency Diesel Engine Description

The Emergency Diesel Generator (EDG) engine is a Cummins Model KTA19DM. It is an inline
six-cylinder four-stroke after-cooled turbocharged engine. The generator has a continuous
rating of 425 kW at a speed of 1800 rpm. The EDG can also be used in Harbor mode when
shore power is not available.
3-23
3-24
Table 3-4. EDG Characteristics.
Manufacturer Cummins
Model KTA19 DM1, FR Option 4537
Emissions EPA Tier 2/IMO MARPOL Tier II
Engine Duty Auxiliary
Number of Cylinders 6
Bore x Stroke 158.75 x 158.75 mm
Displacement 18.9
Compression Ratio 14.5:1
Combustion System Open Chamber/Direct Injection
Engine Cycle 4 Stroke
Maximum Continuous Rating (MCR) 425 kW
Revolutions at MCR 1800 rpm
Piston Stroke 158.75 mm
Cylinder Configuration In-Line
Maximum Firing Pressure 9.57 bar
Pressure Charging System Turbo Charged (1 )
Low/High Cooling Set points 180/200 F (82/93 C)
Fuel Grade 2-D Diesel Fuel
3.4.2 EDG Engine Cooling System

The engine jacket water pump circulates the cooling water through the engine, after-cooler and
radiator. The radiator is fan cooled by a belt driven fan at the front of the engine. A thermostat
maintains the coolant temperature in a normal range of 1800 F to 2000 F. Maximum coolant
temperature should not exceed 2120 F. The fresh water expansion tank, mounted on the top of
the radiator, contains 25% minimum ethylene glycol to 75% fresh water mixture with Cummins
corrosion inhibitor. This allows for water expansion from and make up water to the radiator. The
tank is replenished by way the Potable Water System. Two coolant filters are installed in the
Jacket Water System to filter any debris.
3.4.3 EDG Engine Starting System

The EDG engine is electric, 24 VDC started. The EDG has two 24 VDC starting battery banks,
a primary and a back-up. Each bank consists of two 12 VDC deep cycle batteries connected in
series through a selector switch that selects either battery bank or both. The engine is normally
set up to start automatically upon loss of power to the emergency 440 VAC switchboard. The
time delay on the Emergency Switchboard Dead Bus Relays is selectable on the front of each
relay, it is initially set for 6 seconds. The engine may also be started manually from the
switchboard panel in the Emergency Generator Room or the engine control panel in the
Emergency Generator Room. The batteries are maintained by a 30 A battery charger powered
from 208/120 VAC Emergency Generator Room Sub Power Panel.
3.4.4 EDG Engine Fuel System

Fuel for the EDG engine is drawn fuel from a tank located in the Emergency Generator Room
using an engine-driven fuel pump. The day tank is filled by way of the Fuel Oil Service and
Transfer System through the purifier. Fuel passes through a simplex, basket type strainer, two
RACOR spin type fuel water separators (secondary filters) and then two Cummins fuel/water
3-25
separators (primary filters) to the high pressure injection pump. Unused fuel is returned to the
day tank via the anti siphon fuel return line.
The fuel connections between the high-pressure fuel pump and each injector utilize a double
wall fuel line. They act as a main supply line from the fuel pump to the first injector then as
jumper lines between the injectors. If one of the fuel lines were to leak the second wall would
catch the fuel. The fuel would then fill the second line until drained back to the vent at the fuel
pump. Once the fuel reaches the fuel pump it will drain past a special vent fitting on the fuel
pump exit to the fuel lines hanging from the pump. This drain is plumbed to a small container
with a float switch. Once the float switch is triggered, an alarm would be indicated on the
Cummins engine panel and the VCS.
A hydraulic hand pump located next to the Emergency Generator Room access can be used to
close the EDG fuel supply valve in an emergency.
3.4.5 EDG Engine Lubricating Oil System

The generator engine has a self-contained lubrication system with a capacity range of (high)
10.0 (37.85 l) to (low) 8.5 gallons(32.176 l) of Chevron Dello 400 15w40. The normal operating
oil pressure range is 50 - 70 psi (344.7 - 482.6 kPa). Maximum oil temperature should not
exceed 2500 F (121.1 C). Two Cummins spin on oil filters are provided in-line to filter the
lubricating oil.
A DC powered pre-lube pump is powered from the 24 VDC control power. The pre-lube system
requires oil pressure reach 3 psi (20.6 kPa) before the starter is engaged. The pre-lube pump
starts when power is provided to the Cummins engine panel. The pre-lube system contains a
manual override switch circuit in the Engine Control Module (ECM), so the pre-lube system can
be bypassed when an immediate start is needed for emergency purposes.
3.4.6 EDG Engine Combustion Air and Exhaust System

The engine draws combustion air through louvers on the port bulkhead and exhausts through a
spark-arresting silencer. The engine exhaust is a dry system. An 8-inch exhaust duct runs
vertical through the 04 level deck and then extends upward behind the 05 level. Combustion
air is drawn directly from the space. Manual vent closures are fitted on the supply intakes and
radiator exhaust.
3.4.7 EDG Engine Controls and Indicators

24 VDC control power is used to operate the electronic control circuitry and to supply power to
the magnetic start switch. Under normal conditions, the engine circuitry is powered to run; all
that is needed is the actuation of the starter motor solenoid. Engine controls and indicators are
as follows:
Emergency Switchboard Engine Indicators (on Local Operating Panel):
 Power
 Alarms
 Engine Speed (rpm)
 Engine oil pressure (psi)
 Exhaust stack temperature
 Coolant temperature
3-26
 Fuel rate (gph)

 Percent power
 Engine Hours
 Air filter indicator (On air filter)
 Battery Voltage (Battery Charger)
Emergency Switchboard Engine Controls include (on Local Operating Panel):
 Menu Selector
 Start pushbutton
 Stop pushbutton
 Power On
 Alarm Silence
 Emergency stopping (fuel solenoid)
3.4.8 GENERATOR DESCRIPTION

The EDG is a Marathon Magnamax Model 572RSL5104 generator. It produces 440 VAC, 60 Hz
power at 1800 rpm. It is rated for 425 kW/531 kVA. The generator has a single greasable ball
bearing on the non-driven end. There is no bearing on the driven end. It is brushless, with a
permanent magnet alternator (PMA) and exciter rectifier mounted on the rotor. A Marathon
DVR2000e AVR rectifies the output of the PMA and regulates the EDG output voltage by
controlling the amount of current from the PMA that it passes to the exciter field. The exciter
field is wound on the stator; it induces current flow in the exciter armature, which is wound on
the rotor. The exciter armature current is rectified by a full-wave three phase rectifier on the
rotor to supply the generator main field. A Basler MVC-300 manual voltage controller is installed
in the Emergency SWBD as a back-up to the AVR.
3.4.9 Emergency Switchboard

The Emergency SWBD provides a connection point for the EDG and provides power to vital
shipboard equipment. It is normally powered from the Port 440V SWBD. If the Emergency
SWBD loses power, the interconnector CB from the Port 440V switchboard opens, the EDG
starts automatically, and the Emergency Generator CB closes. The TEST switch opens the
interconnector CB to de-energize the bus, which causes the EDG to automatically start and
connect. The Emergency Generator CB and the interconnector CB are interlocked so that
neither can be closed unless the other is open. Placing the Harbor-Emergency Selector Switch
in HARBOR bypasses this interlock so that the EDG can be paralleled onto an energized bus
and backfeed power to the Port 440V SWBD.
3.4.9.1 Controls and Indications
Meters:
 kW Meter
 kVAR Meter
 Frequency Meter
 Generator Voltmeter
 Generator Ammeter
 Bus Voltmeter
 Bus Ammeter
 Double Voltmeter
3-27
 Double Frequency Meter

 Synchroscope
Controls:
 Harbor-Emergency Selector Switch - In HARBOR, it allows the Emergency Generator to
supply power to the Port 440V SWBD. In EMERGENCY, it starts the EDG and closes
the output CB on blackout.
 Generator CB LOCAL/REMOTE Switch
 Speed Controller Switch
 Generator CB Switch
 Voltage Controller Switch
 Woodward SPM-D Auto-Synchronizer - Controls Emergency Generator voltage and
frequency during automatic start and allows dead bus CB closure.
 TEST Switch - Opens interconnector CB to cause dead bus start and connection of
Emergency Generator.
 Start Engine Pushbutton
 Stop Engine Pushbutton
 Bus Voltmeter Switch
 Bus Ammeter Switch
 Feeder CB Switch
 Feeder CB LOCAL/REMOTE Switch
 Dead Bus Relay Phase A
 Dead Bus Relay Phase B
 Dead Bus Relay Phase C
 Synchronizing Selector Switch
Indicating Lights:
 Off (CB Open)
 On (CB Closed)
 CB Tripped
 Engine Running
 Engine Available
 Engine Fault
 Panel Heater On
 Generator Heater On
 Panel Heater On
 Sequence Synchronizing (2)
3.4.9.2 Circuit Breakers
 4EP-01 - Transformer 30 kVA 440/220 V
 4EP-02 - Transformer 30 kVA 440/220 V
 4EP-03 - Port Automation UPS Bypass
 4EP-04 - Starboard Automation UPS Bypass
 4EP-05 - Watertight Door
3-28
3-29
 4EP-08 - SPARE
 4EP-09 - Emergency MCC
3.4.10 Emergency Power Distribution
3.4.10.1 EMERGENCY MCC

The Emergency MCC is installed in the Emergency Generator Room. It contains the following
circuit breakers and controllers, with controls as noted:
 1.2 - 4EP09-01 - Fire Pump No. 1 Start/Stop

 1.3 - 4EP09-03 - Emergency Bilge Pump Local/Remote Start/Stop
 1.4 - 4EP09-05 - Spare Local/Remote Start/Stop
 1.5 - 4EP09-02 - Air Compressor No. 1 Local/Remote
 1.6 - 4EP09-04 - Rescue Boat Davit
3.4.10.2 EMERGENCY 220/127V DISTRIBUTION PANEL

The Emergency 220/127 VAC Distribution Panel is located in the Emergency Generator Room.
It contains the following circuit breakers:
 4EP01A - (Interlocked Incoming Power) 440/220V 30 kVA Transformer No. 1

 4EP02A - (Interlocked Incoming Power) 440/220V 30 kVA Transformer No. 2
 E01 - Emergency Lighting Distribution Panel, Zone 3B
 E02 - Pilothouse Emergency Lighting Panel
 E03 - Pilothouse Electronics Panel
 E04 - Spare
 E05 - Lights Emergency Generator Room
 E06 - Generator No. 4 Battery Charger
 E07 - Generator No. 2 Battery Charger
 E08 - Emergency SWBD Anti-Condensation Heater
 E09 - Emergency Generator Battery Charger No. 1
 E10 - Floodlight Rescue Boat Davit
 E11 - Rescue Boat Battery Charger
 E12 - Exterior Lights Fo’c’sle and 02 Deck
 E13 - IMCOS Audio/Visual Columns Controller
 E14 - Fire Dampers Fo’c’sle and Accom Deck
 E15 - Spare
 E16 - Spare
 E17 - Spare
 E18 - Spare
 E20 - Spare
3.4.10.3 EMERGENCY LIGHTING DISTRIBUTION PANEL

The Emergency Lighting Distribution Panel is located in the Pilothouse. It contains the following
circuit breakers:
 E01-01 - Port Engine Room Emergency Lights

 E01-02 - Starboard Engine Room Emergency Lights
 E01-03 - Port Control Room Emergency Lights
3-30
 E01-04 - Starboard Control Room Emergency Lights

 E01-05 - Emergency Lights Tank Farm Port
 E01-06 - Emergency Lights Tank Farm Starboard
 E01-07 - Sick Bay Berth Lights and Receptacles
 E01-08 - FWD Machinery Space Emergency Lights
 E01-09 - Port Control Room SWBD Lights
 E01-10 - Starboard Control Room SWBD Lights
 E01-11 - Spare
 E01-12 - Spare
 E01-13 - Spare
 E01-14 - Spare
3.4.10.4 PILOTHOUSE EMERGENCY 220/127V DISTRIBUTION PANEL

The Pilothouse Emergency 220/127 VAC Distribution Panel is located in the Pilothouse. It
contains the following circuit breakers:
 E02-01 - Pilothouse Emergency Lights

 E02-02 - Accommodation Deck Emergency Lights
 E02-03 - Fo’c’sle Deck Port Emergency Lights
 E02-04 - Fo’c’sle Deck Starboard Emergency Lights
 E02-05 - Pilothouse Red Lights
 E02-06 - Navigation Light Panel (Emergency Supply)
 E02-07 - Embarkation Lights Control
 E02-08 - Pilothouse 24V Panel No. 1 Battery Charger
 E02-09 - Whistle and Light
 E02-10 - Public Address, General Alarm Emergency Supply
 E02-11 - Fire Detection Panel Emergency Supply
 E02-12 - Binnacle Main Light
 E02-13 - Fixed GSM Telephone & Fax Machine
 E02-14 - TV Antenna PSU and Signal Splitter
 E02-15 - V-SAT BDE Cabinet
 E02-16 - Fire Dampers Pilothouse
 E02-17 - Spare
 E02-18 - Spare
 E02-19 - Spare
 E02-20 - Spare
 E02-21 - Spare
 E02-22 - Spare
3.4.10.5 PILOTHOUSE ELECTRONICS 220/127V PANEL

The Pilothouse Electronics 220/127 VAC Distribution Panel is located in the Pilothouse. It
contains the following circuit breakers:
 E03-01 - GMDSS Battery Charger

 E03-02 - GMDSS Power Supply (PR300)
 E03-03 - GMDSS Power Supply (PR850)
 E03-04 - Aircraft VHF Power Supply
 E03-05 - ICOM VHF Power Supply No. 1
3-31

 E03-07 - Radar Switching Hub
 E03-08 - X-Band Radar Processor & Monitor
 E03-09 - S-Band Radar Processor & Monitor
 E03-10 - Spare
 E03-11 - DGPS No. 1 Power Supply
 E03-12 - DGPS No. 2 Power Supply
 E03-13 - ECDIS Power Supply
 E03-14 - Spare
 E03-15 - Speed Log Power Supply
 E03-16 - Echo Sounder
 E03-17 - Voyage Data Recorder
 E03-18 - Bridge Watch Navigation Alarm System Power Supply
 E03-21 - SPARE
 E03-22/24 - Receptacles FWD Console
 E03-23 - Spare
 E03-25/27 - AIS Power Supply
 E03-26/28 - Radar Motor
3.5 OPERATING PROCEDURES

In these procedures, all operations from the PMS require a confirmation of each command.
3.5.1 Main Generator Startup Procedure
3.5.1.1 LOCAL START FROM 690V SWBD

a. Line up the oncoming MDG for REMOTE operation per paragraph 2.2.1.
b. Place the LOCAL/REMOTE keyswitch in LOCAL on the applicable generator section of
the switchboard.
c. Start the applicable Generator Cooling Pump, either from the VCS or locally at the
SWBD MCC.
d. Press the Engine Start pushbutton.
e. Verify that generator output comes up to 690 VAC, 60 Hz. Adjust output as necessary
using the speed and voltage control switches.
3.5.1.2 REMOTE START FROM PMS (VCS)

a. Line up the oncoming MDG for REMOTE operation per paragraph 2.2.1.
b. Place the LOCAL/REMOTE keyswitch in REMOTE on the applicable generator section
of the switchboard.
c. On the PMS HMI, select the applicable main engine, select START or LOAD UP on the
pop-up menu, and confirm. START will cause the engine to start and run unloaded,
LOAD UP will cause the engine to start and the output CB to close.
d. Verify that the applicable Generator Cooling Pump starts automatically.
3-32
3.5.2 Paralleling a Main Generator with the Bus
3.5.2.1 LOCAL PARALLELING WITH PPU-3

a. Place the LOCAL/REMOTE keyswitch in LOCAL on the applicable generator section of
the switchboard.
b. Press the LOCAL pushbutton on the PPU-3.
c. Press the CB CLOSE pushbutton (indicated by a closed CB graphic) on the PPU-3.
d. Adjust real and reactive load to desired level using the SPEED and VOLTAGE control
switches on the applicable generator section of the switchboard.
3.5.2.2 LOCAL PARALLELING WITH SYNCHROSCOPE

The voltage and frequency control switches on the switchboard operate through the PPU-3. If
the PPU-3 is not available, voltage and frequency control will not be possible using switchboard
controls, so parallel operation should not be attempted.

the switchboard.
b. Select the applicable generator on the synchronizing section of the 690V SWBD.
c. Adjust generator voltage using the VOLTAGE control switch on the synchronizing
section of the switchboard so that voltage is 0-5 V higher than bus voltage.
d. Adjust generator frequency using the SPEED control switch on the synchronizing section
of the switchboard so that the synchroscope rotates clockwise approximately one
revolution in 5 seconds.
e. When the synchroscope is at the 11 o'clock position, i.e. just prior to being exactly in
phase, press the COMMON CB CLOSE pushbutton on the synchronizing section.
f. Adjust real and reactive load to desired level using the speed and voltage control
switches on the applicable generator section of the switchboard.
3.5.2.3 REMOTE PARALLELING

a. Place the LOCAL/REMOTE keyswitch in REMOTE on the applicable generator section
of the switchboard.
b. Press the REMOTE pushbutton on the PPU-3.
c. On the PMS HMI, select the applicable CB and select CLOSE CB.
3.5.3 Main Generator Shutdown

Prior to removing a generator from the bus, verify that load on the bus will not exceed the
capacity of the remaining generators.
3.5.3.1 SHUTDOWN FROM PMS

a. On the PMS HMI, select the applicable main engine, select STOP on the pop-up menu,
and confirm. The PMS will unload engine, open the output CB, and run the engine
through its cool down period prior to securing it.
3-33
3.5.3.2 SHUTDOWN FROM SWITCHBOARD

the switchboard.
b. Unload the generator using the SPEED and VOLTAGE control switches.
c. Press the CB OPEN pushbutton.
d. Press the ENGINE STOP pushbutton.
3.5.4 Switchboard Operation
3.5.4.1 SHIFT FROM SPLIT 690V SWBD TO COMMON

3.5.4.1.1 Shift 690V SWBD to Common with Switchboard Controls
The voltage and speed control switches on the synchronizing section of the switchboard have
no effect when the synchroscope is selected to the interconnector CB. Operation of generators
in parallel without PMS control requires an operator at the switchboard to control load sharing.
a. Place the LOCAL/REMOTE keyswitch in LOCAL for both interconnector CBs.

b. If both interconnector CBs are initially open, press the CB CLOSE pushbutton on one to
close it and energize the interconnector.
c. Select the remaining interconnector CB on the synchronizing section of the applicable
690V switchboard.
d. Adjust voltage of the running generator on the bus using the VOLTAGE control switch on
the generator section of the switchboard so that voltage is 0-5 V higher than voltage on
the interconnector.
e. Adjust frequency of the running generator on the bus using the SPEED control switch on
the generator section of the switchboard so that the synchroscope rotates clockwise
approximately one revolution in 5 seconds.
f. When the synchroscope is at the 11 o'clock position, i.e. just prior to being exactly in
phase, press the COMMON CB CLOSE pushbutton on the synchronizing section.
g. Adjust real and reactive load sharing using the SPEED and VOLTAGE control switches
on the applicable generator sections of the switchboards.
3.5.4.1.2 Shift 690V SWBD to Common with VCS/PMS
a. Place the LOCAL/REMOTE keyswitch in REMOTE for both interconnector CBs.
b. On the PMS HMI, select one interconnector CB and select CLOSE CB.
c. On the PMS HMI, select the remaining interconnector CB and select CLOSE CB.
3.5.4.2 SHIFT FROM COMMON 690V SWBD TO SPLIT

3.5.4.2.1 Shift 690V SWBD to Split with Switchboard Controls
a. Place the LOCAL/REMOTE keyswitch in LOCAL for both interconnector CBs.
b. Press the CB OPEN pushbutton for one interconnector CB.
c. Press the CB OPEN pushbutton for the remaining interconnector CB.
3-34
3.5.4.2.2 Shift 690V SWBD to Split with PMS

b. On the PMS HMI, select one interconnector CB and select OPEN CB.
c. On the PMS HMI, select the remaining interconnector CB and select OPEN CB.
3.5.4.3 SHIFT FROM SPLIT 440V SWBD TO COMMON

Shifting between split and common 440V switchboards requires momentarily de-energizing one
switchboard.
3.5.4.3.1 Shift 440V SWBD to Common with Switchboard Controls
a. Place the LOCAL/REMOTE keyswitch in LOCAL for both interconnector CBs and one
incomer CB.
b. Press the CB OPEN pushbutton for the transformer incomer CB.
c. Press the CB CLOSE pushbutton for one interconnector CB.
d. Press the CB CLOSE pushbutton for the remaining interconnector CB.
3.5.4.3.2 Shift 440V SWBD to Common with PMS
b. Place the LOCAL/REMOTE keyswitch in REMOTE for the applicable transformer feeder
and incomer CBs.
c. On the PMS HMI, select the transformer incomer CB and select OPEN CB.
d. On the PMS HMI, select one interconnector CB and select CLOSE CB.
e. On the PMS HMI, select the remaining interconnector CB and select CLOSE CB.
f. On the PMS HMI, select the transformer feeder CB and select OPEN CB.
3.5.4.4 SHIFT FROM COMMON 440V SWBD TO SPLIT

3.5.4.4.1 Shift 440V SWBD to Split with Switchboard Controls
a. On the applicable 690V switchboard transformer feeder section, place the
LOCAL/REMOTE keyswitch LOCAL.
b. Press the CB CLOSE pushbutton to close the transformer feeder CB.
c. Place the LOCAL/REMOTE keyswitch in LOCAL for both interconnector CBs and the
applicable transformer incomer CB.
b. Press the CB OPEN pushbutton for one interconnector CB.
c. Press the CB CLOSE pushbutton for the transformer incomer CB.
d. Press the CB OPEN pushbutton for the remaining interconnector CB.
3.5.4.4.2 Shift 440V SWBD to Split with PMS
b. Place the LOCAL/REMOTE keyswitch in REMOTE for the applicable transformer feeder
and incomer CBs.
c. On the PMS HMI, select the transformer feeder CB and select CLOSE CB.
3-35
d. On the PMS HMI, select one interconnector CB and select OPEN CB.
e. On the PMS HMI, select the transformer incomer CB and select CLOSE CB.
f. On the PMS HMI, select the remaining interconnector CB and select OPEN CB.
3.5.4.5 EMERGENCY SWITCHBOARD OPERATIONS

3.5.4.5.1 EDG Alignment for Emergency/Automatic Starting on Dead Bus.
a. Prepare for operation:
1. Check maintenance log to ensure that all preventive maintenance is up to date.
2. Perform all daily maintenance checks. (Ensure engine oil and expansion tank levels
are correct, a 1\2 inch circulating valve is open, and DC control voltage is within
normal operating parameters.)
3. Check for and clear all maintenance tags.
4. Open the simplex fuel oil strainer and inspect for cleanliness, then return the strainer
to be ready for service.
5. Verify hydraulically operated quick closing FO supply valve is open and the manual
hydraulic operator is in the unused condition.
6. Ensure the fuel in the Fuel Oil Day Tank is at the required level.
7. Turn the battery selection switch to 1 or 2. Do not use BOTH unless neither battery
has sufficient charge to start the engine and the starting circuit has been verified to
be electrically sound.
8. Verify ventilation closures are open.
b. Turn the POWER ON switch on the Local Operating Panel to ON.
c. Align the fuel system supply and return from and to the EDG Fuel Oil Day Tank.
d. Verify EDG circuit breaker is open on the emergency switchboard.
e. Place EDG in Local operation at the local operating panel and start the engine by
pressing the START button on the Local Operating Panel.
f. Observe the gauge displays on the local operating panel, ensuring that oil pressure, fuel
rate and rpm displayed. The coolant and exhaust stack temperatures will rise as the
engine warms up.
g. When the coolant temperature reaches 1400 F, test the E-stop by pressing the red
EMERGENCY STOP pushbutton on the Local Operating Panel.
h. When the engine stops, reset the EMERGENCY STOP pushbutton.
i. Reset EMERGENCY STOP.
j. Place EDG in remote/automatic operation on the local control panel.
k. At the Emergency SWBD, place the HARBOR-EMERGENCY switch in EMERGENCY.
l. Verify EDG day tank is full. Top off if needed.
3-36
3.5.4.5.2 Place Emergency Generator On Line in Harbor Mode

Initial conditions:
 Stern and Bow Thrusters secured
 One MDG on line with load less than 425 kW
 440V switchboards common
 Shore Supply CB open
Procedure:
a. Place the EG Synchronization switch on the Port 440V SWBD in OFF.
b. Place the Emergency Generator LOCAL/REMOTE switch in LOCAL.
c. Place the HARBOR-EMERGENCY Selector Switch in HARBOR.
d. Place the Synchronizing Selector switch on the Emergency SWBD in ON.
e. Start the Emergency Generator by pressing the START ENGINE GENERATOR
pushbutton on the Emergency SWBD. (EDG must be set for REMOTE operation. If
necessary, EDG can be started locally at the local operating panel.)
f. Adjust EDG speed and voltage as necessary with the SPEED CONTROLLER and
VOLTS CONTROLLER switches on the Emergency SWBD so that voltage is 0-5 higher
than bus voltage as indicated on the double voltmeter and the synchroscope rotates
clockwise approximately one turn every five seconds.
g. When the synchroscope is at the 11 o'clock position, i.e. just prior to being exactly in
phase, turn the Circuit Breaker switch to LIGA (CLOSE) and release.
h. Pick up real and reactive load on the EDG with the SPEED Controller and VOLTS
controller switches on the Emergency SWBD.
i. Open the applicable 690:440V Transformer Incomer CB.
j. Open the 690:440V Transformer Feeder CB.
k. Open the applicable MDG CB.
l. Shut down the running MDG.
3.5.4.5.3 Take EDG Off Line in Harbor Mode
Initial conditions:
 Emergency Generator supplying Port 440V SWBD in Harbor mode
 Emergency SWBD Synchronizing Selector switch in OFF
 One MDG on 690V bus
 Port 440V transformer incomer CB open
 Communication established between Port SWBD room and Emergency Generator
Room
Procedure:
a. On the Control Emergency Generator section of the Emergency SWBD, place the
Emergency Generator LOCAL/REMOTE switch in LOCAL.
b. Close the Port 690:440V Transformer feeder CB.
c. On the Port 440V SWBD Synchronizing Section, place the EG Synchronization
keyswitch in position 2.
3-37
d. On the Port 440V SWBD Incomer Section, place the LOCAL/REMOTE keyswitch in
LOCAL.
e. Adjust EDG speed and voltage as necessary with the FREQUENCY and VTG. control
switches on the Port 440V SWBD Synchronizing Section so that incoming voltage is 0-5
higher than bus voltage as indicated on the double voltmeter and the synchroscope
rotates clockwise approximately one turn every five seconds.
f. When the synchroscope is at the 11 o'clock position, i.e. just prior to being exactly in
phase, press the CB CLOSE pushbutton on the Port 440V SWBD Incomer Section. The
Emergency Generator CB will open on interlock when the incomer CB closes.
g. Place the LOCAL/REMOTE keyswitch in REMOTE,
h. Place the EG Synchronization keyswitch in position 1.
i. At the Emergency SWBD, place the HARBOR-EMERGENCY switch in EMERGENCY.
j. Verify that the Emergency Generator CB is open and reduce the engine speed to idle at
the Local Control Panel.
k. Operate the engine for 3-5 minutes at idle speed for cool down.
l. Shut down the engine by pressing the STOP button on the Local Operating Panel (must
be in local operation).
3.5.4.5.4 Test Operate Emergency Generator
The Emergency Generator should be test operated frequently in accordance with standard
operating procedures to keep the engine lubricated and to ensure that it will start automatically
when necessary.
Initial conditions:
 Shore Supply CB open
 Emergency SWBD energized from Port 440V SWBD
 Harbor-Emergency Selector Switch in EMERGENCY
 Pilothouse notified of test such that operations are not affected
Procedure:
a. Prepare for operation using procedure 3.5.4.5.1.
b Place the TEST switch on the Emergency SWBD switch in ON.
c. Verify that the following occurs automatically:
1. The interconnector CB opens.
2. The Emergency Generator engine starts.
3. The Emergency Generator excites and produces 440 VAC, 60 Hz.
4. The Emergency Generator CB closes.
d. Operate the Emergency Generator under load until temperatures stabilize.
e. When test is complete, place the TEST switch in OFF.
f. Turn the Emergency Generator Circuit Breaker switch to DESLIGA (OPEN) and release.
g. Place the interconnector CB LOCAL/REMOTE switch in LOCAL.
h. Turn the interconnector Circuit Breaker switch to LIGA (CLOSE) and release.
3-38
i. Reduce the engine speed to idle at the Local Control Panel.

j. Operate the engine for 3-5 minutes at idle speed for cool down.
k. Shut down the engine by pressing the STOP button on the Local Operating Panel.
l. Prepare the EDG for emergency operation per section 3.5.4.5.1 and standard operating
procedures.
3.5.5 Shore Power
3.5.5.1 CONNECTING SHORE POWER

There is no provision for paralleling between ship's power and shore power. Shore power can
only be brought on to a de-energized switchboard. The Shore Supply CB is interlocked such
that it cannot be closed unless both transformer incomer CBs and the Emergency Generator CB
are open. Ensure that ship's operations permit momentarily de-energizing the 440V and
220/127V distribution systems.
WARNING
Hazardous voltage is present which can result in death or injury.

Ensure that the shore power cable cannot be energized while
connecting or disconnecting.
Verify all leads and connections with an appropriate test

instrument. Never assume cables or connectors are the right
voltage or frequency or that they are de-energized! Equipment
damage, injury, or death may result.
a. Notify Pilothouse of dark ship condition.

b. Verify that the shore supply is 440 VAC, 3 phase, 60 Hz. DO NOT ASSUME, VERIFY!
c. Open and tag the supply CB on shore and the Shore Supply CB on the Port 440V
SWBD.
d. Verify that shore power connection box CBs a1 and a2 are open. Verify terminals are
dead by testing with a voltmeter. DO NOT ASSUME, VERIFY!
e. Inspect the shore power cable for any damage. Repair or replace as necessary before
continuing.
f. Run the shore power cable from the shore to the ship. Tie off the shore power cable to
ensure that it does not run through or dip into the water and cannot be pinched, pulled,
or chafed. Take into consideration the full range of tides.
g. Connect the ship's end of the shore power cable to the Shore Power Connection Box
according to the phase markings (R-Y-B).
h. Connect the shore end of the shore power cable.
i. Clear tags.
j. Close the isolation circuit breaker on the shore. Verify that the R, Y, and B phase
indicating lights on the Shore Power Connection Box illuminate.
3-39
k. On the Shore Power Connection Box, turn the heater switch to OFF.
l. Press the Phase Sequence Test Pushbutton while observing the Phase Sequence
Indicator.
m. If the Phase Sequence Indicator rotates clockwise, close the CB on the left, marked
"a1."
n. If the Phase Sequence Indicator rotates counterclockwise, close the CB on the right
marked "a2."
o. On the Emergency SWBD, place the Harbor-Emergency Selector Switch in HARBOR.
(This prevents the Emergency Generator from starting on blackout.)
p. At the Port 440V SWBD, verify that the Shore Supply Available lamp is illuminated.
q. Check voltage and frequency on all three phases; ensure that each phase is 440 VAC,
60 Hz.
r. Open the transformer incomer CBs on the Port and Starboard 440V SWBDs.
s. Close the Shore Supply CB on the Port 440V SWBD.
t. Close the 440V interconnector CBs, if necessary.
u. On the Emergency SWBD, place the Harbor-Emergency Selector Switch in
EMERGENCY.
3.5.5.2 DISCONNECTING SHORE POWER

There is no provision for paralleling between ship's power and shore power. Ensure that ship's
operations permit momentarily de-energizing the 440V and 220/127V distribution systems.
WARNING
Hazardous voltage is present which can result in death or injury.

Ensure that the shore power cable cannot be energized while
connecting or disconnecting.
Verify all leads and connections with an appropriate test

instrument. Never assume cables or connectors are the right
voltage or frequency or that they are de-energized! Equipment
damage, injury, or death may result.
a. Energize the Port and Starboard 690V SWBDs from ship's power. (Alternately, the
emergency switchboard can be segregated and energized by the EDG to switch the
EDG to Harbor mode.)
b. On the Emergency SWBD, place the HARBOR-EMERGENCY Selector Switch in
HARBOR. (This prevents the Emergency Generator from starting on blackout.)
c. Notify Pilothouse of darkship condition.
d. Open the Shore Supply CB on the Port 440V SWBD.
e. Close the transformer incomer CB on the Port or Starboard 440V SWBD.
f. On the Emergency SWBD, place the HARBOR-EMERGENCY Selector Switch in
EMERGENCY.
3-40
g. Open and tag the isolation circuit breaker on the Shore Power Connection Box on the
Main Deck.
h. Open and tag the shore power supply CB on shore.
i. Verify all leads and connections are de-energized, DO NOT ASSUME, VERIFY!
j. Disconnect the shore power cable from the shore supply terminal box. .
k. Disconnect the shore power cable from the Shore Power Connection Box.
l. On the Shore Power Connection Box, turn the heater switch to ON.
m. Clear tags.
3-41
Intentionally Blank
3-42
ENGINEER’S OPERATING MANUAL - M/V BRAVANTE V
Figure 3-1. AC Distribution
3-43
Intentionally Blank
3-44
CHAPTER 4
PROPULSION SYSTEM
4.1 PROPULSION SYSTEM DESCRIPTION

Main Propulsion is provided by two Schottel Combi Drive (SCD) Model 2020 SPR stern
thrusters. The thruster propellers are driven by alternating current (AC) electric motors, which
are powered from frequency converters. The thrusters have four-bladed, fixed pitch, ducted
propellers. Slewing the thrusters steers the ship; there are no rudders. Directional thrust is
achieved by slewing the thrusters, since the propulsion motors and propellers always rotate in
the same direction. Care must be taken by operators unfamiliar with this equipment as steering
commands are not the same as those for ship’s equipped with rudders. The Propulsion motors
are mounted vertically inside the hull in the Port and Starboard (Starboard) Propulsion Drive
Compartments. Power is transmitted from each motor down a vertical shaft to the single right-
angle bevel gearbox, and then to the propeller. There are no clutches are reversing gears.
GEARBOX:
 Input Power: 2500 kilowatts (kW)
 Input Speed: 750 Revolutions Per Minute (rpm)
 Reduction Ratio: 3.154 : 1
 Propeller Arm Length: 11 ft 4 in (3450 mm)
PROPELLER:
 Propeller Type: Fixed Pitch
 Rotation sense of propellers: Port-Counter Clockwise / Starboard-Clockwise
 Propeller Diameter: 8 ft 10 in (2700 mm)
 Number of Blades: 4
 Propeller Material: Copper-Aluminum Alloy GS-CuAl10Fe5Ni5-C
 Propeller Speed (max): Approx. 238 rpm
 Propeller Tip Speed: Approx. 111.5 ft per sec (34 meters per second)
4.1.1 Steering System Description

The Steering Control System consists of:
 Dynamic Positioning (DP) System (American Bureau of Shipping (ABS) DPS-2) (2
workstations in the aft Pilothouse console and a portable DP joystick panel in the
Pilothouse.)
 IJS (Independent Joystick System) at the FWD Pilothouse console
 MTCs (Manual Thruster Controls) bow and stern thruster controls at the forward and aft
Pilothouse consoles
 Autopilot located at the FWD Pilothouse console.
 MTCs stern thruster control in both switchboard rooms.
 Thrust level controls on the stern thruster converter panels
 Stern drive steering control at local control panels in the propulsion drive compartments.
 Controls on the bow thruster converter panels
The Steering Control System provides assignable control of the stern thruster speed and
steering control from the Pilothouse DP, IJS and MTCs forward, aft, bridge wing stations, and
4-1
switchboard rooms. Bow thruster speed and direction control is available from the DP, IJS, and
Pilothouse MTCs, forward, aft, and bridge wing stations. Control must be transferred from one
location to another by an “Offer and Accept” logic. The operator initiates an offer from the station
in control and another station can then press a button to accept the control. Controls for stern
thrusters and bow thrusters can be grouped or ungrouped on the MTC control panels shown in
Figure 4-4. Local steering control of the stern thrusters can be taken in each propulsion drive
compartment. Local thrust control of the stern thrusters can be taken at the converter cabinets.
Bow thrusters speed and direction can be controlled at the converter cabinets. Figure 4-1
provides a block diagram of the steering, DP, and Vessel Control System (VCS) Systems.
The two stern thruster converters are not reversible. Thrust reversal is achieved by steering the
thruster 180 degrees. It is possible that if the operator starts the thruster in a position opposing
the movement of the vessel that the propeller will be wind milling in the opposite of drive
direction. If this occurs, a reverse rotation alarm will be reported on the drive alarm panel and at
the automation system to alert the operator to rotate the thruster to achieve zero or forward
rotation before power is applied. The thruster braking resistors will not stop wind milling. A
maintenance shaft locking method is fitted to the stern thrusters.
The stern thruster power converters are capable of limiting propulsion motor torque when the
thrusters are operating at high speeds and extreme steering angles (greater than 35 degrees
port or Starboard). This limitation is used a safety precaution to prevent motor overloading.
The motor torque can be limited as much as 50% of the maximum torque at high speeds and
steering angles greater than 40 degrees from the centerline. If the propulsion unit is constantly
kept in the ahead or astern position, the propulsion motor torque can be increased to 100%
torque.
The bow thruster converters are reversible to provide thrust in either direction. The bow
thrusters are installed inside tunnels that run port to starboard on the bow of the ship.
All steering control is centered at the advanced microcontrollers installed in each thruster VCS
fieldstation. The thruster fieldstations pass system control signals to the thrusters by means of
local input/output (I/O) rails within the fieldstation. In order to operate the thrusters remotely, the
local control cabinets in the propulsion drive compartments and bow thruster room must be set
to remote. The microcontroller at the thruster fieldstation reads this input and enables the
remote stations to take control. Each microcontroller is responsible for choosing what steering
device is in control of the thrusters. When a control device requests control, the microcontroller
will wait until the current station in control gives up its control. Normally control is offered at the
current station in control and accepted at the on coming station. The microcontroller will switch
the thruster reference commands to the new station. The operator must place the on coming
thruster control station (direction and speed) in the currently required position before accepting
control as there is no logic to prevent control mis-matching. Once a station has accepted
control, all thrusters will follow commands to the current commanded position of the control
heads (speed and direction) in control.
If the station in control is lost, the microcontroller will allow another station to take control
through the accept logic. All controls have equal hierarchy with the exception of the port and
starboard propulsion drive compartment local control panels and the forward Pilothouse console
autopilot.
4-2
Figure 4-1. VCS, DP, and Steering Control System.
4-3
Intentionally Blank
4-4
The autopilot steering command wires are directly wired to the stern thruster control cabinets in
the propulsion drive compartments. Control must be offered and then accepted by the autopilot
using the autopilot ON/OFF switch and the ON/Standby button on the autopilot controller. Thrust
level in this mode is still controlled by both P/S forward Pilothouse console stern thruster MTCs.
MTCs should be used to match shaft rpm while in autopilot.
4.1.1.1 DP System
The two Converteam DP workstations (ABS DPS-2) in the Pilothouse process environmental
thruster direction and speed data, position information within the DP System, and provide thrust
commands to the MV3000 converter to maintain position or tracks. One station includes a
joystick operator panel for DP control of the ship’s thrusters and the other is installed with a
keyboard with chart display. The operator panel includes a touch screen for the DP System,
alarm buttons, status displays, screen dimmer buttons, enable buttons, and a joystick. Each
station is installed with touch screens for operation, but can also be interfaced through a
glidepad panel.
A portable DP joystick panel is also installed on the ship. Portable joystick docking stations are
installed on the aft bridge port and stbd counters. The portable joystick panel can be moved to
either station and connected through a cable to provide control to the joystick panel.
Refer to the HSC 155 DP manuals for operation. Table 4-1 lists possible faults of the DP
System’s designed redundancy and the operational effects of the fault.
Table 4-1. DP Failure Analysis.
Loss of Component Resulting Action Operational Effects

VCS Uninterruptible Power After 30 minutes, all equipment DP control continues in
Supply (UPS) 1 powered by the UPS 1 battery simplex mode using
loses power. unaffected workstation
WS02, Controller CC02,
Gyro 2, and DGPS 2.
VCS UPS 2 After 30 minutes, all equipment DP control continues in
powered by the UPS 2 battery simplex mode using
loses power. unaffected workstation
WS01, Controller CC01,
Gyro 1, Gyro 3, DGPS 1,
and CyScan.
Ethernet A or B Ethernet communications DP operates normally.
switches to the operational
ethernet network.
Workstation HMI PC Active status is put “On offer” to Continued operation on the
the unaffected DP workstation. remaining workstation.
DPS Controller CC01 or CC02 The remaining controller DP control continues
becomes the online controller. without redundancy.
Advanced Microcontroller Speed control drive detects DP System compensates
(AMC) loss of communication link and via other thrusters.
shuts down.
Analog references set to zero,
control systems detect 0 mA
4-5
Loss of Component Resulting Action Operational Effects

fault condition.
Any 1 vessel measurement Automatic de-selection of the DP operates normally.
sensor sensor. The system selects
another operational sensor.
4.1.1.2 Independent Joystick System

An IJS installed in the bridge allows joystick control of the vessel’s thrusters. The joystick panel
is located in the forward Pilothouse control station and either bridge wing docking station. The
IJS uses the same Input/Output (I/O) signals as the DP System, but the IJS uses independent
serial link connections to the microcontrollers for each thruster. The microcontrollers controllers
keep track of which system has taken control and will select the controls from the system in
control. The IJS is a part of the DP System. Refer to HSC 155 DP manuals for operation.
4.1.1.3 MANUAL THRUSTER CONTROLS

The Kwant Controls MTCs are lever type controls that provide manual control of the thruster
speed and direction. The bow thruster MTCs provide speed and direction control. MTCs are
located in the Pilothouse consoles and switchboard rooms. Table 4-2 lists the locations of the
MTCs and which thrusters they control.
Table 4-2. MTC Locations.
Location Bow Thruster Controls Stern Thruster Controls

Forward Bridge Console  
Aft Bridge Console  
Port Switchboard Console 
Starboard Switchboard Console 
The MTCs contain buttons to mute alarms, start and stop the thruster, take control of the
thruster, and perform an emergency stop of the thruster. The lamps indicate whether the drive is
STOPPED or STARTED, whether thruster control is from this MTC (CTRL HERE), if the
EMERG STOP has been activated, and whether there is a communications (COM) or System
(SYS) alarm. Figure 4-2 and Figure 4-3 show the bow and stern thruster MTCs. Every MTC is
paired with an MTC control screen installed near the MTC. The MTC control screen is shown in
Figure 4-4. Both the bow thruster and the stern thruster controls can be grouped at the MTC
display so that a single lever can be used to control both.
When an MTC offers control and another station accepts control, all control from the originating
station is transferred to the new station.
4-6
Figure 4-2. Bow Thruster MTC.
Figure 4-3. Stern Thruster MTC.
4-7
Figure 4-4. MTC Displays.
4.1.1.4 Autopilot
Two Autopilot Systems are installed on the ship: The DP autopilot and a Navitron NT888G
autopilot panel located on the forward Pilothouse console. The DP autopilot acts as an autopilot
mode that can be selected when the DP System is in control. The operator can set heading and
tracking for longer voyages. Further modes and options can be set and are described in detail
in the HSC 155 DP technical manual.
The autopilot panel on the forward console allows the pilot to easily switch between autopilot
control and manual thruster control and is useful for following short headings when route
planning is not required. The autopilot heading output is connected directly to the thruster
steering cabinets. A switch located on the console allows the pilot to switch control to the
autopilot. The switch allows the pilot to quickly take manual control during autopilot operation to
avoid obstacles (control will be at the forward Pilothouse MTCs by rule). The microcontrollers at
the thruster fieldstations receive a signal from the autopilot switch and allow the autopilot to take
steering control. When the autopilot is in control, thrust references are controlled via the P/S
stern thruster MTCs on the forward Pilothouse console. Anytime control is switched from the
autopilot, all control is automatically given back to the forward Pilothouse MTCs. Thrust level is
always controlled by the MTCs in this mode.
4-8
Figure 4-5. Autopilot Panel.
4.1.1.5 LOCAL THRUSTER CONTROLS

The bow thruster converter cabinets allow local control of the bow thruster’s speed and starting
or stopping the converter as well as alarm indications and drive status.
The stern thrusters each have a Stern Thruster Local Control Cabinet on the switch box in the
respective propulsion drive compartment from which the thruster steering can be controlled
locally. A Liquid Crystal Display (LCD) panel is also installed on the cabinet to provide an
indication of the thruster’s thrust direction and motor speed. Thrust level cannot be controlled
from the Stern Thruster Local Control Cabinet. Thrust control is available at the thru the stern
thruster converter cabinets or higher control. Steering is not available on the stern thruster
converter cabinets.
NOTE
The DRIVE CONTROL buttons on the stern thruster local control

cabinet are not connected. Local drive control is unavailable from
the stern thruster local control cabinet.
All steering control of the stern thrusters is centralized through the Stern Thruster Local Control
Cabinet. When in remote, the Steering System microcontrollers located in the fieldstations are
in full control of the system’s steering.
All local control cabinets can take control away from the microcontrollers by selecting LOCAL
control locally.
4-9
Figure 4-6. Stern Thruster Local Control Cabinet.
4.1.1.6 Engine order telegraph

Six Kwant Controls Engine Order Telegraph (EOT) panels are installed on the vessel; three for
each stern thruster. The EOT panels are located in the:
- Port Fwd Pilothouse Console
- Port and Starboard Switchboard Room Consoles
- Port and Starboard Stern Thruster Converter Cabinets
The EOT allows operators to send and acknowledge thrust commands to/at any station. EOT
commands are also sent to the Voyage Data Recorder (VDR) System for recording. Steering
commands must be issued and acknowledged by voice communication.
To send an order, the control knob of the Pilothouse EOT is turned to the required order. Once
the knob has been turned, a visible and audible alarm will start. The EOT panel (and the
audio/visual alarm post) will flash a lamp for the requested order and show the EOT panel’s
current position by a continuously lit lamp. The operator in the Switchboard room must
acknowledge the alarm by rotating the knob to the requested order.
The knob on the bottom of the panel is used to control dimming of the signal lamps.
The EOT panels are powered from the Pilothouse 24 Volt Direct Current (DC) Distribution Panel
No. 1. Figure 4-7 shows an example of the EOT panel.
4-10
Figure 4-7. EOT Panel.
4.2 PROPULSION THRUSTERS
4.2.1 Stern Thruster Propulsion Units

The two SCD 2020 SPR 2,500 kW azimuthing stern thruster propulsion units located in the P/S
propulsion drive compartments are each comprised of following components:
- Thruster Unit Assembly

- Electric Drive Motor VEM Model DKWUZ 7131-8U 2,750 kW/675V/800 rpm/53.5 Hz/3
phase squirrel cage asynchronous electric motor with integral 500 W heater
- Three Steering Motors with Planetary Steering Gears and Integral Brakes
- Condensate Pump
- Lubrication Maintenance Unit
- Oil Expansion Tank
- LEACON Tank
- System Switch Box (contains two variable frequency drive steering controllers and doppler
speed log interface)
- System Switch Box Controller
- Breaking Resistor
These units are segregated into different sections as Above Water Assemblies and a Below
Water Assembly. Refer to the manufacturer's manual, Operating Instructions - Propulsion
Combi Drive 2020 SRP for component and parts illustration of the stern thrusters.
4.2.2 Propulsion Unit

A fresh water cooled, non-reversing AC motor is the propulsion unit’s drive motor. The drive
motor is directly connected to the stern thrusters’ mechanical drive shaft, gear train, and
propeller. The shafting and electric motor can spin/freewheel in the reverse direction due to the
force of water on the propeller. The electric motor speed is directly controlled by the drive
converter cabinet. The systems tied to the propulsion thruster provide lubrication, cooling, seal
lubrication and monitoring, thrust direction indexing, shaft rpm indication, steering and steering
control as well as alarm monitoring. The doppler speed log provides a hull speed indication to
limit the thruster to safe power levels depending on thruster direction and hull speed. Reverse
thrust is obtained by slewing the stern thruster lower unit 180 degrees. Refer to the equipment
manual for details.
4-11
Figure 4-8. Schottel Combi Drive 2020 SPR Stern Thruster Unit.
An emergency retaining bolt is used to lock the propulsion motor, therefore the entire propulsion
unit, in the event of a casualty to the unit or for maintenance. The propulsion motor transfers
the force to the propeller by way of the power transmission shaft, the bevel gears in the
underwater gearbox (lower unit), and the propeller shaft.
Remote control is provided to the DP System, Pilothouse, and switchboard room MTCs. The
remote panels can start and stop the thrusters when set for remote operation. Local thrust
control is on the Stern Thruster Local Control Cabinet. Local steering control is on the cabinet.
No thrust control is available in the Propulsion Drive Compartment.
4.2.3 Steering and Control

The propulsion unit can be steered 360 degrees on a full follow-up (Steering Control System or
autopilot) or a non-follow-up (local cabinet) basis by means of three electric steering motors and
the two variable frequency converters. The electronic control unit processes the signals coming
from either the Steering Control System or the local non follow up buttons and the thrust
direction indication, the doppler speed log, and thrust level indication and transmits the filtered
signals to the three steering motors. The steering motors will be driven by the electronic control
unit through one of two variable frequency drive units until the selected thrust direction has been
reached. Frequency converter reset buttons are provided on the main cabinet. A 180 degree
change in thrust direction requires approximately 14 seconds depending on hull speed.
The propulsion motor torque is reduced at high speeds (> 8 kn) and extreme steering angles (>
35 degrees) to prevent the propulsion motor from overloading. The limitation of the propulsion
motor torque is not signaled by the vessel's Alarm Monitoring System or at a control desk. If
the propulsion unit is constantly kept in the "ahead" or "astem" position, the propulsion motor
torque can be increased to maximum torque (100%).
4-12
At a vessel speed of 8 kn to 10 kn and a steering angle of over +/- 35 degrees, the propulsion
motor torque is reduced to the permitted level (approx. 70% of the maximum torque). At a
vessel speed of >/=10 kn and a steering angle of over +/- 40 degrees the propulsion motor
torque is reduced to the permitted level (approx. 50 % of the maximum torque).
There is no thrust level/speed control in the propulsion drive compartment. The speed control
buttons are not connected to the propulsion drive converters. Thrust must be controlled from
the propulsion drive converter cabinets or higher level control.
The steering motors drive an oil lubricated planetary steering gear. The pinions of the planetary
steering gear engage the spur gear of the revolving joint. The steering hub with the steering
tube is mounted on the revolving joint.
The revolving joint allows the underwater gearbox attached to the steering tube to keep turning
either clockwise or counter-clockwise without restriction. This allows the thrust to be aimed in
any direction required, providing the optimal combination of steering and propulsion.
The steering motors have integral brakes that hold the steering hub in position when no
movement is commanded. The brake on each steering motor can be released manually if
necessary. Break wear alarms are provided on the main cabinet.
The thrust direction is mechanically fed back from the spur gear of the revolving unit to the
thrust direction feedback unit by way of a reduction gear. The thrust direction feedback unit
transmits electrical signals to the electronic control unit and thrust direction indicator.
The thrust direction feedback unit and thrust direction indicator display the position of the
underwater gearbox and therefore the thrust direction of the propulsion unit, but not the vessel's
heading.
4.2.4 Lubrication and Cooling

A combined Oil Bath/Circulating System is used to lubricate the propulsion unit. The
underwater gearbox, steering tube, and supporting cone are completely filled with lubricating oil.
This allows the revolving joint, the power transmission shaft, the bevel gears, the propeller shaft,
and the pinion of the planetary steering gear to run in an oil bath. An external oil expansion tank
is used to compensate for any temperature changes affecting the oil. The lubrication oil
maintenance unit is also installed externally.
The lubricating oil maintenance unit is integrated in the Lubricating Oil Circulating System. The
lubricating oil maintenance unit’s lube oil pump draws oil from the bottom of the thruster by way
of the suction line and pumps it to the freshwater cooled oil cooler by way of a duplex filter unit
before returning it to the supporting cone by way of a return line. The duplex filter unit removes
impurities from the oil system. When the filter is clogged, a visual alarm is displayed on the filter
and an alarm is activated.
The circulation of lubricating oil between the underwater gearbox and the supporting cone is
enabled by the two circulating lines and the oil suction line from the lubricating oil maintenance
unit. The oil conveyor wheel on the shaft moves the oil from the steering hub through the
steering tube and into the underwater gearbox. The lubricating oil rises back up through the
borehole in the bevel gear through the power transmission shaft into the motor shaft to the
4-13
propulsion motor bearing. Lube oil suction is taken from the bottom of the unit where sediment
and water would accumulate.
The steering planetary gears are separate from the propulsion unit and filled with oil individually.
When the vessel is out of the water, the oil outlet plug can be used to drain the lubricating oil.
The thruster electric motor water jacket and the lubricating oil maintenance unit’s oil cooler is
cooled by the thruster box coolers and cooling pumps. The oil cooler in the oil return line and
the water surrounding the propulsion unit cool the lubricating oil. The flow control device
monitors the flow rate of the oil. An alarm is activated when the oil flow rate is not attained. The
temperature indicator displays the temperature of the oil in degrees Celsius (0C). A temperature
switch monitors the temperature of the oil. If the temperature exceeds the maximum permitted
temperature, an alarm is activated.
When the oil changes temperature, it is able to expand out of the supporting cone and into the
oil expansion tank by way of the expansion tube. The vent line and filter, and breather filter
ventilate the Lubricating Oil Circulating System. The oil level in the expansion tank can be
checked using the oil dipstick. An oil level switch monitors the oil level in the expansion tank.
An alarm is activated when the oil level gets too low.
An oil sample can be taken fro the test ports during operation.
4.2.5 LEACON Seal Maintenance and Indication System

Lip seal of several sealing elements are used for the steering tube seal and the propeller shaft
seal. The outer sealing elements prevent the ingress of seawater and the inner sealing
elements prevent the lubricating oil from leaking out. Intermediate chambers prevent lubricating
oil from getting into the seawater and the seawater from getting into the oil.
Both the shaft and tube seals are equipped with a LEACON System that monitors their
condition. The LEACON System comprises the oil-filled LEACON tank, which is connected to
the intermediate chambers of the lip seal by two lines at each location. Changes in the fluid
level and fluid condition in the LEACON tank provide an indication of the condition of the sealing
system.
The LEACON tank is installed above the water line in the propulsion drive room. Leaked fluid
from the intermediate chambers is extracted by way of the LEACON lines and the supply line.
The ship’s service compressed air actuated ejector creates the vacuum required in the
LEACON lines.
The LEACON line and the supply line can be isolated from each other with a ball valve. By
closing the ball valve, leaked fluid is prevented from escaping when the propulsion unit is out of
the water and there is no vacuum present in the LEACON tank.
If the pre-set vacuum value is not reached, the pressure transducer transmits a signal to the
electronic controller. The electronic controller activates the solenoid valve causing the ejector to
extract air from the LEACON tank until the preset value is attained. If the leaked fluid in the
LEACON tank rises above a preset level, the level switch transmits a signal to the electronic
controller. The electronic controller activates a solenoid valve causing the fluid to be drained to
4-14
the inspection container by way of a drain line until it is at the preset level. A vacuum gauge on
the LEACON tank can be used to read the vacuum in the tank.
A compressed air monitoring switch monitors the input compressed air. At a value of less than
44 pounds per square inch (psi) (3 Bar), the solenoid valve is closed and an alarm is activated.
The system activates an alarm if the power supply to the electronic controller or pressure
transducer is interrupted. An alarm is also activated if the vacuum has built up again too often
or the leaked fluid in the LEACON tank has been drained to the bilge.
Excess clear oil in the inspection container indicates an oil seal leak. Emulsified or dirty oil
indicates a water seal leak. Refer to the troubleshooting section of the equipment manual
and/or the Schottel technical representatives for more information.
The LEACON System must always be operation when the vessel is waterborne!
4.2.6 Propulsion Switchgear and Propulsion Motor Cooling System

Propulsion transformers and propulsion convertors, located in the switchboard room, are cooled
by fresh water provided by a switchgear cooling pump at a maximum flow of 80 gpm at 35 psi
(2.5 Bar). The propulsion drive motors are cooled by a propulsion motor cooling pump at a
maximum flow of 124 GPM at 35 psi (2.5 Bar). Expansion tanks for the propulsion switchgear
are suspended from the overhead in the engine rooms. Expansion tanks for the propulsion stern
thruster motors are located on the Aft bulkhead of their respective propulsion drive
compartments. Heat transferred to the Freshwater System is removed by routing the freshwater
circuit through box coolers on both the port and Starboard sides below the waterline. The
expansion tanks are replenished, as necessary, from the Potable Water System. The level in
the expansion tanks is monitored locally by way of a mounted gauge glass and remotely by way
of an electronic level gauge (which can also be read locally).
4.2.7 Condensate Pump

Any accumulation of leakage (condensate or leaking oil from the bearing) in the propulsion
motor bilge is removed by the condensate pump and pumped into the bilge. Two fluid sensors
are installed in the propulsion motor housing to monitor the level of leaked fluids. If the fluid
reaches the level of the sensors, one sensor will activate the condensate pump. If the fluid level
doesn't drop below the sensors within two minutes, the second sensor will activate an alarm. A
flow control device shuts off the condensate pump when the flow is at or below one liter per
minute.
4.2.8 Propellers
The propellers are 2700 mm, 4 bladed, fixed pitch push type made of G-CuAl10Fe5Ni5-C (CU
3). As seen from aft, the port side propeller spins counter clockwise and the starboard propeller
spins clock wise. Thruster gear reduction is 3.154:1. The propellers are designed for a power
consumption of 2500 kW at an input electric motor shaft speed of 750 rpm at a vessel speed of
12.0 knots (238 propeller rpm).
4.2.9 Propulsion Thruster Transformers

The Port and Starboard 690V Switchboards provide power to the transformers for the stern
thrusters. The transformers are designated TX1 (Port) and TX2 (Starboard). They are located in
the Port and Starboard Switchboard Rooms, respectively. They are each rated for 3250 kilo-Volt
Amps (kVA). They are three-winding transformers, having a 690 Volts Alternating Current (VAC)
4-15
delta primary with 720 VAC delta and wye secondary windings, which gives each converter a
12-pulse input. The primary windings of the Port and Starboard transformers are offset from bus
voltage by +7.5 and -7.5 degrees, giving a 15 degree offset between them. This offset causes
the 11th and 13th harmonics from the two transformers to cancel out, giving the bus the effect of
a 24-pulse supply. This transformer arrangement keeps the distortion of voltage on the bus
below the ABS limits of 5% total harmonic distortion and 3% for any single harmonic. For this
reason, the 690V Switchboards should always be operated in parallel. The transformer pre-
magnetization process is described in paragraph 4.1.3.
4.2.10 Propulsion Thruster Converters

The propulsion converters are Converteam MV3000 pulse-width-modulated (PWM) variable
frequency converters. The converters are located in the Port and Starboard Switchboard
Rooms. Each converter rectifies the incoming AC power from the applicable transformer to DC.
The converter then inverts the DC power to variable frequency, three phase AC power. The
converters are not reversible; they always produce the same directional output. When the
ordered speed changes, the output frequency changes in accordance with programmed speed
ramps. The converters do not have braking resistors, so there is no regenerative slowing or
stopping. When lowering speed, the motors coast down to the ordered speed. Because of the
inability to regeneratively brake, power cannot be applied to a motor if the propeller is
windmilling in the reverse direction. Figure 4-9 shows the control panel section of the converter.
Figure 4-9. Propulsion Thruster Converter.
4-16
The following indications and controls are mounted on each converter cabinet.
Indications:
 Power Meter - 0-130%
 Speed Meter - 0-130%
 LCD Human Machine Interface (HMI) Screen
 Converter EOT
 MAINS SUPPLY ON Lamp (White)
 AUX SUPPLY ON Lamp (White)
 UPS SUPPLY ON Lamp (White)
 HEATER SUPPLY ON Lamp (White)
 CONVERTER TRIPPED Lamp (Red)
 CONVERTER AVAILABLE Lamp (White)
 CONVERTER RUNNING Lamp (Green)
 CONVERTER WARNING ALARM Lamp (Yellow)
Controls:
 CONVERTER INTERFACE - Numerical Keypad to Adjust Converter Parameters
 LOCAL/REMOTE SECTOR SWITCH
 LOCAL SPEED CONTROL Potentiometer
 CONVERTER START Pushbutton
 CONVERTER STOP Pushbutton
 CONVERTER RESET Pushbutton
 CONVERTER EMERGENCY STOP
The LCD HMI displays the pages and categories of items as follows:
Operating Mode:
 Local
 Remote
System Status:
 Circuit Breaker (CB) Close Permitted
 Main CB Opened / Closed
 Drive Ready
 Drive Running
 Thruster Available for DP
 Normal Stop Active
 Warning Alarm
 Stop Alarm
 Trip Alarm
 Reduced Power Limit Alarm
 Fly Catching Active
System Inhibits:
 CB Close Inhibits
4-17
 Start Inhibits
Device Status:
 Transformer Auxiliaries
 Motor Cooling Fans
 Converter Cooling System
 Auxiliary Supply Monitoring
Alarm Groups:
 Group 1 Warning Alarm – For Operator Action Only, Drive Maintains Current Status
 Group 2 Reduce Power Warning Alarm – Automatic Speed/Power Reduction Applied
 Group 3 Stop Alarm– Drives Ramps to Zero Speed and Removes Pulses
 Group 4 Trip Alarm – Opens 690V Thruster Transformer Circuit Breaker
Analog Monitoring:
 Motor Parameters
 Converter Transformer Temperatures
 Diode Bridge Temperatures
4.2.11 Transformer Pre-Magnetization/DC Link Pre-Charging

Each azimuth and bow thruster transformer has a pre-charging circuit that energizes one
secondary winding of the transformer to pre-charge the DC link capacitors and pre-magnetize
the transformer. This minimizes the inrush current when the primary winding is energized. The
pre-charging circuit also pre-charges the DC link between the rectifier and inverter modules.
The pre-charging sequence is as follows:
a. If there are no fault trips or CB close inhibits present, the converter closes the CB
Permissive Stage 1 contacts, terminal X2-17 and X2-18.
b. Pressing the CB Close pushbutton in local control or applying a CB Close command
from the VCS in remote sends an input to the converter terminals X2-7 and X2-8 to
begin pre-charging.
c. If the DC link and transformer pre-charge completes satisfactorily, the converter outputs
CB Close Permissive Stage 2 at terminals X2-1 and X2-2.
d. The thruster CB closes and the pre-charge circuit drops out.
e. If the pre-charge fails, the converter outputs a Pre-Charge/Magnetization Failed signal at
terminals X2-3 and X2-4. This will illuminate the applicable amber Pre-Mag Failed lamp
on the 690V Switchboard.
f. In the event of pre-charge failure, the operator can override the failure by placing the
applicable Pre-Mag switch to OVERRIDE on the 690V Switchboard. This will cause the
CB to close.
4.2.12 Switch Box

Each thruster has a two-part switch box mounted in the respective thruster room. The power
part of the switch box houses the Variable Frequency Drives (VFDs) for the steering motors.
The Stern Thruster Local Control Cabinet provides a local Non Follow-Up (NFU) control station
for the thruster.
4-18
4.2.12.1 Switch Box Power Part

The Port and Starboard 440V Switchboards each provide power to the respective switch box.
CB 4P02 on the Port 440V Switchboard supplies power to the Port switch box and CB 4S04 on
the Starboard 440V Switchboard supplies power to the starboard switch box. The following
items are powered from each switch box from 440 VAC power:
 Steering Motor VFD A1
 Steering Motor VFD A2
 Steering Motor Fans (3)
 Steering Motor Brakes (3)
 Lube Oil Pump
 Propulsion Motor Condensate Pump
 Steering Control System 25 VDC Power Supply
The 220/127 VAC Forward Machinery Space Panel 2P07 supplies both port and starboard
switch boxes with 220 VAC power. CB 2P07-12 supplies power to the Port switch box and CB
2P07-14 supplies power to the starboard switch box. The following items are powered from 220
VAC power:
 Cabinet Light and Receptacle
 Steering Motor Anti-Condensation Heaters (3)
 Switch Box Fans (3)
The following controls and indications are on the switch box power part:
 RESET FC1 (Red)
 RESET FC2 (Red)
 Lamp Test (White)
 Wear Switch Brake Disc Steering Motor 1 (Yellow)
4.2.12.2 Stern Thruster Local Control Cabinet

An LCD screen shows graphic displays of thruster heading and propeller speed. The control
pushbuttons on the panel all illuminate to show the active condition. The following pushbuttons
are on the panel:
 Steering Clockwise (Directional Arrow)
 Steering Counterclockwise (Directional Arrow)
 FC1 (Frequency Controller 1) IN SERVICE
 FC2 IN SERVICE
 Propeller Speed Raise (Directional Arrow) NOT FUNCTIONAL!
 Propeller Speed Lower (Directional Arrow) NOT FUNCTIONAL!
 FAULT UNIT (Fault Reset)
 EMERGENCY STOP
 REMOTE
 LOCAL
 LAMPS TEST
4-19
4.2.12.3 Steering Motor Control

The three 21kW steering motors on each thruster are powered from either of two Altivar 71 75
kW VFDs mounted in the switch box. Switchbox controls prevent both VFDs from being on line
at the same time, but if the on line VFD fails, the other is immediately placed in service. The
VFDs rectify incoming 440 VAC power to DC and invert the DC back to AC. Both VFDs connect
to a braking resistor through blocking diodes, which prevent backfeeding power to the idle VFD.
The braking resistor dissipates energy generated by the motors when slowing the swing of the
thruster as it approaches its ordered steering angle.
The steering motors each have a motor-mounted electric cooling fan, an anti-condensation
heater, and an electric holding brake. The holding brake is actuated and released by the online
VFD. The brakes can be manually released.
4.2.13 Propulsion Thruster Cooling

Each converter has cooling fans and an internal Freshwater Cooling System that interfaces with
the Propulsion Freshwater Cooling System. Each transformer has cooling fans that circulate air
through the transformer windings and through a cooler supplied by the Propulsion Freshwater
Cooling System. Each stern thruster motor is cooled by the Propulsion Motor Freshwater
Cooling System. The Freshwater Cooling Systems are described in Section 6.9.
4.3 BOW THRUSTER

