VLCC - Millennium Mærsk - Imo 9158903 - Deck Operating Manual

Millennium Mærsk Deck Operating Manual
Deck Operating Manual 2.3 Cargo Pumps 3.2.3 Loading

2.3.1 Main Cargo Pumps 3.2.4 Discharging
List of Contents: 2.3.2 Stripping Pump and Eductors 3.3 Loading Cargo
2.3.3 Automatic Cargo Stripping System 3.3.1 Loading a Single Grade Cargo
Issues and Updates 2.3.4 Cargo Valves 3.3.2 Loading a Multigrade Cargo
Mechanical Symbols and Colour Scheme 2.3.5 Pressure/Vacuum (PV) Valves
Introduction (include Marpol Reg 13B and 15[3], [C]) 3.4 Discharging Cargo
2.4 Inert Gas System 3.4.1 Full Discharge
Part 1: Ship Information 2.4.1 Main Inert Gas System 3.4.2 Discharge of a Single Grade Cargo with COW of No.1 Centre
2.4.2 Inert GasTopping Up Generator COT, No.4 Wings COT and Both Slop Tanks
1.1 Principal Data 3.4.3 Discharging a Three Grade Cargo, Full COW
1.1.1 Principal Particulars 2.5 Crude Oil Wash and Tank Cleaning System
1.1.2 Tanks and Capacity Plan 2.5.1 System Description 3.5 Crude Oil Washing and Tank Cleaning
2.5.2 Maintenance (Routine Maintenance in Operation Only) 3.5.1 Tank Cleaning System
1.2 Ship Handling 3.5.2 Tank Cleaning Machine Description
1.2.1 Turning Circles 2.6 Hydraulic Systems 3.5.3 Crude Oil Wash
1.2.2 Manoeuvring 2.6.1 Cargo and Ballast Valve Hydraulic System 3.5.4 Water Wash - (Cold or Hot)
1.2.3 Visibility Over Bow 2.6.2 Deck Mooring Hydraulic System
3.6 Gas Freeing
1.3 Performance Data 2.7 Ballast System 3.6.1 Gas Freeing for Entry
1.3.1 Fuel Oil Consumption/Power Data 2.7.1 System Descriptions 3.6.2 Gas Freeing for Hot Work
1.3.2 Speed/Power Curve Data 2.7.2 Operation
1.3.3 Limitations on Operating Machinery 2.7.3 Venting 3.7 Ballasting and Deballasting Operations
1.3.4 Ship Squat Values 3.7.1 Heavy Weather Ballasting
Illustrations 3.7.2 Line Cleaning
Illustrations 2.1a Cargo Tanks Layout 3.7.3 Oil Discharge Monitoring Equipment
1.1a General Arrangement - Main Deck 2.2.1a Cargo Piping System
1.1.b General Arrangement - Navigation and E Decks 2.2.2a Measuring and Sampling Illustrations
1.1.c General Arrangement - Decks C and D 2.3.1a Main Cargo Pumps 3.2.1a Initial Inerting of Cargo Tanks
1.1.d General Arrangement - Decks A and B 2.3.1b Main Cargo Pump Characteristic Curves 3.2.2a Vapour Emission Control System
1.2.1a Turning Circles 2.3.3a Automatic Cargo Stripping System 3.2.4a Inerting Cargo Tanks During Discharge
1.2.2a Manoeuvring Crash Stop Astern Test (Loaded Condition) 2.3.5a Pressure/Vacuum Valve 3.3.1a Loading Cargo - Single Grade
1.2.2b Manoeuvring Inertia Stop Test (Loaded Condition) 2.4.1a Inert Gas System - Deck 3.3.2a Loading Cargo - Multigrade
1.2.3a Visibility Diagrams 2.4.1b Inert Gas System - Engine Room 3.4.1a Full Discharge
1.3.2a Speed/Power Curves 2.6.1a Cargo Valve Remote Control System 3.4.2a Full Discharge of a Single Grade with Partial COW
1.3.4a Ship Squat Values 2.6.2a Deck Mooring Hydraulic System 3.4.3a Discharging a Three Grade Cargo, Full COW
2.7.1a Cargo Ballast System 3.4.3b Stripping Lines Ashore with the Stripping Pump
Part 2: Cargo System Description 2.7.2a Ballasting 3.5.1a Tank Cleaning System
2.1 Cargo Tanks Layout 2.7.2b Deballasting 3.5.2a Tank Cleaning Machine
3.5.3a Crude Oil Wash
2.2 Cargo Piping System Part 3: Cargo Handling Procedures 3.5.4a Closed Cycle Washing, No.3 Centre
2.2.1 System Description 3.6a Gas Freeing
2.2.2 Measuring and Sampling 3.1 Cargo Handling Operation Sequence Diagrams 3.7a Heavy Weather Ballasting
2.2.3 Slop Tank Usage 3.1.1 Loading 3.7b Heavy Weather Deballasting
2.2.4 Slop Tank Heating 3.1.2 Discharging 3.7.2a Line Cleaning No.1 MCP
3.7.2b Line Cleaning No.2 MCP
3.2 Inerting Cargo Tanks 3.7.2c Line Cleaning No.3 MCP
3.2.1 Initial Inerting 3.7.2d Line Cleaning Stripping Pump
3.2.2 Use with/without Vapour Emission Control (VEC) 3.7.3a ODME System
Issue: 1 Front Matter - Page 1 of 10
Next
Part 4: Cargo Operations - Control and Instrumentation Illustrations Part 6: Deck Equipment
5.1.1a Fire Hydrant Systems
4.1 Control Systems 5.1.2a Foam System 6.1 Mooring
4.1.1 System Overview 5.1.5a Emergency Inerting of Ballast Tanks 6.1.1 Mooring Arrangement
4.1.2 Mimic Panels 5.1.5b Emergency Inerting, Ballast Tank No.2 (Port Side) 6.1.2 Anchoring Arrangement
4.1.3 Control of Valves and Pumps 5.1.6a Fire Detection Panel 6.1.3 Aft Emergency Towing Arrangement
5.1.7a Fire Detection and Alarms - Navigation and Bridge Deck 6.1.4 Anchoring, Mooring and Towing Procedures
4.2 Ship’s Control Centre, Console and Panels 5.1.7b Fire Detection and Alarms - Deck D and E
5.1.7c Fire Detection and Alarms - Deck C and B 6.2 Lifting and Access Equipment
4.3 Cargo and Ballast Tank Instrumentation System 5.1.7d Fire Detection and Alarms on Deck A 6.2.1 Deck Cranes
4.3.1 Cargo Tank Level Measurement 5.1.7e Fire Detection and Alarms Upper Deck 6.2.2 Stores Crane
4.3.2 Remote Sounding and Draught Gauge System 5.1.7f Fire Detection and Alarms 2nd Deck and Steering Gear 6.2.3 Accommodation Ladders
4.3.3 Gas Detection System 5.1.7g Fire Detection and Alarms Floor Plan and 3rd Deck 6.2.4 Pilot Ladder
5.1.8a Fire Fighting Equipment and Dampers - Navigation and
Illustrations Bridge Deck 6.3 Lifesaving Equipment
4.1.2ai Mimic Panels 5.1.8b Fire Fighting Equipment and Dampers - Deck E and D 6.3.1 Lifeboats and Davits
4.1.2aii Mimic Panels 5.1.8c Fire Fighting Equipment and Dampers - Deck C and B 6.3.2 Rescue Boat
4.2a Ship’s Control Centre Layout 5.1.8d Fire Fighting Equipment and Fire Dampers - Deck A 6.3.3 Liferafts
4.3.1a Tank Level Measurement and Alarms 5.1.8e Fire Fighting Equipment and Fire Dampers - Upper Deck 6.3.4 Self-Contained Breathing Apparatus
4.3.1b Saab Tank Level Monitor Display 5.1.8f Fire Fighting Equipment and Fire Dampers - On Deck 6.3.5 Breathing Air Compressor
4.3.2a Remote Sounding and Draught Gauge System 5.1.8g Fire Fighting Equipment - Bosun's Store and Steering Gear 6.3.6 Lifeboat Survival Guide
4.3.3a Gas Detection Panel 5.1.8h Fire Fighting Equipment and Fire Dampers - 2nd Deck
5.1.8i Fire Fighting Equipment and Fire Dampers - Floor and 3rd 6.4 Safety Equipment
Part 5: Emergency Systems and Procedures Deck Plan 6.4.1 Hydrocarbon and LEL Detector
5.1.9a Life Saving Equipment and Escape Routes - Navigation and 6.4.2 Oxygen Meter
5.1 Emergency Procedures Deck 6.4.3 Personal H2S and Oxygen Detector
5.1.1 Fire Hydrant System Bridge Deck
5.1.2 Deck Foam System 5.1.9b Life Saving Equipment and Escape Routes - Deck E
5.1.9c Life Saving Equipment and Escape Routes - Deck C and D Illustrations
5.1.3 Discharge of Cargo from Damaged Tank
5.1.4 Oil Spill and Pollution Prevention 5.1.9d Life Saving Equipment and Escape Routes - Deck A and B 6.1.1a Mooring Arrangement
5.1.5 Emergency Inerting of Ballast Tanks 5.1.9e Life Saving Equipment and Escape Routes Upper Deck 6.1.3a Aft Emergency Towing Arrangement
5.1.6 Fire Detection System 5.1.9f Life Saving Equipment and Escape Routes On Deck 6.2.1a Hose Handling Cranes
5.1.7 Fire Dectection and Alarm Plans 5.1.9g Life Saving Equipment and Escape Routes - Bosun's Store and 6.2.2a Provision/Service and Engine Room Cranes
5.1.8 Fire Fighting Plans Steering Gear 6.2.3a Accommodation Ladder
5.1.9 Life Saving Plans 5.1.9h Life Saving Equipment and Escape Routes - 2nd Deck 6.3.1a Lifeboat and Davits
5.1.9i Life Saving Equipment and Escape Routes - 3rd Deck 6.3.2a Liferaft Release
5.2 Emergency Procedures Navigation 6.3.5a Fire Fighting Equipment
5.2.1 Steering Gear Failure 5.1.9j Life Saving Equipment and Escape Routes - Floor Plan
5.2.1a Steering Failure 6.4.1a Hydrocarbon and LEL Detector
5.2.2 Main Engine Failure
5.2.4a Search Patterns 6.4.2a Oxygen Meters
5.2.3 Man Overboard
5.2.4 Search and Rescue 6.4.3a Personal H2S and Oxygen Detector
5.2.5 Collision and Grounding
5.2.6 Towing and Being Towed
5.2.7 Fire
5.2.8 Flooding
5.2.9 Abandon Ship
5.2.10 Piracy Attack
5.2.11 Emergency Reporting
5.2.12 AMVER

Part 7: Bridge Layout and Equipment Illustrations Part 9: Miscellaneous Procedures
7.1a Bridge Layout
7.1 Bridge Layout and Equipment 7.2.1a Radar Equipment 9.1 Passage Planning
7.1.1 Bridge Consoles 7.2.2a Radar Operation
7.3.1a Steering Stand 9.2 Operational Procedures
7.2 Integrated Navigation System 7.3.3a Gyrocompas and Autopilot System 9.2.1 Bridge Teamwork
7.2.1 RadarOperating 7.4.1a Main Engine Control System 9.2.2 Taking Over Watch
7.2.2 Operating Procedures 7.4.1b Main Engine Control Panels on the Bridge 9.2.3 Watchkeeping
7.4.2a Main Engine Local Control Station 9.2.4 Pilot Procedures
7.3 Autopilot System 7.5.1a Speed Log 9.2.5 Weather Reporting
7.3.1 Steering Stand 7.5.2a Loran C
7.3.2 Gyrocompass 7.5.4a Echo Sounder 9.3 Helicopter Procedures
7.3.3 Autopilot 7.6.1a GMDSS Equipment 9.3.1 Landing
7.3.4 Procedures 7.6.1b VHF DSC Systems 9.3.2 Winching
7.6.1c VHF RT System
7.4 Main Engine Manoeuvring Control 7.6.1d MF/HF DSC System 9.4 Garbage Management Plan
7.4.1 Controls 7.6.1e Portable VHF Transceivers
7.4.2 Procedures 7.6.1f Sat C System 9.5 Enhanced Hull Inspection
7.6.1g Actions Following GMDSS Alert 9.5.1 Procedures
7.5 Discrete Equipment 7.6.1h Navtex Receiver
7.5.1 Speed Log 7.6.2a Sound Powered and Intrinsically Safe Telephone Systems Illustrations
7.5.2 Loran C 7.6.4a Public Address System 9.1a Checklist - Passage Planning (i)
7.5.3 GPS Navigator 7.6.4b Public Address Unit 9.1b Checklist - Passage Planning (ii)
7.5.4 Echo Sounder 7.6.5a SatCom B system 9.1c Checklist - Passage Planning (iii)
7.7.1a Navigation and Signal Lights 9.1d Checklist - Pre-Departure
7.6 Communications Systems 7.7.1b Signal Light Panels 9.1e Checklist - Pre-Arrival
7.6.1 GMDSS 7.7.2a Deck Lighting Plan 9.2.1a Bridge Teamwork
7.6.2 Sound Powered Telephones 9.2.2a Checklist - Taking Over The Watch
7.6.3 Automatic Telephone System Part 8: Trim and Stability 9.2.4a Checklist - Pilot Procedures (i)
7.6.4 Public Address System 9.2.4b Checklist - Pilot Procedures (ii)
7.6.5 SatCom B System 8.1 Loading Computer 9.3a Checklist - Helicopter Procedures
8.2 Trim and Stability Diagrams 9.3b Helicopter Operations
7.7 Lighting Systems 9.4a Garbage Management Plan - i
Illustrations
7.7.1 Navigation Lights 8.1a Loading Computer - A Page 9.4b Garbage Management Plan - ii
7.7.2 Deck Lighting 8.1b Loading Computer - B Page 9.5.1a Ballast Tank 1 (Port side)
8.1c Loading Computer - C Page 9.5.1b Ballast Tank 1 (Starboard side)
8.1d Loading Computer - T Page 9.5.1c Ballast Tank 2 (Port side)
8.2a Loading Condition - Lightship 9.5.1d Ballast Tank 2 (Starboard side)
8.2b Loading Condition - Docking 9.5.1e Ballast Tank 3 (Port side)
8.2c Loading Condition - Normal Ballast (Dep) 9.5.1f Ballast Tank 3 (Starboard side)
8.2d Loading Condition - Normal Ballast (Arr) 9.5.1g Ballast Tank 4 (Port side)
8.2e Loading Condition - Emergency Ballast (Dep) 9.5.1h Ballast Tank 4 (Starboard side)
8.2f Loading Condition - Emergency Ballast (Arr)
9.5.1i Ballast Tank 5 (Port side)
8.2g Loading Condition - Homogeneous Cargo (Dep)
8.2h Loading Condition - Homogeneous Cargo (Arr) 9.5.1j Ballast Tank 5 (Starboard side)

Issue and Update Control Issue 1 Issue 2 Issue 3 Issue 4
This manual is provided with a system of issue and update control. Controlling documents ensure that: List of Contents
Issues and Updates
• documents conform to a standard format; List of Symbols and Colour Scheme
Introduction
• amendments are carried out by relevant personnel;
• each document or update to a document is approved before issue; Text

1.1 February 2001
• a history of updates is maintained; 1.1.1 February 2001
1.1.2 February 2001
• updates are issued to all registered holders of documents; 1.2 February 2001
1.2.1 February 2001
• sections are removed from circulation when obsolete. 1.2.2 February 2001
Document control is achieved by the use of the footer provided on every page and the issue and update 1.2.3 February 2001
table below. 1.3 February 2001
1.3.1 February 2001
In the right hand corner of each footer are details of the pages section number and title followed by the 1.3.2 February 2001
page number of the section. In the left hand corner of each footer is the issue number. 1.3.3 February 2001
1.3.4 February 2001
Details of each section are given in the first column of the issue and update control table. The table thus
1.4 February 2001
forms a matrix into which the dates of issue of the original document and any subsequent updated sections
are located.
Illustrations
The information and guidance contained herein is produced for the assistance of certificated officers who, 1.1a February 2001
by virtue of such certification, are deemed competent to operate the vessel to which such information and 1.1b February 2001
guidance refers. Any conflict arising between the information and guidance provided herein and the pro- 1.1c February 2001
fessional judgement of such competent officers must be immediately resolved by reference to Maersk 1.1d February 2001
Technical Operations Office. 1.2.1a February 2001
1.2.2a February 2001
1.2.2b February 2001
This manual was produced by: 1.2.3a February 2001
WORLDWIDE MARINE TECHNOLOGY LTD. 1.3.4a February 2001
Text
For any new issue or update contact: 2.1 February 2001
2.2.1 February 2001
The Technical Director 2.2.2 February 2001
WMT Technical Office 2.2.3 February 2001
The Court House 2.2.4 February 2001
15 Glynne Way 2.3 February 2001
Hawarden 2.3.1 February 2001
Deeside, Flintshire 2.3.2 February 2001
CH5 3NS, UK 2.3.3 February 2001
2.3.4 February 2001
E-Mail: manuals@wmtmarine.com 2.3.5 February 2001
2.4 February 2001
2.4.1 February 2001
2.4.2 February 2001
2.5 February 2001

Issue 1 Issue 2 Issue 3 Issue 4 Issue 1 Issue 2 Issue 3 Issue 4
Text 3.5.1 February 2001
2.5.1 February 2001 3.5.2 February 2001
2.6 February 2001 3.5.4 February 2001
2.6.1 February 2001 3.6 February 2001
3.7.3 February 2001
Illustrations
2.1a February 2001 Illustrations
2.2.1a February 2001 3.2.1a February 2001
2.4.1b February 2001 3.4.2a February 2001
2.6.2a February 2001 3.4.3b February 2001
1.6.2 February 2001 3.5.4a February 2001
1.6.3 February 2001 3.6a February 2001
1.7 February 2001 3.7a February 2001
1.7.1 February 2001 3.7b February 2001
1.7.3 February 2001 3.7.2b February 2001
3.7.2c February 2001
Text 3.7.2d February 2001
3.1 February 2001 3.7.3a February 2001
3.1.1 February 2001
3.1.2 February 2001 Text
3.2 February 2001 4.1 February 2001
3.3 February 2001 4.3 February 2001
3.4.1 February 2001
3.4.2 February 2001 Illustrations
3.4.3 February 2001 4.1.2ai February 2001
3.5 February 2001 4.1.2aii February 2001

Illustrations Illustrations
4.2a February 2001 5.1.8f February 2001
4.3.1a February 2001 5.1.8g February 2001
4.3.1b February 2001 5.1.8h February 2001
4.3.2a February 2001 5.1.8i February 2001
Text 5.1.9c February 2001
5.1 February 2001 5.1.9d February 2001
5.1.1 February 2001 5.1.9e February 2001
5.1.2 February 2001 5.1.9f February 2001
5.1.3 February 2001 5.1.9g February 2001
5.1.4 February 2001 5.1.9h February 2001
5.1.5 February 2001 5.1.9i February 2001
5.1.6 February 2001 5.1.9j February 2001
5.1.9 February 2001
5.2 February 2001 Text
6.3.1 February 2001
Illustrations 6.3.2 February 2001
5.1.1a February 2001 6.3.3 February 2001
5.1.5b February 2001 6.3.6 February 2001
5.1.6a February 2001 6.4 February 2001
5.1.7c February 2001 6.4.3 February 2001
5.1.7d February 2001
5.1.7e February 2001 Illustrations
5.1.7f February 2001 6.1.1a February 2001
5.1.7g February 2001 6.1.3a February 2001
5.1.8c February 2001 6.2.3a February 2001
5.1.8d February 2001 6.3.1a February 2001
5.1.8e February 2001 6.3.2a February 2001

llustrations 7.6.1c
6.3.5a 7.6.1d February 2001
6.4.1a February 2001 7.6.1e February 2001
6.4.2a February 2001 7.6.1f February 2001
6.4.3a February 2001 7.6.1g February 2001
7.6.1h February 2001
Text 7.6.2a February 2001
7.3.1 February 2001
7.4 February 2001
7.4.1 February 2001 Illustrations
7.5 February 2001 8.1b February 2001
7.5.1 February 2001 8.1c February 2001
7.5.2 February 2001 8.1d February 2001
7.5.4 February 2001 8.2b February 2001
7.6 February 2001 8.2c February 2001
7.6.1 February 2001 8.2d February 2001
7.6.2 February 2001 8.2e February 2001
7.6.3 February 2001 8.2f February 2001
7.6.4 February 2001 8.2g February 2001
7.6.5 February 2001 8.2h February 2001
7.7 February 2001
9.2 February 2001
Illustrations 9.2.1 February 2001
7.1a February 2001 9.2.2 February 2001

Issue 1 Issue 2 Issue 3 Issue 4
llustrations
9.1a February 2001
9.1b February 2001
9.1c February 2001
9.1d February 2001
9.1e February 2001
9.3 February 2001
9.3b February 2001
9.4a February 2001
9.4b February 2001
9.5.1c February 2001
9.5.1d February 2001
9.5.1e February 2001
9.5.1f February 2001
9.5.1g February 2001
9.5.1h February 2001
9.5.1i February 2001
9.5.1j February 2001

Mechanical Symbols and Colour Scheme
Emergency Shut Off Valve High Velocity Pressure

Stop Valve Flap Check Valve A Air Horn Vacuum Valve Colour Scheme
(Air Operated)
Emergency Shut Off Valve Simplex Auto-Back Cargo Group 1

Gate Valve Diaphragm Valve Filter
(Hydraulic Operated) Flushing Filter
Cargo Group 2
A
Butterfly Valve Air Motor Valve Ball Valve HB Fire Hose Box Manifold Reducer Cargo Group 3
Domestic Fresh Water

Screw Down Non Return M Diaphragm
Electric Motor Valve FB Foam Box Flexible Hose Joint
Valve
HT Cooling Water
S Not Connected
Non Return Valve Solenoid Valve Diaphragm With Positioner Orifice LT Cooling Water
Crossing Pipes
Sea Water
Hand Operated Normally Open
Swing Check Valve Piston Valve (Locked Open) Connected Crossing Pipes N.O or N.C or
Normally Closed Hydraulic Oil
Hand Operated
Hose Valve Diaphragm Operated Valve (Locked Shut) Branch Pipe Lubricating Oil
(3-Way Control)
Diaphragm Operated Valve

3-Way Valve With Positioner Spring Blank Flange Level Gauge Level Gauge Saturated Steam
(3-Way Control (Glass Type) (Float Type)
W Wax Expansion Type Spectacle Flange Condensate
Self Closing Valve (Angle) Ejector (Eductor Injector) Hand Pump
Control Valve ( = Open, = Closed)
Feedwater
Diaphragm Operated Air Motor Driven
Regulating Valve A Rose Box Pump
Valve
Fire/Deck Water
Safety Valve Stop Valve (Angle) Cylinder Piston Actuator Mud Box
Positive Displacement CO2
Pump
M Motor Driven Simplex Water Strainer
Pressure Reducing Valve Lift Check Valve (Angle) Fuel Oil
Marine Diesel Oil

Sounding Head
2-Way Cock (S-Type) Self Closing Valve With Cap Y-Type Strainer
Duplex Oil Strainer Air
3-Way Cock Needle Valve and Funnel (Without Cover) Spool Piece
(L-Port) V-Port Valve Bilges
3-Way Cock Needle Valve and Tank Penetration

Goose Neck Electrical Signal
(T-Port) V-Port Valve (Angle)
Duplex Auto Back
Flushing Oil Strainer
Goose Neck Type Air Pipe Instrumentation
Breather Valve Safety Valve (Angle) Discharge/Drain
Head (With Wire Net)
Screw Down Non Return

Remote Operated Valve FM Flow Meter Separator Deck Stand (Manual)
Valve (Angle)
Emergency Shut Off Valve Screw Down Non Return

Valve with Hose Coupling Sight Glass Drain Trap
(Wire Operated)

Introduction Safe Operation A list showing the valves which are OPEN during the different operations is
also provided for quick reference.
General The safety of the ship depends on the care and attention of all on board. Most
safety precautions are a matter of common sense and good housekeeping and The valve and fitting identifications used in this manual are the same as those
Although the ship is supplied with shipbuilder’s plans and manufacturer’s are detailed in the various manuals available on board. However, records show used by the shipbuilder.
instruction books, there is no single handbook which gives guidance on the that even experienced operators sometimes neglect safety precautions through
operation of complete systems. over-familiarity and the following basic rules must be remembered at all times. Illustrations
The purpose of this manual is to fill some of the gaps and to provide the ship’s 1 Never continue to operate any machine or equipment which All illustrations are referred to in the text and are located either in-text where
officers with information not otherwise available on board. It is intended to be appears to be potentially unsafe or dangerous and always report sufficiently small or above the text, so that both the text and illustration are
used in conjunction with the other plans and instruction books already on board such a condition immediately. accessible when the manual is laid face down. When text concerning an illus-
and in no way replaces or supersedes them. tration covers several pages the illustration is duplicated above each page of
2 Make a point of testing all safety equipment and devices text.
Information relevant to the operation of the Else Maersk has been carefully regularly. Always test safety trips before starting any equipment.
collated in relation to the systems of the vessel and is presented in a single on In particular, overspeed trips on auxiliary turbines must be tested Where flows are detailed in an illustration these are shown in colour. A key of
board volume consisting of the DECK and MACHINERY OPERATING before putting the unit to work. all colours and line styles used in an illustration is provided on the illustration.
MANUAL. Details of colour coding used in the illustrations are given in the previous
3 Never ignore any unusual or suspicious circumstances, no matter colour scheme.
In addition to containing detailed information about the Cargo and related how trivial. Small symptoms often appear before a major failure
systems, the DECK OPERATION section contains safety procedures, and occurs. Symbols given in the manual adhere to international standards and keys to the
procedures to be observed in emergencies and after accidents. symbols used throughout the manual are given on the previous pages.
4 Never underestimate the fire hazard of petroleum products,
The DECK OPERATION section is designed to complement Marpol 73/78, whether fuel oil or cargo vapour. Notices
ISGOTT and Company Regulations.
5 Never start machinery remotely from the control room without The following notices occur throughout this manual:
The vessel is constructed in accordance with Marpol 73/78. These regulations checking visually if it is able to operate satisfactorily.
can be found in the Consolidated Edition, 1991 and in the Amendments dated WARNING
1992, 1994 and 1995. In the design of equipment and machinery, devices are included to ensure that, Warnings are given to draw reader’s attention to operations where
as far as possible, in the event of a fault occurring, whether on the part of the DANGER TO LIFE OR LIMB MAY OCCUR.
Officers should familiarise themselves with the contents of the International equipment or the operator, the equipment concerned will cease to function
Convention for the Prevention of Pollution from Ships in order that they are without danger to personnel or damage to the machine. If these safety devices ! CAUTION
aware of the category of the cargo being carried and the requirements for are neglected, the operation of any machine is potentially dangerous. Cautions are given to draw reader’s attention to operations where
cleaning of cargo tanks and the disposal of tank washings/ballast containing DAMAGE TO EQUIPMENT MAY OCCUR.
residues. Description
(Note ! Notes are given to draw reader’s attention to points of interest or to
Particular attention is drawn to Appendix IV of Marpol 73/78, the form of The concept of this Deck and Machinery Operating Manual is based on the supply supplementary information.)
Cargo Record Book. It is essential that a record of relevant cargo/ballast presentation of operating procedures in the form of one general sequential
operations are kept in the Cargo Record Book and duly signed by the Officer chart (algorithm) which gives a step-by-step procedure for performing
in Charge. operations required for the carriage of products.
In many cases the best operating practice can only be learned by experience. The manual consists of introductory sections which describe the systems and
Where the information in this manual is found to be inadequate or incorrect, equipment fitted and their method of operation related to a schematic diagram
details should be sent to the Maersk Ship Design Office so that revisions may where applicable. This is then followed where required by detailed operating
be made to manuals of other ships of the same class. procedures for the system or equipment involved.
Each cargo handling operation consists of a detailed introductory section

which describes the objectives and methods of performing the operation
related to the appropriate flow sheet which shows pipelines in use and
directions of flow within the pipelines.

Part 1
System Description
Illustration 1.1a General Arrangement - Main Deck
Ship Profile
Steering Fore
Aft H.F.O
H.F.O
Gear Room Tank Tank
Aft Peak (S) Slop Tank
Outer H.F.O (P & S) No.5 C.O.Tank No.4 C.O.Tank No.3 C.O.Tank No.2 C.O.Tank No.1 C.O.Tank
Tank
Tank Port & Starboard Port & Starboard Port & Starboard Port & Starboard Port & Starboard
Engine Fore Peak

Room Pump Tank
Room
No.5 Ballast Tank Pt & Stb'd No.4 Ballast Tank Pt & Stb'd No.3 Ballast Tank Pt & Stb'd No.2 Ballast Tank Pt & Stb'd No.1 Ballast Tank Pt & Stb'd
Upper Deck
Tank Plan
Issue: 1 1.1 Principal Data - Page 1 of 9

Illustration 1.1b General Arrangement - Navigation and E Deck
DN
DN
Lift Lift Toilet Captain's

Shower
Fire UP
Cable
Bedroom
Locker Duct
Public
Toilet C.G.L
Captain's
Day Room
UP
DN
Wheehouse DN UP
and
Chart Space
Battery
Radio Locker Captain's
Room Office
Locker
DN DN UP
Navigation Deck E-Deck

Illustration 1.1c General Arrangement - Decks C and D
DN
1st
Engineer's
Day Room
UP
DN
1st
Engineer's
Dress
Toilet Bedroom
Room Shower
Conference UP
Room
Lift Lift Chief

Engineer's
Pilot Cable Cable Bedroom
1st Duct
Duct
Toilet Officer
Shower
Toilet C.G.L
Shower
Chief
Engineer's
Day Room
DN DN UP
UP
Cargo Gear
Officer's Electric
Cleaning Smoking Equipment
Air Room
Room Locker Chief
Conditioning Engineer's
Room Office
Public
Toilet Locker
UP
Toilet
Shower Chief
Library Officer's
Bedroom
DN
UP Chief
Officer's
Day Room
DN
C-Deck D-Deck

Illustration 1.1d General Arrangement - Decks A and B
DN
UP DN UP
Toilet Toilet Toilet

Watch Shower Ship's Shower Crew's Dress Shower
Vegetable Room Ship's Room Spare
Assist.
Store Assist. Officer
(F)
Domestic (A) (A)
Store
Officer's
Toilet Ship's Dress
Beer Assist. Spare Shower Room 2nd
Emergency Diesel Store (B) (G) Engineer
Generator Room Meat
Store Ship's Lift
Bond Spare Machine Toilet
Assist. Control
Store Shower (F) Toilet
Shower
(C) Room
DN Lift Stewardess Lift

Spare
Cable Officer
Engine Crew's Engine C.G.L
Dry Provisions Duct Toilet
Toilet
(B)
Shower
Casing Room Day Room Casing Cable Duct Shower
C.G.L Room
Spare
(E)
Toilet
Ship's
Assist. Toilet DN UP
Spare
DN UP
Shower Toilet Officer
(D) Shower
(C)
Ship's Spare
Shower
Assist. (D) Toilet Spare

Shower
DN Galley (E) Shower
Officer
(D)
Fire Control Spare
Steward
Station (C) Toilet
Locker
Spare Shower Toilet

(B) Shower 2nd
Dinning Locker Officer
Station
Ship's 3rd
Control Engineer Toilet
Centre
Chief
Steward
Duty Bedroom Chief Steward Spare
Mess Officer
Toilet
Day Room Toilet
Room Shower Shower
(E)
UP DN UP
DN
A-Deck B-Deck

1.1 Principal Data Cargo Pumps Ballast Pump No.2
1.1.1 Principal Particulars Manufacturer: Shinko Industries Ltd Manufacturer: Shinko Industries Ltd.
Type: Steam turbine driven vertical centrifugal pump Type: Centrifugal, vertical single stage
Shipbuilder Hyundai Heavy Industry Co. Ltd. No. of sets : 3 Prime mover: Steam turbine
Ulsan shipyard Capacity: 5,500 m3/h Capacity: 3,000 m3/h
Korea Speed (Pump): 1,080 rpm Total head: 35m
Hull Number 1238 (Turbine): 7,177 rpm Speed: (Pump): 1,170 rpm
Ship Number 529 Rating: 2,680kW (Turbine): 7,548 rpm
Ship Name MILLENNIUM MÆRSK
Delivered 29th September 2000 Stripping Pump Water Ballast Stripping Eductors
Nationality Danish
Port of Registry Svendborg Manufacturer: Naniwa Pump Manufacturing Co. Manufacturer: Teamtec
Radio Call Sign OZYC2 Type: Two speed electrically driven, vertical two No. of sets: 2
Type of Cargo Crude Oil spindle screw Capacity: 200 m3/h
Type of Ship Segregated Ballast Crude Oil Carrier No. of sets: 1 Driving water: 1,040m3/h at 3.5 kg/cm2 supplied by either of
Navigation World Wide Speed: 1,750/1,150 rpm the ballast pumps
Lloyds Number 9205079 Capacity: 125/65 m3/h at 150 mth
Classification Lloyds Register + 100A1 Double Hull Oil Tanker, Anchor and Cable
ESP, *IWS, SPM, LI, ShipRight (SDA, FDA, CM), Crude Oil Stripping Eductors Two stockless high holding power type each weighing 17.25 tons.
with descriptive notes ‘Pt. Ht, PL(LR), SBT(LR), 14 shackles of 117mm diameter anchor cable each side.
COW(LR), ShipRight (PCWBT)’, +LMC, UMS, Manufacturer: Teamtec
IGS, SCM. No. of sets: 2 Auxiliary Engines
Capacity: 620 m3/h at 150 mth Three diesel driven main generators and one emergency generator
Length Overall 332.93m Driving fluid: 1,075 m3/h at 12 kg/cm2
Length between Perpendiculars 319.10m Main Generators
Breadth (moulded) 58.0m Ballast Pump No.1 Diesel Engine: Hyundai - B&W 5L 28/32H
Depth (moulded) 31.00m Generator: HHI
Designed Draught (moulded) 20.95m Manufacturer: Shinko Industries Ltd. Output: 980 kW at 720 rpm
Scantling Draught (moulded) 22.70m Type: Centrifugal, vertical single stage
Summer Freeboard 8.323m Prime mover: Electric motor Emergency Generator
Summer Draught (moulded) 22.723m Capacity: 3,000 m3/h Diesel Engine: MAN - DEMP 2866 LXE
FWA 520 mm Total head: 35m Generator: MAN - DEMP
Output: 250 kW at 1,800 rpm
Gross Tonnage 159,187
Net Tonnage 104,027 Auxiliary Boilers
Summer Displacement 351,799.6 MT Maker: HHI
Summer Deadweight 308,492 MT Draught and Freeboard Particulars No of sets: 2
Model: HMT - 50
Block Coefficient 0.8150 Draught (m) Freeboard (m) Displacement Deadweight
Service Speed 15.7 Knots Propeller
Type: Fixed pitch
Manning Design Compliment 27 Persons Tropical Fresh TF 23.716 7.330 359636 316328 No. of blades: 4
Diameter: 10,000mm
Fresh F 23.243 7.803 351793 308485
Main Engine Pitch: 7,015.6mm
Type: Hyundai - Sulzer 7RTA84T-D Tropical T 23.196 7.850 359789 316481
MCR: 39,060 bhp at 74 rpm Steering Gear:
NCR: 33,200 bhp at 70.1 rpm Summer S 22.723 8.323 351800 308492 Maker: THI
Type: Electric-Hydraulic, two ram - four cylinder
Winter V 22.25 8.796 343822 300514 analogue with 2 x 100% pump units

1.1.2 Tank and Capacity Plan
Cargo Oil Tanks
Capacities Centre of Gravity Max. Free

Location Surface Moment
Compartment LCG from of Inertia
100% Full 98% Full VCG above B.L.
Midship
4
Frames m³ m³ US BBL m m m
No.1 Centre C.O. Tank 94 -103 26297.0 25771.0 162095.0 117.51 17.68 26451
No.2 Centre C.O. Tank 85 - 94 31323.5 30697.0 193078.6 69.95 17.66 41204
No.3 Centre C.O. Tank 76 - 85 31886.2 31248.5 196547.4 19.40 17.66 41944
No.4 Centre C.O. Tank 67 - 76 31886.2 31248.5 196547.4 -31.60 17.66 41944
No.5 Centre C.O. Tank 58 - 67 32104.7 31462.6 197894.1 -82.74 17.69 43803
No.1 Wing C.O. Tank (P) 94 - 103 16988.8 16649.0 104719.2 117.71 17.80 13242
No.1 Wing C.O. Tank (S) 94 - 103 16988.8 16649.0 104719.2 117.71 17.80 13242
No.2 Wing C.O. Tank (P) 85 - 94 20463.1 20053.8 126134.8 69.95 17.65 13411
No.2 Wing C.O. Tank (S) 85 - 94 20463.1 20053.8 126134.8 69.95 17.65 13411
No.3 Wing C.O. Tank (P) 76 - 85 20830.7 20414.1 128401.0 19.40 17.65 13652
No.3 Wing C.O. Tank (S) 76 - 85 20830.7 20414.1 128401.0 19.40 17.65 13652
No.4 Wing C.O. Tank (P) 67 - 76 20830.7 20414.1 128401.0 -31.60 17.65 13652
No.4 Wing C.O. Tank (S) 67 - 76 20830.7 20414.1 128401.0 -31.60 17.65 13652
No.5 Wing C.O. Tank (P) 60 - 67 14979.5 14679.9 92333.9 -76.03 18.24 10017
No.5 Wing C.O. Tank (S) 60 - 67 14979.5 14679.9 92333.9 -76.03 18.24 10017
Slop (P) 52 - 60 3586.5 3514.8 22107.5 -104.19 21.61 1973
Slop (S) 52 - 60 3586.5 3514.8 22107.5 -104.19 21.61 1973
Total 348856.2 341879.0 2150357.3

Water Ballast Tanks

Compartment 100% Full LCG from Midship VCG above B.L. of Inertia
4
Frames m³ MT at S.G 1.025 m m m
No.1 WB Tank (P) 94 - 103 8134.6 8338.0 119.57 11.34 52884
No.1 WB Tank (S) 94 - 103 8134.6 8338.0 119.57 11.34 52884
No.2 WB Tank (P) 85 - 94 9709.6 9952.4 69.87 9.56 100435
No.2 WB Tank (S) 85 - 94 9709.6 9952.4 69.87 9.56 100435
No.3 WB Tank (P) 76 - 85 9920.8 10168.9 19.40 9.55 103128
No.3 WB Tank (S) 76 - 85 9920.8 10168.9 19.40 9.55 103128
No.4 WB Tank (P) 67 - 76 9880.4 10127.4 -31.52 9.59 101157
No.4 WB Tank (S) 67 - 76 9880.4 10127.4 -31.52 9.59 101157
No.5 WB Tank (P) 52 - 67 9196.2 9426.1 -83.66 11.72 49580
No.5 WB Tank (S) 52 - 67 9196.2 9426.1 -83.66 11.72 49580
Fore Peak Tank 103 - 127.9 4176.6 4281.0 153.08 9.14 11137
Aft Peak Tank -7.9 - 15.0 2578.6 2643.1 -154.30 20.00 22107
Total 100438.4 102949.7
Fresh Water Tanks

Frames m³ MT at S.G. 1.000 m m m4
Fresh Water Tank (P) 11 - 15 253.3 253.3 -148.46 27.94 251
Fresh Water Tank (S) 11 - 15 142.8 142.8 -148.43 27.96 53
Distilled Water Tank (S) 11 - 15 110.5 110.5 -148.50 27.92 17

Total 506.6 506.6

Fuel Oil Tanks

Midship
Frames m³ m³ MT at S.G. 0.990 m m m4
Outer HFO Tank (P) 20 - 52 1855.5 1818.4 1800.2 -125.92 22.69 886
Outer HFO Tank (S) 20 - 52 1855.5 1818.4 1800.2 -125.92 22.69 886
Inner HFO Tank (P) 20 - 52 1683.3 1649.6 1633.1 -125.69 24.92 731
Fore HFO Tank (S) 40 - 52 1258.4 1233.2 1220.9 -118.48 23.27 450
Aft HFO Tank (S) 20 - 40 1004.3 984.2 974.4 -131.44 25.78 266
No.1 HFO Service Tank (P) 45 - 48 142.4 139.6 138.2 -118.44 22.13 13
No.2 HFO Service Tank (P) 42 - 45 131.1 128.5 127.2 -121.13 22.67 13
HFO Settling Tank (P) 48 - 52 197.5 193.5 191.6 -115.29 21.88 18

Total 8128.0 7965.4 7885.7
Diesel Oil Tanks

Midship
MDO Tank (P) 26 - 47 147.9 144.9 130.5 -125.33 1.97 141
MDO Tank (S) 26 - 47 185.4 181.7 163.6 -124.51 2.02 250
MDO Service Tank (P) 30 - 35 98.0 96.0 86.5 -131.05 26.18 3

Total 431.3 422.7 380.6

Lubricating Oil Tanks

Midship
Main LO Sump Tank (C) 26 - 42 56.7 55.6 50.0 -130.28 1.93 43
No.1 Cylinder Oil Storage Tank (P) 25 - 30 65.9 64.6 58.1 -135.55 24.08 3
No.2 Cylinder Oil Storage Tank (P) 25 - 30 65.9 64.6 58.1 -135.55 24.08 3
Main LO Storage Tank (P) 30 - 33 79.1 77.5 69.7 -131.95 24.08 13
Main LO Settling Tank (P) 33 - 35 52.7 51.7 46.5 -129.70 24.08 9
Generator Engine LO Storage Tank (P) 35 - 36 13.2 12.9 11.6 -128.35 24.08 1
Generator Engine LO Settling Tank (P) 35 - 36 5 4.9 4.4 -128.35 21.73 1
Turbine LO Storage Tank (P) 35 - 36 8.1 8.0 7.2 -128.35 25.52 1

Total 346.6 339.7 305.6
Miscellaneous Tanks

Frames m³ MT at S.G 1.000 m m m4
FO Overflow Tank (P) 40 - 47 41.8 41.8 -120.97 2.21 24
Bilge Holding Tank (C) 15 - 22 101.4 101.4 -143.39 1.86 133
Oily Bilge Tank Dirty (P) 22 - 25 29.4 29.4 -139.12 1.95 17
Oily Bilge Tank Clean (S) 22 - 25 29.4 29.4 -139.12 1.95 17
Sludge Tank (P) 39 - 50 22.5 22.5 -120.25 12.9 6
CW Tank 8.8 - 15 82.8 82.8 -148.21 3.95 25
Deck Dump Tank (S) 58 - 59 133.1 133.1 -105.31 17.84 56

Total 440.4 440.4

1.2 Ship Handling
1.2.1 Turning Circles
See Illustration 1.2.1a
1.2.2 Manoeuvring
Full ahead to full astern details are shown in illustration 1.2.2a
1.2.3 Visibility Over Bow
See illustration 1.2.3a
Issue: 1 1.2 Ship Handling - Page 1 of 5

Illustration 1.2.1a Turning Circles
Maximum Available Rudder Angle:
Hard Right or Starboard - 35˚

Hard Left or Port - 35˚
Normal Full Loaded Condition With Maximum Rudder Angle Normal Ballast Condition With Maximum Rudder Angle
Full Sea Speed 74 rpm Full Sea Speed 74 rpm
Tactical Diameter: 0.52 n miles Tactical Diameter: 0.54 n miles Tactical Diameter: 0.50 n miles Tactical Diameter: 0.53 n miles
10.6 knots 8.5 knots 11.5 knots 9.2 knots

2' 33" 2' 42" 2' 21" 2' 30"
Advance: 0.39 n miles

4.9 knots 5.0 knots

5.4 knots
5' 54" 5.3 knots

5' 40" 5' 27"
5' 14"

10' 04" 10' 03" 9' 18" 9' 12"
Port 15.8 knots Starboard 15.8 knots Port 17.1 knots Starboard 17.1 knots
Half Ahead 62 rpm Half Ahead 62 rpm
Tactical Diameter: 0.50 n miles Tactical Diameter: 0.54 n miles Tactical Diameter: 0.48 n miles Tactical Diameter: 0.52 n miles

2' 53" 3' 05" 2' 44" 2' 53"



6' 25" 6' 34" 6' 05" 6' 08"

10' 34" 11' 00" 9' 48" 10' 14"
Port 13.4 knots Starboard 13.4 knots Port 14.7 knots Starboard 14.7 knots
Caution !
The response of the ship maybe different from the listed above if any of the following
conditions upon which the manoeuvring information was based are varied,
1) Calm weather: wind 10 knots or less, calm sea

2) No current
3) Water depth twice the vessel's draught or greater
4) Clean hull
5) Intermediate draughts or unusual trim

Illustration 1.2.2a Manoeuvring Crash Stop Astern Test (Loaded Condition)
4,500 4,447m
20 Sailing Distance Curve Ship's Course
3,000
4,000
2,628.2m
Initial Speed 3,500 9' 8'
15.8 knots 10' 7' 2,500
15
11'
12' 6'
3,000 13'
70 14'
15' 5'
16'
Initial rpm 2,500
18' 17' 1,500
60 66.2 19'
Speed Sailing Distance
10 19' 16 seconds
(knots) (metres)
Speed Curve
50 2,000 4'
40
1,500 1,500
3'
30 rpm Curve
5
Zero rpm 1,000
9' 34 seconds
20
500 1,000
10 2'
0
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19
Zero Speed
10 500
19' 16 seconds 1'
20
-2194.7m
30
rpm
2000 1600 1200 800 400 0
Astern 2200 1800 1400 1000 600 200
40
50
60

Illustration 1.2.2b Manoeuvring Inertia Stop Test (Loaded Condition)
6500
20
Sailing
6000 Distance 6,019.6m
Ship's Course
3500
5500 3,374.1m
Sailing Distance Curve 10' 9'
Initial rpm: 74 11'
8'
12'
5000 13' 7' 3000
15
14'
80 Speed Curve 4500 6'
15'
2500
16'
70 4000 5'
17'
Ahead rpm
18'
18' 11 seconds
3500 2000
60 4'
Speed 10 Sailing
(knots) Distance
3000
50 1500
3'
2500
40
2' 1000
2000
30
5 rpm Curve Final Speed 5.0 knots
1500
1' 500
20
1000
-2,590.8m
10 500 -2400 -1800 -1200 -600 0
1' 2' 3' 4' 5' 6' 7' 8' 9' 10' 11' 12' 13' 14' 15' 16' 17' 18'
0
Time (Minutes)

Illustration 1.2.3a Visibility Diagrams
Visibility Over Bow, Full Load Condition
319.10m 118.5m (Wheelhouse)

332.95m
Principal Dimensions
Length (Overall) 332.930m
Length (Between Perpendiculars) 319.100m
Breadth (Moulded) 58.000m
Depth (Moulded) 31.00m

Blind Zone
Designed Draught (Moulded) 20.95m
Draught Scantling 22.723m
Height from Top of Wheelhouse to Deck 20.80m
Air Draught, Ballast Line Condition 62.89m

Visibility Over Bow, Ballast Condition
319.10m 282.4m (Wheelhouse)

332.95m
Blind Zone
! CAUTION These distances apply with the ship stopped and does not allow for Squat.
It assumes zero trim in loaded and ballast condition at winter marks.

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

Forward 20.5 m 7.5 m
rpm: 74 Aft 20.5 m 10 m
MCR bhp: 39,060
Specific gravity of fuel at 15°C : 0.9452 Minimum Speed
Fuel oil temperature: 108°C
Specific fuel consumption: 127.1 g/h bhp Ship’s Condition Minimum rpm Dead Slow Speed
Loaded 19 2.69 knots
1.3.2 Speed/Power Curve Data Ballast 19 2.94 knots
See illustration 1.3.2a Speed/Power Curve Ballast Condition Time and Distance to Stop
See illustration 1.3.2b Speed/Power Curve Loaded Condition
Loaded Condition Ballast Condition
Time Distance Time Distance
Engine Order/rpm/Speed Table Full Sea Speed 19' 14" 2.40 m 11' 12" 2.11 m
Full Ahead 13' 33" 1.10 m 8' 05" 0.76 m
Engine Order rpm Loaded Condition Ballast Condition Half Ahead 11' 38" 0.75 m 4' 29" 0.44 m
Full at Sea 74 16.6 knots 17.9 knots Slow Ahead 8' 09" 0.34 m 2' 26" 0.18 m
Full Ahead 52 11.6 knots 12.4 knots
Half Ahead 42 9.4 knots 10.0 knots Number of Starts of the Main Engine from Air Reservoirs with
Slow Ahead 28 6.3 knots 6.6 knots Compressors Stopped:
Dead Slow Ahead 22 5.0 knots 5.2 knots
Dead Slow Astern 22 28 in number, down to a pressure of 4.9 kg/cm2.
Slow Astern 28
Half Astern 42 Maximum available rudder angle : 35° to port or starboard.
Full Astern 52
1.3.4 Ship Squat Values
See Illustration 1.3.4a Ship Squat Values
Issue: 1 1.3 Performance Data - Page 1 of 3

Illustration 1.3.2a Speed/Power Curves
Speed/Power Curve Ballast Condition Speed/Power Curve Loaded Condition

(Draught Fwd 8.2m, Mid 9.97m, Aft 11.42m) (Draught Fwd 20.97m, Mid 20.97m, Aft 20.97m)
35,000 35,000
Guarantee Speed Guarantee Speed

16.4 knots 16.4 knots
NCR 31,420 bhp NCR 31,420 bhp
Trial Design Load Trial Design Load

30,000 16.3 knots 30,000 16.2 knots
Shaft Power Shaft Power

(bhp) (bhp)
25,000 25,000
20,000 Trial Results at Design Load 20,000 Trial Results at Design Load
Trial Results With Correction at Design Load Trial Results With Correction at Design Load
Model Design Model Ballast Model Design Model Ballast
13 14 15 16 17 18 13 14 15 16 17 18
Speed (knots) Speed (knots)

Illustration 1.3.4a Ship Squat Values Speed (knots)
3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18
0.00
0.07
0.05 0.13
0.20
0.26 0.29
0.41 0.40
Squat effect in open waters
0.52
0.59
0.66 Squat effect in confined waters
0.80 0.82 Block coefficient 0.815
0.99
1.00
1.04
1.17
1.32
1.38
1.63 1.60
1.83
1.97
2.00
2.09
2.35 2.36
Squat
(m) 2.64
2.75
3.00
3.19
3.67
4.00
4.17
4.71
5.00
5.28
6.00
3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18
Speed (knots)

Part 2
Cargo System Description
Part 2: Cargo Systems Description
Illustration 2.1a Cargo Tanks Layout
2.1 Cargo Tanks Layout
Port No.5 Port
The cargo tanks consist of five centre tanks and six pairs of wing cargo oil No.4 Port Wing No.3 Port Wing No.2 Port Wing No.1 Port Wing
Slop Wing
tanks (port and starboard). The aftermost pair of wing tanks are designated as
the vessel’s slop tanks and have a combined capacity of 7,173m3. 34/33/33% Split
Key
The tanks are divided into main groups as follows :
Cargo Group 1
No.5 Centre No.4 Centre No.3 Centre No.2 Centre No.1 Centre Cargo Group 2
Number 1 group:
Cargo Group 3
No.1, 2 and 4 centre and No.5 wings giving a total of 117,076.3 m3 at 98%
capacity; 34% total ship capacity.
Number 2 group: Stbd No.5 Stbd

No.4 Stbd Wing No.3 Stbd Wing No.2 Stbd Wing No.1 Stbd Wing
No.3 centre, No.1 and 4 wings and both slop tanks giving a total of 112,404m3 Slop Wing
at 98% capacity; 33% total ship capacity.
Number 3 group:
No.5 centre, No.2 and 3 wing tanks giving a total of 112,398.4m3 at 98% Port No.5 Port
No.4 Port Wing No.3 Port Wing No.2 Port Wing No.1 Port Wing
capacity; 33% total ship capacity. Slop Wing
The cargo tanks can also be divided into two groups to give an approximate 46/54% Split
46/54% split: Key
Number 1 group No.5 Centre No.4 Centre No.3 Centre No.2 Centre No.1 Centre Cargo Group 1
Cargo Group 2
No.1, 2, and 4 centre COT, No.3 and 5 wings COT, slop (port and starboard)
giving a total of 157,761m3 at 98% capacity.
Number 2 group
No.1, 2, and 4 wings COT, No.3 and 5 centre COT giving a total of 184,118m3 Stbd No.5 Stbd
No.4 Stbd Wing No.3 Stbd Wing No.2 Stbd Wing No.1 Stbd Wing
Slop Wing
at 98% capacity.
or, alternatively, to give an approximate 27/73% split:

Port No.5 Port
Number 1 group No.4 Port Wing No.3 Port Wing No.2 Port Wing No.1 Port Wing
Slop Wing
No.2 and 4 centre COT, No.5 wings COT giving a total of 91,305m3 at 98%
capacity.
27/73% Split
Number 2 group Key
No.1, 3 and 5 COT, No.1, 2, 3, and 4 wings COT, and both slop tanks giving a No.5 Centre No.4 Centre No.3 Centre No.2 Centre No.1 Centre Cargo Group 1
total of 250,574m3 at 98% capacity. Cargo Group 2
Five pairs of ballast tanks are situated outboard of, and underneath, the cargo
oil tanks. The fore peak and aft peak tanks are also used for ballast. The total
capacity of the ballast tanks, including the fore and aft peak tanks, is Stbd No.5 Stbd
100,434m3. No.4 Stbd Wing No.3 Stbd Wing No.2 Stbd Wing No.1 Stbd Wing
Slop Wing
Issue: 1 2.1 Cargo Tanks Layout - Page 1 of 1

Tank Segregation
Illustration 2.2.1a Cargo Piping Diagram
Key
Cargo Group 1 125 200 200

Upper Deck
Cargo Group 2 80 OD318
OD314 OD310 OD306 OD302
OD320 25
Cargo Group 3
OD334 OD332 OD330 OD328
50 OD322
To No. 4 C.O.T. 150 OD316 OD312 OD308 OD304
(Port)
From Inert Gas System 700
OD336 600 65
No. 1 C.O. Main Line 700 700 700
OD326
No. 2 C.O. Main Line 700 700 700 OD323 OD342
OD325
No. 3 C.O. Main Line 700 700 700
Upper Deck
C.O. Stripping Line 150 150 OD324
700
To No.4 C.O.T.
(Centre)
300 To Tank OD315 OD311 OD307 OD303

Upper Deck 150
OP287 Cleaning Main 50 25
300 ODME
OD321 OD333 OD331 OD329 OD327
600 600 Sampling Point
OD313 OD309 OD305 OD301
Upp. 80 OD319
OP277 No. 1 C.O.
OP276 Stripping Eductor Deck 200 200
250 250 350 125 OD317
OD339
OP274 300 OP272 Spill Tanks (Port and Starboard)
No. 2 C.O. To No. 4 C.O.T.
Stripping Eductor
Upper Deck H 250 OP271 350 OD337 (Starboard)
150 OD338
OP273 300 OP270 H
OP275 150 Stripping Pump
600 OP269
OP266 150
100 OP267 100
OP264 550 Slop OT150
OP290 150 Tanks (S) W.B.T. (S)
300
100 OP268 100 OP291
OP263 To Vacuum Pump From AUS 300
OP262 OP261 System
From Ballast Drain Tank
650
Pump System 650 OT137 OT131 OT125 OT115 OT107
Room BA026 OP282
(P) (S) 700 700 OP206
OP245 200 250 OT138 250 OT132 250 OT126 250 OT116 250 OT108
OP251 OP285 OT144
DP278 650 125
No. 1 C.O. Pump OP205
600 300
OP230 OP224 550 550 550 550 550 250 550
700
OP212 OP209 OP292 500 700 OT133 OT134 OT117 OT118 OT101 OT102
700 750 OP223 OP211
OP250 OP244 OP239
50
OP233 OP227 125 750 OP204 750 OT110 OT109 750
300 OT122 OT112
700 OP238 50 80 OT148 250
OP208 550
700 OT127 OT128 OT121
OP210 OT147 OT111
750
OP243 OP284
OP249 No. 2 C.O. Pump DP279 650
600 OP203 750 750
250 OT104
OP229 OP222 300 OT146 OT120
700 OT139 OT140
750 OP207 OT103
700 OP248 OP242 OP237 OP221 OT145 OT119
700 50 750
OP232 OP226 650 OT149
Dump OP202 750 750
OP236 50 80 OT142
700 Tank No. 5 C.O.T. No. 4 C.O.T. No. 3 C.O.T. No. 2 C.O.T. No. 1 C.O.T.
OP283 (C) 550 (C) 550 (C) 550 550 (C) 550 (C)
OP241 No. 3 C.O. Pump 650 150
OP247 OP286 OP265
600 550
OP228 OP220
700 OT141 OT136 OT130 OT124 OT114 OT106
OP293 OT143 250 250 250 250 250
700 OP246 OP240 OP235 50 750 OP219 Comp. Air Supply 200
OP217 With Flex. Hose
OP231 OP225 OT135 OT129 OT123 OT113 OT105
OP201
OP234 Slop Tank No. 5 C.O.T. No. 1 C.O.T. (P&S)
OP218
50 80 OP216 OP215 650 (P&S) (P&S) No. 4 C.O.T. (P&S) No. 3 C.O.T. (P&S) No. 2 C.O.T. (P&S)
OP213 PI OP214 Sea
Chest
Issue: 1 2.2 Cargo Piping System - Page 1 of 4

2.2 Cargo Piping System The tank cleaning main is also fed from this line. The overboard line has a
sampling probe for the oil discharge monitoring and control system and a flow
2.2.1 System Description meter sensor.
Cargo System The slop tanks are inter-connected by a levelling line and valves. Both slop
tanks have separate stripping suctions connected to the cargo oil stripping
If required, three different grades of cargo can be loaded or discharged con- pump and eductor crossover.
currently with two valve separation.
The crossover line on the cargo suction main and discharge main lines in the
The cargo is loaded through three cargo manifolds on the main deck, thence cargo pump room are provided for the flexibility of cargo handling and tank
via three direct loading lines, situated in the pump room, to the associated cleaning with sea water. Similarly, crossover lines are provided at the forward
suction main for each group of tanks. end of the tank bottom lines in No.1 centre tank, with two valve separation.
The system can be made common by use of a crossover line situated in the Each cargo tank has the stripping valve in a suction well situated at the port
pump room and at the forward end of the bottom lines in No.1 centre. side aft, while the main suction is fitted with a cone type bellmouth.
Ballast is not carried in the cargo tanks under normal circumstances, but, if it
Discharge of the cargo tanks is via three steam turbine driven centrifugal cargo
is considered that additional ballast in a cargo tank or tanks may be required
oil pumps, each of 5,500m3 capacity situated in the cargo pump room,
during the ballast voyage, under the conditions and provisions specified in
discharging to the respective manifolds on deck.
Regulation 13 (3) of ANNEX I in MARPOL 73/78, such ballast water can be
handled by the cargo pumping and piping system.
Each cargo pump is connected to an automatic cargo stripping unit consisting
of gas separators and vacuum pumping unit. The lines from the tanks to the Both slop tanks are fitted with heating coils.
pumps are of a nominal 750mm diameter.
Cargo Stripping System
The cargo lines are drained using a screw type stripping pump, situated in the
pump room, discharging via the 150mm line (commonly called the ‘Marpol’ Stripping of the cargo is performed by the cargo pumps with an automatic
Line), to the manifolds outboard of the manifold valves. stripping system, cargo stripping eductors and a cargo stripping pump.
The cargo oil pumping system is designed to discharge the bulk of the cargo The cargo oil pumps are fitted with an individual automatic stripping system
oil from all cargo oil tanks, in approximately 22 hours, excluding stripping and consisting of vacuum pump, sealing water tank and gas separator. Gas and
time for crude oil washing. condensate from the automatic cargo stripping system is extracted by means of
the vacuum pumps.
Crude oil washing, which is essential if maximum out turns are to be achieved,
is accomplished by bleeding off crude oil from the cargo pump discharge lines Two 620m3 stripping eductors are installed to take suction from each of the
to the tank cleaning machines via the tank cleaning line. cargo bottom lines, via the eductor/stripping pump crossover, and discharging
to the starboard slop tank and No.5 centre cargo oil tank. The eductor drive
The cargo tanks are fully inerted during all cargo handling operations. can be supplied by any of the main cargo pumps.
There is a small (133m3) dump tank situated at the after end of No.5 centre oil The manifold area is fitted with drip trays either side which can be drained
tank, on the starboard side, which can be discharged using either the stripping down to No.4 wing cargo tanks.
pump or the No.1 cargo oil pump. This tank can be used for the collection of
any liquids that may accumulate on the main deck. One cargo stripping discharge line with a diameter of 150mm, as required by
Marpol 73/78, is led to the upper deck and connected outboard of the manifold
The bottom suction lines in the pump room can be interconnected on the pump valves on each side.
suction side through the sea suction (650mm) crossover.
The cargo stripping pump is used for discharging the contents of the cargo
pump room bilge to the starboard slop tank, or directly overboard via the
The discharge side of the cargo pumps can also be interconnected through a
ODME. Manual control of the bilge suction and stripping pump discharge
(600mm) crossover line, terminating in a high overboard discharge outlet on
valve is fitted at upper deck level.
the starboard side and above the deepest water ballast line.

Illustration 2.2.2a Measuring and Sampling
Slop Tank
(Port)
HL
R No. 5 C.O.T. (Port) R No. 4 C.O.T. (Port) R No. 3 C.O.T. (Port) R No. 2 C.O.T. (Port) R
R No. 1 C.O.T. (Port)
HL HL HL HL HL
R R R R R
No. 5 C.O.T. (Centre) No. 4 C.O.T. (Centre) No. 3 C.O.T. (Centre) No. 2 C.O.T. (Centre) No. 1 C.O.T. (Centre)
HL HL HL HL HL
Deck Dump
Tank
R
HL HL HL HL HL
No. 5 C.O.T. (Starboard) No. 4 C.O.T. (Starboard) No. 3 C.O.T. (Starboard) No. 2 C.O.T. (Starboard) No. 1 C.O.T. (Starboard)
HL R R R R R
Slop Tank
(Starboard)
Level Temperature
Transmitter Sensor
Upper deck
o Ullage Zero Level Used for :

Minimum X SAAB Radar
Transmitter 1. Ullage
Oil Water Interface
50mm Seal Valve Temperature
Antenna 2. Hand Dipping

Axis 25mm Seal Valve
Transmitter 50mm Seal Valve

Cleaning
R SAAB Radar Beam Level Gauge
Hatch
Inner Bottom Accurate to
25mm Seal Valve
Ullage Height Vapour Control Valve (50mm)
Cap
Upper Deck Vapour Control Valve (25mm)
Bottom Shell
HL Hanla Independent High Level Alarm

2.2.2 Measuring and Sampling 2.2.3 Slop Tank Usage 2.2.4 Slop Tank Heating
Cargo and slop tank levels, with high level alarms, are relayed to the Ship’s There are two slop tanks with four uses as follows: A tank cleaning heater is not fitted on this vessel. However, heating coils are
Control Centre (SCC) by Saab Tankradar transmitters and are displayed on a fitted in both slop tanks. These are capable of heating the contents from from
CRT monitor. Ballast, fuel and diesel oil tank levels are displayed in the SCC Cargo carrying tanks 44ºC to 60ºC when 98% full in 24 hours, with a sea water temperature of 5ºC
using electro-pneumatic type equipment. Two ND25 (1”) seal valves plus one and an ambient air temperature of 2ºC. The port slop tank has a heating ratio
ND50 (2”) seal valve are fitted to each cargo oil tank, and one ND25 plus one Crude oil washing when utilising the eductors of 0.03 m2 per m3 and the starboard slop tank heating ratio of 0.06 m2 per m3.
ND50 to each slop tank. These seal valves provide hand dipping points,
independent ullage checks, temperatures and oil/water interface using the Water washing prior to tank inspection or refit
MMC portable cargo monitoring device. The seal valve allows connection and
disconnection without having to broach the inert gas in the cargo tanks. As part of the ODME system, the flow is automatically diverted,
Sufficient hand dipping points are fitted for checking the dryness of the tank in as necessary, to the starboard slop tank when decanting slops or
accordance with the requirements of the IMO. discharging heavy weather ballast to sea
An independent Hanla high level (overflow) alarm is fitted to each cargo oil Loading of the slop tanks is completed in the normal manner from the No.2
and slop tank. The alarm indicator panel is situated on the cargo console, with group or No.3 group bottom lines.
indication of AC and DC power failure and failure reset button, system on/off
switch, accept alarm flash, accept horn and a LED indication for each cargo oil (Note ! Both slop tanks are normally included in group 2 but can also be included
and slop tank. Alarm indication on deck is given by an air operated horn and in group 3 whilst still maintaining two valve segregation from group 2.)
red indicator light located at the midships manifold area.
Discharge of the slop tanks is normally via the main suctions during bulk
Prior to cargo operations the high level alarms are tested by removing the cap discharge and then from the direct suctions in the pump room during draining.
nut and pulling out the test rod on each individual unit. There is a three second During COW, if the slop tanks and eductors are being utilised, fresh crude oil can
time delay. Alarm indication is also relayed to the ECR on the IAS system if be drawn from the either slop tank by No.2 or 3 cargo oil pumps. Crude oil is
the alarm is not acknowledged within 120 seconds from the SCC. pumped up the COW line and through the eductor system simultaneously. Both
eductors can discharge to either the starboard slop tank or No.5 centre COT.
Hanla Independant Saab Tank Radar Hand Dipping
High Level Alarm Housing Seal Valve
During water washing, both slop tanks are normally utilised. Clean water is Slop Tank Heating Inlet/Return Manifold - Starboard
drawn from the port slop tank and the drainings from the eductor’s discharge are
directed to the starboard slop tank. Clean water flows across to the port slop tank
via the balance line to achieve ‘closed cycle’ washing. Careful management of
the slop tanks is essential at all times.
The following useful guidelines should be noted:
If the slop tanks are utilised for COW, it is necessary to decant the water from
all COTs, including the slop tanks, subject to grade segregation. The slop tanks
are discharged and refilled with dry crude oil prior to the commencement of
COW. During COW, fresh crude oil can be drawn from port slop tank via the
main suction. The levels to which the slop tanks are recharged are arbitrary, but
sufficient ullage is required in the ‘clean slop tank’ to allow for the cargo pump
to maintain suction and the balance line to remain covered if both slop tanks
are used.
Oxygen content readings of the slop tank atmospheres must be taken prior to
COW or water washing and monitored at regular intervals. Readings must not
exceed 8%.
Measuring and Sampling Points on Deck The slop tanks are aft and are of relatively small volume, therefore care must
be taken when loading these tanks as they can fill rapidly.

Illustration 2.3.1a Main Cargo Pumps
Combined Steam Regulating

and Emergency Shut Off Valve
Governor
Exhaust
Steam
Engine Room
Pump Room
Temperature Gas Tight

Sensor Shaft Seal
Pump Discharge
Pump Suction
Temperature
Sensor
Issue: 1 2.3 Cargo Pumps - Page 1 of 10

2.3 Cargo Pumps Drain separator f) Trip the turbine by operating the hand trip knob to confirm that
the governor control valve closes immediately. Reset the trip.
Governor valve
2.3.1 Main Cargo Pumps
Turbine casing g) After sufficient warm up, open the steam inlet valve further and
Cargo Pumps gradually raise the speed up to the rated revolutions over a period
Steam inlet valve
of 5 minutes.
Manufacturer: Shinko Industries Ltd Exhaust valve
Type: Steam turbine driven vertical centrifugal pump h) Confirm that the emergency trip mechanism on the cargo console
Steam supply pipelines.
No. of sets : 3 in the ship’s control centre is functional. Reset the trip, ensuring
Capacity: 5,500m3/h h) Open the exhaust valve on each turbine and the ballast pump that the turbine is fully stopped and the speed setting is at
Model (Pump): KV 500-2 turbine. minimum. Restart the pump.
(Turbine): RVR-2
Speed (Pump): 1,080 rpm i) Reset all trips by using the reset knob on the trip casing. i) When the pump reaches its minimum operating speed, control can
(Turbine): 7,177 rpm be transferred to the cargo console.
Rating: 2,680kW j) Ensure the governor is set to minimum speed setting.
Stopping
General k) Supply the sealing steam to each turbine gland by opening the
sealing steam valve gradually, until a sealing steam pressure of a) Decrease the turbine speed gradually.
The main cargo pump system consists of three vertical centrifugal single stage 0.3 kg/cm2 is reached.
cargo pumps. They are situated at the bottom of the pump room and are driven b) Close the steam inlet valve.
by a three stage impulse steam turbine and intermediate shaft passing into the l) The duty cargo officer is to:
pump room through a bulkhead gland. The pumps are each equipped with an c) Stopping is possible by operating either the remote stop or the
automatic unloading system. Close the pump discharge valve hand trip on the turbine.
Procedure for the Operation of Cargo Pumps Open the pump and line suction valves fully d) When speed decreases and oil pressure falls below 0.45 kg/cm2
Vent the pump volute casing until liquid appears the priming LO pump starts automatically, keeping the oil
Pre-Operation Checks pressure above 0.3 kg/cm2.
m) Open the steam inlet valve slightly to warm through the turbine
a) Notify the duty engineer of cargo pump requirements. but not enough to start the turbine rotating. e) Shut off the cooling water to the LO cooler.
b) Check, by opening the drain valve or removing the plug, for water Allow enough time for the turbine to warm up before proceeding to the next f) When the turbine has stopped, close the exhaust valve and open
in the LO sump, Woodward governor and the oil strainer. stage. all drain valves on the turbine.
c) Check the oil level in the sight glass of the LO sump and the Starting g) Keep the priming LO pump in operation for at least 5 minutes
governor. after stopping the turbine, in order to protect the bearings from
a) Close all drain valves. overheating. After stopping the priming LO pump, confirm that
d) Start the priming LO pump to anutomatic and confirm the oil the turbine bearing temperature does not rise above 80°C.
pressure registers above 0.3 kg/cm2. b) Open the steam inlet valve very gradually and start the turbine
rotating, keeping its speed at 100 to 200 rpm. Maintain this h) Close the pump discharge valve.
e) Open the cooling water valves for the LO cooler. (Cooling water condition for 20 minutes in order to warm up the turbine.
is adjusted by throttling the cooling water outlet valve so that the i) Close the pump suction valves.
temperature of the LO supplied is kept between 20°C and 45°C c) When the discharge pressure rises, open the pump discharge valve
during operation of the turbine.) gradually.
f) Confirm all related systems, such as the vacuum condenser and d) Check that there is no abnormal noise or vibration in the turbine
sea water systems and the condensate systems, are ready for and the reduction gear.
operation.
e) If an abnormal state is noticed, stop the turbine immediately and
g) Open the drain valves on thefollowing: investigate.

Illustration 2.3.1b Main Cargo Pump Characteristic Curves
Characteristic Curve: Data From Sea Water as Pumping Fluid Steam Consumption Curve
90
200 80 30
180 70
Total Head 160 60

(m)
140 50
Efficiency % 20.78
120 40
100 30 20
20
10 Steam Consumption
(ton/h)
0
3,000 10
Shaft Horse
2,000 8
Power (kW)
1,000 6
NPSH (m)
0 4
0
1,000 2,000 3,000 4,000 5,000 6,000 7,000 1,000 2,000 3,000
Capacity m3/h Output Power (kW) 2,679
NPSH (m) Normal Operations

Shaft Horse Power (kW) Power: 2,679 kW
Total Head (m) Pump Efficiency: 86%
Efficiency (%) NPSH: 4.2m
Capacity: 5,500 m3/h

Emergency Stopping g) Resets for trip and alarm functions are provided at the turbine Stripping Pump
side.
Local stopping General
h) A three-way cock remote stop is fitted at each manifold which The stripping pump is an electrically driven, two spindle screw type pump,
Pull the hand trip knob so that the spindle moves outward and the governor stops all pumps. controlled from the cargo console in the ship’s control centre (SCC).
valve closes through activation of the trip mechanism causing the turbine to
stop. i) A three-way cock remote stop is provided for each cargo pump, The stripping pump can be used to drain the cargo lines and the pump room
within the pump room. bilges to the starboard slop tank, to overboard via the ODME or to shore via
Remote stopping the 150mm line (Marpol line). This connects to the manifolds outboard of the
j) An emergency stop is provided at the turbine side. manifold valves.
Push the remote stop switch provided at the remote stop stations so that the trip
mechanism activates to close the governor valve and stop the turbine. CAUTION ! Operation
The manufacturer’s casing temperature set point of 80ºC will be suitable
Resetting the Emergency Trip for cargoes of all temperatures, but if a non-heated cargo is carried, it is a) Check the pump gearbox oil level, top up as required with the
advisable to reduce the set point to some 20ºC above the ambient cargo correct grade of oil.
Before resetting the emergency trip, ensure the following conditions are temperature. This will give early warning of system abnormalities and b) Set the pipeline for the operation required. Open the pump
fulfilled: lessen the likelihood of damage to the pump seals. discharge valve.
i) The pump is at the minimum load, i.e. the pump discharge valve 2.3.2 Stripping Pump and Eductors c) Inform the enngine room that the pump is to be started. Start the
is fully closed. pump on low speed. Before the pump can be changed to high
Stripping Pump speed mode, the pump must be stopped and allowed to run down
ii) The governor speed setting is at the minimum speed. to stop.
No. of sets: 1
iii) The turbine steam inlet valve is fully closed and the turbine is The pump is fitted with an integral pressure relief valve which is set to operate
Manufacturer: Naniwa Pump Manufacturing Co.
stopped. at 10% above the working pressure. It is advisable, however, when starting the
Model: AHSV-150/084
pump to open the pump bypass valves OP275 and OP268. When the pump is
Type: Two speed electrically driven, vertical two
Operation of the Remote Control Systems at full speed, the bypass valve can be closed.
spindle screw
Speed: 1,750/1,150 Instrumentation
a) Open the pump suction, discharge and tank suction valves. Capacity: 125/65 m3/h at 150 mth
Indication of suction pressure and discharge pressure are available in the SCC
b) The warm up, start and final stop of the turbine is carried out at Crude Oil Stripping Eductors and in the ECR.
the turbine side.
No. of sets: 2 Eductors
c) The cargo pumps are run up to minimum speed by the duty Manufacturer: Teamtec
engineer. When this speed is reached the running light on the Operation
Capacity: 620 m3/h at 150 mth
control panel will illuminate. The pump is now available for Driving fluid: 1,075 m3/h at 12 kg/cm2 a) Supply driving fluid to the eductor.
control from the control panel. The speed can be controlled using
the govenor speed control lever. The speed of the pump can be Water Ballast Stripping Eductors b) When the required pressure is reached open the suction valve.
controlled within 60% - 100% of the rated speed.
No. of sets : 2 (Note ! If the driving fluid pressure is too low, fluid may flow back to the tank
d) Lamps are fitted for indication of an alarm or trip condition. The Manufacturer: Teamtec via an open suction valve.)
actual trip or alarm condition is indicated on the control panel at Capacity: 200 m3/h
the turbine side. Driving Water: 1,040 m3/h at 3.5 kg/cm2
e) Indication is given on the control panel of pump speed, discharge Bosun’s Store/Chain Locker/Void Space Bilge Eductor
pressure and suction pressure.
No. of sets : 1
f) The pump is normally stopped by reducing the speed to minimum Capacity: 5 m3/h
setting and pressing the STOP button on the cargo console control Driving water: 6.5 kg/cm2
panel.