The vessel is equipped with two STT 004 FP tunnel type bow thrusters. Each thruster is
powered by a Converteam, Inc. Tunnel Thruster Drive Converter with reversible 1180 kW
electric motors and fixed pitch propellers. Both thrusters are mounted in transverse tunnels
near the bow, at frames 8 and 12, and are capable of providing thrust in either direction. Both
bow thruster motors are located in the Forward Machinery Space. Remote control is provided to
the DP System and to the Pilothouse MTCs. The remote panels can start and stop the thrusters
when set for remote operation. Local control is on the thruster drive cabinet.
The Bow Thrusters are comprised of several units:

- Propulsion Motor
- Coupling
- Underwater Gearbox
- Propeller
- Tunnel
- Oil Expansion Tank
- LEACON Tank
Refer to the manufacturer's manual, STT 4 FP Tunnel Thruster Service Manual for component
and parts illustration. Each bow thruster has the following characteristics:
GEARBOX:
 Input Power: 1180 kW
 Input Speed: 1170 RPM
 Reduction Ratio: 4.273 : 1
PROPELLER:
 Propeller Type: Fixed Pitch
4-20
 Propeller Diameter: 6 ft 6 in (1990 mm)

 Number of Blades: 4
 Propeller Material: Copper-Aluminum Alloy GS-CuAl10Fe5Ni5-C
 Propeller Speed: Approx. 274 rpm
 Propeller Tip Speed: Approx. 94 ft per sec (28.553 meters per second)
4.3.1 Thruster Unit

The drive force is transmitted from the propulsion motor to the bevel geared drive shaft via the
flexible coupling. From there, it is transmitted to the propeller shaft and the propeller shaft.
The direction of rotation of the propulsion motor and the propeller determines the thrust
direction.
4.3.2 Lubrication
The underwater gearbox is completely filled with lubricating oil (oil bath lubrication). The oil
expansion tank compensates for the thermal expansion of the lubrication oil and is connected to
the underwater gearbox via the oil supply line and the vent line as well as the relevant
connections. The oil level sensor monitors the oil level in the oil expansion tank. If the oil level
gets too low, an alarm is activated. The oil level and its condition can be checked through the
sight glass. The breather valve ventilates the oil expansion tank. The tanks are located on the
next level, port side from the bow thrusters. The valve to the expansion tank must always be
open except for maintenance.
4.3.3 Propeller Shaft Seal/LEACON System

The propeller shaft seal comprises a seal package of several seals. The external mechanical
seal prevents the ingress of seawater into the propeller shaft; the internal lip seal prevents
lubrication oil from leaking out. The intermediate chamber contains any seawater or lubricating
oil that ingresses or leaks out.
The seal is equipped with a monitoring device known as the LEACON System. The LEACON
System is different from that used on the stern thrusters, as no compressed air is needed and
the unit is located below the normal waterline of the vessel. Ingressing seawater and leaking
lubrication oil are accumulated in the intermediate chamber and rise up through the LEACON
line and supply line into the LEACON tank. Changes in the fluid level and appearance in the
LEACON tank provide an indication of the condition of the sealing system. Excess clear liquid
indicate an oil seal leak. Excess emulsified or dirty oil indicate a water seal leak. The LEACON
System must be in service whenever the vessel is waterborne. The supply line can be shut off
from the LEACON tank by the ball valve. By closing the ball valve, leakage fluid is prevented
from escaping when the STT is out of the water. The leakage fluid level in the LEACON tank
can be checked through the sight glasses. The oil level switch monitors the leakage fluid level
in the LEACON tank. An alarm is activated each time the set-point (minimum/maximum) is
exceeded. The leakage fluid can be drained from the LEACON tank using the ball valve. The
vent line is used to ventilate the LEACON tank. The end of the vent line must be at least 3 feet
(1000 mm) above the waterline. The propeller shaft seal is bled by means of the vent line.
The LEACON tanks are located just above the thruster tunnels.
4-21
4.3.4 Bow Thruster Switchgear Cooling System

Thruster transformers, located in the switchboard room, and thruster convertors, located in the
machinery space upper level, are cooled by fresh water provided by a switchgear cooling pump
at a maximum flow of 110 gpm (25 m^3/h) at 35 psi (2.5 Bar). Expansion tanks for the thruster
switchgear are suspended from the overhead in the engine rooms. Heat transferred to the
Freshwater System is removed by routing the freshwater circuit through box coolers on both the
port and starboard sides below the waterline. The expansion tanks are replenished from the
Potable Water System. The level in the expansion tanks is monitored locally by way of a
mounted gauge glass and remotely by way of an electronic level gauge (which can also be read
locally).
4.3.5 Bow Thruster Transformers

The P/S 690V Switchboards provide power to the transformers for the bow thrusters. The
transformers are designated TX3 (Port) and TX4 (Starboard). They are located in the Port and
Starboard Switchboard Rooms, respectively. They are each rated for 1560 kVA, three-winding
transformers, having a 690 VAC delta primary with 720 VAC delta and wye secondary windings,
which gives each converter a 12-pulse input. The primary windings of the port and starboard
transformers are offset from bus voltage by +7.5 and -7.5 degrees, giving a 15 degree offset
between them. This offset causes the 11th and 13th harmonics from the two transformers to
cancel out, giving the bus the effect of a 24-pulse supply. The transformer pre-magnetization
process is described in paragraph 4.2.3.
4.3.6 Bow Thruster Converters

The bow thruster converters are Converteam MV3000 PWM variable frequency converters. The
converters are located on the Mezzanine Level. Each converter has an internal Freshwater
Cooling System that interfaces with the Propulsion Freshwater Cooling System. Each converter
rectifies the incoming AC power from the applicable transformer to DC. The converter then
inverts the DC power to variable frequency, three phase AC power. The converters are
reversible; they can turn the bow thruster motors in either direction. The controls and indications
on each converter are identical to those on the propulsion thruster converters listed in
paragraph 4.1.4.2 with the exception that they each have a LOCAL DIRECTION SWITCH in
place of the converter telegraph.
4.3.7 Dynamic Braking

Because the bow thrusters are capable of reversing, the converters each have a dynamic
braking unit connected to the DC of the converter. The dynamic braking unit monitors voltage on
the DC link and shunts current through an external, air-cooled resistor if voltage reaches a
preset level. This dissipates the energy fed back to the converter from regenerative braking that
occurs during slowing, stopping, or reversing. The thrusters do not have mechanical brakes.
4.3.8 Bow Thruster Cooling

Each bow thruster converter has cooling fans and an internal Freshwater Cooling System that
interfaces with the bow thruster Freshwater Cooling System. Each transformer has cooling fans
that circulate air through the transformer windings and through a cooler supplied by the bow
thruster Freshwater Cooling System. Each thruster motor is cooled by a separately powered
cooling fan and the bow thruster Freshwater Cooling System. The cooling fan is controlled from
the converter; it starts when the motor starts and runs 20 minutes after the motor stops. The
Bow Thruster Freshwater Cooling System is described in section 6.9.
4-22
4.4 STERN THRUSTER PROPULSION SYSTEM OPERATION
NOTES
If a drive is running and the local/remote switch position is changed, a

change in mode of operation will not be initiated until the drive has stopped.
If the switch position is changed when the drive is running a warning alarm
will be generated.
If the motor is windmilling after receiving a stop command and does not
reach zero speed, the drive control will disable the converter output after a
set time delay. The drive will return to a “drive ready” status automatically.
4.4.1 Stern Thruster Mechanical Alignment for Operation

The following steps are performed prior to the operation of each propulsion stern thruster.
WARNING
The LEACON System must be operational whenever the vessel is

waterborne. Damage to the thruster or leaking of oil into the
environment could occur if the LEACON System is secured while
waterborne.
a. Ensure LEACON System is operational and the ball valve is open in accordance with the
equipment manual. Check the effluent from the LEACON tank for water or sediment.
The LEACON System must always be operational when the vessel is waterborne!
b. Open the cooling water inlet and outlet valves on the propulsion transformers and the
box coolers.
c. Open the cooling water inlet and outlet valves on the propulsion convertors and box
coolers.
d. Check the water level in the propulsion transformers' and propulsion converters'
expansion tanks in the engine room. If necessary, fill the expansion tanks to the
appropriate level by way of the domestic freshwater system.
e. Open the cooling water inlet and outlet valves on the propulsion thruster motor and box
coolers.
f. Check the water level in the propulsion motor expansion tanks in the propulsion drive
rooms. If necessary, fill the expansion tanks to the appropriate level by way of the
domestic freshwater system.
CAUTION
Closing the oil expansion tank inlet valve while waterborne can
damage the seals on the thruster.
4-23
g. Open the ball valve at the bottom of each oil expansion tank. This valve should only be
closed during maintenance.
h. Check the oil level in the oil expansion tank with the oil dipstick. If necessary, the
expansion tank is filled to the operating level with the air operated oil transfer pump
transferring oil from the oil storage tank in the space.
i. Check the oil level in the planetary steering gear (3 places) and ensure the oil level is up
to the mark on the oil level indicator.
j. Inspect the cleanliness of the duplex oil filter not in service using pressure for indication,
then shift service to the filter and inspect the other filter. If necessary, change the filter
unit.
k. Make sure the emergency retaining shaft locking bolt has been removed.
l. Check the steering motors. Make sure the brakes are in the automatic position. Lift the
hand lever and move the locking bar to the right, then release the hand lever.
m. Complete electrical alignment (4.4.2) for operation and then report to the Pilothouse that
the propulsion units are ready for operation. Electrical alignment will allow automatic
operation of the LEACON tank and condensate pump as well as full function of the
thruster.
4.4.2 Energize Stern Thrusters

a. Close the following CBs:
 Port Switchboard MCC - 4P09-11 - T3 Auxiliary Supply for MV3000
 Starboard Switchboard MCC - 4S12-12 - T4 Auxiliary Supply for MV3000
 Port Pump MCC - 4P10-09 - Propulsion Cooling Water Pump Port
 Starboard Pump MCC - 4S11-04 - Propulsion Cooling Water Pump Starboard
 Port Cargo MCC - 4P11-03 - Propulsion Motor Cooling Pump Port
 Starboard Cargo MCC - 4S10-04 - Propulsion Motor Cooling Pump Starboard
 Port 440V Switchboard - 4P02 - Port Steering Motors
 Starboard 440V Switchboard - 4S04 - Starboard Steering Motors
 Pilothouse 24VDC Panel No. 1 - 24P1-06 - Stern Thruster Switch Box Port
 Pilothouse 24VDC Panel No. 2 - 24P2-06 - Stern Thruster Box Starboard
 Gen. No. 1 Engine Battery System - GB1B-03 - Port Stern Thruster Switch Box
Control
 Gen. No. 2 Engine Battery System - GB2B-05 - Drive Unit MV3000 Port (T3)
 Gen. No. 3 Engine Battery System - GB3B-03 - Starboard Stern Thruster Switch Box
Control
 Gen. No. 4 Engine Battery System - GB4B-05 - Drive Unit MV3000 Starboard (T4)
b. Place the following controllers in REMOTE:
 Port Pump MCC - 4P10-09 - Propulsion Cooling Water Pump Port
 Starboard Pump MCC - 4S11-04 - Propulsion Cooling Water Pump Starboard
 Port Cargo MCC - 4P11-03 - Propulsion Motor Cooling Pump Port
 Starboard Cargo MCC - 4S10-04 - Propulsion Motor Cooling Pump Starboard
c. Verify Pre-Charge circuit fuses installed in the applicable 690V Switchboard.
d. Verify that the PRE-MAG OFF-OVERRIDE switch on each 690V switchboard is in OFF.
4-24
e. Verify on the converter HMI or the VCS that there are no fault trips or CB close inhibits
present.
f. Press the CB CLOSE pushbutton on the 690V Switchboard or issue a CLOSE command
from the VCS. The converter should carry out the transformer pre-magnetization and
close the CB.
g. If the PRE-MAG FAILED lamp on the 690V Switchboard illuminates, investigate cause of
failure.
WARNING
Failure of the pre-magnetization sequence is an indication of a

material failure in the transformer or converter. Placing the PRE-
MAG OFF-OVERRIDE switch in OVERRIDE may lead to
catastrophic failure of the transformer or converter.
h. If the PRE-MAG FAILED lamp on the 690V Switchboard illuminates and propulsion is
imminently required, place the PRE-MAG OFF-OVERRIDE switch in OVERRIDE.
Otherwise, trouble shoot before continuing. The opposite thruster can normally provide
sufficient propulsion in an emergency.
i. Verify that the CONVERTER AVAILABLE lamp on the converter is illuminated and that
no faults or inhibits are displayed.
4.4.3 Stern Thruster, Remote Operation
NOTE
If a drive is running and the LOCAL/REMOTE switch position is changed, a

will be generated.
a. Ensure the thruster drive is not rotating under power.

b. Place the CONVERTER SELECTOR SWITCH on the converter cabinet to REMOTE
c. Select remote operation on the stern thruster cabinet in the propulsion drive
compartment to allow control from the DP, IJS, or MTC Systems. The remote button will
illuminate and the HMI on the cabinet will provide indication that the control is now
remote.
4.4.4 Stern Thruster, Local Steering Operation
NOTE
If a drive is running and the LOCAL/REMOTE switch position is changed, a

will be generated.
4-25
Local control transfer is only done from the switch box in the Port or Starboard Propulsion Drive
Compartment. The switch box does not control thrust level, the speed control pushbuttons on
the switch box are not functional. Refer to Figure 4-6 for an illustration of the Stern Thruster
Local Control Cabinet.
a. Ensure that the thruster is not rotating under power.

b. Establish communication with the Pilothouse. Do not take control without Pilothouse
approval.
c. Press the local button to initiate control from the Stern Thruster Local Control Cabinet.
The local button will illuminate and the HMI on the cabinet will provide indication that the
control is now local.
d. Verify no alarms are indicated.
e. Adjust the thrust direction using the left and right arrow buttons, while monitoring the
thrust direction indicator, until the desired thrust direction is reached. The thrust direction
indicator displays the direction of thrust from the stern thruster. To avoid stress on the
drive system, order reduced thrust at high hull speeds and when steering at angles
greater than 30 degrees from normal steering.
4.4.5 Stern Thruster, Local Thrust (Speed) Control

Refer to Figure 4-9 for an illustration of the converter cabinet.
a. Ensure that the thruster is not rotating under power.

b. Establish communication with the Pilothouse.
c. Ensure power supply buttons are illuminated and alarms are extinguished.
d. Turn the CONVERTER SELECTOR SWITCH located on the converter cabinet from
REMOTE to LOCAL.
e. Press CONVERTER START button (if necessary). Verify converter starts.
f. Verify that no alarms are indicated.
g. The LOCAL SPEED CONTROL is used to control the speed of the stern thruster by way
of EOT orders or audible commands from the Pilothouse.
h. When the thruster is no longer needed, press the CONVERTER STOP button.
i. On the applicable 690V switchboard section, place the transformer CB LOCAL-
REMOTE keyswitch in LOCAL.
j. Press the CB OPEN pushbutton.
4-26
4.5 BOW THRUSTER PROPULSION SYSTEM OPERATION
4.5.1 Bow Thruster Mechanical Alignment for Operation

The following steps are performed prior to the operation of the bow thrusters.
WARNING
The LEACON System must be operational whenever the vessel is

waterborne. Damage to the thruster or leaking of oil into the
environment could occur if the LEACON System is secured while
waterborne.
a. Check the oil level in the LEACON tank. Make sure the lubrication oil is up to the middle
of the sight glass, oil is clear, and valves are aligned for normal operation. Verify
LEACON to thruster seals valve is open!
b. Open the cooling water inlet and outlet valves on the thruster transformers and the box
coolers.
c. Open the cooling water inlet and outlet valves on the thruster converters and box
coolers.
d. Check the water level in the thruster transformers' and thruster converters' expansion
tanks in the main generator room. If necessary, fill the expansion tanks to the
appropriate level by way of the domestic freshwater system.
CAUTION
Closing the oil expansion tank inlet valve while waterborne can
damage the seals on the thruster.
e. Place the ball valve at the bottom of the oil expansion tank in the "OPERATE" position.
This valve should always be open except for maintenance.
f. Check the oil level in the oil expansion tank. Make sure the lubrication oil is up to the
middle of the sight glass and valves are aligned for normal operation.
g. Complete electrical alignment for operation and then report to the Pilothouse that the
bow thruster units are ready for operation. Electrical alignment will allow full function of
the thruster.
4.5.2 Bow Thruster Electrical Alignment for Operation

a. Close the following circuit breakers:
 Port Switchboard MCC - 4P09-10 - T1 Auxiliary Supply for MV3000
 Starboard Switchboard MCC - 4S12-11 - T2 Auxiliary Supply for MV3000
 Port Pump MCC - 4P10-11 - Bow Thruster Circ Pump Port
 Starboard Pump MCC - 4S11-06 - Bow Thruster Circ Pump Starboard
b. Place the following controllers in REMOTE:
 Port Pump MCC - 4P10-11 - Bow Thruster Circ Pump Port
4-27
 Starboard Pump MCC - 4S11-06 - Bow Thruster Circ Pump Starboard

c. Verify Pre-Charge circuit fuses installed in the applicable 690V Switchboard.
d. Verify that the PRE-MAG OFF-OVERRIDE switch on each 690V switchboard is OFF.
e. Verify on the converter HMI or the VCS that there are no fault trips or CB close inhibits
present.
f. Press the CB CLOSE pushbutton on the 690V Switchboard or issue a CLOSE command
from the VCS. The converter should carry out the transformer pre-magnetization and
close the CB.
g. If the PRE-MAG FAILED lamp on the 690V Switchboard illuminates, investigate cause of
failure.
WARNING
Failure of the pre-magnetization sequence is an indication of a

material failure in the transformer or converter. Placing the PRE-
MAG OFF-OVERRIDE switch in OVERRIDE may lead to
catastrophic failure of the transformer or converter.
h. Troubleshoot before continuing! - If the PRE-MAG FAILED lamp on the 690V

Switchboard illuminates and the bow thruster is imminently required, place the PRE-
MAG OFF-OVERRIDE switch in OVERRIDE.
i. Verify that the CONVERTER AVAILABLE lamp on the converter is illuminated and that
no faults or inhibits are displayed.
4.5.3 Bow Thruster, Local Operation

Control transfer is only done from the converter cabinet in the Machinery Flat Room. The
converter is displayed in Figure 4-10. An indication of the bow thruster’s speed and power is
located above the controls on the converter cabinet.
a. Ensure the thruster drive is not running.

b. Establish communication with the Pilothouse. Do not take local control without
permission.
c. Ensure power supply buttons are illuminated and alarms are extinguished.
d. Set LOCAL SPEED CONTROL to 0.
e. Turn the CONVERTER SELECTOR SWITCH located from REMOTE to LOCAL.
f. Press CONVERTER START BUTTON. Verify converter starts.
g. Select the desired direction of thrust using the LOCAL DIRECTION SWITCH.
h. Verify that no alarms are indicated.
i. The LOCAL SPEED CONTROL knob is used to control the speed of the bow thruster.
j. When the thruster is no longer needed, press the CONVERTER STOP button.
4-28
k. On the applicable 690V switchboard section, place the transformer CB LOCAL-

REMOTE keyswitch in LOCAL.
l. Press the CB OPEN pushbutton.
Figure 4-10. Bow Thruster Converter Cabinet.
4.5.4 Bow Thruster, Remote Operation

Control transfer is only done from the Bow Thruster 1 or Bow Thruster 2 converter cabinet in the
Machinery Flat Room.
a. Ensure the thruster drive is not running and LOCAL SPEED CONTROL is set to 0.
b. Verify no alarms are indicated and power supply indicators are illuminated.
c. Turn the CONVERTER SELECTOR SWITCH located on the Bow Thruster converter
cabinet from LOCAL to REMOTE.
4.6 STEERING OPERATION
4.6.1 Autopilot Control

Control transfer to the autopilot is done only by a switch located on the forward Pilothouse
console. The current station must offer control for the autopilot to take control.
a. Ensure the ship is safe to operate in autopilot mode.
4-29
b. Verify gyro compass input is connected and powered up.

c. Place autopilot in Standby and set desired heading.
d. Verify compass heading closely matches indicated gyro or magnetic compasses.
e. Offer control at stations in control.
WARNING
Engaging the autopilot can cause the ship to steer in an unsafe manner if
the autopilot heading input differs from the current heading or obstacles
are located nearby. The ship should be headed in the same general
direction as the desired autopilot heading before engaging the autopilot!
Do not use the autopilot when in close proximity to obstructions or traffic!
f. Place AUTOPILOT ON/OFF switch to ON.

g. If it is safe to do so, turn the Navitron NT888G autopilot switch ON.
h. Stern thrusters should seek and maintain heading indicated on the autopilot.
i. Adjust thrusters to desired thrust levels using the forward MTCs.
j. Autopilot panel should indicate control of the steering.
k. Turn the knob or use the buttons to set heading or use the buttons located above the
knob on the panel.
For detailed information on the autopilot controls, refer to the HSC 42601 Autopilot manual.
4.6.2 Transfer from the Fwd Pilothouse Autopilot Control

Control from the autopilot can be taken away at any time from the DP station or via the
AUTOPILOT ON/OFF switch. Any time control is taken from the autopilot; the MTC levers at the
forward Pilothouse console are in control. To disengage the forward Pilothouse console
autopilot:
a. Turn AUTOPILOT ON/OFF switch OFF. Control will revert to the forward Pilothouse
console MTCs.
b. Take control using the forward Pilothouse console MTCs.
4-30
4.6.3 Transferring Control among the MTC, IJS, and DP Systems

Control is transferred among the various controllers by means of standard “Offer/Accept” logic.
a. The station in control “offers” control to another station by pressing the offer control
button in the DP software or by selecting the CONTROL REQUEST button on the MTCs.
b. The other controller stations will indicate that control can be taken.
WARNING
The incoming MTC controls will not be matched with the current
thruster settings! Accepting control at an MTC without first
verifying the thrust and azimuth direction could result in
unintended movement of the vessel. Ensure the MTC controls are
matched or in current desired settings before accepting controls.
Alternately, set up a standard operating procedure to zero thrust
and azimuth direction on both incoming and outgoing controllers
before offering control.
c. Set desired speed and direction on each thruster or DP station. If necessary, relay the
settings from the previous control station.
d. Control is taken at the incoming stations by pressing CONTROL REQUEST. Indication is
provided that the station is in control. On MTC stations, thrusters will immediately
assume the inputs from the station in control and adjust speed and azimuth accordingly.
All other control stations (DP, IJS, Autopilot, Local Control) use non follow up controls
and will keep the same reference azimuth direction and speed when transferred.
4.6.4 DP and IJS Steering Operation

Settings can be chosen in the DP System to control how the joystick controls the vessel’s
thrusters. Refer to the HSC 155 DP technical manual for more operation on the DP and IJS
Systems.
Close the following CBs to energize the DP UPS:
 Port Switchboard MCC - 4P09-17 - DP UPS No. 1 Feeder
 Starboard Switchboard MCC - 4S12-18 - DP UPS No. 2 Feeder
4.6.5 MTC Lever Grouping

The stern and bow thrusters can be operated by a single azimuth MTC at any station except the
switchboard rooms where only stern thruster control is available. The grouping is done by the
MTC control panel located above the MTC stations. To group the levers:
a. Locate the azimuth MTC control panel corresponding to the MTC lever that will have
grouped control.
b. Press the GROUP button on the MTC control panel to group port and Starboard steering
and thrust control at the lever.
c. To ungroup, press the UNGROUP button.
4-31
4.7 Control System Failure/Emergency Steering

In the event of a control failure, it may be desirable to operate on fewer engines and at slower
speeds since throttle changes and course directions must be relayed by voice to local operating
personnel. Communications with the Pilothouse must be maintained when operating with the
local controls via the Sound Powered Telephone System to provide steering input and ensure
safety of the vessel and crew.
Due to the interconnected nature of the controls, most failures will be either controller failures or
system failures. Once more than one controller location has been attempted, assume a system
failure and operate the stern thrusters locally from the propulsion drive compartment local
control panel until the failure is resolved. In the event of a steering control failure:
a. Attempt to hand off control to another station.

1. Attempt control using only the port or starboard stern thruster.
2. Attempt control with opposite, forward or aft MTCs.
3. Attempt control from switchboard room MTCs/port or starboard
b. Set emergency steering condition using the local controls:
1. Stern thruster local steering controls per section 4.4.4.
2. Drive converter controling thrust locally per section 4.4.5.
c. Maneuver to a safe location and troubleshoot system.
4.7.1 Vessel Position Reference Systems Failure

If there is a failure of all the vessel’s position reference systems, the DP System will enter a
Model Control mode. Instead of controlling the vessel’s position using measurements from
reference systems, the controller will rely on a computer model of the vessel. The mode relies
on the last estimate of environmental forces from current and waves before measurements were
lost. In the event of a vessel position reference systems failure:
CAUTION
This mode is only intended as a very short-term step for returning

either to full DP control if the position measurements can be
recovered or to manual mode if they cannot. It should not be relied
upon to maintain position.
a. Take control of the ship using the Pilohouse MTCs.

b. Maneuver to a safe location if possible and troubleshoot the problem.
4.7.2 VCS Dual Redundant Network Failure

In the event of a complete dual redundant network failure of the VCS, the VCS and DP control
will be lost. In this situation, the auxiliary equipment can be started and stopped using local
controls. Propulsion and thruster control from the MTC and IJS may still be possible.
4-32
4.7.3 IJS or DP System Failure

In the event of a total remote failure of the IJS and DP Systems, use the MTC levers to control
the thrusters until the IJS and DP Systems can be restored.
4.7.4 VCS Fieldstation failure

A fieldstation is provided for each thruster drive unit. In the event of a failure of a fieldstation,
only remote control of a single propulsion unit or thruster will be lost. The remaining thruster unit
can be used for maneuvering until the problem is resolved.
4.7.5 Failure Of All Pilothouse Controls

In the event of a control failure of all controls in the Pilothouse, the thrusters can be operated
locally per 4.7.
4.7.6 Loss of ELECTRICAL Power

Each thruster is supplied power through a dedicated electrical power conversion system by a
redundant electrical power generating plant. If power is lost to one thruster due to a converter or
distribution failure, the remaining thruster can be used for maneuvering. A loss of one or two
MDGs will normally not affect maneuvering capability, as reduced power to the thrusters will still
be available. In the event of a total loss of electrical power, no maneuvering capability is
possible until power is restored. The EDG can supply power to emergency electrical loads, not
propulsion. Take emergency action to ensure the safety of the crew and vessel until power is
restored.
4.8 THRUSTER SECURING

The thrusters can be started and stopped at all locations where they can be operated except the
thruster control cabinet located in the propulsion drive compartment, the IJS, and the DP
System.
4.8.1 Securing thruster at the mtc

To secure a thruster at an MTC:
a. Bring the lever to zero position.

b. Press the STOP button to secure the thruster motor. The STOPPED indicator should
illuminate.
c. Open the transformer CB from the VCS or locally at the 690V switchboard.
4.8.2 Securing thruster at the VCS

To secure a thruster at the VCS:
a. Select the page showing the motor icon.

b. Press the motor icon to display a window detailing the motor.
c. Select the STOP button to stop the motor.
d. Select the transformer CB and select OPEN to open the CB.
4-33
4.8.3 Thruster Emergency Shutdown

There are five emergency stop pushbuttons available per drive. The five buttons are located at
the following locations:
 Aft Pilothouse
 Forward Pilothouse
 Port Switchboard Room
 Starboard Switchboard Room
 Each MV3000 Converter (4 each)
All remote emergency stop pushbuttons activate the emergency stop circuit inside the MV3000
cabinets and shutdown the corresponding drive.
4-34
CHAPTER 5
CONTROL, MONITORING, AND NAVIGATION SYSTEMS
5.1 GENERAL INFORMATION

The Pilothouse contains a wide variety of electronic equipment to provide for the safe operation
and navigation of the vessel. This chapter will describe all navigation, communication,
monitoring, and control for the vessel. All Pilothouse electrical power is provided by:
 Pilothouse 24 Volt Direct Current (VDC) Distribution Panel No. 1 (Port Pilothouse wing)
 Pilothouse 24 VDC Distribution Panel No. 2 (Starboard Pilothouse wing)
 Pilothouse 220/127 VAC Alternating Current (VAC) Lighting Distribution Panel No. 1
(directly behind the forward Pilothouse console)
 Pilothouse 220/127 VAC Lighting Distribution Panel No. 2 (directly behind the forward
Pilothouse console)
 Pilothouse Electronics 220/127 VAC Panel (side of the Global Maritime Distress and
Safety System (GMDSS) table)
 Pilothouse Emergency 220/127 VAC Distribution Panel (side of the sink)
Much of the equipment in this section is connected to antennae installed above the Pilothouse
on the Pilothouse top and the antenna platforms. The following list and figures call out the
location and description of the antennae installed.
Table 5-1. Antenna Locations.
NO. QTY MANUFACTURER PART NO. DESCRIPTION

1 1 Furuno VR-3000S VR-5020-6G VOYAGE DATA
RECORDING UNIT
2 1 Furuno Electronics FAR2137S/12 S-BAND RADAR ANTENNA
12’ ARRAY
3 1 Furuno Electronics FAR2117 X-BAND RADAR ANTENNA
6.5’ ARRAY
4 1 Furuno Electronics AV7 GMDSS VHF #7 TX/RX
ANTENNA
5 1 Furuno Electronics AV7 GMDSS VHF #1 WX
ANTENNA
6 1 Furuno Electronics AV7 GMDSS VHF #2 TX/RX
ANTENNA
7 1 Furuno Electronics AV7 GMDSS VHF #2 WX
ANTENNA
8 1 Furuno Electronics GPA019SS DGPS #1 ANTENNA
9 1 Furuno Electronics GPA019SS DGPS #2 ANTENNA
10 1 Lilley & Gillie LTD MK2000S MAGNETIC COMPASS
11 1 Digital Antenna Corp. 869-CW CELL PHONE ANTENNA #1
12 1 Digital Antenna Corp. 869-CW CELL PHONE ANTENNA #2
5-1
NO. QTY MANUFACTURER PART NO. DESCRIPTION

13 1 Furuno Electronics NX7 NAVTEX RECEIVE
ANTENNA
14 1 Furuno Electronics AV7 AIS VHF TX/RX ANTENNA
15 1 Furuno Electronics GPA017S AIS DGPS ANTENNA
16 1 IC118 IC118 INMARSAT C ANTENNA
17 1 Comrod AV7 ICOM M412 VHF #1 TX/RX
Communications Group ANTENNA
21 1 Furuno Electronics FAX5 MF/HF SSB RX ANTENNA
22 1 Furuno Electronics B-ANT(ICA110) AIRBAND VHF ANTENNA
23 1 Furuno Electronics AT-1560 MF/HF SSB TX ANTENNA
COUPLER
24 1 Comrod AT82 MF/HF SSB TX ANTENNA
Communications Group
25 1 KVH Industries TracVision M9 SATELLITE TV RADOME
26 1 Seatel Inc. 4009-7 VSAT RADOME
27 1 Gill Instruments Wind Observer II ANEMOMETER #1
30 1 Marine Technologies CYSCAN - Bridge Local Position Reference
Mate Sensor
31 2 Trimble Navigation GA810 DP GPS GLOSNASS
Limited ANTENNA
32 1 - FORWARD MAST
33 2 Elkhart Brass 299-20 “GIANT PYTHON” FIRE
MONITOR
34 1 - MAIN MAST
35 3 CARLISLE & FINCH 19SL8660D 19” SEARCHLIGHTS
36 1 Kahlenberg D4A SHIP’S HORN
37 1 Aqua Signal 70 FWD ANCHOR LIGHT MAST
38 1 - LADDER TO PILOTHOUSE
TOP
39 1 - LADDER TO MAST
PLATFORM
5-2
Figure 5-1. Pilothouse Top Arrangement (Sheet 1 of 3).
5-3
5-4
5-5
5.2 NAVIGATIONAL EQUIPMENT

The following sections provide information on equipment applicable to navigation. Many of the
systems receive data from one another via Marine Electronic Systems (MES) NavTalk junction
boxes. There are three installed on the vessel; one for splitting DGPS data, one for heading
data, and one for speed. The NavTalk junction boxes receive power from the Pilothouse 24
VDC Distribution Panel No. 1.
5.2.1 Gyrocompass
Three Teledyne TSS Meridian Standard Gyrocompasses are installed in the Aft Pilothouse to
provide gyroscope measured heading. The gyro heading information is used in many of the
navigation equipment including the Dynamic Positioning (DP) System. No. 1 and No. 3 Gyros
receive 220 VAC power from DP Uninterruptible Power Supply (UPS) 1 in the Pilothouse. No. 2
Gyro receives 220 VAC power from DP UPS 2 in the Pilothouse. The gyros indicate the heading
digitally on a 7-segment display and by a physical compass installed on the device. A power
button on the device allows an operator to turn the device on and off. A data repeater is also
installed in the forward Pilothouse console to indicate the gyro’s calculated heading. In the event
of failure of any gyrocompass or loss of UPS power, the DP System will continue to function
with heading input from at least one gyrocompass. The Gyro Distribution Junction Box provides
a heading signal to the following:
 Port and Starboard Stern Thruster Switch Boxes

 Port and Starboard Switchboard Room Digital Repeaters
 Port and Starboard Bridge Wing Pelorus Stands
 Digital Steering Repeater Pilothouse Fwd Console
 Voyage Data Recorder (VDR) (through MES Navtalk No. 2)
 Autopilot (through MES Navtalk No. 2)
 Radar No. 1 (through MES Navtalk No. 2)
 Radar No. 2 (through MES Navtalk No. 2)
 Electronic Chart Display and Information System (ECDIS) (through MES Navtalk No. 2)
 Very Small Aperture Terminal (VSAT) (through MES Navtalk No. 2)
5.2.2 Navigational and Deck Lighting System

The Navigation Light Panel is installed behind the forward Pilothouse console. The panel has
five dual-bulb circuits and five single-bulb circuits. All circuits are supervised. The following are
dual-bulb circuits:
 Port Light
 Starboard Light
 Forward Masthead Light
 Aft Masthead Light
 Stern Light
The following are single-bulb circuits:

 Forward Anchor
 Aft Anchor
 Upper Red NUC Light
 Middle White RAM Light
5-6
 Lower Red NUC Light
For dual lamp circuits, an alarm is indicated when a lamp is burned out, which informs the
operator to switch to the secondary lamp, until the primary can be replaced. For single lamp
circuits, an alarm is indicated when the lamp is burned out, which informs the operator to
replace the lamp. In the event that the circuit card assembly becomes defective, a plug in card
located within the unit allows operation of the lighting panel without supervision capability. A 9-
volt battery located behind the panel must be periodically replaced. The normal source of 220
VAC power to the Navigation Light Panel is CB 2P03-04 on the Pilothouse 220/127 VAC
Lighting Distribution Panel No. 1. The emergency source of power is CB E02-06 on the
Pilothouse Emergency 220/127 VAC Distribution Panel E02. For normal operation, INPUT
POWER is set to NORMAL. Refer to TDIN 10105 for more information. An emergency plug is
included behind the panel to allow for operation in the event of equipment failure.
The following deck lighting circuits are powered by the Pilothouse 220/127 VAC Lighting
Distribution Panel No. 1:
 Pilothouse Exterior Lights

 Aft Floodlights Port
 Aft Floodlights Starboard
 1500W Floodlights Main Deck Port Mid and Starboard Aft
 1500W Floodlights Main Deck Starboard Mid and Port Aft
5.2.3 Searchlights
Three Carlisle & Finch 19 inch searchlights are located on the Pilothouse Top with the control
assemblies located within the Pilothouse. Two face forward, one aft. The control assembly
contains a joystick to control up, down, left, and right movement, a speed knob to control the
searchlight’s rate of movement, a power switch, and a beam ON/OFF switch. Two control
assemblies are installed above the forward Pilothouse controls. The starboard assembly
controls the starboard searchlight and the Port assembly controls the port searchlight. Another
control assembly is located in the Aft Pilothouse for controlling the aft searchlight. The
searchlights are pre-focused. The searchlights are supplied with 127 VAC power from the
Pilothouse 220/127 VAC Lighting Distribution Panel #1 (2P03). Refer to HSC 44311 for more
information.
5.2.4 Global Positioning Systems (GPS)

Two Fugro Seastars Model 9200G2 are installed in the Aft Pilothouse. The units receive GPS
and Global Navigation Satellite System (GLONASS)/European data via the antennae, the data
is demodulated by the receiver, and is then made available to the systems on the vessel. The
GPS antennae are located on the second antenna platform. The units are supplied with 127
VAC power from the Pilothouse Electronics 220/127 VAC Panel. The GPS should be turned on
and allowed to settle before using the connected equipment. Refer to HSC 41004 for a
complete description and operating instructions.
5.2.5 Echo Sounder

A Furuno Model FE-700 echo sounder is located in the Pilothouse. Depth range is from 15 to
2,500 feet (5 to 800 meters) with applicable display in feet, meters, and fathoms, if desired. The
echo sounder uses ultrasonic pulses to detect the seabed and other underwater objects. The
display unit contains all basic electric circuits and a logic processor.
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Figure 5-2. Fugro Seastar Model 9200G2.
Electrical pulses are converted into acoustical energy in the transducer fitted on the ship’s hull
at Frame (FR) 44. The processor measures the time of pulses traveling between the seabed
and transducer and displays the water depth. The transducers have a specific beam width with
respect to their working frequency, 50 kilohertz (kHz) or 200 kHz. The high frequency has a
narrow beamwidth and is immune to aeration when the ship is going astern or in rough weather.
The low frequency has a wide beamwidth with more powerful sounding capability.
The depth sounder is supplied 127 VAC power from the E03 Pilothouse electronics power panel
located in the Pilothouse. Refer to HSC 41008 for a complete description and operating
instructions.
CAUTION
Operating the depth sounder when the transducer is not in water

WILL damage the transducer.
5.2.6 Autopilot
The autopilot consists of a Navitron NT888G. The autopilot connects directly to the thruster
steering to provide automatic heading control. The autopilot has no control over throttle position
and will only maintain heading. A signal is sent to the DP System when the autopilot is turned
on. The DP System must send a signal to the steering control to allow the autopilot to control
the thruster steering. The DP System can take control at any time. The autopilot is supplied 24
VDC power from the Pilothouse 24 VDC Distribution Panel No. 2.
WARNING
Do not use autopilot:

 In heavy traffic areas or in narrow waters
 In poor visibility or extreme sea conditions
 In areas where use of autopilot is prohibited by law
Do not leave the helm unattended.
Verify the course and position of the vessel at regular intervals.
The unit is started once power is supplied from the power panel and the ON button is pressed.
The unit remains in standby until an autopilot switch on the forward bridge station is placed to
ON. The autopilot is operated by using the knob or buttons to set the heading. Pressing STBY
5-8
places the helm under manual control. Refer to HSC 42601 for a complete description and
operating instructions.
Figure 5-3. Navitron NT888G Autopilot.
5.2.7 RADARS
Two Furuno marine radar units with 19-inch color displays are installed in the Pilothouse
forward console with two antenna arrays located on top of the Pilothouse. One Radar System
detects X-Band (Model FAR-2117) and the other S-Band (Model FAR2137S/12). The X-Band
uses a 12-foot array and the S-Band a 6.5-foot array. The antenna arrays are slotted waveguide
arrays polarized horizontally.
Each Radar System has its own processor, keyboard/trackball control, power supply, and
monitor. The processors are linked to each other via a hub installed in the console. The hub
communicates information between the radars and the ECDIS and allows the user to switch the
X-Band and S-Band information between monitors. The radars have a range of 0.125 to 120 nm
and are capable of electronic chart display when maps are loaded.
The radar switching hub, the X-Band radar processor, X-Band monitor, the S-Band radar
processor, S-Band monitor, and the S-Band antenna array receive power from the Pilothouse
Electronics 220/127 VAC Panel. The X-Band antenna array receives power from its processor.
Refer to HSC 41005 for description and operation of this equipment.
WARNING
Do not operate the radars when personnel are on the Pilothouse

top. Personnel injury from radio frequency radiation and radar
mast movement could result.
5.2.8 Electronic Chart Display and Information System

The ECDIS provides continuous monitoring of the ship’s position, route planning and
monitoring, and navigation information. The ECDIS monitor displays electronic charts,
5-9
navigation lines, radar data, and Automatic Identification System (AIS) targets. The ECDIS
monitor is installed on the forward Pilothouse console next to the radar monitors.
A keyboard/trackball combo is used to interface with the ECDIS System. The keyboard/trackball
panel is installed with a power button that allows the user to power on and off the system. The
ECDIS receives power via an Eaton PW 9130 UPS from the Pilothouse Electronics 220/127
VAC Panel. The ECDIS receives heading, depth, autopilot, speed, GPS, and AIS information
via a LAN adapter. The information is passed through the radar HUB and send back to the
ECDIS processor. Please refer to HSC 41010 for more information.
5.2.9 CyScan
The Guidance Navigation CyScan is a high accuracy laser sensor that provides positional
information to allow automated approach and/or station keeping relative to a structure or vessel.
The CyScan emits eye-safe infrared laser light and detects the reflections back from retro-
reflective targets installed on other structures or vessel.
The CyScan System consists of the CyScan sensor installed on the Aft top of the Pilothouse
and the CyScan console installed in the Aft Pilothouse console. The CyScan sends information
straight to both the DP System and the console. The DP System can read the information from
the CyScan and use the data to perform automatic operations.
The CyScan is controlled from the CyScan console station. The station provides feedback
status of the sensor, a circular area display showing targets, possible target information, and
navigation information. From this station, the user can start up and shut down the CyScan
sensor. The CyScan and the CyScan console receive power via the DP UPS #1. Please refer to
HSC 41017 for more information.
5.2.10 Doppler Speed Log

The Furuno DS-80 Doppler Speed Log displays the ship’s speed relative to the water using the
Doppler principle. A transducer is installed on the hull of the vessel allowing measurement of the
water around it. Speed information is processed by the DS810 transceiver unit. The speed
information is sent to its display unit, the VDR, the ECDIS, both radars, stern thrusters, and the
autopilot. The transducer penetrates the hull through a gate valve at FR 30, 5 feet 8 inches
starboard of centerline.
The unit is powered from Pilothouse Electronics 220/127 VAC Panel. In most cases, the only
operation needed to find the ship’s speed is to power the device and turn the equipment on.
CAUTION
The DS-80 measures ship’s speed by detecting the Doppler shift

frequency of the echo reflected by a water mass (water layer
containing plankton and other micro-organisms) located within the
measuring area, which is usually about two meters. In some
instances, no signal is returned because of too little plankton in
the sensing depths. Under these circumstances, the DS-80 will
not show correct speed.
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5.2.11 Magnetic Compass

A Lilley & Gillie MK 2000 Magnetic Compass is installed on the forward Pilothouse overhead
and Pilothouse top. The compass is viewed through a periscope installed on the forward
Pilothouse overhead. A control panel located near the periscope allows the user to turn on a
lamp illuminating the compass. The binnacle lighting is powered from the Pilothouse Emergency
220/127 VAC Distribution Panel and the Pilothouse 24 VDC Distribution Panel No. 2. The power
source can be selected using the compass dimmer control panel by selecting AC or DC. There
are two lamps that can switched to use for illumination.
A GS720 Magnetic Heading control panel is also installed near the periscope. The panel
provides information and control of the GS502 digital fluxgate sensor installed in the compass.
The sensor reads the heading and sends it to the control panel. The control panel processes the
data and sends the signal to the Gyro Distribution Junction Box in the Pilothouse center
console.
5.2.12 DGPS
A Furuno GP-150 GPS Navigator is installed on the vessel to provide GPS navigation. The
navigator is a totally integrated GPS receiver and video plotter consisting of a display unit and
an antenna unit. A receiver tracks up to 12 satellites and a Kalman filter ensures optimal
accuracy in determination of vessel position, course, and speed.
Two navigator displays are installed on the vessel, one in the forward Pilothouse console and
one on the chart table. Each GPS navigator has an antenna installed on the Pilothouse top. The
GPS navigator on the chart table receives power from Pilothouse Electronics 220/127 VAC
Panel. The GPS navigator on the Pilothouse console is powered from the GMDSS System.
GPS information is sent to the radar, VDR, ECDIS, AIS, VSAT, and the echo sounder. To find
the position of the vessel, the operator simply needs to turn the power on to the device and read
the position from the screen. Refer to the equipment manual for detailed information.
5.3 INTERNAL COMMUNICATIONS

The internal communications are controlled by the Gitiesse Integrated Multimedia
Communication System (IMCOS). The system is centrally controlled by three electronic
cabinets on the Port side of the Wheelhouse Void and an electronics box in the Pilothouse Aft
Port. The system offers a Public Address System, a Talkback System, Self Powered
Telephones, Dial Telephones, and Audio/Visual Columns. Electronic Cabinet No.1 receives 220
VAC power from the Pilothouse 220/127 VAC Lighting Distribution Panel No. 1 and relays 220
VAC and 24 VDC power to the rest of the electronics cabinets and the electronics box. The
Electronic Cabinet No. 1 also receives back up emergency power from the Pilothouse
Emergency 220/127 VAC Distribution Panel. The Electronic Cabinet No.1 is installed with a
UPS that allows backup battery power for approximately 30 minutes.
5.3.1 Self Powered Telephone System

The Cooper Gitiesse IMCOS 9022 WHS 12-way Self Powered Telephone System connects vital
locations throughout the vessel without the use of batteries or electrical power for talking,
assuring emergency communication. The system is comprised of a talk circuit and a signal
circuit. Cranking of the handle charges a super capacitor that can power the talk circuit for
approximately eight minutes before needing to be recharged by cranking the handle again.
Cranking the handle also causes a call light to blink at the chosen station. The system consists
of permanently installed wire phone circuits with bulkhead mounted handset phone stations.
5-11
Each phone station has a selector switch, a crank handle, and a directory plate listing the
location and calling number of each phone station in the circuit. To make a call lift the phone off
the holder and select the station to call using the dial:
1 - Pilothouse Fwd
2 - Pilothouse Aft
3 - Master’s Cabin
4 - Engineer’s Cabin
5 - Emergency Generator Room
6 - Port Switchboard
7 - Stbd Switchboard
8 - Port Engine Room
9 - Stbd Engine Room
10 - Bow Thruster
11 - Z-Drive Stbd
12 - Z-Drive Port
Turn the handle to call. After using, replace the phone and turn the selector to the phone’s own
station number. Refer to HSC 41012 for a complete description and operating instructions.
5.3.2 Dial Telephone System

An IMCOS Telephone System is installed on the vessel. Depending on the station, the unit
installed is a model 5362 WHS, a 5362 W, a 5361, or a 5360. Phones are located at the:
1 - Forward Pilothouse
2 - Aft Pilothouse
3 - Captain’s Cabin
4 - Chief Engineer’s Cabin
5 - Owner’s Cabin
6 - 1st Engineer’s Cabin #5
7 - 1st Officer’s Cabin #6
8 - 2nd Officer’s Cabin #8
9 - Crew’s Cabin #7
15 - Lounge
16 - Medical
17 - Mess Deck
18 - Galley
19 - Ship’s Office
20 - Port Switchboard Room
21 - Starboard Switchboard Room
22 - Starboard Engine Room
23 - Port Engine Room
24 - Tank Farm
25 - Port Z-Drive
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26 - Starboard Z-Drive
27 - Emergency Generator
The Telephone System is used for normal internal communication between crew members. The
RED light-emitting diode (LED) indicates an incoming call, the IN USE LED indicates the line is
busy, the REDIAL button allows automatic redialing of the last dialed number, the FLASH button
is used for special functions, and some phones are installed with switches for enabling or
disabling a connected headset.
5.3.3 Talkback System

A Talkback System is installed on the vessel allowing two-way communication from the forward
Pilothouse console and other locations on the vessel. The talkback speaker boxes are either a
white box with a red CALL button or a gray junction box with a rubber button and a connection
for a headset. The gray junction boxes are also installed with another junction box above it that
contains a speaker and an amber light for signaling a call. The talkback locations are detailed in
Table 5-2.
Table 5-2. Talkback System Locations.
Location White Box Junction Junction Loudspeaker

Box Box & Light & Headset
Port Pilothouse Wing 
Starboard Pilothouse Wing 
Port Embarkation Area 
Starboard Embarkation Area 
External Forecastle Deck Fwd 
External Main Deck Aft 
Rescue Boat Launch Area 
Aft Pilothouse Console 
Master’s Cabin 
Engineer’s Cabin 
Lounge 
Galley 
Mess 
Crew Cabin 
Crew Cabin 
Port Switchboard Console 
Starboard Switchboard Console 
Port Engine Room 
Starboard Engine Room 
Emergency Generator Room 
Bow Thruster Compartment 
5-13
Location White Box Junction Junction Loudspeaker

Box Box & Light & Headset
Z-Drive Compartment 
Mezzanine Compartment 
P Tank Farm 
A control panel, microphone, and a speaker unit are installed in the Pilothouse forward console.
The operator can initiate a call by pressing a button indicating a location and pressing the
microphone button down to talk. A communication channel is opened to the location and any
crewmember in the space can talk back without needing to operate anything. Any operator can
signal the Pilothouse for a call by pressing the CALL button at any station. The Pilothouse
operator can then open communication with that station. The panel is also installed with a
dimmer and volume knob. The volume knob will control the volume of the speakers within the
Pilothouse.
Figure 5-4. Talkback Control Panel.
5-14
5.3.4 Public Address System

A public address (PA) System is installed on the vessel to allow an operator from the Pilothouse
forward console, or any alarm emergency panel, to conduct one-way communication to spaces
on the ship. The PA System is capable of sounding at particular spaces as categorized on the
PA System control panel. The categories are:
 Cabins and Bathrooms
 Corridors, Ladders, & Public Toilets
 Living Spaces
 Working Spaces
 Open Decks
 Engine Room Area
The panel is also installed with a GENERAL CALL button that automatically chooses all the
stations except for CABINS AND BATHROOMS. When a station has been selected, an LED will
light up indicating the PA System for the area will sound. The operator will press the button on
the microphone to start the PA broadcast. An emergency call button is installed on the panel to
open up communication to all spaces. A dimmer knob is also installed to increase or decrease
the light intensity of the LEDs.
Figure 5-5. Public Address Control Panel.
5-15
5.4 EXTERNAL RADIO COMMUNICATION SYSTEMS
5.4.1 VHF Marine Radios

Four ICOM IC-M412 VHF radios are installed, one in the Aft Pilothouse console, one in the Port
Pilothouse, one in the Starboard Pilothouse, and one in the mess. The units are a fixed mount,
two-way VHF marine transceiver designed to transmit in the frequency range of 156.025 to
157.425 megahertz (MHz) and receive in the frequency range of 156.025 to 163.275 MHz. The
power output is switchable from 1 to 25 watts. The units have 57 USA, 57 International, and 61
Canadian marine channels and 10 weather channels. The units are also equipped with ITU
Class D Digital Selective Calling (DSC) for distress call, urgency, safety, routine, and individual
call types. Other features include priority scanning, NOAA weather alert, and low voltage
warning. 127 VAC power is fed from the Pilothouse Electronics 220/127 VAC panel through a
power supply that supplies rectified 12 VDC power to each transceiver. Refer to HSC 41013 for
a complete description and operating procedures.
Figure 5-6. IC-M412 VHF Radio.
5.4.2 VHF Air Band Transceiver

An ICOM VHF Air Band Transceiver IC-A110 is installed in the Pilothouse Aft console. The
transceiver has frequency coverage of 118 to 136.975 MHz. 127 VAC power is fed from the
Pilothouse Electronics 220/127 VAC panel through a power supply that supplies rectified 12
VDC power to the transceiver. The VHF antenna is installed on the aft Pilothouse top. Refer to
HSC 41002 for a complete description and operating procedures.
Figure 5-7. VHF Air Band Transceiver IC-A110.
5-16
5.4.3 Universal Automatic Identification System

The Furuno FA-150 Universal AIS exchanges navigation and ship data between ships or
coastal stations using VHF communication. The FA-150 consists of VHF and GPS antennae, a
transponder unit, a monitor unit, and auxiliaries. The transponder contains a VHF transmitter,
two receivers on two parallel VHF channels, a DSC channel 70 receiver, interface, a
communication processor, and an internal GPS receiver. The internal GPS is a 12-channel all-
in-view receiver with a differential capability and provides Universal Time Coordinated (UTC)
reference for system synchronization to eliminate clash among multiple users. It also provides
position, course over ground (COG), and speed over ground (SOG)..
An AIS System operates commonly on two dedicated VHF channels, 87B and 88B. Where
these channels are not available regionally, the AIS can be set to other designated channels.
The system broadcasts the vessel's position, SOG, COG, over ground as well as static and
voyage related information. Short safety related text messages can be sent between vessels or
broadcast from shore based AIS stations or aids to navigation such as buoys and lighthouses.
The on-board installed system is designed to operate automatically and as a stand-alone unit. In
addition to transmission of AIS data, the system can continuously receive position information
from other vessels or shore based stations.
Static data (User Entered):

 MMSI (Maritime Mobile Service Identity) number
 Call sign and name
 IMO number
 Length and beam
 Type of ship
 Location of position fixing antennae on the ship
Voyage related data (User Entered):
 Ship's draft
 Hazardous cargo type
 Destination and ETA (at Master's discretion)
 Navigation status
Dynamic data (GPS supplied):
 Position with accuracy indication and integrity status
 Time in UTC
 COG (Course over ground)
 SOG (Speed over ground)
 Heading
 Rate of turn
Safety-related messages (Externally Supplied):
 Reading and writing short safety related messages
A dedicated GPS receiver is located on the bottom antenna platform above the Pilothouse. The
VHF transceiver antenna is located on the Pilothouse top. The unit is supplied power from the
Pilothouse Electronics 220/127 VAC power panel.
5-17
WARNING
Whether at sea or in port, if the Master believes that the continued

operation of AIS might compromise the ship's safety or security,
the VHF transmitting may be switched off. This might be the case
in sea areas where pirates are known to operate.
To turn the unit on or off, press the PWR button.
Personnel should read and understand Furuno FA-150 UAIS Transponder technical manual
prior to operating the equipment.
Figure 5-8. Universal AIS.
5.4.4 GMDSS
The GMDSS is an internationally agreed-upon set of safety procedures, types of equipment,
and communication protocols used to increase safety and make it easier to rescue distressed
ships, boats, and aircraft. The vessel’s GMDSS is comprised of many systems including a
NAVTEX System, an Inmarsat System, a VHF radio, and battery back ups. All GMDSS
equipment, except the NAVTEX receiver, is powered from a set of power supplies and a battery
pack powered from Pilothouse Electronics 220/127 VAC Panel.
5.4.4.1 INMARSAT C/FELCOM 15/SSAS

The Inmarsat C System provides worldwide telex and data transmission and reception of written
information to Inmarsat C transceivers or a terrestrial telex network via satellite. Further, e-mail
may be sent via the Internet. Communication mode is store-and-forward telex, which means all
information sent are first stored at an LES and then delivered to designated party. An EGC
(Enhanced Group Call) receiver is built in the FELCOM 15 to receive the following types of
messages, broadcast by Land Earth Stations (LESs):
 SafetyNET - governments and maritime authorities can use this service to distribute
maritime safety information to ships within selected areas.
5-18
 FleetNET - commercial subscription organizations or shipping companies can use this

service to transmit trade information (for example, company news or market prices)
simultaneously to a selected group of ships, to provide up-to-the-minute information.
 EGC System-related is sent by Inmarsat to certain shipping companies and

geographical areas.
The Inmarsat C System divides the world into four regions and each region is covered by its
own satellite. In each region there is one NCS and LESs. The NCS keeps track of all Inmarsat C
transceivers in its region and broadcasts information such as navigational warnings, weather
reports and news. The LESs provide the link between the MES and the terrestrial
telecommunications networks via satellite.
A Furuno IC-306 alarm unit and a Furuno IC-305 distress alert unit are installed on the forward
Pilothouse console starboard side. The alarm unit relays alarms from the Inmarsat System and
allows the operator to acknowledge alarms. The distress alert unit alarms the operator of a
received distress call and allows the operator to sound a distress signal by pressing the red
DISTRESS button for four seconds. The Inmarsat antenna is installed on the top antenna
platform.
A Ship Security Alert System (SSAS) is also installed. The SSAS connects with the Inmarsat
System and allows the ship to respond quickly during attack by intruders. No audible or visible
alarms are shown to prevent discovery of the report by the intruders. SSAS alert pushbuttons
are installed in the Pilothouse and the captain’s office.
An SSAS report is sent 30 seconds after the button on the SSAS is pressed. The SSAS
repeatedly transmits the report even if the button is pushed off. Repeated transmission can only
be stopped from the SSAS manager mode. To send an SSAS report, press the SSAS button on
either of the SSAS alert pushbuttons. Refer to HSC 41015 for more information on the SSAS.
NOTE
If the SSAS button has been accidentally pressed, pushing the

button in again within 30 seconds will cancel the report.
5.4.4.2 NAVTEX
Navigation Telex (NAVTEX) is a world wide coastal telex broadcasting system. Coastal
NAVTEX broadcasting stations with specific ID’s transmit navigational warnings, meteorological
warnings, search and rescue information, and other navigational information. The NAVTEX
receiver receives NAVTEX messages and automatically displays them together with station ID
and message category information.
A printer is installed inside the receiver to print the received information. The NAVTEX receiver
is powered from the Pilothouse 24 VDC Distribution Panel No. 2. The receiver and printer are
installed on a table across from the GMDSS station. A NAVTEX antenna is installed on the
middle antenna platform above the Pilothouse.
5-19
Figure 5-9. Furuno NX-700
5.4.4.3 GMDSS VHF RADIO

A Furuno FM-8800D radio is installed on the GMDSS station and the forward Pilothouse
console. The radio consists of a VHF radiotelephone, a DSC modem, and a CH 70 watch
receiver. The radio offers full-duplex voice communications and dual watch, which allows a
continuous watch on CH 16 and another selected frequency. Four antennae are installed on the
vessel, two for each GMDSS VHF radio. One antenna provides transmit and receive capabilities
and the other provides weather information. The weather antennae are installed on the lower
antenna platform and the transmit/receive antennae are installed on the Pilothouse top.
Figure 5-10. Furuno FM-8800D
5.5 EXTERNAL AUDIBLE/VISUAL COMMUNICATION SYSTEMS
5.5.1 Sound/Light Signaling System

A Kahlenberg M-611 Sound/Light Signal Controller is installed above the forward Pilothouse
console. The control panel provides operator control of the D-4A dual air horn/whistle installed
on the Pilothouse top, the ship’s bell, and signaling lamp. The controller receives 220 VAC
power from the Pilothouse Emergency 220/127 VAC Distribution Panel and backup whistle 24
VDC power from the Pilothouse 24 VDC Distribution Panel No. 2. The panel then powers and
controls the whistle, bell, and lamp.
The controller is capable of remote controlling each device and is able to perform automatic
recurring sounding and signaling. The operator is able to select the device using the touchpad
and selecting the amount of time for each cycle. The controller is shown in Figure 5-11.
5-20
The horn uses 125 pounds-per-square-inch compressed air and an electrically controlled
solenoid valve to sound. The solenoid is controlled by a pushbutton located in the Aft
Pilothouse console or automatically from the controller. A compressed air isolation valve is
located in a stanchion next to the chart table. Refer to HSC 44314 for more information.
Figure 5-11. Sound/Light Signal Controller.
5.5.2 Sound Reception System

The Sound Reception System enables the bridge watchstanders to hear sounds external to the
ship within the frequency range of 70-820 Hertz (Hz). The system consists of a model SR8200
master station mounted on the forward bridge console and four model SR8201 microphones
mounted over the Pilothouse top. The microphones face forward, aft, port, and starboard. The
speaker on the master station reproduces the detected sound and lights on the ship mimic
illuminate to indicate to approximate direction of the sound as follows:
 0-90 degrees - Forward and Port
 90-180 degrees - Port and Aft
 180-270 degrees - Starboard and Aft
 270-360 degrees - Forward and Starboard
Figure 5-12. Sound Reception System Master Panel
5-21
5.6 INTERNAL ALARM AND SAFETY SYSTEMS
5.6.1 General Alarm System

The IMCOS 6073 Audio/Visual Columns provide alarm indication throughout the vessel. The
columns are centrally operated by a controller that receives 220 VAC power from the
Emergency 220/127 VAC Distribution Panel. The controller connects to the main IMCOS
electronic cabinets to relay commands to the speakers and lamps. The 11 columns are located
in the:
 Emergency Generator Room
 P Tank Farm (2 columns)
 Port Engine Room (2 columns)
 Starboard Engine Room (2 columns)
 Machinery Space (2 columns)
 Port Propulsion Drive Compartment
 Starboard Propulsion Drive Compartment
The columns are for indication only and do not require any operation. An example of the
columns is shown in Figure 5-13.
Figure 5-13. Audio/Visual Column.
The indicator column will indicate the following alarms starting from the top:
 General Alarm (Green)
 Fire Alarm (Red)
 CO2 Alarm (Red)
 ECR (Switchboard Room) Telephone Call (White)
 Engine Room Failure (Yellow)
5-22
 Engine Order Telegraph (EOT) (White)
Two LEDs located beneath the indicator column indicate the CO2 alarm power supply is on
(yellow) and the alarms power supply is on (green).
The lamps on the top of the column are tied in with the red sirens below. The red lamp indicates
fire or CO2 alarm, the green and white lamp indicates a general alarm, and the orange indicates
a telephone call.
Three alarm emergency panels are located on the vessel that allow the operator to initiate an
alarm to the audio/visual columns. The panels are located at the:
 Pilothouse Forward Console
 Switchboard Room
 Rescue Boat Embarkation Area
Figure 5-14. General Alarm Panel.
The panels at the Pilothouse and switchboard room are capable of all the same alarms; general,
fire, hand, and emergency call. The panel at the rescue boat is not installed with the hand
alarm. The emergency calls at the panels are connected to the Public Address System allowing
the operator to call all stations using the attached microphone.
5.6.2 Fire and Smoke Detection Alarm System

An Autronica supplied Autoprime Interactive Fire Detection System is provided onboard. The
control panel is located in the Pilothouse. The system consists of:
 BS-200M Fire Alarm Control Panel with changeover relay
 2 BA-104 Batteries 4 Amp-hours 12 Volts
 31 BH-200 Optical Smoke Detectors
 3 BD-200 Intelligent Thermal Detectors
 6 BD-200M Weather Proof Intelligent Thermal Detectors
5-23
 1 BD-500EX Explosion Proof Thermal Detector

 8 BF-300V2 Intelligent Manual Pull Station
 11 BF-510WP-H Weatherproof Intelligent Manual Pull Station
 7 BBR-200 Addressable Sounder
 35 BWA-100 Detector Base
 1 BWP-100/20 Explosion Proof Thermal Detector Backbox
 6 MTWP-2475W-FR Horn/Strobe, 24 Volts DC, 75 Candela
 6 IOB-R Horn/Strobe, Weatherproof, Backbox
The Fire Alarm Control Panel is the basic control unit for the vessel's Fire and Smoke Detection
and Alarm System. The Fire Alarm Control Panel receives 127 VAC power from the Lighting
Distribution Panel No. 1 in the Pilothouse. Emergency backup power is from the Pilothouse
Emergency Distribution Panel and the installed batteries.
All fire alarm handling and system features can be configured, controlled, and monitored from
the panel. The AFP-200 alarm control panel has the following controls and indicators:
Figure 5-15. Fire Alarm Control Panel.
NORMAL STANDBY OPERATION:

 Power ON (green LED illuminated)
 FIRE ALARM off (red LED off)
 FAULTS off (yellow LED off)
ALARM CONDITION:
 Red FIRE ALARM indicator illuminated
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 Alarm signaling devices activated

 Alarm information shown on LCD display
The power ON green LED is normally illuminated when the power supply is from the primary or
the alternate source. The indicators and their functions are listed in the Fire Alarm Control Panel
Indicator Table 5-3. The indicators are listed from the top left of the panel to the bottom of the
panel.
Table 5-3. Fire Alarm Control Panel Indicators.
Description Color Function

Pre-Alarm Red One or more detection zones are in the pre-alarm state.
Remote Call Red Steady red light when the message is sent to a remote device,
for example, the Fire Brigade.
Remote Call Red Steady red light when an acknowledge message is received
Response from the remote device, for example, the Fire Brigade.
Fault Yellow The presence of a fault.
Pulsing light - Unacknowledged fault warnings exist
Steady light - All fault warnings have been acknowledged
Disabled Yellow Steady yellow light when one or more of the following
Function components are in the disabled state:
detection zones and alarm zones
individual points
outputs and inputs
Fire Alarm Devices, Fire Alarm Routing Equipment, Fire
Protection Equipment and Fault Warning Routing Equipment.
Test Condition Yellow Steady yellow light when one or more of the following
components have been manually set to the test condition:
detection zones and alarm zones
fire alarm devices
outputs
Supervisory Yellow The presence of an input device (for example, door control
Condition units, monitor and control units) that is in the supervisory state.
Pulsing light - Unacknowledged points in Supervisory state
exist
Steady light - All points in Supervisory state have been
acknowledged
System Fault Yellow Steady yellow light when a system fault is present.
Power Green Steady green light when power is ON.
Delayed Yellow Steady yellow light indicates that Immediate Output Actioning
Activation has been changed to delayed output actioning (manually or
automatically by using the Day/Night function), meaning that a
delay period is active for Fire Alarm Devices (FAD), Fire Alarm
Routing Equipment (FARE) and all other outputs that are
connected to the detection zone of this type.
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Description Color Function

Annunciator Yellow Pulsing yellow light when a fault is detected (and not accepted)
Fault on one or more Fire Alarm Devices (FAD). Steady yellow light
when accepted. The yellow Fault indicator will have the
identical behavior.
Remote Call Yellow Pulsing yellow light when a fault is detected (and not accepted)
Fault on Fire Alarm Routing Equipment (FARE). Steady yellow light
when accepted. The yellow Fault indicator will have the
identical behavior.
Annunciator Yellow Steady yellow light when one or more Fire Alarm Devices are
Disabled disabled. The Disabled Function indicator will also have a
steady yellow light when one or more FADs are disabled.
Disabling an alarm zone will also disable the FADs in this zone.
Remote Call Yellow Steady yellow light when the signal to Fire Alarm Routing
Disabled Equipment (FARE) has been disabled. The Disabled Function
indicator will also have a steady yellow light when FARE is
disabled.
Circular Fire Red The circular red alarm indicator shows that one or more
Alarm detection zones are in the fire alarm state.
Pulsing red light:
In the event of a fire alarm. The Fire Alarm Devices (FAD), (if
any), are still in active state.
Steady red light:

All FADs activated by the fire alarm condition have been
deactivated by operating the Silence Alarms button. The
control and indicating equipment still remain in the fire alarm
condition.
More Events Red In the event of more than one alarm, the red More Events
indicator shows that several detection zones are in the fire
alarm state.
5.6.2.1 FIRE LOOPS

The system employs four fire equipment loops to provide constant feedback to the panel. There
are also two lines that control and power the horn/strobes, NAC1 and NAC2. The loops cover
the following areas:
- Loop 1: 04, 02, & 01 Decks

- Loop 2: Emergency Generator Room (02 Deck) & Paint Locker (01 Deck)
- Loop 3: 1 & 2 Deck
- Loop 4: 3 Deck
- NAC1: 1 & 2 Deck
- NAC2: 3 Deck
Each of the loops are installed with pull stations, thermal and smoke detectors, and horns. The
loops terminate at the Fire Alarm Control Panel on the Pilothouse. Figure 5-16 shows the Fire
Detection Arrangement.
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Figure 5-16. Fire Detection Arrangement (Sheet 1 of 2).
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Figure 5-16. Fire Detection Arrangement (Sheet 2 of 2).
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5.6.2.2 FIRE DETECTORS, PULL STATIONS, AND SOUNDERS

The Fire Detection System employs photoelectric smoke detectors, thermal fire detectors,
manual pull stations, horn sounders, and horn strobes as indicated in Figure 5-16, and are
described as follows:
 The BH-200 Photoelectric Smoke Detectors are point smoke detectors operating on the
light scatter principle for detection of combustion gases mainly consisting of visible
particles. The detector has a built in thermistor that can provide temperature information
from the detector point.
 The BD-200 Intelligent Thermal Detectors are point heat detectors for detection of rise in
environment temperature caused by a fire. Temperature measurement is done by
means of a thermistor for registration and reading of the temperature at the detector
point. Weatherproof and explosion proof versions are also installed on the vessel.
 The BF-300V2 Manual Pull Stations are provided on the vessel to allow remote alarming
of fires. To operate the pull stations, simply press the white plastic element. The pull
station is resettable by means of a dedicated test key installed on the station. A
weatherproof version is also installed on the vessel.
 The BBR-200 Addressable Sounders are loop-powered horns that can be powered on
very low currents. The sounders provide audible warning of fires detected by the fire
loop. All sounders within the same loop will have synchronized sound outputs, allowing
all sounders to be perceived as one sounder.
 The MTWP-2475W-FR Horn/Strobes are fire alarming horn strobes that are controlled
and powered from the Fire Alarm Control Panel. The horn strobes operate on their own
dedicated lines, NAC1 and NAC2, with an end-of-line device attached after the last horn
strobe on the line.
If an alarm is unacknowledged for two minutes, the General Alarm sounds.
5.6.3 Emergency Stop Stations

An Emergency Stop (E-Stop) station is located in the Aft Pilothouse console as well as
individual E-Stops located throughout the vessel. The stations allow shutdown control of the
different systems on the vessel and are comprised of either pushbuttons or spring-released
contactors that are opened when the front glass is broken with a glass breaking tool.
The aft Pilothouse E-Stop station is comprised of three pushbuttons and nine spring-released
contactors. Many of the contactors in the station are connected in series with the other
pushbuttons located throughout the vessel. The shutdown controls are connected through E-
Stop junction boxes that house the relays and terminal blocks for the shutdown logic and
indication. Figure 5-17 displays the Aft Pilothouse shutdown panel. The junction boxes include
green power available lights and red tripped lights. E-Stop junction box locations are listed in
Table 5-4.
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Figure 5-17. Emergency Stop Station, Aft Pilothouse Console.
Table 5-4. Emergency Stop Junction Box Locations.
Emergency Stop Junction Box Location

Port Engine Room Port Engine Room outboard, forward of air
compressor
Stbd Engine Room Stbd Engine Room outboard, forward of air
compressor
Tank Farm Deck 2 Mezzanine Machinery Space Aft of Bulk
Mud Compressors
Bow Thruster Deck 3 Machine Deck (Bow Thruster Room)
between Oily Water Separator and MSD
Port Propulsion Drive Compartment FWD side of bulkhead 123 Port Aft Passageway
Stbd Propulsion Drive Compartment FWD side of bulkhead 123 Stbd Aft Passageway
Quarters Ventilation (with separate 01 Deck AHU Room
Quarters Ventilation Fire Damper J-Box
Pilothouse Ventilation Bridge Aft console (inside)
In order to reset the spring-released contactors, the glass will need to be replaced and the
spring-released contactor pushed behind the glass to keep the contacts closed. The
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emergency pushbuttons are momentarily operated. The buttons automatically reset after being
pressed. In order to reset the shutdown system the equipment will need to be reset.
The sections below will describe what equipment will be tripped when the E-Stop is triggered
and where the controls are located. Refer to HSC DWG 155-300-06 Emergency Stop Wiring
Schematic and 155-300-07 Quarters Ventilation Stops Wiring Schematic for more information.
The Vessel Control System (VCS) alarms when emergency stops are activated.
5.6.3.1 PORT ENGINE ROOM FUEL, OIL, AND VENT EMERGENCY STOP
Spring-released contactors for the PORT ENG RM FUEL/OIL/VENT E-Stops are located on the:
 Aft Pilothouse Emergency Stop Station
 Switchboard Rooms
 Port Main Deck Exterior
When the “PORT ENG RM FUEL/OIL/VENT” button is tripped:

a. The Port Gen Room Supply Fan #1 trips.
b. The Port Gen Room Supply Fan #2 trips.
c. The Lube Oil Pump #1 trips.
d. The Pre-lube Oil Pump Gen #2 trips.
CAUTION
MDG engine #1 pre-lube pump is not stopped by the emergency

stop. MDG engine #1 pre-lube pump is powered by the 24 VDC
batteries. Stop pump by VCS or locally if possible.
e. The Fire Damper #M1 trips.

f. The Fire Damper #M2 trips.
WARNING
Closing the MDG fuel supply valves will stop the Main Diesel
Generators in the Port Engine Room. Fuel transfer from storage
tanks to the day tank will not be stopped unless the TANK FARM
FUEL/OIL/VENT E-Stop is actuated, or pumps are stopped by
VCS operator.
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5.6.3.2 PORT ENGINE ROOM FUEL VALVES EMERGENCY STOP

Resettable pushbutton control is located in the aft Pilothouse E-Stop station.
WARNING
Closing the MDG fuel supply valves will stop the MDGs in the Port
Engine Room. Fuel transfer from storage tanks to the day tank
will not be stopped unless the TANK FARM FUEL/OIL/VENT E-
Stop is actuated.
When the “PORT ENG RM FUEL VALVES” button is pressed:

a, The Day Tank (P) Suction Valve Emergency Close Control Valve trips closing:
1. Port F.O. Day Tank – High Suction.
2. Port F.O. Day Tank – Low Suction.
b. The Day Tank Transfer Valve Emergency Close Control Valve trips closing:
1. Port F.O. Day Tank Transfer – Suction.
2. Starboard F.O. Day Tank Transfer – Suction.
5.6.3.3 STBD ENGINE ROOM FUEL, OIL, AND VENT EMERGENCY STOP
Spring-released contactors for the STBD ENG RM FUEL/OIL/VENT E-Stops are located on the:
 Stbd Main Deck Exterior
If the “STBD ENG RM FUEL/OIL/VENT” button is tripped:

a. The Lube Oil Pump #2 trips.
b. The Pre-lube Oil Pump Gen #4 trips.
CAUTION
Generator engine #3 pre-lube pump is not stopped by the

emergency stop. Generator engine #3 pre-lube pump is powered
by the 24VDC batteries. Stop pump by VCS or locally if possible.
c. The Stbd Gen Room Supply Fan #3 trips.

d. The Stbd Gen Room Supply Fan #4 trips.
e. The Fire Damper #M3 trips.
f. The Fire Damper #M4 trips.
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5.6.3.4 STBD ENGINE ROOM FUEL VALVES EMERGENCY STOP

Resettable pushbutton control is located in the Aft Pilothouse E-Stop station.
WARNING
Closing the MDG fuel supply valves will stop the MDGs in the
Stbd Engine Room. Fuel transfer from storage tanks to the day
tank will not be stopped unless the Tank Farm Fuel, Oil, and Vent
Emergency Stop is actuated, or pumps are stopped by VCS
operator.
When the “STBD ENG RM FUEL VALVES” button is pressed:

a. The Day Tank (S)Suction Valve Emergency Close Control Valve trips closing:
1. Stbd F.O. Day Tank – High Suction.
2. Stbd F.O. Day Tank – Low Suction.
b. The Day Tank Transfer Valve Emergency Close Control Valve trips closing:
1. Port F.O. Day Tank Transfer – Suction.
2. Starboard F.O. Day Tank Transfer – Suction.
5.6.3.5 BOW THRUSTER FUEL, OIL, AND VENT EMERGENCY STOP

Spring-released contactors for the bow thruster oil and vent E-Stops are located on the:
When the “BOW THRUSTER FUEL/OIL/VENT” button is tripped:

a. The Bow Thruster Exhaust Fan trips.
b. The Bow Thruster Supply Fan trips.
c. The Oily Bilge Pump trips.
d. The Dirty Oil Pump trips.
e. Fire Damper #M5 trips.
f. Fire Damper #M6 trips.
5.6.3.6 TANK FARM FUEL, OIL, AND VENT EMERGENCY STOP

Spring-released contactors for the tank farm fuel, oil, and vent E-Stops are located on the:
 Machinery Space
When the “TANK FARM FUEL/OIL/VENT” button is tripped:

a. Starboard P-Tank Supply Fan is tripped.
b. Port P-Tank Supply Fan is tripped.
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c. Fuel Transfer Pump #1 is tripped.

d. Fuel Transfer Pump #2 is tripped.
e. Fuel Transfer Pump #3 is tripped.
f. Fuel Transfer Pump #4 is tripped.
g. Fuel Oil Purifier #1 is tripped.
h. Fuel Oil Purifier #2 is tripped.
i. Liquid Mud Pump #1 is tripped.
j. Liquid Mud Pump #2 is tripped.
5.6.3.7 PORT STEERING VENTILATION EMERGENCY STOP

A spring-released contactor for the Port steering space ventilation is installed on the aft
Pilothouse E-Stop station.
When the “PORT STEERING VENTILATION” button is tripped:

a. The Port Steering Gear Flat Ventilation Valve trips.
b. The Port Steering Flat Exhaust Fan trips.
WARNING
Fire dampers are not installed on the Port Steering Flat Exhaust
Fan. No fresh air louver is installed for the propulsion drive
compartment. Air normally enters the propulsion drive
compartment through the ventilation valve from the cargo hold.
The exhaust louver cover and the escape hatch on the main deck
must be closed to isolate the propulsion compartment. The sliding
watertight door must be closed to isolate the compartment. If the
compartment can not be entered to fight a fire, the space should
be isolated. Failure to isolate the compartment can allow air to
feed the fire and loss of propulsion can result.
5.6.3.8 STBD STEERING VENTILATION EMERGENCY STOP

A spring-released contactor for the starboard steering space ventilation is installed on the aft
When the “STBD STEERING VENTILATION” button is tripped:

a. The Stbd Steering Gear Flat Ventilation Valve trips.
b. The Stbd Steering Flat Exhaust Fan trips.
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WARNING
Fire dampers are not installed on the Stbd Steering Flat Exhaust
Fan. No fresh air louver is installed for the propulsion
compartment. Air normally enters the propulsion compartment
through the ventilation valve from the cargo hold. The exhaust
louver cover and the escape hatch on the main deck must be
closed to isolate the propulsion compartment. The sliding
watertight door must be closed to isolate the compartment. If the
compartment can not be entered to fight a fire, the space should
be isolated. Failure to isolate the compartment can allow air to
feed the fire and loss of propulsion can result.
5.6.3.9 FWD MACHINERY VENTILATION EMERGENCY STOP

A spring-released contactor for the forward machinery ventilation is installed on the aft
When the “FWD MACHINERY VENTILATION” button is tripped:

a. The MCC Port SWBD FWD Machinery Supply Fan trips.
b. The MCC Stbd SWBD FWD Machinery Exhaust Fan trips.
WARNING
The forward machinery ventilation supply and exhaust ducts do

not have fire dampers. Close and bolt, duct end covers, in the
event of fire. Failure to close covers can result in air entering the
forward machinery spaces during a fire.
5.6.3.10 QUARTERS VENTILATION EMERGENCY STOP

A spring-released contactor for the quarters ventilation is installed on the Aft Pilothouse E-Stop
station.
When the “QUARTERS VENTILATION” button is tripped:

a. Sanitary Exhaust Fan on Fo’s’cle Deck trips.
b. Sanitary Exhaust Fan on Accom Deck trips.
c. Fan Relay in Pantry Fan Coil Unit (FCU) trips.
d. Fan Relay in Air Handler on Fo’s’cle Deck trips.
e. Fan Relay in Air Handler on 01 Deck trips.
f. Fire Damper #3 Accom Deck Supply trips.
g. Fire Damper #4 Accom Deck Return trips.
h. Fire Damper #5 Fo’s’cle Deck Supply trips.
i. Fire Damper #6 Fo’s’cle Deck Return trips.
j. Fire Damper #7 Range Hood Exhaust trips.
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k. Fire Damper #8 Range Hood Supply trips.

l. Fire Damper #9 Range Hood Exhaust trips.
5.6.3.11 CARGO PUMPS AND VALVES EMERGENCY STOP

Resettable pushbuttons for the cargo pumps and valves E-Stop are located on the:
 Port Main Deck Exterior
 Stbd Main Deck Exterior
When the “CARGO PUMPS AND VALVES” button is pressed:

a. Fuel Transfer Pump #3 is tripped.
b. Fuel Transfer Pump #4 is tripped.
c. Liquid Mud Pump #1 is tripped.
d. Liquid Mud Pump #2 is tripped.
e. The Cargo Valve Emergency Close Control Valve trips closing:
1. FO#1 Cargo F.O. Tank #8(C) – Discharge.
2. FO#2 Cargo F.O. Tank #8(C) – Suction.
3. FO#3 Cargo F.O. Tank #7(C) – Discharge.
4. FO#4 Cargo F.O. Tank #7(C) – Suction.
5. FO#5 Cargo F.O. Tank #1(S) – Suction.
6. FO#6 Cargo F.O. Tank #1(S) – Discharge.
7. FO#7 Cargo F.O. Tank #1(P) – Suction.
8. FO#8 Cargo F.O. Tank #1(P) – Discharge.
9. LM#1 F.O./L.M. Tank #3(P) – Discharge.
10. LM#2 F.O./L.M. Tank #3(S) – Discharge.
11. LM#3 F.O./L.M. Tank #7(P) – Discharge.
12. LM#4 F.O./L.M. Tank #7(S) – Discharge.
13. LM#5 F.O./L.M. Tank #3(P) – Suction.
14. LM#6 F.O./L.M. Tank #3(S) – Suction.
15. LM#7 F.O./L.M. Tank #7(P) – Suction.
16. LM#7 F.O./L.M. Tank #7(S) – Suction.
17. F.O. Tank #2(P) Transfer – Suction.
18. F.O. Tank #2(S) Transfer – Suction.
5.6.3.12 PILOTHOUSE VENTILATION EMERGENCY STOP

Spring-released contactors for the Pilothouse ventilation E-Stop are located on the:
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 Accommodation Deck Passage FR 33
When the “PILOTHOUSE VENTILATION” button is tripped:

a. Fan Relay Fan Coil Unit Port #1 in the Pilothouse trips/stops FCU.
b. Fan Relay Fan Coil Unit Stbd #2 in the Pilothouse trips/stops FCU.
c. Fire Damper #1 Void Supply Port closes.
d. Fire Damper #2 Void Supply Stbd closes.
e. Fire Damper #10 Pilothouse Supply Port closes.
f. Fire Damper #11 Pilothouse Return Port closes.
g. Fire Damper #12 Pilothouse Supply Stbd closes.
h. Fire Damper #13 Pilothouse Return Stbd closes.
5.6.3.13 DIRTY OIL EMERGENCY STOP

A pushbutton for the dirty oil E-Stop is located on the starboard Main Deck Emergency Stop
Panel.
When the “DIRTY OIL” button is pressed:

a. Oily Bilge pump trips.
b. Dirty Oil pump trips.
Figure 5-18 shows the E-Stop panel located on the Starboard main deck. The Dirty Oil
pushbutton is the pushbutton located on the bottom of the panel.
Figure 5-18. Starboard Main Deck Emergency Stop Panel.
5-37
5.6.4 Bridge Navigation Watch Alarm System

The Furuno BR-500 Bridge Navigational Watch Alarm System (BNWAS) monitors the Officer Of
the Watch’s (OOW) presence on the bridge to prevent maritime casualties. The BNWAS is set
up to alarm after a set amount of time if the OOW hasn’t reset the alarm. The system sends an
alarm to the quarters of the backup officer if the OOW fails to respond to the active alarm or
emergency call.
Figure 5-19. BNWAS Main Alarm Panel.
The BNWAS alarms are set up in five stages:

 Dormant
 Prewarning
 1st Stage
 2nd Stage
 3rd Stage
The dormant stage is the normal operating stage. The BNWAS starts in the dormant phase and
is re-entered into the dormant stage every time the reset button is pressed or the motion
detector detects movement. The length of the dormant stage is set at the main alarm panel.
After the dormant period, the pre-warning stage is entered. The pre-warning stage is a 15
second period to alert the OOW that he or she needs to reset the alarm before entering the
alarms. During this period the flash beacon flashes and the timer reset panels flash.
If the BNWAS is not reset before the pre-warning stage ends, the BNWAS enters the first alarm
stage. The flash beacon flashes and the timer reset panels alarm for 15 seconds. If the alarm is
not reset before the 15 seconds end, the BNWAS enters into the second alarm stage.
The second alarm stage is a 90 to 180 second alarm period. At this point the alarm cannot be
reset from the timer reset panels. The OOW must press the RESET key on the main alarm
panel. During this time the:
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 Main alarm panel shows a visual alarm in red and sounds its buzzer.
 Timer reset panels flash the alarm LED and sound their buzzer.
 Second stage alarm panels flash the alarm LED and sound their buzzer.
The third alarm stage is a continuous alarm. The alarm can only be stopped by pressing the
RESET key at the main alarm panel. During this time the:
 Main alarm panel shows a visual alarm in red and sounds its buzzer.
 Timer reset panels flash the alarm LED and sound their buzzer.
 All alarm panels flash the alarm LED and sound their buzzer.
The main alarm panel is installed on the starboard side of the forward Pilothouse console. The
system is equipped with motion detectors, a flash beacon, timer reset units, and alarm units.
The motion detectors and the timer reset units provide the OOW the means to reset the
BNWAS timer. The motion detectors detect motion within a maximum range of 16 feet (5 m) and
send a signal to the processor unit to reset the alarm. The timer reset units are installed on the
Pilothouse wings and the forward Pilothouse console. Pressing the button on the units manually
resets the time. A flash beacon is also installed in the Pilothouse to give a visual alarm to the
OOW that the pre-warning phase has initiated.
NOTE
The motion detector units judge motion by the amount of

temperature change within the detection area. If the area has
sources of heat other than personnel or the temperature change is
too small, detection of motion may not be possible.
Second stage alarm panels are installed in the Captain’s room, first Officer’s room, and second
Officer’s room. The alarm panels are equipped with two LEDs and a test button. The alarm LED
lights up and a buzzer sounds when the BNWAS has entered the second and third stages of
alarm. A duty LED is lit when the BNWAS is active. The test button allows the operator to check
if the LEDs and the buzzer are working correctly. Third stage alarm panels are installed in the
mess, laundry, and conference rooms and have the same functionality as the other alarm
panels except they only receive alarms when the BNWAS has entered the third alarm stage.
5.6.5 Refrigerant Gas Monitoring System

A gas monitor is installed near each air handling unit (AHU) or FCU. An air sample is drawn
into the gas monitor by an air sample pump (fan) located inside the monitor box. A filter is
located on the sample point to prevent moisture from entering the sample tube. Refer to Figure
5-20, a photo of the inlet filter. The sample points are located near the potential leak source,
generally at a low point. Air flows into the plastic sample tube and into the gas monitor. The
sample pump draws the gas sample into the monitor, through the detector, and discharges the
sample out the monitor’s exhaust port.
5-39
Figure 5-20. Gas Monitor Sample Inlet Filter.
With power on the HGM-SZ, the monitor will make measurements in the area being sampled for
R-410A without operator intervention. The monitor can take as long as 3 minutes to detect a R-
410A leak and alarm. The sample air measurement of R-410A is displayed on the front panel.
Refer to Figure 5-21, a photo of the gas monitor.
Figure 5-21. Gas Monitor.
The HGM-SZ display panel includes:
- Digital Display Screen indicating –

- Status (MEASURE indicates the monitor is actively monitoring for refrigerant gases.)
- R-410A in parts per million (ppm)
- 00485pk (Indicates the peak ppm level last recorded. To reset the peak display to zero,
press the enter key)
- Date and Time
- Green MONITOR ON Light Emitting Diode (LED)
- Yellow SYSTEM FAULT LED
- Red ALARM LED
5-40
- Four navigation keys (UP, DOWN, LEFT, RIGHT)

- ENTER pushbutton
- SILENCE / QUIT pushbutton
- Audible Alarm
The gas monitor alarms if R-410A is detected at three programmable levels. The default levels
are:
- Leak at 100 parts per million (ppm)

- Spill at 300 ppm
- Evacuate at 500 ppm
The red alarm LED flashes when detected gas level exceeds any of three preset alarm points.
Alarms also input the VCS through FS07 (Field Station). The VCS indicates the alarmed gas
monitor by location. An example is “HVAC Main Deck (Port) Refrigerant Detected.” One circuit
breaker designated 2P02-02 powers all seven gas monitors with 127 -1 phase - 60 Hz VAC
(127/1/60). A disconnect switch is located adjacent to each gas monitor to allow maintenance
on that monitor without shutting down all monitors.
Information on navigation key functions, various display screens, settings, system faults and
fault codes is provided in the HSC manual. Refer to Eastern Marine Drawing Number 155-300-
10 Air Conditioning Gas Detector System.
5.6.5.2 HALOGEN GAS MONITORING SYSTEM NORMAL OPERATION

5.6.5.2.1 Normal Operation:
a. Close circuit breaker 2P02-02, which powers all gas monitors.

b. Close disconnect switch to all seven gas monitors.
- The green “MONITOR ON” LED flashes while the system is warmed.
NOTE
Warm up time is 15 minutes.
- The green LED will become steady during normal operation.

- “MEASURE” will be indicated on the LED display.
- The VCS System will clear any alarms when the green LED becomes steady.
c Verify “SYSTEM FAULT” LED is off. If a fault is indicated, troubleshoot using the
manual.
d Verify correct date and time is indicated. If necessary, correct using the manual. The
correct date at time will help when troubleshooting using the log function.
e. If necessary, clear the peak “PK” reading using the “ENTER” key.
5.6.5.2.2 Alarm Silencing
Alarms occur at any of the three levels. The digital display indicates the alarm level and peak
level in ppm. An alarm indicated by the gas monitor is silenced at the alarming monitor. To
acknowledge the alarm:
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a. Press the SILENCE / QUIT pushbutton.

- The red LED quits flashing and illuminates in a steady state and the audible alarm
silences.
b. The alarm is also silenced by the VCS System operator. To acknowledge the VCS
System alarm:
- Select the acknowledge icon.
- The VCS System will continue to indicate an alarmed status until the gas monitor alarm
clears.
WARNING
Do not enter the space if an “EVACUATE” alarm level is indicated.

R-410A can cause dizziness and loss of concentration. The
refrigerant can decompose into halogen at high temperatures.
Vapors displace air and can cause asphyxiation in confined
spaces. Ventilate the space until the indicated ppm in the space
is safe for entry. Use normal gas free/reduced oxygen safety
practices for entry into the space.
5.6.5.2.3 System Fault Silencing.

A log is maintained in the gas monitor of 200 Alarms and 30 System Faults. System Faults will
be indicated by a flashing yellow “SYSTEM FAULT” LED and an audible alarm. To silence the
alarm:
-Press the SILENCE / QUIT pushbutton.

- The yellow LED quits flashing and illuminates in a steady state and the audible alarm
silences.
- Refer to the manual for fault codes and diagnostics. The yellow LED automatically turns
off when the fault is cleared.
5.6.5.2.4 System Shutdown
Open circuit breaker 2P02-02 to remove power from all gas monitors. The circuit breaker is
rated for 15 amps. Individual units can be isolated using the disconnect switches. Power to the
gas monitors is not removed by any emergency shutdown.
The internal battery should be changed every 2 years in each device.
5.7 VESSEL CONTROL SYSTEM

The VCS is a vessel-wide control and monitoring system. The VCS receives automation and
monitoring of different systems and combines the information to allow access from a VCS
workstation. Refer to HSC AV1P01C01 VCS Overview Description for more information on the
VCS.
5-42
5.7.1 Workstations
Six workstations are installed on the Bravante V; two in the Port Switchboard Room, two in the
Starboard Switchboard Room, and two in the aft Pilothouse. The PC based workstations
provide the operator with “live” mimics of the equipment displaying the operating status,
providing control of the various vessel systems, and an alarm system.
5.7.2 Fieldstations
The fieldstations provide the system interface to the VCS. They transfer requests from and
status to the automation controllers, over the dual Ethernet, with interfaces to physical or serial
plant inputs and outputs. Eight fieldstations are installed on the vessel. Fieldstations FS05 and
FS06 act as the process fieldstations, performing the system control functionality for the Power
Management System (PMS) and the Vessel Management System (VMS). The main
fieldstations (FS05 and FS06) operate redundantly to provide protection of operation from a
single point failure. Each fieldstation is installed with an Advanced Micro Controller (AMC). The
AMCs perform the logic and calculations for the fieldstation and pass the information to the dual
Ethernet network.
5.7.3 Ethernet Network

The VCS network is composed of a dual Ethernet network backbone to provide redundancy in
the case of an Ethernet malfunction. The networks are comprised of switched hubs that provide
communication between automation controllers, fieldstations, and workstations. The
communication drivers make the dual network appear as a signal network to IP protocols. All
paths on both networks are checked several times a second to ensure a fast changeover (less
than 0.5 second) in the case of a communication failure.
5.7.4 Printers
Color snapshots of the DP and VCS mimic screens and timed or on-demand engineer logs can
be printed from two inkjet printers, one in the Port SWBD room and on in the Aft Pilothouse.
There are also two dot matrix printers, one in each of the SWBD rooms. The dot matrix printers
print out all alarms and events of the VCS and are connected to the VCS workstations in the
SWBD rooms via a serial link.
5.7.5 Power Supply

The VCS is powered via two UPSs. Each UPS is capable of powering the VCS equipment for at
least 30 minutes in the event of a power supply failure. One UPS is powered from the 440 Volt
Port SWBD MCC and the other from the 440 Volt Starboard SWBD MCC. Each UPS supplies
power to a selection of the system equipment such that if a single UPS fails, sufficient parts of
the VCS would continue to operate in order to allow continued control and monitoring of the
vessel.
5.7.5.1 UNINTERRUPTIBLE POWER SUPPLY

The UPSs are located in the switchboard room from which they are powered. The UPS
batteries are constantly on float charge in readiness for a failure of the main power supply. If the
main power supply should fail, the batteries will supply the VCS power. The changeover to
battery power will be transparent to the operator other than an alarm being raised at the VCS
workstation. The tables below indicate which equipment the UPS powers.
5-43
Table 5-5. Port SWBD VCS UPS.
Circuit Breaker Equipment Supplied

MCB 1 VCS Workstation WS31 with Printer
MCB 2 Port Swbd Fieldstation FS05
MCB 3 Fwd Bow Tunnel Thruster Fieldstation FS01
MCB 4 Port Stern Azimuth Thruster Fieldstation FS03
MCB 5 Auxiliary Fieldstation FS07
MCB 6 Network Switchbox NS01
MCB 8 MTC WS 13 Isolator 1A
MCB 9 MTC WS 12 LHS Isolator 1A
MCB 10 MTC WS 11 Isolator 1A
MCB 11 Port Service Transformer Protection
MCB 12 Fwd Bow Tunnel Thruster Transformer Protection
MCB 13 Port Stern Azimuth Thruster Transformer Protection
MCB 14 VCS Hardcopy Printer (Port Swbd Room)
MCB 15 Spare
MCB 16 Spare
Table 5-6. Stbd SWBD VCS UPS.

MCB 1 VCS Workstation WS32 with Printer
MCB 2 Stbd Swbd Fieldstation FS06
MCB 3 Aft Bow Tunnel Thruster Fieldstation FS02
MCB 4 Stbd Stern Azimuth Thruster Fieldstation FS04
MCB 5 Auxiliary Fieldstation FS08
MCB 8 MTC WS 14 Isolator 1B
MCB 9 MTC WS 12 RHS Isolator 2B
MCB 10 Stbd Service Transformer Protection
MCB 11 Aft Bow Tunnel Thruster Transformer Protection
MCB 12 Stbd Stern Azimuth Thruster Transformer Protection
MCB 13 Spare
MCB 14 Spare
5-44

MCB 15 Spare
MCB 16 Spare
5.7.6 Operation
The system starts when power is provided to the master alarm server fieldstations FS05 and
FS06. The alarm slave workstations will access the primary master alarm server fieldstation and
retrieve information. The ability to control equipment via the VCS will depend on the user’s login
privileges and whether the station is currently in control of the equipment’s particular control
group. For more information about the VCS and operation, refer to HSC AV1P03C06 HMI
Display Functionality.
5.8 VOYAGE DATA RECORDER

A Furuno VR-3000S Simplified VDR is installed on the vessel to provide recording of various
data and events encountered aboard ship. The purpose of the VDR is to help investigators
locate the causes of marine incidents. The VDR consists of a Data Collection Unit (DCU), a
Data Recording Unit (DRU), a Remote Alarm Panel (RAP), and microphones to record
Pilothouse audio. The VDR System is powered from the Pilothouse Electronics 220/127 VAC
Panel. In the case of power failure, the DCU contains batteries to record bridge audio for at
least two hours.
The DCU is mounted in the Pilothouse cabinet aft, in the cabinet to the port of the three
gyrocompasses. It contains a data processor unit, interface modules, and backup batteries. It
collects data from sensors and processes incoming data. The information is stored within the
DRU for a 12-hour period before being overwritten by new information. The DCU receives
information from the:
 AIS
 Gyros
 DGPS
 Echo Sounder
 Speedlog
 BNWAS
 VCS
 Radar
 GMDSS VHF
 6 Microphones
The microphones are located above the:

 Port Pilothouse wing
 Stbd Pilothouse wing
 Fwd Pilothouse console
 Aft Pilothouse console
 GMDSS station
 Chart Table
The DCU also sends and receives information from the RAP located on the forward Pilothouse
console.
5-45
The flash memory in the DRU stores the data coming from the DCU. All essential navigation
and status data including bridge conversations, VHF communications, and radar images are
recorded. The data can be retrieved by using playback software for investigation after an
incident. The DRU components are embodied in the protective capsule. The capsule ensures
survival and recovery of the recorded data after an incident.
Figure 5-22. VDR DRU Capsule.
The RAP, shown in Figure 5-23, provides the normal operation of the VDR. A buzzer is installed
to provide audio alarms that can be acknowledged via the ACK button. The dimmer provides
light control for the LCD and a TEST button allows the operator to test the LCD screen for
errors. Status LEDs are shown below the LCD screen to show if the unit is saving (SAVE), the
VDR is under normal operation (NORMAL), or there is an error with the System (ERROR). The
SAVE function is used after an incident has occurred. The hard drive is split into four areas. The
SAVE button stops the recording onto the current memory area in the backup hard drive and
starts recording onto another memory area. After four presses of the button, the VDR’s hard
drive will have to be replaced. For more information about the VDR and operation, refer to HSC
41014.
Figure 5-23. VDR RAP.
5-46
CHAPTER 6
AUXILIARY MECHANICAL SYSTEMS
6.0 AUXILIARY MECHANICAL SYSTEMS GENERAL INFORMATION
6.1 NATURAL VENTILATION SYSTEM DESCRIPTION

The drawing Machinery Ventilation 155-412-002 is Figure 6-8 at the end of the section.
Natural ventilation is provided for some spaces via vents or louvers. Vent and louver sizes and
locations are provided in the drawings.
There are no operating procedures for the Natural Ventilation System except the closing of
vents as needed for maintenance or in emergencies. Refer to drawings for locations.
Naturally ventilated spaces are:
- Paint Locker
- Carbon Dioxide (CO2) Locker
- Deck Locker
- Chain Locker
- 01 Deck Locker
6.1.1 Paint Locker

The Paint Locker has a 5 inch (12.7 centimeter) natural supply gooseneck on the 01 Deck. A 4
inch (10.16 centimeter) vent exhausts air naturally to the 02 Deck. Both vents have hinged
closures.
6.1.2 CO2 Room

The CO2 Room is naturally ventilated by a vent piped low and a high vent. Air flows from low to
high creating a flow pattern to exchange air. The screened vents terminate to weather at the Aft
bulkhead approximately 11 (ft) (3.353 (m)) above the #1 Deck.
WARNING
Open CO2 Room door, secure open, and wait 5 minutes prior to
entry. Failure to ensure CO2 is vented in case of a leak from the
compressed CO2 bottles can result in asphyxiation.
6.2 ENGINE ROOM MECHANICAL VENTILATION SYSTEM

Refer to drawing Machinery Ventilation 155-412-002 and Figure 6-8.
The following technical manuals provide information on mechanical ventilation:
- 51313 - Fire Damper

- 513121 - Hartzell Fans
6-1
- 506132 - AERO 1.3 Vent Valves

- 551215 - Valve Actuator
Local and Vessel Control System (VCS) fan operation described in section 6.2.2 is similar for all
fans.
6.2.1 Engine Room Mechanical Ventilation System Description

The engine rooms are equipped with four two-speed Hartzell Fan Inc. Model A39-M-
304AL325STFQN3 supply blowers. Each engine room is ventilated by two fans. Fire dampers
are installed on fan discharge ducts. The supply blowers are located on the 01 Deck at Frame
(FR) 39. The fans are only accessible by removing the supply louver. Two fans are installed on
the port side of the 01 Deck Passage door. Two fans are installed on the Starboard side of the
01 Deck Passage door. Two engine exhaust silencers are located between the fans on each
side. Each supply blower is capable of 13,850 cubic feet per minute (cfm) (392,188.3 liters per
minute) at 1.6 inches (40.64 millimeters) of water pressure.
No engine room exhaust fans are installed. Engine room excess air is exhausted up past the
exhaust silencers out louvers on the 02 Level. The inside of the exhaust louvers can be seen in
the engine room looking up at the engine exhaust silencers.
Engine room ventilation is designed for a maximum temperature rise of 31 Fahrenheit (F) (17.22
Celsius (C)) above outside air temperature. Engine combustion air is calculated to be 30% of
air supplied with all engines at full power. The engine room should be maintained at a slight
pressure above atmosphere to ensure engines have adequate combustion air. Excess air
pressure should be avoided and maintained at less than 0.4 inches (10.16 millimeters) water.
Engine room fans can be controlled locally in the engine room by controls on the 440V Port
Switchboard and the 440V Starboard Switchboard Motor Control Centers (MCCs). The four
circuit breakers are:
- 4P09-04 - Port Engine Room Supply Fan No. 2

- 4P09-05 - Starboard Engine Room Supply Fan No. 4
- 4S12-04 - Port Engine Room Supply Fan No. 1
- 4S12-05 - Starboard Engine Room Supply Fan No. 3
All four engine room supply fans include the following controls on the MCC.
- LOCAL/OFF/REMOTE switch
- START LOW SPEED pushbutton
- START HIGH SPEED pushbutton
- STOP pushbutton
All four engine room supply fans include the following indicators on the MCC.
- Physical Position of the Local/ Remote Switch
- Red ON LOW SPEED light
- Red ON HIGH SPEED light
- Green OFF light
Refer to Figure 6-1 for the controls and indicators on the MCC.
6-2
Figure 6-1. Engine Room Fan MCC Controls and Indicators.
When the LOCAL/OFF/REMOTE switch is set to REMOTE, the fan is controlled by the VCS.
The fans should normally be controlled by the VCS operator. The engine room fan controls are
accessed on the VCS “Engine Room Auxiliary Pumps” screen.
The VCS operator can start and stop engine room fans in the “Engine Room Auxiliary” menu.
When the fan is selected, a Control Window is displayed over the screen. The Control Window
is shown in Figure 6-2. An operating fan is indicated by a green icon and the word “Running.”
This photo was taken with the VCS in “Simulation” mode. The Control Window of an operating
fan in “Operator” mode has an active stop button. A stopped fan has an enabled start button.
All other ventilation fans have similar VCS controls and indicators.
Figure 6-2. Fan Control Window.
6.2.2 Engine Room Mechanical Ventilation System Operation

The VCS Power Management System (PMS ) normally starts, loads, unloads, and stops the
Main Diesel Generator (MDG) engines. The engineer should anticipate engine loading as
6-3
various systems create electrical load, produce heat and demand combustion air. Fan
operation varies with vessel operations, engine operation and ambient conditions.
Operation of the Engine Room Mechanical Ventilation System consists of setting to LOCAL,
OFF, or REMOTE, and activating the START or STOP pushbuttons on the local motor
controllers or VCS icons. Normally, a minimum of one fan should be run in any operating
condition. Two fans are installed on each side of the engine room. A fire door is installed
between the two sides of the engine room. The fire door should remain closed limiting air
exchange between the two engine rooms.
6.2.2.1 LOCAL OR VCS ENGINE ROOM SUPPLY FAN OPERATION

Refer to Figure 6-1 for local fan operation. Fans are operated when the associated MDGs are
operated.
a. Set fan LOCAL/OFF/REMOTE switch to LOCAL.

- Fan local control switches enabled
- VCS indicates local control
b. Press START LOW SPEED pushbutton
- Fan starts on low speed
c. Press START HIGH SPEED Pushbutton as generator engine load increases to 50% of
maximum kilowatt value.
- Fan speed increases to high speed.
When the second engine is started in the same side of the engine room, the second supply fan
is started on low speed. Increase fan speed as the second generator electrical load increases
to 50% of maximum kilowatt value.
6.2.2.2 VCS ENGINE ROOM SUPPLY FAN OPERATION.

Refer to Figure 6-2 for VCS fan operation. Fans are operated when the associated generator
engines are operated. Fans must be placed in REMOTE locally for VCS operation.
a. Select Engine Room Auxiliaries in the VCS Menu screen.

- VCS displays Engine Room Auxiliary screen
- Screen indicates fan status
b. Select fan icon.
- VCS displays fan control window
c. Select START LOW SPEED button.
- Fan starts on low speed.
- VCS indicates fan operating on low speed.
d. Select START HIGH SPEED button as generator engine load increases to 50% of maximum
kilowatt value.
- Fan speed increases to high speed.
- VCS indicates fan operating on high speed.
When the second engine is started in the same side of the engine room, the second supply fan
is started on low speed. Increase fan speed as the second generator electrical load increases
to 50% of maximum kilowatt value.
6-4
6.2.3 Engine Room Mechanical Ventilation System Normal Shutdown

Engine room supply fans are normally slowed or stopped with reduced engine load depending
on ambient conditions. Positive pressure must be maintained in the engine rooms when
engines are in operation.
6.2.3.1 LOCAL ENGINE ROOM SUPPLY FAN NORMAL SHUTDOWN.

a. Set fan LOCAL/OFF/REMOTE switch to LOCAL.
- Fan local control switches enabled
- VCS indicates Local control
b. Press START LOW SPEED pushbutton as generator engine load decreases to 50% of
maximum kilowatt value.
- Fan slows to low speed
c. Press STOP pushbutton after generator engine is stopped.
- Fan stops
d. Repeat above steps if two fans were on. One fan can remain on to maintain cooling of
engine room.
6.2.3.2 VCS ENGINE ROOM SUPPLY FAN NORMAL SHUTDOWN.

Fans must be place in REMOTE locally to be controlled by the VCS:
a. Select Engine Room Auxiliaries in the VCS Menu screen.

- VCS displays Engine Room Auxiliary screen
- Screen indicates fan status
b. Select fan icon.
- VCS displays fan control window
c. Select STOP button
- Fan stops
- Fire Damper springs closed
- VCS indicates stopped fan
6.2.4 Engine Room Mechanical Ventilation System Emergency Shutdown

The engine room supply fan breakers are interlocked with the CO2 release pressure switches
that trip the supply breakers when CO2 release is activated for the engine room selected.
Ventilation louvers must be closed and mechanical covers installed prior to release of CO2 to
prevent loss of CO2. CO2 release will activate a pressure switch on the CO2 pipe to the engine
room. The pressure switch is located inside the CO2 Room. The pressure switch signals the
engine room emergency stop j-box. The pressure switch is manually reset by pushing the stem.
Ventilation can be re-started after the pressure switch is reset. The pressure switch can be
activated and ventilation shut down by pulling the stem.
Refer to section 6.13 and 55531 Fire CO2 System for information on the CO2 System.
An Emergency Stop panel is installed on the Bridge near the VCS workstation. Activation of the
Emergency Stop Port or Starboard Fuel/Oil/Vent buttons shuts down the engine room
ventilation fans and closes supply fire dampers on that side of the engine room. Refer to
section 5.6.3 for a figure of the emergency stop panel and a list of equipment each control
operates. Ventilation louvers must be shut manually.
6-5
6.3 EMERGENCY GENERATOR ROOM VENTILATION

The Emergency Generator Room has an intake air louver on the aft bulkhead. An exhaust air
louver is installed on the port bulkhead. Engine radiator air is exhausted by an engine driven
fan out the exhaust louver when the engine is running. A dedicated CO2 System is installed.
The CO2 System includes a pressure switch that signals the VCS when activated. The pressure
switch stem must reset to clear the alarm on the VCS. Manual louver closures should be
installed prior to releasing CO2.
6.4 MACHINERY SPACE (BOW THRUSTER) VENTILATION

The Machinery Space (Bow Thruster) is equipped with a Hartzell Fan Inc. Model A39-M-
166AL144STFQHJ12 supply fan. The blower is capable of 2100 cfm (59,465 liters per minute
(lpm)) at 2 inches (50.8 millimeters (mm)) of water pressure. One exhaust fan is Hartzell Fan
Inc. Model A39-V-M-166AL160STFQJ2. The blower is also capable of 2100 cfm (59,465 lpm)
at 2.5 inches (63.5 mm) of water pressure. The Bow Thruster Room Exhaust Fan discharges
air through a 14 inch duct to 02 level starboard.
The fans are labeled as Bow Thruster Room fans on the Switchboard MCC in each Switchboard
Room. The single speed fans are equipped with LOCAL/OFF/REMOTE, START, and STOP
pushbuttons and RUN indicator. The circuit breakers are:
- 4S12-08 - Bow Thruster Room Supply Fan

- 4P09-08 - Bow Thruster Room Exhaust Fan
The fans can be stopped by the emergency stop panel described in 6.2.4.
6.5 OTHER VENTILATED SPACES
6.5.1 Mezzanine (Transformers) and Switchboard Room Ventilation

Forward machinery space supply and exhaust fans are mounted in round ducts on the 01 Deck
forward of the anchor windlass. Each Hartzell Fan Inc. Model A52-M-126T-STFIF2 fan is
capable of 4200 cfm (118,931 lpm) at 3 inches (76.2 mm) water pressure. The large ducts are
curved up and down to protect the duct from incoming water. Supply ducts pass through voids
outboard of the chain locker. The supply fan provides fresh air to the Machinery Space
Mezzanine Deck (2 Deck) (440 VAC transformers space). Air flows up to the Switchboard
Room (1 Deck) through the stairwell.
The forward machinery space exhaust fan exhausts air from the stairwell at the Switchboard
Rooms up to the 01 Deck Forward. The exhaust duct is insulated in the Switchboard Room.
The 440/3/60 VAC fans are powered by the Port Switchboard MCC (supply) and the Starboard
Switchboard MCC (exhaust). The circuit breakers are:
- 4P09-19 - Port Fwd Machinery Supply Fan

- 4S12-19 - Starboard Fwd Machinery Exhaust Fan
The fans can be stopped by the emergency stop panel described in 6.2.4.
6-6
6.5.2 Cargo Hold and Tank Farm Ventilation
6.5.2.1 DESCRIPTION OF CARGO HOLD VENTILATION

Ventilation for the Cargo Hold Tank Farm and Mezzanine Deck (2 Deck) pump area is provided
by two supply fans, Hartzell Fan Inc. Model #A39-M-304AL263STFIM3. The fans are capable
of 13850 cfm (392,188 lpm) at 1.6 inches (40.64 mm) water pressure. The space is protected
by CO2. Ventilation is stopped by activation of CO2. The CO2 pressure switch acts through the
Tank Farm Emergency Stop J-Box. Devices affected by the emergency stop are listed in
section 5.6.3. The Bridge Emergency Stop Panel shuts down ventilation through the J-Box, but
does not release CO2.
The fans are located in plenums between the Aft Engine Room doors and are accessed by
bolted louvers. Air from the supply plenum flows into ducts located above the liquid mud
pumps. Air flows aft through the cargo hold. Air is exhausted naturally out louvers outboard of
the bulk mud tanks on each side of the vessel. Figure 6-5 shows the Port Tank Farm Exhaust
Louver. The louver locations are shown in Figure 6-8 sheet 3 of 6. The louvers are 36 by 36
inch (91.44 x 91.44 centimeters) with downward slats to prevent ingress of water.
Air also exhausts out two round vent ducts on each side approximately 15 feet (4.572 meters)
Aft of each propulsion drive compartment watertight door. The vent ducts terminate on the
weather deck (1 Deck) to John Gjerde Aero 1.3 manual closing vents. The vents include a
check valve that closes to prevent ingress of water. Refer to 506132 AERO 1.3 Vent Valves for
more information. Refer to Figure 6-3 for Cargo Hold Vents. The eight inch (20.3 centimeter)
diameter cargo vent locations are shown in Figure 6-8 sheet 3 of 6.
The operating handle is mounted on the top of the vent. A knob under the handle is used to
lock the handle in position. The knob turns clockwise (looking down) to tighten. The knob turns
counterclockwise to loosen the handle. Pull up the handle to open the vent. Push down the
handle to close the vent.
Figure 6-3. Cargo Hold Vents.
6-7
Air can also exhaust from the Cargo Hold into the P/S Propulsion Drive Compartments. A round
duct penetrates the bulkhead. A pneumatically operated butterfly valve is installed next to each
watertight door. The ventilation valve actuator has local indication of valve position. The
indicator is red with the word “closed” when closed. The indicator is green with the word “open”
when opened. The vent valve can be locally operated by hand-wheel or by electric pushbutton.
Refer to 551215 Valve Actuator for actuator information.
Refer to Figure 6-4 for ventilation valve control switch. A switch is located on each side of the
cargo space aft, near the watertight door. The ventilation valve circuit breakers are:
- GB3B-07 - Starboard Steering Gear Ventilation Valve

- GB1B-07 - Port Steering Gear Ventilation Valve
Figure 6-4. Ventilation Valve Control Switch.
The ventilation valves can also be remotely closed from the Emergency Stop Panel. The PORT
or Starboard Steering Ventilation pushbutton closes the respective ventilation valve. Note the
watertight door must also be closed to isolate the space.
6.5.2.2 CARGO HOLD VENTILATION OPERATION

The local fan controls are located on the Port and Starboard Switchboard MCCs. The local fan
controls are LOCAL/OFF/REMOTE, START, and STOP pushbuttons and RUN indicator. Fan
start and stop pushbuttons are also located in the Cargo Hold port aft. Fans are operated
similarly to the engine room fan operation described above. The circuit breakers are:
- 4P09-16 - Port Cargo Hold/Tank Farm Supply Fan

- 4S12-17 - Starboard Cargo Hold/Tank Farm Supply Fan
6-8
Refer to Figure 6-3 for Cargo Hold Vents. To close Cargo Hold vents, PUSH lever down. To
open Cargo Hold vents, PULL lever up
Refer to Figure 6-4 for Ventilation Valve:
SET switch to CLOSED position

- Valve opens
- Green light indicates open valve
SET switch to OPEN position

- Valve opens
- Green light indicates open valve
For manual operation of Ventilation Valve:
Turn hand-wheel counterclockwise to open

- Local indicator indicates green “open”
Turn hand-wheel clockwise to close

- Local indicator turns “red”
6.5.2.3 EMERGENCY STOP OF CARGO HOLD VENTILATION

The fans can be stopped by the emergency stop panel described in 5.6.3. The operator can be
closed by hand-wheel or by loss of air pressure. Vent and louvers can be closed locally if
necessary.
6.5.3 PROPULSION DRIVE COMPARTMENT VENTILATION

The propulsion drive compartments are equipped with two Hartzell Fan Inc. Model A38-M206-
W-STF1H3 exhaust fans. The fans are capable of 1850 cfm (52,386.166 lpm) at 1 inch (25.4
mm) of water pressure. Fans are mounted on both aft outboard sides of the space. Air
exhausts to weather through louvers on the main deck.
The local fan controls are LOCAL/OFF/REMOTE, START, and STOP pushbuttons and RUN
indicator. The controls are located on the Pump MCCs. The circuit breakers are:
- 4P11-04 - Steering Flat Exhaust Fan Port

- 4S10-03 - Steering Flat Exhaust Fan Starboard
The fans can be stopped by the emergency stop panel described in 5.6.3. An escape hatch on
each compartment must be manually closed to isolate the space. The drive compartments do
not have intake vents. Drive compartment exhaust fans should only be operated when the
respective cargo hold ventilation valve is open, or escape hatch is open.
6.6 MISCELLANEOUS VENTILATION COMPONENTS

Ventilation of air conditioned and non-air conditioned spaces includes louvers and electrically
operated fire dampers. Some manually positioned dampers are also installed in ducts. Galley
Hood ventilation is described in 6.29.3 Range Hood.
6-9
6.6.1 Louvers
Louvers provide for of fresh air and exhaust air from the vessel. Louvers are designed with
downward slots to limit water spray from entering plenums and ducts. Louver covers include a
hook to hold a cover open. Nuts and bolts provide a means of closing louvers in rough seas or
to isolate the space in case of fire. Figure 6-5 shows the Port Tank Farm Exhaust Louver. The
inside of this louver can be seen looking up at the outboard side of the Bulk Mud Tanks.
Figure 6-5. Louver with Manual Closure.
6.6.2 Fire Dampers

Wozair LFD fire dampers are installed on fan ventilation and air conditioning ventilation ducts.
Fire dampers prevent the spread of fire through bulkheads. Fire dampers are electrically
opened and spring closed. An integral thermal trip opens damper power contacts at 162 F (72
C). Two fixed internal micro-switches indicate damper open or closed position. Fire dampers
can be locally operated by hand crank and fixed in open or closed position by a locking
mechanism. The locking mechanism can be released by the hand crank or automatically with
restoration of 120/1/60 VAC. A visual indicator shows blade position. A test switch is installed
to simulate loss of electric power and test damper closing. Refer to 51313 Fire Damper for
more information.
Fire damper switches near dampers and emergency ventilation stops acting through relay
panels. Refer to section 5.6.3 for a figure of the emergency stop panel and a list of equipment
each control operates. A fire damper switch and an emergency stop are shown in Figure 6-6.
Fire damper power sources are:
- 2P02-01 - Ventilation Dampers & Ventilation E-Stop Panel

- 2P05-19 - Port Engine Room Fire Dampers
- 2P06-19 - Starboard Engine Room Fire Dampers
- E14 - Fire Dampers Fo’c’sle and Accommodation Deck
- E02-16 - Fire Dampers Pilothouse
6-10
Each AHU has a manually operated fresh air damper, Close the fresh air louver and manually
operated damper at the AHU to isolate the duct from fresh air.
Figure 6-6. Fire Damper Switch and Emergency Stop.
6.7 HEATING, VENTILATION AND AIR CONDITIONING SYSTEM

This section refers to air conditioned and heated spaces. Refer to drawing HVAC Duct D1-155-
ESG and Figure 6-9.
The following technical manuals provide information on air conditioning equipment:
- 51421 - HVAC System

- 5142213 - 40RU AHU
- 51313 - Fire Damper
6.7.1 HVAC System Description

Air conditioned spaces are cooled by Air Handling Units (AHU) provided with refrigerant by
Condensing Units (CU). Electric Duct Heaters (DH) are mounted on the discharge air duct of
AHUs. DHs, AHUs and CUs are operated by a single thermostat control.
A fresh air louver is located near each AHU at weather. The louver cover can be closed and
bolted shut. A manually positioned fresh air damper and filter are located at each AHU. Air
returns to AHUs through grilles in the passage. Small ventilation fans are used to exhaust air
from water closets (WC). The intake damper is positioned to provide make-up air compensating
for air exhausted by the WC exhaust fans. A pressure differential between inside and outside of
the house indicates need for damper positioning.
Fire dampers are installed on each AHU return air inlet duct and on each AHU discharge air
duct. The dampers can be shut locally or remotely. Fire damper switches are located inside
and outside of each AHU room. The switches are the same as shown in Figure 6-6. Switch
locations are shown in Figure 6-9. AHU supply (discharge) ducts are thermally insulated and
sealed to prevent spread of smoke between spaces.
6-11
AHUs 1 through 4 are located inside their own spaces. AHU 5 and AHU 6 are located in the
Galley and Pantry overhead. AHU 7 and AHU 8 are located inside the switchboard rooms, and
do not include fire dampers. AHU 7 and AHU8 supply ducts are not insulated.
6.7.1.1 AIR HANDLING UNITS

Some AHUs are labeled as Fan Coil Units (FCUs). These units contain evaporator coils,
refrigerant controls, and fans to distribute air through ducts to the spaces served. Electric DHs
are installed in ducts to provide heat. Fire dampers are installed on the inlet duct and the outlet
duct of each AHU. Fire damper switches are located near each AHU. Refer to section 6.6.2 for
information on the fire damper switches. Emergency stops are located in the space served.
The emergency stops de-energize AHU fans when activated. Refer to section 5.6 for a list of
emergency stops and devices shut down when the stop is activated. One thermostat controls
the functions of each AHU. AHUs are listed in Table 6-1.
Table 6-1. Air Handling Units.
AHU Number Space Manufacturer Model Capacity in Circuit

Served cfm / BTU/h Breaker
AHU-1 04 Deck Port Carrier FB4CNF060 2000 / 60000 2P04-01
and Electrical
Equipment
Room 03
Deck
AHU-2 04Deck Carrier FB4CNF060 2000 / 60000 2P04-02
Starboard
and Electrical
Equipment
Room 03
Deck
AHU-3 01 Deck Carrier 40RU08 3000 / 90000 4Q-03
AHU-4 02 Deck Carrier 40RU08 3000 / 90000 4Q-05
AHU-5 Galley First 30HX0-240 990 / 60000 2P09-12
Company
AHU-6 Pantry First 18HX0-240 705 / 36000 2P10-07
Company
AHU-7 Switchboard Carrier 40RU12 4000 / 2P05-06
Room Port 120000
AHU-8 Switchboard Carrier 40RU12 4000 / 2P06-07
Room 120000
Starboard
All AHUs are controlled by digital programmable thermostats with temperature display, fan on
digital indication, and green power indicating light. Thermostats are located in the Bridge (2), 01
Deck Passage, 02 Passage, Galley, Pantry, and in the port and starboard Switchboard Rooms.
Refer to Figure 6-7 for all AHU thermostats. The control pushbuttons are:
- Mode (COOL/AUTO/OFF/HEAT)
- Fan (ON/OFF/AUTO)
- Up (set temperature higher)
- Down (set temperature lower)
6-12
Figure 6-7. AHU Thermostat.
6.7.1.2 CONDENSING UNITS

All CUs are mounted in weather on the aft end of the 01, 02, and 05 levels. The CUs are fan
driven air cooled units using R-410A. The CU contains a refrigeration compressor; suction
accumulator, one or two capacitive start electric fans, condenser coil, associated refrigerant
piping, suction valve, liquid valve, and a control box. High and low, pressure safeties are
contained inside the control box. Bolted panel allow access to the devices. When powered the
CUs run automatically per the AHU refrigerant demand. Disconnect switches are mounted
adjacent to each CU. Refer to Table 6-2 for CU information.
Table 6-2. Condensing Units.
CU Number Location Area Served Leblanc Model Circuit Breaker

CU-1 05 Deck 04 Deck Port CSA060A-3 4P10-06
and Electrical
Equipment
Room 03 Deck
CU-2 05 Deck 04 Deck CSA060A-3 4S11-08
Starboard and
Electrical
Equipment
Room 03 Deck
CU-3 02 Deck Port 01 Deck CSA090A-3 4Q-02
CU-4 02 Deck Center 02 Deck CSA060A-3 4Q-04
CU-5 02 Deck Galley and CSA090A-3 4Q-06
Starboard Pantry
CU-6 01 Deck Switchboard RM CSA120A-3 4P09-09
Port
CU-7 01 Deck Switchboard RM CSA120A-3 4S12-10
Starboard
6.7.1.3 ELECTRIC DUCT HEATERS

Indeeco electric duct heaters provide heat through AHU served ducts. All DHs include both
automatic and manual reset thermal cutouts with on/off operation controlled by the associated
6-13
thermostat. An airflow switch de-energizes heat elements when airflow is insufficient. The AHU
fan must provide airflow for the DH to work. A disconnect switch is mounted on each DH control
box. The heat elements are mounted with the control box. DHs are powered by 440/3/60 VAC.
Table 6.3 lists duct heaters. DH3 and DH-4 share circuit breakers with their AHUs.
Table 6-3. Electric Duct Heaters.
DH Number Serves Kilowatt Circuit Breaker

Capacity
DH-1 04 Deck Port 5 4P10-07
DH-2 04 Deck 5 4S11-09
Starboard
DH-3 01 Deck 10 4Q-05
DH-4 02 Deck 15 4Q-03
The switchboard rooms AHUs do not have duct heaters.
6.7.1.4 VENTILATION FANS

The Galley Hood is served by a supply and exhaust fan. The supply fan is located in the
overhead of the Galley. The exhaust fan is located in the overhead of the Pantry. The hood
supply intake louver is located to port of the Chief Engineer’s stateroom. The hood exhaust fan
discharges to weather Aft of the Emergency Generator Room. Refer to section 6.29.3 Range
Hoods for fan information.
Sanitary Exhaust (SE) Fans exhaust air from water closets to weather. Fans are listed in Table
6-4. The Bridge WC and Switchboard Room WC exhaust fans are household type toilet
exhaust fan operated by light type switch inside the WC. SE-1 and SE-2 do not have controls,
are on when their associated circuit breakers are closed. The sanitary exhaust fans are not
controlled or indicated on the VCS.
Table 6-4. Sanitary Exhaust Fans.
Fan Manufacturer / Model Serves Capacity in CFM Circuit Breaker

SE-1 Fantech / FG-6 02 Deck WCs 270 2P02-08
SE-2 Fantech / FG-6 01 Deck WC’s 270 2P02-09
SE-3 Broan-Nutone / 688 04 Deck 50 2P04-10
SE-4 Broan-Nutone / 688 Switchboard Room WC 50 2P06-05
6-14
6.7.2 HVAC System Operation

Operation of the HVAC (heating, ventilation and air conditioning) System consists of aligning
power to the AHU, DH, CU, and setting thermostat controls. Thermostats are powered from the
AHU control panels. Fire damper circuit breakers must be closed, fire damper switches not set
to close, and emergency stop not activated/reset.
To start:
a. Close CU circuit breaker and disconnect switch

b. Close AHU circuit breaker and disconnect switch
c. Close DH circuit breaker and disconnect switch
d. Set thermostat mode
- Select COOL for air conditioning
- Select HEAT for heating
- AUTO can be set to control both heating and cooling if desired.
- FAN mode can be set to ON or AUTO. ON will provide for continuous recirculation.
e. Set Temperature
1. Press UP arrow to raise set temperature
2. Set DOWN arrow to lower set temperature
- CU or DH starts per temperature setting.
To stop:
a. Set thermostat Mode and fan to OFF
- AHU Fan stops

- DH de-energizes if on
- CU compressor stops
b. Open circuit breakers for long term shutdown
Filters must be replaced periodically and AHU coils and interiors cleaned per the maintenance
schedule.
6.7.3 HVAC System Emergency Shutdown

The HVAC devices can be shutdown by local fire damper switches, shutdown switches, and the
Emergency Stop panel. Circuit breakers can be opened at power panel or MCCs.
a. To close fire damper: PRESS red STOP pushbutton on Fire Damper Switch
- Fire damper closes
- Closed red light illuminates
b. To reset and open damper: PULL out red STOP pushbutton on Fire Damper Switch
Refer to section 5.6.3 for more information.
6-15
Intentionally Blank
6-16
Figure 6-8. Machinery Ventilation (Sheet 1 of 6).
6-17
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6-18
6-19
Intentionally Blank
6-20
6-21
Intentionally Blank
6-22
6-23
Intentionally Blank
6-24
6-25
Intentionally Blank
6-26
6-27
Intentionally Blank
6-28
Figure 6-9. Air Conditioning Diagram (Sheet 1 or 4).
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Intentionally Blank
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6-33
Intentionally Blank
6-34
6-35
Intentionally Blank
6-36
6.8 COMPRESSED AIR SYSTEM
6.8.1 Ship Service Compressed Air System Description

The Ship Service Compressed Air System is equipped with three Quincy Model D350, 2
cylinder, 2 stage air compressors. Two compressors are located in the port side Engine Room
with one located outboard and one near the centerline. The third is located in the Starboard
side Engine Room on the outboard side. One 240-gallon (908 l) start air receiver is located on
outboard sides of both Engine Rooms, for a total of two. An additional 80-gallon (303 l) control
air receiver is located on the Mezzanine Deck, Starboard side at FR 27. The air compressors
supply the service and starting air systems and associated equipment. Each compressor
produces 33.4 actual cubic foot per minute (acfm) (946 actual lpm) of compressed air at 175 psi
(12 bar). Compressed air is stored in the start air receivers at 175 psi (12 bar) and in the
secondary receiver at 125 psi (8.6 bar). The receivers can be isolated from the discharge
header with the receiver isolation valves in the event of an equipment failure. One compressor
can be used to supply the air systems (at reduced capacity). Manual drains are fitted on each
receiver. A relief valve set at 200 psi (13.8 bar) is fitted on each start air reservoir and air
compressor to prevent over-pressurization. The relief valve for the secondary air receiver is set
at 140 psi (9.6 bar). Refer to Figure 6-10 for an illustration of the Compressed Air System.
Refer to HSC 551521 for a complete description and operating instructions.
The Compressed Air System is used to supply two MDG starters, remotely operated valves, air
horn, pneumatic lube oil pumps, Seachest blow downs, and tool stations. Each supply is fitted
with an isolation valve. Care must be taken to isolate and vent the system when performing
maintenance on the Compressed Air System due to the large amount of compressed air
contained in the starting system piping.
The control air receiver provides an isolated air supply for operation of the emergency shut off
valves (refer to 5.6.3). It is isolated by a check valve on the inlet of the receiver that maintains
air pressure in the receiver. Solenoid valves (24 VDC) are provided at the outlet of the control
air receiver. The solenoid valves are normally closed and open to provide emergency shut
down at critical valves. When energized by the emergency shutdown (ESD) switches, the
valves open and supply air to actuate the valves and shut off the fuel flow from the following
locations:
- FO Day Tank (P) High Suction

- FO Day Tank (P) Low Suction
- FO Day Tank (S) High Suction
- FO Day Tank (S) Low Suction
- FO Day Tank Transfer (P) Suction
- FO Day Tank Transfer (S) Suction
One of the solenoids feeds an ESD header that closes the following:
- Cargo Fuel Oil Tanks suction and discharge (P/S): eight valves
- Fuel Oil/Liquid Mud Tanks suction and discharge (P/S): eight valves
- Steering Gear Flat Ventilation Valve (P/S): one valve each side
- Ship’s Fuel Oil Tank #2 Transfer suction (P/S): one valve each side
6-37
The emergency shutdown header is isolated from the normal control air system by a check
valve and a 1-1/2-inch ESD isolation valve. The valve should be closed when the vessel is in
operation to ensure the control air receiver is available for emergency operation.
Each compressor’s motor controllers are fitted with an ON/OFF master switch, an ON indication,
an OFF indication and a LOCAL/OFF/REMOTE switch. The selector switch LOCAL position is
not active in this application and should be disregarded. The OFF position stops the
compressor. REMOTE permits operation of the compressor from the MCC. Under normal
operation, the compressor will start and stop automatically dependent on the pressure switch
setting and system pressure.
The VCS will alarm if the Compressed Air System pressure drops below 140 psi as indicated on
the pressure gauges on the air receivers.
6.8.2 Compressed Air System Operation
WARNING
Compressed air can be hazardous and deadly. Care should be

taken to prevent injury and death by ensuring system integrity and
that the system has completely discharged prior to performing any
maintenance.
The Compressed Air System operation consists of opening the following valves:
- Air Compressor No. 1 Discharge Valve

- Port Air Receiver Inlet Valve
- Port Air Receiver Outlet Valve
- Port Air Dryer Discharge Valve
- Starboard Air Receiver Inlet Valve
- Starboard Air Receiver Outlet Valve
- Starboard Air Dryer Discharge Valve
- Main Engine No. 2 Start Air Supply (normally open except for maintenance)
- Main Engine No. 4 Start Air Supply (normally open except for maintenance)
- Pressure Reducing Station Supply Valve
- Pressure Reducing Station Discharge Valve
- Secondary Air Receiver Supply Valve
- Port Deck Service Air Supply Isolation Valve
- Starboard Deck Service Air Supply Isolation Valve
It should be noted that:
- ESD isolation valve between ESD header and control air header should be closed when
vessel is in operation to ensure isolation of control air receiver
- Isolation valves for gauges and pressure switches will be open except for maintenance.
- Pneumatic lube oil pump air supply valves will be closed except during use.
- Tool station valves are closed except during use.
6-38
- Air receiver moisture drains (3) are closed except for purging moisture.
- Air dryers are equipped with automatic moisture drains.
The air compressors are powered from the following sources:
- Air Compressor No. 1: EMERGENCY MCC on 1.5-4EP09-02