Illustration 2.3.3a Automatic Cargo Stripping System
Key
OP254
Fresh Water Ship's Control Centre
C30 No. 1
Cargo Oil
OP256 OP255 No. 3 AUS No. 2 AUS No. 1 AUS
OP253 To No.2 Cargo Vapour FINISH FINISH FINISH
LOW SEP LVL LOW SEP LVL LOW SEP LVL
Pump Room Entrance Vacuum Unit OF STRIP OF STRIP OF STRIP
OP257 Valve Normally Closed
To No.3
OP252
Vacuum Unit
Level Gauge
VLV POSITION VLV POSITION VLV POSITION
& SEP LVL & SEP LVL & SEP LVL
OD341
OD340 C6 Engine Room
OD335 Sealing PI
C2
Fresh
Water C17 C16 No.1 No.1
Vacuum Motor
Pump VACUUM VACUUM VACUUM
OP258
OP259
OP260
Seal SOURCE DC SOURCE AC

C43 Fresh OFF ON OFF ON
C109
Water DRAIN TANK DRAIN TANK
LEVEL HIGH LEVEL
C35
C20
PI GEV GEV GEV

ccc CLOSE NOR CLOSE NOR CLOSE NOR
To Discharge
Manifold
AFTER STRIP AFTER STRIP AFTER STRIP

DISCH VLV COP COP DISCH VLV COP COP DISCH VLV COP COP
CLOSE OPEN STOP RUN CLOSE OPEN STOP RUN CLOSE OPEN STOP RUN
Pump Room
To COW Line
OP280 and ODME + - + - + -
Starboard OP279
Slop Tank Indicator Signal
OP278 Valve Control OP250
to Cargo Console
Signal OP248
A8 A1 OP246 OP251
LP DISCH VLV AUTO FINISH DISCH VLV AUTO FINISH DISCH VLV AUTO FINISH
OP249 MAN AUTO OFF ON MAN AUTO OFF ON MAN AUTO OFF ON
OP247
A9 No.1 OP230 OP285
Separator OP229 OP284 OP244
OP228 OP283 B1 OP242
A3
OP240
A12 A20 No.3 VP VP RELIEF No.2 VP VP RELIEF No.1 VP VP RELIEF
STOP OFF STOP OFF STOP OFF
A11
START AUT No.2 No.1 START AUT No.3 No.1 START AUT No.3 No.2
Adjustment
LP
Test/
A13 A17 OP239

PI
H1 A10 OP237
Drain Tank
Oil and Water No.1 OP235
2m3 Cargo Oil VP & GEV VP & GEV VP & GEV
INTER LOCK INTER LOCK INTER LOCK
OP223 Pump RESET RESET RESET
HP
OP221
OP219 Drain
OP227 OP233
To Stripping OP226 OP232
Pump OP225 OP231
OP264

2.3.3 Automatic Cargo Stripping System The discharge control valve (B1) is a butterfly type valve driven by a Operating Procedure
pneumatic cylinder and controls the pump capacity. The valve is controlled
Manufacturer: Shinko Industries Ltd remotely either by the automatic control signal from the level transmitter (A3) Setting Up the System for Automatic Stripping
Model: AUS 5022-3 on the separator, or by the manual control signal from the manual loader on the
control panel in the ship’s control centre. The selector switch is used to select a) Ensure that there is sufficient water in the vacuum unit sealing
automatic or manual control of the discharge valve. Three-way cocks are tank. The level can be topped up by opening valve C17.
Introduction
situated locally to enable the discharge valve to be opened in an emergency. b) Set the discharge valve AUTO/MANUAL switch to AUTO. The
The automatic cargo stripping system is provided to improve the efficiency of discharge valve will now be controlled by the separator level
stripping the cargo oil tanks. It utilises the cargo oil pumps to complete the A valve position gauge on the cargo control console indicates the position of transmitter.
stripping operation which reduces unloading time. The operation is fully this valve.
automated. c) Set the automatic unloading system (AUTO FINISH) ON/OFF
Vacuum Pump Unit (C2) and Vacuum Pumps selector to ON. This will cause the vacuum pump to stop and the
The basic principle of the system is to automatically prevent the suction of gas gas extraction valve to close when the FINISH OF STRIP lamp
into the pump, thus enabling the cargo oil pump to complete the discharge Manufacturer: Shinko Industries Ltd. flashes and the buzzer sounds.
without using a conventional small capacity reciprocating pump. Model: NSW 100
Capacity: 630 m3/h d) Set the gas extraction valve close/normal selector (GEV) to NOR.
Maximum vacuum: 550 mm Hg This will allow the gas extraction valve to operate automatically.
The gas drawn in from the bellmouth tank suction and the cargo oil vapour No. of pumps 3
produced in the suction line are separated from the cargo oil in the separator, e) Set the after strip COP STOP/COP RUN selector to STOP for the
on the suction side of the cargo oil pump. The gases gather at the top of the The vacuum pumps are horizontal water ring type, driven by an electric motor selected cargo pumps. This will cause the cargo pump to stop
separator from where they are extracted by the vacuum pump system. through an intermediate shaft which passes through the bulkhead from the (AUTO FINISH ON/OFF selector must be switched to ON),
engine room. The pumps extract the gas from the top of the separators (A1) when the FINISH OF STRIP lamp flashes and the buzzer sounds.
When a large volume of gas enters the separator during the stripping stage, the and discharges it to the starboard slop tank. The pumps (C2) are automatically
liquid level in the separator drops. This would normally cause the pump to lose started and stopped by a pressure switch which is operated by the pneumatic f) Set the vacuum pump switches (No.1 VP, No.2 VP and No.3 VP)
suction and stop pumping. To prevent this condition, the opening of the signal from the level transmitter (A3). The pumps can also be started and to AUTO. This allows the vacuum pump to be available as
discharge valve of the cargo oil pump is controlled in proportion to the liquid stopped by means of the control switch on the control panel in the ship’s required.
control centre.
level of the separator and adjusts the flow rate accordingly. The lower the
liquid level falls, the more the discharge valve closes. If the liquid level falls g) Set the SOURCE AC and SOURCE DC switches to ON.
Each pump is equipped with a screw-down non-return suction valve (C16) to
below the minimum set value, the discharge valve closes fully. prevent sealing water and gases from flowing back to the gas extraction line. The VP RELIEF switch can be used in the event of one of the vacuum pumps
The sealing water tank (C6) separates the gas from the sealing water and acts
Component Description becoming unusable. It is used to relieve the use of the unusable pump to either
as a reservoir for the supply of sealing water to the vacuum pumps.
of the remaining vacuum pumps. This switch is normally set in the OFF
Separator (A1) Gas Extraction Valve (C30) position.
No. of sets : 3 No. of sets : 3 While the liquid level in the cargo oil tank is above 70% of the separator level
Manufacturer: Shinko Industries Ltd. the automatic unloading system is not required.
The gas extraction valve (C30) is a pneumatically operated piston type valve.
Volume : 4.86m2 This is installed in the gas extraction line leading from the top of the separator As the tank level falls, the suction pressure also falls and approaches the
(A1), and is opened and closed by a solenoid valve controlled through a vapour pressure of the liquid being pumped. Part of the liquid will turn to
The separator is a tank on the suction side of the cargo oil pump. It contains an pressure switch, which is operated from the level transmitter (A3).
integrated lattice screen (A20), which assists in the separation of the gas from vapour and accumulate at the top of the separator (A1) and, as a result, the
the liquid and protects the pump from damage by ingress of debris. The gas separator level begins to fall.
This valve opens when the separator level is less than 30% and closes when it
collects at the top where it is extracted by the vacuum pump (C2). A level returns to 70% or more.
transmitter (A3) is mounted on the side of the separator. The transmitter When the separator level falls below 50%, a pressure switch is actuated by the
converts the liquid level to a pneumatic signal which controls the discharge Drain Tank (H1) pneumatic signal from the level transmitter (A3) and the vacuum pump (C2)
valve (B1), vacuum pump (C2) and gas extraction valve (C30). starts. At the same time the gas extraction valve (C30) opens and the discharge
Any liquid (fresh water or cargo oil) which overflows or is drained down from valve (B1) is throttled in by a corresponding amount.
the vacuum pump unit is stored in this tank which is emptied by the stripping
Discharge Control Valve (B1) pump via non-return valve OP264. The level in this tank is indicated on the
control panel in the ship’s control centre. The drain tank has a capacity of 2m3.
No. of sets : 3
Type : Pneumatically operated, non-tight butterfly valve

AUS Stripping System Control Panel

The vacuum pump extracts the gases and the separator level rises. When the CAUTION !
separator level recovers above 70%, the gas extraction valve (C30) closes, and Running the pump in the manual condition may result in the pump
20 seconds later, the vacuum pump stops. The discharge valve (B1) then opens. running dry, or running with the discharge valve closed longer than the
As the tank level falls further towards the bottom of the tank, turbulence occurs manufacturer’s recommendation, resulting in serious damage to the pump
around the suction pipe and gas begins to be drawn into the bellmouth of the and mechanical seals.
tank suction. This gas is separated in the same manner as previously described.
When the tank level falls further, the liquid surface around the bellmouth,
becomes violently disturbed and a large volume of gas can be sucked from the
bottom of the bellmouth. Under these conditions the level of liquid in the
separator falls to a level where the signal air pressure, from the level
transmitter, causes the discharge valve to close and decrease the flow. The
speed of liquid flowing into the bellmouth decreases and the disturbance
around the bellmouth also decreases, thus the amount of gas being drawn into
the bellmouth decreases.
When the volume of gas being drawn in to the bellmouth becomes less than the
extraction capacity of the vacuum pump, the separator level begins to rise and
at the same time the discharge valve begins to open gradually and the pump
discharge flow begins to increase.
This cycle will repeat until the discharge valve is opening only slightly while
the amount of gas drawn in is increasing. When the separator level falls to
below 5%, the red lamp LOW SEP LVL, on the control panel lights up, AUS Stripping System Gas Extraction Valves
showing that unloading has reached the stripping stage.
As the stripping of the cargo oil tank advances, even though the vacuum pump
is running continuously, the level in the separator does not rise. As a result the
discharge valve remains closed most of the time.
When the LOW SEPARATOR LEVEL lamp has remained on for three
minutes the red lamp COMPLETION OF STRIPPING flashes and the buzzer
sounds, signifying completion of discharge.
If the COP STOP/RUN selector switch has been set at COP STOP, then the
cargo pump will stop automatically at this stage. However, if the switch has
been set to COP RUN, then the cargo pump will continue to run. If the residual
liquid appears to warrant more stripping it is possible to control the pump and
the discharge valve manually, in which case set the AUTO FINISH ON/OFF AUS Stripping System Vacuum Pumps
selector to OFF to release the trip condition of the vacuum pump and the gas
extraction valve. This operation will allow the vacuum pump and gas
extraction valve to return to automatic control if conditions warrant it. When it
can be judged that there is no advantage in operating the pump continuously,
the pump can be stopped manually.
AUS Stripping System Drain Tank

Illustration 2.3.5a Pressure/Vacuum Valve
High Velocity Pressure

Pressure/Vacuum Valve Disc
Pressure
Disc Seat
Weight
Vacuum
Disc
Flame Screen
Lift Cam
Lift Handle
Pressure
Disc
Pressure
Disc Seat
Check Lift Arm
Weight
Vacuum Disc
Vacuum Disc Seat
Check Lift Arm
Flame Screen
Atmosphere Flow
Check Lift Arm

Lift Handle

2.3.4 Cargo Valves 2.3.5 Pressure/Vacuum (PV) Valves
All the principal cargo valves are operated from illuminated pushbuttons on the Main Cargo Tanks
cargo control console mimic panel. These pushbuttons supply electrical power Maker: Pres Vac Engineering A/S
to pilot valves which direct oil from the cargo valve hydraulic system to one Model: HS-IMO2 DN250
side or the other of the operating piston of the valve to be opened or closed. No. of sets: 17
Operating pressure:
Wafer type butterfly valves are generally used throughout, with lugged type Over Pressure: 14kPa gauge
butterfly valves used for ship side valves and manifold connections. All Vacuum: 3.5kPa gauge
manually operated valves are supplied with a manual indicator.
Deck Dump Tank
The main discharge valve of each cargo oil pump and the cargo tank stripping Maker: Pres Vac Engineering A/S
valves are operated by rotary three position switches and can be stopped at any Model: HS-IMO2 DN80
position between fully open and fully closed. A position indicator of these No. of sets: 1
valves is provided on the cargo console mimic panel next to the respective Operating pressure:
valve control. Over Pressure: 14kPa gauge
Vacuum: 3.5kPa gauge
Hydraulic pipes are led directly to each valve from the respective solenoid
valve cabinet. In the case of a solenoid control power failure of the valve, it is
possible to operate the valves by manually operating the respective pushbutton Combined PV valves are fitted to each cargo oil, slop and the deck dump tank.
on the solenoid rack. For emergency use, three portable hydraulic hand pumps The purpose of the PV valve is to provide automatic control of pressure dif-
are supplied. ferentials during cargo operations and during the voyage.
The following valves have a throttling function with an intermediate position As per SOLAS requirements, both the pressure and vacuum valves must be
indicator and can be stopped at any position between open and closed: tested before the commencement of cargo operations. Correct check lifting of
the pressure relief valve is accomplished by turning the check lift handle from
Ballast pump discharge valves
the vertical position to the upper position and back again. Check lifting of the
Cargo tank stripping suction valves vacuum valve is accomplished by lifting the check lift lever from the lower
position to the upper position and back again. Both valves are self-closing
Cargo pump discharge valves
when in the properly maintained condition.
Slop tank suction valves
Fore peak tank remote suction
The intermediate position valve control switches are kept in the neutral
position after use. Other remotely operated valves have only fully open or
closed functions with open/closed indication.
Cargo Tank Pressure/Vacuum Valve

Key
Illustration 2.4.1a Inert Gas System - Deck
Inert Gas
From IG IG39 Sea Water

System
Vapour Emission Shore Connection Vent Mast Riser
IG35
IG47
To Cargo Oil
Line PV Valve
IG38 IG37 IG36 DD336
IG46 IG44 Pressure/Vacuum Breaker

Spill Tank IG17 IG15
(Port)
Deck
Water
Seal
No.5 W.B.T. (P & S) No.4 W.B.T. (P & S) No.3 W.B.T. (P & S) No. 2 W.B.T. (P & S) No.1 W.B.T. (P & S)
Slop Tank (Port) No.5 C.O.T. (P & S) No.4 C.O.T. (P & S) No.3 C.O.T. (P & S) No.2 C.O.T. (P & S) No.1 C.O.T. (P & S)
LS
To Transmitter Panel
IG31 IG27 IG22 IG12 IG08 IG Flexible Hose IG02
Deck Seal
SW Supply IG40 Void
IG10 No.2 Centre No.1 Centre
Vent
IG29 IG25 C.O.T. IG05 C.O.T.
HC40 No.5 Ctr. No.4 Centre Riser
C.O.T. C.O.T. IG20
HC20 IG41 No.3 Centre IG49
C.O.T.
Steam
Return
Steam
Supply BA023 IG42 IG24 IG19 IG09 IG04 IG01
IG34
IG24
IG48 IG21
Upper Deck
Void
Pump Room IG14
IG To IG30 IG26 IG11 IG06
Deck
Dump IG32 IG28 IG23 IG13 IG07 IG03
Tank
IG to Water Ballast
Line
Slop Tank (Starboard)
Spill Tank
(Stb'd)
IG18 IG16
IG47 IG45
Issue: 1 2.4 Inert Gas System - Page 1 of 6

2.4 Inert Gas System However, during low boiler load operation, the oxygen content of the boiler The deck water seal is of the displacement type. The water inside the inner
exhaust gas will tend to rise, due to the higher excess air required for good chamber is displaced into the outer chamber by the IG pressure during
System Descriptions combustion. operation. In the event of a loss of gas pressure, the water immediately falls
General WARNING back and closes the seal, thereby preventing any back-flow of cargo gases.
When running with the boiler on a low load, the flue gas blower may draw
Maker: Permea air down the boiler funnel uptake resulting in an out of range O2 accept- Any back pressure from the cargo tank area will induce an overpressure in the
Type: Flue gas system ability. reservoir chamber above the water level and force water into the centre tube.
Capacity: 20,630 m3/h at 400mm WG and 25°C at the deck water seal The water level in the centre tube will rise and thus prevent gas from leaking
The system consists of the following components: past the seal.
The inert gas system (IGS) consists of a main inert gas plant, using boiler flue
gas and an independent topping up inert gas plant generator, to provide a gas Scrubber The deck water seal is equipped with a steam heating coil for use in cold
explosion protection system for the cargo oil tanks and slop tanks. This is No. of sets: 1 weather conditions. An externally mounted gauge glass is provided, enabling
achieved by maintaining a slight overpressure in the tanks at all times. Maker: Permea the level in the water seal to be checked. A pressure switch, fitted in the sea
water supply line, initiates a low pressure alarm and shuts down the the IG
Whilst discharging the cargo, liquid pumped out of the tanks is replaced by The scrubber is of the tower type and consists of inlet water seal tanks, tower plant in the event of of a water supply failure. A low level alarm float switch
inert gas. At all times, pressure of the inert gas in the tanks is maintained elements and spray nozzles. is fitted to the deck seal chamber. Over filling of the deck water seal is
slightly above atmospheric pressure. prevented by a weir and overboard discharge.
Hot gas, drawn from the boiler uptake, is cooled by sea water sprayed from a
The IG used on this vessel is produced either by a conventional flue gas plant, single nozzle into the gas flow, causing a rapid drop in the temperature of the gas. When the plant is operating and IG is admitted to the deck distribution system,
which cools and cleans exhaust gas from the boiler uptake, or by an The gas passes into the scrubber via a central tube venturi which facilitates the the pressure from the blowers will force the contents of the centre tube into the
independent topping up generator system, which burns marine diesel oil at a removal of the soot particles. At the lower end of the venturi the gas is passed reservoir, letting the gas flow freely through the top part of the reservoir
very low excess air setting. The resulting exhaust gas is cooled and cleaned through a water seal into the base of the scrubber tower, it is then drawn upwards chamber.
before being fed into the cargo tanks. through a packed bed of polypropylene pall rings, against a downflow of sea
water sprayed from four nozzles positioned above the packed bed. The pall rings Pressure/Vacuum Breakers
The main system is designed to maintain a positive tank pressure of 400 mm provide a large surface area between the gas and the water, an essential feature for
WG, with a tank O2 content of 5% maximum. the effective absorption of sulphur dioxide. The clean cool gas then passes Opening pressure: 1,890 mm WG
through a mesh demister in the top of the scrubber tower, which effectively Opening vacuum: -630 mm WG
The system is used during: prevents water droplets from being carried over with the outlet gas flow. Liquid quantity: 477 litres (fresh water)
Capacity: 20,630 m3/h
Cargo oil unloading An independent cooling sea water supply pump supplies the scrubber.
Hydrocarbon gas purging Emergency cooling water can be provided from a crossover with the fire, GS A pressure/vacuum breaker is fitted to a branch off the main IG line on deck,
service pump. The water from the scrubber is discharged overboard. with the purpose of safeguarding against over or under pressurisation of the
Tank cleaning cargo tanks. Under normal conditions it is filled with fresh water, but should
Inert Gas Fans cold or freezing conditions be expected, i.e. temperatures lower than 10°C,
2.4.1 Main Inert Gas System
No. of sets: 2 then 20% of the water should be replaced by glycol or other suitable antifreeze
The flue gas from the boiler uptakes is led into the plant, then cooled and Maker: Flebu Ticon additive.
cleaned. The gas is then distributed by the fans to the cargo oil, slop tanks and Type: Centrifugal single stage
deck dump tank via a deck water seal and distribution piping. The system is Flue Gas Isolating Valves
used to purge the ullage spaces in the cargo oil tanks of hydrocarbon gases and Two electrically driven IG fans are supplied. One is capable of delivering
100% of the plant capacity and one 50%. They draw the gas from the boiler One valve is mounted close to each boiler uptake duct. Soot cleaning nozzles
replace them with an inert gas, keeping the oxygen content below 4% by
uptakes, through the scrubber and deliver to the deck distribution system with are provided on the boiler side of each uptake valve. Double acting cylinders,
volume.
sufficient overpressure to form a high velocity gas jet at the inlet to the cargo controlled by solenoid valves, pneumatically operate the valves.
When the boilers are operating efficiently, the composition of the IG by tanks. The each blower casing is provided with water spray nozzles and a
drain. As the flue gas isolating valves are subject to high temperature variations they
volume should be:
are therefore non-tight in the shut position. Gas leakage into the system is
Carbon dioxide (CO2) 13.5 % Deck Water Seal prevented by the automatic provision of an air sealing from the boiler FD fan
No. of sets: 1 when the flue gas system is shut down and the boiler is operating. The flue gas
Oxygen (O2) 5%
Maker: Permea isolating valves are also equipped with steam cleaning.
Sulphur dioxide (SO2) 150 ppm Type: Displacement
Nitrogen (N2) Balance Sealing height: 2,400 mm WG

To Atmosphere
Illustration 2.4.1b Inert Gas System - Engine Room
From No.1 Boiler
I-3V FD Fan Duct Fresh
Port Auxiliary
Boiler Gas Air Intake With
Uptake Smoke From No.2 Boiler Limit Switch LS
1.59 I-4V
Indicator FD Fan Duct
LS
From Fresh Water 3.45B
Hydrophore Unit
PI I-13V
1.30A TI LS
I-1V
LS TS PS PX PI 3.47
PI TI LS
6V PS IG35
Blower A
3.35A 3.45A
100% IG47
3.31
Steam For IG38 IG37 IG36 DD336
Uptake Valve To Cargo Oil
Sootblowing 2.34 Flue Gas I-14V Main Line
PI Scrubber LS
PI
To Funnel
Smoke Top
Blower B To IG
Starboard Indicator 3.35B Deck BA023 IG42
50% Main
Auxiliary Boiler LS I-15V Water IG34
Gas Uptake Seal
I-2V LS To Ballast
LG
I-15V System
PI
LS
LS Lower Grating In
1.30B
Pump Room
5V
Air Line 3.65B
PX
TS PS
37V IG40
PS PI TE PI LS
TI
TI 3.65A
Top Up IG41
Emergency Supply Generator Fuel Pump PS
From the Bilge, Fire (35kg/h at 128bar) Top Up
and GS Main Hydraulic Deck Stand HC20
Generator
PI PS (3rd Deck)
Scrubber Steam
Return
9V Steam
Supply
52V 54V 56V LS

Top Up
Generator
Vacuum Pump
Blower Unit
PI PI PI 16V
I-10V
CI CI CI 17V
12V PS
Scrubber No.2 Deck No.1 Deck Key
Pump Water Seal Water Seal
(310 m3/h) Pump (9m3/h) Pump (9m3/h) I-11V
Condensate Saturated Steam
51V 53V 55V
Inert Gas Air
Sea Water Boiler Exhaust Gas

Sea Water Connection Cross Main
Hydraulic Oil

Gas Regulating and Recirculation Valves Operation of Main System directed to the deck IG main by pressing the DELIVERY TO
DECK pushbutton on the main panel. If required, the gas flow can
Butterfly control valves operated by pneumatic actuators, control the flow The flue gas system main control panel is situated in the ship’s control centre. be returned to the recirculatory mode by depressing the
through the system. During the blower start-up period the valves are held in the On the front of the panel the system is represented in the form of a mimic DELIVERY TO RECIRC pushbutton.
closed position, with the recirculating valve in the open position. When the diagram, with appropriate indications and pushbuttons for starting/stopping the
DELIVERY TO DECK pushbutton on the main panel is activated, the gas deck seal pumps, scrubber pump, IG blowers, selection of boiler uptake, mode i) Adjust the deck pressure controller, situated on the main control
regulating valve will open and the recirculating valve will close. selection, delivery to deck or recirculation, plus alarm stop and acknowledge- panel, to the desired pressure (between the high/low alarm limits
ment. The panel also contains a two pen recorder/indicator unit. of 200/800 mmWG).
Oxygen Analyser
A sub-panel in the engine control room contains pushbuttons, used for starting Stopping
Maker: Permea and stopping the supply of gas to the deck main line. The system is represented
Model: G1010 in the form of a mimic diagram with indicators and LEDs. a) On completion of inerting, select the DELIVERY TO RECIRC
button. The water washing hose is now connected to the IG
It is of the utmost importance that the oxygen content of the IG is kept below A sub-panel on the bridge contains indication for inert gas pressure, oxygen blower and the washing drain valve opened. When the stop signal
5% by volume. A fixed oxygen analyser is installed, which samples the inert content and alarm indicators. is pressed for the IG blower, the water washing of the impeller
gas after it has passed through the blowers. should commence during the run down period. Leave the scrubber
Procedure for Operating the Main (Flue Gas) Inert Gas System pump running for 20 minutes before manually stopping it.
A portable oxygen analyser and two portable hydrocarbon gas analysers are
also supplied. Starting b) Close the deck main isolator valve.
Recorder The deck seal is constantly supplied with sea water by one of the supply Deck Main Pressure Control
pumps.
Maker: ABB Kent Taylor The pressure in the deck IG main is regulated by the deck pressure controller
Model: Commander PR-100 a) Set up the deck distribution system for the operation to be carried out. located on the main panel. The controller compares the set pressure with the
actual pressure obtained from a pressure transmitter located in the deck main
A two pen strip chart recorder continuously charts the O2 content and the deck b) Switch the mode AIR/FLUE/TUG selector, situated on the main and adjusts the gas regulating and recirculation valves to maintain a flow
IG main pressure. Deck pressure low and O2 content high alarm limits are panel, to the FLUE position. through the system and prevent the fans overheating accordingly. The gas
preset at the two pen recorder. Incorporated in the unit is a digital display regulating valve is fitted with manual emergency operation.
showing the O2 reading (A1) and IG main pressure (A2). c) Manually operate the steam soot blowing before the uptake valve
to clean the line. Gas Freeing
2.4.2 Inert Gas Topping Up Generator
d) Ensure that the CO2 (carbon dioxide) content of the flue gas from The plant is used for purging the cargo tanks with fresh air during gas freeing
Maker: Permea the boiler is in excess of 13% and that the O2 (oxygen) content is operations as follows:
Type: MPG 400 lower than 5%.
Capacity: 500 Nm3/h a) Set up the deck distribution system for the operation to be carried
Consumption: 40kg/h at design capacity and 3.5% O2 e) Open the scrubber sea water supply valve isolator to the scrubber out and remove the blank from the air inlet goose neck. Any cargo
tower half way, then start the sea water scrubber pump. Adjust the tank that is not to be gas freed must first be positively isolated
The topping up generator forms a supplement to the flue gas system for repres- isolating valve until a pressure of 1 bar is indicated on the local with its spectacle blank swung into the closed position.
surising the cargo tanks when flue gas is not available, such as during the pressure gauge.
loaded passage, when a drop in pressure is experienced due to leaking tank b) Switch the mode AIR/FLUE/TUG selector switch, situated on the
hatches or temperature variations. f) Check that the two pen recorder is functioning correctly and that main panel, to the AIR position.
there is sufficient chart available.
Diesel oil is burned in the combustion chamber, with a low excess air setting c) Adjust the deck pressure controller to approximately 700mmWG.
and the resulting exhaust gas led into a scrubber unit. Here the gas is cleaned g) Start the IG blower ‘A’ (100% capacity) from either the local
and cooled. The inert gas is then delivered to the IG main through TUG main starter or from the main control panel. d) Start the IG blower(s) from either the local starter or from the
control valve 3.65A. Excess gas is vented to atmosphere depending on require- main control panel.
ments. With large deck demands the atmosphere control valve will be shut and h) The IG is now being recirculated back to the scrubber via valve
all the inert gas led to the deck IG main. Conversely all gas will be vented to 3.45B. When the IG is within parameters, the READY FOR Fresh air will now be delivered to the deck supply line in the same manner as
atmosphere when the deck pressure has reached its set point value. DELIVERY TO DECK indicator light is lit. IG can now be inert gas.

To Atmosphere Discharge From To Atmosphere

3.43 100% IG Blower 3.65B
Return to Uptake
3.45B
TUG Discharge
To Deck 3.65A
Discharge From
50% IG Blower IG Plant Discharge
To Deck 3.45A
IG Distrabution Manifold in Engine Room Casing IG Topping Up Generator

Procedure for the Operation of the Topping Up Generator (TUG) Stopping - Automatic Low sea water supply pressure in deck seal 1.0 bar
Low sea water supply pressure in TUG 1.0 bar
Starting of the TUG is done from the local panel. The local panel contains the The generator stops when activated by the high pressure signal from the inert
programmable controller, which takes care of the start, stop and alarm gas main. The system will revert to the purge mode and shut down. The IG after blower(s) temperature 70°C
functions and the running mode. On the front of the panel the system is blower will continue to run for a cooling down period. After the cooldown Low pressure after blowers 250mmWG
represented in the form of a mimic diagram, with appropriate indications and period, the scrubber pump can be stopped.
pushbuttons. Low pressure scrubber TUG 400 mmWG
Deck Main Pressure Control High inert gas temperature TUG scrubber outlet 70°C
Starting - Automatic
Oxygen content high 6%
The deck main pressure is set by the potentiometer on the control console. The
a) Ensure the scrubber water supply pump suction and overboard
discharge valves are opened in the engine room. If the scrubber signal from this unit automatically controls the vent and capacity control
valves. The following conditions give indication in the alarm system and action where
water supply pump is unavailable, supply can be taken from the noted:
crossover onto the bilge fire and GS main via valve S-37V.
Control Systems High gas pressure in deck main line (vent to atmos. will open) 800 mmWG
b) Check the calibration of the oxygen analyser. Very low inert gas pressure in deck main (cargo pumps will stop) 100 mmWG
When the inert gas system is in use, the pneumatic control valve and the vent
c) Ensure that the deck main IG valve is opened. valve automatically control the pressure in the inert gas main. When the fan is Low inert gas pressure in the deck main line 200 mmWG
stopped, the control valve, uptake valves, purge valve and fan outlet valves High/low oxygen content (vent to atmosphere will open)
d) Open the control air supply valve A-16V to the TUG control close automatically. All the valves utilise instrument air as the control medium.
panel. Power failure/fault of oxygen analyser (vent to atmosphere will open)
The tank and inert gas main isolating valves are manually operated.
The wheelhouse sub-panel contains the following instrumentation:
e) Open the sea water isolating valve into the TUG. Due to the
relatively smaller capacity through the TUG, it may be necessary The manually operated valves in the system are fitted with micro switches, to Inert gas deck main pressure indication
to direct some of the flow through the main scrubber unit. provide indication of open/closed position on the mimic panel on the Oxygen content of inert gas indication
console.
f) Press the auto sequence START TUG pushbutton. Very low gas pressure in the deck main line alarm
Alarms and Trips
High low oxygen content alarm
g) Check that all air is evacuated from the cooling jacket outlet.
The following conditions give indication in the alarm system, and cause The inert gas generator has separate alarms and trips, which monitor the fuel
complete shut down of the plant and closure of all automatic valves (except the oil supply and combustion process.
After 17 seconds the blower will start. After receiving a running signal from effluent valve), including the sea water system:
the blower, the IG capacity control valve will begin regulation. After 50
Sea water pump stopped 2.4.3 Maintenance (Routine Maintenance in Operation only)
seconds the fuel oil pump will start and the ignition plug is activated. After
activation of the main burner, the gas will purge through the vent valve for 50 Low instrument air pressure 4.1 bar The use of the deck seal sea water supply pumps should be alternated on a
seconds. The sequence will lead IG to the IG main automatically when it is
High water level in scrubber regular basis.
within parameters.
Power failure to control system Check the calibration of the oxygen analyser before use.
h) The start sequence is indicated with lamps on the mimic diagram.
Emergency stop
The sootblower for the boiler uptake valve should be operated before opening
i) Adjust the combustion air until the desired oxygen content is The following conditions give indication in the alarm system and cause the the uptake valves. The manual steam valve to the required uptake valve should
reached. plant to stop operating, except for the sea water pump: be opened prior to operation.
Blower stopped
j) Check the temperatures and pressures for normal running The blowers should be water washed at shut down to prevent a build up of
conditions. Blower failure solids on the impeller. Prior to the operation the drain valve is opened and the
flexible hose is connected. When the blower motor receives the stop signal,
Flame failure on TUG
k) Check the airflow through the oxygen analyser unit. open the water supply to the blower while the fan is running down. On
Low sea water supply pressure in scrubber 0.7 bar completion, the fresh water valve is closed and the flexible hose disconnected.

2.5 Crude Oil Washing and Tank Cleaning System Crude Oil Stripping Eductors
2.5.1 System Description No of sets: 2

Maker: Teamtec
Particulars of the Tank Cleaning Machines Capacity: 620 m3/h at 150 mth
Driving fluid: 1,075 m3/h at 12 kg/cm2
No. of sets: 38 deck mounted + 5 submerged
Manufacturer: Toftejorg The vessel is provided with a separate 300mm COW/ tank cleaning line, with
Type: TZ 73 branches to each tank washing machine. Any cargo pump is capable of
Operating pressure: 10 bar supplying the drive fluid, whether oil or water.
Nozzle diameter: 2 x 23mm
Capacity: 96m3/h Stripping may be carried out using the stripping eductors, the automatic
Nozzle length; stripping system or the stripping pump.
Deck mounted machines: 348mm
Bottom mounted machines: 178mm There is no tank cleaning heater so, should hot washing be required, the slop
Time for one full washing cycle: 75 minutes tank heating coils are sufficient.
The Toftejorg TZ 73 tank washing machine is a dual nozzle, non-programma- The capacity of each cargo pump is adequate for supplying driving fluid to two
ble, turbine driven machine, driven by the cleaning media. The machine rotates eductors and tank cleaning machines for two cargo tanks. The suction capacity
360º in the horizontal plane and the nozzles 360º in the vertical plane which of the two eductors is in excess of 125% of the output of all the COW tank
produces a criss cross cleaning pattern. A series of four graduated cleaning cleaning machines in any two of the cargo oil tanks. During washing, no more
cycles offset these patterns ensuring full 360º cleaning in both planes. than two cargo tanks are to be washed at a time to enable the eductors to keep
the tank bottom almost dry.
The tank cleaning machines are fitted as follows :
The stripping pump can be used as well, but, by itself, will not keep two tanks
2 machines in each of Nos.1 to 5 wing cargo oil tanks almost dry.
1 machine in each of the slop tanks
2.5.2 Maintenance (Routine Maintenance in Operation only)
4 machines in No.1 centre cargo oil tank
3 machines in each of Nos.2 to 5 centre cargo oil tanks Deck and Bottom Mounted Machines
Additionally each of the centre tanks is fitted with a submerged type tank It is not intended for these machines be removed from the tanks unless there
cleaning machine at the after end. has been an actual mechanical failure. In the event of such a failure, a lifting
tripod, chain block and tools are provided and should be kept in good order.
No dedicated tank cleaning pump is fitted in this vessel. A main cargo oil pump Normal maintenance will consist of ensuring that the control units and turbine
is utilised as required. assemblies are properly greased and lubricated, the filters are clear, that the
machine is carrying out its programme and the stop valves are tight when not
Stripping Pump in operation.
No of sets: 1 It is recommended that one third of the machines be retracted from the tanks,
Maker: Naniwa Pump Manufacturing Co. inspected and, if necessary, overhauled each year on a rotational basis.
Model: AHSV-150/084
Type: Two speed electrically driven, vertical two As this type of machine is non-programmable, the operation of the machine
spindle screw can be verified by its sound pattern.
Speed: 1,750 / 1,150 rpm Stripping Pump
Capacity: 125 / 65 m3/h at 150 mth All other machines in the tank and in adjacent tanks should be shut off and the
operation of the machine in question verified.
Issue: 1 2.5 Crude Oil Washing and Tank Cleaning System - Page 1 of 1
Illustration 2.6.1a Cargo Valve Remote Control System
Key
Valve
Control Console Hydraulic Supply
Ships Control Centre
Hydraulic Return
Open/Close Operation Electrical Signal

Safe Area Electrical Signal
Open/Close Indication Bosun's Store
No.2 Solenoid
Valve Box No.1 Solenoid
Valve Box
95 Sets Flame Screen
Hydraulic Power Unit Room A Deck

23 Sets
Power
Pack Upper Deck
Upper Deck
OD337 OD338 H H
Slop
Engine Room Tank
(Port)
BA010 BA008 BA006 BA004
OT137 OT131 OT125 OT115 OT107
Pump Room OT144 OT138 OT132 OT126 OT116 OT108
OT139 OT133 OT127 OT117 OT102 OT101

BA029 BA019 BA012 OP268 OP271 OP243 OP242 OP220 OP207 OP265 OP206
OT147 OT148 OT140 OT134 OT128 OT118 OT112
BA030 BA020 BA013 OP273 OP249 OP248 OP219 OP212 OP293 OP205 BA002 BA001
OT145 OT146 OT121 OT122 OT109 OT111
Fore
BA031 BA021 BA014 OP274 OP241 OP240 OP217 OP224 OP201 OP292
OT149 OT142 Peak
OT119 OT120 OT110 OT104 OT103 Tank
OT143 OT135 OT129 OT123 OT113 OT105
BA035 BA027 BA018 OP276 OP266 OP245 OP244 OP222 OP211 OP203 OT150
OT141 OT136 OT130 OT124 OT114 OT106
BA028 OP277 OP269 OP251 OP250 OP221 OP210 OP202 Slop

Tank
(Starboard) BA011 BA005 BA003
BA009 BA007
Issue: 1 2.6 Hydraulic Systems - Page 1 of 6

2.6 Hydraulic Systems OT126, OT127, OT128, OT129, OT130, OT131, OT132, The power pack pumps are selected for lead/lag operation on the cargo control
console where the selected pump is under control of a pressure switch, which
OT133, OT134, OT135, OT136, OT137, OT138, OT139,
2.6.1 Cargo and Ballast Valve Hydrulic System starts the pump at 95kg/cm2 and stops the pump at 105kg/cm2.
OT140, OT141, OT142, OT143, OT144, OT145, OT146,
Introduction In the event of a high demand or the lead pump has failed to cut in, the standby
OT147, OT148, OT149.
pump will cut in at 90kg/cm2. Alarms for high and low hydraulic pressure
The main cargo oil valves and ballast valves are operated from the mimic panel Cargo pump room valves: (115kg/cm2 and 85kg/cm2 respectfully) and low level (50% of tank capacity)
on the cargo control console in the Ship’s Control Centre (SCC). The switches in the tank are provided on the cargo console. If the tank level falls to 45%
OP211, OP202, OP203, OP204, OP205, OP206, OP207,
on the mimic panel operate the solenoid valves contained in the solenoid valve capacity, No.1 hydraulic pump will be tripped; No.2 hydraulic pump will be
cabinets in the hydraulic power unit room on U deck starboard, and in the OP208, OP209, OP210, OP211, OP212, OP215, OP217, tripped at 25% capacity. No.2 power pack pump motor is fed from the
Bosun’s store forward. The solenoid valves direct hydraulic pressure, emergency switchboard (P-EM-18), both pump motors can be stopped from an
OP219, OP220, OP221, OP222, OP223, OP292, OP293, emergency stop switch box, button ‘B’, located in the fire station off the ship’s
generated by the hydraulic power pack, to open or close the hydraulic valves.
OP241, OP243, OP245, OP246, OP247, OP248, OP249, control centre.
The following are of the intermediate position control type valve:
OP250, OP251, OP265, OP266, OP268, OP269, OP271, Three portable hydraulic hand pumps are provided for use in an emergency.
The three main cargo pump discharge valves OP273, OP274, OP275, OP276, OP277. These can be connected into the supply lines to the valve activators in the
solenoid valve cabinets.
Cargo tank stripping suction valves Ballast valves in pump room
Ballast pump discharge valves BA011, BA012, BA013, BA014, BA016, BA018, BA019, Procedure for the Operation of the Cargo Valve Hydraulic Power Pack
Fore peak ballast tank suction isolating valve, BA002. BA020, BA021, BA022, BA027, BA028, BA030, BA031, a) Ensure that the hydraulic tank is filled with the Bartran HV15 and
Indication of the degree of opening is given at the cargo control console, by an BA034, BA035. is at the correct level.
analogue % readout. A flow meter is installed on each solenoid operated Ballast tank valves
control valve block. b) Ensure that the filters are clean.
BA007, BA008, BA009, BA010.
Other remote valves are of the fully open and fully closed type. Indication of c) Check that the accumulators are charged with nitrogen gas. If
ODME discharge valves on deck necessary, recharge the accumulators using the accompanying
their position is given at the cargo control console by duel operation/indicator
pushbuttons, the red button is for closed and the green for open. A flow meter OD337, OD338. nitrogen gas bottle and reducing valve.
is installed on each solenoid operated control valve block.
Hydraulic Power Pack d) Open the accumulator isolating valves.
Valve actuators are of the hydraulic cylindrical double acting type and are Maker: Samgong Co. Ltd.
mounted directly on the valve. e) Ensure the isolator switch for each pump is set to ON.
Power pack capacity: 238 litres
Maximum working pressure: 105 bar f) Start one hydraulic pump. Check that the pressure control is
No.1 cabinet supplies (located in the Bosun’s store): Accumulator capacity (each): 50 litres satisfactory.
Cargo tank valves
The high pressure hydraulic power pack is situated in the hydraulic power unit g) Open the pressure and return outlet valves on all the solenoid
OT101, OT102, OT103, OT104, OT105, OT106, OT107, room on U deck. It consists of two sets of electrically driven hydraulic pumps, valves.
OT108, OT109, OT110, OT111, OT112, OT113, OT114, one in use and the other on standby and a set of two accumulators. Each
hydraulic pump is capable of activating three of the largest valves simultane- h) On the cargo console in the ship’s control centre, select the
OT115, OT116, OT117, OT118. ously (apart from the ship side valve) from fully open to fully closed, or vice lead/lag pump cut-in/out configuration (P1-P2 or P2-P1).
Ballast tank valves versa, within 60 seconds.
BA002, BA003, BA004, BA005, BA006. The accumulators act as a buffer, which avoids hammer when the pump stops,
and eliminates frequent operation of the control switches when only a small
No.2 cabinet supplies (located in the hydraulic power room U deck): quantity of valves are operated. In the event of power pack failure, the accu-
mulators will allow closing of three of the largest valves. Primary starting and
Cargo tank valves:
stopping of the hydraulic pumps is done at the power pack side or from the
OT119, OT120, OT121, OT122, OT123, OT124, OT125, cargo control console.

Illustration 2.6.1a Cargo Valve Remote Control System
Key
Valve
Control Console Hydraulic Supply
Ships Control Centre
Hydraulic Return
Open/Close Operation Electrical Signal

Safe Area Electrical Signal
Open/Close Indication Bosun's Store
No.2 Solenoid
Valve Box No.1 Solenoid
Valve Box
95 Sets Flame Screen
Hydraulic Power Unit Room A Deck

23 Sets
Power
Pack Upper Deck
Upper Deck
OD337 OD338 H H
Slop
Engine Room Tank
(Port)
BA010 BA008 BA006 BA004
OT137 OT131 OT125 OT115 OT107
Pump Room OT144 OT138 OT132 OT126 OT116 OT108
OT139 OT133 OT127 OT117 OT102 OT101

BA029 BA019 BA012 OP268 OP271 OP243 OP242 OP220 OP207 OP265 OP206
OT147 OT148 OT140 OT134 OT128 OT118 OT112
BA030 BA020 BA013 OP273 OP249 OP248 OP219 OP212 OP293 OP205 BA002 BA001
OT145 OT146 OT121 OT122 OT109 OT111
Fore
OT149 OT142 Peak
OT119 OT120 OT110 OT104 OT103 Tank
OT143 OT135 OT129 OT123 OT113 OT105
BA035 BA027 BA018 OP276 OP266 OP245 OP244 OP222 OP211 OP203 OT150
OT141 OT136 OT130 OT124 OT114 OT106
BA028 OP277 OP269 OP251 OP250 OP221 OP210 OP202 Slop

Tank
(Starboard) BA011 BA005 BA003
BA009 BA007

Emergency Hand Pump
No. of sets: 3
Type: PHP 25-05, double acting hand pump
Working pressure: 135bar (maximum)
Capacity: 5 litres
The emergency hand pumps are stored at strategic locations. One is placed in
the Bosun’s store, one is located on the floor plate level in the pump room,
while one unit is specifically used for the emergency operation of BA022. The
reservoir of each should always be kept full and ready for use in an emergency:
a) Open the solenoid valve box which feeds the valve to be operated.
b) Close the pressure valve for the solenoid valve box.
c) Shut the return valve for the solenoid valve box.
WARNING
Failure to close the above valves could result in oil flowing into the
reservoir and over pressurising it, resulting in possible injury to the
operator.
d) Remove the covers from the couplings.

Cargo and Ballast Valve Hydraulic Control Panel
e) Open the hand pump vent to avoid over pressurising the reservoir.
f) Connect the hydraulic hoses from the hand pump. To open the
valve, connect the hoses B and A to the emergency control block
mounted on the actuator.
g) Turn the pilot valve lever on the hand pump to the OPEN or
CLOSE position, as desired, and pump continuously until the
valve/actuator is opened/closed.
h) Turn the pilot valve to the centre position. The valve is prevented
from closing when the pilot valve is placed in the centre position.
(Note ! The solenoid valves can be operated manually from the solenoid
cabinets by pushing the buttons protruding through the solenoid coils.)
WARNING
Use protective clothing and goggles when operating the portable
hydraulic hand pumps.
Emergency Hand Pump

Hydraulic Power Pack

Illustration 2.6.2a Deck Mooring Hydraulic System
M4 M5 M2 M3
W1 W2 M1
M6 M7 M8
M5 M3
M8
M6
W2
Engine Accommodation Pump Room

Casing Area Entrance
W1
M7
M4 M1
M2
M6 M7 M8
W1 W2 M1
M4 M5 M2 M3
Bosun's Store
Steering Gear
Room
Oil Cooler Oil Cooler

Unit Unit
TAH TAH
Oil Circulation Oil Circulation

Pump Pump Key
Hydraulic Pressure Line
LAL LAL
Hydraulic Return Line
Air

2.6.2 Deck Mooring Hydraulic System The aft power unit consists of three pumps and operates five mooring winches. i) When the mooring operation is ready to commence, switch the
start control to either working pressure or standby high pressure.
Description The aft power unit can operate two mooring drums at rated capacity
simultaneously. Pressure Selection Definition
Maker: Aker Maritime: Maritime Pusnes AS Standby low pressure: For starting the pumps and system warm-up
Ten remote control stands are situated as follows:
The mooring equipment consists of: Forward System Standby high pressure: For anchor payout operation on auto-mooring
Two hydraulic power pack units; the aft unit located in the
steering gear room and the forward unit in the Bosun’s store A triple control is situated to port and starboard on the focsle. They operate the Working pressure: For mooring operation or anchor heave
two anchor windlass/winches W1 and W2 and also the forward mooring winch operation
Pump station, forward and aft: M1.
Stopping the Units
3x190 stepless variable axial piston type pumps A double control station situated port and starboard of the forward main deck
operate the two forward main deck mooring winches M2 and M3. a) Set each pump to standby low.
Return filter, 10mm with a pressure differential bypass valve >3.3bar
Aft System b) Stop each pump one by one.
Hydraulic oil cooler; electric driven fan cooler with circulation pump
A double control station situated port and starboard of the aft main deck c) Stop the Bosun’s store supply fan.
Two anchor windlass/mooring winches: operate the two aft main deck mooring winches M4 and M5.
Hydraulic motor: 320HW Performance
Hydraulic oil supply: 3 x 195 litres/min at 250 bar A triple control station situated port and starboard of the after end of the poop
Hauling capacity: 30 tons deck operate the after three mooring winches on the poop deck M6, M7 and The forward and aft units will require all three pumps to achieve the specified
Speed: 15m/min M8. performance.
Brake holding load: 93.6 tons
Procedure for the Operation of the Hydraulic Power Units Controls
Eight mooring winches:
Hydraulic motor: 320HW a) Check the level of the reservoir tank. If low, transfer oil (Bartran A local control valve is mounted on each hydraulic motor and is activated by
Hydraulic oil supply: 3 x 195 litres/min at 250 bar HV46) using the barrel pump. a three position lever which, on release, is spring centred to the neutral stop
Hauling capacity: 30 tons position. The other two positions are ‘heave’ and ‘lower’. The speed is
Speed: 15m/min b) Ensure that the filters are clean and that their shut off valves are variable, according to the amount the lever is deflected towards the heave or
Brake holding load: 93.6 tons secured in the normal position. lower positions, within the range of the hydraulic unit.
System capacity: c) Check that the shut off valves are secured in the normal position. On the side of the local operating valve is a range valve. This valve is a two
Oil reservoir: 2,250 litres position manual lever. AUTO SPEED SELECTION and LOW SPEED. For
d) Check that the changeover cocks are secured in the normal anchor handling duty the speed setting should remain in the LOW SPEED
The deck machinery driving unit is a high pressure hydraulic motor, operated position. position.
by a control valve locally on the mooring unit, or from the remote control
stand. The hydraulic motors have two speed ranges according to the loading e) Close the isolators for each pump and start the Bosun’s stores
upon the unit. Normal operation is for low speed mode, where the control lever supply fan.
on the mooring unit is set to LOW SPEED. For normal and light line operation
the control lever can be set to AUTO SPEED SELECTION, whereby the f) At the auxiliary function panel for the power unit, set the cooling
hydraulic control valves will control the speed according to the loading. fan and circulation pump selection to AUTO. The fan and
circulation pump will cut in when the oil temperature has reached
The forward power pack unit consists of three pumps and operates two anchor 45°C and cut out at 40°C.
windlass/mooring winches and three mooring winches.
g) Start the required pumps one by one in the standby low pressure
The forward unit can operate, simultaneously either: position.
One cable lifter at full load or h) After starting, check for any leakage and ensure the sound of the
Two mooring drums at rated capacity. pump is normal. Remote ControlPanel for Deck Machinery

Illustration 2.7.1a Cargo Ballast System
From IG Main Line

IG42 BA023 Upper Deck
600
750 750
BA021 BA022
Upper Deck H
750 BA017 BA015
300 No. 2 Ballast

Stripping Eductor
250 300 No.5 W.B.T. No.4 W.B.T. No.3 W.B.T. No.2 W.B.T.
600 600 No. 1 Ballast
Stripping Eductor (Port) (Port) (Port) (Port) No.1 W.B.T.
BA020
BA035 BA033 BA028 (Port)
No.1 Ballast Pump 400 400 400 400 400
250
3,000m3/h
BA012 BA010 BA008 BA006 BA004
BA30 BA019
500 500 500 500

600 BA018 BA016 BA014 400
BA037 750 250 250

Sea 800 800 800 400 400
Chest
BA031 650 BA013 BA002 BA001
BA036 BA026 BA009 BA007 BA005 BA003
600
400
400 400 400 400
Fore Peak
BA029 400 Tank
OP282 BA011
600 600
BA027 OP281
BA034 BA032
No.2 Ballast Pump
3,000m3/h
No.5 W.B.T. No.4 W.B.T. No.3 W.B.T. No.2 W.B.T. No.1 W.B.T.
(Starboard) (Starboard) (Starboard) (Starboard) (Starboard)
To C.O. System
Key
Sea Water
Hydraulic System
Issue: 1 2.7 Ballast System - Page 1 of 6

2.7 Ballast System The ballast pumps are interconnected, both on the suction and discharge side Ballasting
so as to permit flexibility of operation. The ballast pumps can be connected to
2.7.1 System Description the cargo tank system via manually operated valve BA026, a portable spool The ballast system is normally empty and dry prior to ballasting, it is, therefore
piece, manually operated valve OP282 and check valve OP281. Heavy weather essential to start ballasting slowly in order to avoid damaging the ballast line
The vessel complies with MARPOL Protocol 73/78 as a segregated ballast ballast will be deliverd to No.3 centre COT via a MCP after a basic line wash. with surge pressure.
tanker. Segregated ballast is carried in the fore and aft peaks, and in five pairs
of wing tanks arranged the entire length of the cargo tank area. A single ballast main serves all the ballast tanks with the exception of the aft Upon commencing discharge of cargo, line up the ballast system to run in
peak tank which is supplied from the engine room ballast system. permanent ballast to selected tanks. Where possible, do not stop running into a
The vessel is designed with sufficient heavy weather ballast capacity to meet tank until the double bottom is full and the water level is into the side tank area.
any weather condition without having to load additional ballast in the cargo Two stripping eductors are provided to facilitate adequate draining of the This is in order to minimise the free surface effects. Care is essential to ensure
tanks. ballast tanks. that excessive stress, trim and list are avoided and that draught restrictions are
not exceeded.
If, however, it is considered that heavy weather ballast may be required during 2.7.2 Operation
the ballast voyage this will normally be carried in No.3 centre cargo oil tank
CAUTION !
and this tank shall be crude oil washed before departure from port. Ballast Pumps
Keep ballast pump discharge valves shut to avoid ballast pump elements
rotating during the running in of ballast.
The intended sailing ballast condition is with the fore peak full, No.1 to 4 wing No. of sets : 2
ballast tanks full and No.5 wing ballast tanks with about 5,000 m3 in each. The
departure draught for the ballast voyage is calculated to be 9.96m with a trim Ballast Pump No.1 a) Prior to commencing cargo or ballast operations check that valves
of 2.07m by the stern. The quantity, of ballast, in No.5 wing ballast tank is BA026 and OP282, the emergency cargo oil line connection
intanded to be increased during the ballast voyage to compensate for the Manufacturer: Shinko Industries Ltd. valves are closed, and that the spool piece in the connection to the
consumption of fuel on passage. Model: CV 450 cargo system is removed. Also check that valve BA023, the
Type: Centrifugal, vertical single stage isolation valve from the IG main is closed and that the spool piece
The ballast tanks on this vessel consist of : Prime mover: Electric motor is removed.
Capacity: 3,000m3/h
No.1 Water ballast tank (port and starboard) 16,269.2m3 b) Run in ballast to approximately the draught of the vessel i.e. to a
Total head: 35m
No.2 Water ballast tank (port and starboard) 19,419.2m3 level whereby pumping ballast would prove more efficient than
Ballast Pump No.2 running ballast.
No.3 Water ballast tank (port and starboard) 19,841.6m3
No.4 Water ballast tank (port and starboard) 19,760.8m3 Manufacturer: Shinko Industries Ltd. c) Reset the ballast lines so that both pumps are pumping from sea
Model (Pump): CV 450 to the ballast tanks.
No.5 Water ballast tank (port and starboard) 18,392.4m3
(Turbine): RXO
Fore peak tank 4,176.6m3 Type: Centrifugal, vertical single stage During ballasting it is advisable to keep the ballast system common and the
Prime mover: Steam turbine pumps on similar load and back pressures. This ensures that the ballast wing
Aft peak tank 2,578.6m3 Capacity: 3,000m3/h tanks fill evenly and that in the event of a list, various ballast tanks can be
Total head: 35m partly closed without affecting the pumps.
The total capacity of the segregated ballast tanks is 100,438.4m3 (32.56% of Speed: (Pump): 1,170 rpm ± 3%
the Summer DWT). (Turbine): 7,548 rpm d) Fill the majority of ballast tanks very close to the tank coaming
(i.e. ensure that ballast tanks are at least 98% full without over
The main ballast tanks are served by two centrifugal pumps, one steam turbine Water Ballast Stripping Eductors
filling them). This ensures that the possibility of steel corrosion is
driven and one electrically driven, each with a capacity of 3,000m3/h at 35mth.
The pumps are located in the pump room and provided with their own sea minimised.
No. of sets: 2
chest. The pumps are connected to an overboard discharge line which ends Manufacturer: Teamtec
approximately 0.5m above the deepest water ballast line on the port side. e) Shut down the ballast system upon completion of ballasting.
Capacity: 200m3/h
Driving water: 1,040m3/h at 3.5 kg/cm2 supplied by either of
The COT ballast overboard passes via a 600mm pipe through No.5 starboard the ballast pumps f) Always inspect the quality of the ballast as soon as possible after
water ballast tank and exits at least 0.5m above the deepest water ballast line completion in order to ensure that it is clean.
on the starboard side. ODME equipment is connected to the this overboard.
When necessary the ODME will divert the flow into the starboard slop tank.

Illustration 2.7.2a Ballasting
From IG Main Line

BA021 BA022
Upper Deck H
BA017 BA015
No. 2 Ballast
Stripping Eductor
No. 1 Ballast
BA020 Stripping Eductor
BA035 BA033 BA028
No.1 Ballast Pump
3,000m3/h
BA012 BA010 BA008 BA006 BA004
BA30 BA019
BA018 BA016 BA014
BA037
Sea
Chest
BA031 BA013 BA002 BA001
BA036 BA026 BA009 BA007 BA005 BA003
Fore Peak
BA029 Tank
OP282 BA011
BA027 OP281
BA034 BA032
No.2 Ballast Pump No. 5 W.B.T. No. 4 W.B.T. No. 3 W.B.T. No. 2 W.B.T. No. 1 W.B.T.
3,000m3/h (P & S) (P & S) (P & S) (P & S) (P & S)
To C.O. System
Key
Sea Water
Hydraulic System

To Run in Ballast
Initially all valves closed
Position Description Valve
Open No.3 ballast tank suctions BA006, BA007
Open Ballast pump suction valves BA028, BA027
Open Ballast line main isolation valve BA013
Open Ballast pump sea suctions BA030, BA029
Open Sea valve BA031
a) Run sea water into No.3 WBT until the level is well into the side
tank then change to another pair of WBTs. When all the ballast
tanks have completed running in:
Open Ballast pump(s) discharge valves 25% BA035, BA034
Close Ballast pump suction valves BA028, BA027
Open Ballast main suction/discharge isolator BA018
b) Start both ballast pumps. When the pumps are up to speed, open
the pump(s) discharge valve fully.
c) Pump up and top off the ballast tanks, stopping each pair at the
required ullage.

Illustration 2.7.2b Deballasting
From IG Main Line

BA021 BA022
Upper Deck H
BA017 BA015
No. 2 Ballast
Stripping Eductor
No. 1 Ballast
BA020 Stripping Eductor
BA035 BA033 BA028
No.1 Ballast Pump
3,000m3/h
BA012 BA010 BA008 BA006 BA004
BA30 BA019
BA018 BA016 BA014
BA037
Sea
Chest
BA031 BA013 BA002 BA001
BA036 BA026 BA009 BA007 BA005 BA003
Fore Peak
BA029 Tank
OP282 BA011
BA027 OP281
BA034 BA032
No.2 Ballast Pump No. 5 W.B.T. No. 4 W.B.T. No. 3 W.B.T. No. 2 W.B.T. No. 1 W.B.T.
3,000m3/h (P & S) (P & S) (P & S) (P & S) (P & S)
To C.O. System
Key
Sea Water
Hydraulic System

Deballasting To Run Out Ballast Open Eductor drive water valves BA019, BA020
WARNING Commence with all valves shut. Open Ballast pump sea suction valve BA029 or BA030
The greatest free surface effect is when the ballast tanks are at a sounding of
3m or less, when the water level has cleared the trunkway in the side tanks and a) Prior to commencing cargo or ballast operations check that valves Open Sea valve BA031
is solely in the double bottom area. If, at the same time, the cargo level is low, BA026 and OP282, the emergency cargo oil line connection
the combined effect of a relatively small displacement and the free surface valves are closed and that the spool piece in the connection to the e) Stop the ballast pump not required for educting.
effect in the cargo ballast tanks could result in a negative GM which may lead cargo system is removed. Also check that valve BA023, the
to the vessel developing an angle of loll. isolation valve from the IG main, is closed and that the spool Close Discharge valve of the pump not BA034 or BA035
piece is removed. being used for eductor driving.
Deballasting should commence as soon after loading commences as
practicable. However, careful planning is essential to maintain the vessel at a Position Description Valve Close Ballast pump suction valves BA028, BA027
suitable draught and trim consistent with weather conditions and any berth
limitations. Open No.3 ballast tank suctions BA006, BA007 Close Ballast overboard isolating valve BA021
The freeboard may need to be limited to that which can be safely accommo- Open Ballast line main isolation valve BA013 f) Drain each of the other pairs of WBTs in turn.
dated by the loading booms or flexible hoses.
Open Ballast pump suction valves BA028, BA027 The eductor drive water pressure can either be adjusted by adjusting the pump
Procedure speed if the turbine driven pump (No.2) is being used or by adjusting the
Open Ballast pump sea suctions BA030, BA029 discharge valve (BA035) if the motor driven pump is being used.
a) Set the ballast lines for the running out of ballast and run the
selected ballast tanks to sea. Open Sea valve BA031 2.7.3 Venting
b) When the first set have run to sea, shut them off and run the b) Run out No.3 WBT to sea level then change to another pair of Prior to arrival, each SBT ballast hatch must be opened for inspection and then
remaining ballast tanks to sea in the planned sequence. WBTs. closed before cargo operations commence. The reason for this is to ensure the
ballast is clean.
c) Shut the sea valve and line up both ballast pumps, pumping from When all ballast tanks have completed running out :
selected tanks to sea through the high overboard discharge. Winnel type vents are fitted to all ballast tanks, which avoids the dangers of
Open Ballast pump(s) discharge valves 25% BA035, BA034 either over pressurisation or the creation of a vacuum during filling and
d) Systematically pump out the bulk of ballast from all the ballast emptying.
tanks. Open Ballast overboard isolating valve BA021
Where it is necessary to carry additional heavy weather ballast in the COTs and
e) Suspend bulk discharge of the ballast and line up either of the Open Ballast overboard discharge valve BA022 this is loaded during port operations, the gas should be vented through the
ballast pumps to the eductor system, taking driving water from the vapour control emission system, either to shore facilities, if available, or to
sea suction. Close Sea valve BA031 atmosphere.
f) Commence educting the ballast tanks ensuring that the back Close Ballast pump sea suction valves BA029, BA030
pressure of the ballast pump is at least 3.5 bar through the
eductors. c) Start both ballast pumps. When up to speed, open the discharge
valve from each pump fully.
g) Reduce the sounding in all tanks to the minimum possible
(usually less than 2cm). This will avoid the possibility of d) Pump out and drain the WBTs in a sequence with the loading of
deadfreight, mud formation and excessive bottom corrosion. the cargo.
h) Shut down the ballast system upon completion of draining. To drain No.3 WBT (for example) :
Open No.3 WBT suctions BA006, BA007
Open Eductor suction valves BA014, BA016

Part 3
Cargo Handling Procedures
3.1 Cargo Handling Operation Sequence Diagrams
3.1.1 Loading
Work out a loading plan using all top/bottom lines and the three
When all preliminaries have been completed including safety 3.3.1
groups of tanks to the best advantage, bearing in mind any required
3.3 checks, signal to terminal that vessel is ready to commence 3.3.2
segregation and the maintenance of a suitable trim, draught and
loading.
stress throughout.
As soon as cargo starts to flow check the hose connections for 3.3.1
leakage also carry out visual checks on all cargo manifolds not in 3.3.2
Check that the cargo valve hydraulic system is in operation and that 3.3.1 use. Finally check over the side.
all cargo valves are in the shut position. Individual IG tank valves 3.3.2
should be checked as locked open.
Start deballasting once the cargo is flowing at full rate, paying

due regard to the stability, shear forces and bending moments, use 3.3.1
both ballast pumps simultaneously. To keep the ship upright the 3.3.2
port and starboard ballast tanks must be maintained at the same
Check that the manifold drip trays are empty on both sides and that level.
the oil spill response equipment is in the appropriate positions.
When topping off the tanks being filled or when nearing the end 3.3.1
of loading, slow down the loading rate. 3.3.2
3.3.1
Connect the required arms/hose to the manifold connections.
3.3.2
When all cargo has been loaded drain the top lines to the last tank, 3.3.1
as this will invariably be slack, ready for disconnection of 3.3.2
arms/hoses.
Establish communications with the shore terminal and agree the tank 3.3.1 Disconnect the loading arms, agree with terminal representatives
gauging with the terminal representatives. 3.3.2 and cargo surveyor the quantity of cargo loaded.
Issue: 1 3.1 Cargo Handling Operation Sequence Diagrams - Page 1 of 2

3.1.2 Discharging
Work out a discharging plan using all top/bottom lines and the three Throughout the discharge ensure that the cargo tanks are maintained 3.4.1
groups of tanks to the best advantage, bearing in mind any required at a slight positive pressure by the IG system. 3.4.2
3.4
segregation and the maintenance of a suitable trim, draught and If at any time the IG pressure nears atmospheric the discharge rate
3.4.3
stress throughout. should be reduced or stopped and the IG system checked.
Check that the cargo valve hydraulic system is in operation and that 3.4.1
all cargo valves are in the shut position. Individual IG tank valves 3.4.2 Start ballasting when cargo is flowing at full rate, paying due regard
should be checked as locked open. 3.4.3 to ship stability, shear forces and bending moment, use both ballast
pumps simultaneously to keep the ship upright. The respective 3.4.1
ballast tanks, port and starboard, must be maintained at the same 3.4.2
level until discharging is almost complete, when a slight port list will 3.4.3
assist the cargo pumps to completely empty the cargo tanks.
Check that the manifold drip trays are empty on both sides and that 3.4.1
the oil spill response equipment is in the appropriate positions. 3.4.2
3.4.3
When the level in the tanks to be washed has been reduced to that 3.4.1
required, start oil washing the tanks. Only one grade of cargo can 3.4.2
Connect the required arms/hose to the manifold connections. be used for tank washing at any one time. 3.4.3
Establish communications with the shore terminal and agree the tank 3.3.1
gauging with the terminal representatives. When the cargo tanks approach draining level the main bellmouth 3.4.1
3.3.2
should be closed and draining carried out using the bellmouth in the 3.4.2
suction well. 3.4.3
When all preliminaries have been completed and agreed including

safety checks, signal to terminal that vessel is ready to commence
discharging. When all cargo has been discharged, stop the cargo pumps and 3.4.1
advise the terminal. Prepare to strip the main cargo lines and 3.4.2
crossovers to the shore via the Marpol line, advising the terminal 3.4.3
upon commencement.
When terminal confirm they are READY TO RECEIVE cargo,
commence discharge at a low rate. As soon as cargo starts to flow 3.4.1
check the arm connections for leakage also carry out visual checks 3.4.2
on all cargo manifolds not in use especially the outboard side. 3.4.3
Finally check overside. When all connections have been proven Disconnect the loading arms and agree with terminal representatives, 3.4.1
tight and terminal confirm READY FULL RATE increase the cargo surveyor the quantity of cargo retained on board. Shut down 3.4.2
flow rate to the desired rate. the IG system when the cargo tank pressures reach the required level. 3.4.3
Issue: 1 3.1 Cargo Handling Operation Sequence Diagrams - Page 2 of 2

Illustration 3.2.1a Initial Inerting of Cargo Tanks

Key
Inert Gas Upper Deck

From Inert Gas System OD318
OD314 OD310 OD306 OD302
IG37 IG36 DD336 OD320
OD334 OD332 OD330 OD328
IG34 To No. 4 C.O.T.
OD322 OD316 OD312 OD308 OD304
To Ballast System (Port)
IG37 To Deck IG Main
No. 1 C.O. Main Line
OD326 OD323 OD342
OD325
Upper Deck
C.O. Stripping Line OD324
To No.4 C.O.T.
(Centre)
Upper Deck
To Tank OD315 OD311 OD307 OD303
OP287 Cleaning Main
ODME
OD321 OD333 OD331 OD329 OD327
Sampling Point
OD313 OD309 OD305 OD301
Upp. OD319
OP277 No. 1 C.O.
OP276 Stripping Eductor Deck
OD317
OD339
OP274 OP272 Spill Tanks (P&S)
No. 2 C.O.
Stripping Eductor
Upper Deck H OP271 OD337 To No. 4 C.O.T.
OD338 (Starboard)
OP273 OP270 H
OP275 Stripping Pump
OP269
OP267 OP266
OP264 Slop OT150
OP290 Tanks (S) W.B.T. (S)
OP268 OP291
OP263 To Vacuum Pump From AUS
OP262 OP261 System
Pump System OT137 OT131 OT125 OT115 OT107
Room BA026 OP282
(P) (S) OP206
OP245 OT138 OT132 OT126 OT116 OT108
OP251 OP285 OT144
DP278
OP230 OP224
OP212 OP209 OP292 OT133 OT134 OT117 OT118 OT101 OT102
OP250 OP244 OP239 OP223 OP211
OP233 OP227 OP204 OT122 OT110 OT109

OP238 OT112
OT148
OP208 OT127 OT128 OT121
OP210 OT147 OT111
OP243 OP284
OP249 No. 2 C.O. Pump DP279 OP203
OT104
OP229 OP222 OT146 OT120
OT139 OT140
OP207 OT103
OP248 OP242 OP237 OP221 OT145 OT119
OP232 OP226 Residue OT149

OP202
OP236 Tank OT142
No. 5 C.O.T. No. 4 C.O.T. No. 3 C.O.T. No. 2 C.O.T. No. 1 C.O.T.
OP283 (C) (C) (C) (C) (C)
OP241 No. 3 C.O. Pump
OP247 OP286 OP265
OP228 OP220
OP293 OT143 OT141 OT136 OT130 OT124 OT114 OT106
OP246 OP240 OP235 OP219 Comp. Air Supply
OP231 OP225 OT135 OT129 OT123 OT113 OT105
OP201
OP218
OP216 OP215 (P&S) (P&S) No. 4 C.O.T. (P&S) No. 3 C.O.T. (P&S) No. 2 C.O.T. (P&S)
OP213 PI OP214 Sea
Chest
Issue: 1 3.2 Inerting Cargo Tanks - Page 1 of 6

3.2 Inerting Cargo Tanks h) When the O2 content in No.4, 5 and 6 wings is less than 8%, open
the tank hatches on COTs No.1, 2, 3, 4, 5 centre and No.1, 2 and
3.2.1 Initial Inerting 3 wings. Close the tank hatches on No.4, 5 and 6 wings.
Under normal operating conditions the vessel is kept totally inerted. However, (Note ! It may be necessary to throttle in on selected suction valves in order to
after refit or tank inspections some, or all, of the tanks may be gas free. Prior regulate the IG flow into each tank.)
to any cargo operations all COTs must be inerted. This is normally completed
en route to the loadport. Good quality IG must be supplied to the COTs to be i) When the O2 content in remaining cargo oil tanks is less than 8%,
inerted and each COT vented through its own tank hatch to atmosphere. stop the IG plant, close all the cargo oil tank suction and crossover
valves. Close all the cargo tank hatches.
Inert gas is heavier than air, so the displacement method is recommended. This
is achieved by introducing a steady flow of IG into the bottom of each COT Position Description Valve
via the cargo tank main suction lines at low pressure and displacing air from
each COT tank hatch. It is normal to purge several tanks at the same time. The Close IG deck manual isolating valves IG37, IG36, OD336
maximum number of tanks should be open whilst still maintaining a slight Close No.1 cargo drop and bulkhead valve OP245, OP204
flow out of the tank hatches to atmosphere, as this will assist in better layering
of the IG in the tanks. The quality of the vented tank atmosphere is monitored j) Open each cargo oil tank IG valve.
at regular intervals. When the oxygen content is below 8% O2 the COT is
considered to be inerted. However, it is advisable to reduce the oxygen level to k) Swing the spectacle piece cross connecting the IG line with the
below 5% O2 if time allows, so increasing the margins of safety. cargo line to the closed position.
IG Isolating Valve, Spectacle Blank and Connection for Flexible
Hose on Cargo Oil Tank
Assuming all COTs are gas free.
a) Ensure the IG spectacle blanks to each tank have been swung to

the open position and that the IG isolating valve to each COT is
shut.
b) Swing the spectacle piece cross connecting the IG line with the
cargo line to the open position.
c) Open the tank hatches on No.4, 5 and 6 wings.