- Air Compressor No. 2: Starboard PUMP MCC on 1.12-4S11-14
- Air Compressor No. 3: PORT PUMP MCC on 1.10-4P10-01
The motor controller is equipped with a LOCAL/OFF/REMOTE switch. The air compressor
motor controller is normally placed in REMOTE, which is selected at the appropriate MCC.
When set to REMOTE, the compressors will cycle on and off as controlled by the pressure
switches to maintain air pressure of 175 psi (12 bar) in the system. Normally all three
compressors are online in a lead/lag configuration and automatically cycling on and off
depending on air system load. The lead compressor will come online at 150 psi (10.34 bar) and
those set to lag will energize at 140 psi (9.65 bar). All compressors are set to cycle off at 175
psi (12 bar).
6.8.3 Compressed Air System Emergency Operation

In the event of a loss of a compressor or receiver, isolate the failed equipment from the supply
header. System capacity is reduced but the Compressed Air System is still operable.
WARNINGS
Do not over-pressurize the system piping or receivers. Pressure

must be kept below 200 psi (13.8 bar). Damage to equipment and
personnel injury will occur.
Do not operate with a defective pressure switch unless it is

necessary to prevent over-pressurizing the system piping or
receivers. Damage to equipment and personnel injury will occur.
In the event of a pressure switch failure, the air compressors can be operated by cycling the
control switch on the applicable MCC from OFF to the REMOTE position in order to maintain
receiver pressure at 175 psi (12 bar). Maintain contact with personnel near the compressor to
ensure system is not allowed to over pressurize. Switch controller back to the OFF position as
soon as pressure is 175 psi (12 bar) or less.
6.8.4 Air Dryer Description and Operation

The Compressed Air System is equipped two LA-MAN 140-250SCFM extractor/dryer filter units.
One is provided on the discharge piping on each of the starting air receivers to ensure the air
delivered throughout the ship is free of particulates and moisture. The operation of the dryer
units is automatic and only requires semi annual servicing to maintain air quality.
6-39
Intentionally Blank
6-40
Figure 6-10. Compressed Air System (Sheet 1 of 2).
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Intentionally Blank
6-42
Figure 6-10. Compressed Air System (Sheet 2 of 2).
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Intentionally Blank
6-44
6.9 FRESHWATER COOLING SYSTEM
6.9.1 Freshwater Cooling System Description

All the water cooled equipment on this ship is equipped with dedicated WEKA freshwater box
coolers except the emergency diesel generator which is radiator cooled. The coolers are
located below the waterline on the port and Starboard sides. Refer to Figure 6-11 for an
illustration of the cooler locations. The stern thruster electric motor/thruster lube oil coolers are
not shown on the illustration but are located at FR 101 in dedicated recesses on the port and
starboard sides of the hull. A schematic of the Freshwater Cooling System is provided in Figure
6-13. Refer to HSC 25611 for specific information regarding installation and maintenance of the
WEKA box coolers.
An expansion tanks is provided for each box cooler circuit. The expansion tanks are located in
the overhead of the engine rooms for all but the propulsion drive motor components. The stern
thruster electric motor/thruster lube oil cooler expansion tanks are located in the Propulsion
Drive Compartment (P/S). The level of the expansion tanks is verified locally with the sight
glass provided on the end of the tank or remotely on the VCS. Fluctuations in expansion tank
levels will indicate leakage in or out of the freshwater circuit. Potable water makeup water is
piped to each of the expansion tanks and is added to the tank through a vacuum breaker by
opening the water supply valve. A vacuum breaker prevents cooling water in the expansion
tanks from contaminating the Potable Water System.
MDGs and generator end cooling systems require a minimum 25% glycol plus Cummins
corrosion inhibitor at Cummins recommended levels. It is recommended that an anti-corrosion
additive and 25% glycol be used in all the Freshwater Cooling System to prevent deposits in the
system components and piping. It is also essential to test the cooling water periodically to
ensure an adequate concentration of the anti-corrosion chemical is present in the freshwater
coolant. Note that the additive is added to the equipment expansion tanks and not to the
Potable Water System. Upon completion of equipment maintenance, it is critical to properly
treat the coolant water with the correct quantity of additive to prevent problems created by over
or under concentration.
6-45
Figure 6-11. Box Cooler Arrangement.
The following equipment is cooled with the WEKA box coolers:
- Propulsion Switchgear Cooling (P/S), cooler model 10P6-1200

- Generator End (2P/2S), cooler model 6P6-1350
- Generator Engine, High Temp (HT) (2P/2S), cooler model 10P6-1100
- Bow Thruster (P/S), cooler model 10P8-1200
- Generator Engine, Low Temp (LT) (2P/2S), cooler model 10P10-1450
- Bulk Mud Compressors (P/S), cooler model 6P8-1400
- Stern Thruster Electric Motor/ Lube Oil (P/S), cooler model 8P6-1150 (not shown)
6-46
Each of the cooling circuits is equipped with a dedicated pump to circulate the water through the
machinery cooling circuit and the box cooler. The low temp and high temp pumps for the MDGs
are mechanically engine driven off the engines. All the remaining cooling pumps are electrically
driven including the generator end cooling pumps.
The box coolers and cooling piping are protected from corrosion by WEKA Protector Type “T”
electronic modules. Each box cooler is protected by a dedicated module. The modules are
powered by internal batteries that are not user serviceable and require replacement of the
modules at 5-year intervals. An indicator light will flash on the module every two minutes that
indicates proper operation. The modules are located in a group in the Aft corner of each Engine
Room, port and starboard sides. Figure 6-12 shows the installation arrangement located on the
starboard side of the vessel.
Figure 6-12. WEKA Protector Module Arrangement.
6.9.2 Freshwater Cooling System Operation

Operation of this system consists of verifying suction and discharge valves from the equipment
cooling pumps are open, verifying box cooler supply/return valves are open, and expansion tank
supply valves are open. The makeup water supply valves will be closed unless adding water to
the expansion tank.
6.9.2.1 PROPULSION DRIVE MOTOR FRESHWATER COOLING

To align and operate the propulsion drive motor freshwater cooling proceed as follows:
a. Verify cooling pump suction and discharge valves are OPEN.

b. Verify box cooler inlet and outlet valves are OPEN.
c. Verify breaker for circulating pump is closed and set to REMOTE.
6-47
- Propulsion Motor Cooling Pump No. 1 (Stern Thruster Electric Motor and Lube Oil
Cooling, Port): PORT CARGO MCC 1.8 - 4P11-03
- Propulsion Motor Cooling Pump No. 2 (Stern Thruster Electric Motor and Lube Oil
Cooling, Starboard): Starboard CARGO MCC 1.8 - 4S10-04
d. Verify expansion tank outlet valve is OPEN (should be locked OPEN).
e. Verify adequate level in expansion tank and top off as needed.
f. When propulsion drive starts up, verify cooling pump is in operation. Operate with
LOCAL control as required if pump fails to automatically start.
g. Check for leaks. Stop and repair leaks before continuing.
h. This system is normally left aligned for operation except for maintenance.
6.9.2.2 PROPULSION SWITCHGEAR FRESHWATER COOLING

To align and operate the propulsion switchgear freshwater cooling proceed as follows:

c. Verify propulsion convertor heat exchanger inlet and outlet valves are OPEN.
d. Verify propulsion transformer heat exchanger inlet and outlet valves are OPEN.
e. Verify breaker for circulating pump is closed and set to REMOTE.
- Propulsion Cooling Water Pump No. 1: PORT PUMP MCC 1.12 - 4P10-09
- Propulsion Cooling Water Pump No. 2: Starboard PUMP MCC 1.7 - 4S11-04
f. Verify expansion tank outlet valve is OPEN (should be locked OPEN).
g. Verify adequate level in expansion tank and top off as needed.
h. When propulsion drive starts up, verify cooling pump is in operation. Operate with
LOCAL control as required if pump fails to automatically start.
i. Check for leaks. Stop and repair leaks before continuing.
j. This system is normally left aligned for operation except for maintenance.
6.9.2.3 GENERATOR ENGINE FRESHWATER COOLING

To align and operate the generator engines freshwater cooling proceed as follows:
a. Verify LT loop box cooler suction and discharge valves are OPEN.
b. Verify HT loop box cooler suction and discharge valves are OPEN.
c. Verify supply valve from expansion tank to LT loop is OPEN.
d. Verify supply valve from expansion tank to HT loop is OPEN.
e. Verify expansion tank outlet valve is OPEN (valve should be locked OPEN).
f. Verify adequate level in expansion tank and top off as needed.
6-48
h. Repeat steps a. through g. for remaining engines.

i. These systems are normally left aligned for operation except for maintenance.
6.9.2.4 GENERATOR END FRESHWATER COOLING

To align and operate the generator end Freshwater Cooling System proceed as follows:

c. Verify expansion tank outlet valve is OPEN (should be locked OPEN).
f. Verify supply valve from expansion tank to generator cooling loop is OPEN.
g. Verify generator end heat exchanger valves are OPEN.
h. Verify breaker for generator end circulating pump is closed and set to REMOTE.
- Generator Circulating Pump Port No. 1: PORT SWBD MCC 1.3 - 4P09-13
- Generator Circulating Pump Port No. 2: PORT SWBD MCC 1.4 - 4P09-14
- Generator Circulating Pump Stbd No. 1: Starboard SWBD MCC 1.3 - 4S12-14
- Generator Circulating Pump Stbd No. 2: Starboard SWBD MCC 1.4 - 4S12-15
i. When generator starts up, verify cooling pump is in operation. Operate with LOCAL
control as required if pump fails to automatically start.
j. Check for leaks. Stop and repair leaks before continuing.
k. Repeat steps a. through j. as needed for remaining generator ends.
l. These systems are normally left aligned for operation except for maintenance.
6.9.2.5 BOW THRUSTER FRESHWATER COOLING

To align and operate the bow thruster Freshwater Cooling System proceed as follows:

c. Verify bow thruster transformer heat exchanger valves are OPEN.
d. Verify bow thruster converter heat exchanger valves are OPEN.
e. Verify bow thruster motor heat exchanger valves are OPEN.
f. Verify breaker for circulating pump is closed and set to REMOTE.
- Bow Thruster Circulating Pump No. 1: PORT PUMP MCC 1.13 - 4P10-11
- Bow Thruster Circulating Pump No. 2: Starboard PUMP MCC 1.9 - 4S11-06
g. Verify expansion tank outlet valve is OPEN (should be locked OPEN).
h. Verify adequate level in expansion tank and top off as needed.
i. When thruster drive starts up, verify cooling pump is in operation. Operate with LOCAL
6-49
j. Check for leaks. Stop and repair leaks before continuing.

k. Repeat steps a. through j. for remaining equipment as needed.
l. These systems are normally left aligned for operation except for maintenance.
6.9.2.6 BULK MUD COMPRESSORS FRESHWATER COOLING

To align and operate the bulk mud compressors freshwater cooling proceed as follows:

c. Verify breaker for circulating pump is closed and set to REMOTE.
- Bulk Mud Compressor Circulating Pump No. 1 (fed from Bulk Mud Compressor No. 1
power source): Starboard SWBD, circuit 4S06
- Bulk Mud Compressor Circulating Pump No. 2 (fed from Bulk Mud Compressor No. 2
power source): Port SWBD, circuit 4P06
d. Verify expansion tank outlet valve is OPEN (should be locked OPEN).
f. When compressor starts up, verify cooling pump is in operation. Operate with LOCAL
h. Repeat steps a. through g. for remaining equipment as needed.
i. These systems are normally left aligned for operation except for maintenance.
6-50
Figure 6-13. Freshwater Cooling System.
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Intentionally Blank
6-52
6.10 FIREMAIN SYSTEM
6.10.1 Firemain System Description

The Firemain System for onboard fire fighting is equipped with two pumps, Main Fire Pump
(Pump No. 2) and Emergency Fire Pump (Pump No. 1). Both pumps are Desmi Model S80-70-
175NA/A02 18 kW fire pumps (185 gpm @ 74 psi (700 lpm @ 5.1 bar)) and the vessel is
equipped with fire hoses, nozzles, and associated firemain valves and piping. The Main Fire
Pump is located in the forward end of the Tank Farm area. Suction for the Main Fire Pump can
be from the port or starboard Seachest on a high or low suction, bilge manifold and/or from the
ballast water tanks. The Main Fire Pump discharge may also be aligned to fill the ballast tanks
as needed.
The Emergency Fire Pump located in the Forward Machinery Space/Bow Thruster Room can
only take suction from the dedicated Seachest in the Forward Machinery Space. The
Emergency Fire Pump is configured to discharge into the firemain piping but may be aligned to
fill ballast tanks.
Both fire pumps are protected with a suction simplex strainer in their 4-inch supply piping. The
strainers are configured with a butterfly bypass valve in case the strainer clogs during fire
fighting operations. The strainers should be cleaned regularly. The bypass should only be used
in an emergency and returned to the closed position at the earliest opportunity to restore proper
operation of the system. All Seachests feature compressed air blow down to clear the seachest
of debris.
A 2-1/2-inch flanged international shore connection, located on main deck on the port side of the
house, can be used to supply firefighting water or to flush the firemain with fresh water.
The fire pumps may be operated at local control stations adjacent to each pump, from the MCC
that powers it, at the VCS locations, and at the push button control location in the Pilothouse.
Emergency Fire Pump No. 1 is supplied with 440 VAC/3 ph/60 Hz power on circuit 1.2-4EP09-
01 from the Emergency MCC, located in the Emergency Generator Room. Main Fire Pump No.
2 is powered with circuit 1.15-4P10-13 from the Port Pump MCC, located on the Mezzanine
Deck.
The firemain supplies the fire stations located throughout the ship. Table 6-5 provides a list of
the fire stations and identifies the locations.
Table 6-5. Fire Station Identification.
Fire Station Location

Number
1 03 Weather Deck, FR 39, Port
2 02 Deck, FR 14, Centerline
3 02 Deck, FR 27, Centerline, Interior
4 Fo’c’sle Deck, FR 40, Port
5 Fo’c’sle Deck, FR 21, Centerline, Interior
6 Main Deck, FR 57, Port
7 Main Deck, FR 71, Starboard
6-53
Fire Station Location

Number
13 Mezzanine Deck, FR 33, Port
14 Bow Thruster Space, FR 15, Port of Centerline
15 Cargo Hold, FR 45, Port
16 Cargo Hold, FR 70, Centerline
17 Cargo Hold, FR 100, Port
18 Cargo Hold, FR 100, Starboard
19 Propulsion Drive Compartment, FR 124, Port
20 Propulsion Drive Compartment, FR 124, Starboard
Each fire station is equipped with a 50-foot hose, spanner wrench, and nozzle. Refer to Figure
6-14 for an illustration of the Firemain System layout.
6.10.2 Firemain System Normal Operation

Operation of the Firemain System consists of manually aligning the fire system valves and
starting the fire pumps locally at the pumps, at the MCC controls, remotely at the VCS, or
remotely in Pilothouse.
WARNING
Operation of these systems may cause the pumping of

contaminated water overboard. In non-emergency operations,
personnel shall double check valve alignment prior to pumping.
CAUTION
Do not run pumps in a deadheaded condition (all discharge valves

closed). This installation does not have a recirculating line or
small line discharging overboard. Overheating may occur,
resulting in pump damage and/or seal failure.
Normal valve alignment is detailed in Table 6-6, Valve Alignment Table as "Normal Supply to
Firemain". All fire station valves are normally closed except those in use. Normal alignment
consists of using either of the dedicated fire pumps to supply the firemain. The valve alignment
for “Normal Supply to Firemain” is the normal condition for the system piping and should be
restored after using the piping system for other functions.
6-54
Table 6-6. Firemain Valve Alignment.
Valve Description Normal Supply Firemain to

to Firemain Ballast System
FP #1 (Emergency) Seachest Suction Locked Open Locked Open
FP #1 (Emergency) Strainer Bypass X X
FP #1 (Emergency) Discharge Locked Open Locked Open
Sea Suction/Strainer Inlet (refer to Ballast drawing at O O
least one inlet/outlet must be OPEN to supply seawater)
Sea Strainer Outlet (refer to Ballast DWG, at least one O O
inlet/outlet must be OPEN to supply seawater)
BF #1 Ballast/Fire Supply (refer to Ballast drawing) O O
FP #2 Suction Locked Open Locked Open
FP #2 Strainer Bypass X X
FP #2 Discharge Locked Open Locked Open
BF #4 Firemain Pressure to Ballast System (refer to X O
Ballast DWG)
BF #5 Ballast Overboard, Port (refer to Ballast drawing) X OAR
BF #6 Ballast Overboard, Starboard (refer to Ballast X OAR
drawing)
Ballast Suction Header to Firemain Isolation (refer to X O
Ballast DWG)
International Shore Connection Isolation Valve (OPEN X X
to supply firemain from pier side supply)
Forward Firemain Isolation Valve (for FP #1) O O
Firemain Isolation Valve (for FP #2) O O
Isolation Valve for FS #20 (Prop Thr Compt, Starboard) O O
Isolation Valve for FS #19 (Prop Thr Compt, Port) O O
Fire Station Supply Valves (FS #1 through 20) OAR OAR
Legend: O-Open, X-Closed, OAR-Open as Required
6.10.2.1 NORMAL SUPPLY TO FIREMAIN ALIGNMENT

The “Normal Supply to Firemain” is the normal operational alignment. Note that without an
open hose station, the fire pump will be dead headed. Operation of a deadheaded pump will
cause damage to the pump. This alignment allows immediate starting of both fire pumps from
any location to supply pressurized water to the firemain. It is critical to have the Bilge System
aligned for dewatering in case of fire to discharge fire fighting water. It should be part of
operational readiness to verify valve alignment of the Bilge System in addition to the firemain
alignment. Refer to the Bilge/Ballast System portion of this manual for additional and specific
information.
6.10.2.2 FIREMAIN TO BALLAST SYSTEM

The “Firemain to Ballast System” alignment should be used in the event the ballast pump is not
operational. The Main Fire Pump is aligned to take suction from either the Ballast System or the
Seachest and may discharge to the ballast tanks or overboard through the Ballast System
overboard valves. Refer to the Ballast System section of this manual for guidance regarding
ballasting operations for the vessel.
6-55
6.10.2.3 SHORE CONNECTION

The shore connection can be used for added safety or when electrical power is not available.
The shore connection isolation valve should not be opened unless firemain pressure is required.
6.10.2.4 EMERGENCY OPERATION

Either fire pump can be used to pressurize the firemain. Fire Pump No. 1 (Emergency) can be
powered directly by the EDG through the Emergency Switchboard. Bypass valves can be used
to bypass the pump suction strainers in the event a strainer is clogged. Upper or lower
Seachest connections can also be selected in the event of fouling of the seachests. Isolation
valves (4 total) can be used to isolate firemain piping in case of damage.
A shore connection can be used to supply firemain pressure.
6-56
Figure 6-14. Firemain System (Sheet 1 of 3)
6-57
Intentionally Blank
6-58
6-59
Intentionally Blank
6-60
6-61
Intentionally Blank
6-62
6.11 BILGE AND BALLAST SYSTEM GENERAL INFORMATION

The vessel's Bilge and Ballast System is provided to dewater various compartments and voids
and de-ballast as well as provide seawater for ballast. The system is comprised of two separate
bilge and ballast de-watering systems.
A machinery space Bilge System is dedicated to dewater voids, bow thruster room and port and
starboard propulsion drive compartments. This system includes two dedicated bilge pumps
(260 gpm @62 psi (0.98 m3/min @ 4.28 bar)), simplex strainers, a four-inch bilge manifold and
an oily water waste tank. A Cargo Hold Bilge System is dedicated to dewater the cargo hold
area and includes one dedicated bilge pump (185 gpm @ 60 psi (0.7 m3/min @ 4.13 bar)), a
simplex strainer, a four-inch manifold and a Cargo Pump Room Residue Tank. An assortment
of pneumatically operated butterfly valves, manually operated butterfly valves, check valves and
associated piping provide for the de-watering of selected spaces for each system. The two
Bilge Systems can not be cross connected except for connecting to the overboard discharges.
A schematic of the Bilge and Ballast System is included as Figure 6-15. Refer to section 6.22
for specific information and guidance concerning the Oily Waste System.
During normal operations, the machinery space bilge water is pumped to Oily Waste Tank for
subsequent treatment via an oily water separator (OWS) prior to overboard discharge and to the
waste oil tank. There are open deck drains, located in the aft corners of the engine rooms that
drain directly to the oily waste tank. These drain line are fitted with a four-inch ball valve for
isolation in the event of a necessitated CO2 release into the generator rooms (these
valves prevent CO2 downflooding out of the engine rooms). The cargo hold bilge water is
pumped to the Cargo Pump Room Residue Tank for follow-on discharge to a receptacle ashore
by way of a main deck discharge station. All bilge water may be pumped directly overboard
in emergency situations only.
The Machinery Space Bilge System is configured for ballasting the fore and aft peak ballast
tanks as well as ten other ballast tanks located on the perimeter of the vessel.
The Machinery Space Bilge System services the following compartments and voids:
- Bow Thruster Room

- Void #1C
- Void #2P
- Void #2S
- Starboard Propulsion Drive Compartment
- Port Propulsion Drive Compartment
- Void #7P
- Void #7S
The Machinery Space Bilge System can also be aligned to transfer water to or from the drilling
brine water holding tanks along the centerline, if necessary.
The Cargo Hold Bilge System services the following locations within the cargo hold:
- P-Tank Farm Forward (Centerline)

- P-Tank Farm Aft (Centerline)
- Tank Farm (FR-85)
6-63
A four-inch pipe with an isolation butterfly valve connects the two bilge manifolds. This
configuration enables the machinery space bilge pumps to be aligned to pump the cargo room
bilges and for the cargo room bilge pump to be aligned to pump the machinery spaces.
The Ballast System serves the ballast tanks indicated on Figure 6-15 with the arrangement
shown in the general arrangement drawing. The forepeak ballast tank valve is accessed by a
reach rod on main deck on the forward most bulkhead. The ballast tanks can be used for the
Storage Cargo Potable Drill Water/Brine System using the interconnection piping. Refer to
section 6.26 for information on the Cargo Potable Drill Water/Brine System.
The Ballast System pumps can also be used to supply emergency firemain pressure through
the firemain interconnection. The firemain pumps can provide dewatering and deballasting
services in an emergency.
6.11.1 Bilge System Controls, Valves, and Indicators

Local status of the bilge pumps is provided by vacuum pressure (VP) gauges on the bilge pump
inlets and pressure gauges on the outlets. Remote status of the system is provided to the VCS
by pressure transmitters on pump inlets and outlets. Table 6-7 lists the valves for pumping the
bilges throughout the ship.
Table 6-7. Bilge System Valves (Normal Operation).
Valve Name Normal Operation

Strainer Inlet from sea chest, 5-inch (Low Starboard and High Stbd) OAR
Strainer Outlet from sea chest, 5-inch (Low Starboard and High OAR
Stbd)
Strainer Inlet from sea chest, 5-inch (Low Port and High Port) OAR
Strainer Outlet from sea chest, 5-inch (Low Port and High Port) OAR
Butterfly Valve #1, 5-inch, Pneumatic Operator OAR
Butterfly Valve #2, 5-inch, Pneumatic Operator OAR
Butterfly Valve, 5-inch, Strainer Inlet to Port Bilge Pump Strainer OAR
Butterfly Valve, 5-inch, Strainer Inlet to Starboard Bilge Pump OAR
Strainer
Butterfly Valve, 4-inch, Discharge Valve from Port to Oily Waste OAR
Tank,
Globe Valve, 4-inch Port Bilge Pump Discharge (Isolation Valve) OAR
Butterfly Valve #3, 4-inch Starboard Bilge Pump Discharge to OAR
Ballast Header
Globe Valve, 4-inch Starboard Bilge Pump Discharge (Isolation OAR
Valve)
Butterfly Valve, 4-inch Starboard Bilge Pump Discharge to Ballast OAR
Discharge Header
Butterfly Valve, 5-inch Starboard Bilge Pump Suction from Ballast OAR
Suction Header
Butterfly Valve, 5-inch Port Bilge Pump Suction from Ballast Suction OAR
Header
Butterfly Valve #4, 4-inch Provisional Valve from Firemain System,
X
Pneumatic Operator
Butterfly Valve #5, 4-inch Bilge Pump Discharge Overboard (Port), OAR
6-64

Pneumatic Operator (Open for OWS Operation)
Butterfly Valve #6, 4-inch Bilge Pump Discharge Overboard
X
(Starboard), Pneumatic Operator
Butterfly Valve, 4-inch Port Bilge Pump Discharge Cross-Connect X
Butterfly Valve, 3-inch Cargo Hold Bilge Pump Discharge Overboard
X
Piping
Ball Valve, 4-inch, Generator Room Drain to Oily Waste Tank OAR
Butterfly Valve, 5-inch Port Bilge Pump Suction from Bilge Manifold OAR
Butterfly Valve, 5-inch Starboard Bilge Pump Suction from Bilge
OAR
Manifold
Butterfly Valve, 4-inch Cargo Room Bilge Pump Suction from Bilge
OAR
Manifold
Globe Valve, 3-inch, Cargo Room Bilge Pump Discharge (Isolation
OAR
Valve)
Gate Valve, 3-inch, Cargo Room Bilge Pump Discharge to Deck OAR
Discharge Station
Gate Valve, 3-inch, Cargo Room Bilge Pump Discharge to Cargo OAR
Room Residue Tank
Stop-Check Valve, 2-1/2-inch, Suction Valve from Bow Thruster OAR
Room
Angle Stop-Check Valve, 2-1/2-inch, Suction Valve from Void #1C OAR
Angle Stop-Check Valve, 2-1/2-inch, Suction Valve from Void #2P OAR
Angle Stop-Check Valve, 2-1/2-inch, Suction Valve from Void #2S OAR
Angle Stop-Check Valve, 2-1/2-inch, Suction Valve from Starboard OAR
Propulsion Room
Angle Stop-Check Valve, 2-1/2-inch, Suction Valve from Port OAR
Propulsion Room
Angle Stop-Check Valve, 3-inch, Suction Valve from Void #7P OAR
Angle Stop-Check Valve, 3-inch, Suction Valve from Void #7S OAR
Butterfly Valve, 4-inch Cargo Room Bilge Pump Suction from Cargo OAR
Room Residue Tank
Angle Stop-Check Valve, 2-1/2-inch, Suction Valve from P-Tank OAR
Farm Aft Centerline
Farm FWD Centerline
Farm FWD Starboard
Angle Stop-Check Valve, 2-1/2-inch, Suction Valve from Tank Farm OAR
FR 85
Angle Stop-Check Valve, 2-1/2-inch, Suction Valve from Tank Farm OAR
FR 85
Butterfly Valve, 4-inch Cargo Room Bilge Manifold Cross-connect to OAR
Machinery Space Bilge Manifold
Legend: O-Open, X-Closed, OAR-Open as Required, NA-Not Applicable
6-65
Table 6-8. Ballast Valves.

Butterfly Valve #7, 4-inch Ballast Suction from Forepeak Tank, OAR
Pneumatic Operator
Butterfly Valve #8, 4-inch Ballast Discharge to Forepeak Tank, OAR
Pneumatic Operator
Butterfly Valve #9, 4-inch Ballast Suction from WB Tank-8C Tank, OAR
Pneumatic Operator
Butterfly Valve #10, 4-inch Ballast Discharge to WB Tank-8C Tank, OAR
Pneumatic Operator
Butterfly Valve #11, 4-inch Ballast Suction from Aft Peak Tank-S OAR
Tank, Pneumatic Operator
Butterfly Valve #12, 4-inch Ballast Discharge to Aft Peak Tank-S, OAR
Pneumatic Operator
Butterfly Valve #13, 4-inch Ballast Suction from Aft Peak Tank-P OAR
Butterfly Valve #14, 4-inch Ballast Discharge to Aft Peak Tank-P OAR
Butterfly Valve, 4-inch Ballast Discharge to WB Tank-1S OAR
Butterfly Valve, 4-inch Ballast Suction from WB Tank-1S OAR
Butterfly Valve, 4-inch Ballast Discharge to WB Tank-1P OAR
Butterfly Valve, 4-inch Ballast Suction from WB Tank-1P OAR
Butterfly Valve, 4-inch Ballast Discharge to WB Tank-2C OAR
Butterfly Valve, 4-inch Ballast Suction from WB Tank-2C OAR
6-66

Legend: O-Open, X-Closed, OAR-Open as Required, NA-Not Applicable
6.11.1.1 BILGE AND BALLAST SYSTEM CONTROLS

The Bilge and Ballast System pumps and pneumatically operated valves are monitored and
controlled via the VCS. POWER AVAILABLE, START/STOP, RUNNING, IN REMOTE
CONTROL, suction and discharge pressures are monitored via VCS. Local START (Green)
and STOP (Red) pushbuttons are near each pump for local control. The starboard pump (No.
1) is powered from the Emergency MCC, circuit 4EP09-03. The port pump (No. 2) is powered
from the Starboard pump MCC, circuit 4S11-05. The cargo hold bilge pump is powered from
the starboard pump MCC, circuit 4S11-13.
6-11.1.2 BILGE AND BALLAST SYSTEM INDICATORS

6-11.1.2.1 Bilge Level Alarms
The Bilge High Level Alarm System is arranged to detect a rise of water in the bilges or bilge
wells of the compartments. There are a total of 9 spaces, as illustrated in Figure 6-15, equipped
with bilge level alarms. Except for the Cargo Hold, there is one water level sensor in each
compartment to detect high levels of water in those spaces. The Cargo Hold has nine water
level sensors within the Cargo Hold area. These sensors are float type with protective covers.
The level sensors activate high-level alarms in the VCS.
6.11.1.2.2 Bilge Pump Indicators
The Bilge System has indicators for the status of the bilge pumps. Those indicators and their
functions are as follows:
- Bilge Pump Motor Operating Indicators - The VCS indicates which motor is
energized/RUNNING (Green) or STOPPED (Red).
6-67
- Bilge Pump Suction Pressure Gauge - Indicates, by vacuum (in/hg (inches of mercury)
or mbar (millibar) readout, the suction pressure of the bilge pump locally, at the pump.
- Bilge Pump Discharge Pressure Gauge - Indicates, by pressure pounds per square inch
(psi) or Pascal (Pa) readout, the discharge pressure of the bilge pump locally, at the
pump and any VCS station
6.11.2 Bilge and Ballast System Operations

The normal procedure for pumping a machinery bilge or compartment is to align the engine
room drains and pump discharge into the Oily Waste Tank for processing by the oily water
separator (OWS). This allows for any petroleum-based fluids to be separated from water being
discharged over the side. The Cargo Pump Room Bilge System is pumped to the Cargo Pump
Room Oily Residue Tank for shore connection discharge. In the case of an emergency de-
watering requirement, both systems can be aligned to discharge directly over the side, through
the Bilge/Ballast System overboard discharges P/S. The Bilge and Ballast System should
normally not be connected to prevent contamination of the Ballast System and discharge
overboard in violation of regulations. Refer to Section 6.22 for information regarding the
Oily Waste and Sludge System.
WARNING
The Federal Water Pollution Act prohibits the discharge of oil or

oily waste into or upon the navigable waters of the United States,
or the waters of the contiguous zone, or which may affect natural
resources belonging to, appertaining to, or under the exclusive
management authority of the United States, if such discharge
causes a film or discoloration of the surface of the water or causes
a sludge or emulsion beneath the surface of the water. Violators
are subject to substantial civil penalties and/or criminal sanctions,
including fines and imprisonment.
The following describes the procedures for alignment and operation of the Bilge System:
6.11.2.1 NORMAL MACHINERY (OR CARGO PUMP ROOM) BILGE OPERATION TO

OILY WATER HOLDING TANK (OR CARGO PUMP ROOM RESIDUE TANK).
Although both of the Bilge/Ballast pumps can perform both dewatering and ballast/de-ballast
operations, Bilge/Ballast pump No. 1 is normally used for dewatering machinery spaces outside
of the Cargo Pump Room. Bilge/Ballast pump No. 2 is used primarily for ballast and de-ballast
operations and is used as the Emergency Bilge Pump. Refer to Table 6-7 for valve alignment
guidance as needed.
a. Ensure the Oily Waste Tank (or Cargo Pump Room Oily Residue Tank) has adequate
capacity and ready to receive bilge water.
b. Open the suction valve, at the applicable bilge manifold, for the space to be de-watered
(indicated by a bilge level alarm).
c. Open the simplex strainer inlet valve to the bilge pump and the suction valve from the
bilge manifold being used.
d. Ensure the discharge valve into the common overboard discharge header is closed.
e. Ensure the four-inch cross-connect butterfly valve between the cargo room bilge manifold
and the machinery space bilge manifold is closed.
6-68
f. Ensure the bilge water inlet valve to the Oily Waste Tank (or Cargo Pump Room Residue
Tank) is open.
g. Open the bilge pump discharge (isolation) valve.
h. Start the bilge pump and observe the vacuum gauge on the inlet side of the pump
(vacuum will increase as the piping fills with bilge water).
NOTE
This system can be operated from the VCS or locally. Initial start-
up of the system should be done locally so that the operator can
identify any issues before causing damage to equipment.
i. Observe the discharge pressure gauge prior to the discharge valve (pressure will increase
as water enters the pump and develops a positive discharge head).
CAUTION
Running the pump dry will damage the pump. Stop the pump
immediately on loss of suction.
j. When the affected space bilge alarm goes off or if pump loses suction, stop the bilge
pump and close the bilge pump discharge (isolation) valve.
k. Close the bilge suction valve, at the bilge valve manifold, for the affected space.
6.11.2.2 EMERGENCY BILGE OPERATION TO OVERBOARD

Refer to Table 6-7 for valve alignment guidance as needed.
WARNING
Direct overboard discharge of bilge water is only permissible

under emergency conditions due to possibility of environmental
pollution. Vessel’s Master must approve all discharges.
Emergency operation of the Bilge Pumping System should only be

used when the normal operating procedure cannot de-water a
space faster than the water is entering the bilge. This would
indicate a major leak or damage causing a rapid rise in bilge water
level.
a. Open the suction valve, at the bilge pumping valve manifold, to the space requiring
pumping (indicated by a bilge level alarm).
b. Open the bilge pump simplex strainer inlet to the bilge pump being used.
c. Open the bilge pump suction from the manifold and discharge valves.
d. Ensure the bilge water inlet valve to the Oily Water Holding Tank (or Cargo Pump Room
Residue Tank) is closed.
e. For bilge/ballast pump No. 1 (or the cargo room bilge pump), open bilge discharge cross-
connect valve that feeds into the common overboard discharge header. (If bilge/ballast
pump No. 2 is being used, ensure the discharge butterfly valve to the ballast discharge
header is closed.)
6-69
f. Open either the port or starboard side overboard discharge valve pneumatically operated
butterfly valve (either #5 or #6).
g. Start the bilge pump and observe the vacuum gauge on the inlet side of the pump
(vacuum will increase as the piping fills with bilge water).
h. Observe the discharge pressure gauge prior to the discharge valve (pressure will
increase as water enters the pump and develops a positive discharge head).
CAUTION
i. When the affected space bilge alarm goes off or pump loses suction, stop the bilge pump.
j. Close the bilge suction valve, at the bilge valve manifold, for the affected space.
k. Close either the port or starboard side overboard discharge valve pneumatically operated
butterfly valve (either #5 or #6) and re-align Bilge System valves for normal operation.
6.11.2.3 NORMAL BALLASTING OPERATION

There are two sea chests, for sea water suction, on both the port and starboard sides of the
vessel. Normally the normal (low) sea chest is used when the ship is in a light load condition
and riding higher in the water. When the vessel is laden with cargo, drilling water and mud, the
high sea suction can be used for firemain pump suction (see section 6.10 for a description of the
Firemain System). Any of the Seachests may be isolated and blown out with compressed air if
clogged with debris. Refer to Tables 6-7 and 6-8 for valve alignment guidance as needed.
a. Open the inlet and outlet valves from the port or Starboard sea chest to the simplex
strainers.
b. Open butterfly valve #2 to provide seawater suction to No. 2 bilge/ballast pump.
c. Open the simplex strainer inlet butterfly valve to No. 2 bilge/ballast pump.
d. Ensure the overboard discharge pneumatically operated butterfly valves #5 and #6 and
the three-inch butterfly valve from the cargo bilge pump to the overboard piping are
closed.
e. Open the discharge globe valve from No. 2 bilge/ballast pump.
f. Ensure pneumatically operated butterfly valve #4 from the firemain system is closed.
g. Open inlet valves to the ballast tanks to be filled as necessary.
h. Ensure both four-inch butterfly valves to the cargo potable drill water/brine system
discharge header are locked closed.
i. Start No. 2 bilge/ballast pump and observe the vacuum gauge on the inlet side of the
pump (vacuum will increase as the piping fills with seawater).
CAUTIONS
Top tanks off to limit the free surface effect. Not topping off the
tanks will reduce vessel stability.
Avoid over-pressurizing the tanks. Ideally, another ballast tank

will begin to fill as the tank is being topped off to avoid stressing
the hull structure.
6-70
j. Fill the selected ballast tanks to the appropriate level then stop the pump. Top off the
tank to limit the free surface effect that will reduce stability. The ballast tanks are
equipped with tank level indicators for determining the water level in the ballast tanks and
transmitted to the VCS.
k. Re-align Bilge/Ballast System valves for normal operation. The system should be aligned
for emergency bilge pumping with the overboard discharge valve CLOSED to limit the
operations needed to dewater the vessel in an emergency.
6.11.2.4 NORMAL DE-BALLASTING OPERATION

Refer to Tables 6-7 and 6-8 for valve alignment guidance as needed.
a. Ensure the firemain suction isolation valve is closed.

b. Ensure butterfly valve #2 seawater suction to either bilge/ballast pump is closed.
NOTE
If the port bilge/ballast pump is to be used for de-ballasting,

ensure the port sea chest suction cross-connect butterfly valve is
closed. In this case the bilge/ballast pump suction cross-connect
butterfly valve is to be opened.
c. Open the five-inch butterfly valve to the ballast suction header.

d. Open the simplex strainer inlet butterfly valve to the bilge/ballast pump.
e. Open the overboard discharge pneumatically operated butterfly valve (either #5 or #6).
f. Ensure the ballast fill header valve is closed.
g. Ensure the bilge discharge to the Oily Water Tank is closed.
h. Ensure both five-inch butterfly valves from the cargo potable drill water/brine system
suction header is locked closed.
i. Open the selected ballast tanks suction butterfly valve. The ballast tanks are equipped
with tank level indicators for determining the water level in the ballast tanks and
j. Open the discharge globe valve from the starboard bilge/ballast pump if the starboard
pump is to be used. If the port pump is to be used, open the discharge cross-connect
butterfly valve and ensure the four-inch discharge globe valve from the port pump is
closed.
k. Ensure butterfly valve #4 from the firemain system is closed.
l. Start the bilge/ballast pump and observe the vacuum gauge on the inlet side of the pump
(vacuum will increase as the piping fills with ballast water).
CAUTION
m. The ballast tanks are equipped with tank level indicators for determining the water level
in the ballast tanks and transmitted to the VCS. Stop the pump when the suction runs dry.
n. Re-align Bilge/Ballast System valves for normal operation. The system should be aligned
for emergency bilge pumping with the overboard discharge valve CLOSED to limit the
operations needed to dewater the vessel in an emergency.
6-71
6.11.3 Emergency Operations

In the event either the firemain system pump or the No. 2 bilge/ballast pump experience a
casualty which puts them out of service for a period of time, the following procedures outline
actions that can be taken for the safety and stability of the vessel. Refer to Tables 6-7 and 6-8
for valve alignment guidance as needed.
6.11.3.1 EMERGENCY OPERATION FOR THE USE OF THE FIRE PUMP FOR DE-
BALLASTING.
a. Ensure the firemain suction from the ballast suction header isolation valve is open.
b. Ensure butterfly valve #2 seawater suction to either bilge/ballast pump is closed.
c. Ensure butterfly valve #1 seawater suction to fire pump is closed.
c. Ensure butterfly valve (suction valve) to either bilge/ballast pumps are closed.
d. Open the five-inch butterfly valve to the ballast suction header.
e. Align the fire pump to take suction from the five-inch ballast suction header (see section
6.10).
e. Open the overboard discharge from the firemain pneumatically operated butterfly valve
(#4).
f. Ensure the ballast fill header valve is closed.
h. Ensure both five-inch butterfly valves from the cargo potable drill water/brine system
suction header are locked closed.
i. Open the selected ballast tanks suction butterfly valve. The ballast tanks are equipped
with tank level indicators for determining the water level in the ballast tanks and
j. Open the discharge valve from the fire pump
k. Open the overboard discharge pneumatically operated butterfly valve (either #5 or #6).
l. Start the fire pump and observe the vacuum gauge on the inlet side of the pump (vacuum
will increase as the piping fills with ballast water).
CAUTION
m. The ballast tanks are equipped with tank level indicators for determining the water level
in the ballast tanks and transmitted to the VCS. Stop the pump when the suction runs
dry.
n. Re-align Bilge/Ballast System valves for normal operation. The system should be aligned
for emergency bilge pumping with the overboard discharge valve (pneumatically operated
butterfly valve #5 or #6) CLOSED to limit the operations needed to dewater the vessel in
an emergency.
6.11.3.2 EMERGENCY OPERATION FOR THE USE OF THE BILGE/BALLAST PUMPS

FOR FIREMAIN.
a. Open the inlet and outlet valves from the port or starboard sea chest to the simplex
strainers.
b. Open butterfly valve #2 to provide seawater suction to either bilge/ballast pump.
c. Open the simplex strainer inlet butterfly valve to the bilge/ballast pump.
6-72
d. Ensure the overboard discharge pneumatically operated butterfly valves #5 and #6 and
the three-inch butterfly valve from the cargo bilge pump to the overboard piping are
closed.
e. Open the discharge globe valve from No. 2 bilge/ballast pump if the starboard pump is to
be used. If the No. 1 bilge/ballast pump is to be used, open the discharge cross-connect
butterfly valve and ensure the four-inch discharge globe valve from No. 1 pump is closed.
f. Ensure pneumatically operated butterfly valve #4 from the firemain system is open.
f. Ensure the ballast fill and suction header valves are closed.
i. Open the three-inch butterfly valve from the fire pump to the ballast system (see section
6.10).
h. Start the fire pump and observe the vacuum gauge on the inlet side of the pump (vacuum
will increase as the piping fills with ballast water).
CAUTION
n. When the bilge/ballast pump is no longer needed to supply the firemain, stop the
bilge/ballast pump and re-align Bilge/Ballast System valves for normal operation.
6-73
Intentionally Blank
6-74
Figure 6-15. Bilge and Ballast Schematic.
6-75
Intentionally Blank
6-76
6.12 FIRE MONITOR SYSTEM

Two different Fire Monitor systems are installed in this class of vessels. Hull 155/Bravente V is
equipment with two fire monitors only. Hulls 156 and follow are equipped with ABS Class 1 FiFi
systems that include a spray deluge system to protect the vessel during fire fighting operations
as well as supply additional fire hose connections.
6.12.1 Hull 155/Bravente V Fire Monitor System Description

The Fire Monitor (FIFI) System is supplied seawater by two Desmi Model NSL250-525/A02
centrifugal pumps (2650 gpm @ 176 psi (10.03 m3/m @ 12 bar)) through dedicated port and
starboard Seachests in the forward end of the Tank Farm area. The separate piping for each
monitor is routed outboard and piped up to the fire monitors located on the Pilothouse top. A
10-inch crossover pipe equipped with manual butterfly isolation valves is fitted between the two
fire monitor discharges to permit operation of either monitor with either of the pumps. Fire
Fighting Systems AS Model IM/FFS-600LB fire monitors are fitted on the Pilothouse top at FR
30 (P/S) to provide fire fighting support to other vessels and structures. The fire monitors are
positioned via electric motors controlled at a station provided on the Port side of the forward
Pilothouse console. A pressure gage mounted on the Port side, outboard of the FWD upper
island indicates the pressure in the piping and is visible at the operating console. Stops are
fitted on the monitors to prevent the unit from spraying the mast and other vessel structure. The
fire monitor electric motors are supplied with 440 VAC power for control articulation from circuits
1.10-4P09-03 (Port SWBD MCC) and 1.10 - 4S12-03 (Starboard SWBD MCC). The monitors
are equipped with manual override controls. This allows manipulation of the monitor in the
event of power loss of motor or control station failure. The fire monitor pumps are close coupled
to vertically mounted electric motors, rated at 507 hp (378 kW) at 1800 rpm. The pumps are
supplied with 690 VAC, 3 ph, 60 Hz power from the Main 690V Port SWBD (circuit 6P02) and
the Main 690V Starboard SWBD (circuit 6S02). Refer to HSC 521211 for a complete
description and operating instructions for the monitor fire pumps. Refer to HSC 52711 for
detailed information regarding the fire monitors. Refer to Figure 6-16.1 for an illustration of the
FIFI VCS screen.
Preliminary steps to permit operation of the fire monitor system consist of the following steps:
a. Ensure the power sources are energized and ready for use:
 Fire Monitor No. 1: MAIN 690V PORT SWBD (circuit 6P02), set to REMOTE control
 Fire Monitor No. 2: MAIN 690V Starboard SWBD (circuit 6S02), set to REMOTE control
 Fire Monitor No. 1 Control Power: PORT SWBD MCC, 1.10-4P09-03
 Fire Monitor No. 2 Control Power: Starboard SWBD MCC, 1.10-4S12-03
 Fire Monitor Valve J-Box Power: Starboard GEN #4 Engine Battery System, GB4B-12

b. Verify valve alignment for the manually operated valves in the system as follows:
 Crossover Isolation, Port Side: NORMALLY CLOSED
 Crossover Isolation, Starboard Side: NORMALLY CLOSED
 Discharge Bypass Drain Valve, Port: NORMALLY OPEN
 Discharge Bypass Drain Valve, Starboard: NORMALLY OPEN
 Drain Valve, Port: CLOSED
 Drain Valve, Starboard: CLOSED
 Overboard Discharge Valve, Port: CLOSED
6-77
 Overboard Discharge Valve, Starboard: CLOSED
Figure 6-16.1 Fire Monitor and Fire Main VCS Screen (Hull 155).
6.12.1.1 FIRE MONITOR SYSTEM OPERATION, PILOTHOUSE CONTROL (HULL 155)

Normal operation of the fire monitor system will be from the Pilothouse console.
WARNING
The fire monitor stream can injure personnel and damage

equipment. Always visually check the direction of the monitor
before energizing the pump.
6-78
CAUTION
Ensure suction and discharge bypass drain valves are open

before energizing the pump. Dead heading or running a pump dry
will damage the pump. The open discharge Bypass Drain Valves
prevents pressure surge and water hammer in the piping.
The fire monitor fire fighting system is operated as follows:
a. Verify Discharge Bypass Drain Valve is OPEN. Depress FIFI PUMPS start button on
Pilothouse console for desired monitor operation.
b. The following will occur automatically:
If FIFI 1 is selected, suction valve FF#1 will open, after a delay discharge valve FF#3
will open, and FIFI Pump No. 1 will start up. Water will be discharged from the Port
fire monitor.
 If FIFI 2 is selected, suction valve FF#2 will open, after a delay discharge valve FF#4
will open, and FIFI Pump No. 2 will start up. Water will be discharged from the
starboard fire monitor.
c. Use applicable joystick on Fire Fighting System control panel to direct water spray from
monitor to fire.
d. Manipulate FOG/JET switch to change discharge of water from stream to fog as needed.
e. Repeat the procedure for the remaining fire monitor if necessary.
f. When fire is extinguished, depress OFF pushbutton on FIFI PUMPS control panel. The
selected pump will stop and the associated motor operated suction and discharge valves
will close.
g. Refer to section 6.12.1.4 for instructions for securing and draining system.
6.12.1.2 FIRE MONITOR SYSTEM OPERATION, LOCAL CONTROL (HULL 155)

In an emergency where control power has been lost for the fire monitoring system, it may be
operated locally with the following procedure:
a. Establish communication between fire monitor area on top of Pilothouse and FWD end
of Tank Farm (3 Deck) by the fire monitor pumps.
b. OPEN pump suction valve either with local control or manually with provided controls.
 Pump No. 1 Suction, Port Side: FF#1
 Pump No. 2 Suction, Starboard Side: FF#2
c. Verify Discharge ByPass Drain Valve is OPEN.
 Pump No. 1 Discharge, Port Side: FF#3
 Pump No. 2 Discharge, Starboard Side: FF#4
d. Verify personnel are standing by at monitor on top of Pilothouse with manual controls
engaged on fire monitor and ready for operation.
e. At applicable MCC, set LOCAL/REMOTE control switch LOCAL.
6-79
CAUTION

will damage the pump.
f. Energize pump by depressing ON pushbutton on the MCC.

g. Verify water is being delivered to monitor on Pilothouse.
h. OPEN pump discharge valve either with local control or manually with provided controls.
i. Manipulate hand wheels on fire monitor to control direction of flow.
j. Repeat the procedure for the remaining fire monitor if necessary.
k. When fire is extinguished, depress OFF pushbutton on applicable MCC control panel to
shut off pump.
l. CLOSE pump suction valve either with local control or manually with provided controls.
m. CLOSE pump discharge valve either with local control or manually with provided
controls.
n. Refer to section 6.12.1.4 for instructions for securing and draining system.
6.12.1.3 FIRE MONITOR SYSTEM ALTERNATE OPERATION (HULL 155)

In the event of failure of one of the pumps or related valves, the water to the monitors may be
supplied from the cross over piping. To supply the system from the cross over piping, OPEN
both crossover isolation valves (P/S). Once the problem is resolved, close the cross over
isolation valves (P/S).
CAUTION

will damage the pump.
6.12.1.4 FIRE MONITOR SYSTEM SHUTDOWN AND DRAINING (HULL 155)

a. After it has been determined the fire monitor system is no longer needed, open the
following valves to drain the piping system:
PORT SIDE VALVES
 Discharge Bypass Drain Valve, Port
 Drain Valve, Port
 Overboard Discharge Valve, Port
 Crossover Isolation Valve, Port
STARBOARD SIDE VALVES

 Discharge Bypass Drain Valve, Starboard
 Drain Valve, Starboard
 Overboard Discharge Valve, Starboard
 Crossover Isolation Valve, Starboard
6-80
b. Close valves identified in a. above for normal operational readiness after piping has
drained.
6-81
Figure 6-16.2. Fire Monitor System (Hull 155).
6-82
ENGINEER’S OPERATING MANUAL – M/V BRAVANTE
6.12.2 FIRE FIGHTING AND DELUGE SYSTEM (Hulls 156 on)

The offship Fire Fighting (FIFI) and deluge system supplies pressurized seawater for fighting
offship fires through the two fire monitors and provides 360-degree water spray coverage
protection from fire and heat radiation. The system is supplied with pressurized seawater by
two FiFi centrifugal pumps and dedicated seachests located in the Cargo Hold area. The
deluge system provides seawater to the four deluge zones from a common 10-inch crossover
header that is piped between the FiFi centrifugal pumps.
6.12.2.1 FIRE MONITOR SYSTEM DESCRIPTION (HULLS 156 ON)

The FIFI system is supplied seawater by the two FFS-SFP Model 250x350 HD centrifugal
pumps (7855 gpm (29.7 m3/min) at 166 psi (11.4 bar)) through dedicated port and starboard
seachests in the forward end of the Cargo Hold area. The separate piping for each fire monitor
is routed outboard and piped up to the fire monitors located on the Pilothouse Top. Fire
Fighting Systems AS Model FFS-1200LB fire monitors are fitted on the Pilothouse Top (05
Level) at FR 30 (P/S) to provide fire fighting support to other vessels and structures. Each
monitor has a water throw length of at least 394 ft (120 m) and a water height length of 164 ft
(50 m). The fire monitors are positioned with side to side and up/down control via two motors
each. Each monitor is also provided with an adjustable claw at the end of the nozzle that
controls the water fog/jet stream. Stops are fitted on the monitors to prevent the units from
spraying the mast and other vessel structures. The monitors are equipped with manual override
controls that allow manual control of the monitors in the event of power loss or control station
failure.
The positioning motors and fog/jet claw are controlled at a touch screen control panel, Simatic
Model 177, located on the port side of the forward Pilothouse console. The portable control
panel, Figures 6-17.1/2, is provided with an extension cable. The panel is provided with the
following controls:
- Operation of P/S Fire Monitors

- Start/Stop of P/S FIFI pumps (motor controller must be set for remote operation)
- Open/Close of P/S Remotely Operated Suction and Discharge FIFI Pump Valves
- Alarms
- Emergency Stop - All Stop
- Selection Enabling Switches, located on sides of control panel (2 places)
The touch screen control panel is provided power from a FFS control system cabinet located in
the Pilothouse Void (03 Level). The control system cabinet is provided power from the
following:
- 24 VDC, Pilothouse 24 VDC Panel No. 1 (24P2-12), for control power

- 127 VAC, Pilothouse Emergency 220/127 V Distribution Panel (2P04-14), for motorized
FIFI valves
- 440 VAC, Port SWBD MCC, (4P09-03), for monitor position motors
The FIFI pumps are close coupled to horizontally mounted electric motors rated for 1139 hp
(850 kW) at 1800 rpm. The pump motors are supplied with 690 VAC, 3 ph, 60 Hz power from
the Main 690V Port SWBD (circuit 6P02) and the Main 690V Starboard SWBD (circuit 6S02).
Each motor is provided with a soft starter control panel located on the Mezzanine Deck at FR 39
(P). Pump heaters are supplied with 220 VAC, 1 ph, 60 Hz power from the Forward Machinery
Space 220/127 V Distribution Panel located on the Mezzanine Deck at FR 32. The pumps may
6-82.6-83
be started at the soft starter control panel or remotely at the touch screen control panel in the
Pilothouse. Pump controllers must be placed in remote operation locally to allow for remote
starting of the pumps from the Pilothouse. An emergency stop is provided on the touch screen
control panel, stopping the pumps if necessary. Each FIFI pump is provided with a solenoid
controlled pneumatic remotely operation suction valve and a motorized remotely operated
discharge valve, controlled from the fixed touch screen control panel. The valves are provided
with local manual operation in the event of loss of power. Each discharge valve is provided with
a two-inch butterfly bypass valve. This valve is opened prior to operating the FIFI pumps for fire
monitor operation. It allows seawater to fill the discharge piping to the monitors prior to opening
the discharge valve. The discharge valve is kept closed during start-up to minimize the load on
the pump motors and to prevent a pressure surge or water hammer at the monitors. The
discharge valve may be opened after a two-minute interlock delay after the pump is energized.
The overboard shell valves are normally closed except when operating the deluge system
discharge deck heads only. Check valves are fitted in the deluge header to prevent one FIFI
pump supplying seawater to the opposite fire monitor.
Refer to the manufacturer’s technical manual for a complete description and operating
instructions for the monitor fire pumps and monitors. Refer to Eastern Shipbuilding Group
drawing 156-500-015, Fire Fighting Systems drawings A100035I1 and A100035G1, and Figure
6-17.3 for illustrations of the FIFI/Deluge System configuration.
Figure 6-17.1. FIFI and Deluge System Control Panel (Hulls 156 On).
6-82.1
Figure 6-17.2. FIFI and Deluge System Control Panel (Hulls 156 On).
6.12.2.2 DELUGE SYSTEM DESCRIPTION (HULLS 156 ON)

The deluge system provides cooling to the exterior of the vessel, prevention of fires due to
cinders or ash, and radiant heat protection during off ship firefighting operations while adding
additional hydrant capability to supplement the ship’s firemain system. The deluge system is
supplied pressurized seawater by either or both FIFI centrifugal pumps through a 10 inch
header connected before the fire monitor discharge motorized valves. Deluge zone isolation
valves and adjustable pressure-reducing orifices are located in the Cargo Hold. The zone
isolation valves control the supply water to the exterior of the vessel to the following zones (refer
to the equipment manual for detailed drawings):
- Zone A1: Perimeter of Pilothouse top, on mast to cover monitors

- Zone A2: Perimeter of Bridge/Pilothouse Void Deck
- Zone A3: Starboard side of vessel, Bridge/Pilothouse Void Deck facing aft to Main Deck,
and to an OSV Nozzle, hinged to Bulwark on Main Deck
- Zone A4: Port side of vessel, Bridge/Pilothouse Void Deck facing aft to Main Deck, and
to an OSV Nozzle, hinged to Bulwark on Main Deck
The deluge system also provides pressurized seawater to two fire-fighting 4-way deck heads on
the Main Deck at Frame 40 P/S. An adjustable pressure-reducing orifice is located between the
flanges in the three-inch piping to each deck head.
6-82.2
The deluge system is designed to operate simultaneously with the two fire monitors in
operation. All zones cannot be operated simultaneously! If all deluge zones are isolated, the
water pressure to the monitors will increase slightly. The overboard discharge valves should
never be opened with the exception of operating the deck heads only. Refer to Figure 6-16 for
an illustration of the FIFI and Deluge System control panel. Refer to Eastern Shipbuilding
Group drawing 156-500-015, Fire Fighting Systems drawings A100035I1 and A100035G1, and
Figure 6-17.3 for illustrations of the FIFI/Deluge System configuration.
6.12.2.3 FIFI AND DELUGE SYSTEM NORMAL ALIGNMENT (HULLS 156 ON)
Preliminary actions to permit operation of the FIFI and deluge system consist of the following
steps:
WARNING
- All exterior doors and hatches must be secured to prevent

flooding and water damage.
- Verify ventilation intakes are not directly receiving water from the
deluge system. Damage to equipment and downflooding can
occur.
- Verify no down flooding is occurring during operation. Flooding
can result in the loss of vessel stability.
- Verify FIFI pump discharge valve(s) is closed and the 2-inch
Discharge Bypass Valve is open prior to starting pumps. The 2-
inch line allows for gradual filling of the pipe. Water hammer or
pressure surge can damage the fire monitors.
a. If using the deluge system, verify doors and hatches are properly secured.
b. Ensure the power sources are energized and ready for use:
- FIFI Pump No. 1: MAIN 690V PORT SWBD (circuit 6P02), set to REMOTE control at
soft starter
- FIFI Pump No. 2: MAIN 690V Starboard SWBD (circuit 6S02), set to REMOTE control at
soft starter
- Fire Monitor No. 1 and No. 2 Position Motors: 440 VAC PORT SWBD MCC, 4P09-03
- Fire Monitor Motor Operated Valves: Pilot House 220/127V Lighting Distribution Panel
#2, 2P04-14
- Fire Monitor Cabinet Control Power: Pilothouse 24 Volt DC Distribution Panel No. 1,
circuit 24P2-12
- Heater and control indicators for the motors and control panels should be illuminated,
powered from the Forward Machinery Space 220/127 V Distribution Panel, circuit 2P07-
13
c. Verify valve alignment for the manually operated valves in the system as follows:
- FIFI Pump Remotely Operated Suction Valves (P/S): CLOSED
- FIFI Pump Remotely Operated Discharge Valves (P/S): CLOSED
- FIFI Pump 2-inch Discharge Bypass Valve (P/S): OPEN
- Overboard Discharge Valves (P/S): CLOSED
- Gauge and Transducer Valves: OPEN
6-82.3
6.12.2.4 FIFI AND DELUGE OPERATION, PILOTHOUSE CONTROL (HULLS 156 ON)
Normal operation of the FIFI system will be from the Pilothouse console.
Refer to the FIFI system manufacturer’s technical manual for specific operation and safety
information. The FIFI control panel should indicate remote control is available “Ready for FI-FI”.
If it does not, check system electrical alignment. The FIFI system is operated from the Simatic
Control Panel, Figure 6-17.1/2, as follows:
a. OPEN the FIFI Pump 2-inch Discharge Bypass Valve (P/S) (Normally Open).
b. Push the OPEN pushbutton for the FIFI pump suction remotely operated valve. Verify
suction valve indicates OPEN.
CAUTION
Ensure suction valve is open before energizing the pump. Do not

run the pump deadheaded continuously. Running a pump dry or
dead headed will damage the pump.
c. Push the CLOSE pushbutton for the FIFI pump discharge remotely operated valve.
Verify discharge valve indicates CLOSED.
d. Push and hold down the ENABLING SWITCH pushbutton, located on side of the Simatic
control panel. This ONE button must be pushed and held down when operating the
remaining buttons in the FIFI system.
WARNING

e. Check the positions of the fire monitors. If necessary, move them in a safe direction. Use
Simatic control buttons to direct water spray from monitor to fire using the positioning
motors by pushing the following control panel keys:
- F5/F7, F6/F8: Monitor UP/DOWN
- F9/F10, F13/F14: Monitor LEFT/RIGHT
- F11: Change to Pump Operation Screen
- F12: Reset Function
f. Verify READY FOR FI-FI indicator is illuminated. This signal is from starter system for
FIFI motors, and indicates power is aligned and available to start the motor.
g. Start pump motor by toggling START button on screen. At first the lamp pump symbol
will FLASH GREEN, indicating that the start signal has been sent but the running signal
has not been received from the starter. When running signal is received, the lamp pump
symbol will go STEADY GREEN.
6-82.4
CAUTIONS
Wait for the water to fill the piping via the discharge valve bypass
line until the water flows out of the monitor. This is important to
avoid water hammer in the system.
Do not allow the pump to run continuously with the discharge

valve closed.
NOTE
The remotely operated discharge valve is provided with a two-

minute interlock, preventing its opening once the FIFI pump is
started. The FIFI Pump 2-inch Discharge Bypass Valve will fill the
14-inch discharge FIFI piping with water after pump start-up.
h. Push the OPEN pushbutton for the FIFI pump discharge remotely operated valve. Valve
should open supplying full flow to the fire monitor.
i. Manipulate the fire monitors as indicated in the previous step.
j. Manipulate FOG/JET control to change discharge of water from stream to fog as needed
by pushing the following keys: F1/F3, F2/F4: Monitor FOG/JET
k. Repeat the procedure for the remaining fire monitor if necessary.
CAUTIONS
DO NOT attempt simultaneous operation of A2, A3, and A4

because the pump capacity will not support this combination of
zones.
Check for downflooding and water accumulation in exposed or

adjacent spaces as well as supply and exhaust louvers during
operation to prevent stability issues and equipment damage.
If only the deck head discharges will be used, the overboard

discharge valve(s) for the operating FIFI pump(s) must be opened
to prevent pump damage.
l. OPEN desired deck head supply valve or appropriate zone valve(s) at deluge header if
required. Open the overboard discharge valve(s) for the operating FIFI pump(s) if ONLY
the deck heads will be discharging seawater. Possible combinations include:
- Zone A1, A2 and A3 simultaneously
m. When fire is extinguished, depress pump STOP pushbutton. The selected pump will
stop, and the pump symbol color will change to RED.
n. CLOSE appropriate zone valve(s) or deck head supply valve as required.
o. CLOSE pump discharge valve.
6-82.5
p. CLOSE pump suction valve.

q. Refer to Section 6.12.2.6 for instructions for securing and draining system.
6.12.2.5 FIFI AND DELUGE SYSTEM OPERATION, LOCAL CONTROL (HULLS 156
ON)
In an emergency where control power has been lost for the FIFI and deluge system, it may be
operated locally with the following procedure:
a. OPEN the FIFI Pump 2-inch Discharge Bypass Valve (P/S) (Normally Open).
b. OPEN circuit breaker 24P2-12 in Pilothouse 24 Volt DC Panel No. 1 to secure and tag
out power to FIFI control circuit AND fire monitor electric motor circuits (Fire Monitor No.
1 and No. 2 Position Motors: 440 VAC PORT SWBD MCC, 4P09-03).
c. Establish communication between fire monitor area on top of Pilothouse and forward
end of Cargo Hold (3 Deck) by the fire monitor pumps.
d. OPEN applicable pump suction valve either with local control or manually with provided
controls.
- Pump No. 1 Suction, Port Side FIFI System
- Pump No. 2 Suction, Starboard Side FIFI System
WARNING

CAUTION

e. Verify personnel are standing by at monitor on top of Pilothouse with manual controls
engaged on fire monitor and ready for operation.
f. At applicable pump soft starter control panel, Mezzanine Deck (2 Deck) FR 39 (Port for
Pump No. 1 (6P02), Starboard for Pump No. 2 (6S02)), set LOCAL/OFF/REMOTE
control key switch to LOCAL.
g. Energize pump by depressing START pushbutton. A red MOTOR RUNNING indicator
will illuminate.
CAUTIONS
Wait for the water to fill the piping via the discharge valve bypass
line until the water flows out of the monitor. This is important to
avoid water hammer in the system.
6-82.6
Do not allow the pump to run continuously with the discharge

valve closed.
NOTE
The remotely operated discharge valve is provided with a two-

minute interlock, preventing its opening once the FIFI pump is
started. The FIFI Pump 2-inch Discharge Bypass Valve will fill the
14-inch discharge FIFI piping with water after pump start-up.
h. After a stream of water is coming from the monitor, OPEN applicable pump discharge
valve either with local control or manually with provided controls.
- Pump No. 1 Discharge, Port Side
- Pump No. 2 Discharge, Starboard Side
i. Verify water is being delivered to fire monitor.

j. Manipulate hand wheels on the fire monitor to control direction of flow. Remove covers
if necessary.
k. Repeat the procedure for the remaining fire monitor if necessary.
CAUTIONS

zones.


l. OPEN desired deck head supply valve or appropriate zone valve(s) at deluge header if
m. When fire is extinguished, depress STOP pushbutton to shut off pump at the soft starter
control panel. A green MOTOR STOPPED indicator will illuminate.
n. CLOSE appropriate zone valve(s) or deck head supply valve as required.
o. Reset LOCAL/OFF/REMOTE control key switch to normal readiness position.
p. CLOSE pump discharge valve either with local control or manually with provided
controls.
6-82.7
q. CLOSE pump suction valve either with local control or manually with provided controls.
r. As needed, CLOSE circuit breaker 24P2-12 in Pilothouse 24 Volt DC Panel No. 1 and
Fire Monitor No. 1 and No. 2 Position Motors: 440 VAC PORT SWBD MCC, 4P09-03 to
restore power to FIFI control circuit.
s. Refer to Section 6.12.2.6 for instructions for securing and draining system.
6.12.2.6 DELUGE SYSTEM OPERATION, PILOTHOUSE CONTROL, DECK HEAD

AND/OR WATER SPRAY ONLY (HULLS 156 ON)
Normal operation of the deluge system will be from the Pilothouse. However, the zone valves
must be manually actuated at the deluge zone valves in the Cargo Hold. This will require the
valves to be pre-set or personnel to be available to control the valves with communication
established with the Pilothouse. The deluge system may be operated with the FIFI system
monitors in operation.
Refer to the deluge system manufacturer’s technical manual for specific operation and safety
information. The deluge system is operated from the Simatic Control Panel as follows:
a. Establish if the deluge system will be operating with the deck head and/or for the water
spray.
CAUTION

b. Operate the FIFI pumps as per previous instructions. The fire monitor discharge
valve(s) may be open or closed. If closed, the overboard discharge valve must be
opened if discharging water only from the deck head fittings when not using the other
zones!
CAUTIONS

zones.