IG to the Cargo Oil
Open IG deck manual isolating valves IG37, IG36, OD336 Piping System
Open No.1 cargo drop and bulkhead valve OP245, OP204
d) Open all COT main suctions, forward and mid crossover valves.
IG to the Inert Gas
System
e) Confirm that the IG plant is running and the O2 content is less
than 5%.
f) When the READY FOR DELIVERY TO DECK light is lit, press IG to the Ballast
the DELIVERY TO DECK button. PipingSystem
g) Adjust the deck pressure controller as required.
Deck Seal and Connection to IG, Ballast and Cargo Piping System

Illustration 3.2.2a Vapour Emission Control System Key
Inert Gas
IG39 Sea Water

IG35
IG47
To Cargo Oil
Line PV Valve

(Port)
Deck
Water
Seal
LS
Deck Seal
SW Supply IG40 Void
Vent
C.O.T. C.O.T. IG20
C.O.T.
Steam
Return
Steam
IG34
IG24
IG48 IG21
Upper Deck
Void
Pump Room IG14
Deck
Tank
IG to Water Ballast
Line
Spill Tank
(Stb'd)
IG18 IG16
IG47 IG45

3.2.2 Use with or without Vapour Emission Control (VEC) Procedure c) Open the vent mast riser valve IG14.
New legislation in some ports may demand that the vessel operates in VEC All valves are initially shut. d) Start loading.
mode. This involves connecting a vapour return arm to the IG main at the
manifold so that the entire displaced COT atmosphere is processed ashore a) Verify that the two IG deck master valves, IG37 and IG38, are e) Monitor the IG main pressure regularly.
rather than being vented direct to atmosphere. shut.
b) Make sure the IG deck main is common with all individual COT
The vessel is fitted with two 600mm manifold valves, port and starboard
IG spectacle pieces turned to the open position and the individual
amidships, which are connected into the deck IG main line. COT IG valves open.
Most load ports, at present, allow venting to atmosphere. Where venting is c) Open the amidships manifold valve to which the vapour recovery
permitted during loading, excess vapour is vented to atmosphere through the arm is connected.
vent mast riser.
d) Should the tank pressure drop to 0.01kg/cm2, the low pressure
Loading at a Shore Terminal with VEC alarm will sound and it will be necessary to shut in the VEC
manifold until loading is commenced or the flow rate is increased.
Prior to any cargo operations the following vapour recovery parameters must
be established at the pre-transfer conference: Cargo transfer operations are then carried out so that all vapour emissions are
contained within a closed system. Tank pressures, flow rates and oxygen levels
Present vapour pressure in the cargo tanks
being constanty monitored.
The initial loading rate and maximum loading flow rate of all At a Shore Terminal without VEC
concurrent cargo
There will be occasions where, due to lack of shore side vapour control
The maximum vapour transfer the shore facility can handle, systems, it will be necessary to carry out cargo transfers without their use.
including both system and berth limitations
In this situation it will be necessary to make use of the vessel’s vent mast riser Vent Mast Riser
Types of vapours which will be discharged from the present as to control the tank pressure during loading.
well as previous cargoes
As with the enclosed system the pre-transfer conference will require the same
The maximum pressure drop from the cargo tanks to the vessel’s information with the exception of those items relating to the shore facility.
vapour manifold connection during the maximum cargo loading
flow rate The vent mast riser breather rate is set set at 0.12kg/cm2 for pressure and,
during loading the bypass valve IG14 should be set in the open position to
The operating pressure to be maintained in the cargo tanks ensure maximum flow through. The vent mast riser is designed to release the
vapour at a rate that will propel the released vapour away from the vessel’s
The maximum and minimum vapour operating pressures decks and clear of any danger areas. The vent mast riser is rated at
29,500Nm3/h.
The facility’s alarm and trip setpoints for high and low pressures
During the use of the vent mast riser, care must be taken to ensure that changes
Verify that tank oxygen levels have been checked and are below in the climatic conditions, i.e. lightning or very calm conditions, do not
8% interfere with the safety of the operations.
Verify that all level alarms have been tested within the last 24 All valves are initially shut.
hours
a) Verify that the IG deck master valves, IG38 and IG34, are shut.
Verify that all vapour recovery valves are in the correct position
b) Make sure the IG deck main is common with all individual COT
IG spectacle pieces turned to the open position and individual
Pressure Vacuum Breaker
tank IG valves open.

Illustration 3.2.4a Inerting Cargo Tanks During Discharge Key
Inert Gas
IG39 Sea Water

IG35
IG47
To Cargo Oil
Line PV Valve

(Port)
Deck
Water
Seal
LS
Deck Seal
SW Supply IG40 Void
Vent
C.O.T. C.O.T. IG20
C.O.T.
Steam
Return
Steam
IG34
IG24
IG48 IG21
Upper Deck
Void
Pump Room IG14
Deck
Tank
IG to Water Ballast
Line
Spill Tank
(Stb'd)
IG18 IG16
IG47 IG45

3.2.3 Loading 3.2.4 Discharging
Single Grade Single or Multigrade
During the loading operation the main IG plant is shut down and the tank Part of the pre-discharge safety checks must be to ensure that the IG system is
pressure is controlled via the vent mast riser or the VEC manifold. (See illus- set up and the supply valves are open.
tration 3.2.2a, which shows the paths via the VEC. If the vapour is not being
discharged via the VEC to shore, the vapour paths will be the same except the Prior to starting discharge it is necessary to start the IG plant with the system
flow will be out via the vent mast riser.) recirculating until the oxygen level is below 5%.
Start with all valves in the IG system shut. When the quality of inert gas is satisfactory, regulate the supply of IG to the
tanks by adjustment of the pressure controller (i.e. automatic control of the
Position Description Valve deck supply valve and the recirculation valve).
Open IG main vent riser IG14 Start the cargo pumps and observe the pressure of the inert gas as the discharge
rate increases.
Open VEC manifold valve IG15, IG16, IG17 or
(Only if VEC is in use) IG18 The capacity of the flue gas system is 20,630 m3/h at 400mm WG. This ensures
that during the period of minimum ullage space, the cargo pumps can be
Ensure all cargo oil tank IG valves are open. utilised without the danger of creating a vacuum. The pressure of the inert gas
delivered to the deck can be adjusted to match the cargo discharge rate by use
Multigrade of the deck pressure controller in the ship’s control centre on the main inert gas
panel.
As this vessel is only equipped with a single deck IG main, it is only possible
to load multiple grades concurrently when, and if, the cargo vapours are All valves are initially shut.
compatible.
Open Deck isolating valves IG37, IG34
Ensure all cargo oil tank IG valves are open.
a) Press the DELIVERY TO DECK button on the main panel.
b) Adjust the set point of the pressure controller as required.

Tank Segregation
Illustration 3.3.1a Loading Cargo Single Grade
Key
Single Grade
Upper Deck
OD318
OD314 OD310 OD306 OD302
OD320
OD334 OD332 OD330 OD328
OD322 OD316 OD312 OD308 OD304
To No. 4 C.O.T.
From Inert Gas System (Port)
OD336
OD326
No. 2 C.O. Main Line OD323 OD342
OD325
Upper Deck
To No.4 C.O.T.
(Centre)
Upper Deck
OP287 Cleaning Main
ODME
OD321 OD333 OD331 OD329 OD327
Sampling Point
OD313 OD309 OD305 OD301
Upp. OD319
OP277 No. 1 C.O.
OD317
OD339
OP274 OP272 Spill Tanks (Port and Starboard)
No. 2 C.O.
Stripping Eductor
Upper Deck H OP271 OD337 To No. 4 C.O.T.
OD338 (Starboard)
OP273 OP270 H
OP269
OP267 OP266
OP264 Slop OT150
OP268 OP291
OP262 OP261 System
Room
(P) (S) BA026 OP282
OP206
OP245 OT138 OT132 OT126 OT116 OT108
OP251 OP285 OT144
DP278
OP230 OP224
OP250 OP244 OP239 OP223 OP211
OP233 OP227 OP204 OT122 OT110 OT109

OP238 OT112
OT148
OP208 OT127 OT128 OT121
OP210 OT147 OT111
OP243 OP284
OT104
OP229 OP222 OT146 OT120
OT139 OT140
OP207 OT103
OP248 OP242 OP237 OP221 OT145 OT119
OP232 OP226 Dump OT149

OP202
OP236 Tank OT142
OP283 (C) (C) (C) (C) (C)
OP247 OP286 OP265
OP228 OP220
OP231 OP225 OT135 OT129 OT123 OT113 OT105
OP201
OP218
OP213 PI OP214 Sea
Chest
Issue: 1 3.3 Loading Cargo - Page 1 of 4

3.3 Loading Cargo d) Ensure that all unused manifold valves are blanked and shut. Open No.1, 2 and 3 group loading valves OP241, OP243
OP245
Prior to arrival at the loading port, a number of communications take place e) Open vent mast riser valve IG14 if VEC is not to be used. If VEC
between the loading terminal and the vessel. These are based on the ISGOTT is to be used, see section 3.2.2. Open No.1, 2 and 3 CO main bulkhead OP202, OP203
guide check lists. isolation valves OP204
f) Open the pump room group loading valves, the main bulkhead
Particular attention should be given to: isolating valves, the cargo group isolation valves and the required Open No.1 and 2 group isolation valves OT111, OT112
tank suction valves.
Emergency shutdown procedures Open No.2 and 3 group isolation valves OT103, OT104
Closed loading techniques g) Open the manifold valves to which the loading arms are
connected. Open No.3 wing COT isolation from No.3 OT119, OT120
Topping off techniques group valves
h) Start loading cargo at a slow rate into one tank. When cargo is
Oil spill response procedures
confirmed as coming into the selected tank, other tank valves may Open No.3 wing COT isolation from no.1 OT121, OT122
The manifold area and the mooring systems be opened, as required, and the loading rate increased. group valves
WARNING i) Create an appropriate stagger for controlled topping off and Open Slop tank isolator from No.3 group OT145, OT146
The greatest free surface effect is when the ballast tanks are at a sounding of reduce the loading rate in ample time. valves
3m or less, when the water level has cleared the trunkway in the side tanks and
is solely in the double bottom area. If, at the same time, the cargo level is low, j) Ensure the ballast operations are completed in advance of the Open Slop tank isolator from No.2 group OT147, OT148
the combined effect of a relatively small displacement and the free surface final topping off. valves
effect in the cargo ballast tanks could result in a negative GM. This may lead
to the vessel developing an angle of loll. The trimming tanks are the slack COTs resulting from trim, draught or Open No.1, 2, 3, 4 and 5 wing COT and OT106, OT108
nominated cargo restrictions. These are normally COTs No.1 and No.5 centres. both slop tanks OT114, OT116
3.3.1 Loading a Single Grade Cargo OT124, OT126
Wing tanks are not recommended for use as trimming or finishing tanks. OT130, OT132
Prior to arrival at the load port a number of checks and tests must be carried OT136, OT138
out, to verify the correct operation of the cargo hydraulic and monitoring Trimming tanks are filled to pre-planned ullages and then shut. They are OT143, OT149
systems. brought to their final ullage towards the end of loading, at a reduced loading
OT144
rate.
Each vapour recovery/inert gas line is fitted with a breather combined pressure Open The manifold valves that loading
It is always advisable to complete loading in a slack tank in order to reduce the
vacuum valve. The test levers on all PV valves must be operated to confirm arms are connected to: (port side) OD304, OD308
risk of a carry-over of cargo to the inert gas main.
that the valves are free to operate on their seats before loading or unloading. OD312, OD316
Slack tanks should be kept to a minimum in order to reduce the free surface
After planning the stability, taking into consideration the maximum effect. (stbd. side) OD303, OD307
permissible draught, bunkers, water and extras, the loading of a single grade OD311, OD315
homogeneous cargo is relatively straight forward. Deballasting is to be started shortly after bulk loading is under way.
k) Commence loading at slow speed until the initial safety checks
a) Make the IG system common, with the IG valves to all tanks open The maximum loading rate into any one cargo tank must not exceed 4,800m3/h. are completed, then increase to the required full loading rate.
and their spectacle pieces turned to the open position.
Initially all valves shut l) Stagger the tanks and reduce the loading rate in preparation for
b) Check that the IG deck isolating valves are closed. topping off tanks.
When preparing the system to load cargo, it is important to ensure that all m) Top off the first sets of COTs.
valves are in the closed position prior to commencing the setting of the cargo Close Deck main IG isolating valves IG34, IG37
lines. Whilst topping off the final sets of wing tanks, commence loading into one or
Open Manifold valve that the VEC recovery IG15, IG16, IG17 or
more of the centre tanks to reduce the loading rate into the wing tanks.
c) Ensure that all overboard valves are in the closed position and arm is connected to IG18
sealed, and that the spectacle pieces are swung and secured in the (Or mast riser if no VEC) (IG14)
closed position .

Tank Segregation
Illustration 3.3.2a Loading Cargo Multigrade
Key
Cargo Group 1
Cargo Group 2
Upper Deck
Cargo Group 3 OD318
OD314 OD310 OD306 OD302
OD320
OD334 OD332 OD330 OD328
OD322 OD316 OD312 OD308 OD304
To No. 4 C.O.T.
OD336
OD326
OD325
Upper Deck
To No.4 C.O.T.
(Centre)
Upper Deck
OP287 Cleaning Main
ODME
OD321 OD333 OD331 OD329 OD327
Sampling Point
OD313 OD309 OD305 OD301
Upp. OD319
OP277 No. 1 C.O.
OD317
OD339
OP274 OP272 Spill Tanks (Port and Starboard)
No. 2 C.O.
Stripping Eductor To No. 4 C.O.T.
Upper Deck H OP271 OD337
OD338 (Starboard)
OP273 OP270 H
OP269
OP267 OP266
OP264 Slop OT150
OP268 OP291
OP262 OP261 System
Room
(P) (S) BA026 OP282
OP206
OP245 OT138 OT132 OT126 OT116 OT108
OP251 OP285 OT144
DP278
OP230 OP224
OP250 OP244 OP239 OP223 OP211
OP233 OP227 OP204 OT122 OT110 OT109

OP238 OT112
OT148
OP208 OT127 OT128 OT121
OP210 OT147 OT111
OP243 OP284
OT104
OP229 OP222 OT146 OT120
OT139 OT140
OP207 OT103
OP248 OP242 OP237 OP221 OT145 OT119

OP202
OP236 Tank OT142
OP283 (C) (C) (C) (C) (C)
OP247 OP286 OP265
OP228 OP220
OP231 OP225 OT135 OT129 OT123 OT113 OT105
OP201
OP218
OP213 PI OP214 Sea
Chest

Position Description Valve b) Set the cargo lines ensuring that the required valve segregation is Position Description Valve
observed. Double check the line settings prior to commencing
Close No.1, 2, 3, 4 and 5 wing COT and OT106, OT108 cargo operations. Close Deck main IG isolating valves IG34, IG37
both slop tanks OT114, OT116
OT124, OT126 Open Manifold valve that the VEC recovery IG15, IG16, IG17 or
c) Ensure that all overboard valves are closed and sealed.
OT130, OT132 arm is connected to IG18
OT136, OT138 (Or mast riser if no VEC) (IG14)
d) Ensure that all unused manifold valves are shut and blanked.
OT143, OT149
OT144 Open No.1, 2 and 3 group loading valves OP241, OP243,
e) Open the required tank suction valves in each of the three groups. OP245
Ensure that some of the group B tanks are open before completion of the first
group in order to avoid a pressure surge in the lines during changeover. f) Open the manifold valves to which the loading arms are Open No.1, 2 and 3 CO main bulkhead OP202, OP203,
connected. isolation valves OP204
Open No.1, 2, 3, 4 and 5 centre CO tanks OT102, OT118
OT128, OT134 Open Slop tank isolator from No.2 group OT147, OT148
g) Commence loading, one grade at a time at the agreed reduced
OT140 valves
rate. Once satisfied that the cargo is flowing only into the selected
tanks, loading of the second and third grades can be commenced Open No.3 wing COT isolation from No.3 OT119, OT120
n) Shut the required finishing and trimming tanks at a suitable
in the same manner. group valves
ullage, adjusting the loading rate as required.
o) Create an appropriate stagger for controlled topping off, reduce h) Create an appropriate stagger for controlled topping off, reduce Open Group 1 cargo oil tank valves:
the loading rate in sufficient time. the loading rates in ample time. 1 centre, 2 centre, 4 centre and 5wings OT102, OT118,
OT134, OT136,
p) On completion of cargo loading, drain all the loading tanks into a i) Ensure the ballast operation is completed in advance of the final OT138
slack tank and close all valves. topping off.
Open Group 2 cargo oil tank valves:
3.3.2 Loading a Multigrade Cargo 3 centre 1 and 4 wings and both slop OT128, OT108,
j) On completion of loading, drain all the loading lines into slack
tanks OT106, OT130,
tanks and close all valves on the cargo system. OT132, OT144,
Prior to arrival at the load port checks and tests must be carried out, to verify
the correct operation of the cargo hydraulic and monitoring systems. OT143, OT149,
The trimming tanks are the slack COTs resulting from trim, draught or
Each vapour recovery/inert gas line is fitted with a breather combined pressure nominated cargo restrictions. These are usually COTs No.1 and No.5, or body Open Group 3 cargo oil tank valves:
vacuum valve. The test levers on all PV valves must be operated to confirm tanks such as COTs No.3. 5 centre 2 and 3 wings OT140, OT114,
that the valves are free to operate on their seats before loading or unloading. OT116, OT124,
Wing tanks are not recommended for use as trimming or finishing tanks. OT126
After planning the stability, taking into consideration maximum permissible
draught, bunkers, water and extras, the procedure to load a multigrade crude Open The manifold valves that loading
Trimming tanks are filled to a pre-planned ullage and then shut. They are brought
oil cargo is very similar to that for a single grade, the worst case scenario being arms are connected to: port side OD304, OD308,
to their final ullage towards the end of loading at a reduced loading rate.
that three grades are to be loaded and discharged whilst maintaining a two OD312, OD316,
valve separation.
It is always advisable to complete loading in a slack tank in order to reduce the stbd side OD303, OD307,
risk of a carry-over of cargo to the inert gas main. OD311, OD315,
The following assumes that the vapours from each grade are compatible with
the other grades being loaded. If this is not the case, only grades with
compatable vapours can be loaded concurrently. Slack tanks should be kept to a minimum in order to reduce free surface effect. a) Commence loading group 1 at slow speed until the initial safety
checks are completed, including manifold and overside checks,
a) Make the IG system common with all spectacle blanks, cargo tank Deballasting is to be started shortly after bulk loading is under way. Segregated then increase to the required full loading rate.
isolating valves and the vent mast riser open. ballast should be discharged as required to assist in maintaining a reasonable trim.
b) Commence loading group 2 followed by group 3 in the same
Assuming three grades being loaded. Initially all valves shut: manner as for group 1.
When preparing the system to load cargo, it is important to ensure that all
valves are in the closed position prior to setting the cargo lines. c) Stagger tanks and reduce loading rates to comply with trim and
stress requirments.

Illustration 3.4.1a Full Discharge Tank Segregation
Key
Cargo Group 1
Upper Deck
Cargo Group 2
OD318
OD314 OD310 OD306 OD302
Cargo Group 3 OD320
OD334 OD332 OD330 OD328
OD322 OD316 OD312 OD308 OD304
To No. 4 C.O.T.
OD336
OD326
OD325
Upper Deck
To No.4 C.O.T.
(Centre)
Upper Deck
OP287 Cleaning Main
ODME
OD321 OD333 OD331 OD329 OD327
Sampling Point
OD313 OD309 OD305 OD301
Upp. OD319
OP277 No. 1 C.O.
OD317
OD339
OP274 No. 2 C.O. OP272 Spill Tanks (Port and Starboard)
(Starboard)
OD338
OP273 OP270 H
OP269
OP267 OP266
OP264 Slop OT150
OP268 OP291
OP262 OP261 System
Drain Tank
From Ballast
Room
(P) (S) BA026 OP282
OP206
OP245 OT138 OT132 OT126 OT116 OT108
OP251 OP285 OT144
DP278
OP230 OP224
OP250 OP244 OP239 OP223 OP211
OP233 OP227 OP204 OT122 OT110 OT109

OP238 OT112
OT148
OP208 OT127 OT128 OT121
OP210 OT147 OT111
OP243 OP284
OT104
OP229 OP222 OT146 OT120
OT139 OT140
OP207 OT103
OP248 OP242 OP237 OP221 OT145 OT119

OP202
OP236 Tank OT142
OP283 (C) (C) (C) (C) (C)
OP247 OP286 OP265
OP228 OP220
OP231 OP225 OT135 OT129 OT123 OT113 OT105
OP201
OP218
OP213 PI OP214 Sea
Chest
Issue: 1 3.4 Discharging Cargo - Page 1 of 12

d) Top off each group in turn. It is likely, due to the loading rates for a) All COW valves are to be closed. i) By dropping the lines to the slop tank and re-draining the slop
each group differing, that the grades will not finish in the same tank to shore via the Marpol Line.
order that they started. b) Ensure that all overboards are closed and sealed and any spool or
pieces are removed.
e) Drain all top lines and loading arms to a slack tank in each group. ii) By draining the lines directly with the stripping pump and
c) The cargo pump system and the IG plant is to be prepared. pumping the drainings ashore via the Marpol Line.
f) Close all cargo valves.
d) Open the main lines from the COTs to the main cargo pumps and During draining of the lines, the vacuum in the cargo lines must be broken via
g) Agree ship shore figures and disconnect the loading arms. then up to the manifolds. vacuum breaker valves OD323, OD342.
A similar loading plan could be followed for two grades making use of the e) Start the IG plant. Segregated ballast loading should be started once bulk discharge has
availability of combining No.1 centre, No.3 wings or the slop tanks with commenced, consistent with maintaining the trim and stress within accepable
another group to give different cargo quantities. f) Open the manifold valves that the discharge arms are connected to.
limits.
g) Open one set of COTs to each MCP.
3.4 Discharging Cargo
h) Start each MCP slowly, watching the back pressures carefully.
Prior to arrival at the discharge port a number of communications will take
place between the vessel and the receiving terminal. These communications
i) When pumps and pressures are balanced, debottom all tanks by
are based on the ISGOTT guide check lists.
1m in preparation for crude oil washing. If it is intended that the
slop tanks be used for crude oil washing, they should be
Particular attention should be given to: discharged and re-filled with fresh ‘dry’ crude oil.
Emergency shutdown procedures
j) Increase to full speed discharge as per discharge plan and in
Crude oil washing pre-arrival checks agreement with the shore installation.
Manning levels for the various operations
(Note ! During draining it may be necessary to reduce the speed of the other
Oil spill response procedures main cargo pumps, so reducing the back pressure and improving draining
The manifold area and the mooring systems performance.)
3.4.1 Full Discharge k) The ballast crossover to the bottom cargo line is normally kept
closed and blanked. The spool piece between the cargo oil and
The following factors are to be considered prior to a full discharge: ballast systems must be removed and the lines blanked.
Maximum available draught at the berth
l) The crossovers between the cargo lines in the pump room can be
Maximum allowable freeboard on the berth
opened to optimise MCP performance, but care must be
Grade segregation, if carrying multiple grades exercised.
Crude oil washing requirements
m) At approximately 1.5m sounding, the vacuum pump system can
Heavy weather ballast requirements and the need to COW No.3 centre be started and the auto stripping system activated.
COT
n) COW can be started as required when the selected tanks are
Maintenance of satisfactory trim and stress
empty.
Ballasting operations
o) Upon completion of discharge, the cargo lines must be drained to
When preparing the system to discharge cargo, it is important that all valves the shore tanks. This can be achieved in two ways:
are in the closed position prior to setting the lines for discharge and all tank IG
Cargo Oil Pump Emergency Stop at Midship Manifold
connections are set up as required:
Below Vapour Return to Shore Connection

Illustration 3.4.2a Full Discharge of a Single Grade with Partial COW Tank Segregation
Key
Cargo Group 1
Upper Deck
Cargo Group 2
OD318
OD314 OD310 OD306 OD302
Cargo Group 3 OD320
OD334 OD332 OD330 OD328
OD322 OD316 OD312 OD308 OD304
To No. 4 C.O.T.
OD336
OD326
OD325
Upper Deck
To No.4 C.O.T.
(Centre)
Upper Deck
OP287 Cleaning Main
ODME
OD321 OD333 OD331 OD329 OD327
Sampling Point
OD313 OD309 OD305 OD301
Upp. OD319
OP277 No. 1 C.O.
OD317
OD339
(Starboard)
OD338
OP273 OP270 H
OP269
OP267 OP266
OP264 Slop OT150
OP268 OP291
OP262 OP261 System
Drain Tank
From Ballast
Room
(P) (S) BA026 OP282
OP206
OP245 OT138 OT132 OT126 OT116 OT108
OP251 OP285 OT144
DP278
OP230 OP224
OP250 OP244 OP239 OP223 OP211
OP233 OP227 OP204 OT122 OT110 OT109

OP238 OT112
OT148
OP208 OT127 OT128 OT121
OP210 OT147 OT111
OP243 OP284
OT104
OP229 OP222 OT146 OT120
OT139 OT140
OP207 OT103
OP248 OP242 OP237 OP221 OT145 OT119

OP202
OP236 Tank OT142
OP283 (C) (C) (C) (C) (C)
OP247 OP286 OP265
OP228 OP220
OP231 OP225 OT135 OT129 OT123 OT113 OT105
OP201
OP218
OP213 PI OP214 Sea
Chest

3.4.2 Discharge of a Single Grade Cargo with COW of No.1 Centre COT, If loading arms are not connected to all manifolds, the discharge lines can be k) When No.4 wings COTs are at cleaning level :
No.4 Wings COT and Both Slop Tanks made common on the discharge side of the cargo pumps by opening valves
OP247, OP249 and OP251 as required. Open No.4 wing COT stripping suction valves OT131, OT129
Tank washing is done using the single stage method, commencing when the
tank is almost dry. During washing, the level in the tank being washed should Close No.4 wing COT main suctions OT132, OT130
c) Start the COPs.
be kept as low as possible. The tank should be well drained towards the end of
cleaning in order to get the best results. d) Commence the discharge at slow speed, carrying out all safety Open No.4 wing COT tank cleaning machines TC48, TC49, TC41,
checks after each pump is started. TC46, TC45, TC40
Each tank should be washed for at least one full pattern of the cleaning
machines, of approximately 75 minutes. e) De-bottom all tanks by at least 1m to remove any wet crude once l) Commence COW of No.4 wings COT maintaining a pressure of
the system has been proved. between 8 and 10kg/cm2 using No.3 COP discharge valve OP246
The normal maximum number of tanks that can be washed at any one time is two. to adjust the pressure as necessary.
However, the pressure in the tank cleaning line must not fall below 8kg/cm2. f) Once the system has been proved, and with the shore installation’s
agreement, increase the pump speed until the maximum permitted m) When COW of No.4 wings COT is complete:
Commence with all valves closed. back pressure or flow rate is achieved.
Close No. 4 wing COT tank cleaning machines TC48, TC49, TC41,
Position Description Valve During bulk discharge, or if all three cargo punps are not being used for TC46, TC45, TC40
discharge, the crossovers between the bottom lines, OT111 and OT112, OT145
Open Deck main IG isolating valves IG34, IG37 and OT146, OT121 and OT122, can be opened as required. Alternatively, or in n) Complete stripping of No.1 centre COT.
addition to the crossovers, the ballast suction crosover can be utilised to make
a) Start the IG system. all the bottom lines common, OP224, OP222 and OP220. Close No 4 wing COT stripping suction valves OT131, OT129
Open No.1, 2 and 3 CO main bulkhead OP202, OP203, g) As the first tanks near draining level, the automatic unloading o) When both slop tanks are at cleaning level.
isolation valves OP204 system should be set up as per section 2.3.3.
Open Slop tank stripping suction valves OT137, OT135
Open MCP suctions OP219, OP221, When No.1 centre COT is at cleaning level:
OP223 Close Slop tank suction valves OT138, OT136
Position Description Valve Open Slop tank cleaning machines TC68, TC69, TC66,
Open MCP discharge valves OP246, OP248,
OP250 Open Tank cleaning main isolating valve OP287 TC65
p) Commence COW of both slop tanks maintaining a pressure of
Open Group 1, No.1, No.2, No.4 centre OT118, OT102 Open No.3 COP discharge to tank cleaning main line OP247
between 8 and 10kg/cm2 using No.3 COP discharge valve OP246
No.5 wings COT OT134, OT138 to adjust the pressure as necessary.
OT136 Open No.1 centre stripping suction valve OT117
q) When COW of the slop tanks is complete.
Open Group 2, No.1, No.4 wings OT108, OT106 Close No.1 centre main suction valve OT118
No.3 centre, slop tanks COT OT128, OT132 Close Slop tank cleaning machines TC68, TC69,
OT130, OT148 Open No.1 centre COT tank cleaning machines TC05, TC06, TC13
TC66, TC65
OT147, OT144 TC14, TC15
OT143 Close Slop tank stripping suction valves OT137, OT135
h) Commence COW of No.1 centre COT maintaining a pressure of
Open Group 3, No.2 wings COT OT116, OT114 between 8 and 10kg/cm2 using No.3 COP discharge valve OP246 Close Tank cleaning main isolating valve OP287
OT124, OT126 to adjust the pressure as necessary.
Open No.3 COP discharge to tank
b) When the shore confirm that they are ready to receive cargo: i) When COW of No.1 centre COT is complete: cleaning main line OP247
Open The manifold valves that the loading arms are Close No.1 centre COT tank cleaning machines TC05, TC06, TC13, r) On completion of the discharge it is necessary to drain all top,
connected to. port side OD304, OD308, . TC14, TC15 bottom and pump room lines to shore via the Marpol line using
OD312, OD316, the stripping pump. It may also be necessary to drain the slop tank
j) Complete stripping of No.1 centre COT at the same time.
stbd side OD303, OD307,
OD311, OD315, Close No.1 centre COT stripping suction valve OT117 During draining of the lines, the vacuum in the cargo lines must be broken.

Illustration 3.4.3a Discharging a Three Grade Cargo, Full COW Tank Segregation
Key
Cargo Group 1
Upper Deck
Cargo Group 2
OD318
OD314 OD310 OD306 OD302
Cargo Group 3 OD320
OD334 OD332 OD330 OD328
OD322 OD316 OD312 OD308 OD304
To No. 4 C.O.T.
OD336
OD326
OD325
Upper Deck
To No.4 C.O.T.
(Centre)
Upper Deck
OP287 Cleaning Main
ODME
OD321 OD333 OD331 OD329 OD327
Sampling Point
OD313 OD309 OD305 OD301
Upp. OD319
OP277 No. 1 C.O.
OD317
OD339
(Starboard)
OD338
OP273 OP270 H
OP269
OP267 OP266
OP264 Slop OT150
OP268 OP291
OP262 OP261 System
Drain Tank
From Ballast
Room
(P) (S) BA026 OP282
OP206
OP245 OT138 OT132 OT126 OT116 OT108
OP251 OP285 OT144
DP278
OP230 OP224
OP250 OP244 OP239 OP223 OP211
OP233 OP227 OP204 OT122 OT110 OT109

OP238 OT112
OT148
OP208 OT127 OT128 OT121
OP210 OT147 OT111
OP243 OP284
OT104
OP229 OP222 OT146 OT120
OT139 OT140
OP207 OT103
OP248 OP242 OP237 OP221 OT145 OT119

OP202
OP236 Tank OT142
OP283 (C) (C) (C) (C) (C)
OP247 OP286 OP265
OP228 OP220
OP231 OP225 OT135 OT129 OT123 OT113 OT105
OP201
OP218
OP213 PI OP214 Sea
Chest

3.4.3 Discharging a Three Grade Cargo, Full COW Position Description Valve h) Purge the cargo pumps of gas prior to start up to prevent damage
Open Inert gas deck isolation valves IG34, 37 to the pump and seals.
This case example discharging three grades with a 100% COW in the
following segregation; Close Inert gas isolation valve to cargo main line IG36, OD336 i) Commence discharge with No.1 MCP until checks have
ascertained that there are no leaks in the system and that cargo is
Group 1 Close Inert gas isolation valve to ballast system IG42, BA023 only being discharged from No.1 centre tank.
No.1, 2, 4 centre and No.5 wings
Close Inert gas mast riser valves IG10, 20 j) Once confirmed as correct, the remaining cargo pumps can be put
Group 2 on line and all cargo tanks on group 1 opened fully.
No.3 centre, No.1 and 4 wings and slop tanks Close Inert gas connections to ballast tanks and voids IG49, 05, 06
11, 21, 25 Position Description Valve
Group 3 26, 29, 30 Open Cargo tank valves on No.1 line OT118, 134, 136, 138
No.5 centre, No.2 and 3 wings Close Vapour emission valves IG15, 16, 17, 18 k) Increase the discharge rate to the maximum permitted and
Prior to arrival at the discharge port, a cargo plan shall be completed covering continue to discharge group 1 tanks to draining level.
c) Ensure that all overboard valves are shut tight and sealed.
all aspects of the proposed discharging operation. This will ensure that the
stability, stress, draught and trim are all within acceptable levels throughout the l) As the first set of tanks reach draining level, start the automatic
Close Starboard sea chest sea valves OP215, 216 unloading system and stop No.2 and 3 pumps as required.
discharge, and comply at all times with terminal restrictions.
Changeover the tanks from the main suctions to the stripping suctions.
Close High overboard valves OT150, OD 337
In addition, the following factors are to be considered and included in the cargo
plan prior to the discharge: Open Group 1 tank stripping suctions OT101, 117, 133,
d) Line up the cargo pump room valves. 135, 137
Maximum available draught at berth
Open Discharge valves to No.1, 2 and 3 top lines OP246, 248, 250 Close Group 1 tank main suctions OT102, 118, 134,
Maximum available air draught at berth
136, 138
Grade segregation if necessary Open No.1, 2 and 3 pump discharge valves OP240, 242, 244
m) Stop No.1 cargo pump on completion of draining and close group
Crude oil washing requirements Open No.1 bulkhead valve OP204 1 cargo tanks.
Heavy weather ballast requirements
Open No.1 cargo pump suction valve OP223 Close Group 1 tank stripping suctions OT101, 117, 133,
Maintenance of satisfactory trim
135, 137
Ballasting operation Open Pump room suction crossover valves OP220, 222, 224
Close No.1 Cargo pump suction valve OP223
Ship/shore safety checklists shall be completed prior to starting cargo e) Line up the cargo tank valves.
discharge, the cargo system lined up and valves double checked before start. Open No.2 bulkhead valve OP203
Open No.1 centre tank suction valve OT102
All cargo valves shall be checked closed prior to line up. Open No.2 cargo pump suction valve OP221
f) Line up the valves on deck.
a) Ensure all IG tank valves are locked open and all IG spectacle n) Line up to discharge group 2 tanks with all three cargo pumps.
blanks swung in the open position. Open No.1 line block valves OT109, 110
Open No.1 wing tank valves OT106, 108
Position Description Valve Swing the blanks on the manifold crossovers to the open position. The vessel
is now ready to commence discharge. o) Purge the cargo pumps of gas prior to start up to prevent damage
Lock open Individual COT IG isolating valves IG01, 02, 03, 04, 07, 08
09, 12, 13, 19, 22, 23 to the pump and seals.
g) When shore are ready, open the requisite midship manifold valves.
24, 27, 28, 31, 32, 33
p) Commence discharge with No.2 MCP, until checks have
b) Check that the IG deck main isolating valves are open, cargo top Open Manifold valves connected as required OD303, 304, ascertained that there are no leaks in the system and that cargo is
line and ballast spool piece crossover’s to the IG line are removed 307, 308, 311 only being discharged from No.1 wing tanks.
and flanges blanked. 312, 315, 316

Key
Cargo Group 1
Upper Deck
Cargo Group 2
OD318
OD314 OD310 OD306 OD302
Cargo Group 3 OD320
OD334 OD332 OD330 OD328
OD322 OD316 OD312 OD308 OD304
To No. 4 C.O.T.
OD336
OD326
OD325
Upper Deck
To No.4 C.O.T.
(Centre)
Upper Deck
OP287 Cleaning Main
ODME
OD321 OD333 OD331 OD329 OD327
Sampling Point
OD313 OD309 OD305 OD301
Upp. OD319
OP277 No. 1 C.O.
OD317
OD339
(Starboard)
OD338
OP273 OP270 H
OP269
OP267 OP266
OP264 Slop OT150
OP268 OP291
OP262 OP261 System
Drain Tank
From Ballast
Room
(P) (S) BA026 OP282
OP206
OP245 OT138 OT132 OT126 OT116 OT108
OP251 OP285 OT144
DP278
OP230 OP224
OP250 OP244 OP239 OP223 OP211
OP233 OP227 OP204 OT122 OT110 OT109

OP238 OT112
OT148
OP208 OT127 OT128 OT121
OP210 OT147 OT111
OP243 OP284
OT104
OP229 OP222 OT146 OT120
OT139 OT140
OP207 OT103
OP248 OP242 OP237 OP221 OT145 OT119

OP202
OP236 Tank OT142
OP283 (C) (C) (C) (C) (C)
OP247 OP286 OP265
OP228 OP220
OP231 OP225 OT135 OT129 OT123 OT113 OT105
OP201
OP218
OP213 PI OP214 Sea
Chest

q) Once confirmed as correct, the remaining cargo pumps can be put Position Description Valve Position Description Valve
on line and all cargo tanks on group 2 opened fully. Close Tank cleaning machines to No.2 centre TC18, 19, 26, 27 Close Group 2 tank stripping suctions OT105, 107, 127,
129, 131, 143, 144
Position Description Valve Open No.4 centre tank stripping valve OT 133
Open Group 2 tank main suctions OT128, 130, 132 Close Eductor suction to No.1 group line OP209
143, 144, 149 Close No.2 centre tank stripping valve OT 117
Close No.2 pump suction OP221
Open Slop tank block valves to No.2 line OT147, 148 Open Tank cleaning machines to No.5 wings TC52, 54, 56
57, 59, 60 v) Line up to discharge group 3 tanks with all three cargo pumps.
r) De-bottom all group 2 tanks by 4m then line up No.2 cargo pump
for COW of group 1 tanks. Close Tank cleaning machines to No.4 centre TC42, 43, 50, 51 Open No.3 bulkhead valve OP202
Open No.5 wing tank stripping valves OT135, 137 Open No.3 pump suction valve OP219
Open No.1 centre tank stripping valve OT101
Close No.4 centre tank stripping valve OT133 Open No.2 wing tank main suction valves OT114, 116
Open Eductor discharge to starboard slop OP293
CAUTION Open No.3 line crossover to No.3 wings OT119, 120

Open No.2 eductor suction valve OP269
Keep a very close watch on the level of the starboard slop tank during this
operation. w) Purge the cargo pumps of gas prior to start up to prevent damage
Open Eductor suction to No.1 group line OP209
to the pump and seals.
Open No.2 eductor drive OP273 t) On completion of washing group 1 tanks changeover No.2 pump x) Commence discharge with No.3 MCP until checks have
to discharge ashore until group 2 tanks reach draining level. ascertained that there are no leaks in the system and that cargo is
Open Tank cleaning machines to No.1 centre TC05, 06, 13, 14, 15
only being discharged from No2 wing tanks.
Close Tank cleaning machines to No.5 wings TC52, 54, 56
Open COW line block valves 2-1, 2-2, OP287 57, 59, 60 y) Once confirmed as correct, the remaining cargo pumps can be put
on line and all cargo tanks on group 3 opened fully.
Open No.2 pump eductor drive OP249 Open No.2 pump discharge to deck OP 248
Open Group 3 tank main suctions OT124, 126, 140
CAUTION Close Eductor discharge to starboard slop tank OP 293
Valve OP249 should be opened slowly to allow the eductor and tank
z) De-bottom all group 3 tanks by 4m then line up No.3 pump to
cleaning lines to fill, preventing unnecessary shock to the line. Close No.5 wing tank stripping valves OT135, 137 drive the eductor and wash group 2 tanks.
s) COW all group 1 tanks in sequence, closing in on No.2 pump Close No.2 pump eductor drive OP 249 Open No.2 eductor suctions to No.2 line OP208, 211
discharge to deck as required to maintain the washing pressure of
9 kg/cm2 on deck. As the first set of tanks reach draining level, start the automatic unloading Open Eductor discharge to No.5 centre OP292
system and stop No.1 and 3 pumps as required. Change over the tank suctions
Open Tank cleaning machines to No.2 centre TC18, 19, 26, 27 from the main suctions to the stripping suctions. Open Tank cleaning machines to No.1 wing tanks TC02, 03, 04
08, 09, 11, 12
Close Tank cleaning machines to No.1 centre TC05, 06, Open Group 2 tank stripping suctions OT 105, 107, 127,
13, 14, 15 129, 131 Open No.1 wing stripping suctions OT105, 107
Open No.2 centre tank stripping valve OT117 Close Group 2 tank main suctions OT 106, 108, 128, Open No.3 pump eductor drive OP247
130, 132
Close No.1 centre tank stripping valve OT101
CAUTION
u) Stop No.2 cargo pump on completion of draining and close group Valve OP247 should be opened slowly to allow the eductor and tank
Open Tank cleaning machines to No.4 centre TC42, 43, 50, 51 2 cargo tanks. cleaning lines to fill, preventing unnecessary shock to the line.

Key
Cargo Group 1
Upper Deck
Cargo Group 2
OD318
OD314 OD310 OD306 OD302
Cargo Group 3 OD320
OD334 OD332 OD330 OD328
OD322 OD316 OD312 OD308 OD304
To No. 4 C.O.T.
OD336
OD326
OD325
Upper Deck
To No.4 C.O.T.
(Centre)
Upper Deck
OP287 Cleaning Main
ODME
OD321 OD333 OD331 OD329 OD327
Sampling Point
OD313 OD309 OD305 OD301
Upp. OD319
OP277 No. 1 C.O.
OD317
OD339
(Starboard)
OD338
OP273 OP270 H
OP269
OP267 OP266
OP264 Slop OT150
OP268 OP291
OP262 OP261 System
Drain Tank
From Ballast
Room
(P) (S) BA026 OP282
OP206
OP245 OT138 OT132 OT126 OT116 OT108
OP251 OP285 OT144
DP278
OP230 OP224
OP250 OP244 OP239 OP223 OP211
OP233 OP227 OP204 OT122 OT110 OT109

OP238 OT112
OT148
OP208 OT127 OT128 OT121
OP210 OT147 OT111
OP243 OP284
OT104
OP229 OP222 OT146 OT120
OT139 OT140
OP207 OT103
OP248 OP242 OP237 OP221 OT145 OT119

OP202
OP236 Tank OT142
OP283 (C) (C) (C) (C) (C)
OP247 OP286 OP265
OP228 OP220
OP231 OP225 OT135 OT129 OT123 OT113 OT105
OP201
OP218
OP213 PI OP214 Sea
Chest

aa)COW all group 2 tanks in sequence, closing in on No.3 pump cc) As group 3 tanks reach draining level stop No.1 and 2 pumps, Position Description Valve
discharge to deck as required to maintain the washing pressure of start the automatic unloading system and line up to wash group 3
9 kg/cm2 on deck. tanks. Close Group 3 tank main suctions OT114, 116, 140
Position Description Valve Position Valve description Valve Close Tank cleaning machines to No.3 wing tanks TC28, 29, 33
Close Tank cleaning machines to No.1 wing tanks TC02, 03, 04 Close No.1 pump suction crossover OP224 34, 36, 37
08, 09, 11, 12
Open No.3 pump discharge to deck OP246 Close No.3 wing tank stripping valves OT123, 125
Close No.1 wing stripping suctions OT105, 107
Close No.3 pump eductor drive OP247 Close No.3 pump suction valve OP219
Open No.3 centre stripping suction OT127
Close No.3 line crossover to No.3 wings OT119, 120 Open No.2 eductor suction to No.3 line OP207, 210
Open Tank cleaning machines to No.3 centre tank TC30, 31
38, 39 Open No.1 line crossover to No 3 wings OT121, 122 Open No.2 wing tank stripping valves OT113, 115
Close Tank cleaning machines to No.3 centre tank TC30, 31 Open No.2 eductor suction to No.1 line OP209 Open Tank cleaning machines to No.2 wing tanks TC16, 17, 21
38, 39 22, 24, 25
Close No.2 eductor suction to No.2 line OP208
Close No.3 centre stripping suction OT127 Close Tank cleaning machines to No.2 wing tanks TC16, 17, 21
Open Starboard slop tank suction OT143, 149 22, 24, 25
Open No.4 wing stripping suctions OT129, 131
Close Cargo pump suction crossover to No.2 line OP222 Close No.2 wing tank stripping valves OT113, 115
Open Tank cleaning machines to No.4 wing tanks TC40, 41, 45
46, 48, 49 Open No.2 pump suction OP221 Open No.5 centre stripping suction OT139
Close Tank cleaning machines to No.4 wing tanks TC40, 41, 45 Close No.2 pump discharge to deck OP248 Open Tank cleaning machines to No.5 centre TC53, 61
46, 48, 49 62, 63
Open No.2 pump eductor drive OP249
Close No.4 wing stripping suctions OT 129, 131 ff) On completion of washing shutdown the tank cleaning line and
dd) Start up No.2 pump and educt out No.3 wing tanks, then proceed strip around all empty tanks and No.1 and 3 lines before
Open Slop tank stripping suctions OT 143, 144 to wash these tanks. discharging the starboard slop tank ashore.
Open Tank cleaning machines to slop tanks TC65, 66, 68, 69 Open No.3 wing tank stripping valves OT123, 125 Close Tank cleaning machines to No.5 centre TC53, 61
62, 63
Close Tank cleaning machines to slop tanks TC65, 66, 68, 69 Close No.3 wing tank main suctions OT124, 126
Close Tank cleaning main block valve OP287
Close Slop tank stripping suctions OT143, 144, 149 Open Tank cleaning machines to No.3 wing tanks TC28, 29, 33 Close No.5 centre tank stripping valve OT139
34, 36, 37
bb) On completion of washing group 2 tanks, back fill the starboard
slop tank to 50% innage then changeover No.3 pump to discharge Open Tank cleaning machine to starboard slop TC65, 66
Open Tank cleaning block valve OP287
ashore until group 3 tanks reach draining level. Aim to drain No.3
wing tanks first. Open No.3 pump suction valve OP 219
ee) As the remaining tanks reach draining level stop No.3 pump,
changeover from the main tank suctions to stripping suctions, Open No.1 pump suction valve OP 223
Close Tank cleaning block valve OP287 close No.2 and 3 manifolds and go onto wash the remaining group
3 tanks. Open No.1 and 3 pump discharge bypass valves OP234, 238
Open Eductor discharge to starboard slop tank OP293
Close No.1, 3 and 4 manifolds OD303, 304, 311, Open No.1 and 3 main line crossovers OD324, 326
Close Eductor discharge to No.5 centre OP292 312, 315, 316

Illustration 3.4.3b Stripping Lines Ashore with the Stripping Pump Tank Segregation
Key
Cargo Group 1
Upper Deck
Cargo Group 2
OD318
OD314 OD310 OD306 OD302
Cargo Group 3 OD320
OD334 OD332 OD330 OD328
OD322 OD316 OD312 OD308 OD304
To No. 4 C.O.T.
OD336
OD326
OD325
Upper Deck
To No.4 C.O.T.
(Centre)
Upper Deck
OP287 Cleaning Main
ODME
OD321 OD333 OD331 OD329 OD327
Sampling Point
OD313 OD309 OD305 OD301
Upp. OD319
OP277 No. 1 C.O.
OD317
OD339
(Starboard)
OD338
OP273 OP270 H
OP269
OP267 OP266
OP264 Slop OT150
OP268 OP291
OP262 OP261 System
Drain Tank
From Ballast
Room
(P) (S) BA026 OP282
OP206
OP245 OT138 OT132 OT126 OT116 OT108
OP251 OP285 OT144
DP278
OP230 OP224
OP250 OP244 OP239 OP223 OP211
OP233 OP227 OP204 OT122 OT110 OT109

OP238 OT112
OT148
OP208 OT127 OT128 OT121
OP210 OT147 OT111
OP243 OP284
OT104
OP229 OP222 OT146 OT120
OT139 OT140
OP207 OT103
OP248 OP242 OP237 OP221 OT145 OT119

OP202
OP236 Tank OT142
OP283 (C) (C) (C) (C) (C)
OP247 OP286 OP265
OP228 OP220
OP231 OP225 OT135 OT129 OT123 OT113 OT105
OP201
OP218
OP213 PI OP214 Sea
Chest

Position Description Valve Position Description Valve
Open Manifold vacuum breakers OD323, 342 Close No.2 manifolds OD307, 308
Open No.1 pump by pass line OP245 Open No.2 manifold crossover OD325
Open No.3 pump by pass line OP241 Open No.2 manifold stripping valves OD305, 306
gg) Changeover to strip out No.1 and 3 pumps and strainers on Open No.2 pump discharge to deck OP248
completion.
Open No.2 pump discharge valve bypass OP236
Close No.1 and 3 bulkhead valves OP202, 204
Open No.2 pump drain lines OP226, 232
Close No.2 eductor suction to No.1 and 3 lines OP207, 209
210, 211 Open Manifold vacuum breakers OD323, 342
Open Eductor suction to cargo pump drain lines OP212 kk) Stop the stripping pump when all the lines are drained and shut
down all valves on the system on completion.
Open No.1 pump drain lines OP227, 233
Hanla Indepentant High
Vacuum Breaker Level Alarm Indication
Open No.3 pump drain lines OP225, 231 Line Light and Air Horn
hh) Slow down No.2 pump and changeover to discharge the

starboard slop tank ashore.
Close Eductor discharge to starboard slop OP293
Close Manifold vacuum breakers OD323, 342
Open No.2 pump discharge valve OP248
Close No.2 pump eductor drive OP249
ii) As the starboard slop tank reaches draining level, start the
automatic draining system and line up the stripping pump to strip
all remaining lines ashore.
Open Stripping pump suction OP266
Close No.1 pump drain lines OP227, 233
Close No.3 pump drain lines OP225, 231
Open Stripping pump discharge OP275
jj) Stop No.1 pump when the starboard slop tank is drained and strip
the lines ashore via No.2 manifold.
Vacuum Breaker and Cargo Oil Tank High Level Alarm Indication

Illustration 3.5.1a Tank Cleaning System
Key
Deck Mounted Type Tank
Cleaning Machine TC49 TC37 TC25
TC60
Submerged Type Tank TC17 TC12 TC03
Hole for Portable Tank
2-3 TC58 TC10 TC01
Cleaning Machine 2-4 TC69
TC31 TC18
TC24 TC14 TC06
TC61 TC48 TC42 TC36 TC30 TC19 TC11
TC67 TC41 TC02
2-2 TC68 TC59 TC54 TC29
TC43
OP287 2-1 TC63 TC50

TC51 TC40 TC26 TC15 TC13
TC66 TC57 TC38 TC28 TC27 TC22
TC46 TC39 TC04
TC62 TC52 TC16 TC05
To ODME Line TC53 TC34
No.1 CO TC09
OP277
OP276 Stripping Eductor
TC44 TC32 TC20

OP274 No.2 CO OP272 TC64 TC07
Stripping Eductor TC65 TC45 TC33 TC21
OP271
To C.O. TC55
OP273 OP270 TC08
Stripping Line OP275 TC56
Stripping Pump
OP269
OP267 OP266
OP290 Slop Tank No. 5 C.O.T.

(P&S) (P&S) No. 4 C.O.T. (P&S) No. 3 C.O.T. (P&S) No. 2 C.O.T. (P&S) No. 1 C.O.T. (P&S)
From Pump Room OP268 OP291
Bilge
OP263 To Vacuum Pump
System
From Ballast
System OT137 OT131 OT125 OT115 OT107
BA026 OP282
OP206
OP245 OT138 OT132 OT126 OT116 OT108
OP251 OP285 OT144
No. 1 C.O. Pump DP278
OP205
OP230 OP224
To No. 1 OP212 OP209 OP292 OT133 OT134 OT117 OT118 OT101 OT102
C.O. Main Line OP250 OP244 OP239 OP223 OP211
OP233 OP227 OP204 OT122 OT110 OT109

OP238 OT112
OT148
OP208 OT127 OT128 OT121
OP210 OT147 OT111
OP243 OP284
OT104
OP229 OP222 OT146 OT120
OT139 OT140
To No. 2 OP207
OP248 OP242 OP221 OT145 OT119 OT103
C.O. Main Line OP237
OP232 OP226 OP202 OT149
Dump
OP236 OT142
Tank No. 5 C.O.T. No. 4 C.O.T. No. 3 C.O.T. No. 2 C.O.T. No. 1 C.O.T.
OP241 OP283 (C) (C) (C) (C) (C)
OP247 No. 3 C.O. Pump OP286 OP265
DP278
OP228 OP220
To No. 3 OP293 OT143 OT141 OT136 OT130 OT1 24 OT114 OT106
C.O. Main Line OP246 OP240 OP235 OP219 Comp. Air Supply
OP231 OP225 OT135 OT129 OT123 OT113 OT105
OP201
OP218
From A.U.S. Drain Tank PI
OP264 OP213 OP214 Sea
Chest
Issue: 1 3.5 Crude Oil Washing and Tank Cleaning - Page 1 of 6

3.5 Crude Oil Washing and Tank Cleaning Operation of the Toftjorg TZ 73 Units
3.5.1 Tank Cleaning System The Toftjorg TZ-73 tank cleaning machine is non programmable and are media Illustration 3.5.2a Tank Cleaning Machine
driven and lubricated. They require no additional power source. During
The tank cleaning system is comprehensive, versatile and self-contained. It operation the normal working pressure is 9 bar, with a minimum pressure of 8 Lift Eye
consists of 38 deck mounted and 5 submerged Toftjorg TZ-73 dual nozzle, bar if effective cleaning is to be achieved.
non-programmable tank cleaning machines.
As the machine is non-programmable, its operation can only be verified by its
A 300 mm tank cleaning main line joins the machines to each of the cargo oil sound pattern. If there is any doubt as to a machine’s operation, all other
pumps via the COP discharge crossover line. The cargo oil pumps are used to machines in the tank being cleaned and in adjacent tanks should be shut off, its
provide crude oil COW and water for tank washing. The tank cleaning system movement can then be identified by the sound pattern.
is connected to both stripping eductors (2 x 600m3/h), which operate at a drive
pressure of between 11 and 12 kg/cm2..The slop tanks complete the system. Under normal operating pressures, one cycle will take approximately 7 Gasket
minutes. A full pattern is achieved when 10 cycles have been completed.
One or both of the slop tanks can be utilised during crude oil or water washing.
A balance line is fitted, principally for use during water washing. (see section 3.5.3 for flow rates and pattern duration graphs)
3.5.2 Tank Cleaning Machine Description Portable Machines
No. of sets: 38 deck mounted + 5 submerged No. of sets: 8 Deck CoverPlate

Manufacturer: Toftejorg Manufacturer: Toftejorg
Type: TZ-73 Type: TZ-65
Operating pressure: 9 bar Operating pressure: 9 bar
Nozzle diameter: 2 x 23mm Nozzle diameter: 2 x 15mm
Capacity: 96m2/h Capacity: 44m2/h
Nozzle length:
Deck mounted machines : 348mm There are eight portable Toftjorg TZ-65 tank cleaning machines held on board
Bottom mounted machines : 178mm in the deck store along with eight individual portable hose assembly units.
Time for one full washing pattern: 75 minutes
No. of cycles per pattern: 10 The TZ-65 units rotate and function in the same manner as the TZ-73 units,
except they have four cycles to a complete pattern. At a working pressure of
The Toftejorg TZ-73 tank washing machine is a dual nozzle, non-programmable, 9bar, a pattern will be completed in 13 minutes.
turbine driven machine, driven by the cleaning media. The machine rotates 360°
in the horizontal plane and the nozzles 360° in the vertical plane which produces As a guide for both units, the maximum horizontal throw length is measured
Side Elavation
a criss-cross cleaning pattern. A series of four graduated cleaning cycles offset under static conditions, the vertical throw length is approximately 1/3 of this
these patterns ensuring full 360° cleaning in both planes. figure.
The tank cleaning machines are fitted as follows:

2 machines in each of No.1 to 5 wing cargo oil tanks
1 machine in each of the slop tanks
Total weight of extension pipe with
4 machines in No.1 centre cargo oil tank cleaner: 42.5 kgs.
3 machines in each of No.2 to 5 centre cargo oil tanks
Additionally each of the centre tanks is fitted with a submerged type tank
cleaning machine at the after end.

Illustration 3.5.3a Crude Oil Wash
Key
Cargo Group 2
Cargo Group 3

TC60
2-3 TC58 TC10 TC01
Cleaning Machine TC69
2-4
TC31 TC18
TC24 TC14 TC06
TC67 TC41 TC02
2-2 TC68 TC59 TC54 TC29
TC43
OP287 2-1 TC63 TC50

TC46 TC39 TC04
TC62 TC52 TC16 TC05
No.1 CO TC09
OP277
TC44 TC32 TC20

OP271
To C.O. TC55
OP273 OP270 TC08
Stripping Pump
OP269
OP267 OP266

Bilge
System
From Ballast
BA026 OP282
OP206
OP245 OT138 OT132 OT126 OT116 OT108
OP251 OP285 OT144
OP205
OP230 OP224
OP233 OP227 OP204 OT122 OT110 OT109

OP238 OT112
OT148
OP208 OT127 OT128 OT121
OP210 OT147 OT111
OP243 OP284
OT104
OP229 OP222 OT146 OT120
OT139 OT140
To No. 2 OP207
OP248 OP242 OP221 OT145 OT119 OT103
OP232 OP226 OP202 OT149
Dump
OP236 OT142
OP241 OP283 (C) (C) (C) (C) (C)
DP278
OP228 OP220
OP231 OP225 OT135 OT129 OT123 OT113 OT105
OP201
OP218
Chest

3.5.3 Crude Oil Wash This method of COW allows for greater ullage and easier monitoring of the
crude oil returns, but it is quite feasible to utilise a single slop tank for the
COTs are crude oil washed to comply with both legislation (contingency operation, reducing the level occasionally to maintain a safe ullage.
ballast requirements) and Charterer’s requirements in order to achieve
maximum out-turn. This basically would be No.3 centre (nominated ballast COTs are crude oil washed during discharge by pumping dry crude, at a back
tank) and one quarter of the remainder. However, no tank requires to be washed pressure of about 9kg/cm2, bled from the discharge of one of the cargo oil
more than once in four months, with the exception of ballast requirements. pumps, via the tank cleaning line, to the tank cleaning machines.
A programme for the regular crude washing of cargo tanks is to be maintained. The eductors driven by the same cargo oil pump that is being used to drive the
Crude oil washing permits the removal of oil fractions adhering to or deposited COW machines, are used to drain the oil fractions from the cargo tank bottom
on the tank surfaces. These deposits, which would normally remain on board to a slop tank. Good draining is essential during COW operations.
after discharge, are then discharged with the cargo. As a consequence, the need
to water wash to remove residues is virtually eliminated. Water rinsing will be If the portable COW machines are to be used for spot cleaning, then it is of
necessary if the tank is to be used for clean ballast. utmost importance that the bonding wire is securely attached to the machine
head before use, and the earthing clamp made fast to an earthing post.
A typical crude oil washing program is as follows :
1st voyage
No.1 centre and 4 wing cargo oil tanks, and both slop tanks
2nd voyage
No.2 wing, and 3 and 5 centre cargo oil tanks Flow Rate For TZ-73, Nozzle Diameter 2 x 23mm Time For Complete Pattern (10 Cycles) For TZ-73, Nozzle Diameter 2 x 23mm
3rd voyage
Nos.1 and 3 wing cargo oil tanks and both slop tanks 110 120
4th voyage
No.2 and 4 centre, and 5 wing cargo oil tanks
100 100
Leakage of crude oil from the COW system is a potential fire and pollution
hazard. Before use, the system should be pressure tested to working pressure Flow Rate Minutes
and any leaks made good. (m3/h)
90 80
During operation the system must be kept under continuous observation and
crude oil washing stopped when any sign of leakage or malfunction is detected.
Before commencing COW it is necessary to debot tom all COTs, including the 80 60
slop tanks. This will remove any water that may have settled during transit,
thus considerably reducing static charges that may be created during washing.
If the slop tanks are to be used for crude oil washing, it is, subject to grade
70 40
segregation, usually advisable to empty the slop tanks and recharge them with
fresh dry crude prior to commencement. The levels to which the slop tanks are
recharged are arbitrary, but sufficient ullage is required in the ‘clean slop tank’
3 4 5 6 7 8 9 10 11 12 3 4 5 6 7 8 9 10 11 12
(port), to allow for the cargo pump to maintain suction and the balance line to
remain covered. The balance line is at approximately the half volume level in Inlet Pressure (bar) Inlet Pressure (bar)
the port slop tank, and 0.4m above the tank bottom in the port slop tank.

Illustration 3.5.4a Closed Cycle Washing, No.3 Centre
Key
Wash Water

TC60
2-3 TC58 TC10 TC01
Cleaning Machine TC69
2-4
TC31 TC18
TC24 TC14 TC06
TC67 TC41 TC02
2-2 TC68 TC59 TC54 TC29
TC43
OP287 2-1 TC63 TC50

TC46 TC39 TC04
TC62 TC52 TC16 TC05
No.1 CO TC09
OP277
TC44 TC32 TC20

OP271
To C.O. TC55
OP273 OP270 TC08
Stripping Pump
OP269
OP267 OP266

Bilge
System
From Ballast
BA026 OP282
OP206
OP245 OT138 OT132 OT126 OT116 OT108
OP251 OP285 OT144
OP205
OP230 OP224
OP233 OP227 OP204 OT122 OT110 OT109

OP238 OT112
OT148
OP208 OT127 OT128 OT121
OP210 OT147 OT111
OP243 OP284
OT104
OP229 OP222 OT146 OT120
OT139 OT140
To No. 2 OP207
OP248 OP242 OP221 OT145 OT119 OT103
OP232 OP226 OP202 OT149
Dump
OP236 OT142
OP241 OP283 (C) (C) (C) (C) (C)
DP278
OP228 OP220
OP231 OP225 OT135 OT129 OT123 OT113 OT105
OP201
OP218
Chest

3.5.4 Water Wash (Cold or Hot) m) Open the required tank cleaning machines. Close The stripping pump suction and discharge OP291, OP276,
to the starboard slop tank valves OD338
Cold washing (water rinsing) of COTs is required for the following purposes: Complete at least one full pattern. The patterns given are for a general wash,
Prior to the ballasting of COTs which have previously been crude the actual duration required will be found with experience. A slight port list is e) Fill the slop tanks to the required ullage and then change No.3
oil washed, where the ballast is to be treated as clean ballast beneficial for draining purposes. COP to closed cycle on both slop tanks.
Prior to refit, or the inspection of COTs that have previously been Monitor the slop tank ullages and total quantities carefully. Close No.3 COP suctions from sea chest OP220
crude oil washed
The above method of water wash is entitled ‘closed cycle’, and is considered Open No.3 COP main suction OP219
Procedure to be the most manageable and controlled method of tank washing.
Close Inboard and outboard sea suction valves OP217, OP215
When preparing the system for tank cleaning, it is important to ensure that all Closed Cycle Washing
valves are in the closed position prior to setting the lines. Open No.2 cargo oil stripping eductor suction
Assuming No.3 Centre COT is Being Washed for Inspection Using No.3 and discharge to the starboard slop tank OP273, OP293
a) Ensure the COT to be washed is inerted and that the oxygen Cargo Oil Pump
content is less than 8%. Open Tank cleaning line main isolator OP287
Commence with all valves closed.
b) Drain all crude oil from the tank cleaning main to the slop tank, Open No.2 group bottom line bulkhead
by opening a slop tank machine and one of the machines at the Position Description Valve isolator valve OP203
forward end of the tank cleaning main. Ensure these valves are
closed prior to commencement of tank cleaning. Open No 2 cargo oil stripping eductor OP208, OP211,
Open Stripping pump suction to sea chest OP291
suction from No.2 group bottom line OP269
c) Keeping both the main sea valves shut, line up the stripping pump
Open Stripping pump discharge valves to
from the sea chest to the port slop tank. Close Starboard slop tank suction valves OT143, OT149
starboard slop tank OP276
d) Open the slop tank balance line. Open Slop tank balance line OT141, OT142 Open No.3 COP discharge to the eductor/
overboard OP247
e) Start the stripping pump so as to create a vacuum at the inboard a) Start the stripping pump. When a vacuum shows on the suction
side of the sea suction. side of the pump. Open No.3 centre COT stripping suction OT127
f) Open the inboard sea valve, check for vacuum, then open the Open The inboard sea valve OP217 Close No.3 COP main discharge valve and
outboard sea valve. group 3 loading valve OP246, OP241
b) When a vacuum shows at the sea chest.
g) Line up the cargo pump to be used for tank washing from the sea Open No.3 centre COP tank cleaning valves TC30, TC31, TC38,
suction to the tank cleaning main, and to the starboard slop tank Open The outboard sea valve OP215 TC39
via the eductors.
c) Monitor and verify there is a positive flow to the starboard slop f) The cargo tanks are now being washed using closed cycle
h) Start the tank cleaning pump. tank. cleaning.
i) When the cargo pump has suction, stop the stripping pump and Open No.3 COP discharge line to both OP246, OP241, While draining the centre and starboard tanks a slight port list is advantageous.
shut it down. slop tanks OP202, OT145,
OT146, OT144, Water Wash Hot
j) Charge the slop tanks to a level that is higher than the balance line OT143 A tank cleaning heater is not fitted on this vessel. However, heating coils are
outlet in the port slop tank. fitted in both slop tanks. These are capable of heating the contents from from
Open No.3 COP suctions from sea chest OP220 44ºC to 60ºC when 98% full in 24 hours, with a sea water temperature of 5ºC
k) Change over the cargo pump from the sea suction to the port slop and an ambient air temperature of 2ºC. The port slop tank has a heating ratio
tank direct suction, discharging to the starboard slop tank through d) Start No.3 COP. When the rpm is steady and flow is established of 0.03 m2 per m3 and the starboard slop tank heating ratio of 0.06 m2 per m3.
the eductors. The eductors are used to drain the tank being washed. into the slop tanks, stop the stripping pump.
The closed cycle method of cleaning, as described above, would require to be
l) Open the stripping suctions on the COT to be washed. employed.

Illustration 3.6a Gas Freeing
Flammability Composition
15 Note: This diagram is illustrative only and should not be used for
B
deciding upon acceptable gas compositions in practical cases
Hydrocarbon Gas - Percentage by Volume

F
D
10
t Gas
Dil
uti
on
wit
with Iner
hA
ir
Dilution
5 Flammable
Mixture
G
Critical
Dilution
with Air
Dilution wi E
H th Air
C
A
0 5 10 15 20 21
Oxygen - Percentage by Volume
Inerting Purging
Fresh Air Fresh Air Gas Freeing
To Vent Mast
Riser Portable
Fan
Fresh Air Fresh Air
Inert Gas/Hydrocarbon Mixture
Inert Gas at Low Pressure Fresh Air
Inert Gas via the Cargo Inert Gas via the Cargo Fresh Air from I.G. Blower
Filling Line Filling Line via the Cargo Filling Line
Issue: 1 3.6 Gas Freeing - Page 1 of 4

3.6 Gas Freeing closed position. Atmosphere Tested
b) Change over the inert gas blowers to fresh air blowing.
COTs must be water washed, purged and gas freed prior to inspection. Cargo The COT atmosphere is to be tested for both oxygen and LEL, at different
oil tanks must never be entered when inerted. c) Restart one blower and blow air to the COT to be gas freed, via levels and sections, and if remote checking cannot take place, entry is to be
the spectacle piece cross connecting into the cargo top line. All made wearing breathing apparatus, in a fully controlled manner. A Permit to
Prior to gas freeing any COT or gaseous space, the hydrocarbon content must lines must have been well drained. Work certificate, of limited duration, will be required.
be below 2% Hc, thus ensuring that the space will not pass through the
flammable envelope as the oxygen percentage increases. (See Flammability d) Vent through the tank hatch. Gas free one COT at a time. Entry into a space, without the use of breathing apparatus, is only permitted
Composition Diagram - Hydrocarbon Gas/Air/Inert Gas Mixture.) when the oxygen content is 21%, and the flammable gas content is nil. Where
e) Monitor the oxygen at all levels in the cargo tank until 21% O2 is readings have been steady for some time up to 1% LEL is acceptable, in
It is important to locally isolate tanks that are to be gas freed, so that inert gas achieved. conjunction with the 21% oxygen.
cannot enter these tanks from adjacent, inerted tanks. The first stage in the gas
freeing process is called purging. f) Carefully test the tank for LEL and ensure that the LEL is zero. If Permit to Work Completed
deemed necessary, test the COT for H2S to ensure that it is within
Common practice is to purge a couple of tanks at a time and monitor the gas acceptable limits. A permit to work must be completed before entry. The permit should be of
emitted until it is below 2% Hc. This method is termed replacing a tank limited duration and should, in any case, not have a validity in excess of 24
atmosphere by DILUTION. The lighter inert gas at high velocity is injected 3.6.1 Gas Freeing for Entry hours.
through the cargo main suction valves and mixes with the gaseous atmosphere,
which is then vented throught the inert gas main to the vent riser. The following are required, in addition to the general procedures above, for gas Pre-Entry Preparations Made
freeing. More detail and recommendations can be found in the Company
Gas Freeing Safety Operations Manual. A risk assessment should be completed prior to The space must be thoroughly ventilated and the atmosphere tested and found
tank entry. safe for entry without breathing apparatus. Rescue and resuscitation equipment
a) Line up the inert gas plant to supply IG to the cargo main by is to be at the entrance to the space, along with a responsible person who will
turning the spectacle piece on the cross conecting line. Competent persons are the Master, Chief Engineer, Chief Officer and the First maintain constant and full communications with the personnel throughout the
Engineer. In the case of cargo tanks the Chief Officer will normally make the time they are in the space. He will also maintain communications with the
b) Monitor the emissions until the hydrocarbon meter readings are initial assessment. The level of risk must be defined in accordance with the OOW.
less than 2% Hc. Company Safety Operations Manual. Full account is to be taken of the
potential dangers and hazards associated with the space to be entered. All equipment is to be checked as being intrinsically safe.
c) Upon completion of purging, the IG plant must be stopped, the
pressure of the IG main minimised and the tank hatch opened. A Responsible Person is to Take Charge Procedures During Entry
d) Close the inert gas inlet valve to the tank being gas freed. The A responsible officer will take charge of the entry operation, this person will Ventilation is to be continued throughout the entry period. Should the
tank can now be gas freed using the portable fans. be appointed by the Master, Chief Engineer or Chief Officer. ventilation fail, the operation is to be stopped and the personnel in the tank are
to exit to the deck immediately.
e) Monitor the tank atmosphere for oxygen until the readings are Potential Hazards to be Identified
21% O2. The atmosphere must be tested at regular intervals to verify that it is still safe.
Oxygen deficiency and/or the presence of toxic substances or flammable Personal portable gas sampling equipment is supplied for this purpose. Careful
f) Carefully monitor for LEL and ensure that the reading is consis- vapours. monitoring of the personnel in the tank is to be carried out. Should the
tently below 1% but preferably zero. responsible person note any adverse signs, they are to issue the recall signal
Space Prepared and Secured for Entry immediately and advise the OOW, who will sound the alarm and summon
g) Test for H2S if necessary. assistance.
The space to be entered is to be secured against the ingress of dangerous
Alternative Method for Gas Freeing substances. Valves are to have a positive method of displaying if open or shut, In a similar manner, should any person in the tank feel adversely affected, in
and of preventing them from being operated while entry is taking place. The any way, they are to warn their companions and vacate the tank immediately.
In the event that several, or all, the COTs are to be gas freed, the inert gas fan(s) OOW on watch on the bridge, or on the main deck, is to be informed of any
can be changed over to blow air to the tanks : tank entry.
a) Check all the COTs that are to be gas freed have been isolated,
their IG inlet valve shut and the spectacle piece turned to the

Illustration 3.6a Gas Freeing
Flammability Composition
15 Note: This diagram is illustrative only and should not be used for
B
deciding upon acceptable gas compositions in practical cases
Hydrocarbon Gas - Percentage by Volume

F
D
10
t Gas
Dil
uti
on
wit
with Iner
hA
ir
Dilution
5 Flammable
Mixture
G
Critical
Dilution
with Air
Dilution wi E
H th Air
C
A
0 5 10 15 20 21
Oxygen - Percentage by Volume
Inerting Purging
Fresh Air Fresh Air Gas Freeing
To Vent Mast
Riser Portable
Fan
Fresh Air Fresh Air
Inert Gas/Hydrocarbon Mixture
Inert Gas at Low Pressure Fresh Air
Inert Gas via the Cargo Inert Gas via the Cargo Fresh Air from I.G. Blower
Filling Line Filling Line via the Cargo Filling Line

3.6.2 Gas Freeing for Hot Work
In addition to the requirements of section 2.6 and 2.6.1 the following are to be
complied with:
All the necessary terminal and port authority approvals are to be obtained.
A Hot Work Permit is to be issued.
Hot Work must not reduce the vessel’s fire fighting potential.
Appropriate fire fighting equipment is to be ready for immediate use, including

hoses run out and the fire pumps running.
All sludge scale and sediment for a distance of at least ten metres around the
hot work area must be removed, including from the reverse side of frames and
bulkheads. The adjacent tanks and spaces should checked and rendered safe
by either gas freeing or filling with water.
The COW line should be continuously pressurised from the fire main.
Cargo lines must have been thoroughly washed and be kept flooded with sea
water.
If necessary, bunker tanks should be ventilated (where the LEL is in excess of

5%).
An adjacent bunker tank can be considered safe when the level of fuel oil is
well above the level at which the work is being carried out and the LEL in its
ullage space is below 5%.
All cargo and pump room valves are to be locked closed, or inhibited with a
DO NOT OPERATE sign, posted for the duration of the repair period.

Illustration 3.7a Heavy Weather Ballasting
Upper Deck
OD318
OD314 OD310 OD306 OD302
OD320
OD334 OD332 OD330 OD328
To No. 4 C.O.T. OD322 OD316 OD312 OD308 OD304
(Port)
From Inert Gas System
OD336
OD326 OD323 OD342
OD325
Upper Deck
To No.4 C.O.T.
(Centre)
Upper Deck
OP287 Cleaning Main
ODME
OD321 OD333 OD331 OD329 OD327
Sampling Point
OD313 OD309 OD305 OD301
Upp. OD319
OP277 No. 1 C.O.
OD317
OD339
No. 2 C.O.
Upper Deck H OP271 OD337 (Starboard)
OD338
OP273 OP270 H
OP269
OP267 OP266
OP264 Slop OT150
OP268 OP291
OP262 OP261 System
Drain Tank
From Ballast
Room
(P) (S) BA026 OP282
OP206
OP245 OT138 OT132 OT126 OT116 OT108
OP251 OP285 OT144
DP278
OP230 OP224
OP250 OP244 OP239 OP223 OP211
OP233 OP227 OP204 OT122 OT110 OT109

OP238 OT112
OT148
OP208 OT127 OT128 OT121
OP210 OT147 OT111
OP243 OP284
OT104
OP229 OP222 OT146 OT120
OT139 OT140
OP207 OT103
OP248 OP242 OP237 OP221 OT145 OT119

OP202
OP236 Tank OT142
OP283 (C) (C) (C) (C) (C)
OP247 OP286 OP265
OP228 OP220
OP231 OP225 OT135 OT129 OT123 OT113 OT105
OP201
OP218
OP213 PI OP214 Sea
Key Chest
Sea Water
Issue: 1 3.7 Ballasting and Deballasting Operations - Page 1 of 26

3.7 Ballasting and Deballasting Operations Position Description Valve h) On completion of ballasting No.3 centre, it may be considered
prudent to drain No.3 bottom line to the starboard slop tank using
3.7.1 Heavy Weather Ballasting Open No.2 COP discharge line to the the stripping pump.
starboard slop tank via No.2 bottom
The ballast system is described in section 2.7. In the event of extreme weather line, the No.2 to No.3 group isolation Keep a good watch on the cargo tank IG pressure.
conditions, where the Master considers that it would be prudent to ballast one valves and the No.3 bottom line OP248,
or more sets of COTs, then the following procedure should be adopted: OP243, OP203 Excess pressure may be vented through the vent mast riser.
OT104, OT103
OT145, OT146 If at any time the cargo pump should be stopped, for any reason, the pump
a) Ensure that at the discharge port, heavy weather ballast tanks are
OT149, OT143 suction valve to the sea line and the sea valve should be closed immediately.
suitably prepared in accordance with Marpol 73/78 requirements.
Normally No.3 centre COT is used. a) Start the stripping pump. When a vacuum shows on the suction Prior to restarting the cargo pump, the stripping pump must be used to place a
side of the pump:
b) Ensure that all the cargo lines to be used are well drained. positive vacuum on the sea valve, which may then be opened, and a flow
resumed to the starboard slop tank in the manner previously outlined.
Open Inboard sea valve OP217
c) Carefully calculate the stress, trim and stability. To avoid
sloshing, aim to ballast each COT to 98% capacity. b) When a vacuum shows at sea chest:
d) One of the MCPs may be used utilising the main sea valves and Open Outboard sea valve OP215
the pump room direct loading lines.
c) Monitor and verify there is a positive flow to the starboard slop
e) Where ballast is put into a tank which has been crude washed but tank.
not water rinsed, then the ballast in that tank is to be treated as
Open No.2 COP suction from the sea chest OP222
dirty ballast.
d) Start No.2 COP. When the speed is steady and a flow is
A COT may not be used for additional ballast unless it was crude washed at established into the starboard slop tank, stop the stripping pump.
the discharge port.
Close The stripping pump suction and
At the onset of improved weather, or as soon after as is practicable, the discharge valves OP291, OP276
additional ballast should be discharged. This COT ballast must be discharged
according to Marpol 73/78 regulations in sea areas acceptable to the e) Carry out a basic line wash to the starboard slop tank.
signatories. In addition COT ballast must be discharged with the ODME
operational. f) After a short period of time open No.3 centre main suction and
shut the crossovers between No.2 and No.3 bottom lines.
Ballasting No.3 Centre COT Using No.1 Main Cargo Pump
Open No.3 centre main suction OT128
In this instance it is assumed that No.3 centre has not been water rinsed and
Close Crossover valves between No.3 and
will be classed as dirty ballast. No.2 bottom lines OT103, OT104
Commence with all valves closed: Close Starboard slop tank suction
valves and slop tank isolators OT149, OT143
Position Description Valve from No.3 bottom line OT145, OT146
Open Stripping pump suction to sea chest OP291 g) Slowly increase the pump speed to full and ballast the tank to the
required ullage. During the operation a good check must be kept
Open Stripping pump discharge to the on the IG pressure. Excess pressure can be vented via the vent
starboard slop tank OP276, OD338 mast riser.

Illustration 3.7b Heavy Weather Deballasting
Upper Deck
OD318
OD314 OD310 OD306 OD302
OD320
OD334 OD332 OD330 OD328
To No. 4 C.O.T. OD322 OD316 OD312 OD308 OD304
(Port)
OD336
OD326 OD323 OD342
OD325
Upper Deck
To No.4 C.O.T.
(Centre)
Upper Deck
OP287 Cleaning Main
ODME
OD321 OD333 OD331 OD329 OD327
Sampling Point
OD313 OD309 OD305 OD301
Upp. OD319
OP277 No. 1 C.O.
OD317
OD339
No. 2 C.O.
Upper Deck H OP271 OD337 (Starboard)
OD338
OP273 OP270 H
OP269
OP267 OP266
OP264 Slop OT150
OP268 OP291
System From AUS
OP262 OP261 Drain Tank
From Ballast
Room BA026 OP282
(P) (S) OP206
OP245 OT138 OT132 OT126 OT116 OT108
OP251 OP285 OT144
DP278
OP230 OP224
OP250 OP244 OP239 OP223 OP211
OP233 OP227 OP204 OT122 OT110 OT109

OP238 OT112
OT148
OP208 OT127 OT128 OT121
OP210 OT147 OT111
OP243 OP284
OT104
OP229 OP222 OT146 OT120
OT139 OT140
OP207 OT103
OP248 OP242 OP237 OP221 OT145 OT119

OP202
OP236 Tank OT142
OP283 (C) (C) (C) (C) (C)
OP247 OP286 OP265
OP228 OP220
OP231 OP225 OT135 OT129 OT123 OT113 OT105
OP201
OP218
OP213 PI OP214 Sea
Key Chest
Sea Water

Deballasting No.3 Centre COT Using No.2 Main Cargo Pump
a) Swing the spectacle piece between valves OD337 and OT150.
b) Inert gas will be required during this operation.
Open No.2 MCP suction and No.2 line

bulkhead master on No.2 bottom line OP221, OP203
Open No.2 MCP discharge to the

high overboard discharge OP249, OP277
c) Complete checks on the ODME.
Open High overboard OT150
Open No.3 centre COT suction OT128
d) Start No.2 MCP, maintain the pump at minimum speed and

observe the overboard discharge.
e) Slowly increase the pump speed to full flow for the bulk
discharge.
f) As the COT sounding nears the bottom, reduce the pump speed
and maintain a good overside watch.
g) If the MCP discharge is not stopped by the ODME, stop No.2

COP and use the stripping pump to drain No.3 centre and cargo
lines to the starboard slop tank. All the drainings are thus consol-
idated into one slop ready for decanting after a suitable waiting
period.

Illustration 3.7.2a Line Cleaning, No.1 MCP Key

Upper Deck
Sea Water Flushing - Section up to k)
OD318
OD314 OD310 OD306 OD302
OD320
Sea Water Flushing - Section k) to l) OD334 OD332 OD330 OD328
OD322 OD316 OD312 OD308 OD304
To No. 4 C.O.T.
Sea Water Flushing - Section l) to n) (Port)
OD336
OD326
OD325
Upper Deck
To No.4 C.O.T.
(Centre)
OD315 OD311 OD307 OD303
Upper Deck
To Tank OD321 OD333 OD331 OD329 OD327
OP287 Cleaning Main OD313 OD309 OD305 OD301
ODME Upp. OD319
Sampling Point Deck
OD317
OP277 No. 1 C.O. Spill Tanks (Port and Starboard)

OD339 To No. 4 C.O.T.
OP274 (Starboard)
No. 2 C.O. OP272
Stripping Eductor
OD338
OP273 OP270 H
OP269
OP267 OP266
OP264 Slop OT150
OP268 OP291
OP262 OP261 System
Room
(P) (S) BA026 OP282
OP206
OP245 OT138 OT132 OT126 OT116 OT108
OP251 OP285 OT144
DP278
OP230 OP224
OP250 OP244 OP239 OP223 OP211
OP233 OP227 OP204 OT122 OT110 OT109

OP238 OT112
OT148
OP208 OT127 OT128 OT121
OP210 OT147 OT111
OP243 OP284
OT104
OP229 OP222 OT146 OT120
OT139 OT140
OP207 OT103
OP248 OP242 OP237 OP221 OT145 OT119

OP202
OP236 Tank OT142
OP283 (C) (C) (C) (C) (C)
OP247 OP286 OP265
OP228 OP220
OP231 OP225 OT135 OT129 OT123 OT113 OT105
OP201
OP218
OP213 PI OP214 Sea
Chest

3.7.2 Line Cleaning c) Drain the cargo top lines through the pump room into the slop Start No.1 MCP, open OP239 and flush from sea into the slop tank.
tanks.
Periodically it becomes necessary to wash and gas free all cargo tanks and h) Stop the stripping pump and shut down the stripping system.
pipelines for inspection and/or possible repair. In order to achieve this it is Position Description Valve
necessary to flush all pumps and lines with sea water, ensuring that all lines Open Drops to No.1, 2 and 3 bottom lines OP241, 243, 245 Position Description Valve
have been washed and subsequently gas freed on completion. Close Stripping pump suction to sea line OP291
d) Close ALL valves on the system on completion of draining.
There follows an example of a line washing sequence in preparation for Close Stripping pump discharge valve OP267
inspection and repairs. e) Line up the stripping pump on the main sea suction line to ensure
that the line is stripped dry of any residual crude oil. Close Stripping discharge to ODME OP276
Line Washing Sequence Open Intermediate sea valve OP217
Close High discharge to slop tank OD338
It is important to ensure that all tanks and lines are well stripped ashore on Open Stripping pump suction to sea line OP291
completion of discharge. All COW machines shall be opened and the COW i) When confirmed that water is reaching the slop tank, alternately
line allowed to drain into the cargo tanks. Open Stripping discharge to ODME OP276 flush into each of the cargo tanks.
(Note ! The slop tanks should be filled to around 50% level during the line Open High discharge to slop tank OD338 Open Starboard slop tank main suction OP201
washing. If the slop tanks reach this level prior to completion of flushing
the system should be changed over to take suction from the slop tank on f) Start the stripping pump and check to ensure that the sea suction Close Port slop tank main suction OP205
recirculation, closing the sea valve.) line draws a vacuum.
Open No.5 starboard suctions OT135, 136
a) Drain the manifold top lines into No.4 wing tanks. g) Line up No.1 MCP for taking suction from sea to the slop tank.
Close Starboard slop tank main suction OP201
Position Description Valve Open Slop tank balance line OT141, 142
Open Manifold valves OD303, 304, 307, Open No.5 port suctions OT137, 138
308, 311, 312, 315, Open No.1 MCP suction to sea line crossover OP224
316 Close No.5 starboard suctions OT135, 136
Open No.1 MCP discharge valve OP244
Open Manifold drain valves OD301, 302, 305 Open No.4 centre suctions OT133, 134
306, 309, 310, 313, Open No.1 block valve OP250
314 Close No.5 port suctions OT137, 138
Open No.1 and 2 manifold crossover valves OD325, 326
Open Drain to No.4 starboard tank OD317 Open Block valves to No.3 wings OT121, 122
Open No.2 line drop valve OP243
Open Drain to No.4 port tank OD318 Open No.3 starboard suctions OT123, 124
Open No.1 and 2 bulkhead valves OP203, 204
Open Manifold vacuum breakers OD342, 323 Close No.4 centre suctions OT133, 134
Open No.1 and 2 bottom line crossovers OT111, 112
Swing the three blind flanges to open at the manifold crossovers. Open No.3 port suctions OT125, 126
Open No.1 line block valves OT109, 110
b) Drain the bottom lines into the slop tanks. Close No.3 starboard suctions OT123, 124
Open Eductor suction to No.1 line OP209
Open Bulkhead valves OP202, 203, 204 Open No.2 centre suctions OT117, 118
Open Port slop tank suction OP205
Open Eductor suctions to bottom lines OP207, 208, 209 Close No.3 port suctions OT125, 126
Open Sea valve OP215
Open No.1 and 2 eductor suction crossovers OP210, 211 Close Block valves to No.3 wings OT121, 122
Open Slop tank suctions OP201, 205 Open No.1 centre suctions OT101, 102

Illustration 3.7.2a Line Cleaning, No.1 MCP Key

Upper Deck
Sea Water Flushing - Section up to k)
OD318
OD314 OD310 OD306 OD302
OD320
Sea Water Flushing - Section k) to l) OD334 OD332 OD330 OD328
OD322 OD316 OD312 OD308 OD304
To No. 4 C.O.T.
Sea Water Flushing - Section l) to n) (Port)
OD336
OD326
OD325
Upper Deck
To No.4 C.O.T.
(Centre)
OD315 OD311 OD307 OD303
Upper Deck
ODME Upp. OD319
Sampling Point Deck
OD317

OP274 (Starboard)
No. 2 C.O. OP272
Stripping Eductor
OD338
OP273 OP270 H
OP269
OP267 OP266
OP264 Slop OT150
OP268 OP291
OP262 OP261 System
Room
(P) (S) BA026 OP282
OP206
OP245 OT138 OT132 OT126 OT116 OT108
OP251 OP285 OT144
DP278
OP230 OP224
OP250 OP244 OP239 OP223 OP211
OP233 OP227 OP204 OT122 OT110 OT109

OP238 OT112
OT148
OP208 OT127 OT128 OT121
OP210 OT147 OT111
OP243 OP284
OT104
OP229 OP222 OT146 OT120
OT139 OT140
OP207 OT103
OP248 OP242 OP237 OP221 OT145 OT119

OP202
OP236 Tank OT142
OP283 (C) (C) (C) (C) (C)
OP247 OP286 OP265
OP228 OP220
OP231 OP225 OT135 OT129 OT123 OT113 OT105
OP201
OP218
OP213 PI OP214 Sea
Chest

Position Description Valve Position Description Valve m) Flush through the eductors into the slop tanks.
Close No.2 centre suctions OT117, 118 Open Block valves to slop tanks OT145, 146
Open No.1 starboard suctions OT105, 106 Close No.3 port suctions OT125, 126 Open Eductor suction to No.3 bottom line OP207
Close No.1 centre suctions OT101, 102 j) During the above flushing into the cargo tanks, also flush through Open Eductor suctions OP269, 271
the manifold drains into No.4 wing tanks.
Open No.1 port suctions OT107, 108 Open Eductor discharge to slop tanks OP292, 293
Open Drain valves to No.4 port and starboard OD317, 318
Close No.1 starboard suctions OT105, 106 Close Eductor suction to No.1 bottom line OP209
Open Manifold drain valves OD301, 302, 305,
Open No.4 starboard suctions OT129, 130 306, 309, 310, 313, Open Eductor suction crossovers OP210, 211
314
Close No.1 port suctions OT107, 108 Close in on slop tank stripping valves OT143 and OT144 as required to direct
Open No.1, 2 and 4 manifold valves OD303, 304, 307, the flow of water through the eductors.
Open No.4 port suctions OT131, 132 308, 315, 316
n) Changeover to flush through the ODME into the slop tank.
Close No.4 starboard suctions OT129, 130 Close in on OP243 as required to divert the flow of water.
Open Discharge to ODME OP277
Open Block valves to slop tanks OT147, 148 k) On completion of flushing the manifolds to No.4 wing tanks
proceed to flush the MARPOL line through to the slop tank. Open No.1 MCP discharge to ODME OP251
Open Slop tank stripping suctions OT143, 144, 149
Open MARPOL line block valve OP275 Close No.1 MCP discharge to deck OP250
Close No.4 port suctions OT131, 132
Open Stripping pump discharge to ODME OP276 Close Stripping pump discharge to ODME OP276
Open No.3 centre suctions OT127, 128
Open Starboard slop tank discharge OD338 o) Stop No.1 MCP and line up No.2 MCP. Close OP215 and OP239
Close Block valves to slop tanks OT147, 148 as No.1 MCP is stopped. Proceed as follows on the next page:
Close Drain valves to No.4 port and starboard OD317, 318
Open No.2 and 3 bottom line crossovers OT103, 104
l) Changeover to flush down No.3 top line and No.3 drains into the
Open No.2 starboard suctions OT113, 114 slop tanks.
Close No.3 centre suctions OT127, 128 Open No.3 bulkhead valve OP202
Open No.2 port suctions OT115, 116 Open No.3 drop valve OP241
Close No.2 starboard suctions OT113, 114 Open No.3 manifold crossover valve OD324
Open No.5 centre suctions OT139, 140 Close No.2 manifold crossover valve OD325
Close No.2 port suctions OT115, 116 Close No.2 bulkhead valve OD203
Open Block valves to No.3 wings OT119, 120

Close No.1, 2 and 4 manifold valves OD303, 304, 307,
Open No.3 port suctions OT125, 126 308, 315, 316
Close No.5 centre suctions OT139, 140 Open No.3 manifold valves OD311, 312

Illustration 3.7.2b Line Cleaning, No.2 MCP Key

Upper Deck
Sea Water Flushing - Section o) to r) OD318
OD314 OD310 OD306 OD302
OD320
Sea Water Flushing - Section s) OD334 OD332 OD330 OD328
OD322 OD316 OD312 OD308 OD304
To No. 4 C.O.T.
From Inert Gas System Sea Water Flushing - Section r) (Port)
OD336
OD326
OD325
Upper Deck
To No.4 C.O.T.
(Centre)
OD315 OD311 OD307 OD303
Upper Deck
ODME Upp. OD319
Sampling Point Deck
OD317

OP274 (Starboard)
No. 2 C.O. OP272
Stripping Eductor
OD338
OP273 OP270 H
OP269
OP267 OP266
OP264 Slop OT150
OP268 OP291
OP262 OP261 System
Room
(P) (S) BA026 OP282
OP206
OP245 OT138 OT132 OT126 OT116 OT108
OP251 OP285 OT144
DP278
OP230 OP224
OP250 OP244 OP239 OP223 OP211
OP233 OP227 OP204 OT122 OT110 OT109

OP238 OT112
OT148
OP208 OT127 OT128 OT121
OP210 OT147 OT111
OP243 OP284
OT104
OP229 OP222 OT146 OT120
OT139 OT140
OP207 OT103
OP248 OP242 OP237 OP221 OT145 OT119

OP202
OP236 Tank OT142
OP283 (C) (C) (C) (C) (C)
OP247 OP286 OP265
OP228 OP220
OP231 OP225 OT135 OT129 OT123 OT113 OT105
OP201
OP218
OP213 PI OP214 Sea
Chest

Close Sea valve OP215 Open No.2 MCP discharge to deck OP248
Close No.1 MCP discharge valves OP239, 244 Open No.2 manifold crossover OD325
Close No.1 MCP discharge to ODME OP251 Close No.2 MCP discharge to ODME OD249
Close No.1 MCP suction to sea line crossover OP224 Close No.3 drop valve OP241
Close Eductor suction to No.3 bottom line OP207 Open No.1 drop valve OP245
Open No.2 MCP discharge to ODME OP249 Open Block valves to slop tanks OP145, 146
Open No.2 MCP discharge valve OP242 t) On completion of flushing, stop No.2 MCP and line up No.3
MCP. Close the sea valve OP215 and pump discharge OP237.
Open No.2 MCP sea line suction crossover OP222
p) Start up No.2 MCP and open OP215 as required.
q) Flush through No.2 MCP into the starboard slop tank, then
changeover to flush through the eductor line.
Open No.1 and 2 eductor drives OP273, 274
Close Discharge to ODME OP277
r) Changeover suction.
Close No.2 drop valve OP243
Open No.2 bulkhead valve OP203
Open No.1 MCP suction OP223
Close No.2 MCP sea line suction crossover OP222
Close Block valves to slop tanks OP145, 146
s) Flush up No.2 main line and down through No.1 line into the slop
tanks.
Close No.2 MCP suction OP221

Illustration 3.7.2c Line Cleaning, No.3 MCP Key

Upper Deck
Sea Water Flushing - Section t) to u) OD318
OD314 OD310 OD306 OD302
OD320
Sea Water Flushing - Section x) OD334 OD332 OD330 OD328
OD322 OD316 OD312 OD308 OD304
To No. 4 C.O.T.
OD336
OD326
OD325
Upper Deck
To No.4 C.O.T.
(Centre)
OD315 OD311 OD307 OD303
Upper Deck
ODME Upp. OD319
Sampling Point Deck
OD317

OP274 (Starboard)
No. 2 C.O. OP272
Stripping Eductor
OD338
OP273 OP270 H
OP269
OP267 OP266
OP264 Slop OT150
OP268 OP291
OP262 OP261 System
Room
(P) (S) BA026 OP282
OP206
OP245 OT138 OT132 OT126 OT116 OT108
OP251 OP285 OT144
DP278
OP230 OP224
OP250 OP244 OP239 OP223 OP211
OP233 OP227 OP204 OT122 OT110 OT109

OP238 OT112
OT148
OP208 OT127 OT128 OT121
OP210 OT147 OT111
OP243 OP284
OT104
OP229 OP222 OT146 OT120
OT139 OT140
OP207 OT103
OP248 OP242 OP237 OP221 OT145 OT119

OP202
OP236 Tank OT142
OP283 (C) (C) (C) (C) (C)
OP247 OP286 OP265
OP228 OP220
OP231 OP225 OT135 OT129 OT123 OT113 OT105
OP201
OP218
OP213 PI OP214 Sea
Chest

Close Sea valve OP215 Close Sea valve OP215
Close No.2 MCP discharge OP237 Close Intermediate sea valves OP216, 217
Close No.2 MCP discharge to deck OP248 Close No.3 MCP discharge valve OP235
Open No.2 MCP suction OP221 Open Eductor suction to No.2 line OP208
Open No.3 MCP suction OP219 Close No.2 MCP suction OP221
Open No.3 MCP discharge OP240 Close Stripping pump suction to eductor OP266
Open No.3 MCP discharge to top line OP246 Close Stripping crossover to cargo pump eductor OP290
Open Eductor suction to No.1 line OP209 Open No.1 MCP suction OP223
Close No.1 bulkhead valve OP204 Open No.1 MCP discharge to deck OP250
Open Port slop tank main suction OP205 Open No.1 MCP discharge to ODME OP251
Close Block valves to slop tanks OP145, 146 Close No.2 MCP sea line suction crossover OP222
u) Start No.3 MCP and open OP215 and OP235. Flush over the top Open Sea line discharge to port slop tank OP206
lines into the port slop tank.
Close No.1 eductor drive OP274
v) Change over to flush through the eductors into the slop tanks.
Open Block valves to slop tanks OP145, 146
Open No.3 MCP discharge to ODME OP247
Close Starboard slop tank valve OP143
Close Eductor suction to No.1 line OP209
y) Start up No.3 MCP, open OP235. Flush the port slop to port slop.
Close No.3 MCP discharge to deck OP246
z) Stop No.3 MCP on completion.
w) Flush through the stripping line into the port slop tank.
Open Stripping pump suction to eductor OP266
Open Stripping crossover to cargo pump eductor OP290
Close No.2 eductor drive OP273
Close Eductor suctions OP269, 271
x) Stop No.3 MCP on completion and close OP215 and OP235. Line
up to flush internally.

Illustration 3.7.2d Line Cleaning, Stripping Pump Key

Upper Deck
Sea Water Flushing - Section aa) OD318
OD314 OD310 OD306 OD302
OD320
Sea Water Flushing - Section bb) OD334 OD332 OD330 OD328
OD322 OD316 OD312 OD308 OD304
To No. 4 C.O.T.
OD336
OD326
OD325
Upper Deck
To No.4 C.O.T.
(Centre)
OD315 OD311 OD307 OD303
Upper Deck
ODME Upp. OD319
Sampling Point Deck
OD317

OP274 (Starboard)
No. 2 C.O. OP272
Stripping Eductor
OD338
OP273 OP270 H
OP269
OP267 OP266
OP264 Slop OT150
OP268 OP291
OP262 OP261 System
Room
(P) (S) BA026 OP282
OP206
OP245 OT138 OT132 OT126 OT116 OT108
OP251 OP285 OT144
DP278
OP230 OP224
OP250 OP244 OP239 OP223 OP211
OP233 OP227 OP204 OT122 OT110 OT109

OP238 OT112
OT148
OP208 OT127 OT128 OT121
OP210 OT147 OT111
OP243 OP284
OT104
OP229 OP222 OT146 OT120
OT139 OT140
OP207 OT103
OP248 OP242 OP237 OP221 OT145 OT119

OP202
OP236 Tank OT142
OP283 (C) (C) (C) (C) (C)
OP247 OP286 OP265
OP228 OP220
OP231 OP225 OT135 OT129 OT123 OT113 OT105
OP201
OP218
OP213 PI OP214 Sea
Chest

aa)Line up to flush the stripping pump into the slop tanks. Flush through the COW line on start up prior to washing each respective tank.
Position Description Valve ee) Strip all pump room lines on completion of washing.
Open Stripping pump suction OP291
Open Stripping pump discharge valve OP267
Close No.1 MCP suction OP223
Open Stripping pump discharge to ODME OP276
bb) Start the stripping pump slop to slop, then strip through all cargo
pump drain lines.
Open Cargo pump drain line master valve OP212
Close Stripping pump suction OP291
Open No.2 and 3 MCP sea line crossovers OP220, 222
Open Stripping suction to cargo pumps OP266
Open No.1 MCP drain valves OP227, 233
Close Slop tank main suction OP205
Close No.1 MCP drain valves OP227, 233
cc) After stripping through each of the pump’s respective lines, shut
down the stripping pump and shutdown ALL valves on the
system.
dd) Using the procedure described for water washing, line up to

tank clean all cargo tanks using both the slop tanks with the
balance line open.

Illustration 3.7.3a ODME System
Pump Room
Ship's Control Centre
Discharge
<15 ppm
Main Control Unit Skid Assembly Air Driven
Window Wash OD337
VAF Oilcon Oil Discharge Monitor PI Booster Pump
OD338
V11
Date Time SAMP.PNT No. MODE SAMPLE WW
Detector
CONC xxx ppm A DISCH xx l/nm A
Cell Discharge
FLOW xxxx T/h A TOT.OIL xxxxxx l A FS
SPEED xxx kts A V/V COM:C POS:C OIL 01 V10 >15 ppm
Window Flush Stop Alarm 7 8 9

Scroll V12
Wash Monitor Reset
Grab
4 5 6
Change Cock
Control Unit 1 2 3 Clear Air

PI
Eliminator
Off Console 0 o
Enter
?
OT150
Engine Room
1.5bar P1
Sample Probe
7bar Air 4bar Air P2
Air Regulating Slop Tank No.5 WBT
Valve From Domestic Starboard Starboard
Fresh Water
OP276
Ballast Pump/Eductor
Opto/
Discharge to
Pneumatic
Overboard
Cabinet
Key
M dP/I Flow Meter
Transmitter Block Orifice Ballast Water
Plate
Compressed Air
dP/I Flow Meter
Transmitter Block
Orifice
Plate
Hydraulic
Pressure Transmitter Line
OP277 Fibre Optic Line
Stripping Cargo Oil Pump Control Signal

Pump Discharge Discharge

3.7.3 Oil Discharge Monitoring Equipment The total quantity of oil discharge into the sea does not exceed, for existing The Oilcons oil discharge monitor comprises the elements:
tankers, 1/15,000 of the total quantity of the particular cargo of which the
Skid
Maker: VAF Instruments residue formed a part. For new tankers, the figure is calculated by 1/30,000.
Type: Mark 5 Opto/pneumatic cabinet
The tanker has in operation, an approved oil discharge monitoring and control
Starter box, sample pump
Introduction system and a slop tank arrangement.
Main control unit
The Oil Discharge Monitoring and control system is used for monitoring and The oil discharge monitoring and control system required to be fitted shall
controlling the discharge of dirty ballast water overboard. The system contain the following features: Main Control Unit
comprises the following main components:
The system shall provide a continuous record of the discharge in litres per The main control unit (MCU) is the central part of the ODME system and is
Oil Discharge Monitor nautical mile and the total quantity discharge in litres, or the oil content and the mounted in the cargo control console. Its function is to compute and record:
rate of discharge.
The instantaneous rate of discharged oil in litres per nautical mile
Flow Meter System
The record shall be identifiable by time and date. The total quantity of oil discharged into the sea on each voyage
The purpose of the oil discharge monitor is to calculate and record: To control the ship’s overboard discharge system
The monitor and control system shall come into operation when there is any
The instantaneous rate of discharge of oil, in litres per nautical discharge of effluent into the sea and any discharge of oily mixture is auto-
It receives the following input signals:
mile. matically stopped when the rate of discharge exceeds 30 litres/nmile.
Ship’s speed in knots
The total quantity of oil discharge into the sea on each voyage. Failure of the monitoring and control system shall stop the discharge.
Overboard valve position
Control the ship’s overboard discharge system as necessary to A manually operated alternative method shall be provided and may be used in Oil content of ballast water in ppm
reduce the possibility of discharging excessively oily water. case of such failure. Existing oil tankers may employ manual stopping of
Rate of discharge of ballast water in tonnes per hour
discharge and the rate of discharge may be estimated from the pump charac-
Safety teristics.
The data is displayed on an LCD display and is also printed on paper at 10
minute intervals. Control of the MCU is through a keyboard. The MCU also
The opto/transceiver unit in the opto/pneumatic cabinet contains a transmitter, (Note ! On any failure of the system, the discharge should be stopped and the
displays a number of pages with information according to the operator’s
which transmits invisible laser radiation. failure should be noted in the Oil Record Book. If a manually operated
alternative is provided, it may be used in case of such a failure. The defective instructions.
WARNING unit must be made operable before the oil tanker commences its next ballast
Invisible laser radiation, avoid exposure to the beam. voyage, unless it is proceeding to a repair yard.) The various pages are designed to help the operator to control the ODME
system and to give a wide range of information.
Regulation Summary These references are based on regulations contained in Annex 1 of MARPOL
73/78. Opto/Pneumatic Cabinet
Certain areas such as the Mediterranean Sea, the Black Sea, the Baltic Sea and
the Red Sea are defined as special areas; no discharge of oil or oily mixture is System Description The opto/pneumatic cabinet (OPC) contains the electronics for measurement,
permitted in such areas. the control electronics and the solenoid valves to switch the pneumatic signals.
Oilcon Oil Discharge Monitor It also contains the zener barriers for the input signals from the flow meter(s)
Oil tankers may discharge oily mixtures into the sea only when the following and flow switch.
are satisfied: The Oilcon oil discharge monitor continuously samples the ballast water being
discharged overboard and measures the oil content and controls the discharge Fibre optic cables interconnect the engine room mounted opto/pneumatic
The tanker is not within a special area
of the ballast water and plays a central role in the oil discharge monitor and cabinet with the pump room mounted detector cell located within the skid
The tanker is more than 50 nautical miles from the nearest land control system (ODME). assembly.
The tanker is proceeding underway
The instantaneous rate of discharge of oil does not exceed 30 litres per nautical
mile.

Discharge Valve Discharge Valve

to Starboard Slop to Overboard
Tank OD338 OD337
Deck Stand
For Overboard
Discharge Valve
OT150
ODME Discharge Line to Overboard and Starboard Slop Tank
ODME Skid Assembly

Starter Box Sample Probe Valve Assembly Entrained air in the sample is physically removed by the air
separator/eliminator assembly prior to the detector cell. In this way, the oil
The control of the sample pump motor is from the OPC via the starter box. This For taking a representative sample of the ballast water to measure the oil level discharge monitor is able to discriminate between oil and other contaminants
unit contains a relay to switch the 3-phase supply to the pump motor and a content a sample probe valve assembly is provided. It comprises: such as mud and rust.
thermal trip to protect the pump motor. It also has a main switch to isolate the
pump motor from the 3-phase supply in case of maintenance. i) A probe, for penetration in the selected discharge line; The response in the optical detection is instantaneous and most of the delays
when reading oil levels lie in the sampling pipework.
Pump Motor Assembly ii) A gate valve, for manual closure upon completion of monitoring;
Automatic sequential control of forward and backward flushing at start up and
The pump motor assembly comprises a high-shear vortex pump, a gas tight iii) A pneumatic valve, for remote selection of the discharge line, so shutdown of the monitor prevents erroneous readings and keeps the sampling
bulkhead seal and a motor. The pump provides an amount of sample water con- lines clean. This also ensures reliable start up, minimises system deterioration
the line can be changed whilst the monitor is in operation.
ditioning as the shearing effect tends to produce droplets of oil of roughly and ensures that the pipework is left in a clean condition prior to the next use
similar size. The shaft passes through a bulkhead seal, which consists of a of the monitor.
Principle of Operation
number of rubber lip-seals, which are oil lubricated to form a gas tight seal.
The measurement technique used in the oil discharge monitor is based on At the end of the start up flushing cycle, a system zero check is performed, this
The motor is directly bolted to the bulkhead seal.
scattered light. The sample of discharge water passes through a detector cell automatic zero setting compensates for any small deposits on the cell windows.
while light enters and leaves the measurement area of the cell. The window wash pump cleans the cell windows at regular intervals.
Skid Assembly
The sample flow is at right angles to the optical path. When no particles or oil All operating controls and system alarms are situated on the MCU. Manual
The skid assembly contains the necessary items to handle the sampled ballast system flush and window wash controls are available to make these two
water to measure the oil content. In the skid assembly there are two pneumat- droplets are present in the water, light can pass straight through the cell (direct
beam). When oil is present in the form of a homogeneous mixture, light is operations possible at any time.
ically operated valves:
scattered at different angles (scatter beam).
V10 which selects between fresh water or sample water With the exception of selecting the sample point and the oil type, the system
The intensity of scattered light at a specific angle depends on the density of oil works automatically once sampling has been initiated. The oil level together
Vl1 which selects either backward flush or forward flush with the discharge flow rate and ship’s speed is fed to the MCU to give a
droplets and upon their particle size relative to the wavelength of radiation.
The intensity of light of the direct beam decreases logarithmically with permanent record of oil discharged overboard. Both calibration alarms and
On the right of the skid assembly is the detector cell, which contains the four operational alarms are provided and the alarm philosophy employed follows
increasing oil concentration, while the scatter beam increases linearly but
window bolts, to which the fibre optic cables are connected. At the back of the normal marine practice.
passes through a maximum before decreasing logarithmically. The maximum
skid assembly is the window wash pump. This is a pneumatically operated
occurs because of the increase in attenuation blocking out the scattered light at
pump, which provides a 10 to 1 pressure boost to the window flushing water. When a fault occurs, both audible and visual alarms are activated. The
high concentrations.
Also included in the skid assembly is an air separator/eliminator and grab cock. audible alarm can be silenced by fault acceptance but the visual alarm cannot
The remaining items are a needle valve, which sets a backpressure on the The amount of light reflected by oil droplets is quite different from that be extinguished.
sample pump and a magnetic flow switch to determine flow through the skid reflected by solid contaminants and this fact can be used to obtain an accurate
assembly. indication of oil content whilst disregarding solid particles up to a point. To It is only after the fault has been rectified that the visual alarm is extinguished.
achieve this, a third detector is placed in the detector cell to measure the Should a second alarm occur during this sequence, both the audible and visual
Flow Meter System reflected light intensity (reflect beam). alarms would be reactivated.
The flow of water through the orifice plate causes a pressure difference across The light source used in the oil discharge monitor is a near infrared laser, Sampling System Arrangement
the plate. This differential pressure is converted into a mA signal and which is operated in the pulsed mode so that the average power dissipation is
transmitted to the OPC by the dP/I transmitter. low, although the intensity is high. The sample point is selected from the MCU in the ship’s control centre this
causes the selected valve to open. When the system is in sample mode, water
The manifold valve block fitted to the differential pressure transmitter has The light is transmitted along a fibre optic cable from the laser transmitter is drawn from the sample point by the sample pump, passed through the
three shut-off valves. located in the OPC, to the detector cell. The light leaves the detector cell via detector cell and then discharged to the starboard slop tank.
three windows and along fibre optic cables to the optical receivers. The signals
from the direct and scatter detectors are used to compute the oil concentration, The accuracy of the monitor is improved by the use of a flushing sequence
The two outer valves are for shutting off the pressure sensing lines from the
whilst the reflected signal is used to compute other contaminant levels present before sampling commences, at intervals during sampling and when the system
sensor.
in the sample passing through the detector cell. is shut down after use. All the flushing sequences are carried out automatically
by the system.
The centre valve serves as equalising valve to balance the pressure at both
sides of the transmitter.

ODME Control Panel on Cargo Console

The flushing sequences serve three purposes: Keyboard During normal operation, the data printed will be shown on the display. Each
time a printout takes place an appropriate message is printed at the top of the
Clean the pipework The operator can communicate with the equipment by using the keyboard. All printout to explain why the printout occurred. The messages take the form:
Keep the detector cell windows clean, which keeps the optical path clear inputs from the keyboard are displayed on the LCD display. The keys are as
follows: Alarm printout
Perform a zero check every time a flush sequence is activated
Discharge rate increasing
Every three minutes during sampling, an automatic cleaning of the windows in WINDOW WASH: Pressing this key will initiate a manual window wash.
Time interval report
the detector cell is carried out a pneumatic pump mounted in the skid assembly FLUSH: Pressing this key will initiate a manual flush and calibration check.
which supplies high pressure fresh water which is sprayed across each Control mode report
window. It will be noticed that the window wash sequence is indicated on the STOP MONITOR: Pressing this key will stop the operation. Console mode report
MCU by MODE SAMPLE WW.
ALARM RESET: Pressing this key will silence the audible alarm and displays Manual to auto change
The use of fresh water for these sequences means that it is important, for the cause of the alarm situation. Manual data entered
correct operation of the ODME system, that an uninterrupted supply of fresh
water is available. The fresh water used must be free of any contaminants. SCROLL: Pressing this key will display the next page. Oil type change
Discharge valve open
(Note ! The correct setting for the needle valve is almost closed; in this CHANGE: This key is pressed to change a system setting.
position the sample pump discharge pressure will be in the order of 5-7 bar Discharge valve closed
with an audible whistle being emitted from the pump.) CLEAR: This key is pressed to clear the value of a display setting. Discharge prohibited
System Operation ENTER: This key is pressed to enter a system setting. Output Control
Operation of the ODME system is controlled from and recorded by the MCU. →: Pressing this key is used to select setup when in STANDBY mode, or to The MCU provides a number of output signals to allow a flexible means of
The MCU control panel contains the following: select sample when in IDLE mode. controlling the ballast water discharge system. Two outputs are under the direct
control of the MCU and these are used to automatically control the discharge
LCD Display ·/?: Pressing this key is used to enter the HELP mode. system, to stop the discharge when the alarm points are reached and to permit
Acts as the major interface between machine and operator and displays all discharge when the discharge rate of oil is within limits.
relevant information: The numeric keys are used to enter the numeric values for the system settings.
Overriding of the MCU should only be considered if the MCU itself has failed
dd/mm/yy hh:mm SAMP.PNT 1 MODE SAMPLE or if special circumstances prevail.
Printer
CONC ppm M DISCH l/nm System Override
FLOW T/h M TOT.OIL l (Note ! According to the regulations, a record of the entire ballast water
SPEED kts M V/V COM:C POS:C OIL:l discharge operation must be kept on board the vessel for at least three years.) There may be occasions when it is imperative to override the control signal
from the MCU to the ballast discharge system.
Control Switch The printer in the MCU provides a printout at the following intervals:
At the start and at the end of the deballasting operation The control switch on the MCU front panel has a position marked CONSOLE.
The control switch is a three position switch with the following functions : With the switch in this position, the automatic control is overridden, which
At ten minutes intervals (or less, if set by the operator) means that the control of the valves, pumps etc., in the ballast discharge system
Off: The display is blanked and the MCU goes to a quiescent state where the has reverted to the cargo control console.
only active electronic circuit is the battery backed clock/calendar. (Note ! Do At the occurrence of any alarm
not attempt to service the equipment in this mode, see the manufacturer’s If automatic or manual mode is selected In the position marked CONTROL UNIT, control of the ballast discharge
operating manual.) system is entirely from the MCU. The fact that the switch has been operated
Any fault of out of range inputs from the transducers
will be printed on the printer.
Control Unit: In this position the MCU is in the normal operational mode, If any of the system settings is changed
automatically controlling the ballast discharge system.
If the front panel keyswitch is operated
Console: In this position the MCU is in normal operational mode but manual If the discharge rate changes by more than 10 litres/nm
control of the ballast discharge system is provided from the cargo console.
If an alarm situation is cleared

Pump Room
Discharge
<15 ppm
Window Wash OD337
OD338
V11
Detector
Cell Discharge

Scroll V12
Wash Monitor Reset
Grab
4 5 6
Change Cock

PI
Eliminator
Off Console 0 o
Enter
?
OT150
Engine Room
1.5bar P1
Sample Probe
Fresh Water
OP276
Opto/
Discharge to
Pneumatic
Overboard
Cabinet
Key
M dP/I Flow Meter
Plate
Compressed Air
dP/I Flow Meter
Transmitter Block
Orifice
Plate
Hydraulic


Transducer Override Discharge Control Answer-Back Set-Up Mode
On occasions, one of the three transducers in the system (Oil discharge It is necessary for the MCU to know if the command output has been obeyed The set-up mode is used to set up the system before a discharge run can take
Monitor, ship’s log or flow meter) may be defective. For this situation, the correctly. Hence, an input is provided to signal the status of the discharge place. The settings, which can be selected, are:
input of these transducers can be changed from AUTO to MANUAL. This can control system. The input could be, for example, from a micro-switch on the
Time and date
be achieved by entering the SET UP mode or the EXTRA SET UP mode and overboard valve. The answerback is shown on the display as POS: and status
selecting the required input signal. is shown as O (open) or C (closed). Discharge rate
Total oil limit
The input mode is indicated alongside the input by A for automatic and by M If the MCU is in CONTROL mode and the command and status indications do
for manual. not agree, after two minutes the status indication will flash ERROR to indicate Reset total oil
a fault. The overboard valve command will then be CLOSE.
Sample point selection
The mode can be changed by pressing CHANGE.
The discharge rate and total oil discharged calculations are performed once the Oil type selection
In manual mode, the value for that input must be entered with the numeric status is open. This means that if the overboard valve is opened even when the
Oil concentration alarm
keys. Any of the three inputs and any combination of these inputs can be set to command signal is to close the valve, then the normal calculation will be
manual. carried out and the amount of oil discharged will be recorded. Printer interval time
Any change of mode from automatic to manual or vice-versa will be recorded Modes of Operation Ship’s speed input mode (auto/manual)
on the printer. Discharge flow rate input mode (auto/manual)
General
Discharge Control Oil content input mode (auto/manual)
WARNING
The main purpose of the MCU is to control the discharge of ballast water No adjustments should be made to the opto/transceiver and opto receiver These settings are displayed sequentially and can be selected by pressing
ENTER. In the display indicated, the keyboard actions can be executed to
overboard. The MCU controls an internal relay which, when suitably units prior to operation. Use of controls or adjustments or the
change or input the correct value for that setting.
connected, can be used to open or close an overboard valve, or stop a cargo performance of procedures, other than those specified herein, may result
pump. in hazardous radiation exposure.
Once the set-up is completed, which is indicated in the display, there are three
possible actions:
The position of this internal relay is shown on the display as V/V COM: and is The MCU has several modes of operation which are; STANDBY, SET UP,
either O (open) or C ( closed). The relay will be closed: FLUSH, IDLE, SAMPLE, AUTOMATIC WINDOW WASH, MANUAL
i) Press → to check the set-up settings.
WINDOW WASH, MANUAL FLUSH, SHUTDOWN, EXTRA SET UP,
i) When the oil discharge monitor is switched off, or is self-flushing. HELP and CONFIGURATION.
ii) Press ENTER to initiate the flush mode and continue operation.
ii) When the discharge rate exceeds 30 litres/nm. These modes are either selected automatically or by the operator via the
iii) Press STOP MONITOR to stop operation and return to standby
keyboard. mode.
iii) When the total oil discharged exceeds 1/30,000. (or 1/15,000
whichever is applicable) of the last cargo carried; Standby Mode Flush Mode
iiii)Should there be any other alarm displayed on the MCU. The STANDBY mode is automatically selected after switching on the system The flush mode is used to clean the system prior to sampling and to check the
and is also automatically entered after performing the shutdown flush sequence condition of the detector cell and cell system.
When the monitor has completed the flush cycle and has switched to sample, or when in SET UP mode and STOP MONITOR is pressed.
there will be a 10 second delay before V/V COM: changes to open. This mode consists of a two minute backward flush, a two minute forward
In standby mode, the system is waiting for a manual input from the operator, flush and calibration.
If the discharge is being restarted after an alarm condition then there will be a which can be:
two minute delay after the alarm has been cleared before the V/V COM: If no failures are detected the system will select the idle mode after completion
changes to O (open). i) Press → enter SET UP mode and start operation. of the flush.
ii) Press SCROLL to select the self-test mode.
iii) Switching off to stop the operation.

Pump Room
Discharge
<15 ppm
Window Wash OD337
OD338
V11
Detector
Cell Discharge

Scroll V12
Wash Monitor Reset
Grab
4 5 6
Change Cock

PI
Eliminator
Off Console 0 o
Enter
?
OT150
Engine Room
1.5bar P1
Sample Probe
Fresh Water
OP276
Opto/
Discharge to
Pneumatic
Overboard
Cabinet
Key
M dP/I Flow Meter
Plate
Compressed Air
dP/I Flow Meter
Transmitter Block
Orifice
Plate
Hydraulic


Idle Mode Extra Set Up Mode Before operating the system, ensure that the following conditions are met:
The control air supply is on
From this point, there are four possible keyboard actions: This mode can only be entered when in idle mode and CHANGE is pressed. In
this mode the following system settings can be changed: The fresh water supply is on
i) Press → to select the sample mode and continue operation.
Sample point selection The electrical supplies are on
ii) Press STOP MONITOR to initiate the shutdown flush and return Oil type selection The MCU is switched on
the system to standby mode.
Discharge rate The OPC is switched on
iii) Press CHANGE to enter the extra set-up mode to change the Oil concentration alarm The starter box is switched on
system settings.
Ship’s speed input mode (auto/manual) All manual valves in the system are open
iv) Press SCROLL to select the self-test mode. Discharge flow rate input mode (auto/manual) The cargo pump is on standby
Sample Mode Oil content input mode (auto/manual)
Procedure for Operation
In this operational mode the overboard discharge of ballast water is continuously These settings can be selected by pressing ENTER and will be displayed
sequentially. a) Check that sufficient paper is available in the printer.
monitored for oil content and the discharge rate is controlled automatically, only
if valve control is fitted. b) Switch the main control unit (MCU) to CONTROL UNIT, the
The system will automatically return to idle mode when ENTER is pressed
after the last setting selection or 15 seconds after the last keyboard action. display of MCU indicates MODE STANDBY.
If an alarm situation occurs the ballast water will be diverted from overboard
to the slop tank to prevent any oil contamination. c) Press →. The time and date is displayed. If this is correct, proceed
Help Mode
with the next step, if not correct, press CHANGE and follow the
During the sample mode an automatic window wash takes place every three
minutes to keep the detector cell in an optimal condition. The help mode can be entered by pressing ·/? and gives additional information actions as indicated in the display.
about system operation and operational actions which can be taken if an alarm
situation occurs. d) Press ENTER. The discharge rate is displayed. If this is correct,
There are four possible keyboard actions during the sample mode. proceed with the next step, if not correct, press CHANGE and
To return to the normal operational mode press CLEAR. follow the actions as indicated in the display.
i) Press WINDOW WASH, to initiate a manual window wash.
Configuration Mode e) Press ENTER. The total oil limit is displayed. If this is correct,
ii) Press FLUSH, to initiate a manual flush and calibration check. proceed with the next step, if not correct, press CHANGE and
However, during manual flush the ballast water is diverted to the follow the actions as indicated in the display.
slop tank instead of discharged overboard. The configuration mode is used to set up the system during installation and this
should only be done by a trained service engineer.
f) Press ENTER. RESET OIL TOTAL ? is displayed. If the answer
iii) Press STOP MONITOR to return to idle mode. is no, proceed with the next step. If yes, press CHANGE and
Operating Instructions
follow the actions as indicated in the display.
iv) Press SCROLL, to select the self-test mode.
Start-Up
(Note ! It is only permissible to reset the TOTAL OIL discharged at the start
Shutdown Mode of a new ballast voyage.)
(Note ! The ODME must be operated as directed under the regulations given
The shutdown mode is used to clean the piping of the ODME system prior to in Marpol 73/78, to prevent discharge of oil contaminated water overboard.
Where instructions in this manual may apparently conflict with the Marpol g) Press ENTER. The SAMPLE POINT selection is displayed. If
a final stop of operation thus leaving the system in a clean condition for the
requirements, then at all times the Marpol regulations must be favoured.) this is the correct sample point, proceed with next step, if not
next discharge run.
correct, press CHANGE and follow the actions as indicated in the
The shutdown mode is entered when in idle mode by pressing STOP ! CAUTION display.
MONITOR. In this mode a two minute backward and two minute forward Under no circumstances must the pump be run without liquid. The pump
flush are performed. casing must be filled with liquid first otherwise the pump will seize and h) Press ENTER. The OIL TYPE selection is displayed. If the
damage will occur. incorrect oil type is displayed press CHANGE and follow the
actions as indicated in the display otherwise proceed with the next
step.

Pump Room
Discharge
<15 ppm
Window Wash OD337
OD338
V11
Detector
Cell Discharge

Scroll V12
Wash Monitor Reset
Grab
4 5 6
Change Cock

PI
Eliminator
Off Console 0 o
Enter
?
OT150
Engine Room
1.5bar P1
Sample Probe
Fresh Water
OP276
Opto/
Discharge to
Pneumatic
Overboard
Cabinet
Key
M dP/I Flow Meter
Plate
Compressed Air
dP/I Flow Meter
Transmitter Block
Orifice
Plate
Hydraulic


i) Press ENTER. The OIL CONCENTRATION ALARM setting is p) Press →, to continue monitoring and to enter the SAMPLE mode, Shutdown
displayed. If the alarm setting is correct, proceed with the next the display changes to MODE SAMPLE. The monitor is now
step, otherwise press CHANGE and follow the actions as sampling from the selected sample point and will supply a read- The system is shut down in the following manner :
indicated in the display. out of the measured oil content level.
a) Stop the cargo pump.
j) Press ENTER. The PRINTER INTERVAL time is displayed. If Provided no alarms are activated, the overboard valve command will change
b) Press STOP MONITOR the display changes from MODE
this is correct proceed to the the next step, otherwise press to OPEN after 20 seconds. If an alarm has occurred and has been cleared the
SAMPLE to MODE IDLE. The overboard valve command
CHANGE and follow the actions as indicated in the display. overboard valve command will change to OPEN after 30 seconds. This is
changes from V/V COM: O to V/V COM: C.
indicated in the display by V/VCOM: O.
(Note ! The maximum allowable printing interval, under the regulations, is ten
The sample pump stops.
minutes.) The overboard discharge will then automatically be diverted overboard via
OD337. c) Press STOP MONITOR.
k) Press ENTER. The DISCHARGE FLOW RATE input mode
(auto/manual) is displayed. If this is correct proceed with the next q) Increase the cargo pump speed. The shutdown mode is initiated. This is an automatic flush sequence to clear
step, otherwise press CHANGE and follow the actions as the pipework of oil contaminated water, leaving the monitor clean for the next
indicated in the display. Watch the discharge rate indicated DISCH on the MCU, it will increase as the operation.
speed of the cargo pump is increased.
l) Press ENTER. The OIL CONTENT input mode (auto/manual) is The display indicates MODE SHUTD BF, the flush/sample selection valve
displayed. If this is correct proceed with the next step, otherwise (Note ! If the discharge rate approaches the maximum permissible, i.e. V10 opens to select clean water.
press CHANGE and follow the actions as indicated in the display. 30litres/nm, it can be reduced by slowing down the cargo pump.)
The backflush valve V11 opens.
m) Press ENTER. The SET-UP sequence is now completed. To The system is now operating automatically.
continue monitoring, proceed with the next step. To check the set The selected sample valve opens.
up of the system, press →. To stop monitoring and go into If any of the permitted limits are exceeded, or if any other alarms are activated,
standby, press STOP MONITOR. an alarm will be given, the ballast will be diverted automatically to the The sample pump starts.
starboard slop tank via OD338 and the printer will record the events.
n) Press ENTER. The FLUSH mode is entered. The display After two minutes of backflush, the system changes to the forward flush mode.
indicates MODE FLUSH BF/CALIBRATION wait four minutes. When the oil discharge monitoring and control system is running normally, the
The flush/sample selection valve V10 in the skid opens to select oil content will be displayed. At regular intervals a record of the monitor status The display indicates MODE SHUTD FF.
clean water. The backflush valve V11 opens. The selected sample is printed, which will build up to give a complete printed record of the ballast
valve opens and the sample pump starts. discharge. Whenever there is a discharge overboard, the total oil discharged The backflush valve V11 closes.
will be incremented.
The window wash pump V12 operates for 3 seconds. MODE SHUTD WW is
After two minutes of backflush, the forward flush starts and a window wash is
displayed.
performed. Every three minutes the window wash will operate automatically. This is
indicated in the display by MODE SAMPLE WW. During the operation an
After two minutes of forward flush, the system changes to STANDBY mode.
The display changes from MODE FLUSH BF to MODE FLUSH FF and the extra manual window flushing can be carried out, if required by pressing
back-flush valve V11 closes. The window wash pump V12 operates for three WINDOW WASH. The display indicates MODE STANDBY.
seconds.MODE FLUSH WW is displayed.
If it is suspected that the detector cell is particularly dirty, extra cleaning can All valves are closed. The sample pump is stopped.
After two minutes of forward flush, the system changes to IDLE mode. The be carried out by pressing FLUSH. It should be noted however, that this would
display changes to MODE IDLE, the flush/sample selection valve V10 closes cause the discharge overboard to be stopped automatically. The monitor will d) Switch the MCU to OFF.
and the sample pump stops. not measure the discharge overboard whilst flushing.
The system is now shut down. All manual valves in the system may be closed
o) Start the cargo pump on idle speed. and all auxiliaries may be shut off. The only active electronics will be the
clock/calendar and the overboard valve position control.
If for any reason there is a change in the overboard valve position from CLOSE
to OPEN or vice versa, a printout is made to record the event.

Part 4
Cargo Operations - Control and Instrumentation
4.1 Control Systems 4.1.2 Mimic Panels The steam turbine driven cargo pumps and ballast pump (No.2) are made ready
(Illustrations 4.1.2ai and 4.1.2aii are shown on the following two pages) for operation in the engine room and are run up to minimum speed before
4.1.1 System Overview control is passed over to the cargo control console. The speed of the pumps are
Cargo operation mimic panels are provided on the cargo control console then controlled directly from the individual speed raise/lower lever. Indication
The cargo tank levels are monitored by the Saab Tank Radar system. The showing the layout of the complete ballast and cargo systems. The mimics of the turbine speed, steam chest and exhaust pressure, pump suction and
transmitter units send signals to the work station in the cargo control console provide a graphical display of the system pipelines, position of tanks and discharge pressures are given on the console along with an individual running
and the levels can be monitored on the CRT. valves. All items on the display are clearly labelled. light and emergency turbine trip button.
Each cargo tank, including the slop tanks, has a Hanla independent transmitter A centre sprung three position switch accompanied by an indicator, which The cargo stripping pump is driven by a dual speed electric motor. The start
for providing an overfill alarm. indicates the percentage opening of the valve, represent the intermediate buttons for low and high speed, plus a pump stop button are located above the
opening hydraulic valves. speed control levers for the cargo oil pumps. Indication of the pump suction
Electro-pneumatic transmitters monitor the ship’s draught (forward, aft and and discharge pressure are given on the console. The pump discharge valve is
midship) and ballast tank levels. These signals are also processed by the work The open/close valves are represented by two buttons, which operate the valve the fully open or closed type.
station computer. to the fully open or fully closed positions.
The electrically driven ballast pump (No.1) has its start/stop control buttons
The valves that are locally/manually operated are represented by a switch, mounted on the cargo console, plus the pump suction and discharge gauges and
A Load Star loading computer is supplied, which interfaces with a designated
which indicates the position of the valve and serves as a memory aid to the a load indicator.
work station.
operator.
An automatic unloading system is provided to allow automatic stripping of the
cargo tanks. 4.1.3 Control of Valves and Pumps
The turbine driven cargo pumps and turbine driven ballast pump are controlled Control of the hydraulic cargo and ballast valves is from the mimic panel on
from the cargo control console in the Ship’s Control Centre (SCC). the cargo console. The following valves are of the intermediate type, each
valve is fitted with an analogue 0-100% position indicator.
The electrically driven ballast pump and duel speed cargo stripping pump are Cargo oil tank stripping suctions
started from the cargo console when sufficient electrical power is available.
Cargo oil pump discharge valves
The inert gas main plant is prepared from the engine room and can be started Fore peak ballast tank main line isolator
and stopped from the SCC.
Ballast pump discharge valves
The cargo and ballast valves are represented on mimic panels, which contains In service operation has shown it prudent that when setting an intermediate
the controls for operating the hydraulic valves. type valve to the close position, it is necessery to maintain the switch in the
closed position for a period of between 30 and 60 seconds in order to ensure
The hydraulic power pack for the cargo valve system is remotely operated the valve is fully closed, before setting the switch to the central position.
from the cargo console.
The remaining cargo and ballast valves are of the fully open/closed type, with
the individual valve buttons fulfiling the operation of the valve and the
indication its position.
The hydraulic power pack for the operation of these valves is located in the
hydraulic power unit room on U deck. Control of the hydraulic pump units,
alarm indication and acknowledgement, plus the system pressure status forms
part of the overall mimic panel and is located in the upper right hand corner of
the mimic panel.
Issue: 1 4.1 Control Systems - Page 1 of 3

Illustration 4.1.2ai Mimic Panels
PUMP CONTROL
TO TANK CLEANING MAIN LINE OD339

OP287 S.P.
STOP
NO.1 C.O. STR. EDUCTOR
OP277 F.M. OD337
LOW HIGH OD341 OP272

OP276 OP274
START/RUN. START/RUN. NO.2 C.O. STR. OP271 H
UPP. DK
EDUCTOR
C.O. STRIP. PUMP OD340 TO
F.M. OD338
ELECTRIC MOTOR SLOP OP270
OP273 STRAINER
OD335 TK(S) OP269
OP275 C.O. STRIP PUMP
OT152
LOW STEADY HIGH OP267
M M M
ENG. ROOM OP266 NO.5 H.B.W.L
OP268 SLOP TK (P) W.B.T (P)
UPP. DK H
OP263
OP260
OP252 OP263
FROM AUS
OP259 OP257 OP255 DRAIN TANK
OP253 FROM BALLAST SLOP TK (P)
OP258 SYSTEM OP206
P/R
No.1 C.O. PUMP OP256
STEAM TURBINE OP254 (P) (S) C O
OP262 OP261 OP205 OT144
OP290
LOW STEADY HIGH
OP245
OP OP OP209
OP251 OP292
OP239 285 230 OP280 OP224
C O OP211
No.2 C.O.P
OP250 OP244 OP238
OP223
OP233 OP227
OP204
No.2 C.O. PUMP OP212
STEAM TURBINE
OP243
OP208 OT147 OT148
OP249 OP OP OP210
LOW STEADY HIGH OP237 284 229 OP279 OP222
C O
No.2 C.O.P OP203
OP248 OP242 OP236 OP221
OP232 OP226 OP286 OP207 OT149
OP291 DECK
OP265 DUMP OT145 OT146
TANK
No.3 C.O. PUMP OP241 OP202

COMP. AIR SUPPLY
STEAM TURBINE OP OP
OP247 OP220
C O OP235 283 228 OP278 OP
293 C O
No.3 C.O.P OP218 OP214 OP213
OP201
OP246 OP240 OP234 OP219 SLOP TK (S) OT143
OP231 OP225
STOP START/RUN. SEA CHEST
IG42 BA023 OP216
OP217 OP215
No.1 W.B. PUMP FROM I.G.SYSTEM S.P.
ELECTRIC MOTOR NO.5 W.B.T (P)
BA021
BA017 BA015 BA022 H.B.W.L
C O BA012
LOW STEADY HIGH NO.1 W.B. NO.2 W.B.
No.1 W.B.P
BA020 STRIP STRIP
BA035 BA033 BA037 BA028 EDUCTOR EDUCTOR
SEA CHEST BA030 BA019

BA016 BA014
BA018
BA031 BA036 BA029
C O BA011
No.2 W.B.P TO C.O SYSTEM BA013
No.2 W.B. PUMP NO.5 W.B.T (S)
BA034 BA032 BA027 BA026 OP282 OP281
STEAM TURBINE

Illustration 4.1.2aii Mimic Panels
NO.4 OD OD OD OD
OD318 334 332 330 328 HYDRAULIC POWER UNIT CONTROL MAIN POWER
C.O.T.(P)
IG35 OD OD OD OD
FROM I.G. OD320 302
314 310 308
P1 P1
SYSTEM
IG36 OD336 OD316 OD312 OD308 OD304
OD322
AC 220V 0N
NO.1 C.O. MAIN LINE
POWER ON POWER ON HIGH OIL PRESS.
OD326 OD323
NO.2 C.O. MAIN LINE
OD325 PRESSURE GAUGE
NO.3 C.O. MAIN LINE
P1-P2 PUMPS OFF P2-P1 DC 24V 0N
C.O. STRIPPING LINE OD342
OD324 START/RUN START/RUN LOW OIL PRESS.
NOTICE
CONTINUOUS VALVE CONTROL SWITCH OD315 OD311 OD307 OD305
OPEN-CLOSE VALVE SPILL
(KEEP IT AT NEUTRAL POSITION AFTER 100% OD321
CONTROL SWITCH NO.4 TANK No.4
CLOSED/OPENED OR DESIRED POSITION)
CENTRE
N C : CLOSE CLOSE OPEN C.O.T. STOP STOP LOW OIL LEVEL
C OD OD OD OD OD OD OD OD
O N : NEUTRAL (S) 333 313 331 309 329 305 327 301 PUMP SELECTION POWER SOURCE
OD319
O : OPEN OD317
NO.5 NO.4 NO.3 NO.2 NO.1

C.O.T. C.O.T. C.O.T. C.O.T. C.O.T.
(P) C O
(P) C O C O
(P) C O
(P) C O
(P)
OT108
OT137 OT131 OT125 OT126 OT115 OT116 OT107
OT138 OT132
C O
OT101 OT102
OT112
OT110 OT109
C O C O C O C O
OT111
OT139 OT140 OT123 OT134 OT127 OT128 OT121 OT122 OT117 OT118
NO.5 NO.4 NO.3 NO.2 NO.1 OT104

OT142 (C) (C) (C) (C) (C) OT103
NO.5 C O C O C O NO.3 C O C O
NO.4 NO.2 NO.1
OT141 (S) OT135 OT136 OT129 OT130 OT123 OT124 (S) OT113 OT114 (S) OT105 OT106
(S) (S)
H UPP. DK
NO. 5 W.B.T (P) NO. 4 W.B.T (P) NO. 3 W.B.T (P) NO. 2 W.B.T (P) NO. 1 W.B.T (P)
BA010 BA008 BA006 BA004 C O
BA009 BA007 BA005 BA003 BA002 BA001
F.P.T
NO. 5 W.B.T (S) NO. 4 W.B.T (S) NO. 3 W.B.T (S) NO. 2 W.B.T (S) NO. 1 W.B.T (S)

Illustration 4.2a Ship's Control Centre Layout
Fire and General

Alarm Buzzer PA Anemometer/Scope AlarmBell
For Sat. Comm. (B) Speaker Indicator Notice Board
Gas
Clinometer Outlet
Sat. Comm.(B) Book Case Book Case

Telephone File
Cabinet Comp.
Fireman's Fireman's Air
Outfits Outfits Printer Loading Computer Network PC Printer Inlet
Locker Locker
Gas
Sampling
Box For Arm Panel
International Chair
Shore No.3 VHF
Connection Radio Telephone
CO2 Release Transceiver Unit
Cabinets,
Engine Room Cargo Control Auto
and Console Telephone Locker
Pump Room For LAN
System
Fire
Station
Fire Alarm Wardrobe
Indicator Plan Table
Panel With 6-Drawer
Bilge, Fire
and GS,
Emergency
Fire Pump
Start/Stop
Emergency
Stop
Buttons Sink
Emergency Shut-Off
Valve Control Box Vibration
Inert Gas Main Monitor Flood Light Notice Board
Panel Tank Level Control
Sounding Board Unit Panel
Vibration and Temperature Monitor Switch Box For

For Pump Room Fans Pump Room and Cargo Gear Pushbuttons For Pump
Locker Room Fans
NOR Control Ext.
WCU Panel
Issue: 1 4.2 Ship’s Control Centre, Console and Panels - Page 1 of 2

4.2 Ship’s Control Centre, Console and Panels Control panel for buzzer and common announciator for the cargo Pressure gauges for:
oil pumps, ballast pumps, cargo stripping pump, pump room
The Ship’s Control Centre (SCC) is located on A deck within the accommodation Tank cleaning line pressure
bilges, common trip alarm and deck dump tank high/low level
area, where all the necessary equipment and controls are located to permit the Cargo oil pumps No.1, 2 and 3 suction and discharge pressure,
centralised supervision of cargo operations. Tachometers for: steam chest and exhaust pressure
Mounted on the aft bulkhead are the control cabinets for the IG system, cargo No.1, 2 and 3 cargo oil pumps
No.2 ballast pump suction and discharge pressure, steam
and ballast pump vibration monitoring equipment, pump room fan vibration No.2 ballast pump chest and exhaust pressure
and temperature monitoring equipment and the Saab tank radar console, deck
lighting control panel, switch box for pump room cargo gear locker, NOR Control stations for: Cargo oil stripping pump suction and discharge pressure
control external alarm watch control unit and the pump room fans start/stop
control panel. No.1, 2 and 3 cargo oil pumps Ballast stripping eductors No.1 and 2 suction and discharge
pressure and driving pressure
No.1 and 2 water ballast pumps
Located in the forward starboard corner is the fixed gas detection control panel Cargo stripping eductors No.1 and 2 suction and discharge
for the ballast tanks and pump room, with the adjoining cabinet housing the Cargo oil stripping pump
pressure and driving pressure
sample line isolating valves.
ODME control panel, calculator and printer No.1 ballast pump suction and discharge pressure and
On the forward bulkhead there is a wind speed and direction anemometer, No.3 load (power) indicator
VHF radio telephone transceiver, Inmarsat B telephone, automatic telephone,
public address speaker, Saturn B message indicator, inclinometer and fire and Bulkhead stuffing box temperature indication for:
general alarm bell. Located on the workstation desk area there is a network PC No.1, 2 and 3 cargo oil pumps
and photocopier, and the Loadstar cargo loading computer and printer.
Pump bearing temperature indication (upper and lower) for:
The ship’s network server station is housed in a cupboard adjacent to the gas
No.1, 2 and 3 cargo oil pumps
detection panel.
Pump casing temperature indication for:
The SCC has a single console for the cargo handling operations.
No.1, 2 and 3 cargo oil pumps
Cargo Control Console
The cargo control console contains the following equipment:
An operator station for the Saab tank level gauging equipment
PA controller
Automatic telephone
Battery powered IS telephone
Automatic unloading system (AUS) control panel
Cargo and ballast system mimic panel

Ballast tank level gauges
Draught indication panel showing port, starboard, forward and
aft draughts
Cargo Control Console
Tank overfill alarm panel
Issue: 1 4.2 Ship’s Control Centre, Console and Panels - Page 2 of 2

Illustration 4.3.1a Tank Level Measurement and Alarms
Safe Area
Connected
Workstation With
21" Monitor
Printer
I/O Box Switch
Printer
Interface To Load Calculator
Interface To Remote Sounding System
Interface To Alarm Monitoring System
Level Unit
Siox Module
Hazardous Area
15 Cargo Level Transmitters 2 Cargo Level Transmitters

15 Cargo Cleaning Hatch 2 Cargo Cleaning Hatch
Deck Fitting Deck Fitting
Cargo Tanks Slop Tanks
Issue: 1 4.3 Cargo and Ballast Tank Instrumentation System - Page 1 of 12

4.3 Cargo and Ballast Tank Instrumentation System The transmitters are of the standard type with a high performance parabolic e) To activate a function, once the cursor is positioned correctly,
antenna. press the control key and the return key at the same time. This
4.3.1 Cargo Tank Level Measurement System corresponds to a touch with the light pen.
Workstation
Saab Tank Radar System The Base Window
Description
Maker: Saab Marine Electronics The base window is always at the background of the screen.
Type: Saab Tank Radar The workstation is operated with a light pen, which the operator points directly
on the screen to activate various functions. A mouse or trackball may also be At the top of the window there is a row with the Tank Radar name, the date and
General Description of the Saab Tank Radar System used. Alarm limits for example are input using a keyboard. time, the HELP button and an EXIT ALL button.
The radar transmitters on the top of the tank emit microwaves directed by an The display works under the Windows System format. Different windows can By pressing the HELP button, help texts can be read about the various parts of
antenna towards the surface of the tank contents. The antenna picks up the be opened up and displayed simultaneously. The windows can be moved on the the software.
echo from the surface. The difference in frequency between the transmitted screen by pointing at the top, on the title bar, of the window and dragging them
and reflected signal is directly proportional to the measured distance i.e. ullage. to a new position. All the windows have a BACK button, which places the Clear the screen by pressing the EXIT ALL button. All the windows that are
window behind the other windows and an EXIT button, which closes the open on the screen are closed down and the overview window is opened.
The Saab Tank Radar system is the main part of the Cargo Tank Control window.
system, which is made up of the following units: Below the top row there is the row of buttons, of which the first button is
The overview window is the main window to work from, as it shows the layout always the window button. The other buttons can be as follows (depending on
Workstation
of the tanks of the vessel. If the overview window is not displayed, touch the system configuration):
Level Unit EXIT ALL button or the OVERVIEW button. Touch a tank area on the mimic
OVERVIEW button
figure to open the tank data window, which displays the basic information on
Transmitter
one tank. When loading or discharging, the tank data windows of all the active GROUP button
Workstation tanks can be opened and placed beside each other.
TREND button
The workstation is used by the operator for the monitoring of tank ullages, To display the channel menu touch a value, for example an ullage value. Select These buttons are used to open the corresponding windows and or menus from
temperatures, inert gas pressures and all the other data that is handled by the one of the items on the menu or touch outside the menu to close it. which a selection can be read.
Saab Tank Radar. The workstation takes care of the alarm handling of the
measured values. It also communicates with other systems, such as load The tank set up window shows more information on one tank than the tank data Alarm Row
calculators and electro-pneumatic level gauging systems (for ballast etc.) and window.
supervises the transmitter and level unit computers. At the bottom of the screen there is an alarm row. On the alarm row there is:
Operating Procedure
Level Unit An alarm button for opening the alarm summary window
Light Pen
The level unit contains terminals for the intrinsically safe connection of the An alarm text with the oldest accepted alarm, status, channel
transmitters. It contains the electronics used for processing the signals from the a) Move the pen to the area on the screen that is required to be name, current value and the past alarm limit
transmitters, for calculating the tank parameters, such as a trim/list, corrected activated or selected.
ullage, average cargo temperature etc., and for communicating with the An indication of how many more unaccepted alarms there are
workstation. b) Hold the light pen close to the screen and move the cursor to the
area to be activated and hold the tip of the light pen against the A red ACCEPT button for accepting the alarm displayed on the
The system automatically measures the ullage more often on cargo tanks that surface of the screen. The pen registers a ‘hit’ and activates the alarm row
are either being loaded or discharged. function of the area where the cursor was positioned.
A BUZZER STOP button for silencing the workstation’s alarm
Transmitters c) If the light pen (or mouse) should fail, it is possible to move the buzzer, until there is a new alarm
cursor with the arrow keys on the keyboard.
The transmitters measure the distance to the product surface, using a When there is an alarm, the alarm row is shown on top of the other windows
continuous radar signal and have an electronic box that generates and d) Touch an arrow key once to move it just slightly, or keep it on the screen. If there is no alarm, only the alarm button is shown on the alarm
processes the radar signal. pressed to move the cursor quickly. row.

Illustration 4.3.1b Saab Tank Level Monitor Display
Saab TankRadar Dec 04 08:11.43 2001 Help Exit all
Window Ballast Tanks Misc Tanks
Overview
Back Exit
Draft Aft Draft Aft 12.00m Draft Fore Trim A 0.85m Trim/List Corr: Off
MILLENNIUM MAERSK 20.15m Draft Stbd 20.64m 19.31m List S -8.54˚
Seawater Dens:1.0250kg/1
Max 29.579m i Max 29.511m i Max 29.518m i Max 29.520m i Max 29.519m i
i 5 Pt 4 Pt 3 Pt 2 Pt 1 Pt
Max 24.090m
Crude 3 Crude 2 Crude 3 Crude 2 Crude 3
Sl Pt
Crude 2 Ullage Ullage Ullage Ullage Ullage

6.662m 6.911m 1.512m 1.494m 5.715m
Ullage Max 30.000m i Max 29.997m i Max 24.090m i Max 24.090m i Max 29.997m i
1.512m
5 Ct 4 Ct 3 Ct 2 Ct 1 Ct
Ullage Ullage Ullage Ullage Ullage

Max 24.090m 2.200m 1.812m 2.048m 1.953m 6.556m
Sl Pt Max 29.580m i Max 29.518m i Max 29.527m i Max 29.514m i Max 29.520m i
i 5 Sb 4 Sb 3 Sb 2 Sb 1 Sb
Crude 2

Ullage
1.512m
6.684m 6.021m 5.929m 1.557m 2.860m
Ballast Tanks Miscellaneous Tanks Density all System Overview
Alarm 5 Ct Ullage 2.200 ( 2.150 ) m Accept

Overview Window Channel Data Window Touch the summary button to display one of the following summaries:
When the workstation is switched on a mimic of the vessel is shown in an The channel data window looks similar to the tank data window. The channel Sysfail to display any system failure
overview window. data window is used to obtain a quick overview of the data of a single channel.
WARNING to display the WARNING summary
The overview window is made specifically for each ship. The information in A new channel can be selected directly from this window by pressing the
the overview window will change for different ships. CHANNEL button. Alarm to display the alarm summary
Each tank is shown with its tank name and ullage. An arrow indicating the Tank Set Up Window Event log to display a log of all events (up to the 200 latest events
level rate may be displayed below the value of the ullage. When it points down in the system)
it indicates that the tank is being discharged and conversely it points up when
The tank set up window will display all the data on one tank. The alarm limits
the tank is being loaded. Alarm blocked for a list of the channels that have been blocked
and other data from this window. It is also possible to block individual
channels from this window by pressing the check boxes at the right end of the from alarm handling
There can also be fixed areas on the overview window with information on, for
example, draught, sea water density, trim and list. window. A check mark in a box indicates that the channel is blocked. Select a
new tank by pressing the TANK button. Control blocked for a list of the channels that have been blocked
from control
Below the mimic of the ship there can be buttons for viewing pre-defined tank
groups. One of these buttons could be configured to show for example, the A manual value for the channel can be set by pressing a field in the mode
tanks in the aft end of the ship, and another, the tanks at the middle part of the column. On the right side of the window there are four buttons for scrolling the list. Use
ship. the intermediate buttons to scroll the list one page at a time, or use top or
The value of delay is entered in seconds. bottom buttons to go to the beginning or to the end of the list.
By touching a tank area, the tank data window for that tank is opened. If the
ullage value is pressed, the channel menu is opened. The tank set up window might contain more information than can fit sideways. When touching the ACCEPT PAGE button, all the channels seen on the screen
In this case there is a scroll bar at the bottom of the window for scrolling the at the moment are accepted.
Tank Data Window window sideways.
The Sysfail Window
The tank data window is a small window displaying basic data of one tank for Channel Set Up Window
each window. The ullage for a cargo or a slop tank is shown in a numeric form The Sysfail window contains a list of any serious system failures within the
below the bar graph. In the bar graph, the ullage is indicated by the empty Use the channel set up window to enter a manual value. Touch the check box tank radar system. The following failures can be included in the Sysfail
space above the coloured bar in the bar graph. For ballast and miscellaneous for manual, and then touch the value and type in the manual value. Some window:
tanks the level is shown in numeric form and as well in the bar graph. Open the channels do not allow manual entries. The word Manual is then dimmed. Level unit communication failed
tank data window by touching the area of the tank in the overview window.
The tank data window for that specific tank will open. If the value of the ullage It is also possible to disconnect a channel by pressing the disconnect check Level unit sysfail
is pressed in the overview window, the channel menu will be displayed instead.
box, so that a check mark shows. Level unit power failure
A number of tank data windows can be opened (a maximum of 20 windows Level unit LI communication failed
Alarm limits can be changed as well as blocking a channel.
can be displayed at one time) and can be placed on the screen. Touch the title
bar and move the pen. I/O box relay communication failed
Select a new channel by pressing the CHANNEL button.
A new tank can be selected in a window by pressing the TANK button and a Refer to the service manual for more information on how to find the failures
new tank can be selected from the list. The Alarm Window and how to correct them.
An arrow pointing down beside the bar graph indicates that the tank is being The summary window contains six summaries; the Sysfail, the WARNING The WARNING Summary Window
discharged, and conversely if the arrow points up the tank is being loaded. Summary, the Alarm Summary, the Event Log, the Alarm Blocked and the
Control Blocked channels. The WARNING summary window lists all the failures that normally do not
The alarm limits are shown as lines beside the bar graph. The shorter lines seriously affect the tank radar system.
indicate the high and low limits, while the longer lines indicate the high high Open the summary window by touching one of the two alarm buttons, either at
and low low limits. The values in the window that are underlined can be the lower left corner of the screen or at the row of buttons at the top part of the
changed. screen.