c. OPEN desired deck head supply valve or appropriate zone valve(s) at deluge header if
6-82.8

CAUTION
Do not run the pump dead headed continuously. Running a pump

d. Shift zones as needed at deluge zone header. Do not run the pump dead headed.
Ensure valves are open discharging deluge water.
e. When fire is extinguished and deluge system is no longer needed, depress pump STOP
pushbutton on Simatic control panel to shut off FIFI pump.
f. Refer to Section 6.12.2.3.4 for instructions for securing and draining system.
6.12.2.6 FIFI AND DELUGE SYSTEM SHUTDOWN AND DRAINING (HULLS 156 ON)
a. After it has been determined the FIFI and deluge system is no longer needed, OPEN the
following valves to drain the piping system:
- FIFI Pump 2-inch Discharge Bypass Valve, P/S (Normally Open)
- Overboard Discharge Valves, P/ S
- FIFI Monitor Drain Valve, P/S
- FIFI System Header Drain Valve
- Deluge Header Zone Valves (4 places)
- FIFI Pump Discharge Valve
- FIFI Pump Suction Valve (open for 10 seconds to allow water to drain, then close)
b. Reset valves identified above for normal operational readiness after piping has drained.
NOTE
Always drain the pump after operation. Use the 1/2-inch plug in the lowest
part of the pump casing. Flushing with fresh water is recommended when
available.
c. Drain pump casing(s) as needed to prevent freezing and/or corrosion damage.
6-82.9
Intentionally Blank
6-82.10
Figure 6-17.3. FIFI and Deluge System (Hulls 156 On) (Sheet 1 of 2).
6-82.11
Intentionally Blank
6-82.12
Figure 6-17.3. FIFI and Deluge System (Hulls 156 On) (Sheet 2 of 2).
6-82.13
Intentionally Blank
6-82.14
6.13 CARBON DIOXIDE FIRE SUPPRESSION SYSTEM
6.13.1 Carbon Dioxide Fire Suppression System Description

A Hiller Systems Inc. CO2 fire suppression system (Hiller drawing number 10-FP-JG6855) is
installed in the CO2 Room for fire fighting in the following spaces:
- Tank Farm
- Port Engine Room
- Starboard Engine Room
- Bow Thruster Room
- Emergency Generator Room
- Paint Locker.
There are three systems CO2 systems installed serving six compartments. The largest system
provides one shot into either the Tank Farm, Port Engine Room, Starboard Engine Room or
Bow Thruster Room. The remaining two systems for the Emergency Generator Room and Paint
locker are dedicated to the space the serve, providing one shot each. The system contains
thirty-two 120 lb (54.4 kilograms) bottles and one 50 lb (22.6 kilograms) bottle of carbon dioxide
located in the CO2 Room. The same four bottles are consumed when either the Starboard
Engine Room, Port Engine Room or Bow Thruster Room system is activated. One dedicated
bottle is consumed when the Emergency Generator Room system is activated. One dedicated
50 lb bottle is consumed when the Paint Locker is activated.
The pull stations for the protected spaces are located as follows:
- Two stations are provided for the Port Engine Room one is located on the Main Deck,
FR 39 port of centerline the other is located in the Pilothouse FR 30 on the stanchion
port of centerline.
- Two stations are provided for the Starboard Engine Room one is located on the Main
Deck, FR 39 S Starboard of centerline the other is located in the Pilothouse FR 30 on
the stanchion port of centerline.
- Emergency Generator Room pull station is located on the 02 Level, FR 29 port side
adjacent to the access door.
- Tank Farm pull station is located on the Main Deck, FR 18 port side access stairway to
Mezzanine Deck.
- Bow Thruster Room pull station is located on the Main Deck, FR 20 port side access
stairway to Mezzanine Deck.
- Paint Locker pull station is located on the 01 Deck, FR 39, Starboard side adjacent to
the access door.
Two cylinder release handles are provided at each station. The valves must be activated in
sequence to release the carbon dioxide. When the VALVE CONTROL pull is activated, the stop
valve to the space will be opened. (The valve control for the stop valve is activated first to
prevent the valve from sticking closed under pressure.) No alarms will sound, as the system
piping is not pressurized. As the stop valve is opened, there is no way to stop the release once
the cylinder control valve is opened.
When the CYLINDER CONTROL pull is activated, the bottle valves or pilot valves (depending
on the system) are opened, header piping is pressurized, pressure switches are activated
sounding electrically powered alarms, indicating on the VCS, and shutting down the engines,
6-83
ventilation, and the equipment connected to the Emergency Stop HVAC Relay Panel. CO2
powered sirens will also sound in the selected space. A discharge delay of 68 seconds for the
Port Engine Room, STARBOARD Engine Room, Bow Thruster, and Tank Farm is started. A 30
second delay is provided for the Emergency Generator Room and Paint Locker. The time delay
should be used to evacuate personnel, stop all petroleum product movement in the space, and
close all ventilation and access closures. The time delay can be overridden in the CO2 Room by
actuating the valved override on the bottom of the time delay. After the time delay has expired,
the time delay bottle will open the stop valve and the release of CO2 will begin until the
pressurized bottles are empty.
The time delay should not be overridden unless it is assured all personnel are evacuated from
the space, all petroleum products movement has been stopped, and all ventilation and access
closures have actuated or manually closed.
The CO2 systems can also be individually manually released from the CO2 Room.
For specific information concerning the CO2 Fire Suppression System refer to HSC 55531
Operation and Maintenance Manual High Pressure Carbon Dioxide Marine Fire Suppression
System.
6.13.2 Carbon Dioxide Fire Suppression System Operation
WARNING
Alert and evacuate personnel from fire hazard area immediately

on detection of a fire and where possible prior to actuation of the
system. Very personnel are evacuated before releasing the
system. Inhalation of CO2 can cause dizziness, lightheadedness,
asphyxiation and death.
The vessel's crew is responsible for following the vessels fire

fighting doctrine. Personnel must shut down petroleum movement
in the space, isolate the space electrically, ensure all ventilation is
stopped and sealed off with closures, and all accesses are closed.
Improper use of this equipment will cause increased damage to
the vessel and endanger the personnel onboard.
Each space is provided with a single shot with the Tank Room,
Port and Starboard Engine Rooms, and the Bow Thruster Room
sharing a single shot.
The CO2 Room is not force ventilated. If the space has been
closed, personnel should open the space and allow it to ventilate
prior to entry as a CO2 leak could fill the space with CO2 resulting
in asphyxiation.
Each system is designed for a single release to one space only. As these are one shot
systems, personnel should ensure that maximum use is made of the shot by ensuring all
petroleum products are not being moved through or into the space, that ventilation has been
6-84
shut down and covers installed, that electricity to the space is secured, and all other access are
securely closed. It is possible to provide a second shot into the combined space system (to
either engine room or the Bow Thruster Room) as the pilot valves for the tank farm bottles can
be actuated and the stop valve controls the discharge destination. As this will release an
excessive shot of CO2 into the smaller spaces, this should only be done at the explicit direction
of the Master.
a. Verify personnel are evacuated from the space.
b. If time permits:
1. Secure electrical power to the space.
2. Secure all fuel and lube oil pumps.
3. Shutdown ventilation to the space and install ventilation covers.
4. Close all accesses to the space.
5. For engine room spaces, close the drain valve to the oily waste tank to prevent CO2
down flooding into the oily waste tank.
c. To initiate CO2 release remotely:

1. Verify the CO2 station is correct for the space to be released!
2. Pull the operation handle marked VALVE RELEASE (stop valve opens to the
destination).
3. Pull the operating handle marked CYLINDER RELEASE
- Pressure switch activated upon system actuation providing engine/machinery
shutdowns and electrical alarms
- Pre-discharge time delay activated (60 seconds for large space, 30 seconds for small
spaces)
- Pre-discharge siren sounds to evacuate area
- CO2 release after time delay period
d. To initiate CO2 release locally:

1. Verify the CO2 station is correct for the space to be released!
2. Manually open the stop valve in the CO2 Room to the destination.
3. Manually actuate the control cylinders on the system to be released by operating the
lever control head release actuator connecting links mounted on the control cylinder(s).
Immediately operate lever of control head mounted on the control valve. Note that the
Emergency Generator Room and Paint Locker are single cylinder system.
- Pressure switch activated upon system actuation providing engine/machinery

shutdowns and electrical alarms
- Pre-discharge time delay activated (60 seconds for large space, 30 seconds for
small spaces)
- Pre-discharge siren sounds to evacuate area
- CO2 release after time delay period
4. If required, manually actuate the time delay override.
6-85
Figure 6-18. Remote Actuator.
Figure 6-19. Remote Actuator Release Mechanism.
6-86
Figure 6-20. CO2 System Actuation.
Figure 6-21. Time Delay With By-Pass.
6-87
Intentionally Blank
6-88
Figure 6-22. Carbon Dioxide Fire Suppression System.
6-89
Intentionally Blank
6-90
6.14 POTABLE WATER TRANSFER SYSTEM
6.14.1 Potable Water Transfer System Description

The Potable Water (PW) Transfer System consists of three potable (fresh) water tanks and
associated valves and piping. The system is designed to allow the vessel’s potable water tanks
to be filled by the shore connection located on the 01 Deck (Foc’s’cle) at FR 39 (P). The system
fills the Center and Starboard tanks. The Port and Starboard tanks are cross connected with a
normally locked open valve. The system may discharge water off the vessel through hose bibbs
in an emergency. The tanks should be topped off to minimize any free surface effect.
WARNING
Care must be taken during potable water transfer not to

contaminate the water. Personnel sickness and death may result
if pathogens are introduced into the drinking water supply.
CAUTION
Care must be taken when transferring fluids to ensure proper

vessel trim and stability.
Each tank is fitted with drain cocks at 24-inch (61-centimeter) intervals to indicate the water
level. The tank system is designed not to allow any foreign object into the tanks that could
contaminate the water. The tanks are fitted with vents that terminate with a vertical vent check
valve and a stainless steel insect screen. Table 6-9 lists the potable water tank capacities,
location, and vent termination locations.
Table 6-9. Potable Water Tank Information.
Tank Name Location Capacity 100% Vent Termination

Gallons Cubic Meters 01 (Foc’s’cle) Deck
#1 Potable Water (PW) Tank (P) FRs 7-15 8,929 33.80 FR 6 (P)
#1 Potable Water (PW) Tank (S) FRs 7-15 11,280 42.70 FR 6 (S)
#1 Potable Water (PW) Tank (C) FR 7-18 6,366 24.10 FR 6 (P) and (S)
6.14.2 Filling Potable Water Tanks

The following procedure should be used to fill the potable water tanks. Refer to Table 6-11.
Note that fill to #1 Potable Water Tank (P) is through a normally LOCKED OPEN cross connect
valve from #1 Potable Water Tank (S).
a. Sound all potable water tanks to determine level by opening the level indicating cocks.
Announce to shore quantity of potable water required. Verify all tank vents are open.
b. Ensure potable water system fill valves are CLOSED.
6-91
WARNING
Failure to flush hoses and clean system connections may result in

contamination of the potable water that may result in personnel
sickness and death.
c. Prior to taking on water, transfer hoses must be flushed and connections cleaned with
an antibacterial bleach solution. Only use dedicated hoses for filling potable water and
ensure the hoses are capped after and before each use.
d. Attach fill hose to the deck connection.
e. OPEN:
1. PW Deck FILL connection valve at the Foc’s’cle Deck Connection.
2. PW Fill at tanksvalve to Tanks on Main Deck at Fr 18 (P).
3. Appropriate tank fill valve (PW TK #1 (C) or PW TK#1 (S)).
4. Ensure the cross-connect valve to the Port and Starboard tank is LOCKED OPEN.
5. Top three level indicating cocks for the receiving tank(s).
f. Announce to shore that vessel is ready to take on water.
g. As the tank is being filled, inspect hose line and system for leaks or problems.
h. As water begins to flow from the bottom most level indicating cock, either prepare to
transfer filling to another tank or announce to shore to prepare to reduce pumping.
Close bottom level indicating (3rd) cock.
i. As water begins to flow from the middle level indicating cock, close the cock.
j. As water begins to flow from the top level indicating cock, either announce to shore to
STOP pumping, or OPEN the appropriate tank PW TK #__ FILL) valve for the oncoming
tank and CLOSE the filled tank’s manifold tank fill valve (see step e above) and level
indicating cocks.
k. When pumping is complete, stop pumping and CLOSE system fill valves.
l. Disconnect supply hose and immediately cap both the hose and the deck connection to
prevent contamination.
6.14.3 Transferring Potable Water Between Tanks

Transfer between tanks will normally only be conducted to transfer potable water from Potable
Water Tanks No. 1 (P) and No. 1 (S) using gravity. This transfer is through a normally locked
OPEN valve between the two tanks.
CAUTION
The port and starboard potable water cross-connect valve should

be closed prior to transit. All potable water tanks should also be
topped off prior to transit for stability.
6-92
6.15 POTABLE WATER SERVICE SYSTEM
6.15.1 Potable Water Service System Description

The Potable Water System provides water suitable for drinking for the vessel. It consists of the
following equipment:
- Two (2) Goulds Model ESV, Cat. 5SV6GB30 pressure pumps (3 hp (2.2 kW), 24 gpm
(.91 m3/hr) , 173 ft (52.7 m), 3450 rpm
- Two (2) Amtrol Model AWX 350, 119 gal (450 l) pressure tanks (150 psi (10.3 bar) max
working pressure)
- One (1) Aquafine Model MCSL-4R Ultra Violet (UV) Purifier, 115 VAC, 1 ph, 60 Hz
- Three (3) Rheem Model E85-12-G, 12 kW, 85 gal (322 l) water heaters with relief valves
(150 psi (10.3 bar), 210 F (99 C)), 12 kW
- One (1) Village Marine Model PX2000 Reverse Osmosis (RO) water maker (220 VAC, 3
ph, 60 Hz, 2000 gpd (7.6 cubic meters/day))
- One (1) Village Marine Model CMF-2000 media filtration system with booster pump (220
VAC, 3 ph, 60 Hz, .75 hp (.56 kW) at 3450 rpm)
- Three (3) Potable Water Tanks listed in Section 6.14.1
Refer to Figure 6-28 for a diagram of the system. Potable Water Tank Nos. 1 (P, S, and C) may
be filled from the Potable Water Service System.
The controls for the system consist of the pump disconnect switches and pressure switches.
The potable water pumps are set in a lead/lag configuration. Pressure switch PS1 starts/stops
the lead pump. Pressure switch PS2 starts the lag pump.
The pressure switch is normally set to start the pump at 45 psi (3.1 bar) and stop when the
system pressure reaches 65 psi (4.5 bar). Potable water pump No. 1 is powered from the
Starboard MCC (2-43) on the Machinery Flat at 4S11-11. Potable water pump No. 2 is powered
from the Port MCC (2-43) at 4P10-15. Both pumps may be started/stopped at the VCS. Both
pumps also have LOCAL/REMOTE START/STOP controls at the MCC panels.
The potable water is piped to two accumulators for service. The accumulators store the
pressurized water and reduce the pulsations and pumping cycles. The potable water for the
accommodations passes through a UV purifier that uses light to disinfect, reduce the total
oxidizable carbons, reduce chlorine, and provide for ozone destruction, thereby reducing the
bacteria growth. Potable water for equipment connections is not UV purified. The UV purifier is
a 120 VAC, 1 ph, 60 Hz unit powered at the 220/127 VAC Distribution Panel in the Forward
Machinery Space, at 2P07-20. The control panel for the UV purifier is illustrated in Figure 6-23.
Three electric hot water heaters with relief valves are provided for accommodations. Heater
Nos. 1 and 2 are located on the 01 Level at FR 7 (S). Heater No. 3 is located on the 02 Deck at
FR 24 (P). The heaters are powered at the following:
- Water heater No. 1, 4P18-18, Port Pump MCC (2-43) (circuit breaker only)
- Water heater No. 2, 4S11-15, Starboard Pump MCC (2-43) (circuit breaker only)
- Water heater No. 3, 4Q-08, 440 VAC Accommodation Distribution Panel
6-93
The Potable Water System supplies UV treated hot and cold potable water to the following:
- Accommodation showers
- Accommodation sinks
- Laundry washers and sink
- Galley equipment
- Superstructure hose bibbs
- One (1) drinking fountain
- Sixteen (16) toilets for flushing (sanitary water)
The drinking fountain should be disinfected regularly to prevent the buildup of parasitic
organisms.
The Potable Water System supplies non-treated cold potable water to the following expansion
tanks listed in Table 6-10:
Table 6-10. Expansion Tanks.
Expansion Tank Name Location Capacity 100%

Gallons Liters
FWD Bow Thruster Motor, Converter, And Port Eng Rm 15 57
Transformer Exp Tk
Aft Bow Thruster Motor, Converter, And Transformer Starboard Eng Rm 15 57
Exp Tk
Port Switchgear Main Propulsion Exp Tk Port Eng Rm 40 151
Starboard Switchgear Main Propulsion Exp Tk Starboard Eng Rm 40 151
No. 1 Main Generator Exp Tk Port Eng Rm 40 151
No. 2 Main Generator Exp Tk Port Eng Rm 40 151
No. 3 Main Generator Exp Tk Starboard Eng Rm 40 151
No. 4 Main Generator Exp Tk Starboard Eng Rm 40 151
No. 1 Main Diesel Engine Exp Tk Port Eng Rm 40 151
No. 2 Main Diesel Engine Exp Tk Port Eng Rm 40 151
No. 3 Main Diesel Engine Exp Tk Starboard Eng Rm 40 151
No. 4 Main Diesel Engine Exp Tk Starboard Eng Rm 40 151
Port Bulk Mud Compressor Cooling Exp Tk Port Eng Rm 15 57
Starboard Bulk Mud Compressor Cooling Exp Tk Starboard Eng Rm 15 57
EDG Radiator Tk Emer Gen Rm 8 30
Port Propulsion Drive Motor Exp Tk Port Prop Drive Rm 40 151
Starboard Propulsion Drive Motor Exp Tk Starboard Prop Drive 40 151
Rm
The RO water maker is provided to make drinkable water from seawater. The RO water maker
receives seawater from the emergency fire pump Seachest located in the Machinery Space. A
media filter unit is used as a pretreatment to reduce the suspended solids before the RO water
maker. The media filter is provided with a booster pump and back flushing valves. The RO unit
is provided with a low pressure pump, a high pressure pump, and several filters that reduce the
total dissolved solids of the water to less than 500 parts per million (ppm). Potable water is
supplied to the RO water maker during its cleaning cycle through a carbon filter that prevents
damage to the membranes caused by chlorination or bromination of the water. The RO water
maker is powered at the 220/127 VAC Distribution Panel in the Forward Machinery Space at
6-94
2P207-16. The media filter booster pump is powered at the 220/127 VAC Distribution Panel at
2P207-18. The controls for the RO water maker are illustrated in Figures 6-24 through 6-27.
Refer to the following manufacturer’s technical manuals for further information:
- HSC 533114: Potable Water Pump

- HSC 533112: UV Purifier
- HSC 533113: Pressure Water Tank
- HSC 533115: Media Filter Booster Pump (RO Water Maker)
- HSC 533111: Water Heater
- HSC 533001: RO Water Maker
- HSC 533002: Media Filtration System (RO Water Maker)
6.15.2 Potable Water Service System Controls

The following illustrations provide potable water system control illustrations. Refer to Table 6-
11, Potable Water System Valve Table, for Valve alignment during procedures.
Figure 6-23. PW Ultra Violet Purifier.
6-95
Figure 6-24. RO Water Maker Control Panel.
Figure 6-25. RO Water Maker Water Quality Monitor.
6-96
Figure 6-26. RO Water Maker Master Control Center.
Figure 6-27. RO Water Maker Manual Freshwater Flush.
6-97
Table 6-11. Potable Water System Valve Table.
Valve Name Procedures
Operation PW
Tanks (6.14.2)
Water Maker
Service Sys
Starting RO
Expansion
Filling PW
Normal
Filling
Tanks
PW Deck Fill Connection X X X O
PW Tank Fill At Tanks X X X O
PW Center Tank Fill X X X OAR
PW Starboard Tank Fill X X X OAR
PW PORT/Starboard CROSS-CONNECT (Locked Open) X X X OAR
Port PW Tank Suction OAR OAR OAR OAR
Starboard PW TANK SUCTION OAR OAR OAR OAR
Center PW Tank Suction OAR OAR OAR OAR
Emer Firemain Seachest To RO Water Maker * See Note OAR X O OAR
RO Media Filter Pump Suction OAR X O OAR
RO Media Filter Inlet OAR X O OAR
RO Media Filter Outlet OAR X O OAR
RO Water Maker Reject Water OAR X O OAR
RO Water Maker Reject Water Overboard OAR X O OAR
RO Water Maker Product Water Outlet OAR X O OAR
RO Water Maker Product Water To Storage Tanks OAR X O OAR
POTABLE WATER PUMP SUCTION (1 And 2) O OAR OAR OAR
POTABLE WATER PUMP DISCHARGE (1 And 2) O OAR OAR OAR
PW TO ACCUMULATORS (1 And 2) O OAR OAR OAR
Uv Purifier Inlet O OAR OAR OAR
Uv Purifier Outlet O OAR OAR OAR
Uv Purifier Bypass X X X OAR
PW To Accomodations O OAR OAR OAR
HOT WATER HEATER SUPPLY (1, 2, And 3) O OAR OAR OAR
HOT WATER HEATER DISCHARGE (1, 2, And 3) O OAR OAR OAR
Hot Water Heater 2 And 3 Crossover X X X OAR
Hot Water Heater 2 And 3 Return O OAR OAR OAR
Sanitary Cold PW To Water Closets O X X OAR
Hot PW To Sinks And Showers O X X OAR
Cold PW To Sinks And Showers O X X OAR
PW To Expansion Tanks Isolation Valve O O OAR OAR
PW To Port Engine Room Expansion Tanks (1-7) X OAR X OAR
PW To Starboard Engine Room Expansion Tanks (1-7) X OAR X OAR
PW To Port Thruster Motor Expansion Tank X OAR X OAR
PW To Starboard Thruster Motor Expansion Tank X OAR X OAR
PW To Emergency Diesel Engine Expansion Tank X OAR X OAR
* Note: Refer to Firemain Drawing in Section 6.10.
Legend: O: Open X: Closed OAR: Open As Required Grayed out does not effect
operation
6-98
6.15.3 Normal Operation PW Service System

The Potable Water Service System is normally aligned for operation. Systems and equipment
within the potable water service system such as the water heater can be isolated in the event of
equipment failure. The following procedure should be used to operate the potable water service
system:
a. Verify that the Potable Water System and/or related components have not been tagged
out for maintenance.
b. Verify potable water pump No. 1 Breaker 4S11-11 and potable water pump Breaker
4P10-15 are closed.
c. Check potable water level in three potable water tanks (Port, Starboard, and Center).
d. Align valves to desired equipment as directed in Table 6-11 to feed potable water to the
system using one tank.
e. Energize the pump by placing the potable water service pump motor controller (No. 1
and/or No. 2) in the AUTO position. Ensure the pump suction is flooded. Do not run the
pump dry.
f. The pump should start and build pressure to 65 psi. Once the system set pressure is
reached, the pump should stop. If the pump does not stop, inspect the pressure
transducer on the gauge line for trouble.
g. Place remaining pump in AUTO LEAD/LAG mode.
h. Proceed to the Crew Area and OPEN the supply valves in the Crew Head, Galley,
washer connections, drinking fountain, and Passenger Cabin Head. Purge any air in the
line.
i. OPEN the hose bibb valves on Main Deck and in the Engine Room to purge air.
j. Purge air from OWS as needed prior to operation.
CAUTION
Purge all air from the potable water service system prior to
energizing water heaters and the UV purifier. Damage to
equipment could result.
k. Verify breakers for the hot water heaters, Water heater No. 1, 4P18-18, Port Pump,
Water heater No. 2, 4S11-15, Starboard Pump MCC, Water heater No. 3, 4Q-08, 440
VAC Accommodation Distribution Panel are closed.
l. Verify UV purifier Breaker 2P07-20 220/127 VAC Distribution Panel is closed.
WARNING
Extreme caution must be observed when opening the relief valve

on the hot water heater to avoid being scalded by hot water.
m. If necessary, use the hot water heater relief valve to purge any air from the water heater.
6-99
n. CLOSE the water heater electrical supply switches. (The water heater controls should
be set to 120 F (49 C) and Operating Mode 2 (energy smart). Higher temperatures may
be needed for disinfection of the galley. The unit should be turned off if the vessel is to
be laid up.)
WARNING
Skin exposure to germicidal wavelengths of UV light can produce

sunburn and skin cancer. Exposure of the eyes to UV radiation
can produce extremely painful inflammation of the cornea and
temporary or permanent vision impairment, up to and including
blindness in some cases. UV light can damage the retina of the
eye. Reflected or diffused UV light can harm eyes and skin.
CAUTION
Operating the UV lamps without water in the unit will cause

damage to the lamps. The flow of water for the initial filing should
not exceed 50 gpm. Failure to comply may result in quartz sleeve
breakage.
o. Switch the UV purifier to ON, as noted in the manufacturer’s technical manual.

p. Switch the pump on the line daily.
q. The Potable Water System is normally always in operation. Outlet valves should be
inspected for leaks and repaired in order to prevent constant cycling of the pump.
6.15.4 Potable Water Service System Emergency Operation

Emergency operation of the potable water system consists of operating on one potable water
pump and securing the defective unit. In case of total loss of pressure controls, the pump may
be manually operated by placing the potable water service pump motor controller in the
LOCAL/ON position to build system pressure and OFF to stop the pump. The water heater(s)
can be isolated by closing the PW HEATER SUPPLY valve and the water heater circuit
breaker(s) opened.
6.15.5 Sanitary Water Supply System Description

The sanitary water supply system provides pressurized flushing potable water to the
accommodations. The system uses the potable water components as described in Section
6.15.1. Refer to Figure 6-28. Refer to HSC 533114 for pump information.
6.15.6 Sanitary Water Supply System Operation

Align and operate the sanitary water supply system as outlined in Table 6-11, Normal
Operation, Potable Water Service System. OPEN cut out valves on the showers, sinks, and
toilets to prepare for use.
6-100
6.15.7 Filling Expansion Tanks

Prior to starting the filling the expansion tanks, the Potable Water System is normally in
operation. Refer to Table 6-11, Potable Water System Normal Operation for valve alignment.
Refer to Table 6-10, for a list of Expansion Tanks and Figure 6-28 for an illustration of the
Expansion Tanks.
6.15.8 RO Water Maker Operation

Prior to starting the RO water mater, the Potable Water System is normally in operation. Refer
to Table 6-11, Potable Water System Normal Operation for valve alignment.
CAUTIONS
RO pressure production must NEVER EXCEED 950 psi (65.5

bar). Doing so will damage the RO unit membranes and will void
the factory warranty.
In fresh or brackish feed water conditions, make sure to reduce

pressure by reducing the set pressure so product flow is no more
than 120% of design flow to avoid membrane damage.
Optionally, turn the unit off when intake water will have varying
salinity to prevent damage.
Perform a freshwater flush to the RO unit with a good carbon

filter inline only. The freshwater flush system uses a carbon filter
to consume the chlorine that may be present in the flushing water.
Chlorine or bromine will damage the membranes.
Review the equipment manual for lay up instructions. The RO unit

must be in constant operation. A freshwater flush procedure
should be used when the unit is placed IDLE or in STANDBY
condition for more than one or two days in accordance with
manufacturer instructions. Damage to the unit will result if the unit
is not correctly flushed and cleaned.
During periods when the RO unit is to be shut down for an

extended period of time, it is necessary to Reflush the unit every
three weeks OR to circulate a preservative solution through the
membrane to prevent the growth of biological organisms.
NOTE
At initial start-up of RO unit, press DUMP on the Water Quality

Monitor to keep the product water diverted from the potable water
tanks. If the unit is filled with a preservative storage solution,
water must be diverted at least 10 minutes to clear preservative
solution from system.
6-101
a. Verify that the RO water maker and/or related components have not been tagged out for
maintenance.
b. Verify that RO water maker Breaker 2P207-16 at the 220/127 VAC Distribution Panel,
and the media filter pump Breaker 2P207 at the 220/127 VAC Distribution Panel is
closed.
c. Verify the seawater supply valve from the emergency firemain seachest is OPEN and
the brine overboard discharge valve are OPEN.
d. Verify the valve alignment in Table 6-11 for RO Water Maker Operation.
e. Align the RO unit valves as follows:
- Turn High Pressure Bypass Valve (black valve) to CLEANING position.
- Turn Cleaning Valve (gray valve) to NORMAL position.
- Verify media filter booster pump valves are OPEN in normal position.
f. Energize and operate the RO unit, as recommended in the manufacturer’s technical

manual.
NOTE
The potable water flushing pressure should not exceed 35 psi (2.4
bar).
6.15.9 RO Water Maker Media Flushing Operation

Refer to Figures 6-24 to 6-27, for control illustrations.
a. Ensure the Potable Water System is in service to the RO water maker. Ensure the RO
water maker Breaker 2P207-16 at the 220/127 VAC Distribution Panel is CLOSED.
b. Verify the valve alignment in Table 6-11 for RO Water Maker Operation.
b. Turn the High Pressure Bypass Valve (black handle) to CLEANING (ensuring zero
pressure in system). Verify the Cleaning Valve (gray handle) is positioned to
NORMAL/REVERSE OSMOSIS position.
c. OPEN the freshwater water supply to the carbon filter. Turn the Freshwater Water Flush
Valve to the freshwater position (To RO Water Maker Intake Manifold Port) to start flow
through the unit.
d. Verify the freshwater water supply pressure on the Vacuum/Pressure Gauge of the
micron filter assembly (On Control Panel) does not exceed 35 psi (2.4 bar).
e. Press the FLUSH pushbutton located on the Master Control Center on the electronic
instrument panel. This will automatically begin the freshwater flush cycle within the RO
system. The electronic flush will automatically start the Low Pressure Boost Pump, then
the High Pressure Pump, and begin the flushing process for a period of two minutes.
Discharge overboard should be visible during flush.
f. After flushing the unit for two minutes, the High Pressure Pump and the Low Pressure
Boost Pump will shutdown respectively. A confirmation of completion of the Freshwater
Flush is displayed on the Master Control Center, reading STANDBY.
6-102
g. Turn the Freshwater Flush Valve to SEAWATER position. Leave RO unit in standing
condition, up to three weeks. Then Reflush or Preserve. Refer to the manufacturer’s
technical manual for additional information.
6-103
Intentionally Blank
6-104
Figure 6-28. Potable Water Service and Transfer System. (Sheet 1 of 2).
6-105
Intentionally Blank
6-106
Figure 6-28. Potable Water Service and Transfer System. (Sheet 2 of 2).
6-107
Intentionally Blank
6-108
6.16 GREY WATER SYSTEM

The Grey Water System collects grey water from the sinks, showers, drains, and galley waste
for collection and to discharge overboard when permitted, or to shore. The Grey Water and
Black Water Systems are shown on drawing 155-500-005 Black and Grey Water System
Diagram and Figure 6-29. The gray water transfer pump is detailed in technical manual 59313 -
Gray Water Transfer Pump.
6.16.1 Grey Water System Description

The Grey Water System collects drains from:
- Washing machine drains

- Laundry sink
- Water Closet (WC) sinks, showers, and deck drains
- Galley sinks, and two dishwashing machines
- Drinking fountains
One gooseneck vent is outside the house on Deck 01 (Fo’c’sle Deck) approximately six feet
(1.83 meters) above the deck. Additional vents are located throughout the system piping.
Vented piping with valves are aligned to drain the grey (dirty) water to either:
- Grey Water Tank (in port if required by regulation)

- Overboard through a check valve (normally at sea)
Grey water drains include P- Traps to prevent gasses from entering accommodation spaces.
Water is added to a P-Trap if odors are detected to create a seal from gas intrusion. The drain
lines are sloped with clean out/rodding connections at accessible locations.
The Grey Water Tank is located in Deck 3 Machinery Space (Bow Thruster Room) aft. The
Grey Water Tank capacity is approximately 7,767 gallons (29.4 cubic meters). The tank is
vented to the 02 Deck. The tank has a high level alarm switch set to alarm at 75% of capacity.
The alarm sounds inside the space. The Grey Water Shore Deck Connection is located on
Deck 1 in weather Aft of house with other shore connections.
6.16.2 Grey Water System Operation

Grey water discharge is subject to vessel flag registry and local regulations. Check applicable
regulations when choosing to pump grey water overboard or to shore. The Grey Water Pump is
powered by the Starboard Pump Motor Control Center (MCC) 4S11-12 - Grey Water Pump.
The pump capacity is 30 gpm (113.6 liters per minute) at 50 feet (15.24 meters) shutoff head.
The MCC controls are LOCAL/OFF/REMOTE switch, START pushbutton, and STOP
pushbutton controls. Remote Start and stop pushbuttons are located near the pump. Grey
water is pumped overboard when permitted or to a shore (or barge) tank.
6-109
WARNING
Stagnant grey water will produce Di-Hydrogen Sulfide (H2S) gas

that is hazardous to life. If grey water has become stagnant, use
H2S gas detection equipment to ensure the area is safe prior to
proceeding with work. If laying up the tank or system for an
extended time, ensure they thoroughly flushed and disinfected.
6.16.2.1 GREY WATER TO OVERBOARD

Grey water can be directly discharged overboard using gravity only. The Grey Water Tank can
also be pumped overboard to the sea or to a shore or barge connection. Refer to Figure 6-29
for valve alignment. Refer to Table 6-12 as needed.
6.16.2.1.1 Grey Water Discharge Directly Overboard
In this condition, all grey water will gravity drain overboard. Discharge must be in accordance
with all laws and treaties.
WARNING
Discharge of grey water is only allowed in accordance with all

applicable laws and treaties. The Vessel’s Master must approve
all discharge operations.
Align valves per Table 6-12 for Drain Directly Overboard.

6.16.2.1.2 Gravity Drain to Grey Water Tank
The following procedure drains all grey water to the Grey Water Tank with no discharge.
Ensure tank is not full prior to use of the Grey Water Tank. Monitor tank as needed to ensure it
does not overfill and pump to shore connection if necessary.
NOTE
The Grey Water Tank is normally used as a holding tank in port.

The tank is pumped out when necessary to shore or when the
vessel is at sea. The Grey Water Transfer Pump is left off until
the tank is to be pumped out.
Align valves per Table 6-12 for Drain to Tank No Discharge.

6.16.2.1.3 Pumping Grey Water Tank to Sea
The following procedure is used to pump the grey water in the storage tank overboard.
Discharge must be in accordance with all laws and treaties.
6-110
WARNING
Discharge of grey water is only allowed when in accordance will

all applicable laws and treaties. The Vessel’s Master must
approve all discharge operations.
NOTE
A check valve and piping level ensures grey water will not flow
back past the Bypass Tank to Overboard (NC) valve.
a. Align valves per Table 6-12 for Pump Tank Overboard.

b. PRESS Grey Water Transfer Pump START pushbutton. Pump discharges to sea at low
pressure.
c. OBSERVE hose and stop transfer if hose leaks and check connections.
d. PRESS Grey Water Transfer Pump STOP pushbutton when tank is empty. Do not run
the pump dry!
6.16.2.2 PUMPING GREY WATER TO SHORE

The Grey Water Tank can be pumped to shore while in use. Agree with shore personnel on
quantity of grey water to be pumped. Establish communication by radio and hand signals.
Connect approved hose from Shore Deck Connection to receiving connection.
a. Align valves per Table 6-12 for Pump Tank to Shore Connection.
b. PRESS Grey Water Transfer Pump START pushbutton. Pump starts and pressure is
greater than pumping to overboard (approximately 20 psi (1.38 bar)).
c. OBSERVE hose and stop transfer if hose leaks and check connections.
d. PRESS Grey Water Transfer Pump STOP pushbutton when tank is empty. Do not run
the pump dry!
6.16.3 Grey Water Securing

The Grey Water System is normally in use at all times. The system is not used during vessel
lay periods. The Grey Water Tank should be pumped to shore per section 6.16.2.2 at the lay
berth. The system should be aligned to the tank per section 6.16.2.1.2 when not in use.
Aligning the system to the tank prevents any possible discharge to overboard in lay berth.
The Grey Water Tank can be used with a manned lay period as in a shipyard. The tank can be
pumped to the shipyard tank when needed.
6-111
Table 6-12. Grey Water Valve Table.
Valve Drain Directly Drain to Tank Pump Tank Pump Tank to

Overboard No Discharge Overboard Shore Conn.
Grey Water X O OAR OAR
Tank Inlet
Grey Water OAR OAR O O
Tank Outlet
Grey Water OAR OAR O O
Transfer Pump
Discharge
Grey Water X OAR O X
Pump to
Overboard
Discharge (NC)
Grey Water X X X O
Pump
Discharge to
Shore Conn
Grey Water to X X X O
Shore Deck
Connection
Bypass Tank to O X X X
Overboard
(NC)
Overboard O X O X
Discharge
Valve
Note: X= Closed, O= Open, OAR= Operate As Required
6-112
Figure 6-29. Grey and Black Water Systems.
6-113
Intentionally Blank
6-114
6.17 BLACK WATER (SEWAGE) COLLECTION SYSTEM

The Black Water System collects sewage drains from toilets by gravity. The sewage normally
drains to the Marine Sanitation Device (MSD) or to the sewage tank when discharge is not
permitted.
6.17.1 Black Water (Sewage) Collection System Description

The Black Water System is shown in drawing 500-005, Black & Grey Water and in Figure 6-29.
The MSD is explained in section 6.18. The Black Water Discharge Pump is used discharge
sewage from the Sewage Tank overboard or to the shore connection. Pump information is
found in the equipment manual 59312 - Sewage Transfer Pump. The MCC controls are
LOCAL/OFF/REMOTE switch, START pushbutton, and STOP pushbutton Controls. Remote
start and stop pushbuttons are located near the pump. The circuit breaker is on Port Pump
MCC on the Mezzanine Deck, Circuit 4P10-16.
The Sewage Tank is located in Deck 3 Machinery Space (Bow Thruster Room) Aft port. The
Sewage Tank capacity is approximately 7,767 gallons (29.4 cubic meters). The tank is vented
to the 02 Deck. The tank has a high level alarm switch set to alarm at 75% of capacity. The
alarm sounds inside the space and on the VCS.
Two gooseneck vents are outside the house on Deck 01 (Fo’c’sle Deck) approximately six feet
(1.83 meters) above the deck. Additional vents are located throughout the system piping. The
drain lines are sloped with clean out/rodding connections at accessible locations.
The Black Water Shore Deck Connection is located on Deck 1 with other shore connections.
The Sewage Shore Connection Isolation valve is marked as “Sewage Discharge”. Valves
shown in Figure 6-29 as Normally Closed (NC) are named as NC.
6.17.2 Black Water (Sewage) Collection System Operation

Black water discharge is subject to vessel flag registry and local regulations. Check applicable
regulations when choosing to pump black water overboard or to shore. Refer to Figure 6-29 for
valve alignment. Refer to Table 6-13 as needed.
WARNINGS
Stagnant sewage will produce Di-Hydrogen Sulfide (H2S) gas that

is hazardous to life. If sewage has become stagnant, use H2S
gas detection equipment to ensure the area is safe prior to
proceeding with work. If laying up the equipment for an extended
time, ensure the equipment is thoroughly flushed and disinfected.
The sewage system contains harmful pathogens. Personnel

working near or on the systems shall wear protective gloves,
masks and eye protection. After working on the system,
personnel shall immediately change clothes and shower.
6-115
CAUTION
DO NOT flush any of the following items:

- Cigarettes
- Paper Towels
- Grease/Oil
- Disinfectant (Bleach/Chlorine/Acidic) Cleaners
CAUTION
Refer to 6.18 and manufacturers technical manual for information

on approved toilet cleaners. Unacceptable material or cleaners
can disrupt MSD operation.
6.17.2.1 SEWAGE TO MSD

Sewage is normally aligned to the MSD. Refer to section 6.18 for MSD information.
WARNING
Overboard discharge is only allowed when in accordance will all

For MSD treatment of sewage, ensure the MSD is aligned for operation. The effluent can still
be pump to the Sewage tank if desired:
a. Align valves per Table 6-13, Drain To MSD - Effluent Discharge to Sea.
6.17.2.2 GRAVITY DRAIN TO SEWAGE TANK

Sewage can be held in the Sewage Tank. The tank is used when required in port. The tank
can be used at sea when maintenance is performed on the MSD. The MSD should be pumped
out to prevent operation and alarms when the tank is used.
For sewage drain to tank, align valves:
a. Align valves per Table 6-13, Drain To Sewage Tank - No Discharge.
6.17.2.3 PUMPING SEWAGE TANK TO SEA

The Sewage Tank can be pumped overboard to sea with or without the tank aligned for gravity
fill from accommodations.
6-116
WARNING

a. Align valves per Table 6-13, Pump Sewage Tank To Sea.

b. PRESS Sewage Transfer Pump START pushbutton. Pump discharges to sea at low
pressure.
c. When Sewage Tank is lowered or empty, PRESS Sewage Transfer Pump STOP
pushbutton. Do not run the pump dry!
d. Align valves as required for MSD operation or gravity drain to Sewage Tank.
6.17.2.4 PUMPING SEWAGE TANK TO SHORE

The Sewage Tank can be pumped to shore while in use or not in use. Agree with shore
personnel on quantity of grey water to be pumped. Establish communication by radio and hand
signals. Connect approved hose from Shore Deck Connection to receiving connection.
WARNING
The sewage system contains harmful pathogens. Personnel

working near or on the systems shall wear protective gloves,
masks and eye protection. After working on the system,
a. Align valves per Table 6-13, Pump Sewage Tank to Shore.

b. Connect hose to the shore connection and ensure all connections are made correctly.
c. PRESS Sewage Transfer Pump START pushbutton. Pump starts and pressure is
greater than pumping to overboard (approximately 20 psi (1.38 bar)).
d. OBSERVE Hose and stop pump if the hose leaks.
e. When Sewage Tank is lowered or empty, PRESS Sewage Transfer Pump STOP
pushbutton. Do not run the pump dry!
f. CLOSE Sewage Deck Connection.
g. Disconnect Hose.
h. Align valves as required for MSD operation or gravity drain to Sewage Tank.
6.17.2.5 SEWAGE DRAIN TO OVERBOARD

Sewage is not normally drained directly to sea. Untreated sewage can drain to sea under some
circumstances. Check vessel registry regulations and any regulations applicable to vessel
location.
6-117
WARNING

a. Align valves per Table 6-13, Drain Sewage Directly Overboard.
6.17.3 Black Water Securing

The Black Water System is normally in use at all times. The system is not used during vessel
layup periods. The MSD should be pumped to the Sewage Tank. The Sewage Tank should be
pumped to shore per section 6.17.2.4 at the lay berth. The system should be aligned to the tank
per section 6.17.2.2 when not in use. Aligning the system to the tank prevents any possible
discharge to overboard in lay berth.
The Black Water (Sewage) Tank can be used with a manned lay period as in a shipyard. The
tank can be pumped to the shipyard tank when needed per section 6.17.2.4. Sludge collects in
the tank over time. Sludge should be removed and the tank disinfected during layup.
6-118
Table 6-13. Black Water Valves.
Valve Drain To Drain To Pump Pump Drain Sewage

MSD - Sewage Sewage Sewage Directly
Effluent Tank Tank To Tank to Overboard
Discharge No Sea Shore
to Sea Discharge
Sewage Isolation
to Sewage Tank O O OAR OAR X
and MSD
Sewage Tank Inlet
X O OAR OAR OAR
(NC)
MSD Sewage Inlet O X OAR OAR OAR
MSD Effluent
O X OAR OAR OAR
Outlet
MSD Effluent to
OAR X OAR OAR OAR
Sewage Tank
Sewage Tank
X X O O OAR
Outlet
Sewage Transfer
X X O O OAR
Pump Discharge
Sewage Tank
Overboard
X X O X X
Discharge Isolation
(NC)
Sewage Shore
X X X O X
Conn Isolation
Sewage Deck
X X X O X
Connection
Sewage Drain to
X X X X O
Overboard (NC)
Sewage Overboard
Discharge (with
O X O X O
manual operator on
Deck 1)
Note: X= Closed, O= Open, OAR= Operate As Required
6.18 MARINE SANITATION DEVICE

A Seahorse Systems SHSTP 1500 Type II MSD is installed in the Machinery Space Deck 2
(Mezzanine Deck/Bow Thruster Room). The MSD is fully described in the equipment manual,
59311 - Sewage Treatment Plants Type II MSD. The MSD panel is powered by the circuit
breaker 4P10-08 - Marine Sanitation Device on the Port Pump MCC on the Mezzanine Deck.
The MSD includes a pump, blower, and controls powered by the MSD panel. The MSD vent
terminates approximately 6 feet (1.83 meters) above the 01 Deck.
6-119
6.18.1 MSD Description

The MSD is an aerobic digestion based system. A Type II MSD is a flow through discharge
device that produces effluent having a fecal coliform bacteria count not greater than 200 per 100
milliliters and suspended solids not greater than 150 milligrams per liter.
Sewage from the Black Water System is piped to the MSD for treatment (or to shore or
overboard as conditions and laws permit). An inlet screen prevents large solid material from
entering the MSD tanks. The inlet screen requires periodic cleaning. Treatment involves
aeration, clarifying, and disinfection of the treated effluent. A blower mounted on the MSD
supplies air that is distributed in chambers for to provide aeration that promotes aerobic
bacterial life. The bacterium digests sewage. Supplemental bacteria are added to the MSD
periodically to aid treatment in order to maintain a good culture. A system of weirs and baffles
within the MSD retains sludge and allows for staged treatment of the sewage. The treated
sewage eventually flows through filters that reduce the amount of solids and is chlorinated to
disinfect the effluent. The activated carbon sediment filter reduces and eliminates the residual
chlorine in the effluent. The effluent is pumped to sea through the Black Water System
overboard valve. A complete description and operating procedures are contained in 59311 -
Sewage Treatment Plants Type II MSD.
CAUTIONS
DO NOT flush any of the following items into toilets:

- Cigarettes
- Paper Towels
- Grease/Oil
- Disinfectant (Bleach/Chlorine/Acidic) Cleaners
Prohibited cleaners:
• Para-dichlorobenzene Toilet Bowl Deodorant
• Pine Oil
• Highly Acidic or Caustic Cleaners
• Bleach
• Anti-bacterial cleaner
The MSD control panel operator controls are:

- PUMP 1 HAND/OFF/AUTO switch
- BLOWER 1 HAND/OFF/AUTO switch
- FILTER ALARM RESET pushbutton
- ALARM TEST pushbutton
The MSD control panel indicators are:
- Green PUMP 1 RUN light

- Red HIGH LEVEL light
- Green BLOWER 1 RUN light
- Red Filter Clogged light
- Yellow FILTER CHANGE LIGHT
A red alarm general alarm light is mounted above the control panel. Figure 6-30 shows the
MSD controls and indicators.
6-120
Figure 6-30. MSD Control Panel
6.18.2 MSD Operation

The MSD is normally operating at all times, except when no discharge is permitted by law.
Intermittent MSD operation can cause lowered live bacteria levels and disrupted operation.
Refer to Figure 6.31 the MSD Internal Flow Diagram. Refer to manufacturer’s technical manual
in 59311 Sewage Treatment Plants Type II MSD for filter information and detailed operation.
WARNINGS
The sewage system and MSD contain harmful pathogens.

Personnel working near or on the systems shall wear protective
gloves, masks and eye protection. After working on the system,

proceeding with work. If laying up the MSD for an extended time,
ensure the MSD is thoroughly flushed and disinfected.
6-121
CAUTION
Avoid breathing chlorine vapors. Avoid contact with skin and

clothing. Wear rubber gloves and splash-proof goggles when
handling tablets. Wash hands after handling tablets. Keep
chlorine tablets in a clean, dry container. Keep all chemicals be
stored in the original containers in which they were received.
Exercise caution when opening the containers.
Prior to operation, in accordance with the equipment manual:

- Fill each section with fresh water (through each top inspection hole)
- Add bacteria (through inspection hole or flush down a toilet)
- Clean inlet strainer
- Install filters
- Fill the chlorinator tube with chlorine tablets until full
- Align Black Water System to MSD per section 6.17.2.1
Refer to Figure 6-30 for MSD Controls. To Start MSD:
a. Set BLOWER 1 HAND/OFF/AUTO switch to AUTO.

- Blower aerates liquid inside MSD.
b. Set PUMP 1 HAND/OFF/AUTO switch to AUTO.
- Pump starts when control signal signals and cycles to pump effluent to sea as
needed.
c. Acknowledge alarms as needed at startup.
- Alarms clear when system stabilizes
d. ADD Chlorine tablets every two weeks or more frequently if needed.
e. Change filters in accordance with the equipment manual when indicated.
f. If running at reduced capacity, add bacteria through a toilet as required to maintain a
culture in the MSD.
6.18.3 MSD Shutdown

The MSD can be shutdown for maintenance as needed. Align Black Water System to Sewage
Tank per section 6.17.2.2 when securing MSD. Align Black Water System to overboard per
section 6.17.2.5 if permissible.
WARNING

proceeding with work. If laying up the MSD for an extended time,
ensure the MSD is thoroughly flushed and disinfected.
6-122
a. Set PUMP 1 HAND/OFF/AUTO switch to OFF

- Pump stops
b. Set BLOWER 1 HAND/OFF/AUTO switch to OFF
- Blower Stops
c. CLEAN and DISINFECT MSD per equipment technical manual (long term shutdown).
Figure 6-31. MSD Internal Flow Diagram.
6.19 Fuel Oil Service System
6.19.1 Ship’s System Fuel Oil Service System Description

The Fuel Oil Service System consists of two main generator day tanks, an emergency diesel
generator (EDG) day tank, service, and return piping to and from the Main Diesel Generators
(MDGs), emergency shutoff valves, tank level indicators, tank level alarms, and filter coalescer
sets. The day tanks, listed in Table 6-14, Fuel Oil Day Tank Data, provide diesel fuel to/from
the diesel engines from the Fuel Transfer System through the purifier filter sets. Drip pans are
provided with drains to the sludge tank in the Oily Waste and Sludge System.
Two main day tanks are located on Main Deck on the Port and Starboard sides at FR 39 near
the two Engine Rooms. Each tank services the two MDGsengines in the respective engine
room. The two day tank supply lines are cross connected and the day tank return lines are
cross connected. These normally closed crossover valves must remain closed during dynamic
positioning operations. The return piping from the MDGs must always be aligned to return the
unused fuel to the same day tank that provided the fuel. The day tank supply piping is fitted
with both high and low suctions. The high suction should be used in normal operating
conditions. The high and low suction supply lines are equipped with pneumatic quick closing
remotely operated valves. These valves can be used to stop fuel flow in case of an emergency
or fire. In addition, each supply line is fitted with an emergency quick closing valve operator
6-123
located outside of each space. Each MDG is fitted with a Titan DS696-CS duplex strainer, a
Racor 75-791000MAVM fuel oil/water separator (10 micron), a Cummins Sea Pro 5, FH 234
Series fuel water separator, a mounted service pump with an integral relief valve, and an
isolation valve. Each MDG return line is fitted with a check valve to prevent diesel oil back flow
to the engine and an isolation valve. Fuel return lines a located high in the day tank to prevent
siphoning. Valves on fuel oil return lines must never be closed except when the engine is
tagged out for maintenance as operating an engine with a closed return line will damage the
MDG’s fuel system.
Each day tank level is monitored by the VCS and is fitted with a low level and high level alarms.
The high level switch is set to alarm at 90% capacity. The overfill alarm is set to alarm at 92%
capacity. Each day tank is provided with a sight glass and sounding tube. The Port and
Starboard day tank sounding tubes are located on the 01 Deck (Foc’s’cle Deck) at FR 43 (S)
and Fr 42 (P). Each day tank is also provided with a vent terminating with a check valve and
flame screen on the 01 Deck at FR 40 (P) and FR 39 (S).
The EDG day tank is located in the Emergency Generator Room on the 01 Deck (Foc’s’cle
Deck). The supply and return piping for the EDG is provided only from the tank. The tank level
is monitored remotely by the VCS and locally with a sight glass. The day tank is fitted with low
level and high level alarms. The low level alarm is fitted at 4.5 feet (1.37 meters) above the 01
Deck level. The day tank provides approximately 18 hours of running time at the low level
alarm. The high level switch is set to alarm at 90% capacity. The overfill alarm is set to alarm
at 92% capacity. The tank is provided with a local sight glass and a vent, terminating at the 02
Level at FR 35 (P) with a check valve and flame screen.
The supply piping to the emergency generator is fitted with a Cummins duplex fuel filter, a
Racor 751000MAXM duplex fuel oil/water separator (30 micron), and a hydraulically operated,
remote valve closure to stop the fuel flow in case of an emergency. The return piping is fitted
with a check valve to prevent diesel oil back flow to the engine and the return is located high in
the day tank to prevent siphoning. Refer to Figure 6-33, Fuel Oil Service System, for a system
schematic and the following for information on the fuel filters:
- HSC 261111: Generator Engine Fuel Filter, Racor Model 75-7910000MAVM

- HSC 261112: Generator Engine Fuel Water Separator, Cummins Sea Pro 5, FH234
Series
- HSC 261114: Generator Engine Fuel Duplex Strainer, Titan Model DS696-CS
- HSC 261113: Emergency Generator Fuel Duplex Filter, Racor 7510000MAXM
6-124
Table 6-14. Fuel Oil Day Tank Data.
Tank Location Capacity 92% Low Level Alarms High

Gallons Cubic Gallons Cubic Running Level
Meters Meters Time Alarm
Port Day Fr 39-42, 3,830 14.50 608 2.30 2 Engines, 90%
Tank Main 100%
Deck Load, 1
hr, 45 min
Starboard Fr 39-44, 4,253 16.10 677 2.56 2 Engines, 90%
Day Tank Main 100%
Deck Load, 2
hrs
Emergency Fr 35-36, 1,141 4.32 680 2.57 100% 90%
Generator Emer Load, 18
Day Tank Gen hours
Room
6.19.2 Fuel Oil Service System Controls
6.19.2.1 Fuel Oil Service System Emergency Stops

The following pushbuttons located on the Emergency Stop Station on the aft Pilothouse console
affect the Fuel Oil Service System:
- PORT ENG RM FUEL VALVES

- STARBOARD ENG RM FUEL VALVES
These pushbuttons close the pneumatically operated main day tank supply valves. Refer to
Section 5.6, Emergency Stop Stations, for a description of the pushbuttons. The day tank fuel
oil supply valves are pneumatically operated, and require compressed air and 24 VDC to
normally closed solenoid valves to close. Each valve is also equipped with a melting ring that
will force it to close if the ambient temperature reaches 352 F (178 C). The valve must be reset
locally with its hand wheel after closing. Refer to Section 6.8, Compressed Air System, for a
description of the compressed air control.
The EDG day tank fuel supply line is provided with a remotely operated spring closed valve that
is operated from a break glass hydraulic piston pump outside the Emergency Generator Room,
illustrated in Figure 6-32. Operating the hydraulic handle allows the valve to spring close.
Hydraulic pressure must be released by pushing up on the handle, the fuel valve handle fully
closed and then reopened for the valve to be reopened.
6-125
Figure 6-32. EDG Day Tank Supply Valve Remote Operator.
6.19.2.2 Fuel Oil Leakage Indication

Each generator engine is provided with a fuel leakage indication on the VCS. The fuel
connections between the high-pressure fuel pump and each injector utilize a double wall fuel
line. If one of the fuel lines were to leak, the second wall would catch the fuel. The fuel line is
provided with a small container with a float switch. Once the float switch is triggered, an alarm
is activated. Refer to Chapter 2, Main Diesel Generator Engines, and Chapter 3, Electrical
Power System, for additional information.
6.19.2.3 Fuel Oil Service System Valves

Refer to Table 6-15, Fuel Oil Service System Valve Table, for valve alignment during
operations.
6-126
Table 6-15. Fuel Oil Service System Valve Table.
Emer Generator
Normal (1,2,3,4)
FO Service to
Main Engines
FO Service to
Main Engines
FO Service to
Emergency
FO DAY TK HIGH SUCT (PORT/Starboard) O O NA
FO DAY TANK LOW SUCTION (PORT/Starboard) X X NA
MAIN ENGINE SUPPLY STRAINER SUCTION (1, 2, 3, 4) O O NA
MAIN ENGINE SUPPLY STRAINER DISCHARGE (1, 2, 3, 4) O O NA
MAIN ENGINE RETURN VALVE (1, 2, 3, 4) O O NA
FO DAY TK FO RTN (PORT/Starboard) O O NA
FO DAY TANK SUPPLY CROSSOVER VALVE X O NA
FO DAY TANK RTN CROSSOVER VALVE X O NA
EMERGENCY GENERATOR DAY TANK SUCTION VALVE NA NA O
EMERGENCY GENERATOR SUPPLY VALVE NA NA O
Legend: O: Open X: Closed NA: Not Applicable X/O: Closed during DPS-2 Operation
6.19.3 Fuel Oil Service System Normal Operation

The Fuel Oil Service System provides the fuel supply for the four main diesel generator engines
and the EDG engine. Refer to Table 6-15 for Valve Alignment and Figure 6-33, Fuel Oil Service
System, for system illustration.
CAUTION
Ensure the fuel service system return valve remains open during
operation of the engines. Failure to keep the fuel return valves
open will result in engine damage.
CAUTION
Ensure the fuel return is aligned to the same tank it is supplied

from. Failure to do so may result in the fuel tank being overfilled.
Operation of the fuel oil service system is as follows:
a. Verify the Fuel Oil Service System and/or related components have not been tagged out
for maintenance.
b. Sound fuel day tank to determine level.
c. Ensure fuel filters are filled with fuel.
d. Drain water from the filter fuel oil/water separator using the FO SEP DR valve.
6-127
e. Align valves to desired engine as directed in Table 6-15 for FO Service to Main Engines
Normal (1,2,3,4).
f. Align the Fuel Oil Service Day Tank by opening the supply and return valves to the tank:
CAUTION
Never close the FO return valves to a diesel engine in operation

unlees the engine is disabled and tagged out of service. Damage
to the fuel system will result if the FO return valves are closed and
the engine is operated.
1. PORT FO DAY TK: FO DAY TK HIGH SUCT PORT and FO DAY TK FO RTN PORT
for engines 1 and 2
2. Starboard FO DAY TK: FO DAY TK HIGH SUCT Starboard and FO DAY TK FO
RTN Starboard for engines 3 and 4.
g. Periodically, check filter differential pressure gauges and replace filters as needed.
The system is secured by closing all system valves.
6.19.4 Fuel Oil Service System Emergency Operation

In an emergency, the day tank fuel oil supply valves can be closed by pushing the following:
PORT ENG RM FUEL VALVES and/or the STARBOARD ENG RM FUEL VALVES E-Stops
located in the aft Pilothouse. The day tank fuel oil supply valves are pneumatically operated,
and require compressed air and 24 VDC to open.
The Fuel Oil Service System crossover valves may be opened to provide fuel from the opposite
day tank but shall not used during DP operations. Refer to Table 6-15, Fuel Oil System
Emergency Operation, for crossover valve alignment. Periodically cycle the remote shut off
valves remotely to ensure they operate correctly and that indication on valves matches valve
position.
6.19.5 EDG Fuel System Normal Operation

a. Verify the EDG fuel system and/or related components have not been tagged out for
maintenance.
b. Visually, check the EDG day tank sight glass to determine fuel level.
c. Ensure fuel filters are filled with fuel.
d. Drain water from the fuel oil/water separator using the FO/WATER SEPARATOR plug
located at the filter base, placing a catch bucket underneath the filter. Wipe any spilled
water from the area around the filter with absorbing spill blankets, and replace plug.
e. Prime the filter fuel oil/water separator by removing the lid with T-handle and filling the
unit with clean fuel oil.
f. Replace the lid and snugly tighten the T-handle by hand only.
g. Align valves to engine as directed in Table 6-15 for FO Service to Emergency Generator.
h. Periodically, check filter differential pressure gauges and replace filters as needed.
6-128
6.19.6 EDG Fuel System Emergency Operation

The EDG day tank fuel supply line is provided with a remotely operated spring closed valve that
is operated from a break glass hydraulic piston pump outside the Emergency Generator Room.
Operating the hydraulic handle allows the valve to spring close. Hydraulic pressure must be
released by pushing up on the handle, the fuel supply valve wheel fully closed and then
reopened for the valve to be reopened. Periodically cycle the emergency remote shut off valve
remotely to ensure it operates correctly and that the indication on the valve matches the valve
position.
6-129
YeahIntentionally Blank
6-130
Figure 6-33. Fuel Oil Service System.
6-131
Intentionally Blank
6-132
6.20 FUEL OIL TRANSFER SYSTEM

The Fuel Oil Transfer System is provided for the ship’s fuel oil and cargo fuel oil. This system may also be
crossed over to the Liquid Mud System for additional fuel oil storage, refer to section 6.25. Tanks must be
thoroughly cleaned prior to changing fluid contents. Drip pans are provided with drains to the sludge tank in
the Oily Waste and Sludge System.
6.20.1 Ship’s Fuel Oil Transfer System Description

The Ship’s Fuel Oil Transfer System is provided to receive, store, transfer, and purify the fuel oil used on the
vessel. The equipment used under normal conditions includes the following:
- P/S No. 2 Ship’s Fuel Oil Tanks

- P/S Fuel Oil Day Tanks
- One EDG Day Tank
3
- Two (2) Ship’s Fuel Oil Transfer Pump with internal relief valve, Viking AK-4195, 56 gpm (0.212 m /min), 22
psi (1.5 bar), 2 hp (1.49 kW), 1150 rpm with relief valve setting at 25 psi (1.7 bar)
3
- Two (2) Fuel Filter Module (Purifiers), Kaydon GM-30-K, 30 gpm (0.136 m /m) at 50 Saybolt Seconds
Universal (SSU), 7 ft (2.1 m) lift, 1750 rpm, with internal relief valve set at 65 psi (4.5 bar), 2 hp (1.49 kW),
460 VAC, 3 hp, 60 Hz
- One (1) Day Tank Transfer Meter: Liquid Controls MS-7-1, Strainer: Liquid Controls FS2, and Printer: Veeder-
3 3
Root 789002-13, (100 gpm (0.379 m /m)), 99,999 gal (379 m ) capacity)
- Two (2) 1-1/2-in Fill/Discharge Stations (P/S) on Main Deck at Containment 6 for Ship’s Fuel Oil, labeled
FILTERED SHIP FUEL ONLY
The P/S No. 2 Ship’s Fuel Oil Tanks normally provide filtered fuel oil storage for the ship’s service system
(MDGs and EDG). The cargo fuel oil tanks may also be used if required using both metered and unmetered
pathways. The fuel oil tanks and their capacities are listed in Table 6-16, Fuel Oil Transfer System Tank Data.
The day tanks are listed in Section 6.19, Fuel Oil Service System. The tanks are provided with high and low
level alarms at the VCS.
The fuel is transferred via the FO transfer pumps or the purifiers to the Port and Starboard Day Tanks and
EDG Day Tank for service to the generators. The Port Day Tank services the MDGs No. 1 and 2, and the
Starboard Day Tank services MDGs No. 3 and 4.
The ship’s fuel oil transfer pumps can be used in the automatic filling mode to fill the ship’s fuel oil day tanks
(P/S) from the purified P/S No. 2 ship’s fuel tanks. This process is automatically controlled by high and low
level switches located on the fuel oil day tanks. This transfer process bypasses the purifiers therefore the
ships fuel tanks must be purified prior to transfer to a day tank. The ship’s fuel oil transfer pump can also be
used to transfer purified fuel from the #2 ship’s fuel oil tanks or day tanks to the EDG day tank or the main deck
fill/discharge connection labeled FILTERED SHIPS FUEL ONLY. However, this should normally be
accomplished by a purifier.
The purifiers are used to transfer and purify fuel oil to ship’s fuel tanks (from cargo tanks), day tanks, and the
main deck filter fuel connection. The purifiers can also be used for recirculation and purification of the P/S day
tanks and the P/S No. 2 ship’s fuel oil tanks. Transferred fuel can be metered if desired.
The EDG day tank fuel can be gravity drained to the FO cargo tanks through the cargo tank discharge header
and then refilled using the purifier to maintain fuel quality.
Each purifier utilizes two filter pressure vessels to remove particulate and coalesce water from the diesel fuel.
Each purifier is provided with a feed pump to circulate fuel through the pressure vessels. The purifiers are in
parallel with a normally closed discharge isolation valve located in the cross connection piping. Normally, one
6-133
purifier is used at a time while the other is in standby. It is also possible to operate two purifiers to one tank if
demand requires.
The equipment for this system is powered from the following:
- 4S11-01, Starboard Pump MCC (2-43): Fuel Oil Transfer Pump No. 1, LOCAL/REMOTE START/STOP
- 4P10-02, Port Pump MCC (2-43): Fuel Oil Transfer Pump No. 2, LOCAL/REMOTE START/STOP
- 4S11-02, Fuel Oil Filter Module (Purifier) No. 1, LOCAL START/STOP
- 4P10-04, Fuel Oil Filter Module (Purifier) No. 2, LOCAL START/STOP
Table 6-16. Fuel Oil Transfer System Tank Data.
Tank Location Capacity 92% Low High Sounding Vent

Gallons Cubic Level Level Tube Location
Meters Alarms Alarm Location
Cargo FO FR 15-30 30,511 115.50 90% 92% 01 Deck 02 Deck
Tank #1 (P) Fr 39 (P) Fr 14 (P)
Cargo FO FR 15-30 30,511 115.50 90% 92% 01 Deck 02 Deck
Tank #1 (S) Fr 39 (S) Fr 14 (S)
Ship’s FO FR 30-39 24,805 93.90 90% 92% 01 Deck 02 Deck
Tank #2 (P) Fr 39 (P) Fr 30 (P)
Ship’s FO FR 30-39 24,805 93.90 90% 92% 01 Deck 02 Deck
Tank #2 (S) Fr 39 (S) Fr 30 (S)
Cargo FO FR 101- 77,225 273.40 90% 92% Main Deck Main Deck
Tank #7 (C) 121 Fr 103 (C) Fr 107 (P)
Fr 107 (S)
Cargo FO FR 121- 26,893 101.80 90% 92% Main Deck Main Deck
Tank #8 (C) 134 Fr 121 (C) Fr 123 (P)
Fr 123 (S)
The P/S No. 2 Ship’s Fuel Oil Tanks and the cargo fuel oil tanks are equipped with pneumatic operated valves
that are operated with an E-stop on Main Deck and the Pilothouse in order to stop fuel flow in case of an
emergency or fire. Refer to Section 5.6.3 for a description. The ship’s transfer pumps and fuel oil purifiers
may be tripped with an emergency stop in the Pilothouse and the Machinery Space. The E-stops are
described in Section 5.6.3.
Refer to Figure 6-35, Fuel Oil Transfer System schematic. Refer to HSC 54121 for fuel oil transfer pump
information, HSC 26131 for purifier information, HSC 54111 for day tank flow meter information, HSC 54113
for flow meter printer information, HSC 54112 for flow meter strainer information, and 54112 fuel oil transfer
pump strainer information.
6-134
6.20.2 Cargo Fuel Oil Transfer System Description

The Cargo Fuel Oil Transfer System is provided to store and transfer the fuel oil that will normally be
discharged off ship as cargo. The equipment used under normal conditions includes the following:
- No. 1 Cargo Fuel Oil Tank (P)

- No. 1 Cargo Fuel Oil Tank (S)
- No. 7 Cargo Fuel Oil Tank (C)
- No. 8 Cargo Fuel Oil Tank (C)
3
- Two (2) Fuel Oil Cargo Pumps, Desmi NSL 100-415/A02 (700 gpm (2.650 m /m) at 95.1 psi (6.6 bar), 72 hp
(54 kW), 1776 rpm, centrifugal with Variable Speed Drive)
3
- One (1) Cargo Fuel Oil Meter, Strainer, and Printer, Liquid Controls MS-75-1 (400 gpm (1.514 m /m), 99,999
3
gal (379 m ) capacity)
- Four (4) Fill/Discharge Stations on Main Deck for Cargo Fuel Oil (on Main Deck at Containments 4 and 6)
Two cargo fuel oil pumps are provided for the transfer of fuel between tanks for stability or for discharge
ashore. No. 4 Cargo Fuel Oil Pump is located in the Forward Machinery Space on 3 Deck, and No. 3 Cargo
Fuel Oil Pump is located in the Cargo Hold on 3 Deck. The suction and discharge headers are provided with
crossover headers to the Liquid Mud System for additional fuel storage if required. The Liquid Mud System is
described in Section 6.25. The pumps may be operated remotely with the VCS or locally at their respective
VSD control panel.
The cargo fuel oil pumps controllers are fitted with HAND/OFF/AUTO control, speed adjustments, STOP, and
RUN controls with RUN, DRIVE FAULT, and POWER ON indications. Activation of the TANK FARM
FUEL/OIL/VENT pushbutton and the CARGO PUMPS AND VALVES pushbutton stops the pumps, described
in Section 5.6.3. The equipment for this system is powered from the following:
4S05, Starboard 440 VAC Switchboard (1-19), Fuel Transfer Pump No. 3
4P05, Port 440 VAC Switchboard (1-19), Fuel Transfer Pump No. 4
Refer to Figure 6-35. Refer to: HSC 544212 for fuel oil cargo pump information, HSC 544214 for cargo fuel
flow meter information, HSC 544211 for flow meter printer information, and HSC 544215 for cargo fuel flow
meter strainer information.
6.20.3 Fuel Oil Transfer System Controls
6.20.3.1 FO TRANSFER SYSTEM EMERGENCY STOPS

The main emergency stop station is located in the aft Pilothouse console, described in Section 5.6.3. The
following pushbuttons/spring-released contactors affect the Fuel Oil Transfer System:
- PORT ENG RM FUEL VALVES

- Starboard ENG RM FUEL VALVES
- TANK FARM FUEL/OIL/VENT
- CARGO PUMPS AND VALVES
The PORT ENG RM FUEL VALVES and the Starboard ENG RM FUEL VALVES are pushbuttons that are also
integrated with the Fuel Oil Service System. If these pushbuttons are tripped, the respective day tank suction
valves (Service and Transfer Systems) suction valves are closed.
The TANK FARM FUEL/OIL/VENT is a spring-released contactor located on the:
- Aft Pilothouse Emergency Stop Station

- Machinery Space
6-135
If the TANK FARM FUEL/OIL/VENT E-stop is pressed, Fuel Oil Transfer Pumps #1, #2, #3, and #4 are tripped
and the #1 and #2 fuel oil purifiers are tripped.
The CARGO PUMPS AND VALVES E-stop is a pushbutton located at the following:

- Port Main Deck Exterior at Fr 39 (P)
- Starboard Main Deck Exterior at Fr 39 (S)
This pushbutton is illustrated in Figure 6-34, Starboard Main Deck Exterior E-Stop Station. If the CARGO
PUMPS AND VALVES E-Stop is pressed, Fuel Oil Transfer Pumps #1, #2, #3, and #4 are tripped and
pneumatic cargo fuel oil valves are closed. Refer to Section 5.6.3, Emergency Stop Stations, for a full
description of these E-stops.
Figure 6-34. E-Stop Station, Starboard Main Deck Exterior (Port Similar).
6.20.3.2 SHIP’S FUEL OIL TRANSFER SYSTEM VALVES

Refer to Table 6-17 for a listing of procedures and the Ship’s Fuel Oil Transfer System Valves.
6-136
Table 6-17. Ship’s Fuel Oil Transfer System Valves.
Transfer Pump Auto Fill to
Tanks to No. 2 Ship’s FO

Transfer No. 1 Cargo FO
Tanks (See Table 6-18)

Purify No. 2 Ship’s FO
Transfer and Purify to
Transfer and Purify to
Receiving Ship’s FO
EDG Day Tank
P/S Day Tanks
Day Tanks
Tanks
STBD DAY TANK DISCH (TRANSFER SYS) # See Note X X X X X X
STBD DAY TANK DISCH (TRANSFER SYS) (NC) X X X X X X
STBD DAY TANK FILL (FO #10) *See Note X OAR X OAR X X
PORT DAY TANK DISCH (TRANSFER SYS) # See Note X X X X X X
PORT DAY TANK DISCH (TRANSFER SYS) (NC) X X X X X X
PORT DAY TANK FILL (FO #9) *See Note X OAR X OAR X X
#2 SHIP’S FO TANK DISCH (P/S) *See Note OAR OAR OAR OAR X X
#2 SHIP’S FO TANK DISCH BALL VALVE OAR OAR OAR OAR X X
#2 SHIP’S FO TANK FILL (P/S) OAR X X X OAR OAR
FO TRANSFER PUMP SUCTION (1 AND 2) X X X OAR X X
FO TRANSFER PUMP DISCHARGE (1 AND 2) X X X OAR X X
FO TRANSFER PUMP DISCHARGE CROSSOVER X X OAR OAR X X
PURIFIER SUCTION (NO. 1 AND 2) OAR OAR OAR X X OAR
PURIFIER DISCHARGE (NO. 1 AND 2) OAR OAR OAR X X OAR
PURIFIER DISCHARGE CROSSOVER OAR OAR OAR X X OAR
PURIFIER BYPASS X X OAR OAR OAR OAR
DAY TANK FO METER INLET X OAR OAR OAR OAR OAR
DAY TANK FO METER OUTLET X OAR OAR OAR OAR OAR
DAY TANK FO METER INLET BYPASS (NC) X OAR OAR OAR OAR OAR
DAY TANK FO METER OUTLET BYPASS (NC) X OAR OAR OAR OAR OAR
PORT/STBD SHIP’S FILL/DISCHARGE STATIONS X X X X OAR X
DAY TANK FO METER TO FILL/DISCHARGE STATIONS
X X X X OAR X
(GATE VLV)
MANIFOLD VALVE - TO PORT DAY TANK X OAR X OAR X X
MANIFOLD VALVE - TO STBD DAY TANK X OAR X OAR X X
MANIFOLD VALVE - ISOL TO SHIP’S FO TANKS (NC) X X OAR X O O
MANIFOLD VALVE - TO EMER DIESEL GEN DAY TANK X X O X X X
MANIFOLD VALVE - TO PORT #2 SHIP’S FO TANK OAR X X X O OAR
MANIFOLD VALVE - TO STBD #2 SHIP’S FO TANK OAR X X X O OAR
EDG FO DAY TANK FILL (NC) X X O X X X
EDG FO DAY TANK SUCTION X X X X X X
EDG FO DAY TANK OVERFLOW X X X X X X
EDG FO DAY TANK TO CARGO FO DISCH HEADER X X X X X X
Legend: NC: Normally Closed O: Open X: Closed OAR: Open as Required
*Note: Pneumatic valve remotely operated #Note: Pneumatic quick closing valve with manual release
6-137
6.20.3.3 CARGO FUEL OIL TRANSFER SYSTEM VALVES
Refer to Table 6-18 for a listing of procedures and the Cargo Fuel Oil System Valves.
Table 6-18. Cargo Fuel Oil Transfer System Valves.
Ship’s FO Tanks (See

Transfer Cargo FO to
Transfer Cargo FO to
Liquid Mud System
Transferring Cargo
Discharging Cargo
FO Tank to Tank
Receiving FO to
Table 6-17)
FO
CARGO FO TANK SUCT HEADER TO SHIP’S FO
X X X X O
PUMP/PURIFIER SUCTION HEADER (LC)
6-IN FILL CARGO FO TANK #8 CENTER (FO #1) *See
OAR X OAR X X
Note
6-IN DISCHARGE CARGO FO TANK #8 (C) (FO #2) *See
X OAR OAR OAR X
Note
6-IN FILL CARGO FO TANK #7 (C) (FO #3) *See Note OAR X OAR X X
6-IN DISCHARGE CARGO FO TANK #7 (C) (FO #4) *See
X OAR OAR OAR X
Note
6-IN DISCHARGE CARGO FO TANK #1 STBD (FO #5)
X OAR OAR OAR OAR
*See Note
6-IN FILL CARGO FO TANK #1 STBD (FO #6) *See Note OAR X OAR X X
6-IN DISCHARGE CARGO FO TANK #1 PORT (FO #7)
X OAR OAR OAR OAR
*See Note
6-IN FILL CARGO FO TANK #1 PORT (FO #8) *See Note OAR X OAR X X
(#3 AND #4) CARGO PUMP SUCTION X OAR OAR OAR X
(#3 AND #4) CARGO PUMP DISCHARGE X OAR OAR OAR X
CARGO FO DISCH HEADER TO ISOLATION O O X X X
CARGO FO METER INLET FOR DISCH TO FILL/DISCH
X O X X X
STATIONS
CARGO FO METER OUTLET TO FILL/DISCH STATIONS X O X X X
CARGO FO METER OUTLET TO VESSEL O X X X X
CARGO FILL/DISCH ASSEMBLY OUTLET TO VESSEL O O X X X
CARGO FO METER ASSEMBLY INLET FROM
O X X X X
FILL/DISCH STATIONS
CARGO FO METER BYPASS FROM FILL/DISCH
X O X X X
STATIONS TO VESSEL
CARGO FILL/DISCH STATIONS CONNECTION VALVES OAR OAR X X X
CARGO FO DISCH HEADER TO LIQUID MUD SYS
X X X OAR X
FWD/AFT (LC)
CARGO FO SUCT HEADER TO LIQUID MUD SYS
X X X X X
FWD/AFT (LC)
Legend: NC: Normally Closed O: Open X: Closed OAR: Open as Required LC: Locked Closed
*Note: Pneumatic valve remotely operated
6-138
6.20.4 FO Transfer System - Preliminary Operating Procedures
WARNINGS
Prior to any fuel operation, refer to the FO System schematics (Figure 6-35) and
FO valve alignment Tables 6-17 and 6-18. Personnel must have firm
understanding of the fuel piping system as it is installed on the ship prior to
attempting operation. Failure to do so could result in a fuel spill and/or injury or
damage to personnel and equipment. Proper valve alignment is required to
ensure process functions safely.
Never operate a pump or purifier against a closed suction or discharge valve

(dead head) or on a dry suction. The pump will overheat or damage seals and
cause a fuel leak.
Verify valves not in use are closed. Unintended transfer or overflow may result in
valves assumed closed that are not. This may result in fire, fuel in the bilges, or
unintended release into the environment.
Fuel is combustible. Remove all sources of ignition prior to beginning transfer.

Fire and injury may result.
Improper alignment of system, poorly made connections, and overfilling may

result in the release of oil into the environment that is prohibited by law.
Verify tank vents are open and clear.
CAUTIONS
The system valve alignment should be double checked for prior to starting
pumps.
The system should be checked periodically for leakage or spillage of oil to

prevent hazardous situations such as spills, fire, and possible environmental
hazards.
a. Verify that the FO Transfer System and/or related components have not been tagged out for
maintenance.
b. Verify that the applicable normally locked valve(s) may be opened if necessary.
c. Verify valves not in use are closed. Do not assume valves are closed!
c. Verify the fuel monitoring, control, and alarm features of the VCS are functioning properly.
6.20.5 Ship’s FO Transfer - Transfer and Purified Fuel to Port or Starboard Day Tanks or
EDG Day Tank from No. 2 Ship’s Fuel Oil tanks, and No. 1 Cargo Fuel Oil Tanks
The following procedures are used to purify and transfer fuel oil from the No. 2 Ship’s FO tanks to Port or
Starboard or EDG Day Tank, or from the #1 Cargo Fuel Oil Tanks to the #2 Ship’s Fuel Oil Tanks. Prior to
operation of the purifier, personnel must verify it is ready for use and that personnel have read and understand
operational procedures detailed in the manual (refer to HSC 26131).
6-139
NOTES
It is possible to operate two purifiers at the same time to one tank.
The purifier may also be used for recirculation of fuel oil to the #2 ship’s fuel
tanks or day tanks.
Fuel oil flow through the day tank fuel oil meter is optional.
Periodically purge air from the purifier filters. This ensures filters have released
trapped air and full length of filter elements is in use.
a. Ensure the preliminary fueling procedures in Section 6.20.4 are accomplished.

b. Sound the ship’s fuel oil tanks to determine level and ensure all system valves are closed (as required).
Ensure the destination fuel oil tank has sufficient volume for the fuel oil being transferred.
c. Align valves to desired equipment as directed in Table 6-17 for the following:
- Transfer and Purify EDG Day Tank
- Purify P/S No. 2 Ship’s Fuel Oil Tanks
- Transfer P/S No. 1 Cargo Fuel Oil Tanks to P/S No. 2 Ship’s Fuel Oil Tanks
d. Adjust the following valves on filter module skid according to the following:
- INLET valve - OPEN
- OUTLET valve - OPEN
- INTEGRAL valves - OPEN
- FUEL DRAIN valves - CLOSED
- MANUAL AIR RELEASE valves - OPEN, keeping hand on valve to quickly CLOSE once oil is dispelled.
e. Verify the following breakers are closed:

- 4S11-02, Diesel Purifier No. 1, LOCAL START/STOP
OR
- 4P10-04, Diesel Purifier No. 2, LOCAL START/STOP
f. Start the diesel purifier(s).

g. Observe the inlet/outlet pressure gauges on the purifier(s) to ensure that fuel is flowing through the unit.
Do not run the pump dry.
h. Observe the fuel oil tank levels locally at the sight glass or remotely at the VCS FO screen to ensure
they are not overfilled.
CAUTIONS
Care must always be taken not to overfill a fuel oil tank due to fire and
environmental risks.
Ensure fuel is flowing from desired supply and to desired destination. Check for
leaks.
i. CLOSE all system valves when transfer is complete as required.
6-140
6.20.6 Ship’s FO Transfer - Day Tank Transfer Pump Auto Fill
CAUTION
Never transfer unpurified fuel to a day tank. Contaminated fuel may cause
generator engine fuel system damage and engine stoppage/loss of electrical and
propulsive power. Supply tank must be purified when using this process.
NOTE
Fuel oil flow through the day tank fuel oil meter is optional.
The following procedure is used to automatically transfer fuel oil from the No. 2 Ship’s FO tanks to the P or S
day tanks.

b. Sound the fuel oil tanks to determine level and ensure all system valves are closed (as required).
c. Align valves to desired equipment as directed in Table 6-17, Transfer Pump Auto Fill to Day Tanks.
NOTE
In the event of an emergency, the FO transfer pumps may be remotely stopped

by pressing the Tank Farm Fuel Oil/Vent pushbutton, located aft Pilothouse
Emergency Stop Station and the Machinery Space.
d. Verify the following breakers are closed:

- 4S11-01, STBD Pump MCC (2-43): Fuel Oil Transfer Pump No. 1, Local/Remote Start/Stop
OR
- 4P10-02, Port Pump MCC (2-43): Fuel Oil Transfer Pump No. 2, Local/Remote Start/Stop
e. Ensure the desired transfer pump is in REMOTE at the MCC and AUTOMATIC at the VCS. Optionally,
energize the desired transfer pump locally.
CAUTIONS
Care must always be taken not to overfill a fuel oil tank due to fire and
environmental risks.
Ensure fuel is flowing from desired supply and to desired destination. Check for
leaks and over/under filling.
Ensure transfer pumps are not run dry. The automatic system does not stop
pumping on a supply tank low level indication.
f. Monitor the transfer from the No. 2 ship’s tanks to the day tanks by sounding tube(s) or level indicators
(VCS).
6.20.7 Transfer of EDG Day Tank to Cargo Fuel Tanks

The following process is performed to refresh the fuel in the EDG Day tank. The tank should be refilled once
the old fuel is emptied from the tank. This procedure should be accomplished in accordance with ship’s
6-141
standard operating procedures to ensure the EDG Day Tank contains quality fuel when operating conditions
permit.

b. Ensure the destination fuel oil tank has sufficient volume for the fuel oil being transferred.
c. OPEN the following valves:
- EDG FO DAY TANK SUCTION
- EDG FO DAY TANK TO CARGO FO DISCH HEADER
- Fill to desired tank: 6-IN FILL CARGO FUEL OIL TANK
d. Allow fuel oil to gravity feed to desired tank. Monitor the transfer closely by sounding tube(s) or level
indicators (VCS).
e. Close valves listed above when EDG tank is lowered to desired level.
f. Fill EDG day tank with newly purified fuel oil using the procedure in Section 6.20.5.
6.20.8 Cargo FO Transfer - Receiving FO
CAUTION
Obtain a sample of fuel prior to transferring especially when taking fuel from an
unknown source. Obtain and use fuel test equipment.

b. Ensure the destination fuel oil tank has sufficient volume for the fuel oil being transferred.
c. Establish communications with shore personnel.
d. Remove and stow camlock dust cap, verify gasket in transfer hose, and attach transfer hose to fill
station riser.
e. Inspect fueling hose connection and ensure hose is properly positioned. Ensure hose is protected from
pinching, pulling, or chaffing.
f. Obtain a fuel sample and verify quality and type of fuel.
g. Align valves to desired equipment as directed in Table 6-17, Receiving FO from ship’s Fill/Disch
Stations and/or Table 6-18, Receiving FO to Cargo FO Tanks.
h. Advise the fuel source supplier to begin pumping at a reduced rate while watching for any leaks at
hoses or connections. Cease operation immediately if any leakage is present.
i. After ascertaining that no leaks are present, advise the fuel supplier to bring the fueling rate/pressure
up to the agreed upon rate/pressure.
j. At a VCS operation workstation, monitor filling of No. 2 Ship’s FO tanks and/or cargo FO tanks, or
sound tanks locally as required.
k. As tank levels approach their desired capacity, notify the fuel supplier to reduce the rate/pressure of
transfer. The Port and Starboard tanks should be filled in a sequence to limit the listing of the vessel
during FO transferring.
l. When fueling is complete, advise fuel source supplier to stop fuel transfer.
m. Confirming that there is room in the FO system tank(s), blow the FO transfer hose down or cap hoses,
taking care to avoid spillage into the environment.
6-142
n. SHUT the fill valve(s) for the No. 2 ship’s FO tanks and/or cargo FO tank(s).
o. SHUT the fill station isolation valve(s).
p. Remove the fueling hose from the fill station riser(s).
q. Replace camlock dust cover onto fill station riser.
r. Log receipt and test results of fuel in accordance with established procedures.
6.20.9 Cargo FO Transfer - Discharging Cargo FO

b. Establish communications with shore personnel.
c. Remove and stow camlock dust cap, verify gasket in transfer hose, and attach transfer hose to fill
station riser.
d. Inspect fueling hose connection and ensure hose is properly positioned. Ensure hose is protected from
pinching, pulling, or chaffing.
e. Align valves to desired equipment as directed in Table 6-18, Discharging Cargo FO to Discharge
Stations.
f. Advise fuel receiver that pumping is about to begin. Prepare fire and spill watches as required.
NOTE
In the event of an emergency, the No. 3 and 4 Cargo FO Transfer Pumps and
fuel tank pneumatic valves may be remotely stopped by pressing the Cargo
Pumps and Valves FO shutdown pushbutton located on the:

- Port Main Deck Exterior
- Starboard Main Deck Exterior
g. Verify the following breakers are closed:

- 4S05, STBD 440 VAC Switchboard (1-19), Fuel Transfer Pump No. 3
- 4P05, Port 440 VAC Switchboard (1-19), Fuel Transfer Pump No. 4
h. Energize the desired transfer pump locally or remotely as desired.

i. Monitor the transfer closely by sounding tube(s) or level indicators (VCS).
j. Maintain watches. Check for spills and leaks. Be prepared to stop the pump at any moment.
k. When transfer is complete, stop the transfer pump.
l. SHUT the applicable fill station isolation valve.
m. SHUT the suction valves for the applicable cargo fuel oil tank(s).
n. Drain the fuel transfer hose, taking care to avoid spillage into environment.
o. Remove the fueling hose from the fill station riser and replace camlock dust cover onto the station riser.
p. Log transfer of fuel in accordance with established procedures.
6-143
6.20.10 Cargo FO Transfer - Transferring Cargo FO Tank to Tank or Liquid Mud System
CAUTIONS
Tanks must be cleaned prior to changing cargo type.

b. Sound the fuel oil tanks or refer to the VCS to determine level and ensure all system valves are closed.
Ensure the destination fuel oil tank has sufficient volume for the fuel oil being transferred.
c. Align the system valves in accordance with the procedure contained in Table 6-18 for Transferring
Cargo FO Tank to Tank.
NOTE
In the event of an emergency, the No. 3 and 4 Cargo FO Transfer Pumps and
fuel tank pneumatic valves may be remotely stopped by pressing the Cargo
Pumps and Valves FO shutdown pushbutton located on the:

- Port Main Deck Exterior
- Starboard Main Deck Exterior
d. Verify the following breakers are closed:

- 4S05, STBD 440 VAC Switchboard (1-19), Fuel Transfer Pump No. 3
- 4P05, Port 440 VAC Switchboard (1-19), Fuel Transfer Pump No. 4
e. Energize the desired transfer pump locally or remotely as desired. Observe the inlet/outlet pressure
gauges on the transfer pump to ensure that fuel oil is being transferred. Do not run the pump dry.
f. Monitor the transfer closely by sounding tube(s) or level indicators (VCS).
g. When transfer is complete, stop the transfer pump locally or remotely.
h. CLOSE all system valves.
6.20.11 Fuel Oil Transfer System - Emergency Shutdown

The fuel oil transfer pumps and diesel purifiers are connected to the Emergency Stop Station. Activation of
any Emergency Shutdown pushbuttons described in Section 6.20 trips the power supply circuit breakers to the
cargo fuel pumps, fuel transfer pumps, diesel purifiers, and pneumatic valves.
6-144
Figure 6-35 Fuel Oil Transfer System.
6-145
Intentionally Blank
6-146
6.21 LUBE OIL SYSTEM
6.21.1 Lube Oil System Description

The Lube Oil System is provided for the MDG and EDG engines, and the propulsion drive units.
The Port and Starboard Engine Rooms each contain a lube oil filling system consisting of for
providing clean oil for the main diesel engines:
- One 660 gal (2.5 cubic meters) lube oil tank is located on the inboard side of each
Engine Room.
- One hose reel with a sixty-foot (1803 m) of 3/4-inch (1.9 cm) fire rated hose and
Aeroquip quick release coupling assembly.
- One, two hp (1.491 kW) Viking Model AK-4195 positive displacement pump rated at 18
gpm (68 lpm) at 50 psi (3.4 bar) with an internal relief valve set at 55 psi (3.8 bar).
- Fill station at Fo’c’sle Deck connection, Frame 42.
- Tank vent located above the tank top.
The tanks are fitted with valves and plugs for using fills cans; deck fills, vents, and drains. The
tanks are connected via piping, valves, and a quick closing suction valve to the lube oil pump,
allowing for clean oil transfer to the engines. The suction valve thermal trip springs and cylinder
closes at 352 F (178 C). Refer to 26423 LK Quick Closing Valves for more information.
The Port Engine Room Lube Oil Pump is powered from the port MCC at 4P10-05, and the
Starboard Engine Room Lube Oil Pump is powered from the Starboard MCC circuit 4S11-03.
They may be started remotely with the VCS with the control panel placed in “REMOTE”. They
may also be started locally with start/stop controls near the pump when the control panel is in
“LOCAL”. Both pumps can be stopped by emergency stops. Refer to section 5.6.3 Emergency
Stop Stations.
EDG engine lube oil filling and topping off is accomplished manually with fill and drain
connections, as there is no fixed piping provided.
The P/S Propulsion Drive Compartments each contain lube oil system components in a similar
arrangement as the engine rooms. Each compartment contains:
- One 125 gal (473 L) clean lube oil holding tank.

- One hose reel with a sixty-foot (1803 m) of 3/4-inch (1.9 cm) fire rated hose and
Aeroquip quick release coupling assembly.
- One air operated diaphragm pump, Wilden model P200 Pro-Flo rated at 56.4 gpm (214
lpm) at 125 psi (8.6 bar).
- Fill station located Main Deck connection at Frame 124 (Port)
- Tank vent located above the tank top
The tanks are fitted with valves and plugs; deck fills, vents, and drains. The air operated
diaphragm pumps are controlled/operated with air at 125 psi (8.62 bar) by ship’s service
compressed air. The tanks are connected via piping; valves, with a manually operated ball
suction valve to the lube oil pump to allow for clean oil transfer to the stern thruster propulsion
units. Each hose is capable of reaching both propulsion drive compartments. The pumps are
started/stopped locally by hand valve near the pump.
Refer to Figure 6-36 and drawing 155-500-009 for an illustration of the Lube Oil System
Diagram. Refer to 26421 Lube Oil Pump, for the Engine Room lube oil transfer pump
6-147
information; and 26424 Portable Air Pump LO Transfer, for the Propulsion Drive Compartment
lube oil pump information.
6.21.2 Operations
6.21.2.1 ENGINE ROOM AND PROPULSION LUBE OIL TANK FILL

The two lube oil storage tanks located in the engine rooms are equipped with a replenishing
connection on the Fo’c’sle Deck at Frame 42. The two lube oil tanks in the propulsion drive
compartments (port and stbd) are equipped with a replenishing connection on the Main Deck at
Frame 124 (P). The following procedure should be used to replenish the lube oil tanks:
WARNINGS
Lube oil is combustible. Remove all sources of ignition prior to

beginning transfer. Fire and injury may result.
Improper alignment of system, poorly made connections, failure to

cap hoses and overfilling may result in the release of oil into the
environment, which is prohibited by law.
a. Sound/verify tank level.

b. Very outlet valve on the lube oil tank is CLOSED.
c. Verify amount to be pumped and type and quality of product with the supplier. Use test
equipment IAW with standard procedures to ensure oil is of the correct type and quality
to be delivered to the intended tank.
CAUTIONS
The propulsion unit gear oil and engine oils ARE NOT
interchangeable. Damage to equipment will result if the wrong oil
is used. Filling lube oil tanks with the incorrect grade and/or poor
quality lube oil will cause damage to equipment. Verify grade and
quality and tank destination before proceeding! The MDGs/EDG
use Chevron Dello 400 15w40. The propulsion units use
Mobil 600 XP 150. Obtain test equipment and use it prior to filling
tanks.
d. Attach shore side supply hose to the tank fill connection and ensure all fittings are
secure. Secure hose such that it will not pull on the deck connection and will not be
pinched or abraded.
e. CLOSE hose station inlet valves.
f. OPEN the inlet valve on desired tank. Verify tank inlet valve on opposite tank is
CLOSED.
g. Keep and maintain contact with the lube oil pump operator during discharge operations.
A watch should be kept near the supply pump operation in order to ensure immediate
shutdown in case of an emergency.
h. Start pump, begin transfer and observe for leaks in the hose, deck connection, and
system piping. Be prepared to stop the pump at the first sign of trouble.
i. Sound tank regularly to ensure that the tank will not be overfilled.
6-148
j. When tank has reached 95% capacity, STOP the lube oil delivery pump and CLOSE the
inlet valve.
k. Repeat for opposite LO tank if required by OPENING the inlet valve for the opposite tank
and CLOSING the inlet for the filled tank.
l. If possible, blow down the supply hose and disconnect shore-side supply hose.
Immediately cap both the hose and deck connection.
6.21.2.2 MDG ENGINES SUMP FILL
WARNING

CAUTIONS
DO NOT overfill sumps. Damage to engines can result. Always

check sump levels after filling. Each MDG sump capacity is 69
gallons (261.2 L). Operate lube oil transfer pump locally to
prevent spills. Do not defeat self-closing valve mechanism.
is used. The MDG/EDG engines use Chevron Dello 400 15w40
oil.
a. Verify equipment is not tagged out for maintenance.

b. Verify desired tank level and desired engine sump level.
c. Connect hose reel to the desired LO transfer pump fixed piping with quick connection.
c. Align valves to the desired diesel engine:
1. CLOSE LO tank suction cross over valve.
2. OPEN gate lube oil tank outlet valve.
2. OPEN lube oil transfer pump suction valve.
3. OPEN lube oil transfer pump discharge valve.
4. CLOSE LO pump discharge to deck connection/opposite tank isolation valve.
5. OPEN hose station inlet valve.
d. Insert self-closing valve tube (nozzle) in engine sump oil fill and dipstick tube. Do not
leave the hose unmanned.
e. Ensure power is available to the desired LO transfer pump (port - 4P10-05, stbd - 4S11-
03). START the desired pump locally at the start/stop control near the pump, while
maintaining self-closing valve open.
f. STOP the LO transfer pump when the desired engine oil level is reached, and release
self-closing valve.
g. CLOSE the valves and secure the hose reel.
6-149
h. Verify sump is not over or under filled.
6.21.2.3 PROPULSION UNIT SUMP FILL
WARNING

CAUTIONS
The propulsion unit gear oil and sump oils ARE NOT
is used. The propulsion unit uses Mobil 600 XP 150 oil.
DO NOT overfill propulsion units. Always check levels after filling.

Each propulsion unit oil expansion tank capacity is 26 gal (98.4 L).
A lube oil hose reel with air operated pump is used to make up lube oil in the propulsion units,
refer to Figure 6-36. The lube oil piping and hose is aligned to the propulsion unit to be filled
and secured. Compressed air is aligned to the pump, by manually opening the air valve. The
pump operates once compressed air is supplied. The pumps are started manually at the pump.
One Engine Room LO tank may be filled from the opposite Engine Room LO tank. When
complete, close all valves.
a. Verify equipment is not tagged out for maintenance.

b. Verify desired tank levels with sight-glass and amount of lube oil to transfer. Ensure the
desired tank to fill has the desired volume for transfer.
c. Connect hose reel to the pump fixed piping with quick connection.
d. Align valves to the designed propulsion unit supply hose:
1. OPEN ball lube oil tank outlet valve.
2. OPEN pump suction valve
3. OPEN hose station inlet valve
4. Place hose self-closing valve tube (nozzle) in oil expansion tank filler/breather tube.
Do not leave the hose unmanned.
e. Ensure compressed air is available to the desired LO transfer pump. START the desired
pump locally at the valve near the pump.
f. STOP the LO transfer pump when the desired tank level is reached, and close the
valves as required.
g. Verify level is neither to low or to high.
h. CLOSE all valves when complete.
6-150
6.21.2.4 EMERGENCY GENERATOR LO SUMP FILL

The EDG engine sump is filled manually. Each engine room lube oil tank is provided with a
bucket fill and drain self-closing valve for manual lube oil fill. Verify the fill level before and after
filling with the generator dipstick.
CAUTIONS
DO NOT overfill sump. Damage to engine can result. Always

check sump level after filling. The EDG sump capacity is 5.5 gal
(20.8 L).
Only use clean, oil resistant containers for transferring oil! The
EDG uses Chevron Dello 400 15w40 oil.
6.21.2.5 EMERGENCY OPERATIONS - LUBE OIL PUMP FAILURE

The engine room lube oil pumps are provided with one suction crossover valve and two deck
connection/opposite tank isolation valves that allows for one pump to operate either side in the
event of engine room lube oil pump failure. Manual filling with buckets is also possible.
The propulsion unit air operated pumps are each provided with a sixty-foot (18 m) hose reel
hose. The hose reel is provided with adequate length to reach either stern thruster for oil fills.
The MDG sumps can be filled a drum through the shore connection if both LO transfer pumps
are inoperable. To fill MDG sump:
WARNING

beginning transfer. Fire and injury may result. This procedure
requires one person at the filling station and one person in
the engine room.
CAUTIONS
DO NOT overfill sumps. Damage to engines can result. Always

check sump levels after filling. Each MDG sump capacity is 69
gallons (261.2 L). Operate lube oil transfer pump locally to
prevent spills. Do not defeat self-closing valve mechanism.
is used. The MDG engines use Chevron Dello 400 15w40 oil.
a. Remove filling station quick connection cap and attach drum pump hose.
b. Connect hose reel to the pump fixed piping quick connection.
b. OPEN desired deck connection/opposite tank isolation valve.
c. Communicate with person at fill station. Do not interrupt communication.
6-151
d. OPEN self-closing hose reel valve (nozzle). Great care must be taken not to overfill the
sumps. Fill to full mark on dipstick.
e. START drum pump when ordered, and STOP when ordered.
f. CLOSE self-closing hose reel valve (nozzle) and deck connection/opposite tank isolation
valve.
g. Remove drum pump hose and replace quick connection cap.
6-152
Figure 6-36. Lube Oil System.
6-153
Intentionally Blank
6-154
6.22 OILY WASTE AND SLUDGE SYSTEM

The Oily Waste and Sludge System stores, transfers, and processes waste oil and oily waste
that is generated aboard the vessel. The system is described in two sections, the Sludge
System and the Oily Waste System, described below.
6.22.1 Sludge System Description
The Sludge System consists of a Viking Model HJ-475 dirty oil pump (2 hp @ 1750 rpm, 18 gpm
(.068m3/min) @ 50 psi (3.4 bar)), a 872 gal (3.3 m3) Used Oil Tank, a 2086 gal (7 m3) Sludge
Tank, and associated valves and piping. The Used Oil tank is located on the outboard port side
of the Machinery Space at Frames 22-23.5, and receives used lube oil exclusively from the
MDG engine sumps. The Sludge Tank is located on the port side of the Machinery Space at
Frames 23.5-27 and receives dirty oil from miscellaneous drains from equipment catchalls
above Main Deck, oil discharge from the oily water separator (OWS), and used oil from the
MDG engines (if required). The Used Oil Tank and the Sludge Tank vents terminate on the 02
Level at Frame 15 (P) and Frame 16 (P) respectively with a flame screen and a self-closing float
valve. Both tanks are provided with a high level switch, alarming on the VCS. The Sludge Tank
and the Used Oil Tank are provided with Kenco 9900 liquid level indicators for local level
monitoring. The deck discharge station, used for discharging waste oil or oily waste for shore
disposal, is located on the Main Deck at FR 39 (P). It is fitted with a 42 gal (0.159 m3)
containment coaming.
The Dirty Oil Pump is used for the following operations:

- Empty the MDG engine sumps to the Used Oil (preferred) or the Sludge Tank
- Empty the Used Oil Tank or Sludge Tank to deck discharge station for shore disposal
- Transfer the MDG engine sumps to the deck discharge station
The Dirty Oil Pump is a positive displacement gear pump, located in the Machinery Space, with
an internal relief valve. It is powered from 4P10-14 at the port 440 VAC MCC Switchboard,
located in the Machinery Flat on the Mezzanine Deck. It may be started remotely through the
VCS or locally with start/stop controls near the pump, each engine room, or at the MCC.
The Sludge System interfaces with the Bilge and Ballast System, Section 6.11. Refer to HSC
59324 for dirty oil pump information and Figure 6-40 for a schematic of the Oily Waste and
Sludge System.
6.22.2 Oily Waste System Description

The Oily Waste System consists of a Desmi Model SA 35-135-12-H Oily Waste (Oily Bilge)
Pump (3.5 hp @ 3408 rpm, 70 gpm (0.265 m3/min) @ 26.1 psi (1.8 bar)), a 4623 gal (17.5 m3)
Oily Waste Tank, an Oily Water Separator (OWS), and associated valves and piping. The Oily
Waste Tank is located in the outboard starboard side of the Machinery Space at Frames 19-27
and receives oily waste from miscellaneous drains from equipment catchalls, engine room deck
drains, and the Bilge and Ballast System. The tank vent terminates on the 02 Level at Frame
16 (S) with a flame screen and a self-closing float valve. It has a high level switch, alarming on
the VCS, and a Kenco 9900 liquid level indicator for local level monitoring. A deck discharge
station, located on the Main Deck, is the same as described in Section 6.22.1.
The Oily Waste Pump is used for the following operations:

- Empty the Oily Waste Tank to deck discharge station for shore disposal
- Transfer contents of Oily Waste Tank to the Sludge Tank or the Used Oil tank for
storage (not normally used)
6-155
The pump is located in the Machinery Space. It is powered from 4P10-03 at the Port 440 VAC
MCC Switchboard, located in the Machinery Flat on the Mezzanine Deck. It may be started
remotely through the VCS. It may also be started locally with start/stop controls near the pump
or at the MCC.
6.22.3 Oily Water Separator (OWS)

A Recovered Energy Inc. Model Boss 5T/107 OWS is installed in the forward starboard section
of the Machinery Space and illustrated as a schematic in Figure 6-37. It is provided with 220
VAC, powered from 2P07-15 at the 220/127 VAC Distribution Panel, located in the Forward
Machinery Space.
The OWS processes oily waste prior to discharging treated effluent overboard at 5.0 gpm, (1.2
m3/h). The OWS takes suction from the Oily Waste Tank, separates the oil from the water, and
discharges water effluent overboard and oil effluent to the Sludge Tank. A Brannstroms
Elektronik AB, Model Bilgmon 488 Oil Content Monitor (OCM) monitors the treated water
effluent for oil content, and actuates recirculation solenoid valves to return the effluent to the
Oily Waste Tank if the oil content of the effluent exceeds 15 parts per million (ppm). The OWS
pump is used to draw suction on the oily water inlet line through the pressure vessel and to
discharge effluent either overboard or return to the Oily Waste Tank. The system requires
pressurized potable water from the potable water service system. The potable water source is
used to force the oil separated in the top of the unit into the Sludge Tank. The potable water
source also flushes the BM201001A-1 optical sensor cell unit. Once turned ON, the OWS
system is operated automatically between two cycles to pump down the level of the Oily Waste
Tank. The level of the tank should be monitored while the OWS is in operation. Failure to
maintain the operation of the OWS and keep the tank pumped down will prevent a buildup of
oily waste.
After the effluent leaves the separator tank but before the oil content monitor, it flows through a
polyglass polisher containing sand, organoclay and carbon. The sand/organoclay/carbon filter
medium polishes the effluent, removing emulsions that make it through the separator without
being removed. The polisher is provided with a backwash valve assembly for filter cleaning.
The Oily Waste System interfaces with the Potable Water System, Section 6.15, and the Bilge
and Ballast System, Section 6.11. Figure 6-40 illustrates the Oily Waste and Sludge System.
Refer to HSC 59321 for a complete description, operating instructions and maintenance
information of the OWS. Refer to HSC 59322 for further information on the oil content monitor
and HSC 59323 for information on the oily water (oily bilge) pump.
6.22.3.1 OWS CONTROLS

The Bilgmon 488 OCM for the OWS is illustrated in Figure 6-38. The local control panel for the
OWS is illustrated in Figure 6-39.
6-156
Figure 6-37. OWS Schematic.
6-157
Intentionally Blank
6-158
Figure 6-38. Oil Content Monitor.
Figure 6-39. OWS Local Control Panel.
6-159
6.22.4 Oily Waste and Sludge System Emergency
A pushbutton for the dirty oil emergency stop is located on the Starboard Main Deck Emergency
Stop Panel at Fr 39 (S), near the Main Deck dirty oil discharge station. When the DIRTY OIL
button is pressed:
- Oily Waste (Oily Bilge) Pump trips

- Dirty Oil Pump trips
6.22.5 Oily Waste and Sludge System Valves

The valves for the Oily Waste and Sludge System are listed in Table 6-19. Refer to Figure 6-40,
Oily Waste and Sludge System, and Figure 6-15, Bilge and Ballast System for illustrations.
Table 6-19. Oily Waste and Sludge System Valve Table.
Sump(s) to Shore
Sump(s) to Used
Oily Waste Tank

to Shore Station
Sludge Tank, or
OWS Operation
Used Oil Tank,
Main Engine
Main Engine
Oil Tank
MDG ENGINE SUMP DRAIN (4) OAR OAR X OAR
DIRTY OIL PUMP SUCTION O O X OAR
DIRTY OIL PUMP DISCHARGE O O X OAR
USED OIL TANK FILL O X X OAR
USED OIL TANK SUPPLY TO DIRTY OIL
X OAR X OAR
PUMP
SLUDGE TANK FILL X X X OAR
SLUDGE TANK SUPPLY TO DIRTY OIL
X OAR X OAR
PUMP
OILY WASTE TANK SUPPLY TO OILY
X X O OAR
WASTE PUMP
OILY WASTE TANK SUPPLY TO OWS X X X O
OILY WASTE PUMP DISCHARGE X X O OAR
DECK DISCHARGE STATION VALVE X O O OAR
POTABLE WATER SUPPLY TO OWS * X X OAR O
OWS RECIRC TO OILY WASTE TANK * X X OAR O
OWS DISCHARGE TO SLUDGE TANK * X X OAR O
OWS OVERBOARD DISCHARGE * X X OAR O
PORT CLEAN WATER OVERBOARD
X X OAR O
DISCHARGE (MOV - BF#5) *
Legend: O: Open X: Closed OAR: Open As Required (Grayed out/does not affect other
operations) *: Bilge and Ballast System
6-160
6.22.6 Operations
6.22.6.1 PRELIMINARY OPERATING PROCEDURES
a. Verify that the Oily Waste and Sludge System and/or related components have not been
tagged out for maintenance.
b. Verify equipment whose sump(s) will be emptied is tagged out for maintenance and is
offline.
CAUTIONS
Running pumps dry can cause pump damage due to the lack of
lubrication and or cooling. Be sure to stop the pump when the
suction runs dry.
Always tag out an engine before changing it’s oil. Verify all valves
are closed and the engine oil level is normal before removing tags.
Damage to the engine could result if insufficient oil is maintained
in the sump.
6.22.6.2 MAIN ENGINE SUMP(S) TO USED OIL TANK

a. Tag out engine before pumping oil. Operating an engine with out oil will cause
equipment damage.
b. Verify Used Oil Tank has adequate capacity for main engine sump(s) used oil.
c. Verify Dirty Oil Pump Breaker 4P10-14 at the port 440 VAC MCC Switchboard is closed.
d. Align valves from the desired MDG engine sump(s) to the used oil tank as directed in
Table 6-19.
e. Start the dirty oil pump at the following:
- VCS Control Screen
- Dirty oil pump START/STOP pushbutton station, Machinery Space or Port/Starboard
Engine Rooms
f. Using the dipstick monitor the sump oil level and stop the Dirty Oil Pump when the
engine sump has been emptied. Do not run the pump dry!
6.22.6.3 USED OIL TANK/SLUDGE TANK/MAIN ENGINE SUMP(S) TO SHORE

STATION
WARNING
The Federal Water Pollution Act, prohibits the discharge of oil or

6-161
a. Establish communications with shore personnel.
b. Connect shore transfer hose from shore facility to Deck Discharge Station, located on
the Main Deck at Fr 39 (P).
c. Align valve to desired equipment as directed in Table 6-19.
d. Verify dirty oil pump Breaker 4P10-14 at the port 440 VAC MCC Switchboard is closed.
e. Start the dirty oil pump at the following:
- VCS workstation control screen
- Dirty oil pump START/STOP pushbutton station, Machinery Space or Port/Starboard Engine
Rooms
f. Monitor the following:

- Used Oil Tank level remotely with the VCS workstation, or locally with sounding tube
- Sludge Tank level remotely with the VCS workstation, or locally with sight glass
- Main Engine Sump(s) locally with a dipstick
g. Stop the dirty oil pump when the tank is empty. Do not run the pump dry!
h. Disconnect the shore transfer hose and close applicable valves.
6.22.6.4 OILY WASTE TANK PUMP TO SHORE STATION

a. Establish communications with shore personnel.
b. Connect shore transfer hose from shore facility to Deck Discharge Station, located on
the Main Deck at Fr 39 (P).
c. Align valve to desired equipment as directed in Table 6-19.
d. Turn the OWS System switch to OFF to stop the OWS if necessary.
e. Verify oily waste (oily bilge) pump Breaker 4P10-03 at the port 440 VAC MCC
Switchboard is closed.
f. Start the oily waste (oily bilge) pump at the following:
- VCS workstation control screen
- Oily Waste (Oily Bilge) Pump START/STOP Pushbutton Station, Machinery Space
- At the port 440 VAC MCC, Machinery Flat
g. Monitor the oily waste tank remotely with the VCS workstation, or locally with sight glass
h. Stop the oily waste pump when the tank is empty. Do not run the pump dry!
i. Disconnect the shore transfer hose and close applicable valves.
6-162
6.22.6.5 OWS OPERATION
WARNING
The Federal Water Pollution Act, prohibits the discharge of oil or

CAUTIONS
The oily water separator should be operated locally with a watch

stander nearby, monitoring oily waste tank level. If the oily waste
tank is pumped dry, air will collect in the top of the separator and
force the oil down. This will cause the level sensor to read hi oil
level, resulting in a short cycling condition. Initial startup
procedures will need to be initiated, purging air from the system.
Do not run the pump dry. Damage to the pump will result if the
pump is run continuously.
NOTES
Prior to initial startup, purge air out of the system, and verify
proper operation of the OCM.
In some cases better pre-filtration is required if the vessel is

operating in brown water. Silt or turbidity can impact the accuracy
of the OCM. It can also cause the polisher to plug up prematurely.
Using surfactants and other cleaning chemicals that make hard-to-

remove chemical emulsions can cause high oil content. Use
cleaners that do not cause emulsions.
For normal operation, the OWS is turned ON and the sample valve to the Oil Content Monitor is
OPEN. System valve alignment is per Table 6-19, OWS Operation. This permits the unit to
function normally in an automatic mode that will discharge overboard unless the oil content
exceeds 15 ppm, which will divert the fluid back into the Oily Waste Tank for reprocessing.
Operators must refer to HSC 59322 for a complete description, operating instructions and
maintenance information.
a. Align pressurized potable water to the OWS.

b. Align power to the OWS through circuit 2P07-15, Forward Machinery Space 220/127
VAC Distribution Panel.
6-163
c. Align OWS piping per Table 6-19. This aligns the Oily Waste Tank to the OWS, the
OWS recirculation line to the Oily Waste Tank, the OWS oil discharge to the Sludge
Tank, and OWS treated effluent to discharge overboard.
d. Align the polishing filter for normal operation. The unit can be back flushed once the
OWS is in operation if necessary.
e. Set System ON/REMOTE/OFF to OFF and switch the Main Power Switch ON. The unit
will then monitor the outlet stream and automatically switch between discharge and
recycle as needed.
f. Refer to the OWS equipment manual for detail operation. The System
ON/REMOTE/OFF is usually set to ON. Operating in REMOTE at VCS still requires unit
monitoring of Oily Waste Tank level. The unit can be operated manually using the ON
position, causing the unit to run continuously cycling between pump and fill cycles.
g. When Oily Waste Tank level reaches 10% level, secure the unit by turning it OFF and
securing all system valves.
6.22.5.6 OILY WASTE AND SLUDGE SYSTEM EMERGENCY OPERATIONS

The Dirty Oil Pump and the Oily Waste Pump are not cross connected and do not have
redundant pumps. Failure of one of the pumps could result in an inability to transfer waste oil
using installed piping. A portable pump can be used to transfer oil from one tank to another or
to shore.
The Oily Waste Tank contents are emptied by both the OWS and the Oily Waste Pump. In the
event of an OWS failure, the Oily Waste Tank contents could be transferred to the Sludge Tank
or the Used Oil Tank using the Oily Waste Pump to provide added capacity.
6-164
Figure 6-40. Oily Waste and Sludge System Diagram.
6-165
Intentionally Blank
6-166
6.23 ANCHOR WINDLASS

One CME Model 2W20031-136-00 double horizontal anchor windlass is located on 01 Level
FWD of the Deck House in the Covered Mooring Deck. The electrically driven anchor windlass
is a bi-directional with double wildcats and double capstans. A fail safe brake is mounted on the
non-drive end of the electric motor that holds the drive shaft position when the electric motor is
not commanded up or down. The wildcat sections of the windlass are sized to deploy and
retrieve the respective Port and Starboard 6,500 lb (2948.35 kg) anchors and the connecting 2-
inch diameter anchor chain with ground tackle assemblies. The horizontal capstans (catheads),
located on each end of the windlass, are sized to retrieve and deploy mooring lines using
fairleads. The winch unit is driven by a 40 hp/460 VAC/3 phase/ 60 Hz electric motor capable of
26,200 lbs (11884.12 kg) of line pull at 32 feet per minute (9.75 mpm). The windlass controller
is located on the bulkhead in the Starboard side, aft of the windlass. UP and DOWN control
push buttons are provided in Pilothouse and the local control station. The brake assemblies are
capable of holding 204,300 lbs (maximum) of pulling force.
Refer to the Coastal Marine Equipment, Inc. Parts and Installation Manual for specific
operational information, maintenance, and safety precautions.
6.23.1 Anchor Windlass Components
6.23.1.1 JAW CLUTCH

The jaw clutches are lever operated to engage and disengage the wildcats from the drive shaft.
The mechanism is designed to remain engaged without the aid of a latch but incorporates a
latch to lock the clutch in the OUT position to prevent engagement while in the freewheel mode
or when using the capstans.
6.23.1.2 BAND BRAKES

The wildcat band brakes are hand-wheel operated. They are set with a clockwise rotation and
released with a counter-clockwise rotation. They are designed to allow freewheel payout of the
windlass and to be set to hold a load when the jaw clutches are not engaged. The brake is not
designed to control the windlass under power with the jaw clutches engaged.
6.23.1.3 CHAIN STOPPERS

The chain stopper is designed to be set while riding at anchor or to be used when the anchor is
in the stowed position. In general, the strain of the anchor should be held by the brakes with the
chain stopper used as a safety measure. The chain stoppers should be used to break the
anchor off the bottom using the motion of the ship.
6.23.1.4 HORIZONTAL CAPSTANS

The horizontal capstans are used to handle the mooring lines. When using the capstans, the
wildcats are held using the band brakes and the chain stoppers with the clutches disengaged on
both sides. The capstans will spin whenever the electric motor is turning. The initial wrap
leading to the load should always be inboard on the capstan head to allow for throwing off line if
the need arises.
6-167
6.23.2 Operation
The follow on procedures describe the operations for anchor deployment and retrieval and
cathead operation. Operators should always verify the water depth and the length of anchor
chain before attempting to deploy the anchor.
WARNING
Do not attempt to engage or disengage the chain stopper while

the equipment is in motion. Serious equipment damage or
personal injury may occur.
6.23.2.1 ANCHOR FREEWHEEL DEPLOYMENT WITHOUT ELECTRICAL POWER:

a. Inspect the windlass and anchor chain to ensure it is ready for operation.
b. Ensure both wildcat hand brakes are tightly set.
c. If necessary, disengage the jaw clutch from the wildcat to be used to deploy the anchor
and lock it in the out position.
d. Disengage the chain stopper on the anchor to be dropped; if the chain stopper is firmly
in the bite of the chain, use a sledge and pry bar to remove it. Lock out the chain
stopper when complete.
WARNING
Do not allow the anchor to drop in an uncontrolled freefall.

Serious equipment damage or personal injury may occur.
This equipment is designed with brakes to control payout and hold
the load. Do not operate the brake while the unit is in haul-in
mode. Serious equipment damage or personal injury may occur.
e. Slowly relieve the tension on the hand brake to allow the anchor to be deployed while
controlling the freefall with the hand brake. Do not let the anchor run out freely!
f. Count the shots of chain and ensure the chain bitter end is not reached while the chain
is running out. Stop the wildcat before the bitter end is reached!
g. After the chain run has been stopped, secure the wildcat brake and engage the chain
stopper.
h. Loosen the wildcat brake enough to allow the chain stopper to take the load and then
retighten the brake.
i. Notify the Pilothouse that the chain is in the stopper and allow the helmsman to set the
anchor.
6-168
j. Repeat for the remaining anchor if necessary.
k. Leave the clutch disengaged and if necessary, de-energize the circuit breaker on the
Starboard switchboard MCC.
6.23.2.2 ANCHOR POWERED DEPLOYMENT
b. Energize the circuit breaker on the Starboard switchboard MCC 4S12-07.
c. Ensure both hand brakes are tightly set.
d. Jog to align the clutch jaws. (The equipment is designed with a start delay to minimize
shock loads.)
e. Disengage the clutch lockout pins and engage the clutch into the desired wildcat.
f. Release the hand brake for the anchor to be lowered.
g. Jog in the haul-in (UP) mode to relieve the load on the chain stopper.
h. Disengage the chain stopper and lock it out
i. Use the DOWN button to lower the anchor.
WARNING
Do not allow the anchor to drop in an uncontrolled freefall.

Serious equipment damage or personal injury may occur.
j. Count the shots of chain and ensure the chain bitter end is not reached while the chain
is running out. Stop the wildcat before the bitter end is reached!
k. After the chain run has been stopped, secure the wildcat brake and engage the chain
stopper.
WARNING
Do not anchor or stow the windlass with the clutches engaged.

Disengage the clutch and use the drum brake only. Do not
attempt to engage or disengage the clutch while equipment is in
motion. Serious equipment damage or personal injury may occur.
l. Disengage and lock out the wildcat clutch.

m. Loosen the wildcat brake enough to allow the chain stopper to take the load and then
retighten the brake.
n. Notify the Pilothouse that the chain is in the stopper and allow the helmsman to set the
anchor.
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o. Repeat for the remaining anchor if necessary.

p. Leave the clutch disengaged and if necessary, de-energize the circuit breaker on the
Starboard switchboard MCC.
6.23.2.3 ANCHOR RETRIEVAL
b. Energize the circuit breaker on the Starboard switchboard MCC 4S12-07.
c. Jog to align the clutch jaws.
d. Unlock the clutch lockout pins and engage the clutch.
e. Release the hand brake.
f. Jog in the haul-in (UP) direction until the chain stopper can be moved to the out position
and lock in that position.
g. Move the vessel over the anchor while taking up the chain such that the anchor chain
tends up and down.
h. Once the vessel is above the anchor, take up the slack on the chain using the UP
pushbutton.
CAUTION
Do not allow the jaw clutch to transmit wave surge to the windlass
drive train.
Do not use the windlass wildcat or transmission to break the

anchor loose. The chain stopper will prevent damage to the
windlass when used to break an anchor loose.
i. If necessary, release the UP pushbutton and engage the chain into the chain stopper
using the DOWN pushbutton to allow wave action to dislodge the anchor.
j. Haul in the anchor by pushing the UP pushbutton.
WARNING
The windlass should be left in a ready condition to drop the

anchor(s) without electrical power in an emergency. The clutches
should be disengaged and locked out from the wildcats with the
band brakes firmly set, securely holding the anchor chains. The
chain stopper must be engaged but loose enough to remove the
stopper from the chain bite without winching up on the anchor
(that would require electrical power).
6-170
k. When the anchor is in the stowed position, engage and secure the chain stopper,
securely set the handbrake and disengage the jaw clutch. When securing the windlass,
use the band brake to position the wildcat such that the clutch can be removed and the
chain stopper can be disengage to allow for emergency freewheel operation using the
hand brake.
l. If necessary, de-energize the circuit breaker on the Starboard switchboard MCC.
6.23.2.4 CATHEAD OPERATION
WARNING
Line under tension can recoil.

Avoid possible entanglement with the line.
Do no lift loads with the cathead.
a. Energize the windlass circuit breaker.

b. Ensure both wildcat band brakes are firmly set.
c. Ensure both chain stoppers are engaged.
d. Ensure both wildcat clutches are disengaged and locked out.
e. Wrap the load end of the mooring line close to the cathead base (wrap inboard to
outboard).
f. Wrap three to five turns around the cathead.
g. To pull the load, apply tension to the operator end of the mooring line and operate the
windlass UP or DOWN.
h. To stop pulling, let slack on the operator end so head will turn within the line coils.
i. Once the mooring line is secured and if necessary, de-energize the circuit breaker on
the Starboard switchboard MCC.
WARNING
The windlass should be left in a ready condition to drop the

anchor(s) without electrical power in an emergency. The clutches
should be disengaged and locked out from the wildcats with the
band brakes firmly set, securely holding the anchor chains. The
chain stopper must be engaged but loose enough to remove the
stopper from the chain bite without winching up on the anchor
(that would require electrical power).
6-171
Figure 6-41. Anchor Windlass.
6.24 DRY BULK MUD SYSTEM
6.24.1 Dry Bulk Mud System Description

The Dry Bulk Mud System consists of the following major equipment:
- Bulk mud tank with internal air eductor (4)

- Inline Filter, oil removing (4)
- Pressure regulator, self-relieving (2)
- Bulk Mud Air Compressor (2)
- Pneumatic operated valves and piping
Bulk mud compressed air is used to supply the eductors in the dry bulk mud tanks for the off-
loading of the dry bulk mud to the deck connections.
6-172
The four dry bulk mud tanks with a capacity of 2,158 ft3 (61.10 m3) each are located in the
vessels tank farm, two port and two Starboard between FRs 67 and 85. Each tank is equipped
with the following:
- 5-inch (127mm) fill pipe

- 5-inch (127mm) discharge piping with pneumatic discharge valves
- 5-inch (127mm) vent pipe
- 3-inch (76mm) air supply pipe
- 5-inch (127mm) cleanout header pipe
- 2-inch (50mm) drain pipe with relief valve set at 84 psi (5.7 bar)
- 3-inch (76mm) drain pipe vent
The two Quincy Model QSF-150 rotary screw compressors are located in the Machinery Flat.
Each compressor produces 730 cfm at 100 psi (20.67 m3/m @ 6.8 bar). Each compressor is
driven by a 150 hp electric motor. Bulk Mud Compressor No.1 receives its power from the Port
440V Switchboard, circuit 4S06 and Bulk Mud Compressor No. 2 from the Starboard 440V
Switchboard, circuit 4P06. Compressor cooling is provided by the bulk mud compressor
freshwater cooling pumps. The Xylem Model 1MS1D5D4, close coupled, centrifugal, ¾ hp
electric motor driven pumps are energized when the compressors are started. For detailed
information on the bulk mud air compressors refer to HSC 551531 - Quincy QSF™ Series Direct
Drive Rotary Screw Air Compressors Instruction Manual.
Bulk Mud Compressor No.1 is used to supply compressed air to the two forward mud tanks and
Bulk Mud Compressor No.2 supplies the two aft tanks. A cross connect valve is installed to
allow for the supply of compressed air to any tank combination. Discharge piping is arranged
and valved to allow for any tank to discharge to either the port or starboard discharge
connections. Four 5-inch (127 mm) discharge connections are located on the main deck aft, two
port and two starboard. The combined drainpipe relief valve prevent over pressurization of the
tanks during cleanout. Manual cleanouts are provided in each tank with a hatch in the main
deck to allow for material transfer. A clean out header installed to connect hoses to each tank to
receive the dry mud from the bottom of the tanks to a location under the access hatch in main
deck.
The vessels, VCS mimic touch screens remotely control and monitor the bulk mud systems
following functions:
- Dry bulk air compressor No. 1 and 2, START/STOP

- Dry bulk air compressor No. 1 and 2 isolation valve, OPEN/CLOSE
- Bulk mud tanks purge valves, OPEN/CLOSE
- Bulk mud tanks fill valves OPEN/CLOSE
- Bulk mud tanks discharge valves, OPEN/CLOSE
- Bulk mud tank discharge cross connect valves, OPEN/CLOSE
- Dry bulk air compressor 1 and 2 discharge pressure, FEEDBACK
- Bulk mud tanks pressure, FEEDBACK
- Bulk mud tank purge valves, POSITION FEEDBACK
Each compressor's local controllers are fitted with the following:
Control buttons:
- Menu - scrolls the set parameters
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- Start - starts the compressor

- Stop - stops the compressor
- Up and Down - used to select parameters in set up menu
- Reset - clears faults or service conditions from display panel
- Emergency Stop - Causes immediate halting of compressor operation
System Indicator Lights:
- Power
- Run Status
- Total/Loaded Hours
- Motor OL/Fault
- Fluid Filter
- Discharge Temp
- Air Filter
- Separator Element
Figure 6-42. Air Compressor Control Panel
6-174
Compressed air from the on line compressor is discharged at 100 psi (6.8 bar) through the first
Arrow, Model F419-24D coalescing filter where oil and particulate matter is removed. The
compressed air is then reduced in pressure from 100 psi (6.8 bar) by the Ross, Model PR300
self-relieving pressure regulator to 80 psi (5.7 bar) then it passes trough the second Arrow
coalescing air filter to the bulk mud tank.
Bulk mud is discharged to the deck connections using air pressure and Vortex Ventures, Model
RE-2-USF-M1-316 radial eductors. The bulk mud is discharged through the pneumatically
operated discharge valve at the bottom of each mud tank and directed to a discharge manifold
allowing the mud to be directed to either the aft port or Starboard main deck discharge
connections.
6.24.2 Dry Bulk System Operation
6.24.2.1 FILLING DRY BULK TANKS

The dry bulk tanks are gravity filled. Each dry bulk mud tank has a capacity of 61.10 cubic
meters at 100%. Filling consists of connecting the fill hose or pipe to the tank being filled deck
connection located on the main deck port and starboard and verifying the vent to the tank is
open. Verify the amount of bulk mud to be received and monitor during filling of tank. Tanks
should be filled port then starboard to maintain stability.
NOTE
The bulk mud tanks are not equipped with level sensors to
indicate tank levels. Tanks must be monitored during on loading
of bulk mud.
6.24.2.2 DISCHARGING DRY BULK TANKS

Operation of the dry bulk system is normally from the VCS touch screens located on the
Bridge and in the Port and Starboard Switchboard Rooms. Two tanks (normally port and
Starboard) can be discharged at one time. All pneumatic operated valves have manual
capabilities in the event of remote actuation failure.
Due to multiple valve alignments for dry bulk discharge Refer to Figure 6-43, Dry Bulk
System Diagram at the end of this section for discharge valve sequencing.
a. Verify bulk mud compressor freshwater cooling system is on line.

b. Verify bulk dry mud tanks are intact with all accesses closed and sealed.
c. Make deck connection with discharge hoses and verify tank vent is open.
d. Open deck connection valve, ensure bleed valve is closed.
e. Verify power is available to dry bulk air compressors.
f. At VCS touch screen or locally, open air supply valve to designated tank.
g. At VCS touch screen or locally, open discharge valves to appropriate main deck
discharge connection(s). Verify all other valves are closed to prevent accidental
discharge.
h. At VCS touch screen or locally, start designated air compressor.
6-175
i. At VCS touch screen monitor or locally, open compressed air supply valve to start
discharge. Stop air compressor and close valve when discharge is complete.
j. At VCS touch or locally, screen close air supply and discharge system valves opened for
discharging.
k. Repeat as necessary for remaining tanks.
6.24.2.3 TANK CLEANOUT PROCEDURE

The basic clean out procedure for the dry bulk mud tank is as follows:
WARNING
All personnel in the vicinity must wear ear and eye protection
during the cleanout procedure due to the large volume of
compressed air and debris that will be released.
a. Seal tank vent to atmosphere.

b. Uncap and connect hoses to fitting on tank to the cleanout header.
c. Open main deck clean out hatch and connect hose to main deck clean out hatch
discharge connection and receiving tank.
d. Verify all main deck bulk mud discharge valves are closed.
e. Using designated air compressor pressurize bulk mud tank to a 84 psi (5.7 bar), open
discharge valve and blow tank contents into clean out header and into waste tank.
f. Monitor and maintain compressed air pressure at 84 psi (5.7 bar).
g. On completion of cleanout, shut off air pressure and allow air pressure to drain down.
h. Close tank discharge valve, remove all hoses and cap connections.
i. Close main deck cleanout hatch.
j. Open tank vent to atmosphere.
Intentionally Blank
6-176
Figure 6-43. Dry Bulk Mud System (Sheet 1 of 2).
6-177
Intentionally Blank
6-178
Figure 6-43. Dry Bulk Mud System (Sheet 2 of 2).
6-179
Intentionally Blank
6-180
6.25 LIQUID MUD/CARGO FUEL OIL SYSTEM
6.25.1 Liquid Mud/ Cargo Fuel Oil System Description

The Liquid Mud/Cargo Fuel System consists of two, Mission Magnum Model Magnum XP (1000
gpm @ 97.5 psi (3.785 m3/m @ 6.7 bar)) liquid mud discharge pumps, two Mission Magnum
(800 gpm @ 24 psi (3.028 m3/m @1.64 bar)) liquid mud circulation pumps, four liquid
mud/cargo fuel oil tanks with 32 internal 2" radial eductors, and associated valves and piping.
The pumps are powered from:
- Liquid Mud Discharge Pump No.1, Circuit 4S08, starboard (440V) Switchboard
- Liquid Mud Discharge Pump No.2, Circuit 4P08, Port (440V) Switchboard
- Liquid Mud Circulation Pump No.1, Circuit 4P11-01, port cargo (440V) MCC
- Liquid Mud Circulation Pump No.2, Circuit 4S10-02, starboard cargo (440V) MCC
The liquid mud/cargo fuel system is used to contain, transport, circulate, and discharge liquid
mud or cargo fuel oil. The systems piping is arranged to allow either liquid mud discharge pump
or to draw suction from any of the four tanks for liquid mud discharge to any of the four main
deck discharge connections (two port and two starboard), through the use of cross-connect
valves. Liquid mud can be loaded from any deck connection to any liquid mud tank. Liquid Mud
Circulation Pump No.1 can only circulate the forward two mud tanks and No. 2 can only the aft
two mud tanks.
The liquid mud tanks are fitted with high-level alarms set at 92% for cargo fuel oil and high high
level alarms at 100% for liquid mud. The level master system uses the difference in the
hydrostatic pressure from two level probes to determine the specific gravity of the contents of
each tank. The following are the Fuel Oil/Liquid Mud tank capacities:
Table 6-20. Tank Capacities.
TANKS CAPACITY
GALLONS CUBIC GALLONS CUBIC
100% LIQUID METERS 92% FUEL METERS
MUD OIL
#3 CARGO FO/LIQUID MUD (P) 51,777 196 47,630 180.30