Overview
Back Exit
Max 24.090m
Sl Pt

6.662m 6.911m 1.512m 1.494m 5.715m
1.512m

Max 24.090m 2.200m 1.812m 2.048m 1.953m 6.556m
Crude 2

Ullage
1.512m
6.684m 6.021m 5.929m 1.557m 2.860m

The following messages can be included in the WARNING summary window: d) Press the BLOCK button to block all the channels in the group Use the LOG SET UP button to open the group and log set up window where
that are possible to block. Unblock them by pressing UNBLOCK. the period, start time or stop time of the group’s log can be set up. It can also
Level unit ground failure be defined if the log should be printed or saved on a file. The log files are
e) Touch the LOG button to start or stop a logging of the group. It is normally saved in a directory ‘acu/tmp’ if the Save To File option is defined.
Level unit memory failure also possible to order it to make a single logging of the group. This file may be copied to diskette.
Master communication failed
Adding a New Group Trend Window
LevelDatic communication failed
SIOX communication failed Add a new group by pressing the ADD GROUP action under the set up button. The trend window is used to view the historical data of up to four channels in
a window, with different colours for each channel.
Level unit restarted The Group and Log Set-up window is displayed. Enter the name of the group.
A number of trends can be configured and selected by pressing the TREND
Refer to the service manual for more information on how to find the failures Select whether the group will be based on tanks or on channels. Normally button. The minimum sample rate is ten seconds. The latest 1,000 samples are
and how to correct them. groups will be based on tanks. There will be one row for each tank. The stored and can be displayed using the scroll bar.
columns can contain data such as ullage value, status and unit for each tank.
The Alarm Summary Window The logging of the group can be set up directly, but these parameters can also Each channel is displayed with its actual value and with its maximum and
be defined at a later time. See instructions on how to edit a group below. minimum settings for the diagram. The trends are shown in a window and
The alarm summary window displays all the channels that are in alarm at the these can be scrolled one page at a time using the intermediate left or right
present time. They are displayed with their status, their value, the limit that Touch OK to open the new group. Touch the buttons marked with ???? to buttons, or they can be scrolled to the end of the trend using the outermost left
caused the channel to go into alarm, and the units in which the channel is define the contents of the rows and columns of the group. Select NEW to add and right buttons. The window shows 180 samples at a time.
presented. new rows or columns before or after the column or row button that has been
pressed. There is a time ruler for viewing historical data. Use the buttons described
The alarm summary can contain an unlimited number of rows. The alarms for above to move to the trend area that is required, then switch the ruler on by
each tank are grouped together in the summary. Editing a Group pressing the RULER button. When the ruler is on, the values of the channels
corresponding to the time where the ruler is placed, are displayed under the
The Event Log (Note! Do not edit a group with a log started. Stop it first, edit it and save the heading Ruler Value. The time and date, corresponding to the position of the
changes, then start it again.) ruler, are shown above the grey window containing the trend lines. The ruler
The event log lists the latest 200 events for each channel of the alarm classes can be moved one sample at a time using the left and right single arrow
Sysfail, WARNING, and Alarm. An event is recorded when a channel status To edit a group, first select the group from the list under the GROUP button. buttons, or five samples at a time using the left and right double arrow buttons.
goes into or out of alarm, block or disconnect. If it is neccesary to move quickly to another part of the trend, switch the ruler
Then touch the SET UP button and select EDIT GROUP. The look of the off and use the buttons to move one whole window at a time, or to go to one
Group Window window changes slightly when it is in the edit mode. end of the trend.
Use the group window to group information, such as measured values, status, The column and row headings turn into buttons that are used for defining the When the ruler is on, touch a point on a trend and the ruler moves to this point.
alarm limits, into one or more tables. It could, for example, be the ullage values contents of each row or column. If a row needs to be changed, touch the button Then adjust the position of the ruler more exactly with the single arrow left and
of a number of tanks with the same cargo or it could be a group with all the containing the heading of the row. A small menu, with the options EDIT, NEW, right buttons.
ballast tanks. A group can be changed or a new group added as follows: and DELETE, is displayed.
Edit, Add or Delete a Trend
a) Touch the GROUP button to display a list of the available groups. When EDIT or NEW is selected, the edit member window is opened. If NEW
is selected, first select whether the new row will be placed before or after the To alter a trend, add a new one or delete one, touch the SET UP button to open
b) Select the group required. active row. a menu with these choices. When selecting Add Trend or Edit Trend, the Edit
Trend window opens up.
c) Touch the SET UP button to select one of the following modes: Touch the MEMBER button to select another channel to be displayed on that
Edit Group mode to change the group row. The new channel is displayed on the member row in the window. In the Another way to open the edit trend window is by pressing one of the numbered
label input field the label can be changed so that it fits in the group window. channel buttons or anywhere on a channel row.
Add Group mode to create a new group
Delete Group to delete a whole group The columns are changed in a similar way. Instead of the member window, the The name of the trend is altered by typing the new name in the input field.
Infopost window is opened. In addition to the functions described above, it is Change the sample period by entering the time between each sampling in
possible to define the width of the column. hours, minutes and seconds. The minimum sample rate is ten seconds.

Overview
Back Exit
Max 24.090m
Sl Pt

6.662m 6.911m 1.512m 1.494m 5.715m
1.512m

Max 24.090m 2.200m 1.812m 2.048m 1.953m 6.556m
Crude 2

Ullage
1.512m
6.684m 6.021m 5.929m 1.557m 2.860m

The trend can also be activated or deactivated the trend by pressing the active (Note ! No alarm handling on measured values (except for the IG Pressure
box. A check mark indicates that the trend is active and is storing samples. alarm) is done in the level unit. All such alarm handling is done in the
workstation.)
Select up to four channels that are included in the trend, by pressing the
numbered buttons at the bottom of the window. COT Independent Overfill Alarm System
When pressing one of these buttons, the edit channel window opens up. Manufacturer: Hanla Level Co. Ltd.
Editing a Channel in a Trend An independent overfill alarm is fitted to each cargo and slop tank. The overfill
level alarms consist of a magnetic float and reed switch built into a pipe. When
By pressing one of the numbered buttons for the channels in either the Trend the liquid level reaches a set point (normally 98% by volume) the magnetic
window or in the Edit Trend window, the Edit Channel window is opened. float activates the reed switch. The signal unit is connected through IS barriers
to the alarm panel, at the same time audible and visual alarms are activated on
In this window select the channel for the required trend line. The maximum the main control panel on the cargo console, while on deck an air horn and a
and minimum ranges for the trend graph can also be specified. As guidance, rotating red light located close to the main line vacuum breaker are acitvated.
the maximum and minimum of the range for the channel are printed in the
window. Select colour by pressing the box with the correct colour.
(Note ! Maximum and minimum ranges can be changed without losing the
historical data of the trend. When any channel is added or deleted, the
historical data for the other channels in that trend window is lost. To avoid
losing historical data, make a new trend with the new channel or channels
included or deleted. The original trend will still contain the historical data.)
Changing the Sampling Period of a Trend
(Note ! All historical data of the trend will be lost when the sampling period is
changed. To avoid this, make a new trend with the new sampling period).
Touch the set up button in the trend window and press EDIT TREND on the
menu. Enter a new sampling period in the edit trend window. Select OK to start
the trend with the new sampling period.
Back-Up Display on the Level Unit
If the workstation should fail, level indication can be obtained from the level
unit.
The back-up display is located in the calculation unit in the top part of the level
unit cabinet. The back-up display serves only as a backup for the workstation.
The display can show each tank with its tank name and relevant tank values.
The display can also show other information such as the setting of the trim/list
mode, trim and list values, mode of the Processor Memory Board (LCM), com-
munication parameters and versions of the software.
As all the operations are normally done on the workstation, the back-up display
is only needed when servicing the system or if there is a failure on the
workstation. High Level Alarm Indication Panel

Illustration 4.3.2a Remote Sounding and Draught Gauging System
Ballast Tank Level

No.5 WBT Port No.4 WBT Port No.3 WBT Port No.2 WBT Port No.1 WBT Port
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A.P. Tank F.P. Tank
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No.5 WBT Stb'd No.4 WBT Stb'd No.3 WBT Stb'd No.2 WBT Stb'd No.1 WBT Stb'd
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Aft Mid (P) Mid (S) Fore

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I I I I
I I I I
I I I I
I I I I
I I I I
I I I I
I I I I
I I I I
I I
I I
I I
I I
I I
I I
I I
I I
I
I
I
I I I I
I I I I
I I I I
I I I
I I I I I I I I
Draught Indicators
Air Reducing
Valve
Constant Flow
Regulators
Dry Air
Supply
8kg/cm2 PT
PT PT
PT PT
PT PT
PT PT
PT
ft Peak
ank o.1 Water Ballast Tank o.1 Water Ballast Tank o.1 Water Ballast Tank o.1 Water Ballast Tank o.1 Water Ballast Tank
ort and Starboard ort and Starboard ort and Starboard ort and Starboard ort and Starboard
ore Peak
ump ank
oom
21,190 2,500 ,340

159,550 159,550
Aft Forward
Perpendicular Perpendicular
All dimensions in mm

4.3.2 Remote Sounding and Draught Gauge System
Manufacturer: Pan-Asia Precision & Eng. Co., Ltd
The ballast tanks, fore peak tank and aft peak tank, are each fitted with an
electro-pneumatic type air purge transmitter situated near the sounding pipe.
The draught gauge level transmitters are also of the electro-pneumatic type.
The forward transmitter is fitted in the fore peak tank, the aft transmitter in the
engine room and the midship transmitters port and starboard in the ballast
tanks.
The ballast and draught transmitter signals are linked into Saab Tank Radar
system and can be viewed on the same monitor.
The distilled and fresh water storage tanks are also fitted with electro-
pneumatic type transmitters. They give a direct reading on the gauge panel in
the engine control console.
The measuring line from all the electro-pneumatic type transmitters are led
back to the transmitter box, the cargo transmitter box is located in the hydraulic
power unit room where the pneumatic signals are converted to electronic
signals and passed to their respective displays in the cargo console in the ship’s
control centre.
Each individual guaging line on the transmitter box is fitted with a selector
knob in order that each line can be purged. In normal operation the selector is
set to gauge. Additionally there is a pushbutton for blowing the line through.
There is a 100mm dead zone from the bottom of each tank which cannot be
measured.
The draught indicator heads are each fitted with hydraulically operated ship’s
side isolating valves. The valves are operated from hydraulic deck stand units
which have connections for the use of an emergency hand pump. The gauging
heads are fitted with air vent pipes which are terminated on deck as goosenecks
Tank Sounding - Draught Gauging Panel in the Hydraulic Power Unit Room
located next to the deck stand units.
The ballast tanks are equipped with a high level alarms and the other tanks
high and low level alarms.
During normal operations, there is a air consumption rate of approximately

7 litres/h; during blow through this is raised to approximately 300 litres/h.

Illustration 4.3.3a Gas Detection System
GAS ALARM REPEATER UNIT GAS ALARM REPEATER UNIT
On List On List
PUMP ROOM BALLAST SYSTEM
Alarms List Alarms List
Faults Local Mute Faults Local Mute

Alarm/Fault Alarm/Fault
Bridge Repeater Unit
POWER ON POWER ON
DISCONNECTION DISCONNECTION
GAS HIGH ALARM LEVEL

EXTERNAL ALARM
GAS HIGH ALARM LEVEL
EXTERNAL ALARM
SAMPLING ALARM STATUS 1 SAMPLING ALARM STATUS 1
POINT LEVEL STATUS 2 POINT LEVEL STATUS 2
SYSTEM FAULT.. SYSTEM FAULT..
F1 F2 F3 F4 ABNORMAL COND.
ALARM MUTE ALARM MUTE

DETECTOR
ALARMS IN QUEUE
7 8 9
LIST SAMPLING EA
ALARM FAULT DETECTOR
ALARMS IN QUEUE
7 8 9
LIST SAMPLING EA
ALARM FAULT
STU VWX YZ ' STU VWX YZ '
POINT POINT
CX HY CX HY
4 5 6 FAULTS 4 5 6 FAULTS
JKL MNO PQR LIST DISCONNECTIONS EC M MUTE JKL MNO PQR LIST DISCONNECTIONS EC M MUTE
O2
ALARM RESET 1 2 3 SETUP SAMPLING GENRAL ALARM RESET 1 2 3 SETUP SAMPLING GENRAL
ABC DEF GHI POINT AD SETTINGS R RESET ABC DEF GHI POINT AD SETTINGS R RESET
0 ENTER
0 ENTER
,." ESC HOME ,." ESC HOME
Pump Room System Analysing Unit Ballast and Voids System Analysing Unit
Control Unit
POWER ON
DISCONNECTION
GAS 6 13 HIGH ALARM LEVEL

EXTERNAL ALARM
SAMPLING ALARM STATUS 1
POINT LEVEL STATUS 2

SYSTEM FAULT..
ALARM MUTE
DETECTOR
ALARMS IN QUEUE
7 8 9
LIST SAMPLING EA ALARM FAULT
STU VWX YZ ' POINT
4 5 6 FAULTS
JKL MNO PQR LIST DISCONNECTIONS EC M MUTE
ALARM RESET 1 2 3 SETUP SAMPLING GENRAL

ABC DEF GHI POINT AD SETTINGS R RESET
0 ENTER
,." ESC HOME
Ballast and Voids System Analysing Unit

Fresh Air
Inlet
POWER ON
Outlet
DISCONNECTION
GAS 6 13 HIGH ALARM LEVEL

EXTERNAL ALARM
SAMPLING ALARM STATUS 1
POINT LEVEL STATUS 2

SYSTEM FAULT..
ALARM MUTE
DETECTOR
ALARMS IN QUEUE
7 8 9
LIST SAMPLING EA
ALARM FAULT
STU VWX YZ ' POINT
4 5 6 FAULTS
JKL MNO PQR LIST DISCONNECTIONS EC M MUTE
ALARM RESET 1 2 3 SETUP SAMPLING GENRAL

ABC DEF GHI POINT AD SETTINGS R RESET
0 ENTER
,." ESC HOME
Flame Traps
Pump Room System Analysing Unit
Measuring Point
Control Inside Analysing Unit
Pipe System
Air Shut Off Valve Measuring Pipes
%LEL Test Gas
Safe Area Ex Area

4.3.3 Gas Detection System 2) Analysing Unit Procedure to Reconnect a Sample Point i.e. When Ballast Tanks Are
Empty
Maker: Consillum Marine The analysing unit contains all functions for gas detection and transportation
Model: Salwico SW2020 of the test samples, as well as an internal sampling point for monitoring a) Press LIST DISCONNECTIONS.
internal gas leakage.
Description b) Press the UP/DOWN arrow keys to bring up the sample point
Gas detection is carried out by a SIMRAD GD10 IR gas detector. The control required.
The Salwico Gas Sampling System is a gas detection system divided into two
and analysing units are contained in a single cabinet.
separate systems: c) Press RECONNECT.
3) External Alarm Panel
1) The main system monitors for hydrocarbon explosive gases in the After a sample point has been reconnected it is prudent to purge that line.
ballast tanks forward void space. The system has 22 external The function of this panel is to indicate alarms/faults visually and audibly on
sampling points and one internal point for sampling the the bridge. Procedure to Purge a Sample Line
atmosphere inside the cabinet itself. These sampling points are
designated to cover the ballast tanks (four sample points per tank 4) Pipe System a) Press LIST SAMPLING POINTS.
and two in the forward void space) and of the counter pressure
cone type. The pipe system transports the test samples from sampling points to the b) Press the UP/DOWN arrow keys to bring up the sample point
analysing unit. The pipe system includes shut-off valves and flame traps, required.
2) The pump room system monitors for hydrcarbon and O2 content. which are connected to the control cabinet and have sintered bronze cones in
The pump room has fours sample points and one internal point for the sample lines. c) Press key F4 which will initiate a 30 second purge of that line.
sampling the atmosphere inside the cabinet itself.
It is important that the control/instrument air supply to the system is never d) After the purge is complete, press the HOME key; this will return
Both system analysing control units are located in the Ship’s Control Centre isolated during the normal operation of the control units. The individual the system to the standby sampling sequence. If the HOME key is
(SCC) with a remote repeater located in the wheelhouse. The alarm system is sampling line isolation valves must also remain open during normal sampling not selected, the system will automatically return to the standby
also linked into the bridge and engine room NOR control monitoring system. operations, these are located behind the panel adjacent to the sampling unit. sampling sequence if no futher keys are operatated within 30
Monitoring covers an LEL low level alarm, 10% LEL, and a high LEL alarm, minutes.
30% LEL. Special attention should be made to the ballast tank sampling system. When
individual ballast tanks are filled, each sample point in that tank (four in each Each sample line that is reconnected must be purged individually.
The gas detection systems are automatic scanning and permanently installed. tank) must be disconnected at the control unit. When disconnected, the control
The gas detectors are common for all sampling points. A gas sample is taken unit will send a counter air pressure flow down the line. This is sufficient to
from each sampling point in turn according to a pre-programmed sampling ensure that no water can enter the system, which might otherwise cause
sequence. The sampling time for each point is individually adjustable, corre- damage.
sponding to the length of pipe to each particular sampling point.
Procedure to Disconnect a Sample Point i.e. When a Ballast Tank(s) is to
A gas cylinder with a gas mixture of known composition is connected to the be Filled
system for regular calibration of the gas alarm instrument, as well as checks on
the operation of the system. a) Press LIST SAMPLING POINTS.
The Salwico SW2020 system consists of four primary units: b) Press the UP/DOWN arrow keys to bring up the sample point
required.
1) Control Unit
c) Press DISCONNECT.
The control unit contains all control and checking functions of the system and
is located in the SCC. The control unit is divided into two parts - the gas alarm d) Press DISCONNECT again to confirm the action.
panel and the operating panel. The gas alarm panel is activated when a gas
alarm situation is detected. The sampling point number, alarm level and the
actual gas detector in alarm are displayed.
Gas Detection Control Panel in the SCC
The operating panel continuously displays the last sampling point and
measured value.

Part 5
Emergency Systems and Procedures
Illustration 5.1.1a Fire Hydrant Systems
H Key
BF67 H BF68 Nav. Deck
To Deck H
Fire Main BF65 H BF66 E Deck Fire Water
To Deck Foam H
BF63 H BF64 D Deck
System FW Mist Supply
H H
From the BF61 BF62 C Deck
Emergency Hydraulic Oil
BF07
Fire Pump BF69 BF59 H H BF60 B Deck
BF34 BF33
BF57 H H BF58 A Deck
To Swimming BG01
Pool BF54 BF55 Upper Deck
H BF34 H
From BF33 To Foam
Engine BF36 System Cable Washers
BF35 Room BF52 Swimming PI
To Bosun's (P&S)
PI Bilge
BF40 Pool Paint Foam BF03 Store
S BF35 BF69
Eductor
H Tank Store Room In H
Void
Chain
Steering Gear Space Locker
H Room & Rope H H BF72
BF41 H BF51 Void
Store
BF36 BF50 H BF71 Space
Foam
Room H Engine Room
Aft Peak H H BF70
Tank BF48 BF49 Bilge
H BF42 Water
H
BF46 H BF43
BF47
H Fore Peak
BF44
BF53 Tank
Bilge,Fire Bilge,Fire BF45 Pump
and GS and GS
Pump Pump Emergency Room
S.C Fire Pump
To Accommodation
No.5 Water Ballast Tank No.4 Water Ballast Tank No.3 Water Ballast Tank No.2 Water Ballast Tank No.1 Water Ballast Tank
To Steering Gear
(Port) (Port) (Port) (Port) (Port)
Room
Slop
BF54 Tank No.5 Crude Oil No.4 Crude Oil Tank No.3 Crude Oil Tank No.2 Crude Oil Tank No.1 Crude Oil Tank
H
(Port) Tank (Port) (Port) (Port) (Port)
Steering Gear BG05
Emergency (Port)
Room & Rope To
Store Diesel BF38
Generator Accommodation
Room
BF31 BF27 BF24 BF21 BF18 BF15 BF12 BF09
H
BF37 S
Fresh
Engine Water H BF29 BF26 BF23 BF20 BF17 BF14 BF11 BF08
BF39 Casing Spray H
CO2
BF56 Room H H H H H H H
BF07
BF52 Accommodation BF30
Pump
Bosun's
Room BG01
Comp. Store
Foam
Room Way BF28 BF25 BF22 BF19 BF16 BF13 BF10
BF40
H No.5 Crude Oil Tank No.4 Crude Oil Tank No.3 Crude Oil Tank No.2 Crude Oil Tank No.1 Crude Oil Tank To Void
BF53 To H (Centre) (Centre) (Centre) (Centre) (Centre) Space
Accommodation BF32
Deck Bilge
Store Eductor
Swim. No.5 Crude Oil No.4 Crude Oil Tank No.3 Crude Oil Tank No.2 Crude Oil Tank BG06
Pool Slop No.1 Crude Oil Tank
BF73 H Tank Tank (Starboard) (Starboard) (Starboard) (Starboard)
BF55 (Starboard) (Starboard)
(Starboard) (Starboard) (Starboard) (Starboard) (Starboard)
Issue: 1 5.1 Emergency Procedures Deck - Page 1 of 39

5.1 Emergency Procedures - Deck The fire and deck wash main runs the full length of the vessel and is branched Locked Open Emergency fire pump suction valve BF45
off to the fire hydrants, which are located so that two jets can be directed to the
5.1.1 Fire Hydrant System fire source. Locked Open Emergency fire pump discharge valve BF69
The following pumps can supply the fire and wash deck system: Two international shore connections are carried on board, which are of All of the above pumps are now ready to be started locally, or remotely from
standard international dimensions for supplying water from a shore supply to the fire station in the Ship’s Control Centre or on the bridge.
Bilge, Fire and General Service Pump the ship’s fire main. An international shore connection is stored in the fire
control centre and the fire locker at the rear of the bridge.
No. of sets: 2
Capacity: 350/290 m3/h at 30/110 mth Isolating valves are positioned along the main deck, between each set of
hydrants on the fire main line and foam line.
The above pumps can supply sea water to:
Operation of Pumps for the Fire Hydrant and Foam System
The fire hydrants in the engine room
The fire hydrants on deck All intermediate isolating valves along the fire main and foam main on the
main deck are normally left in the open position.
The fire hydrants in the accommodation block
All foam monitor valves are closed.
The fire hydrants in the pump room
Steering gear room and aft rope store All hydrants are closed.
Main foam system Deck

Hawse pipes
Forward bilge eductor
Close Supply valves to the bilge eductor
A fresh water spray system is available for the paint locker which is operated in the forward void space BG01
from the engine control room.
Close Port hawse pipe supply valve BG05
The bilge, fire and GS pumps are permanently set up for foam and fire main
service with the discharge and suction valves open. Close Starboard hawse pipe supply valve BG06
The above pumps take suction from the main sea water crossover line in the Foam Room
engine room.
Open Master supply valve to foam and deck BF35
Emergency Fire Pump
Open Supply valve to deck fire main BF33
Capacity 72 m3/h 90 mth
Engine Room
The emergency fire pump only supplies the fire main. It is an electro-hydraulic
Locked Open Bilge, fire and GS pumps suction valve 1V, 2V
driven self-priming vertical centrifugal pump. The pump unit is situated within
a room in the pump room on the floor plate level, with access to the room from Locked Open Bilge, fire and GS pumps
the deck above through a watertight access hatch adjacent to the vac stripping discharge valve 17V, 18V
system drain tank. The hydraulic drive pump unit is situated in the steering
gear room, the power supply is taken from the emergency switchboard. The Locked Closed Bilge, fire and GS pumps bilge
pump has an independent suction valve, which is operated from a hydraulic suction valves 3V, 5V
deck stand valve actuator just forward of the accommodation block on the
starboard side on U deck, and non-return valve on the discharge side. Locked Closed Bilge, fire and GS pump
discharge valve to overboard 20V

Illustration 5.1.2a Foam System
Located On A
Deck
FM08
(P&S) (P&S) (P&S) (P&S) (P&S)
Slop
Tank
No.5 Wing COT No.4 Wing COT No.3 Wing COT No.2 Wing COT No.1 Wing COT
(P)
(P&S) (P&S) (P&S) (P&S) (P&S)
For Fresh
Water
Flushing FM29 FM27 FM25 FM23 FM21 FM19 FM17
Foam Tank
FM38 FM34
FM37 FM35
FM31
Filter
To FM36
Accommodation
Foam
Bosun's
Pump Void Store
FM33 FM07 FM06 FM05 FM04 FM03 FM02 FM01
BF36 BF34 Proportionator FM16
Pump
To Steering FM15 FM14 FM13 FM12 FM11 FM10

Gear Room & FM39
PI PI
Rope Store To Upper
Deck
PI BF33 FM32
Fire Main
BF35 FM30 FM28 FM26 FM24 FM22 FM20 FM18
Slop
B18V B17V Tank Foam
Bilge, Fire (S) Applicator
and GS Pump No.1 No.2 Bilge, Fire
and GS Pump
FM09
Key
Fire Water
Foam Liquid
Located On A
Deck
Foam Mixture
FW Flushing

5.1.2 Deck Foam System e) Open the foam pump discharge valve FM33. Stopping the System
Description f) Start the foam pump. a) Stop the fire and foam pumps.
Foam for fire fighting purposes is supplied to the main deck when required, g) Open the monitor or hydrant valves as required and fight the fire. b) Close the foam tank outlet valve FM34 and the sea water supply
from a single 6,000 litre foam tank situated in the foam room. Foam compound valve to foam main BF34.
Fighting Oil Fires on Deck
is supplied from the tank via a foam liquid pump to an automatic proportion-
er, where it is automatically mixed with the correct proportion of sea water and c) Open flushing valves FM37 and FM35 and connect the fresh
Never direct the foam mixture directly on to the burning oil as this will cause water supply hose from FM38.
then supplied to the deck foam main.
the oil to splash and spread the fire.
The proportioner mixes the foam compound and sea water in the ratio of 3% d) Start up the fresh water and foam pumps, operate the forward
Direct the foam mixture to flow over the surface of the burning oil, so that it monitor on the deck until clear fresh water is discharged. Then
foam compound to 97% sea water. gradually covers and smothers the fire. Use the prevailing wind or slope of the operate all other monitors for a few seconds.
deck to assist the flow wherever possible.
The sea water is supplied from the fire main. The foam main runs the length of
e) Stop the fresh water and foam pumps.
the main deck and supplies nine foam monitors sited so that the entire deck Use one monitor and/or two foam branches to fight the fire. If more are used,
area can be covered. Seven of the monitors are on the centre line on the deck the effectiveness of each unit will be reduced. f) Revert all valves to the standby position, ensuring that flushing
itself and two are at the forward corners of the accommodation block. Foam valves FM35 and FM37 are closed. All valves in the foam room,
hydrants are fitted to the foam supply pipes branched off before each monitor monitor inlet valves and hydrant valves should be closed. All
for use with hoses. They are situated at both sides of the vessel. Isolating intermediate valves between the monitors and the pressure gauge
valves which are normally open, are fitted to the foam main just forward of cock in the foam room should be open.
each monitor in order to enable damaged sections of the main to be isolated, so
allowing the system aft of the damaged section to operate normally. g) Refill the foam tank as soon as possible.
The foam hydrants are used with hoses and foam nozzles when required. The
foam mixture is aerated at the foam monitors and nozzles to give the required
consistency. The hoses and nozzles can be used to supply foam to the cargo
tanks if required. Sets of portable foam making branch pipes are stored in
labelled cabinets along the main deck for use with the foam hydrants if
required.
The capacity of the deck foam system is designed to give 20 minutes operation
of one monitor supplying 9,042 litre/min of foam mixture. The selected
monitors have a capacity of 7,000 litre/min with a throw of 62m in still air at
an inlet pressure of 5 bar.
Operation of the Main Deck Foam System
Procedure for fighting a fire, after first raising the alarm:
a) Supply sea water to the fire main.
b) Open the sea water inlet valve to the foam main BF34.
c) Confirm that the flushing valves FM35 and FM37 to the foam
pump are closed.
d) Open the outlet valve from the foam tank FM34. Foam Monitors and Section Isolators on Deck

5.1.3 Discharge of Cargo from a Damaged Tank f) Check/stop the air intake to accommodation, stop non-essential l) Oil spill dispersants/emulsifiers should never be used overside
air intakes to the engine room. except for small spills where written approval is received from the
Should a leakage to sea or to a ballast tank occur due to suspected tank damage, appropriate authorities.
measures should be taken to reduce the head (i.e increase the ullage) in the g) Close all non-essential sea suctions.
cargo tank involved, either by internal transfer or discharge ashore. Unless h) Re-check that all scuppers are shut. m) Reporting procedures to be followed as per the SOPEP/VRP
corrective action is taken promptly, oil will continue to flow into the sea until depending on the location of the ship.
the hydrostatic balance is achieved between the head of oil remaining in the i) Try to contain the spill on board using the portable Wilden pumps
tank and the sea water pressure exerted on the outer hull. If it is not possible to and stripping pumps as appropriate. n) Discharging may be resumed after the fault has been rectified.
identify the specific tank from which the leakage is occurring, the levels of all
tanks in the vicinity should be reduced, taking into account the effect on hull j) Deck clean up is to be started and fire fighting equipment to be Any spillage that collects near the aft scuppers on the main deck can be
stresses and stability. kept ready for use. pumped into the deck dump tank.
If it is suspected that the leakage is from a fracture on the bottom plating or k) Oil spill dispersants/emulsifiers should never be used overside This is carried out using the two diaphragm pumps (fitted on the port and
lower shell plating, then the level in the tank, if full, should be reduced and except for small spills where written approval is received from the starboard side of the pump room entrance) and suction piping system fitted on
then a water bottom pumped into the damaged tank to prevent further oil appropriate authorities. deck.
spillage.
l) Reporting procedures to be followed as per the SOPEP/VRP
depending on the location of the ship. (Note ! Should the deck dump tank fill up, then a cargo oil tank must be
Remember that in a tidal stream, any seepage or leakage from the hull (or sea- selected and the remaining oil spillage pumped directly into the open hatch of
valve, for that matter) may be carried by the current to another part of the ship the tank, using a portable diaphragm pump and flexible hoses.)
before it surfaces and is noticed. This is particularly so in the area of the bilge m) Loading may be resumed after the fault has been rectified.
keels. For example, oil leaking from a sea valve can be carried forward by the
current, entrapped below the bilge keel, to surface in the forward part of the Oil Leak/Spill During Discharge
ship.
a) Stop/trip the cargo pumps immediately. Cease all cargo and
Where action is taken to prevent or minimise oil spillage, preventative ballast operations.
measures should take priority over cargo segregation and quality concerns.
Similarly, no action must be undertaken that could jeopardise the safety of the b) Inform the terminal about the nature and extent of the leak.
personnel on board the ship and on shore.
c) Sound the General Emergency Alarm with a PA broadcast about
5.1.4 Oil Spill and Pollution Prevention the oil spill.
If an oil spill occurs at any time, the Ship’s Oil Spill Emergency Plan (SOPEP) d) The manifold valves may be closed.
must immediately be put into operation.
e) Identify and isolate the leaking section of the line if possible.
Oil Leakage/Overflow During Loading
f) Open the drop valves to drain the top lines and consider reducing
a) Contact the terminal and request to stop loading immediately. the IG pressure in the tanks.
Cease all cargo and ballast operations.
g) Check/stop the air intake to the accommodation. Stop non-
b) Follow the individual terminal emergency stop procedures and essential air intakes to the engine room.
signals.
h) Close all non-essential sea suctions. Scupper to Deck Dump Tank Port Side
c) Manifold valves may be closed only after permission is received
from the terminal.
i) Re-check that all scuppers are shut.
d) In case of overflow, open valves to any empty/slack tanks to
reduce the level of the overflowing tank. j) Try to contain the spill on board using the portable Wilden pumps
and stripping pumps as appropriate.
e) Sound the General Emergency Alarm with a PA broadcast about
the oil spill. k) Deck clean up is to be started and fire fighting equipment to be
kept ready for use.

Key
Illustration 5.1.5a Emergency Inerting of Ballast Tanks
Inert Gas
IG39 Sea Water

IG47 IG35
To Cargo Oil
Line PV Valve

(Port)
Deck
Water
Seal
LS
Deck Seal
SW Supply IG40 Void
Vent
C.O.T. C.O.T. IG20
C.O.T.
Steam
Return
Steam
IG34
IG24
IG48 IG21
Upper Deck
Void
Pump Room IG14
Deck
Tank
IG to Water Ballast
Line
Spill Tank
(Stb'd)
IG18 IG16
IG47 IG45

5.1.5 Emergency Inerting of Ballast Tanks To Carry Out Emergency Inerting of No.2 Ballast Tank Port Side, No f) Open the ballast tank hatch to act as vent, provided that there is
Flooding no lightning or source of ignition in the vicinity.
Adjacent to each ballast tank there is a branch off the IG main, with a valve
and blank flange to facilitate emergency inerting of the ballast tanks. A a) Shut valve IG34 to maintain a positive pressure in the cargo tanks. g) Open the deck isolating valve IG37 for the IG main.
portable flexible hose (150mm dia) is connected when necessary between the
tank inerting connection (elbow with a blank flange) and the flange at the b) The IG system should be running and ready for use. Inert gas will now be delivered to No.2 port ballast tank, entering via the
adjacent spur on the IG main. It is also possible to inert the ballast tanks by ballast suction valve and exiting through the ballast tank hatch.
connecting the IG line and the ballast bottom lines via IG42, BA023 and the c) Insert the spool piece in the inert gas/ballast system connecting
removable spool piece. The ballast tank hatch in this case would need to be line. Continue inerting until the oxygen reading at the tank vent is consistently
open to allow venting, as would the required ballast tank suction valve. below 8%, at which point the tank can be considered inert. Depending on
Alternatively, use the emergency inerting connection as the vent, utilising the d) Open valves IG42 and BA023. requirements, it may be prudent to continue inerting until a level of 5% oxygen
inert gas main line hi-jet as the outlet for the tank vapour and the ballast line is reached, to give a greater safety margin.
as the IG inlet. The method to be used will depend on the incide nt and type of e) Open the ballast line to No.2 port.
available vents on the ballast tank.
Illustration 5.1.5b Emergency Inerting, Ballast Tank No.2 (Port Side)
To Carry Out Emergency Inerting of No.2 Ballast Tank Port Side, Tank
Partially Flooded
a) Shut the individual COT IG isolation valves.
b) Remove the blank from the valve on the branch from the IG main.
c) Remove the blank from the ballast tank inerting flange.

D D
W W
d) Connect the portable flexible hose between the tank valve and the
valve/flange on the branch.
e) Open the ballast tank hatch, provided that there is no lightning or

source of ignition in the vicinity.
f) Open the deck valves IG34 and IG10.
g) The IG system should be running and ready for use.
h) Open the deck isolating valve IG37 for the IG main. Inert gas will
now be sent to No.2 port ballast tank, entering via the flexible
hose and valve.
Continue inerting until the oxygen reading at the tank vent is consistently
below 8%, at which point the tank can be considered inert. Depending on
requirements, it may be prudent to continue inerting until a level of 5% oxygen
is reached, to give a greater safety margin.
Alternatively the ballast tanks can be inerted using the permanent IG

connection to the ballast system as follows:
IG
Key:
Inerting Via Removal Of
Inerting Via Ballast Suction Ballast Tank Inerting Plate, Manhole
With Cross Connection Spool Layering Onto The Ballast
Piece Inserted From IG Line Surface.
To Ballast Line.

Illustration 5.1.6a Fire Detection Panel
Central Unit Panel
Salwico CS3004
POWER ON
FIRE SEC 6 DET 13 1 (1) DISCONNECTION
FIRE 6 13 CREW CABIN 754 TEST......

ALARM TRANSFER
SECTION DETECTOR EXTERNAL ALARM
MENU DELAY OFF.....
SYSTEM FAULT..
ALARM MUTE
ALARMS IN QUEUE 7 8 9 S SECTION EA
EXTERNAL FAULT
ALARM
EXTERNAL
4 5 6 D DETECTOR EC CONTROL
M MUTE
EXTERNAL CONTROL
ALARM RESET SMOKE ALARM
ACTIVATED 1 2 3 SD DETECTOR AD DELAY R RESET
SECTION / DETECTOR
NOT RESET 0 ON OFF TIMER LIST
Fire Alarm Panel Operating Panel

5.1.6 Fire Detection System Detectors Keys on the Fire Alarm Panel are:
General Description The type of detector fitted depends upon the location of the unit, and a ALARM MUTE
combination of the following three basic types of detector is used to provide This key acknowledges the fire alarm and mutes the buzzers.
Manufacturer: Consilium Marine the surveillance on the vessel.
Type: Salwico Fire Detection System. CS3004 ALARM RESET
i) Heat Detectors This key is used to reset the fire alarm.
The fire detection system is a complete fire detection and alarm system,
including a fire alarm panel, operating panel, control unit and power supply The heat detectors may be splash-proof with automatic re-setting, trigger ALARMS IN QUEUE (ALQ)
unit, all contained in one cabinet. Detector loops and two remote repeater temperature of either 57°C or 80°C or rate of rise. They have a bi-metal LEDs indicate multiple alarms when flashing. Pressing the ALQ button will
panels are included in the system. operation, closing at an alarm condition with local LED alarm indication. display the next sector in alarm.
The system comprises a wide range of detectors and sensors to suit different ii) Ionisation Smoke Detectors Indicators
needs and conditions. It includes detectors for different alarm parameters, such
as smoke, heat and flames. Manual call points, short circuit isolators and timers External Control Activated:
The ionisation smoke detectors have a two part outer chamber to measure
are connected to the loop where required. A fault in the system or a false alarm A LED indicating that and external control output is active.
particle concentration and an inner chamber to compensate for changes in
is detected immediately, since the function of the detectors and other installed
pressure and humidity. Local LED alarm indication. Reset on central panel
loop units are automatically and continuously tested. Section Detector not Reset:
only.
A LED indicating that a reset of the fire alarm has been attempted but failed.
The signal for a general fire alarm is provided by the combination of bells and
For hazardous areas intrinsically safe versions of the above are supplied via a
air horns located throughout the vessel. Operating Panel (OP)
zener barrier.
The central panel is located on the bridge, with repeater panels in the fire The operating panel is used for controlling the system and to display all
control centre and in the ECR. WARNING
necessary information in the case of a fire alarm. The alphanumeric display is
Ionisation smoke detectors contain radio-active elements and only
used as a complement to the numerical display on the fire alarm panel, as a
In the event of an alarm condition, a supervised relay in the central control authorised personnel are to repair them. Defective units should be
communication media when operating the system and to display guiding texts
panel provides a signal, which activates the vessel’s central alarm system. removed, replaced and landed for forwarding to authorised agents for
for the function keys. Under normal conditions when the central unit is in
repair.
normal status, the text Salwico CS3004 is displayed together with the date and
Alarms are also given on the central alarm system of fire detection system, time.
Fault and Fire Detection System Override. iii) Flame Detectors
Keys
Equipment: The flame detectors comprise of an infrared detector with a local LED alarm
indication. These can be reset on the central panel only. A function test
Central panel: 1 F1, F2, F3 and F4:
required at least every six months as units may become obscured by dirt.
Repeater panel: 2
These are function keys used for choosing functions from the menus in the
Ion smoke detector 96 Central Fire Alarm Panel (FAP)
alphanumeric display on the operator panel and for entering certain characters
with no keys of their own. F4 cycles through the available menus. An
Rate of rise heat detector: 4 The fire alarm panel is divided into two parts, the fire alarm panel and the
explanation of each function key is shown above it on the alphanumeric
UV-type flame detector: 4 operating panel. The fire alarm panel is activated when there is a fire alarm in
display.
the system. The operator verifies and supervises the system by using the
Manual call point : 40 different keys and the display on the operating panel.
0-9
These are the numerical keys.
The fire alarm signal is indicated by a common fire indication on all panels
(flashes red). All alarm devices start. Act in accordance with the instructions
Left Arrow Key
by the central panel. Adjacent to the FIRE signal on the panel the section
This is the correction key; pressing erases the last key entry.
number and detector head in alarm are displayed.
ENTER Key
Pressing the return key returns the system to its normal status.

Illustration 5.1.6a Fire Detection Panel
Central Unit Panel
Salwico CS3004
POWER ON
FIRE SEC 6 DET 13 1 (1) DISCONNECTION
FIRE 6 13 CREW CABIN 754 TEST......

ALARM TRANSFER
SECTION DETECTOR EXTERNAL ALARM
MENU DELAY OFF.....
SYSTEM FAULT..
ALARM MUTE
ALARMS IN QUEUE 7 8 9 S SECTION EA
EXTERNAL FAULT
ALARM
EXTERNAL
4 5 6 D DETECTOR EC CONTROL
M MUTE
EXTERNAL CONTROL
ALARM RESET SMOKE ALARM
ACTIVATED 1 2 3 SD DETECTOR AD DELAY R RESET
SECTION / DETECTOR
NOT RESET 0 ON OFF TIMER LIST
Fire Alarm Panel Operating Panel

M Key Mini Repeater Panel (MN3000) Resound Fire Alarm
This is a fault handling key used to acknowledge faults and to mute the
buzzers. A mini repeater panel can only display one fire alarm at a time. An indicator is This function will activate a muted alarm device if the fire alarm condition
lit (MORE ALARMS) if there is more than one fire alarm active in the system remains. The device will sound continuously until muted again.
R Key at a time. The user can list all fire alarms in the system forward or backward
This is a fault handling key used to reset the faults. using the LIST arrow keys. In the event of a fire alarm there is a local buzzer a) Press F4 (MENU).
which can be muted locally at the panel using the LOCAL MUTE key.
ON, OFF, TIMER b) Press F3 (RESOUND).
These are operation keys used to choose the operation to perform. In the Event of a Fire being Detected
The fire indicator starts flashing and the external device gives an audible
LIST, UP ARROW, DOWN ARROW Press ALARM MUTE to mute and acknowledge the fire alarm when indication. The alphanumeric display displays SOUNDING DEVICE
Pressing the LIST key opens the list function whilst the arrow keys are used to consistent with the ship’s emergency procedures. ACTIVATED.
scroll through the lists.
(Note ! If a fire alarm is accidentally muted there is a function to resound the Fault Signal
Indicators alarm.)
The common fault indicator flashes yellow and internal audible indication
POWER ON The fire indicator stops blinking and turns over to a steady red. The audible fire starts. All fault indications are to be investigated and dealt with as soon as
Is lit when the power is set to on. alarm is temporarily silenced when the door is opened and it is permanently possible.
silenced when the ALARM MUTE is pressed. The sector number and detector
DISCONNECTION address in alarm is displayed on the fire alarm panel and on the alphanumeric The fault is displayed on the alphanumeric display. The first line displays the
General disconnection indicator. display on the operating panel. word FAULT followed by the fault code, section number, detector address and a
fault message. The second line displays additional text if provided. The fault is
TEST Alarms in Queue Flashing not displayed if a fire alarm exists in the system; instead it is put in the fault list.
Is lit when the central unit is in the test mode.
Press the ALQ button to cycle through the sectors that are in alarm. Press the M key in the fault field to mute the buzzer and acknowledge the fault
ALARM TRANSFER Information is displayed on both the FAP and the OP. alarm.
Is lit when the dedicated fire output is activated (steady light) and is flashing
when the door is opened, the fore output is deactivated. Reset Fire Alarm The fault alarm changes to a steady yellow light once acknowledged. The fault
is now entered into the fault list and the next fault if any is displayed.
EXTERNAL ALARM Press ALARMS IN QUEUE repeatedly to select the appropriate fire alarm.
Is lit when an external alarm output is disconnected (steady light) or faulty Press ALARM RESET to reset the fire alarm. Fault Codes (examples)
(flashing).
Two things happen when a fire alarm is reset; it disappears from the display 26 Bad communication on loop possibly due to a noisy
DELAY OFF and it is moved from the ALL list to the Fire Alarm History list. The next fire environment
Is lit when the time delay is deactivated. alarm is displayed after five seconds or, if there are no more fire alarms, the
system returns to normal status and Salwico CS3004 is displayed. 81 Mains fault
SYSTEM FAULT
Is lit when a fault occurs in the system program. Should the fire alarm not reset, the indicator SECTION/DET NOT RESET on 83 Fuse fault
the fire alarm panel comes on, the alphanumeric display indicates the reason
ABNORMAL COND. for no reset and the display returns to normal status. The fire alarm now 90 Polluted detector (abnormal condition)
Is lit when an abnormal condition has occurred. becomes a non-resettable alarm which can be listed in one of two ways.
96 Battery indicates a battery fuse(s) blown or a break in a
The top line of the LCD screen displays address of the first fire alarm, the a) Press the list key on the operating panel and select the NOT battery cable
second line displays additional information about the alarming unit. The third RESET list.
line displays the address of the latest fire alarm and additional information is 101 Alarm function failure indicates that the alarm function in the
displayed on the fourth line. b) If all fire alarms and faults are muted and reset use the ALARMS stated detector has failed
IN QUEUE key to cycle through the not reset alarms.
102 Thermistor faulty indicates that the thermistor in the stated
heat detector is faulty

Fire Control Panel on the Bridge

Fire Alarm Repeater Panel in the Fire Control Centre

103 Ion smoke chamber fault, indicates that the stated smoke When the alarm is deactivated the LEDs DELAY OFF and DISCONNECTION The system changes to the new access level if the correct code is entered or
detector is at fault are lit. reverts to access level one if the wrong code is entered. When the panel door
is closed the system reverts to access level one.
121 Cable break, indicates that one of the system loops or detector To activate the delay function:
loops is faulty Main Menu and the Access Levels
Press LIST
141/142 Earth fault indication, indicates both positive (+) and negative Press F3 (DISCONN) Menu F1 F2 F3 Access
(-) potential to earth Level
Press ON
Reset Faults Menu A Acc Level Cha Code RESOUND All levels
When the alarm is activated the LEDs DELAY OFF and DISCONNECTION
go out.
The faults can only be reset from the fault list Menu B Lamp Test Lamp Intensity Buzzer All levels
Press LIST to open the list function Dimmer Function
Menu C Set Time Set Date From level 2
Press F2 to select the fault function The LED intensity can be set in six different levels 0 to 5 where 0 is minimum
(off) and 5 is maximum intensity. Menu D Prog Ver Show Def El Isol From level 3
The latest fault is always displayed first. Use the up and down arrow keys to
scroll through the faults to interrupt this function, press the ENTER key. Press F4 (MENU) until LAMP INTENS is displayed Menu E Power Status Loop Test Connect PC From level 3
Press F2 (LAMP INTENS)
Press the R key in the fault field to reset the fault Menu F Load Text From level 3
Enter a number between 0 and 5
When the fault resets it disappears from the list and the next fault is displayed
Press F1 (READY)
after about five seconds. If the fault list is empty, the text LIST IS EMPTY is
displayed and the system returns to normal status. Salwico CS3004 is The intensity is now set and the text SENSITIVITY SET is displayed on the
displayed. third line. To test the result of the setting, use the lamp test function.
Should the fault not reset, the reason is displayed on line three of the Press the ENTER key to leave this function
alphanumeric display. The text on line three will disappear after three
seconds. Rectify the problem and then try to reset the fault again. Central Panel Door
Disconnections The front door on the central panel should be kept closed. When the front door
is opened, the fire alarm buzzer is temporarily silenced.
Different parts of the alarm system can be disconnected from individual
detectors to complete loops and alarm devices. Once disconnected the system
Only the green operating lamp, marked ON, should be lit when the door is
can no longer detect fire alarms or faults etc., which are covered by the part
closed during normal operation.
disconnected. This function should only be used with great care and for the
minimum of time.
Changing Access Levels
Deactivation/Activation of Alarm Delay
The functions in the system are divided into different access levels since not
all operators are allowed to use all functions in the system. The system changes
The alarm delay function is usually set to ON (activated) when the system is
to a higher access level if the operator enters the correct four digit access code.
defined, before installation of the system. When a smoke detector reaches its
alarm level, the alarm is time delayed for 40 seconds before it is passed on to
the central unit if the alarm condition remains. Press F4 (MENU) until ACC LEV is displayed on the alphanumeric
screen
This function can be deactivated/activated from the operator panel. Press the FUNCTION key below ACC LEV to select it
Press AD key on the operator panel Enter the correct four digit code
Press OFF key to deactivate the function

Illustration 5.1.7a Fire Detection and Alarms Navigation and Bridge Deck
Wheelhouse
and Chart Space
E E
ER Accommodation
Ventilation Ventilation
CP
Fire
Lift Locker Public Radio
Room
Toilet
DN UP DN
Key
CP Fire Detecting Alarm Control Panel
Fire Alarm Bell
Pushbutton For Fire Alarm
Fire Detector Smoke Type
E
Emergency Stop
Fire and Safety Plan

Illustration 5.1.7b Fire Detection and Alarms Deck D and E
tt
UP Lift Toilet
Shower
UP
Captain's
Lift Cable
Bedroom
Chief Duct
Engineer's
Cable
Duct Bedroom
C.G.L
C.G.L
Chief Captain's
Engineer's Day Room
Day Room
DN
UP DN UP
Electric
Equipment
Locker Chief A
Engineer's
Office
Battery
Locker Captain's
Locker Office
UP
Locker
DN DN UP
Key
Deck E
Fire Alarm Bell

Deck D

Illustration 5.1.7c Fire Detection and Alarms Deck C and B
DN
UP
Toilet Toilet
Shower Crew's Dress Shower
1st
Ship's Room Spare Engineer's
Assistant Officer Day Room
(F) (A) UP
Officer's
Dress
Spare Shower Room
(G) 2nd 1st
Engineer Engineer's
Dress Bedroom
Lift Toilet
Toilet
Spare Machine Shower Room
Conference Shower
(F) Toilet
Control
Room Room
Lift Lift
Spare 1st
Stewardess Officer C.G.L Officer
Toilet
C.G.L (B) Pilot Toilet
Shower Toilet
Shower
Cable Shower Toilet
Duct Shower
Engine Casing Engine Casing

Spare Spare
(E) Officer
Toilet DN UP
Shower Toilet (C)
Shower
Shower Cargo Gear Officer's

Spare Cleaning Smoking
(D) Toilet Room Room
Shower Spare Air
Officer Conditioning
Steward Room
Spare (D)
Locker Public
(C) Toilet Toilet
Toilet Toilet
Shower Shower
Shower Chief
Spare
(B) Library Officer's
Locker Bedroom
2nd
3rd Officer
Engineer
Toilet
Chief
Steward UP Chief
Bedroom Spare Officer's
Chief Steward Officer Day Room
Key Toilet Day Room Toilet (E)
Shower Shower
Fire Alarm Bell

DN
UP

Deck C
Deck B

Illustration 5.1.7d Fire Detection and Alarms on Deck A
DN
UP
Toilet
Shower
Vegetable Watch Ship's
Store Room Assist.
Domestic (A)
Store
Meat Toilet Ship's

Store Beer Assist.
Emergency Diesel Store (B)
Generator Room
Ship's
Bond Assist.
Store Shower (C)
DN Lift
Engine C.G.L Crew's

Dry Provisions
Casing Room Day Room
Cable Duct
Room
Toilet Ship's
DN Assist.
(D)
Ship's
Galley Assist.
Shower
DN (E)
Fire Control
Station
Key
RP
Fire Detecting Alarm Repeater Panel
Dinning Ship's
Fire Alarm Bell Station Control E
E
Centre RP
Fire Detector Smoke Type Duty

Mess
Room
E
Emergency Stop
E UP
Emergency Stop
DN
A Deck
Quick-Closing Valve Box

Illustration 5.1.7e Fire Detection and Alarms on Upper Deck
UP
Rescue
locker
6-Suez
Crew Infirmary
Gymnasium
Emergency Diesel UP
GeneratorRoom
Paint Store
UP
DN
Lift
Engine Casing Cable
Duct
CO2 CGL
Ship's
Room Laundry
UP
Linen
Locker
Locker
Cloak
Pub. Locker
UP
Toilet
Hydaulic
Power
Swimming Deck Unit
Deck Room
Pool Store UP
Store
Tank
Lamp
Store
UP
Foam
Key Room
Garbage
Room
Fire Alarm Bell
UP
Upper Deck

Illustration 5.1.7f Fire Detection and Alarms 2nd Deck and Steering Gear Room
Outer HFO Tank

(P)
Inner HFO Tank

(P)
No.2 No.1 HFO

HFO HFO Settling
MDO Serv. Serv. Tank
Service Tank Tank Tank
Turbine LO
Sett. Tank Store Room
Incinerator Cylinder Main Main
LO LO
Oil Storage Stor. Sett.
Tank Tank Tank G/E LO
DN Storage Tank Lift
UP
Workshop
UP
CO2
CO2 CO2
DN
UP
Key
Aft HFO Tank
(S) Fore HFO Tank
Fire Alarm Bell (S)
Steering Gear Room
CO2 CO2 Discharge Alarm Bell
Outer HFO Tank
(S)
Fire Alarm Horn
CO2 Discharge Alarm Horn 2nd Deck

CO2
Fire Detector Thermal Type
Flame Detector

Illustration 5.1.7g Fire Detection and Alarms Floor Plan and 3rd Deck
Outer HFO Tank

(Port)
Inner HFO Tank No.1

(Port) HFO HFO HFO
Outer HFO Tank Inner HFO Serv. Serv. Settling
(P) Tank (P) Tank Tank Tank
Sludge Tank
Purifier Room
CO2
FO Overflow
Tank Lift
Pump
MDO Tank BW Room
(Port) CO2
OBT
BW (Dirty)
CO2
CO2 Main Engine Control
Engine Room
LO Sump Tank CO2
OBT
BHT (Clean)
CO2
MDO Tank RP
(Starboard)
Key BW
CO2
UP UP
RP
Fire Detecting Alarm Repeater Panel LSS
Fire Alarm Bell
CO2 CO2 Discharge Alarm Bell Aft HFO Tank Outer HFO Tank Fore HFO Tank
(S) Aft HFO Tank (S)
(Starboard)
(S)
Fore HFO Tank
(Starboard)
Fire Alarm Horn

Outer HFO Tank
(Starboard)
CO2 Discharge Alarm Horn
CO2
Fire Detector Thermal Type
Flame Detector

Illustration 5.1.8a Fire Fighting Equipment and Dampers - Navigation and Bridge Deck
Wheelhouse
and
Chart Space
P
12kg M.F.P
CO2 CO2
2kg S.F.P 2kg
CO2
2kg
Fire S S
Lift Converter Radio
Locker Public P
Room Room
12kg
Toilet
DN UP V MV-16 DN
Key
FE
Compressed Air Breathing V Ventilator
Apparatus (Press Air Mask) (x2) (x4) (x1) (x2) (x2) (x2) (x2) (x6) (x2) (x2) (x2)
Spare Cylinder For Air Fire Proof Clothing

Breathing Apparatus
Firemans Outfitting Rubber Boots

FE Locker
CO2
Portable Fire Extinguishers
Safety Helmet
2kg
(2kg CO2)
P Portable Fire Extinguishers

Safety Lamp 12kg (12kg Powder)
Fire Hydrant With Hose

Battery For Safety Lamp Connection
International Shore Connection

Fire Axe With Gasket and Bolts
Emergengy Fire Pump

45m Line With Belt S.F.P Start/Stop
Fire Pump Local

Rubber Gloves M.F.P
Start/Stop
S Smoke Damper Fire Hose Box With Hose

Illustration 5.1.8b Fire Fighting Equipment and Dampers - Deck E and D
P
6kg
DN
P
6kg
Lift Toilet UP
UP Shower
Captain's Lift
Cable
Bedroom Chief
Duct Engineer's
Cable
Duct Bedroom
CGL
CGL
Captain's Chief
Day Room Engineer's
5FT
Day Room
CO2
6kg
DN
UP
DN UP
P
12kg
P
12kg Electric
V
Equipment
MV-15 P CO2
Locker
A A Chief
Battery 12kg 6kg
4 Engineer's
Locker 5 Office
Key
P Captain's
6kg
Office Locker
CO2
6kg
(6kg CO2) UP
P
P Portable Fire Extinguishers P 6kg

6kg
6kg (6kg Powder) Locker

DN DN
12kg (12kg Powder) UP
Fire Hose Box With Hose

Connection
A
Deck E
Fire Damper (Automatic)
V Ventilator
Applicator For Jet/Fog Nozzle Deck D

5FT Including Wall Mounting Bracket (5ft.)

Illustration 5.1.8c Fire Fighting Equipment and Dampers - Deck C and B
DN
UP
Toilet Toilet
Ship's Shower Crew's Dress Shower 1st
Assist. Room Engineer's
Spare Day Room
(F) Officer UP
(A)
Officer's
Dress
Spare Shower Room P
P
6kg
(G) 6kg
1st
2nd Dress Engineer's
Lift Toilet Room
Spare Machine Shower Engineer Toilet Bedroom
Conference Shower
(F) Toilet
Control
Room Room
Lift M M Lift
Stewardess
1st
Spare C.G.L Officer
Engine Toilet
C.G.L Pilot
Shower Toilet Officer Toilet
Casing (B) Shower
Cable Duct Shower
Toilet
Room P Shower
12kg 21, 22,
P
23, 24
6kg P
Spare
6kg
Officer
Spare Toilet DN (C)
P
UP
Shower Toilet 12kg
(E) Shower
V MV-13, MV-14 Officer's
Spare Shower Cargo Gear
(D) Cleaning Smoking
A Toilet
P
Room A
12kg Room
P
Shower Spare
12kg
Officer 3
V MV-13, MV-14 V
(D) CO2
6kg
Spare Steward Public
Toilet M M
(C) Locker Air Toilet
Conditioning Toilet
Spare Toilet
Room
Shower Shower Shower
(B) Locker
M M M
Library P Chief
P
12kg
M9, M10, M11 6kg
Officer's
3rd 2nd Bedroom
Engineer Officer
Room Toilet
Chief
Key Steward UP Chief
Chief Steward
Bedroom Day Room Officer's
Spare Day Room
Portable Fire Extinguishers Fire Hydrant With Hose
CO2
Toilet P Toilet Officer
6kg
(6kg CO2) Connection Shower Shower
6kg
(E)
P Portable Fire Extinguishers A Fire Damper (Automatic) DN
6kg (6kg Powder) UP
P Portable Fire Extinguishers M Fire Damper (Manual)

12kg (12kg Powder) Deck C
V Ventilator Deck B

Illustration 5.1.8d Fire Fighting Equipment and Fire Dampers - Deck A
DN
Key
UP
Compressed Air Breathing

Apparatus (Press Air Mask) Toilet
Watch Shower
Spare Cylinder For Air Vegetable Room Ship's
Breathing Apparatus Store Assist.
Domestic (A)
Firemans Outfitting Store
FE Locker
Meat Toilet Ship's
Store Beer Assist.
Fire Proof Clothing
Emergency Diesel Store (B)
Generator Room
Ship's
Rubber Boots Bond Assist.
Store Shower (C)
Safety Helmet
DN Lift
Safety Lamp (x2) (x4) (x1) (x2) (x2) (x2)

Engine C.G.L Crew's
Dry Provisions
Casing Room Day Room FE
Battery For Safety Lamp Cable Duct
Room
Fire Axe
(x2) (x6) (x2) (x2) (x2) (x1)
Toilet Ship's
V MV-11 Assist.
45m Line With Belt DN
(D)
P Ship's
Rubber Gloves 12kg A Assist.
Galley
Shower
DN
CO2 1 (E)
CO2 Portable Fire Extinguishers 6kg
6kg
(6kg CO2) 5FT
P
Fire Control S
P Portable Fire Extinguishers 12kg V MV-12 Station
6kg (6kg Powder)

M M
12kg (12kg Powder)
7 8
P P
M Fire Damper (Manual) Dinning

12kg 6kg
Ship's
Station Control
Centre S.F.P M.F.P
P
A Fire Damper (Automatic) 12kg S
CO2
V Ventilator Fire Hose Box With Hose Duty

6kg
Mess
Applicator For Jet/Fog Nozzle Room
S Smoke Damper
5FT Including Wall Mounting Bracket (5FT.)
Fire Hydrant With Hose Fire Pump Local Start/Stop UP

Connection M.F.P
DN
International Shore Connection Emergengy Fire Pump
With Gasket and Bolts S.F.P Start/Stop
F Main Isolating Valve Fire Blanket

Illustration 5.1.8e Fire Fighting Equipment and Fire Dampers - Upper Deck Key
UP F
CO2 Discharge Nozzle
CO2

Connection
P V M Hose Reel With Fire Hose

6kg
MV-6 Rescue F
2 locker
6-Suez
CO2 P Crew Fire Hose Box With Hose
6kg 25kg
Infirmary
CO2
P F
6kg
6kg (6kg CO2)
M
V Gymnasium
13 M P Portable Fire Extinguishers
MV-10 M
Emergency Diesel V MV-5 UP 6kg
(6kg Powder)
6 15
Generator Room P V
6kg M Paint Store P Portable Fire Extinguishers
UP
W MV-18 12kg (12kg Powder)
1
DN 25kg (25kg Powder)
Lift
Engine Casing Spare Portable Fire Extinguishers
CO2
CO2 CO2 Cable P
6kg (6kg CO2)
12kg
M Duct
12 P Spare Portable Fire Extinguishers
M CO2 6kg (6kg Powder)
CO2 Ship's
Room Laundry
3
F CO
CO22
Spare Portable Fire Extinguishers
2KG
2kg (2kg CO2)
P
25kg 12KG
Spare Powder Charges
V UP
(12kg Powder)
P P
6kg MV-7
CO2 Linen 25KG
Spare Powder Charges
F
P
Locker P (15kg Powder)
12kg Locker
M
F Portable Foam Applicator
Cloak 17
Pub. Locker
F Main Isolating Valve
Toilet
V UP
MV-17 CO2 Master Control Box
Hydraulic P
With Key
P CO2
CO2
6kg
Deck Power 6kg
6kg
Store Swimming Deck P Unit
M Pool
P
Store 6kg Room UP Stop Valve For Foam Main
25kg
M
14 Tank
16 F
P Lamp V Foam Tank
CO22 12kg 25kg 6kg
Store MV-19
2KG
2kg
P P Foam
P
6kg P
Room F Foam Monitor
UP 6kg
F
Garbage F V Emergency Fire Pump
M Room MV-9 Start/Stop
P 5 M.F.P
4 M F
MV-8 V 25kg
M Fire Damper (Manual)
V Ventilator
UP F
M.F.P
F Fresh Water Spray Nozzle
W

Illustration 5.1.8f Fire Fighting Equipment and Fie Dampers - On Deck
Steering
Gear Room F F
Pump
Room
V 15
F M
P MV-18
12kg
W
13
M
F F F F F H F F M
12
M 18
F F F F F F F
F F F F F F F
V
MV-20
V
MV-17 F F F F F F F
M
14 19
M
P
12kg
V 16
F M
MV-19
Key
Hose Reel With Fire Hose Fire & General Service Pump M Fire Damper (Manual) Stop Valve For Foam Main
F
Foam Hose With Portable P

Offshore Fire Extinguishers
F
Fire Hose Box With Hose Emergency Fire Pump V Ventilator Foam Branch Pipe & Hose 12kg (12kg Powder)
Fire Hydrant With Hose W Fresh Water Isolating

Connection Jet/Fog Nozzle F Foam Valve With Connection F Foam Monitor
Valve

Illustration 5.1.8g Fire Fighting Equipment - Bosun's Store and Steering Gear
CO2 P
6kg 25kg
UP
Bosun's
Store
F
10FT
S.F.P
Key
CO2
6kg
(6kg CO2)

25kg (25kg Powder)
Hose Reel With Fire Hose

F
Steering Gear Room


Connection
Applicator For Jet/Fog Nozzle Bosun's Store

10FT Including Wall Mounting Bracket (10FT.)
Emergengy Fire Pump

Start/Stop
S.F.P

Illustration 5.1.8h Fire Fighting Equipment and Fire Dampers - 2nd Deck
Outer H.F.O Tank

(P)
Inner H.F.O Tank

P (P)
12kg
CO2
No.2 No.1 H.F.O.
H.F.O. H.F.O. Sett.
CO2 Serv. Serv. Tank
CO2 Tank Tank
CO2
Store Room
Turb. L.O.
Cylinder Main Main Sett. T. P
L.O. L.O. 12kg
W Oil Stor. Stor. Sett. CO2

G/E L.O.
Tank Tank Tank
Incinerator P
V.T DN 6kg Lift
UP P
W 12kg
CO2
P
6kg
UP S.F.P CO2 Workshop CO2
Key CO2 P
P CO2 12kg
CO2
6kg
P Portable Fire Extinguishers CO2 V MV-5

25kg (25kg Powder) CO2
V.T
CO2 CO2
V.T
P Portable Fire Extinguishers DN
12kg
(12kg Powder) UP P
6kg
P Portable Fire Extinguishers F

6kg
(6kg Powder)
F
CO2
F
Portable Foam Applicator CO2
P
25kg
CO2
Aft H.F.O Tank
CO2 Discharge Nozzle (S) Fore H.F.O Tank
CO2
(S)
F Hose Reel With Fire Hose

Outer H.F.O Tank
(S)
Connection
Sand Box With Scoop
Fresh Water Spray Pump

W
W Fresh Water Isolating

Valve
Emergengy Fire Pump
S.F.P
Start/Stop
V Ventilator

Illustration 5.1.8i Fire Fighting Equipment and Fire Dampers - Floor and 3rd Deck Plan
Key
CO2 Discharge Nozzle Outer H.F.O.T.

CO2
(P)
F
Hose Reel With Fire Hose CO2
(x40)
W
Inner H.F.O.T. CO2
(P) No.1 H.F.O.

Fire & General Service Pump H.F.O. H.F.O. Sett.
CO2
Outer H.F.O Tank Inner H.F.O CO2 Serv. Serv. Tank
F
(P) Tank (P) Tank Tank CO2
CO2 6kg
P
Emergency Fire Pump 12kg V MV-3 1 (x2)
Sludge Tank
Fire Pump Local Start/Stop CO2
M.F.P
CO2
V CO2 2 (x2)
M.F.P CO2 CO2
MV-3
CO2
Purifier Room
P Portable Fire Extinguishers CO2
CO2
3 (x6)
6kg
(6kg Powder) CO2 Lift
CO2 W
P
Portable Fire Extinguishers (x30)
F
25kg (25kg Powder) O.B.T. P
P
B.W. (Dirty) CO2 F 6kg
6kg P P CO2 CO2 E
P Portable Fire Extinguishers P
6kg 12kg
CO2
12kg (12kg Powder) 6kg F
CO2 CO2 L.O. Tank CO2 CO2
O.B.T. P
Portable Fire Extinguishers B.H.T. (Clean) 6kg CO2 P

Engine Control
CO2
CO2 F
6kg (6kg CO2) CO2
W CO2 6kg
Main Room
B.W. CO2
(x24) Engine
P
P
1 Fire Proof Gloves (pair) CO2
6kg
25kg
CO2
CO2
CO2 L.G.S. UP UP
F
CO2 CO2
2 Safety Lamp P
6kg
P
12kg
P
6kg
P
6kg
CO2 CO2 CO2
CO2 CO2
3 Battery For Safety Lamp Pump

Aft H.F.O.T. Room CO2
Outer H.F.O Tank Fore H.F.O Tank
CO2
6kg
Fire Hydrant With Hose (S) (S) Aft H.F.O Tank
Connection (S)
Fore H.F.O.T. (S)
CO2
(S) CO2
V Ventilator
CO2
Fresh Water Spray Nozzle Outer H.F.O.T.

W (S)
E
Fresh Water Spray Pump
Start/Stop
Floor 3rd Deck

Illustration 5.1.9a Life Saving Equipment and Escape Routes - Navigation and Bridge Deck
Wheelhouse
and
Chart Space
LJB
X3
A Radio
Fire Public Electric
Lift Locker Toilet Room
DN
DN UP DN
Key
X2
Two Way Hand-Held Radio Life Jacket
Telephone Apparatus
Lifebuoy with Light Line-Throwing Appliance

and Smoke
Parachute Signal Flares

LJB Life Jacket Box
Float Free Emergency Escape Routes

Indicator Radio Beacon (EPIRB)
A Class Fire Door

Radar Transponder

Illustration 5.1.9b Life Saving Equipment and Escape Routes - Deck E
DN
Lift Toilet
A Shower
UP
Captain's
Cable
Bedroom
Duct A
C.G.L
B
Captain's
Day Room
DN UP B
A
B
Battery
Locker Captain's
Office
Locker
DN UP
Key
Escape Route
A
A Class Fire Door
B
B Class Fire Door

Illustration 5.1.9c Life Saving Equipment and Escape Routes - Deck C and D
DN
1st
Engineer's
Day Room
UP
B DN
1st
Engineer's
Bedroom
Dress
Room Toilet
Shower UP
Conference
Room B
B
A 1st Lift
Lift Officer A Chief
Pilot Engineer's
A B Cable
C.G.L Duct Bedroom
B A
Toilet
B
Shower
Toilet C.G.L
Shower
Chief
Engineer's
Day Room
UP B
DN
A UP A
Cargo Gear Officer's

Cleaning Smoking Electric
Room Room Equipment
A Locker A Chief
Engineer's
Public Office
Toilet
B
Air Toilet Locker

B Shower
Condition
Room UP
Library
Chief
Officer's
Bedroom
B
DN
UP Chief
Officer's
Day Room
Key
Escape Route
DN
A
A Class Fire Door
B C Deck D Deck
B Class Fire Door

Illustration 5.1.9d Life Saving Equipment and Escape Routes - Deck A and B
DN
UP
UP
B
Ship's Toilet Toilet

Toilet Ship's Shower Crew's Dress Shower
Watch Assist.
Shower Assist. Room
Vegetable Room (A)
(F) B Spare
Store B
B Officer
Domestic (A)
Store A Officer's
Spare Dress
Toilet Ship's Shower Room
(G)
Beer Assist.
Emergency Diesel A
Store (B) B A B
Meat B 2nd
Generator Room Store Lift Toilet
Ship's Machine A Shower Engineer
A Bond Assist. Spare Control
Toilet
Store Shower (C) (F) Room
A
Stewardess Lift
DN Lift B
B
Cable A
Cable A
Engine Toilet Duct
Engine Crew's Spare
Dry Provisions Duct Casing Shower Toilet
Casing Day Room A Shower Officer
Room B B C.G.L
C.G.L (B)
Spare
(E) B
A60 B
Spare
Toilet Ship's Officer
Toilet DN
DN Assist. Shower Toilet (C)
A (D) A A Shower
Spare Shower
B
Ship's Spare
Galley (D)
Assist. Toilet Officer
Shower
DN (E) B Shower (D)
A60 B
Fire Control Spare Steward
Toilet
Station (C) Locker
Spare A Toilet
Shower Shower
(B)
B Locker
Dinning B
Station 3rd
B Engineer 2nd
Ship's Toilet Officer
Room
Control
Centre B
Chief
Steward
Duty B Bedroom
Chief Steward
Mess
Key Room
A
Toilet
Day Room
Toilet Spare
Shower Shower Officer
Escape Route (E)
UP
UP
A60
A60 Class Fire Door
DN
A
A Class Fire Door
A Deck B Deck
B
B Class Fire Door

Illustration 5.1.9e Life Saving Equipment and Escape Routes Upper Deck
UP
+ +
Rescue
(x6)
B locker
6-Suez
Crew Infirmary
Gymnasium
Emergency Diesel UP
Generator Room
UP Paint Store B
A DN
Lift
Cable A
Duct
Engine Casing
CO2 B
B
Room C.G.L
Ship's
Laundry
UP
A
A
Linen
Locker
A
Locker
A
Cloak
Pub. B Locker
Toilet
UP
Hydro
Deck Power
Store Swimming Deck Unit
Pool Store A Room UP
Tank
Key
Lamp
Store
A
Immersion Suit A Class Fire Door
UP Foam
B Room
Escape Route B Class Fire Door Garbage
Room A
+ Medicine Supply
+ Stretcher
UP

Illustration 5.1.9f Life Saving Equipment and Escape Routes On Deck
16 20 6P
(x2)
+ +
(x6) 6
L.J.B
L.J.B (x6)
(x18) (x4)
H
L.J.B
(x18) (x4)
6P
16 20
(x2)
Key
Lifebuoy With Line

Life Jacket
and Light
Escape Route + Medical Supply
Life Jacket Embarkation Rope

Childrens
Lifebuoy With Line
Ladder
+ Stretcher (Marine Model)
L.J.B Life Jacket Box Fast Rescue Boat 16 Inflatable Liferaft No. of Person
Lifebuoy with Light Immersion Suit Lifeboat

Illustration 5.1.9g Life Saving Equipment and Escape Routes - Bosun's Store and Steering Gear
UP
Bosun's
Store
F
Steering Gear Room
Key
Bosun's Store
Escape Route

Illustration 5.1.9h Life Saving Equipment and Escape Routes - 2nd Deck
Outer H.F.O Tank

(P)
Inner H.F.O Tank

(P) No.2 No.1 H.F.O.
H.F.O. H.F.O. Sett.
W.D.O. Serv. Serv. Tank
Serv. Tank Tank Tank
Turbine LO
Main Main Settling
Incinerator Cylinder Tank Store Room
L.O. L.O.
Storage Stor. Sett.
Tank Tank Tank Generator
DN Engine LO
V.T Storage Tank Lift
A UP
A60
UP
Workshop
Steering
Gear Room
A60
2nd deck
V.T
DN Aft Peak
V.T UP Tank
3rd Deck
Engine Room
Aft H.F.O Tank Fore H.F.O Tank
(S) (S)
Pump
Room
Outer H.F.O Tank

(S)
Key
Escape Route
A60
A60 Class Fire Door
A
A Class Fire Door

Illustration 5.1.9i Life Saving Equipment and Escape Routes - 3rd Deck
No.2 No.1 H.F.O.