#3 CARGO FO/LIQUID MUD (S) 51,777 196 47,630 180.30
#7 CARGO FO/LIQUID MUD (P) 72,620 274.90 66,809 252.90
#7 CARGO FO/LIQUID MUD (S) 72,620 274.90 66,809 252.90
For system diagram refer to DWG 155-500-010 Liquid Mud System Diagram at the end of this
section.
The system is equipped with two cargo fuel oil suction and two cargo fuel oil discharge
connections. The liquid mud and circulating pumps are cross connected, capable of
discharging cargo fuel oil to the cargo fuel oil discharge header. The cargo fuel oil suction
6-181
header is capable of taking suction on the tanks if required. Refer to Chapter 6 Section 20.5
Discharging Cargo Fuel for system alignment. Tanks and piping must be thoroughly cleaned
before switching cargos.
NOTE
Removable spool shall be connected only in case of cargo fuel oil

operation. Valve must be kept "LOCKED CLOSED" in general
except cargo fuel oil operation. Liquid mud eductors shall be
removed from the manifold when fuel oil is in operation. Cleaning
shall be performed when switch over from liquid mud to cargo fuel
oil or vice versa.
The liquid mud system is controlled from the VCS (Vessel Control System) touch screens
located the port and Starboard switchboard rooms and the pilothouse aft steering station.
6.25.2 Liquid Mud/ Cargo Fuel Oil System Operation

Operation of this system remotely requires all pumps be placed in LOCAL at the MCC,
pressurize ship’s service air for the pneumatically operated valves, and the VCS.
6.25.2.1 Liquid Mud Tank Receiving
WARNING
Due to the weight of liquid mud, loading of liquid mud cargo may
cause stability and structural issues. It is advisable to simulate
loading of the liquid mud prior to actual loading to ensure stability
is maintained.
a. At designated VCS verify tank level and amount of liquid mud to be received. Confirm
specific gravity and amount. If necessary, simulate loading on the cargo computer.
b. At designated liquid mud main deck fill connection, remove and stow fill pipe cap and
connect fill hose.
c. Open deck connection valve.
d. For VCS operation, open manual isolation valves between the two liquid mud discharge
pumps.
e. Verify the four locked closed isolation valves to the fuel oil system and the circulating
pump drains are closed.
f. Verify all other system valves are closed.
NOTE
Fill station connections are shown as “Liquid Mud Deck Tank 1”

(forward) and Tank 2 (aft) on the VCS monitor.
6-182
g. At VCS touch screen OPEN the following valves
To fill from the forward deck connections:

Fuel Oil/Liquid Mud #3P LM#1
Fuel Oil/Liquid Mud #3S LM#2
Fuel Oil/Liquid Mud #7P LM#18, LM#10, LM#3
Fuel Oil/Liquid Mud #7S LM#18, LM#10, LM#4
To fill from the Aft deck connections:

Fuel Oil/Liquid Mud #3P LM#18, LM#1
Fuel Oil/Liquid Mud #3S LM#18, LM#2
Fuel Oil/Liquid Mud #7P LM#10, LM#3
h. Commence filling of tank. Verify destination tank is as intended. Note the tank level
system does not update instantaneously! There will be a delay (30-60 seconds) as set
on the cargo tank level monitoring system plus the level required to reach the level
monitoring devices.
i. At VCS touch screen monitor filling and cease filling when designated amount of liquid
mud has been received.
j. If filling additional tanks, open the incoming tank valve and close filled tank fill valve.
NOTE
Liquid Mud tank capacity is 100%
k. Upon completion of filling, at VCS touch screen CLOSE valves opened.

l. At fill connection remove fill hose and replace fill pipe cap.
6.25.2.2 Liquid Mud Tank Discharge

The description of this operation is for one tank. Tanks should be circulated prior to
discharging. Tanks can be circulated while discharging if desired. Verify all valves are closed
except the manual isolation valves before continuing
a. For VCS operation, open manual isolation valves between the two liquid mud discharge
pumps.
b. Verify the four locked closed isolation valves to the fuel oil system and the circulating
pump drains are closed.
c. Verify all other system valves are closed
d. At designated VCS touch screen verify tank level and amount of liquid mud to be
discharged.
NOTE
It is possible to discharge from forward and aft deck connections

separately. The procedures below demonstrate this procedure, as
this would be the normal alignment if only discharging one tank.
6-183
e. At designated liquid mud main deck discharge connection, remove fill pipe cap and
connect discharge hose.
NOTE
Fill station connections are shown as “Liquid Mud Deck Tank 1”

(forward) and Tank 2 (aft) on the VCS monitor.
To discharge from the forward deck connections from the forward tanks and Mud Discharge
Pump No. 1:
Fuel Oil/Liquid Mud #3P LM#5, LM#15, LM#20, LM#19
Fuel Oil/Liquid Mud #3S LM#1, LM#15, LM#20, LM#19
To discharge from the aft deck connections from the aft tanks using Mud Discharge Pump
No. 2:
f. At VCS touch screen START on the desired liquid mud discharge pump.
g. At VCS touch screen STOP liquid mud discharge pump when designated amount of
liquid mud has been off loaded.
h. Upon completion of discharging, at VCS touch screen CLOSE all system valves.
i. At deck connection CLOSE manual butterfly valve, remove discharge hose and replace
discharge pipe cap.
6.25.2.3 Liquid Mud Tank Circulation

The description of this operation is for one tank.
a. For VCS operation, open manual isolation valves between the two liquid mud discharge
pumps.
b. Verify the four locked closed isolation valves to the fuel oil system are closed.
c. Verify all other system valves are closed
d. At VCS touch screen OPEN Valves to circulate the required tank:
Liquid Mud Circulating Pump No. 1circulating forward tanks:

Fuel Oil/Liquid Mud #3S LM#6, LM#11, LM#12, LM#2
Liquid Mud Circulating Pump No. 2 circulating aft tanks:

Fuel Oil/Liquid Mud #7P LM#7, LM#17, LM#22, LM#21, LM#10, LM#3
Fuel Oil/Liquid Mud #7S LM#8, LM#17, LM#22, LM#21, LM#10, LM#4
e. Locally or at the VCS touch screen START liquid mud circulation (1, 2 or both).
f. Locally or at the VCS touch screen STOP liquid mud circulation pump upon completion
of liquid mud circulation
6-184
6.25.2.4 Filling With Cargo Fuel Oil

Filling of the fuel/oil liquid mud tanks with cargo fuel oil is accomplished using the Cargo Fuel Oil
System. Refer to the Fuel Oil Transfer System Diagram drawing 155-500-011 and Section 6.20
for system alignment and valve sequencing.
CAUTION
The fuel/oil liquid mud tanks must be thoroughly cleaned when

changing cargo to prevent equipment damage. The mud system
valves and pumps should be tagged out of service when fuel is
stored in mud tanks.
NOTE
Removable spool shall be connected only in case of cargo fuel oil

operation. Valve must be kept "LOCKED CLOSED" in general
except cargo fuel oil operation. Liquid mud eductors shall be
removed from the manifold when fuel oil is in operation. Cleaning
shall be performed when switch over from liquid mud to cargo fuel
oil or vice versa.
a. Verify tank cleanliness prior to fill mud tanks with fuel. There are no valves installed that
can isolate the forward mud tanks from the aft mud tanks. Therefore, the cargo carried
in all tanks must be the same.
b. Remove the eductor equipment from each tank.
c. Close and tag out all mud system valves and pumps.
d. Open the four normally locked closed isolation valves after installing the required spool
pieces (if removed).
e. Using the operating procedures in Section 6.20, fill or discharge the fuel oil replacing the
suction and fill valves per below:
Tank Fill / Discharge
Fuel Oil/Liquid Mud #3P LM#1 / LM#5

Fuel Oil/Liquid Mud #3S LM#2 / LM#6
Fuel Oil/Liquid Mud #7P LM#3 / LM#7
Fuel Oil/Liquid Mud #7S LM#4 / LM#8
f. Close all valves when complete.
6.25.2.6 Liquid Mud/Cargo Fuel Oil - Emergency Operation
Pushbutton contactors for the cargo pumps and valves emergency stop are located on the:
- Aft Pilothouse Emergency Stop Panel

- Port Main Deck adjacent to port engine room entrance door
- Stbd Main Deck adjacent to starboard engine room entrance door
6-185
When the pushbutton emergency stop is activated, Liquid Mud Discharge pumps No. 1 and 2
are tripped off-line and shut down. Cargo valve emergency close control valve solenoid closes,
stopping airflow to the suction and discharge valves on all liquid mud tanks causing the valves
to close.
Discharge pumps can discharge any tank to the shore connection. Review the system
schematic for interconnecting valves.
6-186
Figure 6-44. Liquid Mud/Cargo Fuel Oil.
6-187
Intentionally Blank
6-188
6.26 CARGO WATER/DRILLING BRINE SYSTEM
6.26.1 Cargo Potable Drill Water/Brine System Description

The Cargo Potable Drill Water/Brine System consists of two Goulds Model 3410S self-priming
(400 gpm @ 87 psi (1.514 m3/m @ 6 bar)) cargo potable drill water pumps, two Goulds Model
3410S self-priming (400 gpm @ 87 psi (1.514 m3/m @ 6 bar)) brine transfer pumps, eight drill
water/drilling brine tanks and associated valves and piping.
Cargo Potable Drill Water Pumps No. 1 and 2 are located in the Cargo Hold, FR 80, port and
starboard of centerline. Cargo Potable Drill Water Pump No. 1 is powered from the Starboard
440V Switchboard, circuit 4S07 and No. 2 pump from the Port 440V Switchboard, circuit 4P07.
Brine Transfer Pump No.1 is located in the Hold, FR 73 centerline and Brine Transfer Pump No.
2 is located in the Hold, FR 77 centerline. Brine Transfer Pump No. 1 is powered from the
Starboard 440V Switchboard, circuit 4S02 and No. 2 from the Port 440V Switchboard, circuit
4P04.
Refer to Table 6-21. Drill Water/Drilling Brine Tanks for locations and capacities.
The cargo potable drill water/brine system is used to contain, transport, and discharge drill
water/drilling brine. The system piping is segregated; the cargo potable water drill water pumps
(2) service the following tanks:
- Drill Water Tank #4-P Wing

- Drill Water/Drilling Brine Tank #4-P
- Drill Water/Drilling Brine Tank #4-C
- Drill Water/Drilling Brine Tank #4-S
- Drill Water Tank #4-S Wing
- Drill Water/Drilling Brine Tank#6-C
The brine transfer pump services tanks:
- Drill Water/Drilling Brine Tank #6-P

- Drill Water/Drilling Brine Tank #6-S
Table 6-21. Drill Water/Drilling Brine Tanks.
TANK LOCATION GALLONS CUBIC

METERS
#4 DRILL WATER/DRILLING BRINE (P) FR 53-67 77,825 294.60
#4 DRILL WATER/DRILLING BRINE (S) FR 53-67 77,825 294.60
#4 DRILL WATER/DRILLING BRINE (C) FR 45-67 89,264 337.90
#6 DRILL WATER/DRILLING BRINE (C) FR 84-100 64,881 245.60
#4 DRILL WATER (P WING) FR 53-67 13,921 52.70
#4 DRILL WATER (S WING) FR 53-67 13,921 52.70
#6 DRILL WATER/DRILLING BRINE (P) FR 84-100 88,101 333.50
#6 DRILL WATER/DRILLING BRINE (S) FR 84-100 88,101 333.50
6-189
The fill/discharge piping and valves are cross connected to allow for filling of any tank from any
deck connection and either pump to discharge any tank to any deck connection. The system
also connects to the Ballast Systems suction and discharge headers through removable spools
and locked closed valves in the fill and discharge piping. For deck connection locations refer to
Table 6-22. Fill/Discharge Stations.
Table 6-22. Fill/Discharge Station.
DESCRIPTION SIZE LOCATION TANK

HIGH
ALARM
SET
Cargo Potable Drill Water Discharge (2) 5" FR 56 (P/S) 92%
Brine Discharge (2) 5" FR 58 (P/S) 92%
NOTE
Removable spool shall be connected only in cases where cargo

potable drill water is carried in ballast tanks. Valve must be kept
"LOCKED CLOSED" in general except when cargo potable drill
water is carried in ballast tanks.
The cargo potable drill water/brine system is controlled from the VCS (Vessel Control System)
touch screens located the port and starboard switchboard rooms and the pilothouse aft steering
station. The mimic touch screens remotely control and monitor the cargo potable drill
water/drilling brine system as follows:
- Cargo potable drill water pump 1 and 2, START/STOP

- Cargo potable drill water pump suction valve, OPEN/CLOSE
- Cargo potable drill water pump discharge valve, OPEN/CLOSE
- Brine transfer pump 1 and 2, START/STOP
- Brine transfer pump suction valve, OPEN/CLOSE
- Brine transfer pump discharge valve, OPEN/CLOSE
- Cargo potable drill water pump 1 and 2 discharge pressure, FEEDBACK
- Brine transfer pump 1 and 2 discharge pressure, FEEDBACK
- Cargo potable drill water/brine drill water tanks, LEVEL
- Cargo potable drill water/brine drill water tanks, VOLUME
- Cargo potable drill water/brine drill water tanks, DENSITY
6.26.2 Cargo Potable Water/Drill Brine System Operation
6.26.1.1 Filling or Discharging Cargo Potable Drill Water Tanks

The brine and potable/drilling water systems are normally separated by locked closed valves
and spectacle flanges. If operated together, either pump set can be used to discharge or
6-190
transfer water and either fill station can be used to discharge or fill the tanks. The ballast pump
interconnecting locked closed valves can be used to dewater the tanks if necessary.
Operation of the potable water/drilling water system for filling or transfer consists of the following
procedures:
a. Ensure ship service air compressor is in operation with adequate air pressure to operate
the suction and discharge valves operators for the pump to be used. The valves can be
operated manually if necessary. All tank valves are manually operated.
b. Verify all system valves are closed.
c. If filling or a tank from a deck connection or discharging a tank to a deck connection, at
designated main deck fill/discharge connection, remove fill pipe cap and connect hose.
d. If filling at tank, open the tank’s fill valve
e. If filling a tank by discharging another tank, open the tank’s discharge valve.
f. If filling a tank from the deck connection, ensure the tank vent is open and begin
pumping fluid. Stop pumping when the tank is pressed up. Top tank off to prevent free
surface effect.
g. If filling or discharging using the potable water pump, open the suction and discharge
valves at the VCS or locally. Start the pump to start transfer or discharge. Stop pumping
when the tank is pressed up. Top tank off to prevent free surface effect. Do not run the
pump dry!
h. Close tank valve(s) and/or deck connection valve when complete.
i. Repeat procedure as needed for remaining tanks.
6.26.1.2 Filling or Discharging Cargo Potable Water Drilling Brine Tanks

The operation of the brine system is similar to the operation of the potable water system except
for the following:
- Brine pumps and brine deck connections are used to transfer fluid.
- The brine pump discharge isolation valve must be open to transfer fluid between the two
brine drilling water tanks (6P & 6S) and from the shore connection and closed to discharge brine
to the shore connection.
6.26.1.3 Filling or Discharging Cargo Potable Water Drilling Brine Tanks

If the systems are combined by opening the spectacle flanges and the lock closed valves,
operation is similar to the above procedures except the brine pumps and the potable water
pumps can be used interchangeably.
6.26.1.4 BALLAST PUMP DISCHARGE

When using the ballast system to discharge cargo potable drill water/drilling brine, the ballast
system is aligned to the cargo potable drill water/brine systems ballast system suction header.
The ballast system suction header valve is unlocked and opened, tank designated for discharge
suction valve is opened and the designated bilge pump is started. Refer to Section 6.11 Bilge
and Ballast System for system alignment and operation.
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Table 6-23. Cargo Potable Drill Water/Drill Brine Valve Table.
DESCRIPTION QTY OPERATION

Cargo PW/DW Fill/Discharge Valve - Main Deck FWD (P/S) 2 M
Brine Fill/Discharge Valve - Main Deck FWD (P/S) 2 M
Cargo PW/DW Fill/Discharge Valve - Main Deck Aft (P/S) 2 M
Brine Fill/Discharge Valve - Main Deck Aft (P/S) 2 M
Cargo Potable Drill Water Pump No.1 Suction Valve 1 PO
Cargo Potable Drill Water Pump No.1 Discharge Valve 1 PO
Cargo Potable Drill Water Pump No.2 Suction Valve 1 PO
Cargo Potable Drill Water Pump No.2 Discharge Valve 1 PO
Ballast System Suction Header Valve (Locked Closed) 1 M
Ballast System Discharge Header Valve (Locked Closed) 1 M
Drill Water/Drilling Brine Tank #4-C Fill Valve 1 M
Drill Water/Drilling Brine Tank #4-S Fill Valve 1 M
Drill Water/Drilling Brine Tank #4-S Wing Fill Valve 1 M
Drill Water/Drilling Brine Tank #4-P Wing Fill Valve 1 M
Drill Water/Drilling Brine Tank #4-P Fill Valve 1 M
Drill Water/Drilling Brine Tank #6-C Fill Valve 1 M
Cargo PW/DW FILL SEGREGATION VALVE (NORMALLY CLOSED) 1 M
Drill Water/Drilling Brine Tank #6-S Fill Valve 1 M
Drill Water/Drilling Brine Tank #6-P Fill Valve 1 M
Brine Transfer Pump No.1 Suction Valve 1 PO
Brine Transfer Pump No.1 Discharge Valve 1 PO
Brine Transfer Pump No.2 Suction Valve 1 PO
Brine Transfer Pump No.2 Discharge Valve 1 PO
Brine Discharge Header Valve 1 PO
Drill Water/Drilling Brine Tank #4-C Discharge Valve 1 M
Drill Water/Drilling Brine Tank #4-S Discharge Valve 1 M
Drill Water/Drilling Brine Tank #4-S Wing Discharge Valve 1 M
Drill Water/Drilling Brine Tank #4-P Wing Discharge Valve 1 M
Drill Water/Drilling Brine Tank #4-P Discharge Valve 1 M
Drill Water/Drilling Brine Tank #6-C Discharge Valve 1 M
Cargo PW/DW Discharge Segregation Valve (Normally Closed) 1 M
Drill Water/Drilling Brine Tank #6-S Discharge Valve 1 M
Drill Water/Drilling Brine Tank #6-P Discharge Valve 1 M
PO = PNUEMATIC OPERATION
M = MANUAL OPERATION
P = PORT
S = STARBOARD
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Figure 6.45. Cargo Potable Drill Water/Brine System (Sheet 1 of 2)
6-193
Intentionally Blank
6-194
Figure 6-45. Cargo Potable Drill Water/Brine System (Sheet 2 of 2).
6-195
Intentionally Blank
6-196
6.27 TANK LEVEL INDICATING SYSTEM
6.27.1 Tank Level Indicating System Description

Tank levels and draft on the vessel are monitored by the tank level system located in the
Pilothouse. The tank level system relays tank level information to the VCS. The vessel uses
Kockum Sonics Levelmaster® H8 Electro Pneumatic Level & Draught Gauging system. The
system uses 115 VAC 60Hz power supplied from DPS - UPS 1 and 2. Compressed air for the
system is supplied from the vessel’s ship service air system. Detailed explanation of the
vessel’s stability computer software that is used for trim and stability as well as liquid and dry
cargo information is contained in an equipment technical manual HSC 43721.
The tank level system measures tank level using hydrostatic pressure and calculates the tank
level and contents using a tank sounding curve and input of the fluid’s specific gravity. Liquid
mud tanks are fitted with two sensors to independently determine the specific gravity of the mud
loaded in the tanks.
Before the supply air enters into the cabinet, it passes through a conditioning package
comprising of:
- A general air filter

- Condensed water separator
- An oil and particle filter
- A membrane dryer for removal of humidity in the air
- A pressure regulator with over pressure protection valve
The filter units are equipped with auto drain devices, which allows small amount of condensed
liquid to leak out from time to time.
The principle of measurement in the LEVELMASTER® H8 system uses a small air pulse, which
is released in the tank pipe. After a short while, when the excess of air has left the pipe, the
remaining static pressure is measured, representing the hydrostatic pressure of the liquid in the
tank at the tank pipe outlet point. The static pressure measurement is transmitted to the display
screens. The process is repeated every 7 to 8 seconds but the information on the screens is
updated per the user settable time in the software.
The system is equipped with an auto calibration procedure and leakage detection and test
function. The auto calibration is identical to the tank measurement procedure with a fixed
interval of several times per hour. The system measures the atmospheric pressure and the
ambient temperature and then applies corrections based on the current condition in the
pressure calculations.
While in operation the unit will periodically check if more air is needed to keep up the pressure
in the pipes. A digital flow controller calculates a very long-term air consumption average, which
will indicate the leakage status of the pipe. Constant demand for extra air will show in the long-
term average.
The Levelmaster® H8 Utility software also contains a special leakage test function, which is
started and run during a preset time interval. The program will go through all of the pipes and
check periodically how the pressure drops increases in the pipes when the air supply to the pipe
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is cut to an absolute minimum. After this test, a test report is written, stating the leakage status
of all tested pipes.
The system uses three control cabinets to monitor the vessels tanks, the Forward Cabinet, Mid
Cabinet and Aft Cabinet. An illustration of a control cabinet is provided in Figure 6-46. The
cabinets monitor the following tanks:
- Fwd Cabinet Drilling water / brine

Fuel oil / liquid mud
Fuel oil
Fresh water
Sewage
Grey water
Water ballast
- Mid Cabinet Drilling water / brine

Drill water
Water ballast
- Aft Cabinet Drilling water / brine

Fuel oil / liquid mud
Fuel oil
Water ballast
The draft indicating system utilizes four sensors that penetrate the ship’s hull to provide
accurate draft measurements. The sensors are located port and starboard at the fore and aft
ends of the hull. The draft readings are used by the Levelmaster® H8 Utility software to
calculate stability during cargo operations. The draft sensors for the aft portion of the ship (P/S)
are connected at the aft cabinet and the forward sensors (P/S) are connect to the forward
cabinet. The draft readings are provided on the VCS Tank 1 Sounding Overview and VCS Tank
2 Sounding Overview screens.
Figure 6-46. Levelmaster H8 Control Cabinet.
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6.27.2 System Operation

Before start up of the tank level indicating system verify the following:
- DPS-UPS 1 and 2 are on-line and operating
The system is completely automatic. In case of an air or electricity failure, the system will shut
off all valves and remain in idle mode. When the air and or electrical supply are resumed, the
system will re-start automatically.
The system always starts up with a self-calibration, the pipes will be purged to stable pressure
and the measurements obtained will be correct without any additional actions.
The system can be switched off for service or repair by cutting the electrical supply or by
tripping the fuse holder in the cabinet.
Operators should always review the systems output for unrealistic readings that may indicate a
malfunction.
6.28 RESCUE BOAT DAVIT

The davit is a Ned-Deck Marine model SCH12-3.5R. The davit is equipped with an integrated
HPU that provides the hydraulic pressure to swing the davit arm. The davit is equipped with a
hydraulic accumulator system, which permits launching the rescue boat under “dead ship”
conditions. Once the boat has swung outboard by using the pressure in the accumulator, it is
gravity lowered into the water using centrifugal and/or disc brakes. Two remote control pull
handles are provided on top of the davit to permit davit operation from inside the rescue boat.
One handle slews the davit to the outboard position and the other is used for lowering the craft
into the water (brake control). The boat cradle is equipped with two knock out pins that allow
the Starboard side of the rescue boat cradle to tip outboard, allowing the rescue boat to be
slewed without lifting. The cradle should be reset prior to re-cradling the rescue boat.
The davit is equipped with an electric cabinet (A) powered from the 440 VAC Emergency MCC
(circuit 4EP09-04). The following controls/alarms are situated on the cabinet:
- Main Power switch to control electrical power supply to the system.

- Power Indicator (Green) lights if the power of the system is switched ON.
- RUN push button (Black) to start electric motor hoisting (up only).
- System Failure indicator (Red) lights in case of a system failure.
- Emergency Stop switch push button to switch off the system in an emergency situation.
- A line counter is fitted to prevent the davit from rising beyond the limits. The line counter
only works when the electrical motor is engaged so lowering is not controlled and must
be manually controlled to leave at least three wraps on the drum!
- The electric cabinet contains a stand-by heating element connected to the 230V circuit.
There are two controls on handles that hang below the boom. Pulling down on the handle with
horizontal arrow actuates the hydraulic valve mounted on the reservoir that slews the davit and
therefore the rescue boat outboard. Pulling on the handle with the down arrow lifts the disc
brake handle which lowers the rescue boat using either the disc or centrifugal brakes. Both
lines are mechanically linked to the lifting cable such that they travel with the hook during
slewing and lowering. Both operations can be accomplished on the davit by either pulling up on
the valve on the reservoir or lifting the brake lever on the winch. Pulling UP on the hydraulic
6-199
control valve slews the davit arm in. The rescue boat davit can only be slewed in from this
position. The rescue boat can be recovered to the outboard position in the event of hydraulic or
electrical failure using the hand winch. It cannot be slewed inboard without hydraulic power.
Figure 6-47. Rescue Boat Davit Arrangement.
6-200
6.28.1 Rescue Boat Davit Normal Operation

Procedures for lowering and hoisting of the rescue boat: (Only properly trained personnel
should operate the davit.)
6.28.1.1 START UP PROCEDURE:
Before switching the power ON:
- Make sure the installation is in good condition.

- Check the installation on visible damage and correct connection
- Check oil levels winch and HPU.
Switching ON:
a. Switch on main power switch. The main power switch receives power from the
Emergency 440 VAC MCC, circuit 4EP09-04)
b. Check rotation direction drums winch (push hoist button on electric cabinet short).
c. Verify system charges and hydraulic pressure builds to 320 bar (approximately 4700
psi).
If all checks are carried out correctly, then the davit is ready to operate. The main switch is
always ON (1) to power the heating elements, to prevent moisture and to maintain the
accumulator pressure. The power is only turned off for maintenance reasons, OFF (0).
6.28.1.2 LOWERING THE RESCUE BOAT

The rescue boat davit is designed to slew and lower the rescue boat without electrical power
from the ship. There is no difference lowering the rescue boat with or without ship’s power other
than the rescue boat can be lifted free of the cradle rather than tripping the cradle out.
WARNING
Failure to ensure the lifting hook is engaged and locked closed

can result in personnel injury and death.
Launching and recovery of the rescue boat is inherently

dangerous. Personnel must take the utmost care to observe all
safety precautions and minimize all hazards. Safety observers
must be in place to ensure dangerous conditions do not occur.
a. Ensure the lifting hook (C) is firmly engaged and locked closed (both handles fully
raised) on the bridle-lifting collar.
b. Ensure that each leg of the lifting bridle is secured to the rescue boat lifting points.
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c. Take up any slack by lifting the brake and using the hand wheel behind the brake lever
by lifting the hand brake and engaging the hand wheel or using the hand crank (E) or the
RUN pushbutton on the control box (A).
d. Attach painter line to the rescue boat and perform all pre launch rescue boat checks as
recommended in the rescue boat manual.
e. Verify hydraulic accumulator charge is 4641 psi (320 bar). If the accumulator charge is
low, ensure power is available to the hydraulic pump and that it is operating normally.
Troubleshoot in accordance with the equipment manual. Do not proceed until
accumulator pressure is normal.
WARNING
Ensure line is taunt and the brake is set prior to releasing the
cradle. If the line is not taunt and the brake set, the craft will fall
out of the cradle.
f. Release lashings and remove the two cradle knock out pins. The rescue boat is now
free to slew outboard.
WARNING
Exceeding the safe working load of the davit and rescue boat can
result in injury or death.
g. Embark personnel. (Six personnel maximum not including gear. Do not exceed the safe
working load of the davit or rescue boat.) No unnecessary personnel are allowed in the
rescue boat.
h. Slew the davit outboard using the following two methods:
1. In the rescue boat, pull down on the horizontal arrow handle (B) above the boat.
Maintain pressure until the rescue boat is fully outboard.
2. At the davit, pull up on the control valve on the HPU control valve (F) to slew the
davit in the outboard position. Maintain pressure until the rescue boat is fully
outboard.
WARNING
There is no safety device against the manual lowering of the craft

using the manual brake. The manual brake must be operated with
care to prevent accidental dropping of the load to prevent injury or
death of personnel. At no time are personnel to be allowed below
a load held by the davit.
6-202
i. Lower the craft by lifting the brake lever of the winch, from either of these locations:
1. From within the craft: pull firmly on the down arrow remote control grip (B), to
start the descent. Once properly activated the lowering will proceed until the
craft is waterborne as long as the operator keeps tension on the lowering
handle. Releasing the handle will stop the lowering of the craft.
2. From the davit: lift the brake lever by hand; lowering can be slowed by lowering
the brake handle and stopping is still possible.
j. During lowering, start engine of survival craft following the instructions in the rescue boat
manual.
k. Activate the off-load release hook (red handle (G)) approximately 3-6 feet (1-2 meters)
above the water. When waterborne, the release hook should automatically open. Do not
release the painter line at this stage!
l. In the rescue boat, disengage the release hook (using green handle (G) if necessary)
and stow the lifting bridle.
m. On deck, hoist empty wire (approx. 9 ft (3 meters)) to avoid personal and material
damage caused by an empty link hanging around.
n. In the rescue boat, release painter line and sail away from the ship.
6.28.1.3 RESCUE BOAT RECOVERY PROCEDURE

Recovery of the rescue boat is possible without electrical power using the hand wheel if
sufficient hydraulic pressure is available to slew the rescue boat inboard. Electric power is
required to hoist the craft using the electric motor. A hand wheel is installed for manually
hoisting. If required, pay out of the winch line is accomplished using the hand wheel. The
winch does not have a lowering function.
WARNING
Do not embark more persons than permitted in the rescue craft

not counting any gear. Excess weight and personnel must be
offloaded before lifting. Do not exceed the safe working load of
the davit or rescue craft.
Ensure at least three windings remain on the winch at all times.

Three windings are required to ensure safe loading of the davit
winch.
The recovery of any rescue boat is only allowed with a maximum 6 persons in the boat not
counting any additional gear. Do not exceed the safe working load of the davit or rescue craft.
a. Make sure the wire rope falls contain slack and fasten the suspension ring to the boat
lifting hook by lifting the brake if necessary and running out cable. Ensure three
windings remain on the winch drums at all times!
6-203
WARNING
Failure to ensure the lifting hook is engaged and locked closed

can result in personnel injury and death.
Launching and recovery of the rescue boat is inherently

dangerous. Personnel must take the utmost care to observe all
safety precautions and minimize all hazards. Safety observers
must be in place to ensure dangerous conditions do not occur.
b. Check with rescue craft crew that the hook is fully engaged and locked prior to
continuing. Personnel in the rescue boat must verify the lifting bridle is correctly
connected to ALL lifting points.
c. Ensure wire rope is wound on the winch drum correctly. Remove any slack prior to
hoisting ensuring all windings are adjacent to one another.
d. Start hoisting from the control stand on the davit by pressing and holding the RUN button
(A). While hoisting, verify the wire rope is being wound on the drum correctly.
e. The winch will be stopped after reaching the highest hoisting position by the limit switch
on the winch. Release the RUN push button (A).
f. Check whether the hoisting wire has been wound correctly.
g. Push down on the control valve (F) to slew the davit inboard. Take care not to strike the
rescue boat against ship’s structure using tag lines as needed.
h. Re-align and replace the boat cradle knock out pins to their stowed condition.
i. Place the boat on the boat cradle lowering as necessary using the hand brake.
j. Verify the rescue boat is correctly stowed in the cradle.
k. Replace the gripe gear and tighten up as much as possible.
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6.28.1.4 PREPARE THE CRAFT FOR STOWAGE

For preparing the craft for stowing, follow the instructions as given in the manual of the rescue
craft.
a. Replace all protection covers.
b. Unload the wire rope to hand taut by lifting the brake lever.
c. Verify remote control wires are wound and reeved correctly.
d. Prepare rescue craft for use in accordance with rescue boat manual operating
procedures.
e. Leave the main power switch in the on position to power heating elements and ensure
the accumulator charge is maintained.
6.28.2 Rescue Boat Davit Emergency Operation

Emergency operation of the davit is possible with all power secured to the davit. The davit is
equipped for lowering at “dead ship” condition and for manually winching the rescue boat back
aboard. In fact, normal lowering of the rescue boat requires no electrical power as long as the
hydraulic accumulator is charged. Dead ship recovery requires the use of the hand wheel to
manually lift the rescue boat. The davit cannot be slewed inboard without hydraulic pressure. It
may be necessary to disembark all personnel prior to lifting the rescue boat, as it may have to
be secured outboard until the fault is eliminated.
6.29 GALLEY EQUIPMENT

The following equipment is installed. The listed equipment is not detailed in the galley section.
- Microwave Amana HDC182 powered by circuit breaker 2P09-10 - Microwave Oven

- Eagle Hot Food Table DHT4-120 powered by 2P09-11 - Steam Table
- Two Lang Manufacturing Company R30S-M ranges powered by circuit breakers 4Q-01 and
4Q-07.
Refer to manuals 651117 Microwave Oven, 651115 Steam Table, and 651116 Electric Range
for information.
6.29.1 Freezers
Four self-contained automatically controlled freezers are installed for vessel food stores. Three
freezers are installed in the Pantry for voyage storage of frozen foods. One freezer is installed
in the Galley for daily frozen food use. The Galley and Pantry are air conditioned spaces. Each
space is provided with a dedicated fan coil unit to cool that space.
6.29.1.1 FREEZER DESCRIPTION

All freezers are Cospolich model FD30-2M-ADS. Freezers are fully described in the 651112
freezer manual. Each freezer’s insulated storage compartment is accessed by a single door.
Each freezer has a dedicated refrigeration system to maintain -5 F to 0 F (-20.6 to -178 C)
storage compartment temperature. The evaporator coil assembly is located inside the storage
compartment. Below the storage compartment is a condensing unit and controls compartment.
6-205
The lower compartment is accessed through a removable grill. The freezer’s refrigerant is R-
404A. No drain is connected to the freezer. A condensate pan collects water that normally
evaporates into the atmosphere. An anti-condensate heater is installed behind the vinyl seals in
the door to prevent condensation on the door seals.
Freezers are powered by 220/1/60 Hz VAC. Each freezer is powered by a dedicated circuit
breaker. The circuit breakers are located in the Galley for galley equipment and in the Pantry
for pantry equipment. The breakers are:
- Galley Freezer 2P09-05

- Pantry Freezer #1 2P210-02
Each freezer includes a toggle power control switch, electronic digital display controller, low-
pressure switch, refrigerant suction valve, and a refrigerant discharge valve. These devices are
located in the lower compartment with the digital display accessible without removing the grill.
The toggle power control switch is normally left in the on position and only used when
performing maintenance. An electronic controller in powered by the toggle power control switch
and housed with the toggle switch. The refrigerant suction and discharge valves are normally
aligned open and only closed when performing maintenance. Refer to Figure 6-48 for the digital
operator.
Figure 6-48. Freezer Digital Controls.
The freezer digital control includes a digital temperature display and four operator pushbuttons.
The pushbuttons are:
- Defrost (melting snowflake)

- SC (Super Cool)
- Up
- Down
An extensive menu is programmed in the controller to economize electrical consumption,

compressor operation and protection, defrost cycles, fan operations, displayed information,
units, relay operations, internal alarms, and other functions. Internal alarms display on the
digital control only. The economy mode increases temperature setting and delays fan operation
at times to reduce electric power consumption. The menu is password protected. Vessel
personnel should not adjust menu functions other than setting temperature or initiating defrost
cycle if necessary. The current storage compartment temperature is normally displayed.
6-206
6.29.1.2 FREEZER START AND OPERATION

Prior to operation, ensure the refrigerant suction and discharge valves are open. The freezer
door is closed to contain cold air in the storage compartment.
To start the freezer:

a. Set circuit breaker to closed position (see list above).
b. Set toggle switch in lower compartment to ON.
- Freezer condensing unit and evaporator fan starts.
- Storage compartment temperature drops within 15 minutes.
NOTE
A compressor start delay is programmed into the compressor

parameter menu. The condensing unit refrigeration compressor
start delay can be up to 5 minutes.
c. Wait 3 hours to allow storage temperature to reach set temperature.

d. Stock freezer with food items after the set temperature is obtained.
e. Press SC pushbutton to decrease pull-down time, if necessary to protect stores.
- The SC pushbutton puts the controller in super-cool mode initiating a rapid pull-down or
the storage box. Two evaporator coils and two fans operate when in SC.
NOTE
Pull-down parameters are programmed in the menu and password

protected. Pull-down of the storage box temperature can be
programmed to initiate by temperature and for up to 48 hours.
The display indicates “Pud” when the super cool pull-down
function is active.
To set storage compartment temperature:

a. Press Up to raise set temperature.
- The raised temperature setting is displayed.
b. Press Down to lower set temperature.
- The lowered temperature setting is displayed.
After 30 seconds, the display shows current temperature.
To initiate defrost:
Press Defrost (melting snowflake) switch
- Display shows “dEF” with melting snowflake symbol.
- Defrost cycle ends automatically per menu setting.
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NOTE
The defrost heaters de-energize at a set temperature. The

operating menu sets the termination temperature, minimum
defrost interval, maximum defrost interval, minimum defrost time,
maximum defrost time, condensate drip time (allows time for
condensate to drain to the condensation pan), fan delay time after
defrost, fan on or off during defrost, time after power-up before a
defrost can occur, and deactivating defrost. Defrost might not
occur at operator initiation due to menu settings.
To access menu:
a. Press both Up and Down buttons simultaneously for 5 seconds.
- Parameter groups display
NOTE
The parameters groups include defrost parameters described

above, password parameter group, and multiple other parameter
groups. Two levels of password protection are used. The 1st
level is for vessel engine personnel. The 2nd level is for service
technicians.
b. Press Up or Down button to scroll through parameter groups.

c. Press SC pushbutton to enter parameter group or press melting snowflake pushbutton to
escape to a higher menu level.
d. Continue in sub-menus with key functions described above.
Alarms:
The digital display indicates alarms by flashing information such as “Hi” for high temperature.
Press any button to acknowledge alarm. Refer to 651112 Freezer for additional information.
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6.29.1.3 FREEZER SHUTDOWN.

The freezer will normally operate at all times. The freezers can be shut off for cleaning or
maintenance.
6.29.1.3.1 Short Term Shutdown.
WARNING
The appropriate circuit breaker should be opened prior to

cleaning. Do not splash or pour water on the evaporator
assembly, control panel, condensing unit, or electric wiring.
Freezer equipment can be damaged and personnel can be injured
or killed by electric shock if components are wet.
a. Set power control toggle switch to OFF to shut down the individual freezer.
b. Start freezer per normal procedure after cleaning or maintenance has been performed.
6.29.1.3.2 Long Term Shutdown.

The freezer electric power should be de-energized and the storage compartment cleaned for
vessel lay periods. The refrigerant should be pumped down into the receiver by the operating
condensing unit.
To shutdown freezer for an extended time period:

a. Remove all food items from storage compartment.
b. Remove lower compartment grille.
c. Close refrigerant receiver discharge valve.
- Refrigerant flows through system until low pressure switch stops condensing unit.
d. Close refrigerant receiver suction valve.
- Most refrigerant is bottled up in receiver.
- Remainder of refrigeration circuit is maintained at shut-off pressure.
e. Set power control toggle switch to OFF.
- Electric power is de-energized.
- Condensing unit and evaporator fan stop.
f. Clean and wipe dry freezer storage compartment.
g. Open appropriate circuit breaker.
6.29.2 Refrigerators
Four self-contained automatically controlled refrigerators are installed for vessel food stores.
Three refrigerators are installed in the Pantry for voyage storage of chilled foods. One
refrigerator is installed in the Galley for daily chilled food use.
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All refrigerators are Cospolich model R30-2M-SN. Refrigerators are fully described in 651113
Refrigerator manual. Each refrigerators insulated storage compartment is accessed by a single
door. Each refrigerator has a dedicated refrigeration system to maintain 37 F to 40 F (2.8 to 4.4
C) storage compartment temperature.
Refrigerators are powered by 220/1/60 Hz VAC. Each refrigerator is powered by a separate

circuit breaker. The circuit breakers are located in the Galley for galley equipment and in the
Pantry for pantry equipment. The breakers are:
- Galley Refrigerator 2P09-06

- Pantry Refrigerator #1 2P210-01
Each refrigerator is virtually identical to the freezers. Refer to Figure 6-48 for the digital
operation. Refrigeration operation start and shutdown is identical to freezer operation.
6.29.3 Range Hood
6.29.3.1 RANGE HOOD DESCRIPTION

One Captiveaire Model 4212 SND-2 hood exhausts cooking odors and heat from the oven-
range. The range hood is fully described in 651111 Range Hood manual. An 8-inch (20.3 cm)
duct exhausts hot air out through a closable louver near the Locker located at FR 49 on the 01
Deck, Port side. The exhaust duct is insulated with A-60 fire insulation. Access is provided for
exhaust duct inspection and cleaning. The range hood fans and dampers are listed in Table 6-
24.
Table 6-24. Range Hood Fans and Dampers.
Fan Hood Location CFM Circuit Damper Circuit

Service Breaker Breaker
SF-4 Supply Overhead in Galley 1200 4Q-09 FD-8 E-14
EF-5 Exhaust Overhead in 1500 4Q-10 FD-7 @ hood E-14
Pantry FD-9 @ Louver FR 49
The range hood fans are remotely stopped by the Quarters Ventilation Stop. Range hood fire
dampers are de-energized to close by the Quarters Ventilation Fire Damper Box located on the
Bridge. Range hood fans are also remotely stopped by the dedicated fire suppression system.
The range hood fire suppression chemical system and controls are located in the Pantry. The
Vessel Control System indicates ventilation stop, fire damper closure, and fire detection.
6.29.3.2 RANGE HOOD FIRE SUPPRESSION

Refer to 55532 - Range Hood Fire Suppression for information on the Ansul R-102. The Ansul
R-102 Restaurant Fire Suppression System includes a CO2 pilot cylinder to pressurize the
liquid chemical fire suppressant. The liquid agent is an aqueous-potassium based solution with
a low pH between 7.7 to 8.7, and is designed for flame knockdown and suppression of grease
fires. When the liquid agent is discharged onto a cooking appliance fire, it cools the grease
surface, and reacts with the hot grease, forming a layer of soap-like foam on the surface of the
fat. This layer acts as insulation between the hot grease and the atmosphere, thus helping to
prevent the escape of combustible vapors. The system consists of an Ansul regulated release
6-210
assembly enclosure, nozzles, fusible links, switches, and fixed piping that distributes the agent
to the nozzles. The hood includes a filter and grease trap and overhead fire extinguishing
nozzles. The range hood is shown in Figure 6.49.
Figure 6-49. Range with Range Hood.
The range hood fire suppression nozzles are piped over the cooking surface. The hood control
switches are shown in the upper left hood area. The exhaust hood controls are shown in the
upper left corner of the hood:
- Lights On/Off
- Fans On/Off
The fans switch starts and stops both the range hood supply fan SF-4 and the range hood
exhaust fan EF-5. Outside air is drawn into the range hood and exhausted at a volume to draw
a slight vacuum in the Galley. The galley is air conditioned by a fan coil unit in the galley
overhead. Galley air is re-circulated by the fan coil unit.
6-211
6.29.3.3 RANGE HOOD OPERATION

To start the range hood:
Set fans switch to ON position (located on left side of Hood)
- Supply Fan SF-4 starts
- Supply Fire Damper FD-8 electrically opens
- Exhaust Fan EF-5 starts
- Exhaust Damper FD-7 @ hood electrically opens
- Exhaust Damper FD-9 @ Louver FR 49 electrically opens
Galley air pressure becomes negative to prevent smells and fumes from traveling throughout
the deck. Air enters the Galley through a fire damper from the passage or through the Mess if
the door is open.
6.29.3.4 STOPPING THE RANGE HOOD

Leave range hood fans on for at least 30 minutes after cooking equipment is shut off.
To stop the Range Hood locally:
Set fans switch to OFF position (located on left side of Hood)

- Supply Fan SF-4 stops
- Supply Fire Damper FD-8 springs closed
- Exhaust Fan EF-5 stops
- Exhaust Damper FD-7 @ hood springs closed
- Exhaust Damper FD-9 @ Louver FR 49 springs closed
6.29.3.5 RANGE HOOD VENTILATION EMERGENCY OPERATION

Range hood ventilation can be stopped by closing dampers with fire damper switches. The
range hood fire damper switches installed in the galley are shown in Figure 6-50. A red light
indicates a closed fire damper. A green light indicates an open fire damper.
Figure 6-50. Galley Fire Damper Switches.
A similar fire damper switch is mounted inside the Pantry door. Another fire damper switch is
inside the Emergency Generator Room. The range hood fans can also be stopped remotely at
6-212
the supply and exhaust fan circuit breakers located inside the 440 V Accommodation
Distribution Board 4Q located 01 Deck FR 23 outside the Mess.
The distribution board 4Q is powered from both the 440V Port SWBD and the 440V Starboard
SWBD. An automatic changeover switch maintains power at all times. Both 4P12 on the 440V
Port SWBD and 4S09 on the 440V Starboard SWBD must be open to de-energize the 440 V
Accommodation Distribution Board 4Q.
6.29.3.6 RANGE HOOD FIRE EXTINGUISHING OPERATION

Refer to Figure 6-51 for hood fire extinguishing operation. The pull switch is located at the
Galley door to the Pantry.
Figure 6-51. Range Hood Pull Switch.
To extinguish range fire:

Pull metal handle
- Supply Fan SF-4 stops
- Supply Fire Damper FD-8 springs closed
- Exhaust Fan EF-5 stops
- Exhaust Damper FD-7 @ hood springs closed
- Exhaust Damper FD-9 @ Louver FR 49 springs closed
- Chemical released through nozzles on top of range
NOTE
Chemical is for one use. Replace after use.
6-213
The chemical extinguisher can also be discharge by pressing a red trigger mechanism in the
Ansul control box mounted in the Pantry. The control box is labeled “Galley Range Fire Fighting
Agent.”
a. Remove control box cover.

b. PRESS RED Trigger
6.29.4 Range/Oven
6.29.5 Dishwasher
Two Fagor Commercial under-counter dishwashers are installed in the Galley. The
dishwashers are fully described in 651114 Dishwasher manual, including detergent information
and preparation of dishware. Models AD-48-W and AD-64-CW are powered by 220/1/60 VAC.
Circuit breakers 2P209-07 and 2P209-08 are located in the Galley Distribution Panel. Glass
container should be washed in the AD-48W model. Specifications are virtually identical. The
AD-48W electric boost heater is rated at 2.8 kW. The AD-64CW electric boost heater is rated at
6 kW. The AD-64CW cab wash more racks and dishes than the AD-48W. Refer to the
equipment manuals for operation.
6.30 LIFESAVING AND SAFETY EQUIPMENT
6.30.1 Overview
Lifesaving equipment provides personnel protection from injury or death during emergency
conditions, which may require a rapid evacuation of the crew from the ship. Locations of the
vessels lifesaving equipment is found on DWG 155-683-002 Lifesaving Equipment Plan located
at the end of the section, Figure 6-56. Lifesaving equipment discussed in this chapter consists
of:
- Inflatable liferafts with survival gear

- Lifebuoys with lights
- Lifejackets
- Radio devices
- Line throwing device
- Daylight signal light
- Distress signals
- Radar transponder
Emergency position indicating radio beacon (EPIRB)
6.30.2 Liferafts
The vessel is provide with four 16 man and one 25 man Coast Guard approved Survitec
inflatable liferafts with "SOLAS" A-Packs . The 16 man liferafts are stowed in cylindrical
containers in roll-off launching cradles. The 25 man liferaft is stowed in a cylindrical container in
a fixed mount. The liferafts are also equipped with hydrostatic releases. Refer to Table 6-25 for
Liferaft locations.
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Figure 6-52. Hydrostatic Release.
6.30.2.1 LIFERAFT OPERATION:
Table 6-25. Liferafts.
QTY LOC. FRAME P/S

1 - LIFERAFT (16 MAN) 02 DECK 42 - 43 P
2 - LIFERAFT (25 MAN) 02 DECK 30 - 35 P
2 - LIFERAFT (25 MAN) 02 DECK 30 - 35 S
6-215
6.30.3 Life Rings

Life rings, or ring buoys as they are sometimes called, are constructed of plastic material, and
are painted international orange. The line on the outer perimeter is attached to the ring at four
locations by straps. The only markings on the life ring are the ship’s name and hull number in
black block letters. A standard life ring with a strobe light attached is used as a floating distress
signal. A lanyard is used to attach the light to the life ring. The light is self contained,
watertight, and vapor proof. The power source for the light is an internal enclosed battery in an
orange plastic case that must be periodically replaced. A clear dome-shaped lens is located on
top and covers the lamp. The life ring and mounting bracket for stowage are corrosion resistant.
Life rings are located topside, on the inboard side of the railings and lifelines in various locations
throughout the topside area. The life rings are located where they are sheltered from seawater
and severe weather conditions. The light and smoke life ring is equipped with an IKAROS III
man overboard (MOB) light and smoke. The MOB operates automatically when the life buoy is
released. After release, smoke is emitted for at least 15 minutes and the lights operate for a
minimum of 2 hours. Table 6-26 provides the location of all Life Ring Stations.
Table 6-26. Life Ring Stations.
QTY DECK/LEVEL FR P/S ATTACHMENTS
1 MAIN DECK 44 P WITH SELF-IGNITING LIGHT

2 MAIN DECK 89 P/S WITH LINE
1 M AIN DECK 125 S WITH SELF-IGNITING LIGHT
2 04 DECK 32 P WITH SELF-IGNITING LIGHT
WITH SELF-IGNITING LIGHT AND
2 04 DECK 39 P/S
SMOKE
6.30.4 Lifejackets
The vessel is equipped with forty USCG approved Type 1 life jackets. One (1) lifejacket is
stowed for each stateroom berth. In addition two (2) are stowed in the pilothouse for persons on
watch, one (1) in the galley, and one (1) in the engine room. The lifejacket is authorized for use
for the following operations:
• Personnel handling lines topside

• Personnel handling deck equipment
• Personnel involved in towing evolutions
• Personnel involved in boat hoisting and lowering
• Personnel topside in heavy weather conditions
Each life jacket is provided with a whistle, distress marker light or a personnel marker light, and
a buddy line. The distress marker light and personnel marker light have a safety pin for
attaching to a loop that is provided on the life jacket. The whistle has a nylon lanyard for
attaching it to the same loop. The inherently buoyant life jacket provides a minimum of 39 lbs
(17.6 kg) of buoyancy.
6.30.5 Radio Devices

The vessel is equipped with a Furuno, Model FM-8800S VHF Radiotelephone. The FM-8900S
is a VHF radio system consisting of a 25 W VHF radiotelephone, a DSC modem, and a CH70
watchkeeping receiver.
6-216
The built-in DSC function produces and receives digital selective callings for quick and efficient
establishment of distress, urgency, safety and routine communications with other ships and
coast stations that install any VHF DSC facilities.
Hand held VHF radios are located in the Pilothouse.
6.30.6 Line Throwing Device

The vessel is equipped with four (4) SOLAS approved IKAROS Line Throwers located in the
pilothouse at FR 29 and 33 port and starboard. The device consists of a waterproof plastic
container with integral handle and trigger mechanism, a solid fuel rocket and 984 ft (300 meters)
of line.
Figure 6-53. Line Throwing Device.
6.30.7 Daylight Signal Light

The vessel is equipped with an IBAK, Model NHS200H daylight signaling searchlight. The
signaling range is 2.8 miles (4.5 km) in daylight and 22.3 miles (36 km) at night.
Figure 6-54. Daylight Signal Light.
6-217
6.30.8 Distress Signals

The vessel is equipped with twelve USCG and SOLAS approved rocket parachute flares located
on the 04 deck, FR 35, Starboard outside the pilothouse. The parachute flare is a hand-held
distress signal ejecting a parachute suspended red flare at 984 ft (300 m) altitude is visible up to
40 miles (64 km) and burns for 40 seconds at 30,000 candelas.
6.30.9 Radar Transponder

This vessel is equipped with two Sailor 9GHz SART II located on the Pilothouse port and
starboard FR 33. The SART II is a self-contained, waterproof radar transponder intended for
emergency use at sea. The radar-SART is used to locate a survival craft or distressed vessel,
by creating a stream of 12 inline dots on a rescuing ship's radar display. The SART II will only
respond to a 9 gigahertz (GHz) X-band (3 centimeter (cm) wavelength) radar. It will not be seen
on S-band (10 cm) or other radar. Once activated, the SART II will remain in standby mode for
over 96 hours.
6.30.10 Emergency Position Indicating Radio Beacon

This vessel is equipped with the JOTRON 406 MHz free floating EPIRB located on the mast.
The EPIRB is used to alert search and rescue services in the event of an emergency. It does
this by transmitting a coded message on the 406 MHz distress frequency via satellite and earth
stations to the nearest rescue co-ordination centre. The EPIRB activates upon immersion in
water.
Figure 6-55. Emergency Position Indicating Radio Beacon.
6-218
Figure 6-56. Lifesaving and Safety Equipment (Sheet 1 of 4)
6-219
Intentionally Blank
6-220
Table 6-56. Lifesaving and Safety Equipment (Sheet 2 of 4).
6-221
Intentionally Blank
6-222
Figure 6-56. Lifesaving and Safety Equipment (Sheet 3 of 4).
6-223
Intentionally Blank
6-224
Figure 6-56. Lifesaving and Safety Equipment (Sheet 4 of 4).
6-225
Intentionally Blank
6-226
6.31 FIREFIGHTING EQUIPMENT

In an emergency, any equipment aboard ship that will serve the purpose should be used to
affect firefighting capabilities. Firefighting equipment and locations are illustrated on the Fire
Control Plan DWG 155-800-006 on Figure 1-1 in Chapter 1.
6.31.1 Fire Locker

The vessels Fire Locker is located on the Main Deck, FR 40, port and provides for the storage
of equipment and material for use in firefighting. The locker is equipped as follows:
- Breathing apparatus with smoke mask, and spare charge

- Protective rigid helmet
- Lifeline, safety lamp, an axe, non-conducting boots and gloves
- Spare self-contained breathing apparatus (SCBA) bottles and firefighting protective
clothing
- Portable lamp with 2 sets of batteries type II or III
6.31.2 Fireman's Outfits

The vessel is equipped with three (3) fireman's outfits located in the 02 Deck stairway
passageway, port side, FR 35 (2 ea.) and one (1) in the 01 Deck fore and aft passageway
locker, FR 36 port. Each fireman's outfit consists of:
- Firefighting protective clothing

- Protective rigid helmet
- Pair of boots
- Pair of gloves
- Breathing apparatus self-contained
- Lifeline
- Portable lamp
- Fire axe
6.31.3 Fire Axes

Pick-head type fire axes are located in the Hold (3 Deck) at FR 37, port and the Main Deck, FR
43, port of centerline.
6.31.4 Portable Fire Extinguishers

Portable fire extinguishers are stowed in the Fire Locker and mounted on bulkheads throughout
the ship. They are used to extinguish small fires. The Fire Control Plan DWG 155-800-006
located in Chapter 1, Figure 1-1 lists the type of portable fire extinguishers and their locations.
The types of portable fire extinguishers are as follows:
- 25 Portable powder extinguisher 4.5 lb. (2 kg) 25 spares

- 8 Portable foam extinguisher (9 liter) 8 spares
- 3 Wheeled fire extinguisher 45 liter, foam
- 5 Portable foam applicator unit with 18 liter concentrate with spare 18 liter
6-227
6.31.5 Emergency Breathing Apparatus

EEBD (Emergency Evacuation Breathing Device) is a device that is used to evacuate with
safety, a dangerous environment that lacks normal breathing conditions. EEBDs provide
temporary, up to 15 minutes, protection from smoke and fumes and allows the crewmember to
escape from fire and smoke hazards.
Figure 6-57. Emergency Breathing Apparatus.
6.32 SLIDING WATERTIGHT DOORS

This section described powered watertight doors. The watertight doors can isolate the cargo
hold and cargo machinery on Deck 3 and Deck 2 Mezzanine Decks from the two Propulsion
Drive Compartments and Machinery Space. Drawings and a manual are provided in 16713
Watertight Sliding Doors. Sliding watertight door position is indicated in the Vessel Control
System Auxiliary Alarms screen.
The doors are powered by the emergency bus by the following circuit breakers.
- 4EP-05 - Watertight Door Forward Machine (WTD 2-01)
- 4EP-06 - Watertight Door Port aft (WTD 3-02)
- 4EP-07 - Watertight Door Starboard aft (WTD 3-03)
Watertight door controls are powered from the Pilothouse 24VDC Distribution Panel Number 1.
The panel has a battery backup to ensure power is always available.
- 24P1-09 - Watertight Sliding Door Control Cabinet (24VDC)
6.32.1 Sliding Watertight Door Description

Three IMS Inc. Class III watertight doors are installed. Class III doors are sliding doors
operated by power and by hand gear. The electric and hydraulically operated doors have 36
inches 91.4 cm wide and 72 inches 182.9 cm high openings. A fireproof, cold, and heat proof
rubber gasket provides sealing. Safety signage is posted on both sides of each door. Each
watertight door has an electrically driven hydraulic power pack located under a bolted cover on
the door.
6-228
The power pack includes hydraulic accumulators, junction box for electrical power, signals
to/from the bridge panel, hydraulic cylinders, and solenoid valve. The door has handles on each
side of the door for local operation, alarm bell, limit switches, alarm lights and a manual
hydraulic hand-pump.
Controls and indicators at each watertight door:

- Pump handle (upper and long) on both sides of door
- Operating Handle (lower and short) on both sides of door
- Two Red Lights (indicating closing door on each side of door)
- Buzzer (alarms when door is closing)
Each watertight door can be closed remotely by an emergency close station. A watertight door
can also be closed at any time by the emergency close station. An emergency close station is
located on Main Deck outside the aft Starboard Engine Room door. Emergency close stations
for the aft, Port and Starboard doors are located on by the Port and Starboard Propulsion
Compartment escape hatches. Figure 6-58 shows an emergency station. Each emergency
station includes:
- Red Open Light
- Green Closed Light
- Oil Return pushbutton (for oil return valve inside door cover)
- Hydraulic Tank with breather/fill cap and oil level indicating glass
- Hand Operated Hydraulic Pump
- Hand Pump Bar (mounted on side)
- Manual Ball Valve
NOTE
When door is closed, extended hydraulic cylinders lowers oil level

in the tank. The oil return solenoid valve prevents oil return to the
tank until the oil return pushbutton is pressed. Do not add oil
when door is closed.
Figure 6-58. Watertight Door Emergency Close Station.
6-229
A Watertight Sliding Door Mimic and Operating Panel is located on the Pilothouse forward
Starboard console. The panel indicates the open or closed position of the three watertight
doors. The panel also controls closing of the three watertight doors simultaneously. The panel
shown in Figure 6-59 has the following controls and indicators:
- Master Mode Switch (LOCAL CONTROL/DOORS CLOSED)
- Alarm Light
- RESET ALARM pushbutton
- LAMP TEST pushbutton
- LIGHT DIMMER dial
- CONTROL VOLTAGE FAULT light (amber LED indicates loss of power to any door)
- Open or closed position indicating LEDs for each door
Figure 6-59. Bridge Watertight Door Mimic Panel.
A control cabinet is located forward in the Starboard Switchboard Room. The outside of the
control cabinet has six LEDs to indicates door open or closed for each door and an oil return
pushbutton for each watertight door. The oil return pushbutton must be pressed after use of
the Emergency Close Station to return to normal operation. Inside the control cabinet,
there are electronic control cards, one for each door. The control card controls the door
operation and provides indication on the mimic and locally at the door. The PLCs and other
components are explained in 16713 Watertight Sliding Doors.
6-230
6.32.2 Operating Sliding Watertight Doors
WARNING
A power failure in the control circuit will cause the door to close
instantly with visible and audible alarms. A power failure in the
control and indication circuits simultaneously will cause the door to
close automatically, without any warnings. Watertight doors close
with extremely high force. Any object in the opening of the door
will be crushed. Do not walk through a moving door, or a door
that is not completely open. Personnel injury and death can result
from door closure if personnel do not heed this warning!
6.32.2.1 BRIDGE OPERATION OF SLIDING WATERTIGHT DOOR

Refer to Figure 6-59 for the Bridge Mimic Panel. The Mimic Panel master mode switch is set to
Local control during normal conditions. The three watertight door open or closed positions are
indicated by the LEDs on the Mimic Panel. The three watertight doors cannot be opened from
the Mimic Panel. Prior to closing all watertight doors, a warning should be issued on the
intercom. To close all three watertight doors:
a. Set Master Mode Switch to DOORS CLOSED.

- Control cabinet signals all three watertight doors
- All local red lights flash at watertight doors
- Buzzers sound at watertight doors
- Each watertight door hydraulic system starts closing after approximately 8
seconds delay
NOTE
Watertight door takes 20 to 40 seconds to close. Oil temperature

can affect closing time.
b. As each door closes, each watertight door current position is indicated on:
- Bridge Mimic Panel
- Control Cabinet
- Emergency Control Station
NOTE
Both open and closed indicator light illuminate while door is in

mid-position. Door closed light remains on when door is fully
closed.
c. As each door closes, the VCS Auxiliary Alarms screen indicates closed door and clears
alarm. The VCS will alarm if the door is not fully closed.
6-231
d. After the doors are closed:

- Personnel at the watertight door can open door with local controls.
- The Master Mode Switch in the Pilothouse can be set to Local Control at any
time to allow for local opening. All watertight doors must be opened locally.
CAUTION
Watertight integrity cannot be ensured without also closing the

ventilation valves. The ventilation valves and operating controls
are described in section 6.5.2. The ventilation valves are closed
when the Port or Starboard steering ventilation emergency stop on
the Bridge Emergency Stop panel is activated. Refer to section
5.6.3 for devices affected by the panel. The ventilation valves can
also be closed by pushbutton inside the cargo hold adjacent to the
watertight doors.
e. Watertight ventilation valves are located adjacent to the two aft watertight doors must be
closed.
6.32.2.2 LOCAL OPERATION OF SLIDING WATERTIGHT DOOR

The watertight doors can be closed manually by hand pump for each watertight door without
electric power available. The internal oil accumulator can close the door one time without hand
pump operation, if pressurized. The system will normally keep the accumulator pressurized.
Local alarm lights illuminate and buzzer sounds if electric power is on. Always open the door
and maintain operating handle in horizontal position while passing through the door opening.
Local operation and warning safety signage is mounted on both sides of each watertight door.
Refer to Figure 6-60 for the safety warning and red alarm light.
6-232
Figure 6-60. Sliding Watertight Door Safety Sign and Light.
6.32.2.2.1 Local Close with Electric Power Available
WARNING
Watertight doors close with extremely high force. Any object in

the opening of the door will be crushed. Do not walk through a
moving door, or a door that is not completely open. Personnel
injury and death can result from door closure if personnel do not
heed this warning.
To close door locally:
a. Ensure pump handle (upper and longer) is not manipulated.

b. Set Operating Handle (lower and shorter) to PAST VERTICAL position:
- Stand clear of the door! Door starts closing immediately if accumulator is
pressurized and handle is 15 degrees or more away from door.
6-233
- Electric hydraulic pump pressurizes hydraulic system to close door

- Local Red Lights flash
- Buzzer sounds
NOTE
Watertight door takes 20 to 40 seconds to close. Oil temperature

c. Release shorter operating handle when door is fully closed:

- Bridge Mimic Panel indicates closed door
- Control Cabinet indicates closed door
- Emergency Control Station indicates closed door
6.32.2.2.2 Local Close with Electric Power Not Available
WARNING

moving door, or a door that is not completely open. Alarm light
and buzzer will not work without electric power. Personnel
heed this warning.
To close door with hand hydraulic pump:

a. Set Operating Handle (lower and shorter) to VERTICAL position
b. STROKE longer pump handle (upper and longer):
- Stay clear of the door
- Hydraulic pressure closes door
- Bridge Mimic Panel indicates closed door when fully closed
- Control Cabinet indicates closed door when fully closed
- Emergency Control Station indicates closed door when fully closed
6-234
6.32.2.2.3 Local Opening with Electric Power Available
WARNING

moving door, or a door that is not completely open. Personnel
heed this warning.
To open door locally:

a. Ensure Pump handle (upper and longer) is not manipulated.
b. Set Operating Handle (lower and shorter) to HORIZONTAL position
- Electric hydraulic pump pressurizes hydraulic system to open door
- Local Red Lights flash
- Buzzer sounds
NOTE
Watertight door takes 20 to 40 seconds to open. Oil temperature

c. Release Operating handle when door is fully opened.