H.F.O. H.F.O. Sett.
Outer H.F.O Tank Inner H.F.O Serv. Serv. Tank
(P) Tank (P) Tank Tank
Sludge Tank
Purifier Room A60

A
Lift
A Steering
Gear Room
Main Engine (x2) 2nd deck
L.J.B
Engine
A60
Control Aft Peak
Room Tank
Main 3rd Deck
Generator A
Room
UP UP
B Engine Room
Pump
Outer H.F.O Tank Fore H.F.O Tank Room
(S) Aft H.F.O Tank
(S)
(S)
Key
Escape Route
Life Jacket
L.J.B Life Jacket Box
A60
A60 Class Fire Door
A
A Class Fire Door
B
B Class Fire Door

Illustration 5.1.9j Life Saving Equipment and Escape Routes - Floor Plan
Outer H.F.O.T.
(P)
Inner H.F.O.T.
(P)
FO
Overflow
Tank
B.W.
O.B.T. Steering
Pump Gear Room 1st Platform
(Dirty)
B.W. Room
L.O. Tank
A60
B.H.T. O.B.T. Aft Peak
(Clean) Tank
B.W. 2nd Platform
L.G.S.
Engine Room
Aft H.F.O.T. Pump

(S) Room
Fore H.F.O.T.
(S)
Outer H.F.O.T.
(S)
Key
Escape Route
A60
A60 Class Fire Door

5.2 Emergency Procedures - Navigation The following actions to be carried out:
a) Inform the Master.

5.2.1a Steering Gear Failure
b) Inform the engine room.
STEERING CONTROL
MODES
c) Engage emergency steering procedure posted in the steering gear
room.
d) ‘Not Under command’ shapes or lights to be exhibited.
e) Commence sound signalling.
Follow Up Steering
Non Follow-up steering
Automatic Steering
f) Prepare engines for manoeuvring.
Tiller
Steering Stand Nautopilot A
For emergency override
g) Take way off the ship.
h) Prepare for anchoring if in shallow waters.
i) Evaluate need for tug escort/assistance.
Yes Autopilot Failure j) Evaluate need for salvage.
k) Broadcast URGENCY message to ships in the vicinity.
Emergency Steering Drill

Failure No
of FU Emergency steering drill should be carried out at least once every three months
Yes
when traffic and navigational restrictions permit.
The drill is to consist of the direct operation of the main steering gear by using
Emergency
No
alteration
the manual control within the steering flat. This operation is to be directed from
the navigation bridge. After each drill, details and the date it is carried out are
Yes
to be entered in the Official Log Book and Particulars and Records Book.
Use helmsman to
steer, advise master
and duty engineer of
any problem
Change to NFU
steering
In the event of using

the override tiller for
emergency alteration,
this will be instigated
by the OOW.
Use the helmsman to
steer. Call master and
duty engineer, advise
of problem
Issue: 1 5.2 Emergency Procedures Navigation - Page 1 of 9

Illustration 5.2.4a Search Patterns
Williamson Turn
Ease the helm

ector Search Pattern quare Search Pattern
and steady on
Reciprocal Course
5S miles
s
2nd Crossleg
S miles
3S miles
s
Datum 1st Leg
S miles
s
2nd Leg
3rd Crossleg 3rd Leg 5S miles
s 3S miles
s S miles
s
60° − 70°
2S mile
es 4S miles
s
First Search
When the ship's head is 60°
off original course, Second Search
put helm Hard to Port
2S mile
es
ote !
he leg length is dependent upon visibility
nd the size of the object. Each leg is 120
o starboard. The second search is 4S miles
s
ommenced 30 to starboard of the original
rack.
ote !
he individual leg length 'S' is dependent
pon visibility and the size of the object,
ncreasing by a factor of one every third leg.
Man Overboard to Starboard-

put helm to Starboard
Original Course

5.2.2 Main Engine Failure 5.2.4 Search and Rescue Sector Search Pattern
a) Inform the Master. a) Check the position of the vessel in distress with respect to own a) Where the position of a person is known within reasonable limits,
ship’s position. the Sector Search Pattern should be used first.
b) Rudder to be used to best navigational advantage.
b) Relay the distress message, if no acknowledgement is received
from the shore station. b) All turns are 120° to starboard.
c) Prepare for anchoring if in shallow water.
c) Proceed at maximum safe speed to the distress location and c) The length of the leg is dependent on the state of visibility and the
d) ‘Not Under command’ shapes or lights to be exhibited. inform RCC. size of the search object, in as much as the length of each leg is
the same.
e) Commence sound signalling. d) Inform owners/charters/operators of deviation.
e) Maintain continuous listening watch on all distress frequencies. d) The first leg of the search should begin in the direction where the
f) Evaluate need for tug/escort.
person is most likely to be seen.
f) Consult MERSAR/IMOSAR manuals.
g) Evaluate need for salvage assistance.
e) Should the person still be missing on completion of the initial
g) Establish communications with all other surface units and SAR
h) Make ready for towing as applicable. search pattern and it is known they are within the area, a second
aircraft involved in the SAR operation.
pattern should be commenced with the heading 30° to starboard
i) Broadcast URGENCY message to ships in the vicinity. h) Follow instructions from the RCC and on-scene commander for of the initial search pattern heading.
executing SAR operations.
5.2 3 Man Overboard Square Search Pattern
i) Plot positions, courses and speeds of other assisting units.
Procedure a) If the sector search pattern has failed to find the person, the ship
j) Prepare engines for manoeuvring when near to the distress should commence the square search pattern from the same datum
In the event of a man overboard the following actions should be taken: location. point.
a) Helm hard over toward the side on which the person fell.
k) Monitor X-band radar for locating survival craft transponder b) All turns are 90° to starboard. The length of the leg is dependent
b) Release the appropriate bridge wing lifebuoy. (SART) signals using 6 or 12 mile RANGES.
on the state of visibility and the size of the search object. After the
l) Post extra lookouts for sighting flares, switch on searchlights at first square has been completed, the subsequent increase in search
c) Mark the position on the ARPA and GPS. leg is increased accordingly.
night.
d) Sound the General Alarm and make a PA announcement. MERSAR
m) Prepare rescue boat, pilot ladder and nets for assisting recovery of
e) Post a lookout to continuously keep sight of the person. survivors when sighted.
The IMCO MERSAR manual is a useful source of additional information.
f) Continue executing the turn, the type of which will be dictated by Search patterns including those suitable for use with more than one ship and
the situation and the positions of ships close by. Search Patterns aircraft are described.
g) Ring engines to standby. (Note ! Refer to the Merchant Ships Search and Rescue Book and the
Wheelhouse Poster - Man Overboard Rescue Manoeuvre.)
h) As parties close up to emergency stations, the rescue boat can be
prepared for lowering. The recommended search patterns, starting from a common datum point,
provide a basis to search for a man overboard. The search patterns for a man
i) Hoist appropriate flag signals and use VHF to warn vessels in the overboard, whose position is known approximately, but cannot be seen are as
vicinity. follows:
General
The Williamson turn is a proven method of returning the ship, via a reciprocal
course, to the position of the person overboard.
Performance of a Williamson turn will considerably reduce the ship’s speed.
The rapid posting of lookouts is vital in order to locate the person and/or to
keep them in sight.

5.2.5 Collision and Grounding f) Exhibit light/shapes and make appropriate sound signals.
Minimising Damage g) Check hull for damage and check for oil pollution.
If a collision is inevitable, damage can be minimised by striking a glancing
blow. h) Sound bilges and tanks, and compare against departure
soundings.
Collision amidships of either ship must be avoided whenever possible and a
bow to bow, quarter to quarter or bow to quarter situation is preferable. i) Visually inspect compartments such as the forward store, pump
room and engine room, if possible.
Imminent Collision / Collision
j) Sound around the ship and determine which way deep water lies
a) Sound the General Emergency alarm. and nature of the seabed.
b) Manoeuvre the ship in order to minimise the effects of collision.
k) Consider:
c) Close all watertight doors and automatic fire doors. Reducing IG pressure
Isolating damaged tanks
d) Switch on deck lighting at night.
Advantages/risks in case of refloating
e) Switch VHF to Ch. 16 and if appropriate to Ch. 13.
Potential effect of sea
f) Make the ship’s position available to radio room, satellite terminal Potential for pollution
and other automatic distress transmitters. Update as necessary.
Potential drift to perilous location
g) Sound bilges and tanks after collision. Setting of anchors or ballasting empty tanks to stabilise the vessel
pending assistance
h) Check for fire/damage.
Potential for further damage to hull or machinery
i) Prepare lifeboats and fire fighting equipment.
l) Obtain information on local currents and tides, particularly details
j) Check stability/damage stability and manoeuvring capability of of rise and fall of tide and weather forecast.
the vessel.
m) Isolate damaged tanks to ensure intact hydrostatic head and
integrity.
k) Offer assistance to the other vessel as appropriate.
n) Reduce the draught of the ship by transfer of cargo, ballast or fuel
l) Broadcast Distress Alert and Message if the ship is in grave and internally, after considering the effects of transfer on stability.
imminent danger and immediate assistance is required, otherwise
broadcast an Urgency message to vessels in the vicinity. o) Make the ship’s position available to radio room, satellite terminal
Stranding Or Grounding
p) Evaluate need for salvage assistance.
a) Stop engines.
q) Make ready for lightering or towing.
b) Sound General Emergency alarm.
r) Communicate with Casualty Committee and owners/operators.
c) Close all watertight doors and non-essential air intakes. s) Broadcast Distress Alert and Message if the ship is in grave and
imminent danger and immediate assistance is required, otherwise
d) Maintain VHF watch on Ch. 16 and if appropriate on Ch. 13. broadcast an Urgency message to ships in the vicinity.
e) Switch on deck lighting at night.

5.2.6 Towing and Being Towed Connecting the Tow Steering Problems
The vessel is fitted with a specially designed Emergency Towing Apparatus Decision made by Master as to equipment usage If towing by the stern and the rudder is not locked, the rudder may
(ETA). Forward there is a custom built Panama fairlead, a section of towing assume the hardover position.
chain and a towing bracket. On the poop is situated the automated equipment Use towing vessel’s ETA ( preferred due to poop configuration)
which allows the towing wire to be released and deployed by one man. If towing by the bow and the disabled vessel’s engines are used,
Use towed vessel’s ETA the propeller race can cause the rudder to assume a hardover
Being Towed
position.
Stern System Establish continuous radio communication between the vessels
To deploy this, open the flap on the box containing the orange float and The disabled vessel’s trim if possible should be as follows:
Pass a light line between the vessels Towed by the bow trim should be one in one hundred by the stern.
messenger lines. The orange float drops to the waterline pulling out the
messenger line, which in turn pulls out the wire from the drum. The towing
Connect to ETA buoy line and deploy when other vessel ready Towed by the stern trim should be one in eighty by the head.
wire is now ready for the towing vessel to pick up and secure. This system can
be used when the vessel has lost all power and is dead in the water. (See
Tow wire connected to other vessel Steer directly into wind to minimise yaw.
Section 6.1.3)
Bow System If picking up other the vessel’s tow-wire, rig a bridle between two of the poop
Some larger vessels yaw the least on a heading 20° to 30° off the
winches using their wires and connect to the tow wire using a suitable shackle. wind.
Using the bow system will require considerable manpower, time to rig and the
availability of the deck machinery (Note ! The designed brake load on each winch is 80% of the wire breaking
strain but this could vary depending on the brake linings.) Passing Tow Line Alternatives
It is most likely to be used in conjunction with a salvage tug and for a pre-
planned tow with the vessel in no immediate danger. To rig the system it will Commencing Tow Use line throwing apparatus to pass an initial light line followed by heavier
be necessary first to place the section of towing chain in the towing bracket, lines.
then using light lines and messengers, finally heaving on board the tug’s The towing vessel to make way very gradually, using her engines
towing wire which is then secured to the vessel’s towing chain with the in short bursts of minimum revolutions A helicopter with a lift capacity of two to three tons could be used to facilitate
purpose designed shackle. Ensure that the towing chain, when slackened back, the connection.
Increase speed in stages of five revolutions per minute. Do not
passes through the Panama fairlead. This will prevent the towing wire from
alter course until both vessels are moving steadily It should be remembered that speed and yaw have a considerable effect on the
unnecessary chafing. Where the ship is totally without power but towage from
the bow is still necessary, a messenger can be led from the ocean going tug forces acting against a tow. In the case of speed, the forces vary directly as the
When altering course do so in stages of 5° speed squared.
through the vessel’s towing fairlead and returned to the tug. The tug’s winch is
then used to heave round the towing wire for connection to the ship’s chain. The towing vessel should use its steering gear in conjunction with
Towing Another Ship the towed vessel
There are many factors which determine the most suitable method of taking If the towed vessel’s steering is not available her rudder should be
another vessel in tow. Type and size of the ship to be towed, the urgency of the placed amidships and locked
situation, the duration of the tow and route to be taken. Taking into account the
size of the vessel, and the equipment fitted, it is extremely unlikely that the The towed vessel should not use her engines unless requested to
towing of another vessel will be undertaken except in the case of extreme do so
emergency. For example, preventing a vessel from grounding when neither a
tug nor more suitable vessel is available, the following should be considered:
The initial information required:
Urgency of the situation, time available before grounding
Size of the other vessel
Type of towing equipment available
Is power available for deck equipment?
Available manpower

5.2.7 Fire 5.2.8 Flooding i) Ensure that the lifeboats remain in safe proximity to the ship and
in contact with each other.
a) Sound the fire alarm. a) Sound the General Emergency alarm.
j) Follow the survival instructions, which will be found in the
b) Call the Master, if not already on the bridge, and notify the engine b) Close all watertight doors. lifeboats.
room.
c) Sound all bilges and tanks. k) Consider returning to the ship if conditions improve.
c) Consider altering course to avoid spreading the fire/danger to
personnel. d) Identify the location of incoming water and close all intakes to the 5.2.10 Piracy Attack
compartment.
d) Muster the crew at the fire station (ships control centre). The following actions to be carried out when raiders are detected
e) Cut off all electrical power running through that area.
e) Establish communications with the fire control station and engine a) The first person to sight the pirates should report to the officer on
room. f) Shore up the area to stem the water flow. watch.
g) Check bilge pump operation. b) Sound the General Alert and broadcast on the PA system
f) Get the main engine ready for manoeuvring.
announcing the possible pirate attack.
g) Check for missing and injured crew members. h) Check auxiliary pumps for back up operation as required. c) Increase speed and alter course to seaward if possible.
h) On locating the fire, inform all on board of the location. Prepare i) Consider transfer of bunkers, ballast or cargo to correct excessive d) Switch on deck and overside lighting, if appropriate, and use
fire fighting/rescue/resuscitation equipment. list/trim with due regard to stability of the vessel. searchlights to illuminate and dazzle the potential raiders.
j) Make ship’s position known to the radio room, satellite terminal
i) If an engine room fire, prepare for engine failure. Shut off all and other automatic distress transmitters. Update as necessary. e) Alert shore stations and other ships in the vicinity.
relevant quick-closing valves.
k) Broadcast Distress Alert and Message if the ship is in grave and f) Start the fire pump.
imminent danger and immediately assistance is required,
j) Close down ventilation fans and all doors, including fire and
otherwise broadcast an Urgency message to other ships in the g) Fire warning rockets, operate fire hoses to prevent embarkation.
watertight doors and vents.
vicinity.
k) Switch on deck lighting at night. h) Recheck that all entrances to the accommodation and engine
5.2.9 Abandon Ship room are shut.
l) Start fire pumps and commence boundary cooling. Clear adjacent
a) Broadcast Distress Alert and Message on the authority of the The following actions are to be carried out when raiders have boarded
spaces of all combustible materials.
Master.
a) Inform the Piracy Reporting Centre.
m) Assess the fire situation and fight the fire appropriately.
b) Sound the General Emergency alarm on the ship’s whistle and b) Retire to a pre-arranged secure area and ensure all crew members
bells. are inside.
n) Prepare lifeboats for abandoning ship according to the situation.
o) Make ship’s position known to the radio room, satellite terminal
c) Inform owners/charteres/operators of intended abandonment. c) Report the situation by radio to the coastguard/local authorities/marine
police and seek assistance.
d) Instruct crew members to wear adequate and warm clothing.
p) Broadcast Distress Alert and Message if the ship is in grave and d) Do not be heroic as the boarders may be armed.
imminent danger and immediately assistance is required,
e) Muster crew at lifeboat stations and don lifejackets.
otherwise broadcast an Urgency message to other ships in the
vicinity.
f) Prepare to launch lifeboats/liferafts.
g) Ensure that lifeboat painters are well secured to the ship.
h) Embark the crew in the lifeboats and launch the boats on the
verbal instructions of the Master.

5.2.11 Emergency Reporting Details of cargo, if any, lost overboard ix) Ship’s staff involved and their duties.
The particulars of all accidents or incidents involving the ship and or her Any other relevant information x) How and when contamination was first discovered.
personnel must be sent as soon as possible to Head Office by a secure means.
Initial incident reporting may be advised via the telephone, the contents of the (Note ! Nil reports, as applicable, must be made under each heading. This is xi) Action taken.
call being confirmed by telex. A full report must be made at the earliest particularly important in the case of casualty reporting. Plain language should
opportunity. It would be beneficial to keep a template of the following Initial be used in preference to code.) xii) Delay caused by incident.
Incident Report ready for use on each telex communication system.
Check Lists for Specific Accidents xiii) Views on how contamination occurred.
Initial Incident Report
In the following it will not always be necessary to report on each item listed xiv) Any recent history of leakage or contamination.
i) Date and time (UTC) of the incident (this comprises of a six and conversely the list will not always cover every item that needs comment. (Note ! On the rare occasions where installations immediately accept respon-
figure group; first two figures indicating the date, and the last four Remember that the reports are used by Head Office to ascertain the particulars
figures the time, using the twenty four hour clock). sibility advice will only be necessary on i), viii), x), xi) and xii).
of an accident and can therefore act accordingly.
ii) The nature of the incident: i.e. collision, grounding, fire. Cargo Contamination Grounding
Sufficient detail must be given to allow an overall appreciation of
the situation to be made. i) Present cargo on board, including where loaded, stowage, i) Voyage from/to. Date and time of grounding.
including tonnages, extent of contamination (grades, quantities,
iii) The vessel’s position. The latitude and longitude is preferred tanks) and the nature of the contamination (water, flash point, ii) Position of vessel (latitude and longitude for clarity).
along with a general statement giving the geographical position. colour).
iii) Draught of ship
iv) Name, nationality and type of any other vessel involved. ii) Pipeline and or tanks used (Preferably a coloured tank/pipeline
v) The nature and extent of any damage to own vessel and any other diagram). iv) Cargo/ballast and bunkers on board, where stored.
vessel or installation involved. iii) Valves shut throughout. v) Heading of ship in grounded position.
vi) Casualties, if any, including those missing from own vessel and iv) Tanks contaminated. vi) Soundings plan, prior to grounding, at time of grounding and
from any other vessel or installation involved. repeated as necessary at various stages between high and low
v) Dates and times of commencing and completing parcels and, water.
vii) Environmental conditions including: where relevant, the times of opening up line sections for reception
of individual parcels. vii) Tidal conditions.
Weather
vi) Gas line settings.
Sea state viii) Nature of bottom.
vii) Previous cargo carried :
Visibility
Where loaded and discharged ix) Identify grounded section of ship and damage incurred or
viii) If the vessel is immobilised and/or if towage or any other suspected.
Cargo stowage
assistance is, or may be, required the following additional
Pipelines/tanks used. Preferably in colour on a tank pipeline
information must be included: x) Details of any oil pollution, actual or potential.
diagram
The nature of any assistance required
viii) Additional information xi) Weather conditions at time of grounding, updated as necessary
including
An estimate of how long the vessel can safely remain without
Details of tank washing, line washing, gas freeing carried out
assistance in the prevailing circumstances
since discharge of previous cargo, include times, inspections Wind force and direction
made and by whom.
Set and drift of current Sea state
Line and valve settings, when carried out and by whom. Visibility
The names and positions of any Company ships contacted, and
those of associated companies in the vicinity Current, set and drift
Sampling - when carried out, by whom and results (In all cases
retain samples clearly marked awaiting Head Office instruc xii) Chart or charts in use.
Estimated time of readiness to proceed
tions).

xiii) Positions, courses steered and engine movements prior to Bridge manning, also any witnesses vii) List of damaged equipment requiring replacement.
grounding.
Any pilot involvement
Loss of Anchors
xiv) Heading and estimated speed of ship at time of grounding. vi) Damage incurred by own ship, jetty or others.
i) Voyage from/to.
xv) Bridge manning at time of grounding. vii) Actions taken after accident and involvement of other parties
ii) Date and time.
xvi) Navigation aids in use.
Tugs iii) Position (latitude and longitude)
xvii)Pilot involvement. Port authorities
iv) Give additional details such as:
xviii)Position and movement of other ships in the vicinity where Classification societies
relevant P & I Club (Involved if third party damage incurred). Actual bearings
xix) Actions taken after grounding including : Surveyors Radar distances
viii) View on cause of accident Depth of water and nature of bottom
Involvement of other parties
Tidal state and current
Tugs (Note ! It is necessary to record all cases of known or suspected hull damage.)
Port Authorities Heavy Weather Damage v) Operation in progress e.g.

Classification Societies
i) Voyage from/to. Anchoring
P & I Club (Involved if third party damage incurred)
ii) Date and time of damage. Weighing anchor
xx) Views on cause of grounding
Position of vessel (latitude and longitude for clarity) At anchor
Manoeuvring Accident
Draught of ship Method in use:
i) Voyage from/to. Cargo/ballast and bunkers on board Walking out
ii) Date and time. iii) Circumstances leading up to the damage, including : On the brake
Course steered (include adjustments made because of the
iii) Position (latitude and longitude ) or berth. weather). vi) Which anchor and how much cable lost.
iv) Describe manoeuvre being carried out. Engine revolutions ( include adjustments made because of the weather) vii) Any additional damage.
v) Describe the circumstances leading up to the accident, including: Weather conditions
Courses steered Wind force and direction

Positions Sea state and swell
Engine movements.
Visibility
Weather conditions
Wind force and direction iv) Particulars of damage.
Sea state v) Details of any action taken to make good the damage.
Visibility
vi) Outstanding repairs.
Tidal conditions

5.2.12 AMVER Pro-Forma messages are printed in the Admiralty List of Radio Signals.
The principle of any ship reporting system is to tap the resources of the
numerous merchant vessels that are at sea at the time of a marine incident. One Vessels participating in the scheme also receive a comprehensive guide in the
or more vessel may offer the earliest possible response if located near the form of the AMVER users manual.
casualty. The purpose of AMVER is to maximise the effectiveness of response
to a marine emergency by co-ordinating and controlling the assisting ships. Full details of the scheme can be obtained from:
The Commander Atlantic Area,

AMVER (Automated Mutual-Assistance Vessel Rescue System) is operated
US Coastguard
by the United States Coastguard for all merchant vessels regardless of
Governors Island
nationality. AMVER centres located in New York and San Francisco are
New York
capable of processing data automatically and in the event of a marine incident NY 1004 - 5099
co-ordinate the vessels most suitable to respond. The data is received through USA
a vessel reporting system, these reports may be made free of charge through
participating stations. The Commander Pacific Coast Area,
US Coastguard
The reports are made in the following format: Government Island
Almeda
Sailing Plan California
This report may be made well in advance of departure from a port. The report 94501 - 5100
includes the ship’s name and call sign. The port of departure and destination USA
and the navigational route to be followed between them along with estimated
AUSREP
departure and arrival times. Any special resources such as advanced commu-
nication system should also be included in the report.
A similar system is in existence on the Australian coast under the name
AUSREP. Participation in this scheme is compulsory for all vessels navigating
Departure Report between Australian ports. The scheme follows a similar reporting format to
This report is transmitted as soon as possible after departure. It should include AMVER and full details are listed in the Admiralty List of Radio Signals.
the ship’s name, call sign, and time of departure and either confirm the original
sailing plan remains valid or update the changes instigated.
Position Report
This report is transmitted within 24 hours of departure and continue to be
transmitted within 48 hour intervals during the course of the voyage. It should
include the ship’s name, time and position together with the destination and
latest ETA.
Arrival Report
This report takes the form of a simple statement that the vessel has reached her
intended destination. It should be transmitted as soon as practicable upon
arrival.
Deviation Report
This report is used to notify AMVER of any changes to the original sailing
plan that take place in the course of a voyage. Should the vessel receive a
change of orders the sailing plan should be reviewed and any changes that may
apply advised in the form of a deviation report.

Part 6
Deck Equipment
Illustration 6.1.1a Mooring Arrangement
Stern
Lines
Breast Lines Springs Springs

Breast
Lines
Head
Lines
H
M5
M3
M8 W2
M6
M7 W1
M1
M4 M2
Key
Remote Control Stand
Issue: 1 6.1 Mooring - Page 1 of 7

6.1 Mooring Each of the eighteen 38mm wire ropes has an 11m nylon pennant attached. The 6.1.2 Anchoring Arrangement
breaking strain of the pennant is at least 125% that of the mooring wire.
6.1.1 Mooring Arrangement Anchors are of the stockless high holding power type each weighing 17,250kg.
Two hydraulic power packs are provided one forward in the stores space and The cable is grade U3 117mm-stud link chain of total length 770m in shackles
Mooring Winch one aft in the steering gear room. The forward power pack operates all the of approximately 27.5m, with 13 shackles to each anchor. The chain is
hydraulic deck machinery from midships forward and the aft unit operates the connected to the anchor with a swivel and Kenter joining shackle. The end of
Type: 320 HW remainder of the deck machinery. each anchor cable is secured at the upper part of the chain locker with a quick
Hauling: 30 tons release system that can be operated from outside the locker. Each shot of cable
Heave speed: 15 metres per minute The forward power pack can operate either one cable lifter or two mooring is marked with white paint and a stainless steel band.
Slacking speed: 45 metres per minute winches at rated capacity (one drum per winch) at any one time. The aft power
Brake holding power: 93.6 tons pack can operate two mooring winches at rated capacity (one drum per winch). Combined Anchor Windlass/Mooring Winches
Pusnes high-pressure hydraulic winches are are fitted with two or more drums, When starting the power packs always ensure that the oil cooling fan and pump There are two electro hydraulic high-pressure type cable lifters consisting of
cable lifters and/or warping drums, depending on their position on board. The are set to AUTO on the auxiliary function panel and that the pressure selector one gypsy wheel, two hawser drums and one warping drum. The gear wheel
gearbox is of a totally enclosed watertight construction. The bottom of the gear switch is set to STANDBY-LOW. Start the pumps one at a time allowing each and the interconnected driving shaft are enclosed in a watertight gear case,
case is also an oil reservoir to provide splash lubrication. The main shaft is of to achieve its full running speed before starting the next one. When all pumps sealed by sealing ring and lip seals. Both gearwheel and driving shaft are
solid steel. are running switch the pressure selector to STANDBY-HIGH (auto mooring). running in oil reservoirs for splash lubrication.
Should the intention be to heave up the anchor, the selector for the forward
Drum power pack should be put to WORK. Performance
Either two or three declutchable split drums with band brakes. When stopping the power packs reselect STANDBY-LOW and stop the pumps Maximum heave: 93 tons
one at a time. There is no interconnection between the forward and aft Heave and speed: 65 tons at 9 metres per minute
Rope capacity: 300m of 38mm diameter wire mooring rope hydraulic systems. Brake holding load: 426.8 tons
Clutch control: Manual SBM Mooring Equipment Windlass
Brake control: Manual Two sets of single point mooring fittings are situated on the focsle consisting One declutchable cast steel cable lifter with band brake. A bellmouth with
of: chain stopper is included for each cable lifter.
Brake testing: Provisions incorporated into construction for on board
periodic testing using a ‘BREMSETESTER’ Bow fairlead: Chain diameter/grade: 117mm/grade U3
600mm x 450mm for use in conjunction with 76mm diameter grade 3 chain. Clutch control: Manual
(One test kit supplied for testing of all drum brakes.) Brake control: Hydraulic remote control
Bow stopper:
Remote control stands for mooring winches and windlesses are provided on Rated towing load 200 tonnes
both sides of the vessel as indicated on illustration 6.1.1a. Combined Mooring Winch
Roller fairlead deck stand 450mm suitable for a 76mm diameter chafe chain.
A winch with three drums in the fore and aft line is situated at the break of the A non auto-tensioning winch is combined with the anchor windlass and is
focsle. These wires can be used for head, breastlines or backsprings. Two An 8m chafing chain as per Solas and OCIMF is situated at the bow. equipped with two split wire drums and one warping end.
further drums are attached to each windlass for use as either headlines or
breastlines. Situated outboard of each cable lifter is a track way type chain compressor. The
chain compressor is of welded steel construction with a split manual stopper of
Situated aft on the cargo deck are two winches with twin drums in the fore and the bar type. Turnbuckles and steel wire ropes are provided for securing the
aft line. These can be used as back springs or breast lines. anchor cable.
On the deck aft (poop) there are three winches, two with twin drums. The after The windlass and winch can be remotely controlled from the ship’s side. When
two are used for stern lines whilst the third winch, which has three drums in lowering the anchor, select LOW SPEED at the winch controls.
the fore and aft line, is primarily for breast lines. On the after part of the main
deck there are two winches each with two drums, which can be used as either
back springs or breast lines.

Illustration 6.1.3a Aft Emergency Towing Arrangement
Towing Bracket
Storage Drum
Buoy's Messenger Wire
With Lights
Deck Level
Pick Up Rope Messenger Rope
Pick Up gear Spelter End

Assembled Socket
Storage Part For Retrieval

Wire & End Socket
Split Flange
Container Storage Part For Towing Wire

For Pick Up
Gear
Gear & Centrifugal Brake
Removable
Air Motor
Container For Pick Up Gear

Buoy's
With Lights
Ship Side
Aft Mooring Deck Emergency Towing Arrangement

6.1.3 Aft Emergency Towing Arrangement WARNING 6.1.4 Anchoring, Mooring and Towing Procedures
Never deploy the towing wire with the air motor connected to the storage
Type Pusnes ETS 200-D drum. The tug should not use its engines to pull out the towing wire. The General
wire should be allowed to free fall until the speltered socket is in position
Description and the weight, as necessary, can be taken on the wire. When anchoring, mooring or towing, the following shall be the main priority
at all times during the operation:
The emergency towing system is designed so that a tug can easily pick up the Test Procedures
towing wire once deployed from the ship, if a main engine failure or another The safety of personnel, vessel, cargo, as well as prevention of damage to the
emergency situation should occur. The towing system is capable of Deployment terminal jetty. This includes other ships, floating hoses, mooring boats, tugs or
deployment within fifteen minutes by one man. any other object in the vicinity. Remember a safe operation is an efficient
a) At the storage drum remove the shackle connecting the operation.
The system is designed to meet the requirements of the IMO resolution turnbuckle and weak link to the drum.
MSC35(63) May 20, 1994. The system consists of three main items: Safe mooring should also include use of proper clothing, teamwork, commu-
b) Open the pick up gear container and deploy the buoys one by one,
The towing bracket nications, use of a mooring plan, team selection and briefing prior to arrival.
allowing the messenger line to feed out freely.
The storage drum with towing wire All operations should comply with the Code of Safe Working Practices for
c) When the contents of the pick up gear container are in the water
The pick up gear give the towing wire/storage drum a slight push until it starts Merchant Seamen, terminal and port requirements.
turning by the wire’s own weight.
The towing bracket/fairlead is a welded steel construction, designed for a rated Anchoring Procedure
working strength of 100 tons for ships up to 50,000 DWT or 200 tons for ships d) Leave the drum unattended until the towing wire is fully deployed
over 50,000 DWT, at a side angle of + 90° and 30° downward. Clearing the anchors is the term used for removing the anchor securing chains.
and the end socket hits the strong point. Observe that the pay out
speed is controlled. a) Prior to removing the chains, the windlass should be turned over
Operating Procedures
with full hydraulic pressure, then operated in the heave mode, to
Retrieval check that the brake is secure. Once it is certain that the brake is
a) Ensure that lubrication maintenance is up to date.
secure, the chains may be removed. However, the cable stoppers
a) Remove the flange on the end of the centrifugal brake and install are to remain in the lowered position.
b) Check the operation of the centrifugal brake.
the air motor.
c) Check the oil level in the planetary gears. b) Before lowering, letting go (and heaving-in), always check that
b) Spool the retrieval wire on the smallest/stopper side of the drum. the area below and in the vicinity of the anchor is clear of small
d) Check the operation of the light buoys. craft, tugs etc.
c) Check that the stopper is falling into the cradle of the drum, if not,
Emergency Procedure move the wire in the wire lock until it rests correctly. c) Before letting go, always ‘walk’ (lower in gear) the anchor out of
the hawse pipe close to the waterline. In waters up to 20m deep,
a) Go to the pick-up gear container. d) When the stopper is resting correctly on the drum, the towing wire the anchor and cable can be let go on the run. In waters over 20m
must be guided through the split flange to the storage side of the deep, the anchor should be first walked out close to the seabed
b) Remove the locking/cotter pins and open the cover. drum. Spool the towing wire on the drum and monitor that the and then let go. This ensures the anchor will not be damaged after
correct spooling is obtained. Rinse off the wire with fresh water falling a considerable distance onto a hard seabed, or that the
c) Take the buoys out of the container and throw them one by one while it is being retrieved. cable will not run out of control.
into the sea.
e) Replace the shackle for the turnbuckle and weak link, tighten the d) When anchoring, it is preferable to have a slight astern movement
d) Start feeding the messenger rope and wire into the sea. Make sure turnbuckle. over the ground. As a guide, this should not be in excess of half a
the pick-up gear is falling freely into the sea. knot in water depths up to 20m. Where the water depth is in
f) Remove the air motor and cover for the centrifugal brake. excess of 20m, it is preferable to have zero speed over the ground,
e) When the tug exerts a pull of approximately 3.5 tons on the pick until it is confirmed that the anchor is on the bottom. Slight stern
up rope, the weak link at the storage drum will part and the towing g) Recover the pick up gear, rinsing it in fresh water and allowing it way can then be allowed to build up, with the anchor cable
wire will fall out under its own weight controlled by the to dry before restowing it in the pick up container. Remember to developing a lead and the cable being paid out under control,
centrifugal brake. figure of eight the messenger rope on top of the messenger wire. usually in sections of one shackle or shot, which is 27.5m (15
fathoms) (emergencies excepted).

e) Ensure that the windlass operator and others in the vicinity wear If necessary, the cargo lines should be disconnected and the accommodation NEVER allow a rope or wire being paid out to run out of control. Always
full personal protective clothing. ladder or gangway hoisted clear of the berth. If there is any possibility that the ensure a line has one turn on the bitts before being paid-out. Wires on
main engine will be required the Chief Engineer should be informed and the unpowered stowage reels (not mooring winches) must never be paid-out
f) Ensure that adequate communication is established and engine made ready for immediate use. Sufficient power should be available to directly from the reel.
maintained between bridge and focsle. operate the mooring winches on full tension.
NEVER use dangerously worn lines.
g) Anchors that are housed and are not required should be secured If there is a strong off shore wind or current, a tug may be required to hold the
against accidental release. vessel alongside. ALWAYS take care when letting go lines, as the end of a line can whiplash and
cause injury or snag. To avoid this, it may be necessary to rig a slip line to
h) When the vessel has completed anchoring and the brake applied, assist in controlled slacking.
Sufficient manpower should be made available to complete the operation
ensure that the cable stoppers are lowered and correctly
safely and efficiently. If the pipeline is not disconnected a crew member should
positioned with lashings to prevent jumping. Cable stoppers form ALWAYS wear full personal protective clothing.
be stationed at the manifold area with a radio during the shift.
an integral part of cable restraint equipment and are designed to
take the anchoring loads. ALWAYS wear gloves when handling wires.
It should be noted that if the ship is well moored and the lines properly tended,
i) After heaving up the anchor and before entering open seas, ensure the vessel should remain in position in almost all weathers. ENSURE that adequate communications are established before starting
that the anchor is not twisted in the hawse pipe and that the flukes operations.
are gently heaved hard up against the hull. Cable stoppers must Handling Moorings
also be in position, together with securing chains. ENSURE that properly trained and experienced persons only are permitted to
The following guidelines should be followed. operate winches.
j) To prevent flooding of the chain locker at sea, the spurling pipes
NEVER surge synthetic ropes on drum ends. ALWAYS use all split spool drums correctly, with the last few turns changed
should be properly covered and chain lashed.
to the narrow part of the split drum. This will prevent the wire or rope
NEVER stand too close to the winch drum or bitts when holding a line under becoming embedded in that part that is left on the reel and make letting go
It is good seamanship for all deck officers to become acquainted with the easier.
tension; if the line jumps the operator could be pulled into the drum or bitts.
method used to secure the cables within the lockers, since the need to slip a
Stand back and hold the line at a point about 1m away from the drum or bitts.
cable may be both unexpected and urgent. A prolonged search for the bitter end ENSURE all winch controls are clearly marked.
release mechanism, only to find it seized is not in keeping with good NEVER apply too many turns on a warping drum, generally 4 turns is
seamanship. Always keep the mechanism lubricated and free of obstructions. Have an axe and sharp knife always available, and a flashlight for night
sufficient. operations.
Mooring Procedures NEVER bend the rope excessively. Fire Wires
a) Surfaces of fairleads, bollards, bitts and drum ends should be kept NEVER stand in the bight of a rope. Towing off wires of adequate strength and condition should be made fast to
clean and maintained in good condition. Rollers and fairleads bollards, forward and aft. These should be led out through a suitable Panama
should turn freely and be in a sound condition. NEVER leave loose objects in the line handling area; if a line breaks it may lead or fairlead and the eye maintained at, or about, the waterline on the
throw such objects around as it snaps back. offshore side of the vessel. The inboard end should be turned up with a least 6
b) Decks of mooring areas should be treated to ensure anti-slip full turns around the bollards. At buoy berths, the wires should be hung on the
properties. This can easily be accomplished by spreading fine salt NEVER have more people than necessary in the vicinity of a line. opposite side to the hose strings.
free sand on top of wet paint or using dedicated anti-slip paint.
NEVER hold a line in position by standing on it. In order that sufficient wire can pay out to enable tugs to tow effectively,
c) Always ensure that there are sufficient personnel available at each sufficient slack should be retained between the bollard and the fairlead, and be
mooring station to accomplish their assigned tasks safely. NEVER lead wires through excessive angles. prevented from running out by a rope yarn or some other, easily broken,
means.
Changing Moorings and Moving the Vessel NEVER use leads out of alignment with the spool or drum end.
There are various means for rigging emergency towing wires, and the
arrangement may vary from terminal to terminal. The vessel is normally
If the vessel’s position changes, in relation to the cargo hoses or booms, the NEVER leave winches and windlasses running unattended.
informed when a particular method is required.
terminal may request that cargo operations be suspended and the vessel repo-
sitioned. NEVER attempt to handle a wire or rope on the drum end, unless a second
person is available to assist in removing the build up of slack.

General Mooring Procedures Mooring to an MBM Once the chafe chain is aboard and in position it should be secured as quickly
as possible. This is a high-risk operation, particularly in bad weather. An
Mooring to Berth, Sea Islands or STS Multiple bouy mooring (MBM) consists of securing a ship to several (normally officer should be stationed to watch the mooring hawser. If load starts to come
five) permanently anchored buoys in conjunction with use of the ship’s own on the hawser during the securing operation, the officer should warn the crew
a) Select and brief the teams of the known situation prior to the pilot anchor. This type of mooring may also be called conventional buoy mooring to stand clear and slacken the line.
boarding. or ‘CBM’.
Slackening a line under tension via a warping drum is difficult, if not
b) Consult with the pilot for mooring requirements at the berth and MBMs are usually sited at terminals where weather and sea conditions are mild impossible, to control. The turns will start to ride off the end of the drum. The
construct the final plan. to moderate. The terminal normally requires the ship to provide the necessary
persons working the warping drum (drum end) should be ready to clear the
mooring equipment.
c) Brief all officers in charge of mooring stations regarding the area if the line starts to run. To avoid this danger and other associated dangers
mooring plan. Ensure they understand all requirements and that of using a warping drum at an SBM, every effort should be made to use a spool
During the mooring operation mooring lines will be paid out on both port and
the plan meets with their approval. drum, upon which the pick-up line can be more safely reeled. In this case, only
starboard sides. Two lines may require to be sent to all or some of the buoys.
use leads assigned to the respective winch.
d) Prepare mooring stations forward and aft. Lines should be run to Wire mooring lines are preferred in order to reduce the ship’s drift, although
fairleads in accordance with the plan. Once moored to an SBM, a constant bow watch must be maintained to ensure
some CBMs require rope.
the vessel does not ride up on the buoy and/or hoses. If in any doubt, call the
e) Have messengers of natural fibre rope and heaving lines of Some berths provide wires, which are permanently attached to the buoy and pilot.
appropriate size ready in advance. are towed to the ship with a launch. In this case, handling of the wire can be
difficult. If it is made fast to the ship’s bollard, care must be taken to ensure the Ship to Ship Mooring Operation
f) Nobody should attend mooring stations unless they are wearing tension is on the winch brake and not on the shore wire. The wire must be led
full personal protective clothing. This operation consists of mooring two different sized ships alongside each
to bitts or bollards using a chain or stopper.
other, with the initial mooring usually carried out underway. Once the
g) Fire wires, fore and aft on the seaward side, must be rigged moorings on both vessels are secure, the vessel to be lightened will normally
Notes on Mooring to an SBM/MBM
according to terminal requirements, or with the eye maintained anchor.
1m above water level at all times, along with 6 full turns on a pair
of bitts. When running lines via a launch, always keep a careful watch on the launch During STS operations, fair leads should be provided for all lines, as these
and ensure that the appropriate amount of line is paid out. Keep clear of would prevent the lines chafing against each other, the ships or the fenders.
Mooring to an SBM running lines, which should be paid out under control. This is critical in view of the large relative free board changes between the
ships.
a) As the pilot may stay on the focsle to advise the vessel, full co- Good communication between bridge and poop are essential to avoid lines (or
operation and communication with the pilot is required to avoid boat) being caught in the ship’s propeller. Never allow fenders to ride up on either vessel; inform the terminal authority
any hazardous occurrence. of dangerous conditions well in advance.
At many buoy berths, shore wires often supplement the ship’s moorings. The
b) Equipment employed in the mooring of a ship at a single point handling of shore wires, around the warping drum of a winch and then to the All moorings must pass through closed fairleads, thus avoiding any difficulty
mooring such as Smitt bracket, bar type chain stopper or pawl bitts, should be done carefully and by experienced seamen. with the expected large changes in freeboard.
type chain stopper, must be ready for use at any time.
Always have readily available an axe, sharp knife, sledgehammer, large Fire wires for emergency use must be rigged as described previously.
c) Keep a lifebuoy with a line ready for immediate use on the focsle. crowbar, 2 x 150m messenger lines and a portable light for night time
operations. Environmental Effects on Mooring
d) Lower the ship’s messenger by heaving line to the mooring boat
through the central closed fairlead. The terminal messenger is At an SBM, the hawser pick-up rope must never be used to check the ship or The moorings of a ship must resist environmental forces for example:
attached to the vessels messenger, and heaved in until the chain
heave the ship into position.
attached to the SBM hawser is in position for the chain stopper. Wind Forces
e) A chain stopper lashing bar is provided to avoid accidental release Chafe chains should be led through Panama fairleads and not through roller
fairleads. Wind forces vary with the amount of exposed area of the ship, the wind force
of SBM chain. and the direction from which it is blowing. Ensure the moorings are sufficient
to keep the vessel securely moored in any expected adverse weather
conditions. Local weather reports should give an indication of any impending
adverse weather conditions.

Current All mooring equipment, such as bollards, Panama leads, and fairleads, should
be:
This can increase or decrease the effect of wind, particularly at berths exposed
Suitably sited to avoid obstructions
to the sea or at river berths.
Effectively secured to the ship’s structure
Surging
Not unacceptabley weakened by corrosion or age
This is caused by interaction with a passing ship and may cause shock loading Of suitable design, with a SWL for the intended use
on the mooring lines e.g. whilst the vessel is moored in a narrow channel to
buoys at bow and stern, awaiting transit through a canal or berth vacancy. The ! CAUTION
vessel should have enough lines to the buoys to resist any possible effect. DO NOT use small cruciform bits to secure a towline.
In some ports, such as Chahbahar or Karachi, the berth is exposed to the sea, Effective communications should be established between the bridge and
where a high long swell is present. Doubling up the lines in the same direction mooring station prior to the commencement of any operation.
as the external force can reduce the cradle effect on a vessel. The wear and tear
of mooring lines can be reduced by having rollers, fairleads and lines Persons involved in towing operations should be briefed in their duties and be
lubricated. familiar with the necessary safety precautions.
Tidal and Freeboard Changes Care should be taken to keep clear of rope bights. Similarly, whiplash areas
should be evaluated, with personnel warned of the consequences of parting
In combination with other factors, the change of freeboard can cause excessive lines and associated danger zones.
strain on mooring lines and have an adverse effect on loading arms. This can
be avoided by close observation of the moorings and of the tidal conditions When letting go towlines, ensure all personnel are clear of the end eye.
during loading and discharging. Preferably the eye should be lowered under control of a slip line, thus avoiding
danger of injury due to whiplash or the line snagging.
Towing
Requirements for Tug Handling
For securing a tug’s line, use only closed fairleads and associated bollards
properly placed to have a direct lead from fairlead to the bollard.
A means for heaving the tug’s line onboard with the ship’s heaving line or
messenger must be provided, i.e. use of suitable fairleads and bollards to lead
the heaving line on to the warping drum of a mooring winch. The person
operating the winch must have line of sight vision to the person directing the
operation at the ship’s side.
Towing operations lead to large loads being applied to ropes, and mooring
equipment. A sudden failure of any part of the towing arrangement can have
disastrous consequences, which should be considered and the appropriate
safety precautions taken.
Only mooring lines in good condition, specifically allocated to towing, should

be deployed to tugs. These lines, one forward and one aft, should be kept apart
and not used for mooring except in an emergency. The towing lines and
associated equipment must be inspected prior to use. Any line found with
defects and/or excessive wear, must be rejected for use as a towing line.

Illustration 6.2.1a Hose Handling Cranes
SWL 20 T - 21m
Hoisting Height: 60m

Hoisting Speed at SWL: 0 to 10m/min
Hoisting/Lowering Speed No Load: 0 to 20m/min
Luffing Speed (Average): 120 seconds
Slewing Speed: 0 to 5 rpm
Minimum Outreach 4m
Maximum Outreach 21m
Port Hose Handling Crane
Issue: 1 6.2 Lifting and Access Equipment - Page 1 of 6

6.2 Lifting and Access Equipment iii) Luffing up - down f) Check that all movements (hoist-luffing-slewing) are operational
The luffing cylinder is designed for safe buffering in the extreme positions. without load.
6.2.1 Deck Cranes
Electro-Hydraulic Power Pack g) The crane is ready for use.
Hose Handling Crane
The crane is provided with a built in power pack. The electric pump/motor is Parking the Crane
Maker: Hydralift Marine located in the centre of the pedestal with the output shaft pointing upwards and
Type: MCV 2201-20-21 driving the hydraulic pump through a carbon shaft. The slewing column steel a) Park the crane with the jib in a horizontal position and resting on
No. of sets: 2 structure is utilised as a tank for the hydraulic oil. The hydraulic oil circuit has the jib support cradle on top of the corresponding deck store.
SWL: 20 tonnes a full flow return filter with a changeable filter insert. The tank is provided
Working radius maximum: 21m with an oil level indicator. Emergency STOPS (coloured red) for the electric b) Stop the pump/motor.
Working radius minimum: 4m motor are sited adjacent to the electric motor remote starter button on the crane
Hoisting speed No Load: 0 to 20 m/min base and on the starter panel. At the operator’s console there is an emergency c) Fit the jib securing bracket.
Hoisting speed at SWL: 0 to 10 m/min stop for the hydraulic oil supply. This is lever operated and immediately
Slewing sector: 360° with override freezes all crane motions. In both cases, the in built check valves and fail safe Possible Hazards
Slewing speed: 0 to 5.0 rpm brakes will ensure that the crane will not lower the load until positive action is
Luffing: 120 seconds taken. During the operation of the crane the levers must be operated slowly and
Lifting height: 60m smoothly in order not to induce a swinging motion in the hanging load.
List/trim: 5° list / 2° trim Hoisting Machinery
Weight of crane: 26 tons approximately Extreme care must also be taken when operating the crane in the winch up or
System oil: 1,000 litres The winch unit consists of: jib up motion, where the jib angle is nearing its maximum value and the hook
Winch gearbox: 2.5 litres is close to the hook stop, as the load may hit the underside of the jib.
Slew gearbox: 2 x 11.5 litres Drum with bearing and brackets
The operator must always be able to see the landing area for the load, or be in
Description Winch gear with hydraulically operated fail safe brake. direct contact with somebody who can see the landing area.
Two electro hydraulically driven deck cranes are provided for handling the Hydraulic motor with safety valve to ‘freeze’ movement in case Jib Up and
cargo hoses, fuel hoses and Suez mooring boats. Down
of pressure drop. Emergency Slew Left and Winch Up and
Stop Right Down Winch High Speed
Up and Down
Crane Control The wire rope is of the non-rotating type and is galvanised. The minimum
safety factor is 5.
The crane is controlled from an open platform above the slewing ring.
Entrance to the platform is by ladder. All motions have step-less speed control
The wire sheaves are provided with heavy duty roller bearings on stainless
from 0 to maximum. Two motions can be operated at the same time with full
steel axles. All bearings have grease nipple lubrication.
capacity, but with reduced speed.
Starting Procedure
Load Limiting System
a) Check that the control levers are in neutral.
Each hydraulic circuit is provided with equipment for limiting hydraulic
pressure to preset values corresponding to the crane capacity. These do not stop
b) Check that the wire is run correctly in the sheaves and that the
the electric motor but divert the oil supply back to the holding tank.
wire rope ends are securely clamped.
Limit Switches
c) Check the oil level and condition of the hydraulic hoses and
i) Hook travel up connections.
The crane is provided with an automatic hook stop when the hook reaches the
maximum top position. d) Start up the electric motor/hydraulic pump.
ii) Hook travel down e) If the ambient temperature is less than 10ºC, let the crane run until
This activates when there are three full turns remaining on the winch drum. the oil temperature is a minimum of 10ºC. Hose Handling Crane Control (Note ! Starboard Side View)

Illustration 6.2.2a Provision/Service and Engine Room Crane
SWL 3 T - 20m SWL 10 T - 17m
Hoisting Height: 60m Hoisting Height: 60m

Hoisting Speed at SWL: 0 to 15m/min Hoisting Speed at SWL: 0 to 12m/min
Luffing Speed (Average): 105 seconds Luffing Speed (Average): 80 seconds
Slewing Speed: 0 to 0.9 rpm Slewing Speed: 0 to 1.1 rpm
Minimum Outreach 3.5m Minimum Outreach 3.5m
Maximum Outreach 20m Maximum Outreach 17m
Provision/Service Crane Engine Room Crane

6.2.2 Stores Cranes Crane Control The wire rope is of the non-rotating type and galvanised. Minimum safety
factor is 5.
Engine Room Crane (plumbs the engine room hatch) The crane is controlled from an open platform above the slewing ring.
Entrance to the platform is by ladder. All motions have step-less speed control The wire sheaves are provided with heavy duty roller bearings on stainless
from 0 to maximum. Two motions can be operated at the same time with full steel axles. All bearings have grease nipple lubrication.
Maker: Hydralift Marine
capacity, but with reduced speed.
Type: MCV 1610-10-17
No. of sets: 1 Starting Procedure
Load Limiting System
SWL: 10 tonnes
a) Check that the control levers are in neutral.
Working radius maximum: 17m Each hydraulic circuit is provided with equipment for limiting hydraulic
Working radius minimum: 3.5m pressure to preset values corresponding to the crane capacity. These do not stop
the electric motor but divert the oil supply back to the holding tank. b) Check that the wire is run correctly in the sheaves and that the
Hoisting speed at SWL: 0 to 12 m/min wire rope ends are securely clamped.
Slewing speed: 0 to 1.1 rpm
Limit Switches
Luffing: 80 seconds c) Check the oil level and condition of hydraulic hoses and
Lifting height: 60m i) Hook travel up connections.
List/trim: 5° list / 2° trim
Weight of crane: 11.5 tons approximately The crane is provided with an automatic hook stop in the top position. d) Start up the electric motor/hydraulic pump.
System oil: 800 litres
Winch gearbox: 2.5 litres ii) Hook travel down e) If the ambient temperature is less than 10ºC, let the crane run until
Slew gearbox: 11.5 litres the oil temperature is a minimum of 10ºC.
This activates when there are three full turns remaining on the winch drum.
f) Check that all movements (hoist-luffing-slewing) are operational
Provision/Service Crane
iii) Luffing up/down without load.
Maker: Hydralift Marine The luffing cylinder is designed for safe buffering in the extreme positions. g) The crane is ready for use.
Type: MCV 1301-3-20
No. of sets: 1 Electro-Hydraulic Power Pack Parking the Crane
SWL: 3 tonnes
Working radius maximum: 20m The crane is provided with a built in power pack. The electric pump/motor is a) Park the crane with the jib in a horizontal position and resting on
Working radius minimum: 4m located in the centre of the pedestal with the output shaft pointing upwards and the jib support cradle.
Hoisting speed at SWL: 0 to 15 m/min driving the hydraulic pump through a carbon shaft. The slewing column steel
structure is utilised as a tank for the hydraulic oil. The hydraulic oil circuit has
Slewing sector: 205° limited b) Stop the pump/motor.
a full flow return filter with a changeable filter insert. The tank is provided
Slewing speed: 0 to 0.9 rpm with an oil level indicator. Emergency STOPS (coloured red) for the electric
Luffing: 105 seconds motor are sited adjacent to the electric motor remote starter button on the crane c) Fit the jib securing bracket.
Lifting Height: 60m base and on the starter panel. At the operator’s console there is an emergency
List/Trim: 5° list / 2° trim stop for the hydraulic oil supply, this is lever operated and immediately freezes Possible Hazards
Weight of crane: 7.8 tons approximately all crane motions. In both cases the in built check valves and fail safe brakes
System oil: 400 litres will ensure that the crane will not lower the load until positive action is taken. During operation of the crane the levers must be operated slowly and smoothly
in order not to induce a swinging motion in the hanging load.
Winch gearbox: 2.8 litres
Slew gearbox: 8 litres Hoisting Machinery
Extreme care must also be taken when operating the crane in the winch up or
The winch unit consists of: jib up motion, where the jib angle is nearing its maximum value and the hook
Description is close to the hook stop, as the load may hit the underside of the jib.
Drum with bearing and brackets.
Two electro hydraulically driven deck cranes are provided aft, one on the port The operator must always be able to see the landing area for the load, or be in
side where it can plumb the engine room hatch and is suitable for handling the Winch gear with hydraulically operated fail safe brake.
direct contact with somebody who can see the landing area.
heavier lifts, and the other on the starboard side which is mainly for stores and
Hydraulic motor with safety valve to ‘freeze’ movement in case
provisions. of pressure drop.

Illustration 6.2.3a Accommodation Ladder

Upper Platform
Rail
Profile
Shifting Winch
Upper Deck
Hoisting Wire
Rope
Hoisting
Stowing Davit
Winch
Rail
Accommodation
Ladder
Pilot Boarding
Mark
Plan
Shifting Guide
Rail For Sheave Rail For Upper
Davit Shifting Winch Shifting Air Motor Platform
Oiler Unit Rest's

Oiler & Filter
Stowing Platform Turn Table

Davit

6.2.3 Accommodation Ladders 6.2.4 Pilot Ladders
Manufacturer: Jung-A Marine Equipment MFG. Co., Ltd
Length: 26.625m Air motor (1 per ladder): SAM 4.5VP/60R
Breadth: 650 mm
No. of steps: 76 Two SOLAS compliant pilot ladders are stowed on air operated reels, one
Air motor (2 per ladder): SAM 4.5VP/60R situated on each side of the main deck, for use in conjunction with the accom-
modation ladder for pilot embarkation and disembarkation.
One aluminium alloy accommodation ladder is provided on each side of the
main deck. The ladders are traversed, lowered and hoisted by means of The pilot ladder reels can be traversed, in a fore and aft direction, to one of
compressed air motors operated locally. three possible positions for use with the accommodation ladder to provide a
composite pilot ladder/accommodation ladder arrangement for pilot boarding.
The ladders are designed to reach the ballast water line with an angle of
inclination of not more than 55°.
Pilot Ladder

Illustration 6.3.1a Lifeboat and Davits
26
25
23 24 28
22
37 30
15 20
13
36
12
14
21 45
42 16 17
35 41
18
33 27
47
39
4 34
5 6 19
10
7 29
11 32 31
1
8 9
3 43
2
O
20
1 Engine 12 On/Off Release Hook 23 Steering Wheel 34 Access To Pump Room 47 Emergency Tiller
2 Sprinkler Pump 13 Sprinkler System 24 Instrument Panel 35 Puller
3 Sprinkler Pump Intake Valve 14 Over Pressure Valve 25 Helmsman's Hatch 36 Hook Release Handle
4 Battery Compartment 15 Aft Door 26 Marker Light With Protection 37 Gear/Throttle Control
5 Emergency Start Battery 16 Aft Centre Wall 27 Ladder 39 Buoyancy Foam Hull
6 Main Start Battery 17 Forward Centre Wall 28 Forward Hatch 41 Bilge Pump
7 Fuel Tank 18 Seat Harness 29 Equipment Tank 42 Bilge Pump Handle
8 Drain plug 19 Water & Provision's Tank's 30 Under Pressure Valve 43 Hydrostatic Safety Interlock
9 Air Cylinder 20 Air Regulator 31 Propeller Shaft 44 Break Away Plug. 42V AC
10 Exhaust Pipe 21 Foot Rest For Helmsman 32 Stern Tube 45 Painter Release Hook
11 Steering Nozzle 22 helmsman Chair 33 Steering Cylinder 46 Engine Cooler
Issue: 1 6.3 Lifesaving Equipment - Page 1 of 13

6.3 Lifesaving Equipment under pressurised when the engine is running, An over pressure relief valve is WARNING
mounted aft, on the main entrance door, inside the canopy. This valve prevents The red safety pin should never be removed until the boat is completely
6.3.1 Lifeboats and Davits the cabin from becoming dangerously over pressurised when the emergency air waterborne.
system is in operation.
Vessel is fitted with two totally enclosed, fire protected lifeboats and a rescue Alternatively the lifeboats can be lowered from the vessel by lifting the brake
boat. The three emergency air system cylinders are pressurised to 200 bar and should lever on the lifeboat winch, or by operation of the lever on the remote stand
be topped up if the pressure drops to less than 180 bar. having first released the locking pin. The falls are released from inside the boat
Lifeboats as before.
Lowering the Lifeboats
Maker: Norsafe (Note! If in a fire or toxic gases, start the water spray system as soon as the
Model: 7.4m MATHILDA a) Rig the painter. boat is waterborne. The air supply can be operated when the boat is still on the
Dimensions (LxBxH): 7.52m x 2.84m x 3.12m
falls. However, the supply is of limited duration, being approximately ten
Number of persons: 50 b) Withdraw the toggle pin at the winch brake lever. minutes.)
Weight with equipment: 3,650kg
c) Release the davit arm cradle stoppers by removing the toggle pins
Boat No.1: Lifeboat at starboard side of ship Recovery of the Lifeboats
and operating the levers.
Boat No.2: Lifeboat at port side of ship
a) Plug in the remote controller for the lifeboat winch.
d) Check that the remote control line is led to the inside of the boat.
The lifeboats are moulded from fire retardant polyester resin, with the space
between the seat, hull, canopy and canopy liner filled with polyurethane b) Reset toggle pins on the brake lever on the winch and on the
e) Open the inboard doors. The helmsman should enter the boat first,
buoyancy foam, which provide the craft with enough buoyancy to remain remote stand, ensuring that the brake is in the ON position.
disconnect the ship’s power supply and prepare to start the engine.
afloat and upright, even if holed below the waterline. The lifeboats are totally
self-righting when fully loaded and flooded. f) Embark all personnel. Ensure that everybody is strapped in, then c) Reset the lifting hook quick release mechanism inside the boat.
start the engine. If there is burning liquid on the surface of the sea
Each craft is fitted with two lifting hooks, which are designed to be released start the emergency air system. d) Hook on the fall suspension chains to the forward and aft hooks
simultaneously from inside, when fully waterborne. It is possible to release the on the lifeboat.
hooks when the boat is out of the water, but this procedure is EXTREMELY g) Pull continuously on the brake remote control wire until the boat
DANGEROUS and must only be considered in very special circumstances. is waterborne and no tension exists in the fall wires. e) Check that power for the winch motor is on at the starter box.
The steering position has a steering console containing the normal steering,
engine instrument panel, engine control lever and emergency air supply h) Operate the falls hook quick-release lever. f) Check that limit switch operates and stops the motor just short of
controls which are located to the starboard side of the con. fully raised position.
i) Check that the falls have released from the hooks and are clear.
The main engine starting battery and the emergency starting battery are g) Push the button on the winch motor control to start raising the
contained in watertight boxes, recessed into the inner liner aft of the engine
j) When ready, release the toggle painter, move ahead on the engine lifeboat.
compartment. A fuel shut-off valve is situated on top of the fuel tank.
and steer away from the vessel.
When the limit switches operate to cut out the winch motor:
The centre section of the boat contains the water tank, fuel tank and equipment
The boats are equipped with ON/OFF load lifting hooks. These hooks are
tanks, with access available to the three air cylinders and the drain plug.
controlled from a release handle situated on the starboard side of the steering h) Engage the winch handle and wind in the lifeboat the remainder
Manual bilge pumps are provided on the aft bulkhead and in the forward hook
console in the following manner : of the way manually.
recess.
a) Do not touch the hook release lever until the boat is fully i) Engage the davit arm stoppers.
External water spray systems are installed on the canopies of the boats, which
will provide the outside of the boat with a protective layer of water, should fire waterborne.
be encountered on the surface of the sea. j) Connect the slip hooks on the gripes and secure with the
When the indicator arm moves from the green zone to the red zone : turnbuckle.
Internal air cylinders are installed which, when operated, will provide the
b) Remove the red safety pin. k) Gently lift the brake handle so that the weight of the boat is taken
passengers and engine with air at a controlled rate for at least 10 minutes.
by the gripes, with tension still in the falls.
c) Lift the release lever and pull aft.
Natural ventilation is achieved via two automatic valves located on the forward
end of the canopy. These valves prevent the cabin from becoming dangerously l) Turn the starter main switch off.
The lifting hooks will now be released.

Spring Load
Indication Window
Lifeboat Compressed Air Supply Charging

Lifeboat Engine Start Spring Indicator Point and Outlet Regulator
Ratchet Drive Release Lever B Lever A

Rudder Hydraulic Cylinder
Bypass Valve to be the
Open Position In
Emergency Operation
Emergency Rudder Operation

Lifeboat Engine Emergency Start Lifeboat Helm Control

To Start the Engine To Activate the System Lifeboat Engine
a) Disconnect the external power supply. a) Ensure that all hatches and openings are closed. Maker: BUKH
Model: DV24RME
b) Switch on the battery supply, then move the main switch on the b) Turn the red handle on the sprinkler valve, located in the forward Type: 2 cylinder, water cooled diesel, with an external
lifeboat steering console instrument panel to the RUN position. A end of the engine compartment, so that it aligns with the intake keel cooler
buzzer will sound. pipe. Horsepower: 24 bhp at 3,600 rpm
Fuel tank capacity: Suitable for more than twenty four hours duration.
c) Put the gear lever into the NEUTRAL position. c) Increase the engine rpm.
CAUTION!
d) Press the START switch on the steering console instrument panel. After testing the sprinkler system it should be flushed through with fresh water, The lifeboat engine may be run for a maximum of five minutes whilst not
at a pressure of 10 bar, for a minimum of 10 minutes, to prevent salt deposits
waterborne. During this period the propeller clutch must not be engaged,
Emergency Back-Up Starting of the Engine building up on the inside of the pipework. Once the system has been flushed,
otherwise the propeller gland seal will be damaged.
the pump should be drained, by opening the drain valve on the pump. Close the
a) Disconnect the external power supply. valve after draining. Rescue Boat
b) Remove the cover from the engine compartment. Davits Maker: Viking
Type: Viking 470 GRP 1
c) Below the spring motor pull down the black knob (A), the spring Maker: OPCO-SEKI Length: 4.75m
release lever (B) will now be in the horizontal position. Breadth: 1.9m
Type: SHS-38-073K hinged gravity type
Maximum working load: 6,350kg
d) Check the spring load indicator window. If the indicator is not Davit
Maximum inclination: ± 20° heel and 10° trim
showing the white sector, use the ratchet drive supplied to drive
the spring until the white sector is showing half a window. At this Maker: OPCO-SEKI
point the ratchet drive will become difficult to operate. Requirements:
Type: Single jib slewing type
The davits are designed to permit boarding of 36 persons into the lifeboat when Maximum load: 596 kg
e) Ensure the gear lever is in the NEUTRAL position. Lowering speed: 48-78m/minute
in the stowed position. The lifeboat may be lowered without stopping, as
swinging out and lowering is a continuous movement. The winch brake release Hoisting speed: 18m/minute
f) In one movement move the red lever (B) into the vertical position. Working radius: 3.6m
The engine will now start. lever is released remotely from inside the lifeboat, or alternatively manually
from the deck. Davits are capable of swinging out the lifeboats against an
The six man GRP rescue boat, stowed on the port side of the vessel, is
To Stop the Engine adverse list of 20°; skates being fitted to each boat to facilitate this.
launched and recovered by means of a single jib slewing davit.
a) Reduce the engine to idling and put the gear lever into the neutral The davits and winch are designed to lift the boat, to the stowed position, with
position. The davit system consists of a pedestal, slewing ring gear, jib and electro
two persons on board.
hydraulic power units, including a stored power unit for slewing the jib out.
b) Push the STOP button, on the steering console instrument panel, Davit Winch
until the engine stops. The rescue boat is lowered either by means of the control wire, which is
suspended from the brake lever into the boat, or by lifting the brake lever
Motor: 4 kW
c) Switch the OFF/RUN switch to the OFF position. directly. A continuous pull remote control wire is also provided for non-stop
Power source: 440 volt 3 phase 60 Hz
lowering.
Hoisting load: 3,800 kg (boat, 2 persons, falls and blocks)
Sprinkler System Hoisting speed: Minimum 3 metres per minute
An automatic release hook is fitted to facilitate rapid release of the fall once
Lowering speed: 52 to 78 m/minute
The lifeboats are equipped with a sprinkler system, designed to cover the entire the boat is waterborne.
external surface of the boat with a film of sea water when the boat is
An electric motor mounted on the winch is used to hoist the lifeboats. Safety
waterborne.
devices automatically cut off power before the davit arms reach the stops. The
winch is equipped with a centrifugal brake, manual lowering brake, non-return
clutch and manual hoisting handle. The falls can be manually wound out.

Illustration 6.3.1a Lifeboat and Davits
26
25
23 24 28
22
37 30
15 20
13
36
12
14
21 45
42 16 17
35 41
18
33 27
47
39
4 34
5 6 19
10
7 29
11 32 31
1
8 9
3 43
2
O
20
1 Engine 12 On/Off Release Hook 23 Steering Wheel 34 Access To Pump Room 47 Emergency Tiller
2 Sprinkler Pump 13 Sprinkler System 24 Instrument Panel 35 Puller
3 Sprinkler Pump Intake Valve 14 Over Pressure Valve 25 Helmsman's Hatch 36 Hook Release Handle
4 Battery Compartment 15 Aft Door 26 Marker Light With Protection 37 Gear/Throttle Control
5 Emergency Start Battery 16 Aft Centre Wall 27 Ladder 39 Buoyancy Foam Hull
6 Main Start Battery 17 Forward Centre Wall 28 Forward Hatch 41 Bilge Pump
7 Fuel Tank 18 Seat Harness 29 Equipment Tank 42 Bilge Pump Handle
8 Drain plug 19 Water & Provision's Tank's 30 Under Pressure Valve 43 Hydrostatic Safety Interlock
9 Air Cylinder 20 Air Regulator 31 Propeller Shaft 44 Break Away Plug. 42V AC
10 Exhaust Pipe 21 Foot Rest For Helmsman 32 Stern Tube 45 Painter Release Hook
11 Steering Nozzle 22 helmsman Chair 33 Steering Cylinder 46 Engine Cooler

Launching Procedure 6.3.2 Rescue Boat
a) Release the boat lashings by means of the two slip hooks. Maker: Yanmar
Model: D27
b) Disengage the locking pin on the boat davit. Type: 4 cycle, water cooled, vertical crankshaft diesel
Starting system: Electric, 12 volt
c) Slightly hoist the boat by means of the crank handle.
Starting Procedure
d) Embark the rescue boat crew.
a) Ensure the fuel tank is attached to the fuel line to the engine and
e) Slew out the boat by means of the manual control valve, using the if necessary, prime the system to the engine with the priming bulb.
painter to steady the boat.
b) Put the remote control lever in neutral.
f) Lower the boat either by means of the control wire or by operating
the davit winch brake directly. c) In cold conditions, put the warm-up lever in the fully open
position.
g) Prior to the boat reaching the water, pull the toggle on the
automatic release hook to trip the safety catch to the release d) Insert the engine switch key into the key slot and turn to the ON
position. position.
When the boat becomes waterborne the release hook will disengage automati- e) Turn the key to the START position and the engine will start.
cally.
f) As soon as the engine is running release the key and it will return
h) Release the painter. to the ON position.
(Note ! The outboard motor can be started prior to the boat becoming g) When the engine is warm (after about 3 minutes), return the
waterborne but must not be allowed to run for more than one minute without warm-up lever to the fully closed position.
cooling water.)
Stopping Procedure
Recovery Procedure
a) Push the key to activate the stop switch and stop the engine.
a) Manoeuvre the boat alongside the ship and secure the painter.
b) Switch the starting key to the OFF position.
b) Manoeuvre the boat below the fall and engage the automatic
release hook. After engaging the hook, push the lever into the
LOCKED position.
c) Hoist the boat until the limit switch on the davit causes the
hoisting motor to cut out. The boat can be hoisted with a full
complement of six persons on board.
d) Slew the boat inboard, lower it to its stowed position and

disembark the crew.
e) Lash the boat in its stowed position and insert the davit locking
pin.

Illustration 6.3.2a Liferaft Release
Life Raft
Painter Liferaft Retaining Straps
Slip Hook
Shackle
Attachment Line Release Unit
Weak Link
(Red) Expiry Date
Thimble
Shackle
Cradle

6.3.3 Liferafts
Maker Viking
Type 2 x 20 DK (20 person)
2 x 16 DK (16 person)
1 x 6 DK (6 person)
General
There is a twenty man and a sixteen man liferaft, stowed just aft of each
lifeboat, and one liferaft for six persons stowed on the main deck forward just
aft of the winch/windlass on the port side. All the liferafts are constructed with
twin buoyancy chambers, one above the other. The bottom and the canopy of
the rafts are of double construction and may be inflated by bellows. The rafts
are provided with boarding ladders, inside and outside gripping lines, capsize
stabilisers and a salt water activated battery for both internal and external
lighting. Accessories supplied are, a rescue line with rubber quoit, repair outfit,
hand bellows, floating knife, operational instructions, sea anchor (drogue) and
an emergency pack to SOLAS standards.
Release of Rafts
Hydrostatic Release Units (HRU) are only fitted to the liferafts situated aft, 6 person Liferaft on Main Deck Forward
which will activate when submerged to a depth of 2 to 4m, releasing the rafts
to float towards the surface. After activation of the HRU the raft will still be
secured to the vessel by a weak line. However, after inflation of the raft,
sufficient drag is applied to break the weak link, and therefore allow the raft to
float free. The rafts may also be released manually by unfastening the slip hook
securing the lashing round the container. Ensure the the ring on the end of the
painter is still attached to the HRU. When the raft is thrown over the side, the
painter is pulled out until the carbon dioxide cylinder is activated and the raft
inflates.
Operation
After boarding the raft, the painter must be cut with the knife provided. Paddle
away from the danger zone using the paddles placed in a bag close to the
entrance of the raft or, alternatively, one of the lifeboats could be used to tow
the raft clear of the vessel.
Liferaft Location

6.3.4 Self-Contained Breathing Apparatus Pre-Use Checklist Check the Supplementary Air Supply
To operate the supplementary air supply (demand valve override) depress the
The vessel is supplied with four sets of positive pressure self-contained Switch Off the Demand Valve purge button on the demand valve cover. This action causes the tilt valve
breathing apparatus (SCABA). Two sets are kept in the fire control centre and Turn off the black positive pressure knob on the demand valve. mechanism to be displaced and releases air into the face mask.
two in the locker on the navigating bridge deck, aft of the wheelhouse, port
side. The following equipment is kept beside each set, ready for immediate Check the Cylinder is Full ! CAUTION
use: Open the cylinder valve slowly and check the gauge against the pressure stated In toxic atmospheres where the contamination has exceeded certain levels,
Spare cylinders of air 1,200 litres: 2 (plus one on set) on the cylinder. reference should be made to BS 4275 for guidance.
Safety lamp: 1 Leak Test of Apparatus In the event of the wearer using spectacles, or having facial hair, it is likely
Fire axe: 1 Open the cylinder valve slowly and close again, the gauge reading should not that the face seal fit will be impaired.
fall by more than 10 bar per minute.
Fireman suit: 1 At very high work rates the pressure in the face mask of positive pressure
Rigid helmet: 1 Check the Whistle Setting breathing apparatus may become negative at peak inhalations.
Gradually reduce the pressure in the system by partially turning the ON/OFF
Boots: 1 demand valve switch. Let the pressure reading fall slowly, the whistle should After Use
Gloves: 1 blow at 68 bar for the 1,200 litre cylinder.
a) Turn off the positive pressure demand valve switch.
45m life line (with belt): 1 Donning the Apparatus
With the shoulder straps and waist belt slackened, put on the apparatus and b) Slacken off the head harness and remove the face mask.
The apparatus has an estimated working duration of 20 minutes with a 1,200 adjust the shoulder straps until the cylinder is held snugly on the back. Fit the
litre cylinder, plus approximately 10 minutes duration once the whistle is waist belt and adjust as required. Hang the face mask strap around the neck. c) Turn off the cylinder valve.
activated. It consists of a high-pressure air cylinder mounted on a lightweight Secure the lifeline to D ring. Now fit the leg straps of the lifting harness and
frame. The padded synthetic harness, developed from the Bergen rucksack secure through the D rings. Check the demand valve is in the OFF position, d) Slacken off shoulder straps, undo the waist belt and leg harness.
principle, is fully adjustable to fit all sizes of wearer. A special lifting harness turn on the cylinder air valve slowly. With the thumbs inside the head harness
is fitted to all sets required for marine use, a life line is connected to this to give straps, put the chin into the mask first and pull the straps over head. Position e) Take off the apparatus. Release air trapped in the system by
the wearer added security when entering enclosed spaces. the mask so that the chin fits snugly into the chin cup and then gently tighten turning the demand valve to the ON then the OFF position.
The cylinder air is reduced by a single stage pressure reduction system. The air the head harness, lower straps first. Do not over tighten.
leaves the cylinder and passes through a sintered bronze filter, located in the f) Remove cylinder from apparatus and mark it MT (empty) for refilling.
cylinder connector manifold, then via a stainless steel reinforced PTFE supply Check for Positive Pressure
hose to the positive pressure demand valve, where it is reduced to a breathable Turn the black knob on the demand valve to the ON position, gently lift the g) Place a fully charged cylinder in the apparatus so that it is ready
pressure. mask seal off the cheek and ensure that air flows out of the mask, proving that for instant use.
the air pressure in the mask is positive. Allow the mask to re-seal and hold
The tilt operated demand valve has a spring-loaded neoprene diaphragm to breath. There should be no leakage from the exhale valve, as denoted by the h) Fully slacken off the head harness straps.
give long reliable service. The simplicity of the valve eliminates the need for sound of a constant flow of air from the demand valve.
adjustment. The demand valve switch enables the wearer to apply positive i) Clean the face mask by removing the demand valve and washing
pressure to the mask by releasing the spring on the diaphragm. This ensures Check Face Mask Leakage the mask in soapy water (do not use detergent). After drying,
that the air pressure in the face mask is always above the external atmospheric Close the cylinder valve and continue to breathe normally, until air in the lightly dust the face mask with French chalk. The interior of the
pressure. Any leakage of air from the face mask, due to poor sealing, will be apparatus is exhausted and the face mask is pulled gently on to the face. When visor may be wiped with a de-misting agent and the whole
forced out to the atmosphere. the pressure gauge shows zero, hold breath for 10 seconds; any leakage will polished with a clean lint free cloth.
either be heard or shown by the mask moving away from the face. If a leak is
A pressure gauge is attached, via a fire resistant stainless steel reinforced tube, detected, turn on the cylinder valve, readjust the mask and head harness, then Maintenance
which indicates cylinder pressure, and a whistle unit warns the user when retest.
approximately 10 minutes of air remains. Monthly
Check the Actual Cylinder Pressure The apparatus should be subjected to the test as stated in the Pre-Use and
The face mask is moulded in black non-dermatitic neoprene with a deep Turn the cylinder valve fully ON and check the reading on the pressure gauge. Positive Pressure checks.
tapered reflex edge seal. When not in use a neck strap enables the mask to be
carried on the chest. A fully adjustable five-point head harness holds the face Annually
mask to the face when required. An integral speech diaphragm is moulded into The demand valve diaphragm and all seals should be replaced annually, or
the front of the face mask which requires no maintenance. more frequently as a result of the monthly inspection.

6.3.5 Breathing Air Compressor
Manufacturer: Bauer
No. of sets: 1 Pressure Gauge and Pressure Gauge and
Connection for SCABA Air Connection for Lifeboat Air
Cylinders Cylinders
The SCABA air compressor is specially designed for recharging SCABA
cylinders with clean dry high pressure air up to 300 bar. The unit is mounted
on a skid located in the fire locker store on the starboard side aft on upper deck.
Additionally the compressor is used to recharge the lifeboat air cylinders up to
a pressure of 200 bar.
There are two discharge pressure hoses, the pressure line (with associated
pressure gauge) with the red locking nut is used on the SCABA cylinders and
the pressure line with the black locking nut (with associated pressure gauge) is
used for the lifeboat air cylinders.
The unit is supplied from the emergency switchboard 440V feeder panel,
isolation breaker P-EM-24.
Procedure for Operation
a) Check the compressor sump level and top up if required with

CORENA OIL 150 (Shell oil).
b) Open the purifier/filter drain valves and blow through.
c) Open the water separator drain valve and blow through.
d) Connect up the air cylinder to be recharged to the correct

pressure line, see above.
e) Start the air compressor.
When the cylinders have been recharged, shut down the compressor and log
the running hours. The purifier/filter should be changed according to the man-
ufactures operating instructions
Air Compressor for SCABA Air Cylinders and Lifeboat Air Cylinders

6.3.6 Lifeboat Survival Guide Additional Duties, Which Should be Allocated on the Lifeboat Muster Stay Close to the Position of Abandonment
List
In the unfortunate event that the vessel has to be abandoned it is necessary to With the improvements brought about by the GMDSS system in maritime
SARTS to the lifeboats search and rescue, this is the most likely decision that will be made. Prior to
make some very important decisions and carry out certain actions quickly,
these are summarised as follows: - GMDSS portable radio to lifeboat taking to the lifeboat, a Distress Alert would be sent out. This can be done at
the touch of a single button. In addition there are the EPIRB and SARTS which
EPIRB to lifeboat should be taken to the lifeboats when abandoning ship. The EPIRB, when
Procedure Prior to Abandonment
Blankets and provisions activated, allows the MRCC to locate the position of survivors and guide
a) Put on extra clothing. vessels and aircraft to your rescue. Should the EPIRB not be in the survival
Aboard the Survival Craft craft when the vessel sinks, the HRU will automatically release the EPIRB
b) Put on a lifejacket. which will then start its transmissions. Where possible it is therefore beneficial
First Actions for all the survival craft to stay together by tying the survival craft together.
c) Take extra clothing or blankets if possible. The SARTS should be positioned on the extension pole switched on and
d) Drink water if possible. Elect a leader. This will normally be the most senior officer or the mounted as high as possible.
person appointed on the muster list.
To minimise drift, rig the sea anchor, issue anti-seasickness tablets and ensure
e) Take water in sealed containers.
that any persons in the water are accommodated in the lifeboat as soon as
Take a muster of persons on board.
In addition to the statutory lifeboat equipment e.g. emergency radio, water, possible.
rations, first aid kit etc., the following extra items would be useful: Search the area for other survivors or survival craft.
Listen for whistles and look for survivors, signalling lights and lights of other
Extra lifejackets rafts, ships or aircraft. The look outs should be properly briefed in their duties,
Liaise with any other survival craft to ensure that all persons are
Extra survival bags regarding the collection of useful debris, how to keep a look-out, sector
accounted for.
searches and the use of pyrotechnics, including when to use them.
Small plastic bags
Assess the situation, is rescue likely and how long will it take?
Extra medical supplies Proceed Towards the Nearest Land
Extra electric torches and batteries Do you stay close to the position of the sinking or proceed
In some circumstances this will be the most obvious choice. Factors to take
towards the nearest land?
Paper and pencil into consideration are:
Portable radio receivers, books, playing cards etc Put the food and water under the control of one person who will
Was a distress alert sent?
be responsible for distributing the rations.
Navigational instruments, books chart and chronometer
How far is it to the nearest land? Is the nearest land within the fuel
Collect in all additional food, clothing and sharp objects or
range of your craft?
Abandon Ship Procedure weapons that may have been brought into the survival craft.
If there is no EPIRB in the survival craft, search the area of the sinking to see
a) All personnel should, if possible, board the lifeboat without The leader must confirm to all that no food or water will be issued
if it has surfaced.
getting wet. for the first 24 hours.
b) If, for some reason, this is not possible and a jump into the water Indications of the proximity of land are changes in the wind direction around
The leader should nominate different people to the following
has to be made, remember: sunset and sunrise. The land and sea breeze effect can be quite distinct in some
positions, first aid, signalman, hull repairs, engine repairs,
areas. A good indication of land is a single cumulus cloud or occasionally
Make sure it is clear to jump recorder of voyage log, navigator, helmsman and lookouts.
several appearing to be stationary close to the horizon whilst others are
Hold your nose moving. There are many other indications such as a green and blue reflection
Give an anti-seasickness tablet to all personnel.
on the underside of the clouds in low latitudes, the direction that birds fly in
Hold down your life jacket either early in the morning or in the evening, also the change in colour of the
Put your feet together sea from green or blue to a lighter colour.
Look ahead when you jump Do not approach land at night unless you know exactly where you are and that
the landing area or harbour entrance can be safely transited. During the hours
of darkness look-outs should keep a good watch for the sound of surf and
report to the watch leader any visual or audible occurrences

Settling Down to a Period Before Rescue Maintaining the Health of all On Board, both Mental and Physical Injuries, Ailments and Treatment
Having made an assessment of how long it will be before rescue is likely it is Routines can be counter productive and where possible restrict movement to a Injuries
now necessary to decide how the available food and water will be divided and minimum as all movement consumes body fluid. Body fluid is probably the
issued. The following are a few guidelines: - most significant single factor to control whether or not you survive. A first aid kit is supplied with every lifeboat and a leaflet describing simple
first aid is enclosed with each kit.
The minimum daily water ration should be around 450 to 500 ml given in three The initial withholding of food and water for 24 hours puts the body into a
separate issues at sunrise, noon and sunset. This quantity will be sufficient to slightly dehydrated state which is the ideal situation for a prolonged period in Frost-Bite
avoid severe dehydration. a survival craft. During this period all persons should be encouraged to urinate, Usually occurs in extremities i.e. fingers, toes, ears. Wear protective clothing
this will assist in reducing urinary retention problems later. if possible. Reduce look-out periods in very cold weather, watch each other’s
The daily food ration should consist of 800 to 850 kJ of the emergency rations conditions. Wriggle nose and cheeks and exercise hands and feet to keep
given in three equal amounts. (This equates to around 500 gms). To make the Do not consume food high in protein as this causes defecating which in turn circulation going.
decision as to how much should be issued, take the total available, separate one causes body fluids to be used which will be irreplaceable. If possible keep a
third as emergency stock and should rescue not be forthcoming when expected, good flow of fresh air through the boat as this will help to reduce seasickness, Do not massage an affected area once signs of frost-bite have appeared. Warm
then apportion the remainder where possible on the above basis as a minimum. Ensure that all take the anti-seasickness tablets for the first two days as after the area by holding a hand against it.
this most seaman will be acclimatised to the motion of the craft.
In a lifeboat there should be 3 litres of water and 10,000 kJ of food for each Urine Retention
person that the boat is certified to carry. It should be noted that the emergency Towards the evening try to hang out any damp clothing and make sure it is dry
rations consist mainly of carbohydrates, some fat and minimal protein. These for the evening chill in the tropics. This avoids the loss of body fluid as body This can be dangerous, so overcome mental blockage early before urine
rations do not require the consumption of water or body fluid for them to be heat dries the clothing and reduces the internal body temperature. production is reduced by rationing. Ensure that everyone urinates within the
digested, which is of great importance. first 24 hours. If retention occurs, dangling hands in the water may help out but
As thirst grows the temptation increases to drink sea water. This must be whilst this is being done keep a wary eye for sharks. After a period in a survival
Food and water should be issued in such a way that all can see that it is fair. prevented as ultimately death will certainly ensue. craft, urine will appear dark and smoky. This is normal and no action is
Everyone will become thirsty and as time passes human nature will make the necessary.
ration distribution a very difficult and harrowing experience and also the All parts of the body should be shaded from the sun and the elements this will
highlight of the day. reduce the loss of body fluid and/or the risk of sunburn or frostbite. Sunburn
If a desalination plant is available this should be put into operation If the water ration is at least one litre per person daily then fishing can be a Avoid excessive exposure to the sun by keeping under cover. Keep head, neck
immediately and its output used in preference to the internal water. worthwhile exercise. Remember that fish are high in protein which brings its and other exposed areas covered. A very gradually acquired sun tan may be
own problems as previously mentioned. beneficial.
Passing the Time
The blood of sea birds is quite nutritious. To catch these try putting some of the Salt Water Boils
The leader has to face and resolve the following problems: fish guts on a piece of wood with a hook in the middle and allow it to float a These are due to the skin becoming sodden with sea water. Do not squeeze or
little way from the craft. prick boils. Keep them clean and cover with a dry dressing. Keep the area as
Maintain morale. This is best approached by giving duties to each person dry as possible to avoid chafing.
which are meaningful and ensuring that they are carried out. Do not encourage swimming as a form of exercise as this will use up energy
and put the individuals at risk from sharks. Dry Mouth and Cracked Lips
Duties such as look-out, helmsman and baler should be rotated at intervals of
not more than one hour, as this will prevent boredom and lack of vigilance Swill water around the mouth prior to swallowing. Suck a button. Smear lips
from setting in. with cream or soft petroleum jelly.
Continually show confidence that rescue will take place. Do not allow Swollen Legs
individuals to lapse into melancholy. Try to make everyone think of factors
other than the situation that they are in by introducing games of various forms. This is common and due to long periods spent in a sitting position. It will
If a portable radio is available tune it in and listen to the various programmes. subside without treatment after rescue.
Playing card games is useful, as considerable concentration is required.

Hypothermia
There is a risk of hypothermia in water below about 25°C. Extra clothing will
delay the onset of hypothermia even if immersed and of course will provide
extra warmth for the survivor in the lifeboat even if immersion takes place.
Totally enclosed or partially enclosed lifeboats provide far better protection
from the elements than the older open type, but extra clothing is still essential
for warmth in nearly all climates. If a survivor has been immersed in water and
has hypothermia, strip off wet outer clothing and replace with any available
dry garments. Warm the patient with extra layers of clothing and use life-
jackets as extra insulation. Use a thermal protective aid (plastic survival bag)
if available. Persons particularly at risk from hypothermia should be positioned
nearer the engine, which will run for 24 hours at full power and much longer
if kept on light load. The engine can be a very valuable source of warmth in
cold weather, by running at light loads or using the engine for certain periods
only. However, fuel should be conserved as much as possible.
Dehydration
This is a fact of life in a survival craft and all the best that can be done is to
minimise the rate at which the body looses fluid. Drinking either sea water or
urine increases the rate at which precious body fluids are used up and in turn
increases thirst. Eventually the person will lapse into unconsciousness and die.
Avoid eating proteins, minimise exercise and try to stay dry and comfortable.
Rescue
Take care, as by now you are not as fit or as able when boarding the survival
craft, your mental and physical processes will be operating in slow motion.
Establish communication with the rescue craft, give all details regarding the
condition of the survivors and discuss the simplest means of transfer to the
other craft.
The injured and weakest should be transferred first.
Remember to take the log into the rescue boat.

Illustration 6.4.2a Oxygen Meters
Riken OX-226
30 m Length
of Hose
Riken OX-82 Personal O2 Meter With Extension Hose and Bayonet Fitting
Issue: 1 6.4 Safety Equipment - Page 1 of 2

6.4 Safety Equipment 6.4.2 Oxygen Meter 6.4.3 Personal H2S and Oxygen Detector
The portable gas detection equipment on board is both comprehensive and well Manufacturer: Riken Manufacturer: Riken
proven. Each instrument is certificated and comes with manufacturer’s Model: OX-226 Model: HX-GW
operating instructions and recommended spares and test kits. The certificates No. of sets: 1 No. of sets: 2
are to be suitably filed and the monthly tests recorded.
The ship carries a Riken portable oxygen meter with a 30m sampling hose for The ship carries two Riken personal H2S and O2 ‘GasWatch’ detectors which
6.4.1 Hydrocarbon and LEL Detector testing of the cargo and ballast tank atmosphere. Operation and calibration are designed to be strapped onto the wrist of the operator. The detector unit has
instructions are carried inside the cover. The use of the equipment and any a range up to 150 ppm H2S with two alarm point settings i.e., 10 ppm and 20
Manufacturer: Riken maintenance carried out should be logged in the Log and Instruction Manual. ppm. The O2 range is 40% by volume O2 with two alarm point settings i.e., low
Model: NP-237H
19.5% and high 23.5%. The display increment value for H2S is 0.5 ppm and
No. of sets: 2 Model: OX-82
for O2 0.1% by volume.
No. of sets: 1
The ship carries two Riken portable combustible detectors designed for the
measurement of hydrocarbon gas/vapour % concentration and % LEL during The ship carries a personal oxygen meter for the testing of the atmosphere in The detector is able to display peak readings for the highest recorded H2S level
purging and gas freeing. Operating instructions are carried inside the cover of tanks that have been gas freed. An O2 detector head or extension cable line can and lowest recorded O2 level.
each unit. be fitted into the bayonet fitting on top of the unit.
The use of the equipment and any maintenance carried out should be logged in
On a monthly basis, each unit should be tested for gas sensitivity with the span the Log and Instruction Manual.
gas test sampling bags which are stored in the metal cabinet in the ship’s Illustration 6.4.3a Personal H2S and Oxygen Detector
control centre.
START UP - Press the POWER button until the alarm light turns on (approximately 3 seconds).
The use of the equipment and any maintenance carried out should be logged in
the Log and Instruction Manual stored in the metal cabinet in the ship’s control V
centre. H2S ppm O2 %
1. The Gas Watch temporarily tests 2. After several seconds, the Gas 3. The Gas Watch then displays the
all elements of the display screen, Watch automatically displays the oxygen normal screen. It is now
then displays the battery voltage. toxic gas normal screen (CO or H2S). in normal operation.
Illustration 6.4.1a HC and LEL Detector
02
ODE. DISP. AIR.
Mode Power Display Air
Issue: 1 6.4 Safety Equipment - Page 2 of 2

Part 7
Bridge Layout and Equipment
Illustration 7.1a Bridge Layout

Speed Log
Rate of Turn Indicator Rudder Angle
Digital Gyro Indicator Indicator GPS Route
rpm of Turn Repeater Indicator
Indicator Clock
Anemometer/Scope Anemometer/Scope
Direction Indicator Speed Indicator
Bridge Wings
Pushbutton Window Heater Temp. Window Wiper/Heater Window Wiper/Heater

For Whistle Window Wiper/Heater Controller No.1, 2, 3, 4 Port Controller No.1, ctr. Port Controller No.1, 2 Stb'd Window Heater Temp.
(Port and Starboard) Controller No.3, 4 Port Binocular Box Binocular Box Folding Table Controller No.1, 2, 3, 4 Stb'd
Receptacle For Morse Key
Searchlight (Port and Starboard) Window Wiper/Heater
(Port and Starboard) Controller No.3, 4 Stb'd
Coarse Board Blackboard

Rudder Angle Indicator
Table
Navigation Table
Bridge Main
Searchlight ook Rack ook Rack
Steering Console
(Port and Starboard) Pilot Radar Radar Pilot Low Type)
Stand
Chair Display Display Chair
Bridge Wing Unit Unit
Console (X-Band) (S-Band)
LAN PC
Wooden Grating For
Gyro Repeater Bridge Alarm Console
o ers
ocke
(Port and Starboard) Main Chart Table
Gyro Repeater
(Port and Starboard) VHF Portable
Transceiver
Weather Facsimile Coffee
Receiver Book Rack Drinking Locker
Bookcase (High Type) Water Fountain
Group Control Panel
GMDSS
Console
Converter PA System
Room
S & X-Band
Down Radar
Transceiver Bookcase
Down Up Auto
Inmarsat-B
Telephone
Facsimile
Inmarsat-B Down
Telex Keyboard Inmarsat-B
Telex
Issue: 1 7.1 Bridge Layout and Equipment - Page 1 of 2

7.1 Bridge Layout and Equipment Main Bridge Consoles Main Chart Table
The wheelhouse is of open plan design with the necessary equipment placed to On the right hand side of the steering stand and autopilot is the main bridge Underneath the full size chart table are drawers with sufficient space to carry
best advantage in various consoles from which the officer of the watch is able console, the first section contains the manoeuvring panel which houses the a set of charts suitable for the vessel’s trading. The following equipment is
to carry out the normal watchkeeping operations. AutoChief remote control system for the bridge, telegraph and emergency stop. supplied at the chart table:
Above these are various dimmer controls, echo sounder readout, speed log and
No.1 GPS, data select switch for GPS
In the centre of the wheelhouse and to the front is the Auto Pilot and manual horsepower meter. The second half of this console contains the whistle
steering position, to the left of this is the X-Band radar, which is incorporated controls, PA remote controller, morse key, emergency telegraph, sound Loran C receiver and power unit
in the active chart table and to the right is the bridge main console. Further to powered and auto telephones, No.1 VHF main unit and control units for No.1
Speed log digital indicator
the right are the S-Band radar and pilot chair. Directly behind both the forward and No.2 gyrocompasses. To complete the main bridge console is the second
chart table and pilot chair is the main chart table with stowage for the chart ARPA (S-Band) radar display. Magnetic compass transformer and dimmer box
folios and both gyrocompasses. To the right of the chart space is the bridge
No.1 and 2 gyrocompass (In locker below table, port side)
alarm console. In the port aft corner of the wheelhouse is a VHF portable Bridge Alarm Console
receiver, weather facsimile receiver and storage locker. Spaced along the rear Chronometer in a recessed box
of the wheelhouse starting from the port side is a bookcase with box for the The bridge alarm console is situated directly behind the main bridge console
daylight signalling lamp and battery charger. Slightly to starboard is the toilet, and contains the following: Various light/dimmer controls
then the converter room which houses the radar transceiver units, interswitch- Group Control Panel
Signal light control panel
ing for radars and radio battery charger. To starboard again of this is the
GMDSS and radio communication area, which is closed off by a curtain. Two navigation light panels The group panel is situated directly behind the main chart table and contains
Around the sides of the wheelhouse ample cupboard space is provided for the the following:
No.2 VHF main unit
stowage of flags and other bridge equipment. A SART is mounted just inside
each of the bridge wing doors. An EPIRB is mounted directly behind the Echo sounder main unit Master fire alarm panel
bridge on the port side, above the lift emergency escape trunking. Gas detection repeater panel for the ballast tanks and pump room
Alarm panel with buzzer stop and test button
Across the front of the wheelhouse are placed a variety of instruments to assist Changeover switch from At Sea to Harbour Elevator alarm, buzzer and direct telephone to the elevator
in the smooth operation of the vessel such as clinometer, course board,
Navtex Master clock
window wiper and heater controls and whistle pushbutton. The wheelhouse
main instrument panel contains the rate of turn indicator, gyro readout, speed GMDSS alarm unit Fog and gong automatic system
indication, rudder angle indicator, anemometer, clock and remote display for
Fire alarm pushbutton Rudder and course log printer
GPS. On each bridge wing there is a console containing a mini-helm, main
engine telegraph repeater, rudder angle indicator, VHF DSC handset, speed General and emergency alarm IG system indicator panel
indication and various warning lights. There is also a separate gyro repeater,
Automatic telephone NOR control movement recorder
searchlight, morse key and whistle pushbutton.
Inmarsat B telephone Deck lighting control panel
7.1.1 Bridge Consoles
Message indicator for Inmarsat B Alarm indication for the infirmary, refrigeration rooms and auto
telephone trouble
Navigation Console Alarm buzzer for Satcom-B
Start/stop for the bilge, fire and GS pumps and emergency fire pump
This consists of from left to right, the forward chart table, which holds: CRT for the alarm monitoring system
The current chart No.3 operator control panel Communications Area
No.2 GPS unit An emergency stop switch box A, B, C and D.

The radio console provides all the equipment necessary to comply with
Speed log indicator GMDSS regulations along with additional communication equipment such as:
Satcom-B, MF/HF radiotelephony and narrow band direct printing, telephone
X-Band ARPA radar display for the Satcom-B, facsimile machine for Satcom-B, automatic exchange
internal telephone, various printers and the public address main unit. Storage
Storage space is provided under the chart table for charts and bridge
space is provided for all communication publications.
equipment.
Issue: 1 7.1 Bridge Layout and Equipment - Page 2 of 2

Illustration 7.2.1a Radar Equipment

X-Band S-Band
Turning Unit Turning Unit
Transceiver Transceiver
Ship
Supply
220V
Ship Scanner
Isolation Isolation
Supply Control
Switch Switch
220V Unit
Ship
Supply
220V
Interswitch
Unit
Pulse Log Pulse Log
Step Compass Step Compass
Display B Display A
X-Band S-Band
Trackable Serial Serial Trackable

Interface Interface
External Alarms Unit Unit External Alarms
GPS GPS
Issue: 1 7.2 Integrated Navigation Equipment - Page 1 of 8

7.2 Integrated Navigation Equipment A display unit can be connected via the inter-switch to any one of the scanner The counter (nnn) will increment every second up to a maximum of 999 during
units and can be selected from that display as the master display for controlling the period that the transceiver timer is running. When the transceiver has
Maker: Litton Marine Systems that scanner, or as a slave display. The master/slave status of all displays and warmed up and is available to transmit, the timer stops and the radar standby
Type: Bridge-Master E series their specific scanner couplings can be monitored from any display unit in the message is displayed. If the transceiver is already warmed up and available to
system. transmit, after the initial 12 seconds, the standby message is displayed
7.2.1 Radar immediately.
A display unit can only be connected to one scanner at a time, and only a
master display has full control of the scanner. The controls available at a Slave Radar Start Up
Radar is an acronym of Radio Detection and Ranging and uses a source of radio
frequency power known as a transmitter to send via a transducer (antenna) elec- master display, but NOT at a slave display, are as follows:
After the initial 30 seconds, the radar standby message is displayed. The radar
tromagnetic waves at the speed of light into the atmosphere. A portion of these Selection of transmission pulse-length always powers up in standby mode.
transmitted electromagnetic waves will be absorbed by any medium which
happens to be in its path. This wave is then re-radiated from the medium again Tuning the transceiver Using the Radar Controls
at the speed of light in all directions. Some of the electromagnetic waves are Tuning the performance monitor
transmitted directly along the reciprocal course at which they were received Control Panels
and are picked up by the radar antenna which also acts as a receiver. The 7.2.2 Operating Procedures
received wave is amplified and, by use of high speed time measuring equipment The following types of control panel are used for controlling the radar:
the exact time delay can be measured and the distance of the medium Switching On the Radar
calculated. The direction from which the wave is received can be easily Simple Control Panel
measured as an azimuth bearing with reference to a selected datum point. Press the On/Off switch to turn on the radar display.
The simple control panel is made up of a number of modules, which are
Equipment Description During the start-up sequence, a series of messages is displayed in the centre of usually mounted immediately under the display monitor. A simple pointing
the video circle. The initial message indicates the type of radar and is displayed device, tracker-ball, with two associated keys (left and right), is used to control
The vessel is fitted with two radars, one X-band (3cm) and one S-band (10cm). for approximately 30 seconds. the radar and its display. The tracker-ball controls the position of the on-screen
Both radars are fitted with ARPA (automatic radar plotting aid). The cursor which is displayed as a small white arrow when positioned outside the
equipment is composed of a transceiver, scanner and a display unit with a high The messages that follow depend upon the set up chosen during the previous radar circle.
definition colour CRT. initialisation. An indication of this set up is given in the top left hand corner of
the screen. Selections are made by positioning the on-screen cursor over an object or
Information regarding the current settings and configuration of the radar are caption and clicking (press and release) with the left key. The left key is
displayed around the CRT. The MASTER (or SLAVE) caption indicates the type of display. A master duplicated on the left hand side of the control panel, to enable two handed
display has control over the radar system’s antenna and transceiver. From a operation. The right key is used on some items to provide additional function-
The display unit is fitted with a control panel, which is made up from a number master display you can switch to transmit, i.e. start the antenna rotating and the ality when available.
of modules mounted immediately below the screen. This panel contains a transceiver transmitting radar pulses. It also allows you to select the length of
simple pointing device (a tracker-ball referred to as the cursor control) with the radar pulse transmitted, to tune the transceiver and to monitor the Optional Dedicated Control Panel
two associated keys (left and right) which are used to control the radar and its performance of the radar.
display. Also contained on the panel is a two memory-card reader. Memory A dedicated control panel, which contains a number of additional pushbuttons
cards are used for storing and retrieving information such as maps and A slave display has no control over the antenna and transceiver. It must be used and rotary controls, can be fitted as an optional extra. However, the simple
recorded tracks. in conjunction with a master display. The pulse length, tuning and performance control panel is always fitted.
monitoring are all controlled by its associated master display, the controls
Both radars are equipped with automatic radar plotting aids (ARPA). Target associated with these functions are disabled on a slave display. The dedicated control panel provides individual tactile controls for specific
motion is displayed both graphically on the CRT and for chosen targets a functions. These functions would normally be accessed and adjusted using the
digital read-out is provided of all information necessary for anti collision Master Radar Start Up cursor control and associated left/right keys of the simple control panel. The
operation. controls available are as follows:
After the initial 30 seconds, the radar warm up message is displayed together
The facility is available to both draw and save navigation lines for the pre- with a 3-digit counter. Pushbuttons: RANGE UP, RANGE DOWN TM/RM,
programming of parallel index lines in order to assist in the monitoring of the TRUE/RELATIVE VECTORS, CENTRE, ACK
vessels navigational track in coastal waters. RADAR WARMING UP ALARM
PLEASE WAIT
The basic, single-scanner/single-display configuration is expanded by the nnn Rotary Controls: GAIN, RAIN (Clutter), SEA (Clutter) EBL 1,
inter-switch unit. VRM I, PANEL (Brightness)

Illustration 7.2.2a Radar Operation Motion Mode
Range RANGE
12 NM
+
_ 340
350
000
010
020
RM(T) HDG 133.80 Heading
030 N UP
RINGS OFF 330
STW 15.5 KT LOG Speed
Transceiver Selection TZ A (X) 320 040
MASTER T VECTORS 15.0 MIN Vector Mode

Status STBY 310 050
T TRAILS SHORT 3 MIN Trail Mode
Transmission Pulse Length LP 300 060

EBL
VRM
1
1
OFF
OFF
EBL 2 OFF EBL and VRM
070 VRM 2 OFF
290
NO ALARMS Alarm Display

080
280
TARGET ( )
RANGE --.- NM
090
T BRG ---.- o
270
CPA --.- NM
TCPA --.- MIN Target Functions
COG ---.- o
260
100 SOG ---.- KT
BCD --.- NM
BCT --.- MIN
250 110
OWN POSITION IGPSI

O
LAT 06 06.486 N
Performance Monitoring PM 240
120
LON
O
093 08.689 E User Specified Data
Heading Line HL UTC 08:09:3:9
130
230
Event Record EVENT AZ PI TOOLS
ENH ON 140
220 ARPA SYSTEM NAV
Video Controls GAIN Miscellaneous Function Soft Keys
210 150 CENTRE TRIAL MAPS BRILL
RAIN
MAN
SEA 200 160
190 170
Tuning TUNE AFC 180 v3.00 Help Line Area
OFF ON BRILLIANCE
RADAR
Trackball

The On-Screen Cursor Permanent prompts, when they exist, are displayed on the upper of the two The soft keys for selecting these modes of operation are located in the bottom
lines. Temporary prompts are displayed on the lower line. In the default left hand corner of the display.
When the on-screen cursor is outside the video circle it is displayed as a small condition both lines are blank, unless in standby mode when the permanent
white arrow, referred to as the screen cursor. As the cursor passes into the video prompt OFF LINE is displayed. To Select a Mode
circle it changes and is displayed as a small white cross, referred to as the video
cursor. When the auto-track (ARPA/ATA) or manual plotting (EPA) synthetics Use the cursor control to position the screen cursor over the soft key for the
(information displays) are turned OFF, an appropriate message is permanently mode required. (Usually TRANSMIT)
Screen Cursor displayed on the upper line.
Left click to select.
As the screen cursor moves over a caption or item which can be accessed, its Soft Keys and Fixed Menus
box is highlighted (drawn in white), and two small boxes (representing the left (Note ! A slave display can only be switched to TRANSMIT if its associated
and right keys) appear next to the arrowhead cursor. One or both of these boxes A series of functional soft keys are displayed in the bottom right hand corner master display is in transmit mode.)
is filled in white to indicate which key(s) are active and available for selection. of the display.
Operating Procedure in Transmit Mode
If a caption box is not highlighted as the cursor passes over it, it indicates that A left click on any one of these keys will reveal a fixed menu and a new set of
the caption or item inside the box cannot be accessed in the current mode. soft keys associated with that menu. The menu appears in the area immediately a) After warm up select transmit mode.
above the soft keys.
Menu options and adjustable parameters selected by the screen cursor are b) Select transceiver.
displayed in yellow while they are being adjusted. If a particular menu option A right click on some of the function soft keys will provide additional func-
is not available it is not highlighted when the screen cursor is positioned on it. tionality, for example, switching the maps in the video circle ON or OFF. c) Check user specified data such as own ship position, waypoint
Options that can never be selected because of the current radar configuration, data, wind and depth and rudder angle which are displayed in the
are NOT shown. Items from the menu are usually selected by a left click. bottom right hand side.
Video Cursor Drop Down Menus d) Select range scales and range rings. Ranges can be selected using
the +/- keys or drop down menus.
Whenever the video cursor is displayed, a dialogue box giving a read-out of the Where there are a number of fixed selections for a particular parameter, for
cursors position within the video circle, replaces the usual function soft keys example RANGE in the top left hand corner of the display. A left click will e) Check the transceiver tuning. The indicator is located at the
shown in the bottom right hand corner of the display. By default this box gives reveal a drop down menu of the alternatives available. bottom left hand corner of the screen. Auto or manual tuning can
cursor range and bearing (from own ship) and cursor lat. / long. be used.
A drop down menu is usually displayed in the vicinity of the screen cursor
(Note ! Soft keys are small boxed areas of the screen, usually containing a when the selection is made. Once a menu is displayed, the cursor is restricted f) Set video gain. The video gain can be adjusted using the shaded
single caption, which respond in much the same way as the dedicated function to the area within the menu and selections are made with a left click. A right bar behind its associated caption. Always adjust the gain setting
keys of a computer keyboard.) click will close the menu without taking further action. while on the range scale of 12 or 24 miles. A light background
speckle must be present to achieve the best target detection and
In TRANSMIT mode, the range and bearing of the cursor are relative to own Selecting a Mode of Operation long range performance. A temporary reduction in gain can be
ship’s position. In STANDBY mode, the range and bearing are relative to the beneficial when searching for targets in rain or snow conditions.
centre of the video circle. From the STANDBY display, there are three mode selections available,
g) Set anti-clutter sea control. Use the anti-clutter sea control to
(Note ! If, when in TRANSMIT mode, own ship’s position is lost, or there is TRANSMIT: reduce sea clutter to an operational level where some residual
a compass error, the lat./long. readings are replaced by dashes.) The normal operational mode. The antenna is rotating and the transceiver clutter speckle is present. The setting must permit small targets,
transmits and receives radar pulses enabling a radar picture to be displayed. often as similar signal strength to the sea clutter returns to be
Help Area detected.
INITIALISATION:
A help area consisting of two lines of yellow text is given in the bottom right The system initialisation mode. This is used to set up the system parameters Always use the control with great care. Avoid setting the control to completely
hand corner of the display. during installation. remove all sea clutter, as this will reduce the detection of small targets. The
setting should be periodically checked as prevailing sea conditions change.
This area is used to provide prompt information when, for instance, the user is MONITOR TEST:
trying to make a selection which conflicts with the existing set up. The test mode. This is used to set up the monitor, e.g. geometry,. pre-set
contrast etc.

Range RANGE
12 NM
+
_ 340
350
000
010
020
030 N UP
RINGS OFF 330

Status STBY 310 050

EBL
VRM
1
1
OFF
OFF
070 VRM 2 OFF
290

080
280
TARGET ( )
RANGE --.- NM
090
T BRG ---.- o
270
CPA --.- NM
COG ---.- o
260
100 SOG ---.- KT
BCD --.- NM
BCT --.- MIN
250 110
OWN POSITION IGPSI

O
LAT 06 06.486 N
120
LON
O
130
230
ENH ON 140
220 ARPA SYSTEM NAV
RAIN
MAN
SEA 200 160
190 170
OFF ON BRILLIANCE
RADAR
Trackball

h) Set anti-clutter rain control. Use this control to optimise t) Set navigation data. The display of waypoints, routes and steering Head-Up Unstabilised display. The ship’s heading marker is
suppression of rain clutter, i.e. balance the detection of targets data, is switched on and off using the navigation (NAV) soft key. always shown vertically upwards indicating straight
within the clutter region with detection of those outside the clutter This key also provides access to the navigation menu and certain ahead movement.
region. Excessive suppression can cause loss of small targets. It is editing facilities.
advantageous to use this control to search for targets in the clutter North-Up Stabilised display. The bearing scale shows 000 at the
region, returning the control to zero after the search. Heading Display top of the video circle (assumed to be true north). The
ship’s heading marker is shown at the appropriate
i) Set enhanced video mode. This provides an improvement in the To align the compass: bearing.
presentation of small short range targets.
1. Position the screen cursor over the heading readout. Course-Up Stabilised display. On selection of course-up mode the
j) Select radar transmission pulse length. The current selection of ship’s bearing is shown at the top of the video circle
pulse length is indicated in the PULSE LENGTH soft key at the 2. Left click to access. Heading is displayed in yellow. with 000 eliwhere on the circle, still representing true
left hand side of the display. north.
3. Move the cursor control left or right to change the heading. The
k) Set brilliance using the soft key at the bottom right of the display. heading should be the ship’s head derived from another source. Presentation mode can be set as follows.
l) Check heading and speed display. The ship’s heading and speed 4. Left click to accept the new heading. 1. Position the screen cursor over the Presentation Mode field.
are displayed at the top right corner of the display.
Speed Display 2. Left click consecutively to toggle through the available options
m) Select presentation mode. The selection field is located to the left either ‘N UP’, ‘H UP’ or ‘C UP’.
of the heading and speed displays. Data from the compass can be
Speed can only be input when manual speed mode is selected.
processed to produce a correct stabilised display. Select NORTH Motion Modes
UP or COURSE UP.
1. Position the screen cursor over the manual speed mode.
The motion mode determines whether own ship moves across the radar picture
n) Select motion mode. The motion mode determines whether own or remains at a selected point and how the trails of moving targets are
2. Left click to select.
ship moves across the radar picture or remains at a selected point, displayed.
and how the trails of moving targets are displayed.
3. Position the screen cursor over the speed readout.
Modes available for selection are:
o) Select vector mode. Vectors are shown on the radar display to
4. Left click to access. Speed is displayed in yellow.
indicate the velocity (speed and direction) of own ship and RM ( R ) Relative Motion-Relative Trails, own ship is displayed at a
moving targets. The length of the vector indicate speed and the fixed point in the video circle (normally the centre) and all
5. Move the cursor control left or right to change the speed.
bearing indicates direction. target trails are shown relative to own ship’s movement. This
means that stationary targets will have trails if own ship is
6. Left click to accept the new speed.
p) Select trails mode. Decaying video trails, showing the history of moving.
the targets movements can be displayed in addition to the target
vectors. The manner in which the trails are displayed depends on Presentation Modes
RM ( T ) Relative Motion-True Trails, own ship is displayed at a
the motion mode in use. selected point in the video circle (normally the centre).
The Motion Mode and Presentation Mode selection fields are located in the top However, as with true motion, the target trails show their true
q) Set EBLs (electronic bearing lines). Two EBLs are available and right corner of the display, immediately to the left of the heading and speed direction. Therefore, stationary targets do not generate trails.
can be displayed simultaneously in the video circle. displays and are available in both standby and transmit modes. The advantage of this mode over true motion is that a
constant range ahead of own ship is always displayed, so there
r) Set VRMs (variable range markers). Two VRMs are available The Vector Mode and Trail Mode selection fields, located beneath the heading is no need to reset the display.
and can be displayed simultaneously in the video circle. and speed displays are only available in transmit mode.
TM True Motion, own ship moves across the video circle.
s) Set target data. In transmit mode, any targets that appear on the Data from the compass can be processed to produce a correct stabilised Stationary targets therefore do not produce any trails.
radar display within 40 nautical miles can be plotted or tracked. display. There are two types of display available, NORTH-UP and COURSE-
Once a target has been plotted or acquired, information relating to UP. Without a compass input, the display is unstabilised and is shown with the
the target’s proximity to own ship and its speed and bearing is ship’s heading marker vertically upwards indicating straight ahead movement
maintained until the target is cancelled. (Head-Up mode).

Range RANGE
12 NM
+
_ 340
350
000
010
020
030 N UP
RINGS OFF 330

Status STBY 310 050

EBL
VRM
1
1
OFF
OFF
070 VRM 2 OFF
290

080
280
TARGET ( )
RANGE --.- NM
090
T BRG ---.- o
270
CPA --.- NM
COG ---.- o
260
100 SOG ---.- KT
BCD --.- NM
BCT --.- MIN
250 110
OWN POSITION IGPSI

O
LAT 06 06.486 N
120
LON
O
130
230
ENH ON 140
220 ARPA SYSTEM NAV
RAIN
MAN
SEA 200 160
190 170
OFF ON BRILLIANCE
RADAR
Trackball

In order to select the motion mode required Two annular and two polygonal acquisition zones are available. Annular zones When the lines are switched ON all defined index lines are displayed. A left
are always displayed relative to the ship’s head. click will reveal the EDIT INDEX LINES menu which is used for creating and
1. Position the screen cursor over the motion mode field. defining index lines.
When a target enters an auto-acquisition zone an AZ ENTRY alarm is raised
2. Left click consecutively to toggle through the available options. and the auto-acquisition zone violation symbol is displayed. Search And Rescue Transponder
Automatic Targeting and Radar Plotting Aid (ATA /ARPA) Target Data A Search And Rescue Transponder (SART) may be triggered by any X band
(3cm) radar within a range of approximately 8 miles. Each radar pulse received
Target Acquisition causes it to transmit a response which is swept repetitively across the complete
TARGET Target identification number/name
radar frequency band. If the SART is within range the frequency match will
Targets can be acquired manually by the operator or automatically using RANGE Range of target from own ship produce a response on the radar display as a line of twelve dots equally spaced.
operator definable auto-acquisition zones. When a target enters an auto- T BRG Bearing of target from own ship
acquisition zone an alarm is raised and the target is acquired. Auto-acquisition When looking for a SART on the radar it is preferable to use the 6 or 12 mile
zones are available in all presentation and motion modes. CPA Closest point of approach to own ship range scale as the total displayed length of the SART response may extend 9.5
miles beyond the position of the SART.
TCPA Time to Closest Point of Approach
Target Tracking Limitations
CSE/COG Targets Course through the Water (CSE) or Course
When the maximum number of targets are being tracked, the TRACKS FULL Over the Ground (COG)
alarm is raised and another target cannot be acquired until one or more targets STW/SOG Targets Speed Through the Water (STW) or Speed
are cancelled. Over the Ground (SOG)
If the radar is switched to standby, all targets will be cancelled automatically. BCR Bow Crossing Range
BCT Bow Crossing Time
Already acquired targets are dead reckoned (DR) when within 0.25nm of own
ship. The target for which data is shown, can be selected by left clicking on an
acquired target in the video circle. The selected target is identified in the video
Manual Acquisition of Targets circle by a small square symbol centred on the plot origin.
Manual acquisition is only available on range scales 0.5nm or greater. When a Parallel Index Lines
target is acquired it is automatically assigned an identification number. Target
numbering always starts at 1 and goes up to a maximum number of 40. A target The Parallel Index Line (PI) facility allows up to four index lines to be
is assigned the next number in the sequence. displayed simultaneously. The lines span the entire video circle irrespective of
the range scale in use, and are retained in the working memory. They are
Acquiring a Target available in all presentation modes.
1. Position the cursor over the target in the video circle. Index lines are available on range scales of 0.25nm and above.
2. Left click to acquire the target. An initial tracking symbol is Each index line is defined by the range of its closest point to own ship, its
displayed centred on the targets estimated position. After 16 plots, bearing and its line type. Bearings are true when in a stabilised presentation
this initial tracking symbol is replaced by the target vector, mode, but relative to own ship’s head when in unstabilised mode.
indicating the acquired targets speed and direction.
To activate the index lines:
Auto-Acquisition Zones
1. Position the screen cursor over the PI soft key which is located in
If the system is configured as Automatic Tracking Aid (ATA) or Automatic the bottom right corner of the display.
Radar Plotting Aid (ARPA) then auto-acquisition zones will be available. In
this case the AZ soft key is used to select and define the zones. 2. Right click to toggle the lines ON or OFF.

Illustration 7.3.1a Steering Stand
Heading Repeater DTR 600
Sperry
On/Off
Sperry
Issue: 1 7.3 Autopilot System - Page 1 of 9

7.3 Autopilot System Automatic Mode Potentiometers
7.3.1 Steering Stand The automatic mode, like Track and Navigation control, provides automatic The three potentiometers are mechanically aligned with the helm wheel
heading control. The ADG 3000 continuously monitors dynamic parameters, through gearing. Two single potentiometers are used as helm input for a dual
The steering stand, which is situated in the centre of the wheelhouse directly such as ship’s heading and speed, to adapt the steering control output to steering system and the third potentiometer provides the helm angle to the
aft of the manoeuvring console, is the position from which manual steering of provide course keeping with minimal rudder motion. The individual automatic display assembly for displaying the helm order and direction. A section of the
the vessel will normally take place. The stand is fitted with a wheel on the aft functions are selected directly from the autopilot. potentiometer provides a steering failure alarm.
side, which the helmsman uses in conjunction with the rudder angle indicator,
and the gyrocompass display to steer the vessel. Equipment Description
Display Assembly
The magnetic compass is conveniently situated on the deck above the steering The helm steering assembly consists of a helm wheel, a display assembly, a
The display assembly is a micro controller based circuitboard, which provides
stand, along with a voice pipe for communication and conning in the event of switch assembly and three potentiometers.
a digital readout of helm order (in degrees). It contains LED light bars, which
gyro failure.
provide panel illumination of the switch assembly. The display assembly
The potentiometers contained in the unit are driven through the gearing
contains LED light bars, which illuminate behind arrows on the switch
The compass card can be viewed through a periscope, with adjustable attached to the helm wheel. The helm order is displayed numerically through
assembly. The arrows indicate the direction wheel rotation and approximate
reflectors to provide a good viewing angle. Lighting for the compass card is an overlay switch panel using two 7-segment displays. Lighted arrows below
supplied from the emergency electrical supply. position (off centre, 1/3, 2/3, and full hardover). The display assembly also
the seven segment displays indicate helm order, direction and rough
contains the circuitry for dimming the LEDs and houses the circuitry for lamp
magnitude. Helm order is adjustable for maximum rudder angles of 20° to 75°.
The hand wheel steering is of the follow-up type. The helmsman puts the hand test and helm advisor functions.
The ratio of helm order to wheel angle is variable. Wheel movement near
wheel to a rudder position and the rudder follows to the requested angle, which midships, where fine control is desirable, gives helm orders similar to that
is shown on the rudder angle indicator. Switch Assembly
which would be provided by a conventional helm having approximately four
turns hardover to hardover. With this variable ratio helm, however, the ratio of
A changeover switch on the steering stand is used to set the steering mode to The switch assembly contains three switches (PREVIEW, TEST, and
rudder order to helm angle at higher values, where fine control of the rudder is
either AUTO, FU (helm), NFU (non follow up tiller) or RMT DIMMER), associated legends for the switches and for the HELM ORDER
not required, is increased logarithmically so that the total range of the rudder
LEDs, and eight indicator arrows that are illuminated by LED light bars on the
travel can be ordered in less that one full turn of the wheel.
FU mode display assembly (four for port and four for starboard). Back panel lighting of
the switch assembly is supplied by LEDs mounted on the display assembly.
A selection switch on the display assembly allows the helm to be configured
In FU (follow up mode) when the operator changes the position of the helm
wheel, the rudder begins to move and keeps moving until it reaches the ordered for linear or non-linear steering gear. Selection of non-linear mode allows the
position indicated on the helm. installer to calibrate the helm order display, using trim potentiometers for
modifying the displayed helm order, to match non-linear steering gear.
NFU mode
The mode switch input from the steering control system to the helm steering
In the case of NFU tiller steering, the rudder moves in the pre-selected assembly is used to enable or disable the helm order display. While operating
direction as long as the tiller is being actuated. The position of the rudder in the steering system in the non-helm mode, the PREVIEW switch allows the
this case can be verified by observing the rudder angle indicator. helmsman to momentarily display the helm angle, which would be ordered
when the helm is again selected as the controlling device. Dimmer keys are
Remote Mode provided for brightness control. They allow the intensity level of the displays
on the unit to be adjusted when operating the steering system in any mode.
The remote mode (RMT) selects analogue helm order signals from the port or
starboard bridge wing mini-wheels. When the mode switch selects RMT, the Helm Wheel
autopilot remains in AUTO until the ACCEPT button at one of the remote
stations is pressed. The Autopilot then goes in standby as indicated on the The helm wheel provides helm order inputs to steer the ship when the HAND
mode portion of the display unit. To switch between remote stations it is only mode of steering is selected. The helm wheel allows for 1600 rotation ± 50 in
necessary to press the ACCEPT button at the required remote station. each direction from centre. The helm wheel is mounted to a shaft equipped
with a gear, which mechanically drives the variable resistors.
The helm wheel and the casting have markings, which show the helm wheel's
centre position. The hub also contains hash marks, which show 50 and 100 cor-
responding to a linear 350 rudder steering system.

Illustration 7.3.1a Steering Stand
Heading Repeater DTR 600
Sperry
On/Off
Sperry

Procedure for the Operation of the Helm Steering Assembly Equipment Shutdown Procedure
Start Up Procedure a) Position the rudder to midships. The rudder angle indicator should
show zero degrees.
a) Set the circuit breaker supplying power to the helm steering
assembly to ON. All displays and legends are blank if not in the b) Position the circuit breaker supplying power to the helm steering
helm mode. assembly to OFF. The indicators on the helm steering assembly
are not lit.
b) Verify that the steering control system is in the non-helm mode,
that the helm order display and legend are blank and also that the c) Turn the steering gear off.
test and preview legends are blank.
c) Press the PREVIEW switch. The helm order display shows the
current helm order. The appropriate arrow indicator is lit if the
helm wheel is not set to zero helm order.
Helm Wheel Steering
(Note ! Before entering the helm mode of steering, verify that the helm wheel
is set to the desired helm order.)
a) Press and hold the PREVIEW switch. The helm order display
shows the helm order, which will be used if the system is switched
to the helm mode. The appropriate arrow indicator is lit if the
b) Rotate the helm wheel to set the desired helm order before
entering the helm mode of steering. The helm order display shows
the pending helm order. The appropriate arrow indicator is lit if
the helm wheel is not set to zero helm order.
c) Confirm that the mode switch on the steering control system is set
to HELM. The helm order display and preview legend is not lit on
the display assembly. The appropriate arrow indicator is lit if the
d) Set the intensity of the display by using the dimmer increase and
decrease switches.
e) Move the helm wheel. The helm order display shows the helm
order. The rudder order position agrees with the helm order value.

7.3.2 Gyrocompass Heading north or south, however, the ship’s velocity forms an angle with the
velocity of the earth. The gyro spin axis lines itself up with the apparent
The C. Plath Navicat X/mod 10 gyrocompass is a compact design allowing it meridian, which is perpendicular to the resultant velocity. In this way the
to be used as a direct reading steering compass. indication suffers a deviation from the north.
Design and Main Features As the ship’s speed, compared to the rotationary speed to the earth, is only
small, the angle is, in general, only small and can be neglected in some cases.
All electronic components in the microprocessor controlled power unit are Correction values for speed latitude error can be taken from tables in the man-
plug-in modules, providing fast and easy servicing. ufacturer’s manual.
Additional features of the PCU are central synchronisation of all heading

repeaters, built-in test equipment providing a monitoring and alarm function of
all voltages, gyroscope current and the follow-up system.
The gyrosphere’s method of being supported by buoyancy ensures north

stabilisation during short power failures. For example, after a three minute
power failure no more than 2° of deviation can be expected. Once power
has been restored the gyrocompass will return to the correct heading
without requiring the usual settling period.
The combined effect of twin rotors and the liquid damping system prevent
latitude error.
There is an automatic changeover to the 24 volt emergency power supply in

accordance with GMDSS Rules for Inmarsat SES Terminals.
A 3600 and a 100 compass card along with a lubber line display the vessel’s
heading. A dimmer is provided to adjust the illumination of the unit. Audible
and visual alarms are provided to indicate malfunctions of the system.
Operating the Gyrocompass
Operation is mainly confined to the switch on procedure.
The unit is switched on at the main switch. As the gyrosphere requires three
hours to settle to geographic north, it is recommended that the gyrocompass
system be switched on three hours before departure and should only be
switched off during long docking periods.
Correction of the Speed Latitude Error
When the ship is at rest, the gyrocompass indicates the true north. When the
ship is travelling, a small correction is to be applied, i.e. the speed latitude error
(SLE). It arises from the combination of the ship’s speed with the rotation of
the earth.
When the ship is heading due east, the rotationary velocity of the earth and the
ship’s velocity fall in the same direction, when heading due west they fall in a
contrary direction. In both cases, speed latitude error does not occur.

Illustration 7.3.3a Gyrocompass and Autopilot Systems
Typical NAVIGAT X/mod 10

System Gyrocompass
Radar
Heading Signal 6 steps/o

Navcomputer
Plotter
Autopilot Display Unit
Heading Via RS-422 Interface STATUS

Satnav, GPS,
AUTO Sperry ADG 3000 VT
ADAPTIVE DIGITAL GYROPILOT
CONTROLS ALARMS
ADAP/MAN HEADING
134
TEST MUTE
RUDDER
LIMIT
Digital
Repeater RATE ORDER
Electronic Power ORDER
Power Input and Control Unit
MODE: AUTO
PRESET
[AUTO ONLY] PRESET
Bearing Repeater
in Stand
Console Repeater
Bulkhead Repeater Course and Rudder
33
0
340
350 360 10 20
30
40 350 360 10 20
Angle Recorder
32
0
0
340 30
33 40
0
0
50
31
32
3 4
00
60
50
31
03
3 4
00
70
60
2
270 280 29
03
70
80 90 100 110
2
270 280 29
80 90 100 110
6
1
ANSCHUTZ
0 260
6
1
ANSCHUTZ
0
0 260
7
0 25
12
9 8
24
0 25
0
13
12
0
8
23
9
0
24
14
13
0
0
0
22
23
15
10 0 14
0 2 160 0 0
170 180 190 20 22 15
10 0
160 0 2
170 180 190 20
Heading Signal 300 steps/o

7.3.3 Autopilot iv) An analogue rudder order output signal that is capable of driving two NFU indicator
independent rudder servo amplifiers.
Description Illuminates to show the takeover non-follow up controller (not part of the
v) Direct connection to external heading reference or navigation. autopilot) is active.
The ADG 3000 VT (Adaptive Digital Gyropilot) Steering Control is a digitally
controlled unit, which uses a microprocessor to control the rudder. The vi) Built-in self-test and continuous system monitoring. ADAP/MAN Display
autopilot continuously monitors the ship’s steering dynamics and adapts the
parameters of the generated control signals to provide the most efficient vii) Full alarm complement via the display unit and the alarm contacts. Display shows an ‘A’ if adaptive (automatic) gain selection is chosen to
control of the rudder consistent with the ship’s heading and selected course. compensate for sea conditions. If a fixed gain setting is chosen, the display
The adaptive nature of the autopilot is to provide minimum rudder motion, Display Unit shows a number from one through to seven. One is the highest gain, seven is
which maintains ship stability while maximising fuel economy. the lowest.
The display unit (Illustration 7.3.2a) contains the operator controls and
The autopilot provides the control and display functions along with circuits When the ADAP/MAN control is set to adaptive, the autopilot automatically
indicators used for autopilot operation. The display unit contains displays that
which process the control inputs, generate the display response and determine determines the gain, based upon heading error and rudder activity, to maintain
indicate the current heading, the ordered heading, the rudder order and other
the rudder command. The various steering functions are selected by means of ship stability while maximising fuel economy. When manual selection is
information used when steering in the autopilot mode. The display unit also
the display unit, which enables the operator to choose the mode of steering wanted, the operator selects a high numerical setting to prevent excessive
control and any limits or special commands associated with the selected mode. contains a Liquid Crystal Display (LCD) which displays information during rudder activity in heavy seas, or selects a low numerical setting to provide
installation, operation and troubleshooting. Light Emitting Diodes (LEDs) are tighter heading keeping.
The autopilot is used to automatically steer to a selected order using one or two used in the assembly to provide back panel lighting, which illuminates to
externally provided heading references. The heading order can be selected by indicate the operating mode and highlight the operator controls. Also included Rudder Limit Display
a human operator or by an electronic navigator. on the display unit are controls used for testing the system, for adjusting the
intensity level of the display unit indicators for day or night viewing and a Displays the current rudder limit set by the operator.
The autopilot has provisions for indicating both automatic and manual steering control which is used for muting the audible alarm.
modes. Automatic steering can be performed from the following three different Rate Order Display
automatic steering modes if configured during installation: Controls and Indicators
Displays the current rate order or OFF if rate control is turned off.
AUTO mode Status Switch
CONTROLS Display
Performs automatic heading keeping using heading data from the gyrocompass Used to select the automatic steering mode.
and the operator’s order setting. Displays information relating to the operation of the autopilot.
Auto Indicator
STANDBY mode is indicated when the external steering mode switch input is Increase Scroll Switch
not selecting the autopilot for steering control. Illuminates to show that the autopilot is using the heading data from the
compass and the operator’s ORDER setting. Increases the selection setting displayed in the CONTROLS display.
NFU mode is selected when the operator moves the NFU controller to an
active state. Track Indicator Decrease Scroll Switch
Basic Autopilot Features Illuminates to show that the autopilot is using order inputs from an external Decreases the selection setting displayed in the CONTROLS display.
navigator and the cross track error is corrected by the autopilot to steer the ship
i) Adaptive steering control which provides automatic adjustment of the ship Controls Switch
toward a waypoint over a designated track over the ground.
control parameters.
Enables the CONTROLS display and cycle through the list available operator
STBY Indicator
ii) Minimum rudder motion which in turn produces maximum stability and selectable control settings.
fuel economy. Illuminates to show that the external steering mode switch has selected a
Controls Indicator
steering mode other than autopilot for steering control and also to indicate
iii) Computerised calibration at installation using CALCON which sets the heading reference alarm when an excessive rate of change of heading has been
controller gains and time constants specific to the ship’s design in heading Identifies the CONTROLS display.
detected which indicates a heading signal fault.
keeping and vessel manoeuvring modes.

Sperry ADG 3000VT Adaptive Digital Gyropilot Steering Control

Rate Order Switch Mute Switch c) Hold the ALARM TEST switch depressed for several seconds to
test the functioning of all control panel indicators and the audible
Selects the turn rate order to be shown on the CONTROLS display. This turn Silences the audible alarm. Also used to scroll through the list of fault alarm.
rate order will be followed during manoeuvres when the ADO 3000 VT is in messages displayed in the CONTROLS display.
the AUTO mode. d) If required, synchronise the autopilot heading display to all
Decrease and Increase Switches compasses (see paragraph 2-4.12 and 2-4.11 in manufacturer’s
Rudder Limit Switch manual).
Adjusts the brightness of the display panel.
Selects the rudder limit to be displayed on the CONTROLS display. This limit
may be set to any value between 1° and the ship’s maximum rudder angle. This e) If two compasses are installed on the ship, select the desired
is the effective rudder limit, based on the calculated bias or "weather helm," Preset Switch compass that will serve as the primary source for the ship’s
and thus may differ from the actual rudder angle. heading input (as described in paragraph 2-4.11 in manufacturer’s
Selects the PRESET mode for order entry. manual).
Rudder Limit Indicator
Accept Switch f) Select the operating mode for the autopilot (as described in
An indicator to show that the rudder order output is equal to the selected rudder paragraph 2-4.1 in manufacturer’s manual). Press the STATUS
limit. Enters the PRESTO value from the PRESTO display as the current heading switch. The controls display will indicate the available auto
order for display in the ORDER display. features. Use the increase or decrease buttons to move to the
ADAP/MAN Switch feature required namely AUTO, NAV or TRACK.
Accept Indicator
Used to show the gain selection on the CONTROLS display. Fault Acknowledgement
This indicator lights steadily to show the PRESET mode is selected. Indicator
Heading Display
flashes to show the PRESET order must be accepted to become active. After completing basic power checks, the system will proceed with internal
Displays the heading data from the currently selected compass. The display status checks. If any failures occur doing this check, an alarm will sound. An
flashes the last known heading whenever re-synchronisation is required, such Order Control Knob advisory message will appear on the LCD when the MUTE switch is pressed
as during power-up or after a compass fault has been detected when non- and held. (Refer to Chapter 5 in the manufacturer’s manual for the correct
synchronous heading data is being used. Enters a heading order when operating the autopilot in AUTO. The heading actions when fault conditions are indicated.)
order change cannot exceed 1450 from the current heading.
Off Course Indicator Operation in Automatic (AUTO) Mode
Preset Display
The OFF COURSE alarm detects failure of the steering equipment to achieve a) Adjust the autopilot front panel controls to the desired settings for
and maintain an ordered heading while in AUTO, NAV or TRACK mode. Displays the value entered using the order control knob when the PRESET this mode.
mode is selected.
Test Switch b) Verify that the steering control system has selected the autopilot.
Order Display
When this switch is operated the audible alarm sounds for one second and all c) Press the STATUS switch to select the AUTO mode. When the
LED indicators and the displays on the control unit are lit. When the switch is Displays the current heading order (in one-tenth of a degree resolution) of the AUTO mode is selected, the autopilot response will depend on the
released, the indicators and displays return to their previous state. autopilot. previous mode in use. In each case there is no change in the
effective heading-to-steer on mode transition, i.e. the transfer is
System Indicator Procedure for the Start up of the Autopilot seamless.
This indicator flashes and the audible alarm sounds when the system processor a) Apply power to the autopilot by rotating the steering control d) Rotate the ORDER knob until the desired heading-to-steer
detects an internal malfunction or one of the external sensor inputs. The SYSTEM switch to the desired PORT, STBD, or BOTH position. appears on the digital ORDER display.
indicator remains lit steadily after the alarm is acknowledged until the fault is
cleared from the system. b) Adjust the panel lighting intensity for day or night visibility, as (Note ! ORDER and all control settings may be changed at any time whilst
appropriate. The initial intensity level for the LEDs is full operating in AUTO mode.)
Compass Indicator
brightness, and the intensity level for the back panel lighting is
full dimness. For operating in Nav and Track modes see paragraph 2-4.1 in the manufacturer’s
An indicator flashes and an audible alarm sounds when the system processor
manual.
detects an error in any heading input data. The indicator remains lit steadily
after the alarm is acknowledged until the fault is cleared from the system.

Illustration 7.4.1a Main Engine Control System
ECR Console With Control Unit

Bridge Telegraph
Dead
Slow
Slow
A
Half H
E
A
Power Unit Full
D
Max.
Ah.
A
S
T
E
R
N
Actuator
Remote Control
System
Scavenger Air
Pressure
Safety
System
Tacho
Pickups
Issue: 1 7.4 Main Engine Manoeuvring Control - Page 1 of 8

7.4 Main Engine Manoeuvring Control The engine room unit has emergency telegraph pushbuttons grouped according 2. Control Location
to AHEAD, ASTERN and STOP commands. The names on the telegraph
7.4.1 Controls handle and the pushbuttons are self-explanatory. Provides information about which operator station is controlling the engine.
Engine Telegraph System (ETS) The panel on the bridge is equipped with an auto dimmer, which senses the Emergency
room lighting and varies the intensity of the LEDs accordingly. This LED indicator is illuminated to indicate that control of the main engine is
Manufacturer: NORCONTROL Automation AS from the emergency operator station in the engine room. It indicates that there
Model: AutoChief - 4 Sub-Telegraph System is a direct communication between the bridge unit and the engine room unit.
Description The sub-telegraph system consists of four panels, these being Sub-Telegraph Control Room
Mode, Control Location, Telegraph Status and System: The LED is illuminated to indicate that control of the main engine is from the
The ETS performs two basic functions. These are: operator station in the engine control room. It indicates that there is direct com-
1. Sub-telegraph Mode munication between the bridge and the control room unit in the engine control
1. To allow an operator to initiate engine change commands from the room.
designated control location directly to the engine via the remote It provides information about the level of operator-interaction with the main
control system. These changes can also be communicated, via the Bridge
engine:
ETS pushbuttons and telegraph handle, to an operator who will This LED is illuminated to indicate that control of the main engine is at the
bridge, via the bridge control/governor system and that all conditions for
implement these commands in the engine control room or locally FWE (Finished With Engines)
bridge control are fulfiled.
at the engine side manoeuvring station. This pushbutton selects the FWE mode when the ship is in port and no further
operator-interaction is required. 3. Telegraph Status
2. To transmit messages between the bridge, engine control room
and engine room via the sub-telegraph system pushbuttons. The Standby Provides information on the status of the engine telegraph system:
sub-telegraph system also includes monitoring of certain safety This pushbutton selects the STANDBY mode to indicate that constant
functions and it can operate independently of the engine operator-engine interaction is necessary. For example, entering or leaving a New Command
telegraph. port or in manoeuvring situations which require constant use of the main LED is illuminated when a new command is received at the unit. The LED will
engine. be extinguished when the command is acknowledged.
An order printer logs the engine telegraph system commands and every four
hours in Full Away On Passage (FAOP) mode. FAOP (Full Away On Passage) Wrong Way
This pushbutton selects the FAOP mode to indicate that the ship is at sea, under LED is illuminated when the given telegraph command, and the responding
The engine telegraph system comprises of one engine telegraph unit at each of normal sailing conditions, and that no operator engine interaction is expected. rotational direction of the propeller shaft, do not correspond.
the following locations:
The sub-telegraph system also includes monitoring of the following: RCS (Remote Control System) Not Ready
Bridge This LED is illuminated when the remote control system is not ready to assume
FWE loop abnormal. command of the engine. An audible alarm also sounds.
Engine control room
Engine room local manoeuvring station Used in conjunction with the FWE mode only. If an alarm 4. System
condition exists the LED indicator is illuminated and an audible
Engine Telegraph System (ETS) Provides pushbuttons for silencing audible alarms/signals and testing LED
alarm is sounded.
indicators, as well as a LED indicator for the system’s self-monitoring status:
Each engine telegraph unit comprises a front panel, with pushbuttons marked The sub-telegraph system will initiate an alarm condition if a
on the panel and light emitting diode (LED) indicators giving status Lamp Test
request is received, and acknowledged, for FWE mode before the When pushed for less than three seconds, this pushbutton will test all the LED
information. The ETS panel, its pushbuttons and their functions are described following monitored safety functions are performed:
in the following sections. indicators on the ETS panel by illuminating all lamps. When pressed for more
than three seconds, this pushbutton will initiate the on-line test for all lamps
Control air not vented and pushbuttons.
The bridge and engine control room units each have a telegraph handle which
can be used in a stepped position for pre-defined engine rpm settings, or, by Safety air not vented
Sound Off
turning the handle 90°, it is possible to obtain incremented engine rpm control, Start valve not blocked Is used to silence audible alarms.
i.e. exact rpm settings.