- Bridge Mimic Panel indicates open door
- Control Cabinet indicates open door
- Emergency Control Station indicates open door
- VCS alarms
6.32.2.2.4 Local Open with Electric Power Not Available
WARNING

moving door, or a door that is not completely open. Alarm light
and buzzer will not work without electric power. Personnel
heed this warning
To open door with hand hydraulic pump:
a. Set Operating Handle (lower and shorter) to HORIZONTAL position
6-235
b. STROKE Pump handle (upper and longer). Do not stop until door is fully opened.
- Hydraulic pressure opens door
- Bridge Mimic Panel indicates open door when fully closed
- Control Cabinet indicates closed open when fully closed
- Emergency Control Station indicates open door when fully closed
- VCS alarms
6.32.3 Emergency Close on Main Deck

Each watertight door’s Emergency Close Station can remotely close the door at any time.
Electric power is not necessary to hand-pump the door closed at this location. Refer to Figure
6-58 for the Emergency Close Station. The center of the manual oil direction valve is shown
below the oil tank. The valve handle is not shown. Oil must be contained inside the tank to
close the watertight door. Ensure oil level is visible prior to use. The oil level should be
checked daily and oil added if not in sight.
To close door:
a. Set manual Oil Direction Valve to VERTICAL (down) position
- Oil pump is aligned to door hydraulic piping
b. PLACE handle in pump lever.
c. STROKE hand pump
- Door hydraulic piping is pressurized and door closes as pump is stroked
- Red open light goes off as limit switch senses door is not fully open
d. Continue stroking hand pump until Green Closed Light illuminates and door is fully
closed.
- Pump handle resists pumping when the door is fully closed.
NOTE
If electric power is not available, lights will not illuminate. The

24VDC power is equipped with battery backup power supply. The
lights should work under virtually all circumstances.
6-236
6.32.4 Return to Normal after use of Emergency Close Station

When the Emergency Close Station has been operated, the watertight door oil system contains
extra oil. The oil should be returned to the Emergency Close Station to allow use. A valve
inside the door cover bypassed the electric hydraulic pump and set an electric switch to disable
the electric hydraulic pump. Electric power must be on the watertight door circuit breaker 24P1-
09 - Watertight Sliding Door Control Cabinet closed to allow reset of controls.
a. SET Bridge Mimic Panel Master Control Switch to DOORS CLOSED position.
b. PRESS Oil Return pushbutton on Control Cabinet
- Electric pump bypass switch is reset
c. SLOWLY OPEN Manual Oil Bypass valve below Emergency Close Station
- Oil returns to Emergency Close Station oil tank quickly if valve is opened quickly
- Oil can come out breather if valve is opened too quickly
d. CHECK oil level when stabilized and add oil if necessary.
6-237
Intentionally Blank
6-238
CHAPTER 7
HULL COATINGS SPECIFICATION AND ANODES
7.1 INTRODUCTION AND DESCRIPTION

This chapter provides descriptive text for coatings with reference to manufacturer’s application
instructions. Information is included describing a docking plan, and the location of all cathodic
protection anodes.
7.2 HULL PREPARATIONS AND COATINGS

The painting of the vessel's hull meets the requirements of Steel Structure Painting Council
(SSPC) standards where specified for surface preparation. Paint specifications for the vessel,
are included in Table 7-1.
Prior to painting the underwater hull (keel to waterline), it is blasted to SSPC- SP-6- Blast
Cleaning until at least two-thirds of each square inch is free of all visible residues. The painting
scheme incorporates an abrasion resistant epoxy (Carboguard Marine Coatings) underwater
anticorrosive scheme using Carboguard 235 as a tar free tie coat to the subsequent antifouling
scheme of C-Flex 1-2-3, a high performance TBT free polishing scheme for an in-service life of
36 months.
Prior to painting the topsides (waterline to rail), it is blasted to SSPC- SP-6- Blast Cleaning until
at least two-thirds of each square inch is free of all visible residues.
Table 7-1 lists the paint schedule for M/V BRAVANTE V.
7.3 CATHODIC PROTECTION

Sacrificial zinc anodes provide a minimum of 36 months of cathodic hull protection. There are
200 ZHC-23 bolted and 25 ZHS-23 welded sacrificial zinc anodes located on the vessel.
Welded zincs are located in seachests and near/in the bow thrusters tunnels. Twelve additional
rod type anodes are bolted on the nozzle of the propulsion drives proved 24 month protection.
The anodes around the bow thruster tunnels are welded to the hull while all other anodes are
bolted with stainless steel hardware with nylon inserted nuts. All anodes and lugs are required
to be unpainted and have an electrical resistance between the zinc and the adjacent hull of less
than 0.1 Ohm. The drive units are bonded to the hull with bonding straps to maintain continuity
and protection of the hull.
Zinc anodes are to be inspected and replaced when they deteriorate by fifty percent. For anode
locations refer to STX/ESG Drawing 155-801-005 Docking Plan (Sheet 1) included in section 1.
7-1
Table 7-1. Paint Schedule.
AREA SURFACE 1st 2nd 3rd 4th

PREP COAT COAT Coat COAT
Keel to SSPC-SP 6 Carbomastic Carboguard Apply while C-Flex 1-2-3
Waterline Blast cleaning 15 FC Red 235 2nd coat is Red
until at least 8 mils WFT Gray tacky, Antifouling
two-thirds of 7 mils DFT 9 mils WFT C-Flex 123 7 mils WFT
each square 6 mils DFT Black 4 mils DFT
inch is free of Antifouling
all residues 7 mils WFT
4 mils DFT
Waterline to SSPC-SP-6 Carbozinc Carboguard Carbothane
Rail, including Blast cleaning 808 Green 635 Buff 134HG
Superstructure until at least 5 mils WFT 9 mils WFT, 4 mils WFT
& Interior of two-thirds of 3 mils DFT 6 mils DFT 3 mils DFT
Bulwark each square
inch is free of Wheel House-
all residues 6813 White
Wheel House
Top- 4444
Orange
Side Shell-
Boldini Green
Inside
Bulwarks-
Boldini Green
Decks with SSPC-SP-6 Carbozinc Carboguard Carbothane

Non-Skid Blast cleaning 808 Green 635 Buff 134HG
until at least 5 mils WFT 9 mils WFT, C703 Grey
two-thirds of 3 mils DFT 6 mils DFT 4 mils WFT
each square (Add #47 filler 3 mils DFT
inch is free of while 635 is
all residues still wet for
non-skid
texture)
Main Deck SSPC-SP 6 Carbozinc Bitumastic Bitumastic
(under wood Blast cleaning 808 Green 300M 300M
decking) until at least 5 mils WFT Black Black
two-thirds of 3 mils DFT Brush/Roller 16 mils WFT
each square 12 mils DFT
inch is free of
all residues
7-2
Table 7-1. Paint Schedule (Continued).

Interior SSPC-SP-3 Carboguard Carbocoat

Compartments, Removal of 635 Buff 8215
Engine Room loose rust, 9 mils WFT Color 6813
(Non loose mill scale, 6 mils DFT 4 mils WFT
Immersion and loose paint 3 mils DFT
area), Drive by power tool
Room above chipping, de-
Bilges scaling,
sanding, and
grinding
Superstructure SSPC-SP-3 Carboguard

Interior Behind Removal of 635 Buff
Sheathing loose rust, 9 mils WFT
loose mill scale, 6 mils DFT
and loose paint
by power tool
chipping, de-
scaling,
sanding, and
grinding
Superstructure SSPC-SP-3 Carboguard Carbocoat
Interior Removal of 635 Buff 8215
Exposed loose rust, 9 mils WFT Color 6813
Steel loose mill scale, 6 mils DFT 4 mils WFT
and loose paint 3 mils DFT
by power tool
chipping, de-
scaling,
sanding, and
grinding
Sewage Tank, SSPC-SP-3 Carboguard Carboguard Carboguard
Grey water, Removal of 635 Buff 635 Buff 635 White
Voids, & loose rust, 9 mils WFT 9 mils WFT
Cofferdams loose mill scale, 6 mils DFT Brush/Roller 6 mils DFT
and loose paint
by power tool
chipping, de-
scaling,
sanding, and
grinding
7-3

Engine Room SSPC-SP-3 Carboguard Carboguard Carbothane
(Immersion Removal of 635 Buff 635 Gray 134HG
area), Drive loose rust, 9 mils WFT, 9 mils WFT White Alkyd
Room, Bilges loose mill scale, 6 mils DFT 6 mils DFT Enamel
and loose paint 4.3 mils WFT
by power tool 3 mils DFT
chipping, de-
scaling,
sanding, and
grinding
Ballast Tanks SSPC-SP-7 Carboguard Carboguard Carboguard Carboguard
Sweep Blasting 635 Buff 635 Buff 635 White 635 Buff
surface to 9 mils WFT Brush/Roller Brush/Roller 9 mils WFT
remove 6 mils DFT 6 mils DFT
residues, mil
scale, rust, and
loose coatings.
Must remove at
least 70% of
PCP to comply
with IMO
Cargo Fuel SSPC-SP-10 Phenoline Phenoline
Oil/Liquid Mud Blast cleaning 309 Grey 309 Grey
Tanks until at least 20-30 mils Brush/Roller
95% of each WFT,
square inch is 20-30 mils
free of all visible DFT
rust, mill scale,
paint and
foreign matter
Potable Water SSPC-SP-10 Carboguard Carboguard Carboguard Carboguard
Blast cleaning 635 Buff 635 Buff 635 White 635 White
until at least 9 mils WFT Brush/Roller Brush/Roller 9 mils WFT
95% of each 6 mils DFT 6 mils DFT
square inch is
free of all visible
rust, mill scale,
paint and
foreign matter
7-4

Cargo Potable SSPC-SP-10 Carboguard Carboguard Carboguard Carboguard
Water/ Drilling Blast cleaning 635 Buff 635 Buff 635 White 635 White
Brine until at least 9 mils WFT Brush/Roller Brush/Roller 9 mils WFT
95% of each 6 mils DFT 6 mils DFT
square inch is
free of all visible
rust, mill scale,
paint and
foreign matter
Chain Locker SSPC- SP-6- Carbozinc Bitumastic
Blast Cleaning 808 Green 300M 635
until at least 5 mils WFT, Black
two-thirds of 3 mils DFT 12 Mils WFT
each square 9 mils DFT
inch is free of
all visible
residues
7-5
Intentionally Blank
7-6
APPENDIX A - DAILY MAINTENANCE AND INSPECTION

CHECKLIST
Prior to operation:
1. Locate maintenance log and check for due and overdue actions.
2. Check VCS from a convenient location for active machinery alarms and
address as needed.
Port Engine Room:

1. Check MDG engine crankcase breathers for sludge or debris (2 places).
2. Check MDG engine air filter restriction indicators (both engines, 4 filters).
3. Drain sediment and water from all Racor fuel filters (2 places).
4. Check MDG engine oil levels (2 places).
5. Check engines for fuel, coolant or oil leaks.
6. Verify coolant level in expansion tanks and top off as needed (7 places).
7. Verify freshwater cooling valves from equipment to box coolers are open.
8. Verify all WEKA Protector anti-corrosion modules are flashing, verifying proper
operation.
9. Verify battery chargers indicating minimum of 26 VDC (4 places)
10. Verify starting battery alignment to MDG Engine No. 1.
11. Verify start air alignment to MDG Engine No. 2.
12. Check air compressor oil level (2 places).
13. Check air pressure in start air receiver (175 psi/12 bar) (1 place).
14. Drain moisture from start air receiver (1 place) and engine start air line (1
place).
15. Verify fuel level of Port FO Day Tank and top off as needed.
16. Check main propulsion switchgear cooling pump for leakage and valve
alignment.
17. Check MDG Generator No. 1 cooling pump for leakage and valve alignment.
18. Check MDG Generator No. 2 cooling pump for leakage and valve alignment.
19. Check bilges for debris and fluids, and bilge drain at aft end of engine room is
clear.
20. Verify ventilation fans are online or readily available.
21. Check Port Switchboard MCC to verify voltage present, breakers not in tripped
position, and controls set to remote where applicable.
22. Verify power is on at the engine local operating panel (LOP)(2 places).
23. Verify pre-lube set for auto operation (2 places).
24. Check engine fuel leak-off drain petcock for fuel or lube oil.
25. Verify all circuit breakers closed (except spares) on Engine 24 VDC
Distribution Panel (2 places). Ensure no circuit breakers are tripped.
Starboard Engine Room:

1. Check MDG engine crankcase breathers for sludge or debris (2 places).
2. Check MDG engine air filter restriction indicators (both engines, 4 filters).
3. Drain sediment and water from all Racor fuel filters (2 places).
4. Check main engine oil levels (2 places).
5. Check engines for fuel, coolant or oil leaks.
A-1
6. Verify coolant level in expansion tanks and top off as needed (7 places).
7. Verify freshwater cooling valves from equipment to box coolers are open.
8. Verify WEKA Protector anti-corrosion modules are flashing, verifying proper
operation.
9. Verify battery chargers indicating minimum of 26 VDC (4 places)
10. Verify starting battery alignment to MDG Engine No. 3.
11. Verify start air alignment to MDG Engine No. 4.
12. Check air compressor oil level (1 place).
13. Check air pressure in start air receiver (175 psi/12 bar) (1 place).
14. Drain moisture from start air receiver (1 place) and engine start air line (1
place).
15. Verify fuel level of Stbd FO Day Tank and top off as needed.
16. Verify fuel supply and return cross over valves between day tanks are closed.
17. Check main propulsion switchgear cooling pump for leakage and valve
alignment.
18. Check Generator No. 3 cooling pump for leakage and valve alignment.
19. Check Generator No. 4 cooling pump for leakage and valve alignment.
20. Check bilges for debris and fluids, and bilge drain at aft end of engine room is
clear.
21. Verify ventilation system is online or readily available.
22. Check Starboard Switchboard MCC to verify voltage present, breakers not in
tripped position, and controls set to remote where applicable.
23. Verify power is on at the engine LOP (2 places).
24. Verify pre-lube set for auto operation (2 places).
25. Check engine fuel leak-off drain petcock for fuel or lube oil.
26. Verify all circuit breakers closed (except spares) on Engine 24 VDC
Distribution Panel (2 places). Ensure no circuit breakers are tripped.
Starboard Switchboard Room:

1. Check switchboards for tripped breakers or faults. Ensure they are set for
remote operation.
2. Check cooling flow alignment to transformers and convertors.
3. Check convertor HMI for faults. Ensure it is set for remote operation.
4. Verify electrical equipment cooling fans are in operation.
5. Check sliding door indicator panel for faults.
6. Check bilges for debris and fluids.
7. Verify Air Handling Unit (AHU) is online or readily available.
8. Check AHU condensate drain is clear.
9. Verify all circuit breakers closed (except spares) on VCS UPS panel. Ensure
no circuit breakers are tripped.
10. Check ground detection.
Port Switchboard Room:

1. Check switchboards for tripped breakers or faults. Ensure they are set for
remote operation.
2. Check cooling flow valve alignment to transformers and convertors.
3. Check convertor HMI for faults. Ensure it is set for remote operation.
4. Verify electrical equipment cooling fans are in operation.
5. Check sliding door indicator panel for faults.
A-2

7. Verify AHU is online or readily available.
8. Check AHU condensate drain is clear.
9. Verify all circuit breakers closed (except spares) on VCS UPS panel. Ensure
no circuit breakers are tripped.
10. Check ground detection.
Machinery Space, Hold Deck Level:

1. Check emergency fire pump and strainers for leaks and alignment.
2. Check gray water pump for leaks and valve alignment.
3. Check sewage pump for leaks and valve alignment.
4. Check oily water pump for leaks and valve alignment.
5. Check dirty oil pump for leaks and valve alignment.
6. Check bow thruster cooling pumps for leaks and valve alignment (2 places)
7. Check bow thruster LEACON tank oil level, oil quality and valve alignment (2
places). Seal tank valves must be open when waterborne. Oil must be clear.
8. Check bow thrusters for leakage or physical defects.
9. Check MSD for leakage and valve alignment. Check MSD control panel alarm
lights for dirty filter indicator. Check chlorine tablet dispenser.
10. Check OWS for leakage and valve alignment.
11. Check water maker for leakage and valve alignment.
Mezzanine Deck Level:

1. Check bow thruster head tank oil level and valve alignment (2 places).
Expansion tank valves must be open except for maintenance.
2. Check HMI on bow thruster convertors for faults. Ensure that the
CONVERTER SELECTOR SWITCH is in REMOTE (2 places).
3. Check control air pressure gauge (125 psi/8.6 bar).
4. Drain moisture from control air reservoir.
5. Check potable water UV sterilizer for operation and check for leaks.
6. Check potable water pumps for leakage and valve alignment (2 places).
7. Check oil level in bulk mud compressors and check for leaks (2 places).
8. Check bulk compressor cooling pumps for leaks and valve alignment (2
places).
9. Check fuel transfer pumps and strainers for leaks and valve alignment (2
places).
10. Check fuel purifier units for leaks and alignment (2 places).
11. Check fuel oil meter assembly for leakage and valve alignment.
12. Check MCCs and VFDs to verify voltage present, breakers not in tripped
15. Ensure combined engine room deck drain valve to oily water holding tank is
open. (This valve must be closed when releasing CO2 into the engine room.)
Hold Deck Level (below Mezzanine Deck):

1. Check fire pump and strainer for leaks and valve alignment.
A-3
2. Check bilge/ballast pumps and strainers for leaks and valve alignment (2
places).
3. Check FIFI pumps for leaks and valve alignment (2 places).
4. Check Cargo Fuel Oil Transfer Pump No. 4 and strainer for leaks and valve
alignment.
5. Check Liquid Mud Transfer Pump No. 1 for leaks and valve alignment.
6. Check Liquid Mud Circulating Pump No. 1 for leaks and valve alignment.
8. Check seachest vent valve position is open or closed if required by Chief
Engineer.
Hold Deck Level (Tank Farm Area):

1. Check cargo fuel oil meter assembly for leakage and alignment.
2. Check Cargo Fuel Oil Transfer Pump No. 3 and strainer for leaks and valve
alignment.
3. Check brine transfer pumps and strainers for leaks and valve alignment (2
places).
4. Check ballast drill water pumps and strainers for leaks and valve alignment (2
places).
5. Check Cargo Room Bilge Pump and strainer for leaks and valve alignment.
6. Check MCCs and VFDs to verify voltage present, breakers not in tripped
7. Verify air pressure supply to Levelmaster H8 cabinets (3 places)
Hold Deck Level (Aft Mud Pump Space):

1. Check Liquid Mud Transfer Pump No. 2 for leaks and valve alignment.
2. Check Liquid Mud Circulating Pump No. 2 for leaks and valve alignment.
3. Check bilges for fluids and debris.
Propulsion Drive Compartment, (Port side):

1. Verify ventilation valve is open.
2. Check propulsion combi drive stern thruster for leakage.
3. Check stern thruster cooling pump for leaks and valve alignment.
4. Check stern thruster freshwater cooling expansion tank level and top off as
needed.
6. Verify Schottel switch box set for REMOTE operation/no faults indicated.
7. Check steering cabinets for any indicated faults.
8. Verify steering brakes are not manually released (3 places).
9. Verify LEACON vacuum to oil system and check for leaks. Check for any
oil/water in LEACON discharge tank. Advise the engineering officer if any is
found.
10. Check LEACON tank lube oil level and valve alignment. Valve from LEACON
tank to seals must always be open when waterborne.
11. Verify valve to lube oil expansion tank is open. The expansion tank valve to
the thruster must be open when the vessel except for maintenance.
12. Verify lube oil expansion tank level.
13. Check bilges for fluids and debris. Note if excessive water is coming from the
stern thruster condensate pump.
A-4
14. Check lube oil storage tank suction valves closed if not in use.
15. Drain water from Wilden LO pump air line.
Propulsion Drive Compartment, (Starboard side):

1. Verify ventilation valve is open.
2. Check propulsion combi drive stern thruster for leakage.
3. Check stern thruster cooling pump for leaks and valve alignment.
4. Check stern thruster freshwater cooling expansion tank level and top off as
needed.
6. Verify Schottel switch box set for REMOTE operation/no faults indicated.
7. Check steering cabinets for any indicated faults.
8. Verify steering brakes are not manually released (3 places).
9. Verify LEACON vacuum to oil system and check for leaks. Check for any
oil/water in LEACON discharge tank. Advise the engineering officer if any is
found.
10. Check LEACON tank lube oil level and valve alignment. Valve from LEACON
tank to seals must always be open when waterborne.
11. Verify valve to lube oil expansion tank is open. The expansion tank valve to
the thruster must be open when the vessel except for maintenance.
12. Verify lube oil expansion tank level.
13. Check bilges for fluids and debris. Note if excessive water is coming from the
stern thruster condensate pump.
14. Check lube oil storage tank suction valves closed if not in use.
15. Drain water from Wilden LO pump air line.
Emergency Generator Room:

1. Check EDG engine crankcase breather for sludge or debris.
2. Drain sediment and water from all Racor fuel filters.
3. Check engine oil level.
4. Check engine for fuel, coolant or oil leaks.
5. Verify coolant level in system and top off as needed.
6. Check belt condition and adjustment. Tag out if necessary.
7. Verify battery chargers indicating minimum of 26 VDC (2 places).
8. Verify starting battery alignment to emergency generator and control.
9. Check restriction gauge on air inlet components if the EDG is in operation.
10. Verify fuel level of fuel oil tank and top off as needed.
11. Check deck for debris and fluids.
12. Check MCC and switchboard to verify voltage present, breakers not in tripped
13. Verify power is on at the engine LOP.
14. Check hydraulic fluid level in EDG remote fuel shutoff outside EDG RM.
15. Verify EDG is mechanically aligned for automatic starting.
16. Verify that the HARBOR-EMERGENCY SELECTOR SWITCH is in
EMERGENCY, (if the EDG is not operating in HARBOR mode.) (Note. TEST
button on the EDG switchboard will open the interconnecting breaker and start the
EDG.)
17. Verify emergency fuel shut off is in the disengaged, UP position, and the fuel
oil day tank valve is open.
A-5
Interior of Pilothouse structure:

1. AHU Rooms: Check for unusual noises, vibrations, and check condensate
drains. Check duct heater disconnect switches are close per weather conditions.
2. Check fire damper switches show green light indicating open position.
3. Visually check Halogen/Refrigerant Gas Monitor Status lights for normal
operation.
4. Check condensing units disconnect switch is closed and for any unusual noise
or vibration.
5. Verify fire alarms and sensors are in good condition.
6. Verify the DP UPS 1 & 2 green LED UPS ON lights are lit.
7. Verify all circuit breakers closed (except spares) on DP UPS 1 & 2 panels.
Ensure no circuit breakers are tripped.
8. Check the Fire Alarm Control Panel fire indicator. Red or yellow LEDs that
may indicate faults or alarms.
Weatherdecks:
1. Check hydraulic oil level in all WT door remote operators (3 places).
2. Check Cargo Hold Vents handles are open.
3. Verify all deck connections are capped
4. Verify Liferafts are secured and in operating condition
5. Verify rescue boat and davit ready for immediate deployment.
6. Test operation of all navigation lights, both primary and secondary.
A-6
APPENDIX B - START UP FROM DARK SHIP
B.1 Dark Ship Start without Emergency Diesel Generator

This procedure provides a general guide for restoring power to the ship without the use of the
Emergency Diesel Generator (EDG). The procedure assumes starting a Port MDG but other
MDGs can be used depending on the availability of DC control power and compressed starting
air.
a. Line up the oncoming Main Diesel Generator (MDG) engine for remote operation per
Chapter 2.
b. Turn the MDG engine battery selector switch to 1 or 2. Do not use BOTH unless neither
battery has sufficient charge to start the engine and the starting circuit has been verified
to be electrically sound.
c. On the Port Switchboard MCC, place the Generator Circ Pump Port No. 1 circuit breaker
(CB) in ON and place the LOCAL/REMOTE switch in LOCAL.
d. On the Port Generator No. 1 Engine Battery System 24 VDC distribution panel, place the
following circuit breakers in ON:
 GB1B-03 - Port Z-Drive Switch Box Control AZI-W203
 GB1B-05 - 690V Switchboard Port External Supply 1
 GB1B-06 - Port Engine Room & P-Tank E-Stop J-Box (Primary)
 GB1B-07 - Port Steering Gear Ventilation Valve
 GB1B-08 - Audio/Visual Units Port Engine Room & ECR Talkback
 GB1B-10 - Audio/Visual Units P-Tank & P&S Z-Drive Talkback
 GB1B-12 - 690V Switchboard Starboard External Supply 2
e. On the MDG engine Local Control Panel, turn the POWER switch to ON.
f. On the MDG engine Local Control Panel, press START and confirm.
g. When the generator output reaches 690 VAC, 60 Hz, place the LOCAL/REMOTE
keyswitch in LOCAL on the Diesel Generator No. 1 section of the Port 690V
Switchboard.
h. Press the Generator No. 1 CB CLOSE pushbutton.
i. Energize the Port 440V Switchboard and Switchboard MCC:
1. Place the LOCAL/REMOTE keyswitch in LOCAL on the Transformer No. 1 Feeder
CB section of the switchboard.
2. Press the Transformer No. 1 Feeder CB CLOSE pushbutton.
3. Place the LOCAL/REMOTE keyswitch in LOCAL on the Transformer No. 1 Incomer
CB section of the Port 440V Switchboard.
4. Press the Transformer No. 1 Incomer CB CLOSE pushbutton.
5. Close CB 4P09 - Port Switchboard MCC.
B-1
j. Energize the Starboard 440V Switchboard:

1. Place the LOCAL/REMOTE keyswitch in LOCAL on the Interconnector CB section of
the Port 440V Switchboard.
2. Press the Interconnector CB Close pushbutton.
the Starboard 440V Switchboard.
k. Energize the Vessel Control System (VCS)
1. On the Starboard 440V Switchboard, close CB 4S12 - Starboard Switchboard MCC.
2. On the Starboard Switchboard MCC, close CB 4S12-13 - Starboard VCS
Uninterruptible Power Supply (UPS) Feeder.
3. On the Port Switchboard MCC, close CB 4P09-12 - Port VCS UPS Feeder.
4. On each VCS UPS, close all CBs other than spares.
5. Turn on all VCS Human-Machine Interfaces (HMIs).
l. Energize the 220/127 VAC distribution system:
1. On the Starboard 440V Switchboard, close CB 4S13 - 75 kVA (kilovolt-amp)
Transformer to Main 220/127V Switchboard.
2. On the Port Switchboard MCC, close CB 4P09-13 - - 75 kVA Transformer to Main
220/127V Switchboard.
3. On the 220/127V Changeover panel, close either CB.
4. On the 220/127V Main Panel, close all CBs.
m. Energize the Emergency Switchboard:
1. On the Port 440V Switchboard, manually close CB 4P01 - Emergency Switchboard.
2. On the Emergency Switchboard, place the interconnector CB LOCAL/REMOTE
switch in LOCAL.
3. Turn the interconnector Circuit Breaker switch to LIGA (CLOSE) and release.
4. Place the interconnector CB LOCAL/REMOTE switch in REMOTE.
n. When the VCS is operating, return LOCAL/REMOTE switches to REMOTE:
1. On the Port 690V Switchboard:
 Generator No. 1 CB
 Transformer No. 1 Feeder
 Interconnector CB
2. On the Starboard 690V Switchboard:

3. On the Port 440V Switchboard:

 Transformer No. 1 Incomer
B-2
4. On the Starboard 440V Switchboard:

o. Start additional systems and equipment per applicable operating instructions as desired.
p. Prepare the EDG for automatic operation in accordance with Section 3.5.4.5.1.
B.2 Dark Ship Start with Emergency Diesel Generator

This procedure restores power to the ship using the EDG.
a. Prepare for operation in accordance with Section 3.5.4.5.1.

b. Operate the EDG in Harbor Mode in accordance with Section 3.5.4.5.2.
c In the Pilothouse, close all circuit breakers on the Emergency Lighting Distribution Panel,
Pilothouse Emergency 220/127 VAC Distribution Panel, and Pilothouse Electronics
220/127 VAC Distribution Panel.
d. Connect following batteries as necessary and place chargers in operation:
1. MDG No. 2 batteries
2. MDG No. 4 batteries
3. EDG starting batteries
4. Rescue Boat battery
5. Pilothouse 24 VDC Panel No. 1
6. GMDSS Battery
e. On Pilothouse 24 VDC Distribution Panels No. 1 and No. 2, close the Supply from 75 A
Battery Charger No. 1 CB and close all load CBs.
f. Energize the Port 440V Switchboard.
1. On the Emergency Switchboard, place the interconnector CB LOCAL/REMOTE
switch in LOCAL.
2. Turn the interconnector Circuit Breaker switch to LIGA (CLOSE) and release.
3. On the Port 440V Switchboard, manually close the Emergency Switchboard Feeder
CB.
g. Energize the Starboard 440V Switchboard:
the Port 440V Switchboard.
the Starboard 440V Switchboard.
h. Energize the Vessel Control System (VCS)
B-3
2. On the Starboard Switchboard MCC, close CB 4S12-13 - Starboard VCS

Uninterruptible Power Supply (UPS) Feeder.
3. On the Port Switchboard MCC, close CB 4P09-12 - Port VCS UPS Feeder.
4. On each VCS UPS, close all CBs other than spares.
5. Turn on all VCS Human-Machine Interfaces (HMIs).
i. Energize the 220/127 VAC distribution system:
1. On the Starboard 440V Switchboard, close CB 4S13 - 75 kVA (kilovolt-amp)
Transformer to Main 220/127V Switchboard.
2. On the Port Switchboard MCC, close CB 4P09-13 - - 75 kVA Transformer to Main
220/127V Switchboard.
3. On the 220/127V Changeover panel, close either CB.
4. On the 220/127V Main Panel, close all CBs.
j. Line up power to MDG engines:
1. On the Port Engine Control Room 220/127 VAC Panel (2P05), close all load CBs.
2. On the Starboard Engine Control Room 220/127 VAC Panel (2P06), close all load
CBs.
3. Connect MDG No. 1 and No. 3 starting and control power batteries as necessary and
place chargers in operation.
4. Turn the MDG engine battery selector switch to 1 or 2. Do not use BOTH unless
neither battery has sufficient charge to start the engine and the starting circuit has
been verified to be electrically sound.
5. Connect Port and Starboard engine pre-lube system batteries as necessary and
place chargers in operation.
6. On each engine 24 VDC panel, close all load CBs.
7. On the Port 440V Switchboard, close CB 4P09 - Port Switchboard MCC.
8. On the Port Switchboard MCC, place the Generator Circ Pump Port No. 1 circuit
breaker (CB) in ON and place the LOCAL/REMOTE switch in LOCAL.
10. On the Starboard Switchboard MCC, place the Generator Circ Pump Port No. 2
circuit breaker (CB) in ON and place the LOCAL/REMOTE switch in LOCAL.
k. Line up the oncoming Main Diesel Generator (MDG) engine for remote operation section
2.2.
l. Operate the MDG in accordance with section 3.5.
B.3 Shutdown to Dark Ship

a. Place EDG on line in Harbor mode per Section 3.5.4.5.1.
b. Supply 440 VAC power to cooling pumps for 20 minutes after shutdown of MDGs,
propulsion converters, bow thrusters, and transformers.
c. Place the MDG No. 1 and No. 3 start battery selector switches in OFF.
B-4
d. On all four MDGs, open the 60 A battery CB supplying the engine 24 VDC distribution
panel.
e. Open the 225 A CBs on the Port and Starboard engine pre-lube system batteries.
f. In the Pilothouse, open the 100 A battery CBs supplying Pilothouse 24 VDC Distribution
Panels No. 1 and No. 2.
g. Open the GMDSS backup battery CB.
h. Open the battery CBs on the two DP UPSs.
i. In the Pilothouse void open the battery CB on the Public Address/General Alarm UPS
Cabinet No. 1.
j. In the Port and Starboard Switchboard Rooms, open the battery CBs on the two VCS
UPSs.
k. On the Emergency Switchboard, Open the Interconnector CB by placing the CB control
switch in DESLIGA (OPEN).
l. On the Emergency Switchboard, Open the EDG output CB by placing the CB control
switch in DESLIGA (OPEN).
m. Verify that the Emergency Generator CB is open and reduce the engine speed to idle at
the Local Control Panel.
n. Operate the engine for 3-5 minutes at idle speed for cool down.
o. Shut down the engine by pressing the STOP button on the Local Operating Panel.
p. Place the EDG battery selector switch in OFF.
q. If necessary, remove cables to all battery powered systems.
r. If necessary, discharge capacitors in converter cabinets in accordance with equipment
operating procedures. This should only be done if necessary and by trained
technicians.
s. If moving into dry dock, close the LEACON valves on the thrusters (4 places) and tag out
of service WHEN THE HULL IS ABOVE WATER LEVEL. Valves must be re-opened
once waterborne.
t. If moving into dry dock, tag out power sources to all acoustic sounders. Sounders must
not be operated when in dry dock.
B-5
Intentionally Blank
B-6
APPENDIX C – DRAWING LIST
115-180-021 - Mooring Bit Structural Analysis

155-079-002 - Resistance Predictions
155-079-13 - P and A Manual
155-085-014 - Cargo Securing Manual
155-087-001 - Unit 1 Lifting Plan
155-096-008 - Tonnage Calculation
155-097-001 - Lightship Estimate
155-097-002 - Trim & Stability Report
155-097-003 - Inclining Procedures
155-097-005 - Inclining Report
155-097-006 - Stability Book
155-100-001 - Lines Plan & Body Plan
155-100-002 - Shell Expansion
155-110-001 - Unit 01
155-110-002 - Unit 02
155-110-003 - Unit 03
155-110-004 - Unit 04
155-110-005 - Unit 05
155-110-006 - Unit 06
155-110-007 - Unit 07
155-110-010 - Unit 10
155-110-011 - Unit 11
155-110-012 - Unit 12
155-114-001 - Box Cooler Arrangement and Details
155-164-001 - Bulwarks and Cargo Rails
155-170-001 - Mast Arrangement and Details
155-180-001 - Main Propulsion Transformer Foundation
155-180-003 - Main Propulsion Drive Converter Foundation
155-180-005 - Bow Thruster Transformer Foundation
155-180-007 - 690v-480v Transformer Foundation
155-180-009 - Bow Thruster Pulse Converter Drive Foundation
155-180-011 - 690v Switchboard Foundation
155-180-013 - 440v Switchboard Foundation
155-180-016 - OFF SHIP FIFI PUMP FOUNDATION
155-180-017 - Davit Foundations
155-180-018 - Z-Drive Foundation Analysis & Report
155-180-019 - General Foundation Analysis & Report
155-180-020 - Anchoring and Mooring Structural Analysis
C-1
155-180-022 - Cargo Rail FEA

155-180-023 - Bow Thruster Temporary Cut Out
155-180-027 - Foundation Details
155-180-028 - Pilothouse Console Foundation
155-180-029 - Bow Thruster Shore
155-261-001 - FO Day Tank Calculations
155-261-002 - Emergency FO Tank Calculations
155-300-02 - 220-127 One Line Diagram
155-300-03 - AC Load Analysis
155-300-04 - DC One Line
155-300-05 - DC Load Analysis
155-300-06 - Emergency Stops
155-300-07 - Ventilation Stops
155-300-10 - Air Conditioning Gas Detector System
155-300-11 - Tank Overfill Alarm System
155-300-12 - Bulk Mud Valve Control
155-300-13 - Liquid Mud Valve Control
155-300-14 - FO Transfer Valve Control
155-300-15 - Ballast Valve Control
155-300-16 - Cargo Water Drill Brine Valve Control
155-300-17 - FIFI Valve Control
155-300-20 - Window Defroster Schematic
155-300-21 - Window Wiper Schematics
155-302-01 - Battery Maintenance Schedule
155-306-01 - Hazardous Area Equipment List
155-306-02 - Electrical Installation in Hazardous Areas
155-310-01 - Electrical Arrangement
155-310-05 - Tank Level Sensor Arrangement
155-320-01 - Lighting Cabling Deck Plans
155-330-01 - Propulsion Wireways
155-330-02 - Main Wireway
155-330-03 - Control Wireways
155-412-002 - Machinery Ventilation Arrangement
155-413-001 - Ventilation Louvers and Closures Arrangement
155-413-004 - HVAC Relocation
155-414-001 - Air Conditioning System Diagram
155-483-001 - Transducer Compartment Arrangement
155-500-001 - Vents & Sounding System
155-500-002 - FO Service System Diagram
155-500-003 - Cargo Potable Drill Water & Brine System
155-500-004 - Scuppers and Drains Diagram
155-500-005 - Black and Grey Water
155-500-006 - Firemain System
155-500-007 - Domestic Freshwater System
155-500-008 - FW Cooling System
155-500-009 - Lube Oil System
155-500-010 - Liquid Mud System155-500-011 - Fuel Oil Transfer System
155-500-012 - Bilge & Ballast System
155-500-013 - Dry Bulk System
155-500-014 - Compressed Air System
155-500-015 - Fire Monitor System
C-2
155-500-016 - Oily Water & Sludge System

155-500-017 - Exhaust System
155-500-019 - P-Tanks Arrangement
155-510-99-001 - Service Air System Arrangement
155-510-99-002 - Domestic Freshwater System Arrangement
155-510-99-003 - FW Cooling System Arrangement
155-512-02 - Engine Room Ventilation Analysis
155-512-04 - Non AC Ventilation Analysis
155-512-05 - HVAC Calcs for Accommodations
155-512-06 - HVAC Calcs for SWBD Room
155-520-01-001 - Unit 1 Vents & Sounding Arrangement
155-520-01-006 - Unit 1 Fire Main Arrangement
155-520-01-008 - Unit 1 FW Cooling Arrangement
155-520-01-012 - Unit 1 Bilge & Ballast Arrangement
155-520-01-016 - Unit 1 Oily Waste & Sludge Arrangement
155-520-01-021 - Machinery Ventilation Arrangement
155-520-02-005-A - Unit 2 Black Water Arrangement
155-520-02-005-B - Unit 2 Gray Water Arrangement
155-520-02-011 - Unit 2 Fuel Oil Transfer Arrangement
155-520-02-012 - Unit 2 Bilge and Ballast Arrangement
155-520-02-013 - Unit 2 Dry Bulk Arrangement
155-520-02-014 - Unit 2 Compressed Air Arrangement
155-520-02-015 - Unit 2 Fire Monitor Arrangement
155-520-02-021 - Unit 2 Machinery Ventilation Arrangement
155-520-03-001 - Unit 3 Vents & Soundings System Arrangement
155-520-03-003 - Unit 3 Cargo Potable Drill Water & Brine Arrangement
155-520-03-005 - Unit 3 Black and Gray Arrangement
155-520-03-006 - Unit 3 Fire Main System Arrangement
155-520-03-010 - Unit 3 Liquid Mud System Arrangement
155-520-03-011 - Unit 3 Fuel Oil Transfer System Arrangement
155-520-03-012 - Unit 3 Bilge & Ballast System Arrangement
155-520-03-013 - Unit 3 Dry Bulk System Arrangement
155-520-04-013 - Unit 4 Dry Bulk System System Arrangement
155-520-04-015 - Unit 4 Fire Monitor FIFI-1 System Arrangement
C-3

155-520-05-013 - Unit 5 Dry Bulk System System Arrangement
155-520-05-015 - Fire Monitor FIFI-1 System Arrangement
155-520-06-010 - Unit 6 Liquid Mud Arrangement
155-520-07-009 - Unit 7 Lube Oil Arrangement
155-520-10-004 - Unit 10 Scuppers & Drain Arrangement
155-520-10-005-A - Unit 10 Black Water System Arrangement
155-520-10-005-B - Unit 10 Gray Water System Arrangement
155-520-10-007 - Unit 10 Domestic Freshwater Arrangement
155-520-11-001 - Unit 11 Vents and Sounding Arrangement
155-520-11-002 - Unit 11 Fuel Oil Service Arrangement
155-520-11-005-A - Unit 11 Black Water System Arrangement
155-520-11-005-B - Unit 11 Gray Water System Arrangement
155-520-11-009 - Unit 11 Lube Oil Arrangement
155-520-11-014-A - Unit 11 Starting Air Arrangement
155-520-11-014-B - Unit 11 Service Air System Arrangement
155-520-11-017 - Unit 11 Exhaust Gas Arrangement
155-520-12-001 - Unit 12 Vents and Sounding Arrangement
155-520-12-005 - Unit 12 Black & Gray Water System Arrangement
155-520-12-017 - Unit 12 Exhaust Gas Arrangement
155-528-001 - BW & GW Tank Capacity Calculations
155-530-01-001 - Unit 1 Vents & Sounding Spools
C-4
155-530-01-006 - Unit 1 Fire Main Spools

155-530-01-008 - Unit 1 FW Cooling Spools
155-530-01-012 - Unit 1 Bilge & Ballast Spools
155-530-01-016 - Unit 1 Oily Waste & Sludge Spools
155-530-01-021 - Machinery Ventilation Spools
155-530-02-005 - Unit 2 Black & Gray Water Spools
155-530-02-011 - Unit 2 Fuel Oil Transfer Spools
155-530-02-012 - Unit 2 Bilge and Ballast Spools
155-530-02-013 - Unit 2 Dry Bulk Spools
155-530-02-014 - Unit 2 Compressed Air Spools
155-530-02-015 - Unit 2 Fire Monitor Spools
155-530-02-021 - Unit 2 Machinery Ventilation Spools
155-530-03-001 - Unit 3 Vents & Soundings System Spools
155-530-03-003 - Unit 3 Cargo Potable Drill Water & Brine Spools
155-530-03-005 - Unit 3 Black and Gray Spools
155-530-03-006 - Unit 3 Fire Main System Spools
155-530-03-010 - Unit 3 Liquid Mud System Spools
155-530-03-011 - Unit 3 Fuel Oil Transfer System Spools
155-530-03-012 - Unit 3 Bilge & Ballast System Spools
155-530-03-013 - Unit 3 Dry Bulk System Spools
155-530-03-015 - Unit 3 Fire Monitor FIFI-1 Spools
155-530-04-001 - Unit 4 Vents & Soundings Spools
155-530-04-010 - Unit 4 Liquid Mud Spools
155-530-04-011 - Unit 4 Fuel Oil Transfer System Spools
155-530-04-013 - Unit 4 Dry Bulk System System Spools
155-530-04-015 - Unit 4 FIFI-1 Fire Monitor Spools
155-530-05-001 - Unit 5 Vents & Soundings Spools
155-530-05-006 - Unit 5 Fire Main System Spools
155-530-05-012 - Unit 5 Bilge & Ballast System Spools
155-530-05-013 - Unit 5 Dry Bulk System System Spools
155-530-05-015 - Fire Monitor Spools FIFI-1
C-5

155-530-07-009 - Unit 7 Lube Oil Spools
155-530-10-004 - Unit 10 Scuppers & Drain Spools
155-530-10-005 - Unit 10 Black Water & Gray Water System Spools
155-530-10-007 - Unit 10 Domestic Freshwater System Spools
155-530-11-001 - Unit 11 Vents and Sounding Spools
155-530-11-002 - Unit 11 Fuel Oil Service Spools
155-530-11-007 - Unit 11Domestic Freshwater System Spools
155-530-11-009 - Unit 11 Lube Oil Spools
155-530-11-014-A - Unit 11 Starting Air System Spools
155-530-11-014-B - Unit 11 Service Air System Spools
155-530-11-017 - Unit 11 Exhaust Gas Spools
155-530-12-001 - Unit 12 Vents and Sounding Spools
155-530-12-017 - Unit 12 Exhaust Gas Spools
155-540-006 - Fire Station Arrangement
155-550-01 - Pump Containment Locations
155-593-01 - Oily Water Tank Size Calculations
155-593-02 - Sludge Tank Capacity Calculations
155-600-001 - Fire Zone
155-600-002 - Hazardous Zone Plan
155-601-001 - Insulation Plan
155-602-001 - Hull Markings
155-610-001 - Navigation Lights Arrangement
155-611-001 - Anchor and Mooring Arrangement
155-611-002 - Equipment Number Calculations
155-611-003 - Chain Locker Planking Details
155-612-001 - Means of Embarkation & Pilot Transfer
155-622-001 - Stairs, Ladders and Handrails External to Deck House
155-622-002 - Internal Stairs, Ladders and Handrails
155-623-001 - Platform and Grating Below Main Deck Units 4&5
155-623-002 - Platform and Grating Below Main Deck Units 6&7
C-6
155-623-003 - Platform and Grating Below Main Deck Units 1,2&3

155-623-010 – Floor plates Above MD-Engine Room
155-623-011 – Floor plates Above MD-Switchboard Room
155-624-001 - Doors Arrangement
155-624-002 - Manholes and Hatches Arrangement
155-624-003 - Line Handling Closure
155-625-001 - Windows Arrangement
155-625-002 - Wiper Penetrations
155-627-001 - Pilothouse Top Arrangement and Foundations
155-650-001 - Lavatory containment and AC Fire Sleeve Locations
155-655-001 - Fire Fighting Equipment Plan
155-683-001 - Boat Handling Arrangement
157-683-002 - Lifesaving Equipment Plan
155-800-001 - General Arrangement
155-800-002 - Machinery Arrangement
155-800-003 - Cargo Deck Arrangement
155-800-004 - Tank Capacity Plan
157-800-006 - Fire Control Plan
155-800-100 - Fire Extinguisher Plan
155-801-005 - Docking Plan
155-802-001 - Unit Break Down
156-500-015 - Fire Monitor System
41029-002 - INSULATION
D1-155-ESG - HVAC Duct
C-7
Intentionally Blank
C-8
APPENDIX D - LIST OF TECHNICAL MANUALS
ESWBS/ TMIN DATA TYPE NOMENCLATURE REFERENCE

HSC
126163 3010 DATA KUNKLE VALVE, SAFETY AND RELIEF MODEL 6010
SHEET VALVES GENERAL INFO, PARTS
16713 2000 TM USERS MANUAL FOR IMS WATERTIGHT MD.0109
DOORS HULL 155
16713 2001 TM INST PROC IMS WATERTIGHT SLIDING IP21
DOORS CLASS III
16713 2002 TM WELD ADVISE IMS WATERTIGHT WA06
SLIDING DOORS CLASS III
23311 2104 TM O & M, QSK45 AND QSK6O SERIES 3666260
ENGINES
23312 2003 TM WOODWARD I&O MANUAL EG-3P 82560
ACTUATOR
23511, 2027 TM MARINER DEP/SS GENERATOR IOM
312112
23512 2004 BULLETIN INSTR MAN DIGITAL EXCITATION 9360100990
CONTROL SYS DECS-200
24511 2005 TM OP INSTR SCHOTTEL COMBI DRIVE 2020 1190259
SRP
24511 2118 TM RUDDER PROPELLER SCD 2020 SRP 14319376-1
SERVICE MANUAL VOL 1 AND 2
25212 2133 TM ENGINE ORDER TELEGRAPH SYSTEMS NA
25611 2006 TM WEKA INST MANUAL WEKA 20120306
BOXCOOLERS
25611 2007 TM WEKA INSTALL MAN WEKA GUARD 20120306
PROTECTOR TYPE T
256211 2068 TM FLOMAX 5 8 10 NA
256212 2069 TM FLOMAX 5 8 10 NA
256213 2070 TM FLOMAX 5 8 10 NA
256214 2071 TM FLOMAX 5 8 10 NA
256215 2072 BROCHURE GOULDS XYLEM END SUCTION NA
CENTRIFUGAL PUMPS
261111, 2025 TM 75/791000FHV AND 75/791000MAV 19523
261113 SERIES FUEL FILTER/
261112 2026 TM SEA PRO5 FH234 SERIES FILTER SEP LT36123
INSTALL INSTR
261112 3004 BULLETIN SEA PRO 5 FH234 SERIES FILTER SEP
INST AND INSTR
261114 2098 TM TITAN DUPLEX STRAINER TECHNICAL DS596-0712
INFORMATION
261115 2099 TM TITAN SIMPLEX STRAINER, TECHNICAL BS2525F-
INFORMATION 1110
261115 2100 TM TITAN SIMPLEX STRAINER, GENERAL BSIOM0709
INFORMATION
26131 2008 TM DIESEL FUEL PURIFI SYS MODEL GM- GM-30-K
D-1

HSC
30K INST OP MANUAL
26421 2062 TM VIKING PUMP TSM GEN PURPOSE TSM 320.2
SPECIAL MOUNTED PUMPS
26423 2009 TM LK VALVES I&O QUICK CLOSING VLV 74500
901002 & 901102 +
26424 2063 TM 2" ULTRA-MATIC ALUMINUM BOLTED VMU2ALB040
PUMP U2 OPERATING TM 9
312111 2085 TM KTA-19 OPERATION AND MAINTENANCE 3866077-01
312111 2086 TM PARTS CATALOG, KTA19 -D(M1) 4056566
313115 2028 TM IOI MANUAL LA MARCH FLOAT BATTERY 125310
CHARGER
324,111, 2102 TM TECHNICAL MANUAL 690V MARINE
324,112 SWITCHBOARD, PART 1 ELECTRICAL
S (1)
324,111, 2103 TM TECHNICAL MANUAL 690V MARINE
324,112 SWITCHBOARD, PART 2 ELECTRICAL
S (2)
32416 2050 TM ALTIVAR 61 PUMP SWITCHING CARD 17652772
USER'S MANUAL
32416 2051 TM ALTIVAR 61 BACNET CARD USER'S 1765274
MANUAL
32416 2052 TM ALTIVAR 61 METASYS N2 USER'S AAV33578
MANUAL
32416 2053 TM ALTIVAR 61 LONWORKS CARD USER'S 1765273
MANUAL
32416 2054 TM ALTIVAR 61 WATER SOLUTION 1769570
CONTROL CARD USER MANUAL
32416 2055 TM ALTIVAR 61 MULTI LOADER USER BBV48778
MANUAL
32416 2056 TM ALTIVAR 61 MIGRATION FROM ATV38-> 1765111
ATV61 TRANSITION
32416 2057 TM ALTIVAR 61 COMM PARA USER'S 1760661
MANUAL SOFTWARE V1.8
32416 2058 TM ALTIVAR 61 VAR SPEED DR FOR SYNC & 1760649
ASYNC MOTORS PR
ASYNC MOTORS IN
ASYNC MOTORS IN
32416 2061 TM ALTIVAR 61 GUIDE SIMPLIFIED VARIOUS 1757395
LANGUAGES
32416 3000 BULLETIN ALTIVAR 61 CIRCUIT BREAKERS INSTRU 48940-233-01
BULLETIN
32416 3001 BULLETIN ALTIVAR 61 SUPPLEMENTARY RATINGS 30072-451-38
INS BULLETIN
32416 3002 BULLETIN ALTIVAR 61 VSD SUPP INSTR TO ATV61 30072-452-49
HIGH HP
32416 3003 BULLETIN ALTIVAR 61 VSD SUPP INSTR TO ATV61 30072-452-63
D-2

HSC
LOW HP
32416 3005 BULLETIN SQUARE D CABLE OPER MECHANISM 50006-532-01
INSTR
32416 3006 BULLETIN SQUARE D CIRCUIT BREAKERS H 48940-207-03
FRAME AND J FRAME
32416 3007 BULLETIN SQUARE D I-LINE PANEL BOARD INSTR 80043-312-03
32416 3008 BULLETIN SQUARE D INDUSTRIAL CONTROL 39000-285-
TRANSFORMER 01D
41001 2134 TM OPERATOR'S MANUAL, VHF OME-56420-
RADIOTELEPHONE G
41002 2135 TM VHF AIR BAND TRANSCEIVER A-5616H-
1EX-4
41003 2136 TM UAIS TRANSPONDER OPERATORS OME-44310
MANUAL
41004 2137 TM OMNISTAR 9200-G2 USER MANUAL ISSUE 1.5
41005 2138 TM MARINE RADAR OPERATOR'S MANUAL OME-35190-P
41006 2139 TM OPERATOR'S MANUAL, NAVTEX OME-56490-
RECEIVER D3
41007 2140 TM OPERATOR'S MANUAL, GPS NAVIGATOR OME-44400-C
41008 2141 TM OPERATOR'S MANUAL, NAVIGATIONAL OME-23660-T
ECHO SOUNDER
41009 2142 TM OPERATOR'S MANUAL, DOPPLER OME-72470
SPEED LOG
41010 2143 TM OPERATOR'S GUIDE, CY SCAN 94-0084-4-B
41011 2144 TM MARINE RADAR INSTALLATION MANUAL IME-35190-M
41012 2145 TM TECHNICAL MANUAL, IMCOS NA
41013 2146 TM INSTRUCTION MANUAL, VHF MARINE A-6868D-
TRANSCEIVER 1US-0A
41014 2147 TM OPERATOR'S MANUAL, VOYAGE DATA OME-44370-
RECORDER G1
41015 2148 TM OPERATOR'S MANUAL, INMARSAT-C OME-56350-K
MOBILE EARTH STATION
41016 2149 TM OPERATOR'S MANUAL, SHIP SECURITY OME-56351
ALERT SYSTEM (SSAS)
41017 2150 TM OPERATOR'S MANUAL, ELECTRONIC OME-41220
CHART DISPLAY AND INFORMATION
SYSTEM (ECDIS)
41018 2151 TM WIND OBSERVER II ULTRASONIC 1390-PS-0004
ANEMOMETER USER MANUAL
41019 2152 TM MERIDIAN STANDARD USER MANUAL 60105
41020 2153 TM DYNAMIC MOTION SENSOR RP30 402230
SYSTEM MANUAL
42202 2010 TM MOUNTING INS FOR NAV LIGHTS AQUA 70-07-GB
SIGNAL 70 70D 70M
42301 2105 TM SCHEDULED INSPECTION RECORD, SEA 131118
TEL SERIES 09
42301 2106 TM INSTALLATION MANUAL, SEA TEL 134411
SERIES 09
D-3

HSC
42301 2107 TM OPERATOR MANUAL, DAC-2022 131040
CONTROLLER FOR SEA TEL SERIES 09
42601 2011 TM NAVITRON SYS LTD NT888G AUTOPILOT 0112/7
436111 2113 TM OPERATORS MANUAL BRIDGE NAV OME-44610
WATCH ALARM SYS BNWAS
43612 2083 DWGS FIRE DETECTION SYSTEM INFO 10-FD-
JG6856
43612 2117 TM FIRE DETECTION SYSTEM, O, I & M 6856-TM
43721 2081 TM KOCKUM SONICS MANUAL LEVEL KSM 657-
MASTER H8 0947
44311 2012 TM IO&M DIS ELEC CONT 19 IN INC HALO M19SL417D-
SLIGHT & JOY STI 1-NF
44314 2013 TM INSTRUCTIONS KAHLENBERG AIR D-4A & M-611
HORNS & SOLE VALVE REV 6
506,110, 2110 TM WAGER MODEL 1500 VENT VALVE I, O,
506,120 &M
506131 2122 TM MUD 1 VENT CHECK VALVES 8/6/10
INSTALLATION AND MAINTENANCE
506132 2123 TM AERO 1.3 MODIFIED VENT CHECK 8/6/10
VALVES INSTALLATION AND
MAINTENANCE
513121 2029 TM HARTZELL IOM MANUAL FANS F-SLS.004
51313 2120 CUTSHEET FIRE DAMPER CUTSHEETS NA
S
51421 2121 TM ESG HULL 155 HVAC MANUAL VARIOUS
5142213 2115 TECH DATA INSTALLATION, START UP, AND 40RU-06SI
SERVICE, 40RU AHU
51,422,1 2116 DATA HX SERIES FAN COIL UNIT I,O&M L239
55,142,2 SHEET
16
521211, 2019 TM DESMI SELF-PRIMING CENTRIFUGAL T1441
521212 PUMP, O&M
521213 2030 TM DESMI VERTICAL IN-LINE CENTRIFUGAL T1380
PUMP
521216 2092 TM TITAN SIMPLEX STRAINERS I, O & M BSIOM0709
521216 2093 TM TITAN SIMPLEX STRAINERS TECHNICAL BS5565-1212
DETAILS
521217 2125 TM PRESSURE RESTRICTING VALVE IE23-PRV
INSTALLATION AND OPERATION
52711 2014 TM USER'S MANUAL EXTERNAL FIRE 11-174A
FIGHTING SYS
DATA
529211 2073 TM OMI DESMI SELF-PRIMING T1441
CENTRIFUGAL PUMP
531001 2031 TM PURE WATER SERIES PW 400-2000 GPD PARKER
IOM RACOR-VMT
D-4

HSC
531001 2031 TM PURE WATER SERIES PW 400-2000 GPD PARKER
IOM RACOR-VMT
531002 2109 TM CMF MEDIA FILTRATION SYS VMT
533111 2032 TM COM ELECT WATER HEATER USE & AP11146
CARE MAN INS & INSTR
533112 2033 TM AQUAFINE CSL SERIES INS & OP 115-1
MANUAL
5331121 2048 TM AQUAFINE UV & TEM MONITORING SYS 122-1
VER B I& O MANUAL
533114 2018 TM GOULDS MODEL E-SV, IO&M IM228
533115 2075 TM ITT GOULDS PUMPS 3656/3756 S-GROUP
533115 2108 TM WATER MAKER BOOSTER PUMP 7O-1550
54,111,5 2015 TM LC INST & PARTS MS-SERIES SP TWO M100-20
44,214 CASE METERS
54,112,5 2016 TM LC INST & PARTS F-SERIES STRAINERS M200-10
44,215
54,113,5 2017 TM METER PRINTER SERIES 788801 251322
44,211
54121 2064 TM VIKING PUM TSM HEAVY DUTY PUMPS TSM 144
4195 495 GG-AL
54122, 2094 TM TITAN SIMPLEX STRAINERS I, O & M BSIOM0709
54123
54122, 2095 TM TITAN SIMPLEX STRAINERS TECHNICAL BS5565-1212
54123 DETAILS
544161 2034 TM RADIAL EDUCTOR MODEL NO: RE- PS-3
SERIES & SNUBS INST
544162 2076 TM MAGNUM 2500 SUPREME MAGNUM XP 0001-0567-90
SANDMASTER
544162 2101 TM MISSION MAGNUM 1 PUMPS I, O, & M M203-3C
544163 2077 TM MAGNUM 2500 SUPREME MAGNUM XP 0001-0567-90
SANDMASTER
544171 2078 TM GOULDS PUMPS IOMI 3410 IOM
544172 2079 TM GOULDS PUMPS IOMI 3410 IOM
DETAILS
544212 2080 TM OMI DESMI VERTICAL IN-LIN CENTRI T1380
PUMP NSL MONOBLOC
DETAILS
544219 2127 TM ARMATUREN WOLFF VALVE OPERATING AN 7.4-4
MANUAL FSV, FSOV, SSVF
551213 2114 TM AIR PREPARATON PRODUCTS FILTERS F419-24D
REG LUBRICATORS
551214 2126 CUT R100 SERVICE PARTS AND 5211B2017
SHEETS MAINTENANCE
551215 3009. DOCS, FLOW LINE PACKAGE VARIOUS
D-5

HSC
01 DWGS
551216 2035 TM SHEET LA-MAN EXTRACTOR DRYER SERV 30097
INSTR
551217 2111 TM SERIES 8210 SOLENOID VALVES I & M V 5436 R10
551219 2124 TM WILKERSON REGULATOR R40 9EM-TK-190-
INFORMATION 2
551521 2036 TM QR-25 SERIES INSTR MANUAL 52201-106
551521 2037 TM QR-25 SERIES MODEL 350 PARTS 50217-108
MANUAL
551531 2038 TM QSF 125/150 DD ROT SCREW AIR 65025
COMPRESS PARTS MAN
551531 2038 TM QSF 125/150 DD ROT SCREW AIR 55002-CB
COMPRESS INSTR MAN
55531 2112 TM O&M MANUAL HP CARBON DIOXIDE JG-6855 JG-
MARINE FIRE SUPP SYS 6856
55532 2154 TM R-102 RESTAURANT FIRE SUPPRESSION 418087-010
SYSTEM
568111 2039 TM SCHOTTEL SERVICE MANUAL 14319422
5681111 2049 TM HYUNDAI THREE-PHASE INDUCTION
MOTOR
57101 2132 CUT IKAROS LINE THROW ROCKET 34 62 00
SHEETS
581116 2040 TM COASTAL MARINE PARTS & INST 14527
MANUAL
58311 2020 TM TECH OP INST RESCUE BOAT DAVIT V0.0
20120827
58312 2131 GEN INFO LIFERAFT RACK INSTALLATION 5RA1472
583214 2130 TM MOUNTING AND OPERATION IKAROS MK IKAROS MK
III III
583215 2128 TM PRODUCT SUPPORT MANUAL, SM-2, Y1-03-0165
AUTOMATIC CREW OVBD LIGHT
583217 2155 TM USER MANUAL TRON SART20 84145_UM_S
ART20_J
59212 2074 TM OMI DESMI SELF-PRIMING T1441
CENTRIFUGAL PUMP
59311 2021 TM IO&M USCG CERT TYPE II MSD IMO
SEWAGE TRMT PLANTS
59312 2065 TM SPECIF INFO & REPAIR PARTS MANUAL 316A-250-00
316A
59313 2066 TM SPECIF INFO & REPAIR PARTS MANUAL 316A-250-00
316A
59321 2022 TM BOSS 107 SEP SYS INST & APPLICATION BOSS 107
MANUAL
59322 2023 TM INSTR MANUAL BILGMON488 15 PPM BILGMON488
BILGE ALARM VS 1/35
59323 2082 TM OMI DESMI SELF PRIMING CENTRI PUMP T1345
TYPE SA
59324 2067 TM VIKING PUM TSM GEN PURP SPECIAL TSM 320.2
D-6

HSC
MOUNTED PUMPS
625122 2041 TM IN-MAR SYSTEMS INC INSTALL MANUAL
FOR TYPE D MK V
651111 2087 TM COMMERCIAL KITCHEN HOOD TM IOMI A0011051
651112 2042 TM COSPOLICH SHIPBOARD CONV FM30-2M-
FREEZER TM IOMI ADS
651113 2043 TM COSPOLICH SHIPBOARD CONV R30-2M-SN
REFRIGERATOR TM IOMI
651113 2044 TM MULTISTAR REFRIGERATOR USER'S MS90BB
MANUAL
651114 2045 TM FAGOR GEN INSTR FOR INST USE AND Z-218435
MAINT UC DISHWAS
651115 2046 TM ELECTRIC DRY HOT FOOD TABLE DHT 303780
SERIES & HT_OB/CB
651116 2047 TM LANG IOMI ELECTRIC RANGE MODEL 2M-W1090
R30S-M
651117 2084 TM HEAVY DUTY COMMERCIAL COMPACT 20072201
MICROWAVE OVEN
65511 2024 TM WASHER /DRYER USE AND CARE GUIDE W10343072C
/
W10376241C
6641111 2129 DATA RESCUE AIR L15 EEBD USE AND L15
SHEET MAINTENANCE
6641112 2119 TM INSTRUCTION MANUAL SCBA RHZK
D-7
Intentionally Blank
D-8
APPENDIX E - LUBRICATION CHART
Machinery QTY Oil Type

Main Diesel Generators
Cummis QSK 60 69 gal x 4 Chevron Dello 400 15w40
Total 280 gal
Emergency Generator
Cummins K19DM 5.5 gal Chevron Dello 400 15w40
Stern Thrusters
Schottel SRP 2020 FP 1122 gal x2 Mobil 600 XP 150
Oil expansion tank 26 gal x2 Mobil 600 XP 150
LEACON Tank 2.6 gal x2 Mobil 600 XP 150
Steering planetary gear 1.1 gal Mobil 600 XP 150
Total 2305 gal
Bow thruster
Schottel STT 004 FP 145 gal x 2 Mobil 600 XP 100
Expansion Tank 5 gal x 2 Mobil 600 XP 100
LEACON Tank 4 gal x 2 Mobil 600 XP 100
Total 308 gal Mobil 600 XP 100
Bulk mud compressors
Quincy QSF150 20 gal x 2 Quinsyn PG Total 40 gal
Air compressors
Quincy D-350 1 gal x 3 Quin-Cip
Total 3 gal
Rescue boat davit
Ned Deck SCH12-3.5R
Hydraulic system 18.5 gal Mobil DTE-11M
Winch gear box 6 gal Mobil Gear XMP 220
Anchor Windlass
CME Model 2W20031-136-00
Gear bath 21 gal Shell Omala 220
Planetary Reducer 2 gal Mobil Gear 630
Misc grease points 1 tube Mobil XHP462 Heavy Duty Grease
Generator
Marathon 4 tubes Mobil Poly rex EM
Sliding Watertight Doors
IMS N-2XX 5 gal x3 Mobil DTE 10 Excel 46
Total 15 gal
E-1
Intentionally Blank
E-2

PSV - Bravante VIII - Machinery Systems Manual PDF

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ENGINEER’S OPERATING MANUAL - M/V BRAVANTE V, VI, VII, VIII, IX

M/V BRAVANTE V, VI, VII, VIII, IX

PANAMA CITY, FL USA

Sec./Para. Title Page

TABLE OF CONTENTS ............................................................................................................... i

TABLE OF CONTENTS (CONT'D)

Sec./Para. Title Page

3.3.2 690:440 VAC Transformers ......................................................................................... 3-9

TABLE OF CONTENTS (CONT'D)

Sec./Para. Title Page

4.3.2 Lubrication................................................................................................................. 4-21

TABLE OF CONTENTS (CONT'D)

Sec./Para. Title Page

5.2.5 Echo Sounder ............................................................................................................. 5-7

TABLE OF CONTENTS (CONT'D)

Sec./Para. Title Page

TABLE OF CONTENTS (CONT'D)

Sec./Para. Title Page

6.14.2 Filling Potable Water Tanks ..................................................................................... 6-91

TABLE OF CONTENTS (CONT'D)

Sec./Para. Title Page

6.20.8 Cargo FO Transfer - Receiving FO ........................................................................ 6-142

6.30.7 Daylight Signal Light .............................................................................................. 6-217

No. Title Page

Table 1-1. Vessel Principal Characteristics. ........................................................................... 1-6

No. Title Page

LIST OF FIGURES (CONT'D)

No. Title Page

Figure 6-5. Louver with Manual Closure. .............................................................................. 6-10

LIST OF FIGURES (CONT'D)

No. Title Page

Chapter 1 General Information

1.2 GENERAL DESCRIPTION

Eastern Shipbuilding Group

Vessel Principal Characteristics - Table 1-1

1.3 PROPULSION SYSTEM

1.4 STEERING CONTROL SYSTEM

1.4.1 Emergency Steering

1.5 ELECTRICAL POWER SYSTEM

1.6 DIRECT CURRENT 12 VOLT AND 24 VOLT POWER SYSTEMS

The following additional battery banks are onboard:

1.7 VESSEL COMPUTER CONTROL SYSTEMS

1.7.1 Vessel Control System

1.7.2 Dynamic Positioning System

1.7.3 Vessel Cargo Loading and Stability System

1.8 CONTROL, MONITORING, AND NAVIGATION SYSTEMS

- Gyrocompass, TSS Meridian Standard, three each, Pilothouse aft

Internal communications equipment includes:

- Gitiesse Integrated Multimedia Communication System (IMCOS), integrates general alarm,

External radio communication equipment onboard includes:

- Global Marine Distress and Safety System (GMDSS) A3 Area

1.9 AUXILIARY MECHANICAL AND CARGO SYSTEMS

- Natural and Mechanical Ventilation

Table 1-1. Vessel Principal Characteristics.

Characteristic Detail (English) Detail (Metric)

Table 1-2. Vessel Tankage.

Tanks Location Capacity (100%, 92% Fuel)

Tanks Location Capacity (100%, 92% Fuel)

Figure 1-1. Fire Control Plan (Hull 155 Only) (Sheet 5 of 5)

Figure 1-1.1. Fire Control Plan (Hull 156 On) (Sheet 1 of 5)

Figure 1-1.1. Fire Control Plan (Hull 156 On) (Sheet 2 of 5)

Figure 1-1.1. Fire Control Plan (Hull 156 On) (Sheet 3 of 5)

Figure 1-1.1. Fire Control Plan (Hull 156 On) (Sheet 4 of 5)