Illustration 7.4.1b Main Engine Control Panels on the Bridge
START AIR PR. COMMAND RPM. ENGINE RPM.
AHEAD AHEAD
kg/cm2 ASTERN ASTERN
ERGENC
EM
ALARM INDICATION
Y
SAFETY OTHER SETPOINT
STATE
FUNCTIONS ALARMS LIMITER
SHUTDOWN
NOT
MANUAL
START
REMOTE CHIEF STOP
SLOW INTERLOCK CONTROL RPM
CANCAL-
ABLE DOWN FAILURE LIMIT
SHUT SLOW TURNING CRITICAL ENGINE

START
DOWN
CANCAL-
DOWN
CANCAL- FAILURE GEAR DIMMER SPEED CRITICAL
ABLE ABLE ENGAGED SETPOINT SPEED
SHUT SLOW SLOW

DOWN DOWN
START AIR
PRESSURE TURNING
ENGINE
OUTPUT
HANDLE NOR
ACTIVE ACTIVE LOW FAILURE LIMIT
MATCH
ETU CONTROL
Engine Telegraph Unit
ALL AUX. SUBTELEGRAPGH MODE
OVER- EMERGENCY
BLOWERS
SPEED STOP
FAILURE
FWE
STAND
FAOP Dead
BY
Slow
Slow
A
CANCEL FUNCTIONS OTHER FUNCTIONS Half H
CANCEL
CANCEL
LAMP COMMIS.
E
CANCEL
SHUT CANCEL
SLOW SLOW VIT
DOWN
SHD DOWN
SLD LIMITATION
SPEED
LOAD
PROGRAM
TURNING LOW NOX TEST LOCK
Full
A
EL.SHAFT
CONTROL LOCATION
D NOR
SEA MANOEUV WARNING EMER CONTROL
MODE MODE GENCY ROOM
BRIDGE
ETU EMERGENCY SYSTEM CONTROL
RESET Engine Telegraph Unit
Max.
TELEGRAPH STATUS Ah.
FULL
NEW
COMMAND
WRONG
WAY
RCS
NOT
READY
A A
S H HALF
MISCELLANEOUS COMMAND POSITION T E

PORT ENGINE STBD E A SLOW
BRIDGE
ENGINE
ROOM
BRIDGE
BRIDGE BRIDGE D
WING
ROOM
CONTROL
CONTROL
WING SYSTEM R DEAD
SLOW
LAMP
TEST
SOUND
OFF
INTERNAL
FAILURE
N
CONTROL LOCATION
EMER STOP
NORMAL
GENCY
RESET
SOUND ALARM TELEGRAPH STATUS
OFF ACKN.
NEW DEAD
COMMAND
A SLOW
S
SLOW
R
T
E
REMOTE CONTROL SYSTEM HALF
STATUS WARNING SYSTEM
R
SYST.OP. POW. FAIL LAMP SOUND INTERNAL
N
FULL
I/O SIM. COMMUN. TEST OFF FAILURE
RECEIVE MEMORY
CONTROL
TRANSMIT IN./OUT.
FAILSAFE

Internal Fail Communicating Engine Commands to Personnel c) When the command has been carried out, the operator at the
control room will move the telegraph handle to the position cor-
This LED is illuminated when the self-monitoring program detects a commu- The ETS may be used as a sub-system of the AutoChief - 4 installation in order responding to the flickering LED, thereby acknowledging that the
nication failure or internal failure in the unit. to communicate commands between the locations. When this method is used, new command has been carried out. The telegraph handle will
the ETS only communicates engine commands between its units and the have only one LED indication with steady illumination.
Telegraph Commands for the Engine engine personnel/operators, who initiate the engine changes in the engine
control room or the engine room. Procedure for Communication from the Bridge to the Engine Room Unit
Direct control of the main engine is achieved via the telegraph handle for
AHEAD, ASTERN and STOP commands. In this ETS installation, control of Communication and Command Response a) In the CONTROL LOCATION section of the sub-telegraph panel,
the engine is directed from the telegraph handle and each position controls the check that the EMERGENCY push button is illuminated to
engine in pre-set rpm increments, according to which LED indicator is Normally, commands originate from the bridge unit to the operator station indicate the communication link, when selected by a control lever
selected, Maximum, Full, Half, Slow or Dead Slow. Alternatively, the (Control Room or Emergency Position). Personnel at the operator station unit in the engine control room.
telegraph handle may be turned 90° and the handle can be moved by any then acknowledge commands from the bridge unit.
amount thereby giving greater speed control over the engine and allowing for b) At the bridge unit, position the telegraph handle for the engine
smoother operation. A command given from the bridge unit causes the push buttons and LED command.
indicators, on the ETS panels at the operator station units in the engine control
Bridge control is achieved when the BRIDGE indicator is illuminated. room and the engine room, to illuminate. These correspond with the c) The LED indicator at the bridge unit and the engine room unit,
pushbutton and LED indicator illuminations on the bridge, as follows: which corresponds with the new command position on the
Engine control room control is achieved when the CONTROL ROOM telegraph, will flicker and a bell will sound in the control room.
Flickering
indicator is illuminated.
A new command has been received but has not been acknowledged. The bell The ETS will show three telegraph pushbuttons illuminated:
will also sound until the command is acknowledged.
(Note ! When passing control between stations, the control must be offered by
the station giving up control and it must be accepted by the station taking over 1) The last acknowledged command LED indicator on the engine
Steady
control. Control cannot just be handed over, it must be accepted.) telegraph is on.
The command has been acknowledged.
The LED in the control room unit and engine room unit illuminate to 2) The NEW COMMAND pushbutton is on to indicate that a new
Procedure for Communication from the Bridge to the Control Room
correspond to the telegraph handle position in the bridge unit. A short audible Unit command is given.
signal is given in the control room and engine room for each engine order
change. All changes and commands are logged on the order printer. a) In the CONTROL LOCATION section of the sub-telegraph panel, 3) The ‘new’ telegraph position LED indicator is flickering.
check that the control room pushbutton is illuminated to indicate
Procedure for Direct Control from the Bridge or Control Room the communication link. A control lever, in the engine control d) When the command has been carried out, the operator at the
room selects this. engine room will press the flickering telegraph pushbutton to
acknowledge that the new command has been carried out; the
Telephone communications between the two stations should confirm which
b) At the bridge unit move the telegraph handle to the new engine telegraph handle will have only the one LED indicator with
station is to have control.
command position The LED at the bridge unit and the control steady illumination.
room unit, which corresponds with the new command position
a) Check that the BRIDGE (or CONTROL ROOM) indicator is
from the telegraph handle of bridge unit will flicker and a bell will Sub-Telegraph System Controls and Indicators
illuminated, when selected by the control lever in the control
sound in the engine control room.
room.
Control Location
The ETS panel now shows three illuminated telegraph pushbuttons:
b) At the telegraph handle, check that the telegraph handle is in the This panel section indicates the communication link between the bridge unit
STOP position and the STOP LED is illuminated. 1) The last acknowledged command LED on the telegraph handle is and an operator station unit. The control location is indicated according to the
on. position selected by the control lever, or other type of control in the control
c) Move the telegraph handle to the desired engine command room. The indicators are:
position in the AHEAD group or ASTERN group. 2) The NEW COMMAND pushbutton is illuminated to indicate that
a new command is given. Emergency: Engine room operator station unit
Control Room: Control room operator station unit
3) The LED for the ‘new’ telegraph handle position is flickering.
Bridge: Control directly from the bridge

Illustration 7.4.1b Main Engine Control Panels on the Bridge
START AIR PR. COMMAND RPM. ENGINE RPM.
AHEAD AHEAD
kg/cm2 ASTERN ASTERN
ERGENC
EM
ALARM INDICATION
Y
SAFETY OTHER SETPOINT
STATE
FUNCTIONS ALARMS LIMITER
SHUTDOWN
NOT
MANUAL
START
REMOTE CHIEF STOP
SLOW INTERLOCK CONTROL RPM
CANCAL-
ABLE DOWN FAILURE LIMIT
SHUT SLOW TURNING CRITICAL ENGINE

START
DOWN
CANCAL-
DOWN
CANCAL- FAILURE GEAR DIMMER SPEED CRITICAL
ABLE ABLE ENGAGED SETPOINT SPEED
SHUT SLOW SLOW

DOWN DOWN
START AIR
PRESSURE TURNING
ENGINE
OUTPUT
HANDLE NOR
ACTIVE ACTIVE LOW FAILURE LIMIT
MATCH
ETU CONTROL
ALL AUX. SUBTELEGRAPGH MODE
OVER- EMERGENCY
BLOWERS
SPEED STOP
FAILURE
FWE
STAND
FAOP Dead
BY
Slow
Slow
A
CANCEL FUNCTIONS OTHER FUNCTIONS Half H
CANCEL
CANCEL
LAMP COMMIS.
E
CANCEL
SHUT CANCEL
SLOW SLOW VIT
DOWN
SHD DOWN
SLD LIMITATION
SPEED
LOAD
PROGRAM
TURNING LOW NOX TEST LOCK
Full
A
EL.SHAFT
CONTROL LOCATION
D NOR
SEA MANOEUV WARNING EMER CONTROL
MODE MODE GENCY ROOM
BRIDGE
RESET Engine Telegraph Unit
Max.
TELEGRAPH STATUS Ah.
FULL
NEW
COMMAND
WRONG
WAY
RCS
NOT
READY
A A
S H HALF
MISCELLANEOUS COMMAND POSITION T E

PORT ENGINE STBD E A SLOW
BRIDGE
ENGINE
ROOM
BRIDGE
BRIDGE BRIDGE D
WING
ROOM
CONTROL
CONTROL
WING SYSTEM R DEAD
SLOW
LAMP
TEST
SOUND
OFF
INTERNAL
FAILURE
N
CONTROL LOCATION
EMER STOP
NORMAL
GENCY
RESET
SOUND ALARM TELEGRAPH STATUS
OFF ACKN.
NEW DEAD
COMMAND
A SLOW
S
SLOW
R
T
E
REMOTE CONTROL SYSTEM HALF
STATUS WARNING SYSTEM
R
SYST.OP. POW. FAIL LAMP SOUND INTERNAL
N
FULL
I/O SIM. COMMUN. TEST OFF FAILURE
RECEIVE MEMORY
CONTROL
TRANSMIT IN./OUT.
FAILSAFE

Procedure for Communication from the Bridge to the Control Room munication line. The AutoChief - 4 essentially provides an interface between the A separate rpm pick-up is provided supplying the following instruments:
Unit engine telegraph system and the main engine control system. It comprises all the
elements necessary for the operation, monitoring and safety of the engine. Indicator with dimmable illumination, in the wheelhouse and at both
a) In the CONTROL LOCATION section of the sub-telegraph panel, bridge wings
check that CONTROL ROOM is illuminated to indicate a com- The system includes the programming control, which can be bypassed in an
Indicator on the bridge console and engine control console
munication link. A control lever in the control room selects this. emergency, for the gradual increasing of the engine speed in the range of the
engine manufacturer’s recommendation. The system sets the speed for the Revolution counter on engine control console
b) At the bridge unit, press the pushbutton for the required (new) various manoeuvring conditions.
command: The majority of the units required for the engine control are arranged in the
In general, the control of propulsion machinery from the wheelhouse is kept as immediate vicinity of the local manoeuvring stand at the engine thus allowing
FWE
simple as possible and the control station is provided with only those indicators for easier operation and monitoring during emergency engine control.
STANDBY and equipment necessary for the effective control of speed, ahead and astern
and emergency trip of the main engine. The reversing servomotor moves the fuel cams on the camshaft for forward or
FAOP
reverse engine rotation. The servomotor positions the fuel injection point to the
c) The LED at the bridge unit and the control room unit, which The automatic bridge control system performs the following functions: correct moment corresponding to the direction of rotation.
corresponds with the new command position will flicker and a Starting of the engine
bell will sound in the engine control room. The ETS panel now The starting air distributor controls the starting valves in the cylinder covers,
shows three illuminated telegraph pushbuttons: Stopping the engine in such a way that starting air enters the cylinders in the exact sequence and
moment to turn the crankshaft.
Reversing the engine
1. The last acknowledged command LED for the sub-telegraph
mode is on. Speed setting by telegraph/lever from bridge The starting cut off valve is actuated by remote control for the following
functions:
Safeguarding and monitoring the engine
2. The NEW COMMAND pushbutton is on to indicate that a new End of start
command is given. Manual operation via electric control lever from the ECR
Starting time limitation
Automatic run-up program
3. The ‘new’ sub-telegraph LED is flickering. Firing speed is reached
Critical speed ranges passed through at maximum rate
When the command has been carried out, the operator at the control room unit Start interval cut out (interruption after several ineffective starts)
Crash manoeuvre program
will press the pushbutton with the flickering LED indicator to acknowledge Slow turning (integrated in the starting system)
that the new command has been carried out; only the ‘new’ sub-telegraph LED Manoeuvre mode selectable from bridge, with limited speed set point
indicator will now be illuminated. The NEW COMMAND pushbutton and the in ahead direction When starting, the shut-off valve releases starting air, which operates the
previous sub-telegraph mode LED indicator will no longer be illuminated. starting valves in the cylinder head, causing the engine crankshaft to turn.
Bad weather limitation
Emergency Stop Operation In all other operating positions the shut-off valve remains closed, thus
Manual speed and fuel limitation preventing an unwanted supply of starting air into the cylinder.
a) Push the EMERGENCY STOP switch to stop the engine Torque and smoke limitation
immediately. Depending on the desired direction of rotation, the reversing valve directs
Automatic start manoeuvre, including slow turning with air, when the control oil pressure to the reversing servomotor on the camshaft, thus bringing
b) Push downward and turn the switch to reset the EMERGENCY engine has been stopped for more than an adjustable time it to the respective position. As a safeguard the regulating linkage will not be
STOP switch. freed until the engine turns in the desired direction of rotation.
An automatic load reduction by an external signal from the safety device
c) The stop valve must be reset. To measure the engine speed, a speed pick-up unit is situated below the bearing
Start prevention in case of predetermined criteria, e.g. turning gear housing of the camshaft driving gear wheel. The electrical signal of the speed
engaged, emergency stop etc. value is sent to the remote control system, which in turn will operate the
Main Engine Control System
Speed measurement by inductive pick-ups regulating linkage to maintain the speed at the set point.
The AutoChief - 4 remote control system is designed to remotely control the Test and simulation functions
ship’s main engine from the bridge or engine control room. The system consists The pneumatic logic unit is installed below the local manoeuvring stand. Rods
of two main units the AutoChief - 4 bridge unit and the AutoChief - 4 control System is self-monitoring, including the vital periphery units serve as connecting links to the local manoeuvring stand.
room unit. The bridge unit is connected to the control room unit by a serial com- Propeller shaft revolution indicator

Illustration 7.4.2a Main Engine Local Control Station
REMOTE CONTROL
10
START A
H 9
E
A 8
0
RUN D
2 1
7 AUX BLOWERS SAFETY SYSTEM
Fuel Rack
3
No 1 No 2 No 3
4
6 Regulating Rod
5
RUN AFT FWD SHUT
OVER
SLOW
6
DOWN DOWN
RUNNING RUNNING SPEED
7
REMOTE ACTIVE ACTIVE
5
8
CONTROL
9
10
4 PRE PRE
SHUT EMERG RESET
Load Indicator SELECT SELECT
DOWN
CANCEL
STOP SAFETY
-LED ACTIVE SYSTEM
3
RUN A
S 2 SHUT EMERG LAMP
T OFF OFF DOWN
CANCEL STOP TEST
E
R 1
START N
0
STOP
REMOTE
CONTROL
ETU EMERGENCY SYSTEM NOR
Connecting Rod Engine Telegraph Unit CONTROL
EMERGENCY REMOTE
SUBTELEGRAPH MODE CONTROL
Detail of Plate TELEGRAPH
STAND
FWE FAOP FULL
BY
A
H HALF
E
A SLOW
D DEAD
SLOW
NOR
CONTROL LOCATION
FULL STOP
EMER CONTROL
A Fuel Control GENCY ROOM

NORMAL
DECREASE INCREASE
Lever (3.12)
H HALF
TELEGRAPH STATUS
E RCS
DEAD
A SLOW NEW
COMMAND
WRONG
WAY
NOT
READY A SLOW
MANUAL
FEED
CONTROL
D DEAD Manoeuvring Control S
SLOW SLOW
Lever (5.03) T
E
HALF
CONTROL LOCATION SYSTEM
R
EMER STOP
LAMP SOUND INTERNAL
N
NORMAL FULL
GENCY TEST OFF FAILURE
TELEGRAPH STATUS
Stop / Run
Lever (5.07)
NOR
CONTROL
NEW DEAD
COMMAND
A SLOW
S
SLOW
T
E
HALF
SYSTEM
R
LAMP SOUND INTERNAL
N
FULL
TEST OFF FAILURE

The safety cut-out device stops the engine independently of the fuel injection d) Push the REMOTE CONTROL pushbutton on the local control b) Press the CONTROL ROOM pushbutton/LED at the bridge
pump regulating linkage. The mechanical components of the safety cut-out panel. The REMOTE CONTROL pushbutton lamp starts to flash panel. The pushbutton/LED CONTROL ROOM changes to a
device are mounted on each fuel injection pump block, stopping the flow of in the local control panel. The ENGINE ROOM CONTROL steady light in the bridge panel. The buzzer is silenced in the
fuel from the fuel injection pumps as soon as the corresponding command is pushbutton/LED starts to flash in the AutoChief - 4 panel in the bridge panel.
triggered. engine control room.
The fuel injection pump regulating linkage transmits the movement of the e) Push the ENGINE CONTROL ROOM pushbutton/LED at the
governor output lever to the eccentric shaft, this controls the spill valve of the control room panel. The LED changes to steady illumination. The
fuel injection pumps. REMOTE CONTROL pushbutton lamp changes to steady illumi-
nation. The engine is now ready for remote operation from the
The load dependant variable controlled injection influences the control of the control room.
valves in the fuel pumps. The maximum firing pressure is kept constant in the
upper load range, which provides for reduced fuel consumption. From Control Room to Bridge, Requested by the Bridge
7.4.2 Procedures a) Set the lever at the bridge to the level corresponding to the control
room. Ensure the engine rpm and command rpm are equal.
AutoChief - 4 Control Transfer System
b) Press the BRIDGE CONTROL pushbutton/LED at the bridge
Although normally control will take place from the bridge there are times when panel. The pushbutton/LED BRIDGE CONTROL starts to flash
it is necessary to transfer control from the bridge to the control room or to the in the bridge and control room panels. The control room telegraph
local control station. bell will sound.
From Bridge or Control Room to Local c) Press the BRIDGE CONTROL pushbutton/LED at the control
This enables the engineers to take control of the engine directly. room panel. The buzzer will sound in the bridge panel.
At the Local Station d) Press the BRIDGE CONTROL pushbutton/LED at the bridge
panel. The pushbutton/LED BRIDGE CONTROL remains
a) Set the fuel lever (3.12) from REMOTE to LOCAL position. The illuminated on the bridge and the control room panel. Control is
REMOTE CONTROL pushbutton lamp will be off. The engine transferred to the bridge.
room control or bridge pushbutton/LED will be dark in the
control room panel and bridge panel. The ENGINE ROOM From Control Room to Bridge, Requested by the Control Room
CONTROL pushbutton/LED starts to flash in the control room
panel. a) Press the BRIDGE CONTROL pushbutton/LED at the control
room panel. The pushbutton/LED BRIDGE CONTROL starts to
b) Set the local manoeuvring lever (5.03) from the REMOTE flash in the bridge and control room panels and a buzzer sounds
CONTROL position to the RUN AHEAD or RUN ASTERN in the bridge panel.
position. The engine is now ready for control from the local
position. b) Press the BRIDGE CONTROL pushbutton/LED at the bridge
panel. The pushbutton/LED BRIDGE CONTROL changes to
c) Push the pushbutton/LED LOCAL CONTROL at the control steady light in the bridge and control room panels. The buzzer is
room panel, the LED is illuminated. silenced in the bridge panel. Control is transferred to the bridge.
From Local to Control Room From Bridge to Control Room, Direct Take-Over
a) Set the fuel lever (3.12) to the REMOTE position. a) Press the CONTROL ROOM pushbutton/LED at the control
room panel. The pushbutton/LED CONTROL ROOM is
b) Set the local manoeuvring lever (5.03) to the REMOTE illuminated and control transfers to the control room. The
CONTROL position. pushbutton/LED on the bridge starts to flash and a buzzer sounds.
c) Set the STOP lever (5.07) to the RUN position.

Illustration 7.5.1a Speed Log
FURUNO DS-30
G ROUND T
M/S
KT
W ATER AL
TURN RATE DEPTH O / MIN
HEADING COURSE FA M FT
MODE kt DIMMER
m/s
WARNING !
To avoid electrical shock, do not
remove cover. No user-serviceable
parts inside.
Issue: 1 7.5 Discrete Equipment - Page 1 of 18

7.5 Discrete Equipment The arrow marks on the digital display show the ship’s moving direction; when ii) Operate the MODE, distance/keel clearance and kt per m/s
moving forward the upper arrow mark lights up, and when moving astern the controls one by one. Confirm that mode or indications change
7.5.1 Speed Log lower one lights up. When moving to port the left arrow lights up and to with each pressing.
starboard the right arrow lights up.
The Doppler Speed Log measures the ship’s speed relative to the water. Its iii) Confirm that the distance run setting can be changed.
operating principle is based on the Doppler Effect, which is a phenomenon in Dimmer Arrows
which ultrasonic sound emitted from an object in motion is received with slight
These controls adjust the illumination level of the display either up or down.
frequency shifts by an observer at a stationary place.
Eight levels of brilliance are available, the selected level appears below the
distance run display for about half a second.
Read-out of the ship’s speed is made by detecting the doppler shift frequency
from the signal reflected by the water mass. The unit uses a Three Beam Distance/Keel Clearance Selector
System, which compensates for errors due to the ship’s pitch and roll. The
transducer assemblies symmetrically emit two sonic beams. This pair beam Pressing this switch repeatedly cycles the display between distance run and the
system indicates an average doppler shift in both directions, thus providing depth below the keel. The appropriate title is illuminated to indicate the active
accurate information under rough sea conditions. mode.
Equipment Description Distance Display
Maker: Furuno When the power is turned off, the present distance run figure is memorised and
Type: DS - 30 retained by the integral back up battery. When the power is re-applied the
previous figure is displayed. The unit of measurement is displayed to the right
Main Display Controls of the distance, this is either knots or metres per second.
Set Button (found behind the lid at the bottom of the main display)
Power Switch
This button is used for setting the distance run display. When the SET button
This switch provides power to the display unit. The three zeroes for fore and
is pressed the highest numeral on the distance display starts to blink. Use the
aft speed blink for one minute during power up to indicate that the test program left or right arrow keys to move the blinking cursor to the digit needing to be
is being carried out. changed. Now use the up or down arrow keys to change the digit to the
required numeral. In this manner all of the distance digits can be reset or
Mode Switch adjusted as required. To exit, press the SET button to memorise the new
settings. To exit without memorising the changes do not touch any controls for
This selects either Ground tracking, Water tracking or Auto tracking. more than ten seconds, the display will reset to the previous distance.
Ground tracking can be used in water depths of up to 200 metres though this Operational Check
will depend on the bottom and weather conditions.
To enable the operator to verify that the log is working correctly, the following
Water tracking may be used in water depths over 30 metres. This form of checks can be made:
tracking should be used when the speed from the log is input to an ARPA radar
i) Turn on the power whilst holding down the MODE selector. The
following appears when the equipment is normal:
Ship’s Speed Display
Port/starboard speed: 0.5 knot
These indicators display the ship’s speed, the upper display is the athwartships
Fore/aft speed : 18.9 knots
speed with a range of -9.9 to +9.9 knots and the lower is the fore and aft speed Distance run: 12345.67
with a range of 0 to 40 knots. The display is updated every second. Depth: 12.3 (unit according to system settings)

Illustration 7.5.2a Loran C
LC - 90 MARK-II

7.5.2 Loran C CLR CLC
Is used to clear numbers from the display or to silence audible alarms. This is the calculation mode.
The LC-90 Mark II (M) is a high performance, high quality Loran-C
Navigator, which is simple to operate. It features virtually hands off automatic The Rotating Arrow key ALM
operation once the estimated position from a chart of the area has been This key is a general purpose key that is used to change N/S, E/W or to change This is the mode where alarm limits are defined for the cross track error, border
correctly entered. The unit provides automatic functions and entry of the default values within modes and functions. alarm, arrival alarm and anchor alarm.
proper GRI, secondary slaves, ASF compensation and magnetic variation.
Four automatic notch filters eliminate interference. The LC-90 Mark II (M) The Down Arrow key Secondary Functions
will automatically lock-on and track the master station and up to five This key is used to select which line of the display the cursor will move to.
secondaries simultaneously. The computer will then calculate the navigation- In each function the blue # key is first pressed followed by one of the numeric
al data from the two selected secondaries to provide present position, speed Numeric Keys keys to access the desired function.
over ground, course over ground and distance to go etc. The LC-90 Mark II The keys 0 to 9 are used to enter numeric data. Note that leading zeroes must
(M) has a large backlit LCD display. The LCD displays five lines of naviga- be entered otherwise the entry will be rejected. #1
tional data on a single page. Entry and readout for all position functions may This is the initialisation function. Enter the approximate position.
be in either latitude/longitude or Time Difference (TD’s). Operation is FR/TO
achieved using the twenty three colour coded keys adjacent to the display. This is used to activate routes. #2
Position offset function.
Basic Function Keys Primary Modes Display Readouts
#3
PWR Averaging time function applies smoothing to speed and position.
S/C
Turns the power ON. Speed made good, course made good, present position and waypoint/route
#4
information.
Automatic ASF and Magnetic Variation automatic function can be disabled
OFF
here.
Turns the unit off when the PWR and OFF keys are pressed at the same time. TTG
Velocity to destination, time to go also present position and waypoint/route
#5
DIM information.
Cycle select function.
This key is used to vary the level of backlighting for the display and keyboard
to enhance night-time viewing. There are four levels of intensity, repeatedly R/B #6
pressing the DIM key cycles through the settings. Range and bearing to destination and present position and waypoint/route The signal to noise ratio (SNR) and envelope to cycle Difference (ECD) are
information. displayed. This gives the operator an indication of the quality of the incoming
MODE SWITCH Loran signals.
The mode key consists of two blue arrow keys on the lower left of the XTE
keyboard and selects one of nine modes of operation. Pressing the mode key Cross track error, with arrow indicators to show direction of offset and #7
causes the mode indicator arrow to move sideways to align itself above the direction to steer to get back onto track also present position and SNR Visual/Audio indicator.
label for the operating mode on the panel beneath the LCD display. The waypoint/route information.
readouts on the display vary with the mode selected. #8
Primary Modes Data Entry Tuning Indicator Function.
ENT
This is used to enter data or activate a function. NAV #9
This is the navigation mode, cross track error, course offset, range and bearing Notch Filter status.
# to desired waypoint are also shown.
This key is used to select one of nine secondary functions. Press the key
followed by a number to access the required function. RTE
This is the route planning mode. The waypoints in up to ten routes are selected
SAVE in this mode.
Saves a position in the Event Memory.
WPT
RCL This mode is used to enter position data into the waypoint.
Is used to recall stored data from the Event Memory.

Illustration 7.5.2a Loran C
LC - 90 MARK-II

Use of the LC-90 Mark II(M) Navigator The simplest method of entry by the seafarer is to enter the latitude and Note that the first position shown to the left of the arrow when the route is first
longitude of each waypoint, this is done in the Waypoint mode. Select the activated is always the ship’s actual position. The figure to the right of the
The procedure for using the LC-90 Mark II(M) is simple and follows four basic waypoint mode by pressing the right arrow key until the Waypoint Entry arrow is the first waypoint. When the arrival alarm is activated, the waypoints
steps: screen is displayed. will change sequentially.
a) Switch on. The waypoint number will be flashing to indicate that the cursor is at this Alarms
position. Enter a waypoint number using a leading zero if necessary then press
b) Initialise the navigator. Use the Mode Arrow key display the ALM mode screen
the ENT key. The cursor will automatically advance to the latitude entry, enter
this and press the ENT key. Now enter the longitude followed by pressing the To enter arrival alarm data:
c) Enter the way point positions. ENT key. Continue entering as many waypoints as required by selecting a new
number for each one. a) Use the down arrow key to move cursor to the bottom line.
d) Organise the route and activate it.
Routes b) Press CLR.
Turning on the LC-90 Mark II (M)
A series of waypoints are combined in such a manner that the navigator will c) Press the rotating arrow key if OUT is showing to display IN.
Press the PWR key, the panel background will be illuminated at a setting level. display a constant readout of course, speed, waypoint number,distance and
Adjust the LCD display and keyboard brightness to suit using the DIM key. bearing to the next waypoint. The ship’s position and cross track error are d) Enter the range required.
displayed in the form of a bar graph. Ten routes can be stored with a maximum
Initialising the LC-90 Mark II (M) of ten waypoints in each route. To enter off-course alarm data:
Where the unit is being powered up for a cold start: Route entry is carried out in three stages: a) Use the down arrow key to move cursor to the fourth line.
i) Enter all waypoints for the route in consecutive numbers (this is b) Press CLR.
a) Press both the PWR and CLR keys at the same time. This will
clear the internal memory completely and will allow the unit to important).
initialise itself for your geographic area. Continue to hold the c) Confirm that OUT is displayed next to XTE. If not press the
ii) Set an arrival alarm zone distance so the Auto Sequence will rotating arrow key to display OUT.
CLR key until two distinctive beeps are heard.
become active when reaching each waypoint location.
d) Enter the range required.
b) The LC-90 Mark II (M) will automatically go directly to its ini-
iii) Enter the route sequence string start and end points into the
tialisation function #1, and will be ready to accept the
memory. To enter border alarm data:
approximate latitude of your position. The tolerance for entry of
the latitude is to 1°. Enter the latitude and the flashing cursor will Procedure a) Use the down arrow key to move cursor to the fourth line.
advance to the longitude. Use the rotating arrow key to set the N/S
and E/W co-ordinates. a) Using the Mode Arrow key select the RTE screen. The cursor will
be flashing at the route number. b) Press CLR.
c) The flashing cursor will now advance to the ‘A’. This denotes
c) Press the Rotating arrow key if OUT is showing to display IN.
automatic function. Leave the unit in the automatic mode and in b) Enter the new route number and press the ENT key. The flashing
approximately two minutes initialisation will be complete. cursor now moves to the first waypoint entry position.
d) Enter the range required.
d) Press the blue left or right arrow key to select the desired display c) Enter the waypoint number then press the ENT key. To enter anchor watch alarm data:
mode usually S/C. It will take around five minutes for the unit to
complete acquisition of the master and slave signals. d) Repeat the above step until either all the waypoints have been a) Use the down arrow key to move cursor to the third line and set
entered or the maximum of ten has been reached. the audible alarm to ON.
Waypoint Entry
e) Return to the S/C display or other screen as required. b) Use the down arrow key to move to the bottom line.
The equipment has 100 memory locations for storing waypoints numbered
from 00 to 99. The first memory location is reserved to store own ship’s c) Press CLR.
To follow a route which has been previously programmed into the navigator.
position for cross track and route planning calculations. Whenever you want to
enter new waypoint position data or recall old data for display, the waypoint d) Confirm that OUT is displayed next to the WCH indication. If not
a) Press the FR/TO key.
memory location number has to be entered first so the Loran can place or press the rotating arrow key to display OUT.
retrieve the correct information. Note the waypoints being used by an active b) Press the CLR key and then type in the two digit number of the e) Enter the range required.
route cannot be changed until the route is made inactive. route to be followed.

Illustration 7.5.3a GPS Navigator
FURUNO GPS NAVIGATOR GP-80-D
DEC 6, 2000 13:15' 00'' S GPS 3D
POSITION
17° 15.579' N
66° 59.102' E
TTG XTE TO: 009
Androt
1D
10 H 43M
0.34nm hI
RT. DIST SPD NEXT: 010
Comori
2450nm 16.0kt n

7.5.3 GPS Navigator Menu driven operation NU/CU/ENT
Selects display orientation and registers selections on menus.
Maker: Furuno Electric Co. NMEA ports to send or receive information from external
Type: GP 80 GPS Navigator equipment, such as autopilots and radars EVENT/MOB
Inscribes an event mark at ship’s position or marks the man overboard position.
System Overview Audible indications for anchor alarm, watch alarm, waypoint
alarm, destination alarm, crosstrack alarm, hazard alarm, GPS WPT/RTE
The Global Positioning System lock alarm, DGPS lock alarm, and RTCM message indicator Registers waypoints and routes.
The Global Positioning System (GPS) is a satellite based navigation system One key route reversal GOTO
operated and maintained by the US Department of Defence. GPS consists of a Sets the destination.
constellation of 24 satellites providing world-wide, 24-hour, three-dimensional Front Panel Controls
(3D) coverage. MARK
Power Key Inscribes a mark on the display.
Differential GPS The POWER key is used to turn the GP-80 on and off. To turn the GP-80 on,
momentarily press the POWER key until the beep is heard. To turn the GP-80 PLOT ON/OFF
Differential GPS (DGPS) is a sophisticated form of GPS navigation which off, press and hold the POWER key for several seconds. Turns recording and plotting of ship’s track on or off.
provides even greater positioning accuracy than standard GPS. DGPS relies on
error corrections transmitted from a GPS receiver placed at a known location. Tone Key ZOOM
This receiver, called a reference station, calculates the error in the satellite The TONE key is used to control the brightness and contrast of the display’s Increases or decreases the display range.
range data and outputs corrections for use by mobile GPS receivers in the same backlighting. To change either the brightness or contrast, press the TONE key,
locale. DGPS eliminates virtually all the measurement error in the satellite the display changes to the required screen. To increase or decrease the contrast, CENTRE
ranges, enabling a highly accurate position calculation. press the left or right arrow key. To change the brightness press the up or down Centres the ship’s position or cursor position on the display.
arrow key as prompted by the on screen display. The TONE key is also used
The GP 80 GPS Navigator is a totally integrated GPS receiver and video to change the latitude and longitude co-ordinate. CURSOR ON/OFF
plotter consisting of a sophisticated navigation computer coupled with a high- Turns the cursor on or off
resolution graphic display. The high sensitivity receiver tracks up to eight Numeric Keypad
satellites simultaneously. An 8-state Kalman filter ensures optimum accuracy Pushbuttons 0 to 9 are used to enter numeric data in various screens as well as CLEAR
in determination of the vessel’s position, course and speed. Pressing a single controlling the chart layers in chart mode. The arrow key is used to move the Deletes waypoints and marks, clears incorrect data and silences audible
key accesses most key navigation information. Navigation information is cursor between fields on some displays, e.g. waypoint and route screens, and alarms.
displayed in a variety of forms using graphics, characters, and symbols. to complete operations on numeric data fields.
Navigation Displays
Operational Features Cursor Controls
The cursor control keys, also called arrow keys, control the movement of the The GP-80 offers several different displays, which provide navigation
Calculation of speed and course over ground, to waypoint and to cursor on those screens where a cursor is present. On the plot screens, the information and guidance. To access the different displays, press the DISPLAY
destination. cursor appears as a crosshair and provides the ability to ‘move’ around on the SEL key once followed by the cursor keys to move the cursor to display the
grid. On the SETUP, WAYPT, and ROUTE screens, the up/down arrow keys type of display required, the selected display mode appears about 15 seconds
Easy entry of waypoints, and routes are used to move the cursor between items that may be changed by the user later.
while the left/right arrows are used to edit or change a given item.
Automatic or manual waypoint/route leg advancing PLOT 1
Function Keys PLOT 2
Five different navigation displays to choose from: highway, data,
navigation and two grid plot displays MENU/ESC HIGHWAY
Accesses various screens, which permit the user to customise the operation of
NAVIGATION
Man overboard function the GP-80 also quits the current operation.
DATA
Storage for 200 waypoints and 30 routes DISPLAY
START UP
Selects the display mode.
DGPS capability with built in DGPS beacon kit or can accept
DGPS corrections from an external beacon receiver

DEC 6, 2000 13:15' 00'' S GPS 3D
POSITION
17° 15.579' N
66° 59.102' E
TTG XTE TO: 009
Androt
1D
10 H 43M
0.34nm hI
Comori
2450nm 16.0kt n

When first turned on by pressing the POWER key the unit will test the The following can also be entered from the GPS setup menu, which is accessed e) Press the ENT key and control is returned to the last display mode
Program Memory, SRAM and battery for proper operation and displays the using the MENU/ESC key followed by pressing the 9 key then the numerical in use.
result. Some 20 seconds after power up an accurate position in latitude and key for the required function :
longitude appears. Where the GPS is being cold started with no previous Registering Waypoints by MOB Position/Event Position Procedure
Geodetic datum
satellite information it may take two minutes for an accurate position to be
displayed. This can be reduced if a DR position is entered through the SETUP Fix mode a) Press the WPT/RTE key.
MENU. If a position could not be found then NO FIX will appear in the GPS
Disable satellite
condition window. At initial start up the GP-80 will operate in the basic GPS b) Press 2 to select the MOB/Event Position display screen, which
mode only until the DGPS reference beacon is set. Operating in the DGPS GPS smoothing, position now opens.
mode can be in either AUTO or MANUAL, the default set up at power on is
GPS smoothing, speed
manual. c) Press either the left or right arrow key to select either MOB/Event
Speed average or Position data.
DGPS Set-Up
Position offset d) Press the ENT key and the waypoint data screen opens displaying
Auto Setup Procedure Time difference the date, time, position and the next empty youngest waypoint
number. This number may be accepted or changed using the
a) Press the MENU/ESC key 9, then 7, to display the DGPS set-up Position cursor or numeric keys. Now a mark, if required, can be entered.
menu. Navigation Planning Using the down arrow key, move the cursor to the mark line and
a new menu opens allowing a mark to be selected. Comments
b) Press the up or down arrow key to select Ref. Station. Waypoints may be added in a similar manner following the onscreen
prompts.
A waypoint is a particular location on a voyage whether it be a starting, inter-
c) Press the left or right arrow key to select AUTO.
mediate or destination waypoint. The GP-80 can store 200 waypoints,
e) Press the ENT key and control is returned to the last display mode
numbered from 001 to 200. Waypoints can be registered in four ways:
d) Press the NU/CU/ENT key. in use.
i) By cursor
e) Press the MENU/ESC key to complete. Registering Waypoints by Own Ship’s Position Procedure
ii) By MOB (Man Overboard) position or event position
Manual Setup Procedure iii) At own ship’s position a) Press the WPT/RTE key.
a) Press the MENU/ESC key 9 then 7 to display the DGPS set-up iv) Through the waypoint list b) Press 3 to select Own ship’s position.
menu. Registering Waypoints using the Cursor
c) Press the ENT key and the waypoint data screen opens displaying
b) Press the up or down arrow key to select Ref. Station. a) Press the WPT RTE key, the waypoint/route menu appears. the date, time, position and the next empty, lowest, waypoint
number. This number may be accepted or changed using the
c) Press the left or right arrow key to select MANUAL. b) Press 1 to select the cursor display. Press the ENT key to move the cursor or numeric keys. Now a mark if required can be entered.
cursor to the required position or MENU key to escape. The Using the down arrow key move the cursor to the mark line and a
d) Enter the four digit ID number for the required DGPS reference display changes to the Plotter 2 when the Highway, Navigation or new menu opens allowing a mark to be selected. Comments may
station. Data mode is in use. be added in a similar manner following the onscreen prompts.
e) Press NU/CU/ENT key. c) Press the cursor keys to place the cursor on the desired location d) Press the ENT key and control is returned to the last display mode
for the waypoint. in use.
f) Enter the frequency in four digits (kHz).
d) Press the ENT key and the waypoint data screen opens displaying Registering Waypoints Through the Waypoint List Procedure
g) Press NU/CU/ENT key, BAUD RATE appears in reverse video. the date, time, position and the next empty, lowest waypoint
number. This number may be accepted or changed using the a) Press the WPT/RTE key.
h) Press the right or left arrow key to select a baud rate. cursor or numeric keys. Now a mark, if required, can be entered.
Using the down arrow key move the cursor to the mark line and a b) Press 4 to display the waypoint list.
i) Press the MENU/ESC key to complete. new menu opens allowing a mark to be selected. Comments may
be added in a similar manner following the on screen prompts. c) Press the TONE key to select position format in either
latitude/longitude or LOP.

DEC 6, 2000 13:15' 00'' S GPS 3D
POSITION
17° 15.579' N
66° 59.102' E
TTG XTE TO: 009
Androt
1D
10 H 43M
0.34nm hI
Comori
2450nm 16.0kt n

d) Using the up or down arrow key, select a suitable waypoint called a route. The GP-80 can automatically advance to the next waypoint on d) Press the MENU/ESC key to finish.
number. a route. Up to 30 routes can be stored and each route can contain up to 30
waypoints. Deleting Route Waypoints
e) Press the right arrow key to enter the position area.
Registering Routes Procedure a) Press the WPT/RTE key, the waypoint/route menu is displayed.
f) Enter the latitude and longitude with the numeric keys and use the
TONE key to change the N/S or E/W co-ordinates as necessary. a) Press the WPT/RTE key, the waypoint/route menu is displayed. b) Press 5 to select route planning, the route list appears.
g) Assign a mark and/or comment as before. b) Press 5 to select route planning, the route list appears. c) Press the up or down arrow key to move the cursor to the required
route number.
h) Press the ENT key twice and the waypoint list will reappear ready c) Press the up or down arrow key to move the cursor to the required
to enter another waypoint. route number. d) Press the right arrow key and the route editing list window opens.
i) Press the MENU ESC key to finish. d) Press the right arrow key and the route editing list window opens. e) Select the waypoint to delete.
Editing Waypoints Procedure e) If necessary use the up arrow key to enter the speed by which to f) Press the CLEAR key.
enter the time to go box.
a) Press the WPT/RTE and the 4 key and the waypoint list opens.
g) Press the NU/CU ENT key.
f) Use the left or right arrow key to select either auto or manual. For
b) Use the up or down arrow keys to select the waypoint for editing. manual enter speed and press the down arrow key otherwise h) Repeat steps e) through g) to continue deleting waypoints from
select auto and the down arrow key. Auto uses the current average the route.
c) Press the right arrow key to move the cursor into the selected speed.
waypoint data area.
i) Press the MENU/ESC key to finish.
Route waypoints may be entered in two ways:
d) Edit the data.
Replacing Route Waypoints
i) Enter waypoint number directly.
e) Press the ENT key.
a) Press the WPT/RTE key, the waypoint/route menu is displayed.
ii) Use the route editing screen.
f) Press the MENU/ESC key to return to the last used display.
b) Press 5 to select route planning, the route list appears.
Entering the Waypoint Number Directly Procedure
Where the operator has edited a waypoint that is in use in the currently selected
c) Press the up or down arrow key to move the cursor to the required
route when the ENT key is pressed a screen will open and display ‘Are you a) Enter the waypoint number in three digits. The cursor shifts to the route number.
sure you want to erase’, the first line will state this waypoint is in a registered skip window.
route or something similar. To cancel the erasure press the MENU/ESC key or
press the ENT key to confirm the erasure. d) Press the right arrow key and the route editing list window opens.
b) Press the down arrow key to continue.
Deleting Waypoints Procedure e) On the route editing screen place the cursor on the waypoint
c) Enter other waypoints as necessary.
number to replace.
a) Press the WPT/RTE and the 4 key and the waypoint list opens. d) Press MENU/ESC key to finish.
f) Enter the new waypoint number.
b) Use the up or down arrow keys to select the waypoint for deleting. Using Previously Registered Waypoints Procedure
g) Press the NU/CU ENT key. The following message is displayed
c) Press the CLEAR key. If the selected waypoint is part of an active a) Press the TONE key. The reverse video on the waypoint on the ‘This waypoint already exists are you sure you want to change?.
route there will be a request to confirm the deletion. Press the route planning screen disappears. Press the ENT key to confirm and MENU key to cancel.
ENT key to confirm or the MENU/ESC key to cancel.
b) Press the up or down arrow key to select the waypoint number. h) Press the NU/CU ENT key.
Routes
c) Press the NU/CU ENT key, the selected waypoint number appears i) Press MENU/ESC key twice to finish.
Often a voyage involves several course changes, requiring a series of
on the route editing screen. The distance and time to go
waypoints. The sequence of waypoints leading to the ultimate destination aid
indications to the first waypoint entered are blank.

DEC 6, 2000 13:15' 00'' S GPS 3D
POSITION
17° 15.579' N
66° 59.102' E
TTG XTE TO: 009
Androt
1D
10 H 43M
0.34nm hI
Comori
2450nm 16.0kt n

Deleting Routes d) Press the ENT key. A flag appears at the position selected if g) Press the ENT key to complete.
within the current display range. A dashed line connects between
a) Press the WPT/RTE key, the waypoint/route menu is displayed. own ship and MOB position or event position. Repeating the above steps and reverting to EN will enable the waypoint.
b) Press 5 to select route planning, the route list is displayed. Destination Through the Waypoint List Procedure Cancelling a Destination
a) Press the GOTO key and the GOTO setting list is displayed. a) Press the GOTO key, the GOTO setting menu is displayed.
c) Press the up or down arrow key to move the cursor to the required
route number.
b) Press 3 to select the waypoint list. b) Press 5 to select cancel. A message Release GOTO is displayed.
Confirm with the ENT key or cancel with the MENU key.
d) Press the CLEAR key. If the route is in use, the operator will be c) Enter the waypoint number in three digits (manual), or press the
asked to confirm or cancel the requested action. TONE key to alternate between manually entering the waypoint Alarms
number or scrolling through the waypoint list using the cursor key
e) Press the NU/CU ENT key. to select the required waypoint. Arrival Alarm
The arrival alarm informs the user that the vessel is approaching a destination
f) Press MENU/ESC key to finish. d) Press the ENT key. waypoint. The area that defines the arrival zone is that of a circle with a user
defined radius around the waypoint. The alarm will be triggered when the
Destinations Own ship’s position becomes the starting point and a dashed line runs between vessel enters the circle.
it and the waypoint selected.
There are four ways by which the destination can be set: a) Press the MENU key and 4 key.
Destination by Route Selection Procedure
By cursor
b) Press the up or down arrow key to select ARRIVAL or ANCHOR.
By MOB or event position a) Press GOTO key and the GOTO setting list appears.
c) Press the left or right arrow key to select ARRIVAL. To disable
By waypoint b) Press 4 to select route list. the alarm, if required, select OFF.
By route
c) Either enter the route number directly or press the TONE key to d) Press the down arrow key to select the ALARM range.
Destination by Cursor, Setting a Single Destination Procedure alternate between manually entering the route number or scrolling
through the route list using the cursor key to select the required e) Key in the alarm range (0.0001 to 9.999 nm).
route.
a) Press the GOTO key and the GOTO setting list is displayed.
f) Press the NU/CU/ENT key.
b) Press 1 to select CURSOR. d) Press the ENT key.
g) Press the MENU/ESC key to complete.
c) If the display in use is other than Plotter 1, the Plotter 2 display is Skipping Route Waypoints
automatically selected. Place the cursor on the required location. When the vessel enters the set range a buzzer sounds and the message ‘Arrival
A waypoint maybe skipped by displaying ‘DI’ (Disable) icon next to the route Alarm’ appears. Press the CLEAR key twice to silence the alarm and clear the
waypoint in the route list. displayed message.
d) Press the ENT key twice to select and complete. Alternatively
press the CLEAR key to escape. Control is returned to the display
mode in use before the destination was set. a) Press the WPT/RTE key, the waypoint/route menu is displayed.
Destination by MOB or Event Position Procedure b) Press 5 to select route planning, the route list is displayed.
a) Press GOTO key and the GOTO setting list appears. c) Press the cursor keys to select the required route.
b) Press 2 to select MOB or Event Position. d) Press the up or down arrow key to select the waypoint to SKIP.
c) Press the left or right arrow key to select either MOB or Event e) Press the right arrow key to shift the cursor to the EN position.
Position.
f) Press the TONE key to change EN to DI. (EN shows that a
waypoint is enabled).

DEC 6, 2000 13:15' 00'' S GPS 3D
POSITION
17° 15.579' N
66° 59.102' E
TTG XTE TO: 009
Androt
1D
10 H 43M
0.34nm hI
Comori
2450nm 16.0kt n

Anchor Watch Alarm
Before setting the anchor watch alarm, set the present position as the
destination waypoint.
a) Press the MENU key and 4 key.
b) Press the up or down arrow key to select ARRIVAL or ANCHOR.
c) Press the left or right arrow key to select ANCHOR. To disable

the alarm, select OFF if required.
d) Press the down arrow key to select the ALARM range.
e) Key in the alarm range (0.0001 to 9.999 nm).
When own ship drifts more than the range set a buzzer sounds and the message
‘Anchor alarm’ appears. Press the CLEAR key twice to silence the alarm and
clear the displayed message.
Cross Track Error (XTE) Alarm
a) Press the MENU key and 4 key.
b) Press the up or down arrow key to select the XTE.
c) Press the left or right arrow key to select ON. To disable the alarm
select OFF if required.
d) Press the down arrow key to select the ALARM range.
e) Key in the alarm range (0.0001 to 9.999 nm).
When own ship drifts more than the range set from the intended track a buzzer
sounds and the message CROSS TRACK ERROR ALARM appears. Press the
CLEAR key twice to silence the alarm and clear the displayed message.
Various other alarms can be set in a similar manner for water depth, water
temperature, speed variation, or trip distance.

Illustration 7.5.4a Echo Sounder
0m 09:26 GMT
-5
-50
140
500m PICT.SPEED 5:00/div Screen 1 [LOST BOTTOM!]
70% 100% Line off 5m 50m

GAIN TUG MARK PRINT ALARM ALARM

7.5.4 Echo Sounder b) Keeping a fixed function button or soft-key pressed continuously, the MENU button. Access to the other screens is through encoder operation.
now rotate the encoder in either direction to obtain the desired Turning the encoder with no button pressed will force Screen 1.
Type: GDS101 (Skipper) setting or state. Release the button and check the screen for the
desired result. Contrast and Backlighting
Overview Contrast and backlight may be continuously controlled by means of the
Screen Selection appropriate buttons and the encoder. Press either button and rotate the encoder
The Skipper GDS101 is a navigation echo sounder with a large, high resolution until a satisfactory setting is obtained then release the button. The settings are
Each of the operation screens contains a graphic picture and a selection of up to
graphic display and a dot matrix thermal printer. The display graphics are con- maintained in the non-volatile memory, and the last settings are restored on
six soft-key buttons. The various screens are selected by keeping the MENU
tinuously shown on the LCD screen along with complete navigation details. power up. It is also possible to cycle through 4 standard backlight/picture
button pressed and rotating the encoder in either direction. Turning the encoder
clockwise cycles the screens in the sequence 1 to 10, and counter clockwise settings by repeatedly pressing the brightness button. If the backlight setting is
The operator panel contains a graphic dot matrix supertwist LCD display, a
thermal printer and a keyboard with fixed keys, soft-keys and a rotating rotation cycles the screens in the sequence 10 to 1. Screens 1 to 3, covering the reduced too much, the panel illumination may become uneven due to the CCT
encoder. The function of each soft-key button depends on the active screen, primary functions, may also be cycled by repeatedly pressing the MENU button. tubes not being properly ignited. Increase the setting until the illumination is
and the buttons are labelled on the lower rim of the LCD display. The display even across the screen.
is backlit, the user may adjust contrast and backlight intensity. The printer need Power ON/OFF
only be used when a hard copy is required, for instance it will start automati- Screens
During normal daily operation, the system may be switched off from screen 2.
cally when a preset depth is violated. This operation does not disconnect the system from the power supply, but all
Screen 1
power consuming components are switched off. The system may be switched
Data Entry The Primary Operation Screen, this screen shows the main graphic echogram.
on again by pressing any button. Do not run the sounder for a long time without Left-hand digital indication may be enabled form screen 2.
Several screens may be selected to enter various settings and calibration
a submerged transducer connected.
parameters. Each screen has a selection of soft-key buttons. Screens 1 through
Screen 2
3 are primary operation screens with appropriate operator controls. Screens 4
Alarm Acknowledgement The Operation Screen, this has the same graphic display but different soft-keys.
through 10 are calibration set-up and system supervision screens.
When the depth alarm is activated, the alarm may be acknowledged by
pressing any button. Screen 3
Printer
The Operation Screen, this has the same graphic display but different soft-keys.
The high resolution thermal printer uses continuous roll thermal sensitive
paper for printing echo-grams and screen dumps. The roll contains approxi- Alarm Settings
Depth alarm settings are performed from screen 1. Alarm limits are referred to Screen 4
mately 15 metres of paper. Since the printer is only required when hard copy
the indicated depth. The local alarm buzzer may be disabled from screen 9, but The Calendar and clock setting soft-keys plus main graphic display.
documentation is absolutely necessary, the paper consumption is expected to
be limited under normal conditions. the external alarm relay will always operate. The only way to disable the
Screen 5
alarms completely is to reduce the shallow alarm to zero depth and to increase
The Language and units of measure Set-up, plus main graphic display.
History Memory the deep alarm to maximum range. Auto start of the printer in the event of a
The Skipper sounder has a thirty minute history memory. Depth, time and all depth alarm is enabled on screen 4. Screen 6
available navigation data are stored continuously so that the last thirty minutes The Interface Setup screen, plus main graphic display.
of information is always available. A back-up battery is provided to prevent Fixed Keys
loss of data due to power failure, this battery should last the lifetime of the Screen 7
system. The retained data can be played back and or printed out from screen 7. Depth Range The History Memory Control Screen, plus main graphic display.
The depth range button can be used to set the depth limit between 0 and 1600
Operation metres. The standard values available by repeatedly pressing the button are 50, Screen 8
100, 500 and 1000 m. The NMEA Control screen, this screen show a list of NMEA data received and
Parameter Entry a half screen echogram.
The fixed function buttons and the soft key buttons of the various screens along Picture Speed
with the rotating encoder, facilitates entry of parameters, set points and other Picture speed may be referred to either time or speed. If no speed log is Screen 9
data in the following manner. connected, picture speed will always be referred to time, (mm:ss/div). If a The System Status Screen, this screen shows a comprehensive list of system
speed log is connected it is possible to select a speed/div unit in screen 5. parameters.
a) Pressing a fixed function button or soft-key once will advance the
fixed state or value, check the screen for required change. Menu Screen 10
The menu button facilitates selection of one of the 10 screens and soft-key The Oscilloscope Screen, this screen shows the oscillogram of receiver output
layouts. The 3 primary operation screens may be cycled by repeatedly pressing versus time and a half screen echogram.

Illustration 7.6.1a GMDSS Equipment
MF/HF MF/HF Sat-C Aerial Sat-C Aerial VHF DSC VHF Aerial VHF DSC VHF Aerial VHF
DSC Aerial Aerial Aerial Aerial
Aerial
Above Deck
Handset Handset Handset
Sat-C No.1 Printer MF/HF Sat-C No.2 Printer Sat-B Telex Printer
MF/HF DSC Unit
Aerial No.1 No.2
Tuning Unit Remote VHF/DSC VHF/DSC
Alarm Panel System System
Port Wing
Sat-C No.1 Sat-C No.2 Sat-B Telex Handset
Monitor Monitor Monitor
No.3
VHF R/T
System
Sat-B
Telex
Keyboard Starboard
Wing
Sat-C No.1 Keyboard Battery Sat-C Handset
Panel Transceivers Power Power Power
Supply Supply Supply
250w MF/HF
Transceiver
Fuse Fuse
50A Battery Bridge Alarm 50A
Charger Console
Fuse Box Fuse Box
Battery Battery
24V 24V
AC Supply From GPS Navigator
220V
3 GMDSS Survival
Craft Portable AC Supply AC Supply
AC Supply VHF Transceivers 220V 220V
220V & Charger
Issue: 1 7.6 Communications Systems- Page 1 of 25

7.6 Communication Systems of at least one MF coast station, operating within the 2/3 MHz band, in which VHF Ch 70 Ch16
continuous DSC alerting is available. This is approximately 100 miles.
7.6.1 GMDSS Supplementary calling when 2182
This area is beyond the range of VHF equipment and therefore MF/HF DSC kHz is being used for distress: 2191 kHz
The GMDSS (Global Maritime Distress and Safety System) provides a com- and Sat C should be used for distress purposes.
prehensive communication system for distress and search and rescue DSC Calling Freq. Ship to Shore: 2189.5 kHz or National frequency
operations. The GMDSS specifies methods to be used to enable vessels in A3 Area
distress to transmit specific alerting signals to indicate they require assistance. Routine Calls Shore to Ship: 2177 kHz
This excludes A1 and A2 areas and covers the area which is within the
The primary intention of a distress alert is to inform a coast station or a Marine coverage range of the Inmarsat satellite system. Ship to Ship: 2177 kHz or National frequency
Rescue and Co-ordination Centre (MRCC) of the situation. The MRCC would
instigate the distress relay to the relevant ships in the area. A4 Area Safety Message over ONE Minute
sent after a DSC Safety Alert: 2048 kHz
It is important to note that in a distress situation a ship would not acknowledge This area covers any sea areas not covered by areas A1, A2 and A3.
a distress message using its own DSC equipment. This acknowledgment is Intership Safety of Navigation: VHF Channel 13
normally carried out by a coast station. Standard Distress Message
Primary Intership frequency: VHF Channel 6
The only occasion when a ship should acknowledge another ship’s distress The following message would be transmitted verbally in a calm clear voice on
message, using the DSC controller, is when relaying another vessel’s distress either VHF Channel 16 R/T or MF 2182 kHz after the sending of the distress GMDSS Radio Watch
message to a coast station. In this case acknowledgement would be sent on the alert message on Channel 70 DSC or 2187.5 DSC respectively.
distress alert frequency using the DSC. The relaying ship must make it clear Whilst at sea the vessel shall maintain a continuous radio watch on the
that they themselves are not in distress. On the VHF, change to channel 16 R/T and transmit the message. following:
The coast station/MRCC only sends a Distress Relay to the ships in the area of The message format should be as follows: a) VHF DSC distress and safety channel 70.
the distress. This avoids confusion and subsequent communication channel
overload. Ships then acknowledge the MRCC message and await further MAYDAY MAYDAY MAYDAY b) MF DSC distress and safety frequency 2187.5kHz.
instructions. THIS IS MILLENNIUM MAERSK,
MILLENNIUM MAERSK, c) The frequencies of 2187.5kHz, 8414.5kHz and also at least one
Sea Areas MILLENNIUM MAERSK. other HF DSC distress and safety frequency from the following:
MAYDAY 4207.5kHz, 6312kHz, 12577kHz or 16804kHz. These shall be
The GMDSS radio equipment fitted complies with the requirements for sea MILLENNIUM MAERSK covered by setting the MF/HF scanning receiver to automatically
areas A1, A2 and A3. POSITION........ scan these frequencies.
NATURE OF DISTRESS........
The choice of equipment used to send a distress message is governed by the ASSISTANCE REQUIRED..........
ship’s position at the time of the distress. ADDITIONAL INFORMATION FOR S.A.R........
(Search and Rescue)
The specific area in which a vessel is sailing is designated a particular sea area
code. A1, A2, A3 or A4: GMDSS Frequencies
Distress Urgency Safety DSC kHz R/T kHz
A1 Area
MF 2187.5 2182
This covers an area which is within the coverage range of at least one VHF HF 4207.5 4125
coast station at which continuous DSC alerting is available. This is approxi-
mately 20-30 miles. Within this area all methods of distress communication ie: HF 6312 6215
VHF and MF/HF DSC and Sat C can be used reliably. HF 8414.5 8291
A2 Area HF 12577 12290

HF 16804.5 16420
This excludes A1 areas and covers the area which is within the coverage range

Illustration 7.6.1b VHF DSC Systems VHF DSC VHF VHF DSC VHF
Aerial Aerial Aerial Aerial
Display Functions Soft Keys

Relating to Soft Keys
SCAN STO DEL

SAILOR RT 4822 VHF-DSC Rx
LOG
ABC 1 DEF 2 GHI 3 Port Wing
FREQ
Tx Handset
STATION CALL MEN INTC DW
<
CH ADDR
JKL 4 MNO 5 PQR 6 Above Deck Above Deck
BOOK
>
TEL
Tx 1W US CALL ALARM DSC STU 7 VWX 8 YZ 9
FUNC P
SHIFT
. 0 # 16
* Handset Handset
ON/OFF
VHF/DSC
RT4822
On / Off Distress No.1 No.2

Buttons Button VHF/DSC VHF/DSC
Indicators MEM VOL SG
TX - Transmit TX IW US CALL ALARM

1W - Low Power (1 Watt)
US - United States Channels TEL
DSC
RX
LOG
TX
CALL
SEND
CALL ON/OFF ON/OFF
CALL
ALARM
VOL
TEL/DSC Key I/U
CH
AUTO
SQ
CH Key SCAN
1
STO
2
DEL
ABC DEF GHI 3

MEM INT-C DW
JKL 4 MNO 5 PQR 6

DIM SPK PWR
24V DC 24V DC
Shift/Keyboard Lock Key STU 7 VWX 8 YZ- 9 GMDSS From Remote From GMDSS GMDSS From GMDSS
FUNC P
Console Alarm Unit Console Console Console
SHIFT
* . 0 # 16
VHF DSC System No.1 VHF DSC System No.2
Microphone Located on Bridge Manoeuvring Panel Located on Bridge Alarm Panel
Bridgewing
Handsets
C4901
Starboard
Wing
Handset

General Rules for Communications GMDSS Equipment To Send a Distress Call Using the VHF DSC
1. All stations are forbidden to carry out the following: The following equipment is mounted in the System 4000 GMDSS console in To send an un-designated distress alert:
the wheelhouse:
Unnecessary communications Sat C Transceiver Systems (two) a) If the unit is off or on standby, press the ON/OFF button. (If using
The transmission of profane language the bridge wing handsets: unhook the handset.)
The transmission of signals without identification MF/HF DSC Controller Unit
Battery/Charger Monitor Panel b) Press and hold the DISTRESS button until RELEASE is
2. Avoid interference displayed.
Remote Alarm Unit No.1
All stations are forbidden to carry out the following: c) The un-designated distress call will be sent on CHANNEL 70.
The following equipment is mounted in the main wheelhouse console: The operator must now wait for an answer.
The transmission of superfluous signals and correspondence
VHF DSC System No.1 The message format is:
The transmission of false or misleading signals
The following equipment is mounted in the wheelhouse alarm console: Type: Distress
All stations shall radiate the minimum power necessary to ensure satisfactory
service. Remote Alarm Unit No.2 Message: Un-designated
Position: Position Co-ordinates
VHF DSC System No.2 Time: Time UTC
3. Secrecy of communications
The following equipment is mounted in the cargo control room The distress call is automatically repeated every 3.5 minutes on the same
All administrations bind themselves to take the necessary measures to prohibit
frequency until acknowledged or manually stopped.
and prevent the following: VHF R/T Transceiver Unit No.3
To Accept the Distress Acknowledgement from Other Ship Using the
The unauthorised interception of radio communications not VHF Transceivers/DSC and Radiotelephone Controllers VHF DSC
intended for the general use of the public.
DSC Units: Sailor RT4822 a) The display changes to: ‘Distress acknowledge received’. (For the
The divulgence of the contents, simple disclosure of the Radiotelephone Unit: Sailor RT2048 bridge wing handsets the display reads: DIST ACK).
existence, publication or any use whatsoever, without authori-
sation, of information of any nature obtained by the interception There are three differently configured VHF transceiver systems: b) Press the VIEW button. (For the bridge wing handsets press RX
of radio communications. LOG and SELECT buttons).
The first VHF unit is mounted on the starboard side of the main wheelhouse
4. Log important calls console. This unit has a radio telephone and DSC unit with a local handset. c) Press the 16 button.
There are also extension handsets and speakers on the port and starboard
All stations are required to record important calls such as distress, urgent and bridge wings for use during manoeuvring etc. d) Lift the handset, press the P.T.T. (pressel) switch and say:
safety communications, in the following format:
The bridge wing handsets of this system are fully equipped to enable the ‘MAYDAY MAYDAY MAYDAY
Time of transmission (start and stop), ship’s position, weather sending of distress messages etc. THIS IS MILLENNIUM MAERSK
conditions MILLENNIUM MAERSK
Subscriber’s ID (identification) number or call sign The second unit is mounted on the starboard side of the bridge alarm console. MILLENNIUM MAERSK
Used class of emission and frequency This unit consists of a radio telephone and DSC unit with a local handset. This MAYDAY
Contents of the call (for distress call: the entire call) should be kept in the watchkeeping mode on channel 70. THIS IS MILLENNIUM MAERSK
Communications state (atmospheric, scrambled, IF gain, other) POSITION........
Also, log the results of all the mandatory tests The third unit is a VHF radiotelephone with local handset for working use: NATURE OF DISTRESS..........
contacting pilots/other vessels etc. This unit is located in the ship’s control ASSISTANCE REQUIRED............
centre on the forward bulkhead. ADDITIONAL INFORMATION FOR S.A.R.....number of crew etc.’
This unit is not part of the ship’s designated GMDSS equipment. e) Release the P.T.T. switch and wait for an answer.

Illustration 7.6.1c VHF R/T System
VHF
Dipole
Aerial
Above Deck
Indicators
1W - Reduced Power
TX - Transmitting
Squelch Control Display US - United States Channels
Local
Handset
SAILOR COMPACT VHF RT2048 SP RADIO DENMARK
SQ SCAN SCAN SCAN

ADD DELETE
1 2 GHI 3
SELCALL SCAN
TIME
DW No.3 VHF
T/R
1W TX US 4 5 6
DIM US TW
7 8 9
VOL P
SHIFT
OFF 0 16
ON/OFF
Volume On/Off Channel 16 Power

Control Key Supply
Unit
No.3 VHF RT2048 No.3 VHF

Located in Ship's Control Centre System
24V DC 220V
From GMDSS AC Power
Console Supply

Operation and Controls: VHF DSC Unit RT4822 b) Press the TX CALL key. Operation and Controls: RT 2048 VHF Transceiver
The controls for the VHF DSC unit are almost identical to the MF/HF DSC c) Select the type of call required eg: ‘shore’, by pressing one of the Power
unit. The main difference in operation is that the unit uses pre-programmed soft-keys.
VHF channels instead of frequencies. Turn the volume control clockwise to switch on the transceiver.
d) Enter the MMSI number by keying in the numbers using the
Power keyboard. Setting the Channel Display Backlight Level
e) Press ACCEPT or MEMORY using the soft-keys. The memory Press the SHIFT key followed by the DIM key. The backlight level is changed
Press the ON/OFF button to turn on the transceiver.
function reveals a sub menu where a pre-programmed station can in four steps from zero to maximum.
Setting Telephony or DSC Operation be selected.
Switching the Speaker On and Off
f) Press ACCEPT again or TEST CALL using the soft-keys.
Press the TEL/DSC key. Each operation toggles the display between the DSC Press the SHIFT key followed by the SPK key. Each operation toggles the
and telephony functions. g) Select the frequency the call is to be made on, by pressing the UP speaker on and off.
or DOWN soft-keys followed by ACCEPT using the soft-keys.
Received Log Squelch
h) Select SEND using the soft-keys. The message CALL IN
Press the RX LOG key. This operation opens the screen menu where all DSC PROGRESS followed by WAITING FOR ACKNOWLEDGE is Turn the squelch control clockwise to increase squelch level.
calls are logged and recorded. displayed.
Setting the Transmitter Level
Setting the backlight level i) When the called station answers take the handset off the hook.
(or press VIEW using the soft-keys to read the call if DSC) Press the SHIFT key followed by the 1W key. The output power level is
Press the SHIFT key followed by the DIM key. The backlight level is changed toggled in from 1 watt to the maximum level of 25 watts.
in four steps from zero to maximum. j) Press the PTT switch on the handset and talk.
Quick Selection of Channel 16
k) When finished, release the PTT switch and listen for an answer.
Switching the Speaker On and Off
Press the 16 key.
VHF R/T Unit RT2048
Press the SHIFT key followed by the SPK key. Each operation toggles the Scanning Function
speaker on and off. To Send a Distress Message Using the VHF R/T Transceiver
Press the SHIFT key followed by the SCAN key to enter scanning mode.
Squelch The distress alert message is given verbally into the handset of the unit. It
should be noted there is no formal distress message for channel 16 communi- Press the SHIFT key followed by the SCAN ADD key to add a channel to the
Press the SHIFT key followed by the SQ key. When the squelch function is on cation. However, the standard distress message is recommended. scanned channel list.
the receiver output is muted between the speech pauses.
a) Switch on the unit using the ON/OFF volume control. Press the SHIFT key followed by the SCAN DELETE key to delete a channel
Setting the Transmitter Level from the scanned channel list.
b) Switch the unit to channel 16 using the 16 button.
Press the SHIFT key followed by the 1W key. The output power level is Press the SHIFT key followed by the SCAN TIME key to select a channel
toggled from 1 watt to the maximum level of 25 watts. c) Press the PTT switch and say: listening time from 1 to 99 seconds.
‘MAYDAY MAYDAY MAYDAY Switching the Speaker On and Off

Call Procedures
THIS IS MILLENNIUM MAERSK,
MILLENNIUM MAERSK, Press the SHIFT key followed by the DW key to enter the dual watch facility.
The VHF DSC distress procedure is described at the beginning of this section. MILLENNIUM MAERSK.
To make a manual call: POSITION........ United States VHF Channels
NATURE OF DISTRESS..........
a) Select channel by pressing one of the soft-keys and enter the OVER’ Press the SHIFT key followed by the US key to select the channels used in the
channel by keying in the numbers using the keyboard. United States.
e) Release the PTT switch and wait for an answer.

Illustration 7.6.1d MF/HF DSC System
MF/HF MF/HF
D.S.C Aerial
Aerial
Local Handset
Indicators Above Deck

Tx - Transmitting
Call - Dsc Call Received Display Functions
Alarm - Alarm call Received Relating to Soft Keys Soft Keys
SAILOR HC4500 MF/HF CONTROL UNIT Rx

LOG
CANCEL
Tx Rx 2182.0 kHz STATION
Tx
CALL
MF/HF
CALL
Tx 2182.0 kHz <
Aerial
SAILOR HC4500 MF/HF CONTROL UNIT Rx
ADDR Tuning Unit LOG
CH BOOK Tx Rx 2182.0 kHz CANCEL

Tx
STATION CALL
Tx 2182.0 kHz
>
POWER HIGH SQUELCH ON Tuning
<
CALL
ALARM CH ADDR
BOOK
>
TEL/
DSC
Control ALARM POWER HIGH SQUELCH ON
TEL/
DSC
SCAN STO DEL MEN INTC 2182

DIST
ABC 1 DEF 2 GHI 3 JKL 4 MNO 5 # FREQ
SCAN STO DEL MEN INTC 2182

PWR DIM SPK ALARM FUNC
DIST SHIFT ON/OFF
ABC 1 DEF 2 GHI 3 JKL 4 MNO 5 # FREQ

PQR 6 STU 7 VWX 8 YZ 9 . 0 *
PWR DIM SPK ALARM FUNC

SHIFT ON/OFF
PQR 6 STU 7 VWX 8 YZ 9 . 0 *
250w MF/HF 24V DC

Transceiver From Remote From GMDSS
Alarm Unit Console
Shift Key Distress On / Off Volume

(For Yellow Key Key Control
Functions)
MF/HF DSC
Controller Unit HC 4500
Fitted in GMDSS Console
AC Supply
220V
MF/HF DSC
System

Selcall Test Facility To Accept the Distress Acknowledgement from Other Ship Using the The SSB Radiotelephone can be used on ship to ship and ship to station radio
MF/HF DSC Unit communications in the MF/HF band. The main communication modes used are
Press the SHIFT key followed by the SELCALL T/R key to test and reset the voice communications (J3E/H3E) via the handset and DSC communications.
selcall decoder. a) The display changes to: ‘Distress acknowledge received’.
b) Press the VIEW button. Operation and Controls: MF/ HF DSC Unit HC4500
Switching to the Private Channels
c) Press the 2182 button. Power
Press the SHIFT key followed by the P key to select the private channels.
d) Lift the handset, press the PTT (pressel) switch and say: Press the ON/OFF button to turn on the transceiver.
MF/HF Transceiver and DSC Controller
‘MAYDAY MAYDAY MAYDAY Setting Telephony or DSC Operation
Transceiver type: Sailor HT4520 THIS IS MILLENNIUM MAERSK,
DSC Controller Unit: Sailor HC4500 MILLENNIUM MAERSK, Press the TEL/DSC key. Each operation toggles the display between the DSC
MILLENNIUM MAERSK. and telephony functions.
This unit consists of a combined MF and HF transceiver, a DSC scanning POSITION........
watch receiver/controller unit and a handset. The controller and handset are NATURE OF DISTRESS.......... Received Log
mounted on the GMDSS console and should be kept ‘On Watch’, scanning the OVER’
DSC distress channels. e) Release the PTT switch and wait for an answer. Press the RX LOG key. This operation opens the screen menu where all DSC
calls are logged and recorded
To Send a Distress Call Using the MF/HF DSC Controller Unit Procedure to Acknowledge a Distress Call
Setting the backlight level
To send an un-designated distress alert: a) The audible alarm distress signal will sound; ‘Distress Call
Received’ will be shown in the display area. Press the SHIFT key followed by the DIM key. The backlight level is changed
a) If the unit is off or on standby, press the ON/OFF button. in four steps from zero to maximum.
b) Press the VIEW button to show the Call Content information
b) Press and hold the DISTRESS button until RELEASE is page. Switching the Speaker On and Off
displayed.
c) Press the MORE button to view the addtional information. Press the SHIFT key followed by the SPK key. Each operation toggles the
c) The un-designated distress call will be sent on 2187.5kHz. The speaker on and off.
operator must now wait for an answer. d) Press the REPLY button. The distress acknowledgement will now
be received by the sender. Squelch
The Message format is:
e) Press the 2182 key and listen for the distress message as shown Press the SHIFT key followed by the SQ key. When the squelch function is on
Type: Distress above. the receiver output is muted in speech pauses.
Message: Un-designated
Position: Position Co-ordinates The MF/HF Transceiver has many functions, but the main functions are: Setting the Transmitter Level
Time: Time UTC
1. Distress alert: Press the SHIFT key followed by the PWR key. The output power level is
The distress call is automatically repeated every 5 minutes on the same Transmit the distress alert via the SSB radiotelephone. changed in three steps from low to medium to maximum.
frequency until acknowledged.
2. All Ships Call: Call Procedures
Whilst at sea, the GMDSS regulations require the MF/HF scanning receiver to For urgent situation on own ship (for example, request for
be set to cover 2187.5kHz, 8414.5kHz and also at least one other HF DSC medical assistance). The DSC distress procedure is described at the beginning of this section. To
distress and safety frequency from the following: 4207.5kHz, 6312kHz, make a manual call:
12577kHz or 16804kHz. 3. Individual Call:
To place a call to a specific ship or coast station.This unit is made a) Press the TX CALL key.
up of the HT4520 control unit, a 250W transmitter with an aerial
coupler for automatic tuning. There is also a power supply unit b) Select the type of call required eg: ‘shore’, by pressing one of the
with meters mounted at the GMDSS console to enable monitoring soft-keys.
of power levels.

Illustration 7.6.1e Portable VHF Transceivers
Antenna
Belt Clip
Squelch Control Remote Connector

On / Channel 16
Selector
Channel 16
Microphone Indication
PPT Tron
(Push To Talk) VHF
Off Switch
SQ On / Channel 16
Loudspeaker Transmit Selector
Indication VOL CH
JOTRON
Tron VHF
Volume Control Channel Selector
Battery Release Battery Release
Button Button
Enlarged View of
Top of Radio
Battery Pack

c) Enter the MMSI number by keying in the numbers using the b) Turn the radio on by pushing the ON/16 button for 3 seconds. The Testing
keyboard. unit is now ready to operate on Ch 16.
The Tron VHF should be tested monthly to ensure proper operation in the
d) Press ACCEPT or MEMORY using the soft-keys. The memory b) Adjust the sound volume by turning the VOL for operator event of an emergency. The test procedure is as follows:
function reveals a sub-menu where a pre-programmed station can preference.
be selected. a) Battery:
c) Adjust the squelch setting by turning the SQ knob carefully until Turn the unit on. If the Tx light is flashing when transmitting the
e) Press ACCEPT again or TEST CALL using the soft-keys. noise from the loudspeaker is suppressed. Be careful not to turn battery requires charging / replacing.
the squelch level too high, as this may lead to weak signals being
f) Select the frequency the call is to be made on,by pressing the up cut out. b) Volume Control:
or down soft keys followed by ACCEPT using the soft-keys. Check if the VOL control is smoothly operating and that the
d) The Tron VHF is now ready for reception. sound is increasing gradually when turning the VOL control.
g) Select SEND using the soft-keys. The message CALL IN
PROGRESS followed by WAITING FOR ACKNOWLEDGE is Selection of channels is done using the CH knob. The illumination of ‘16’ will c) Squelch Control:
displayed. be extinguished and CH light will illuminate. Check if SQ control is smoothly operating and that the noise is
muted with increasing squelch level.
h) When called station answers take the handset off the hook.
Re-selection of channel 16 is done simply by pressing the ON/16 button.
(or press VIEW using the soft-keys to read the call if DSC)
d) Transmit:
Check that the Tx is illuminating when transmitting. The Tx light
g) Press the PTT switch on the handset and talk.
Transmitting Procedure indicates that the carrier is produced at the antenna output.
e) When finished release the PTT switch, listen for an answer.
a) Adjust the radio as in ‘Receiving’. e) Talk Test:
Portable VHF Transceivers Communicate with another radiotelephone unit to test the
b) Monitor channel for activity to make sure it is clear before trans- transmit and receive functions.
Maker: Jotron mitting. (The BUSY lamp lights when a frequency is occupied.)
Type: Tron VHF
c) Hold the radio in a vertical position with the microphone five to
The vessel is fitted with three Tron VHF two-way hand held survival craft 156 eight cm from your mouth.
MHz radio telephones, complying with GMDSS requirements.
d) When the channel is clear, press and hold down the PTT switch
Each unit consists of a main body (radio) and a re-chargeable nickel cadmium on the side of the radio and speak slowly and clearly into the
battery pack, which fits into the base of the radio. Designed to operate in harsh microphone area. When you have finished talking, release the
conditions the unit is tested waterproof to 1 m for up to 5 minutes. Emergency PTT switch to listen (receive). Keep the transmission as short as
lithium battery packs, coloured orange, are supplied for emergency operation. possible to conserve battery power and not to over occupy the
These battery packs cannot be recharged and have a shelf-life of 4 years. channel.
Up to 11 channels can be installed in the Tron VHF for both international and Battery Change Procedure
on board communication. Constructed for easy handling, the Tron VHF has
easy to read instructions located on the front panel, and is designed to be a) Hold down the two pushbuttons on each side of the unit and
operated if necessary with just one hand. remove the battery pack from the radio unit housing.
Operation Procedure b) Check the gasket inside the housing for signs of damage and
replace as required.
Select the battery pack to use:
c) Replace the battery ensuring that the expiry date is clearly marked
Receiving procedure: and within date.
a) Turn the VOL and SQ to position 0. d) Ensure that the two pushbuttons click into the locked position on
the unit sides. This ensures that the unit remains watertight.

Portable VHF Battery Charger Remote Alarm Units SARTs
This charger is provided solely to charge the 7.2V Nickel Cadmium batteries Type: Sailor AP4365 Type: Jotron ‘Tron Sart’
made for the portable VHF units. COSPAS - SARSAT Frequency: 121.5/406 MHz suitable for A1, A2,
There is a single unit fitted on board. This is fitted on the starboard side of the A3 and A4 sea areas.
The charger has two charging positions. The front position is designed for a bridge alarm console. This unit provides remote alarm indication or remote
portable radio mounted with a battery. distress initiation for the VHF DSC, the MF/HF DSC and the Sat C systems. The two SARTs (Search and Rescue Transponders) are mounted in custom
cabinets, fitted port and starboard in the wheelhouse.
The rear charging position is not normally connected, and is employed as To Send a Distress Call Using the Remote Alarm Unit
storage for a spare battery or an emergency battery. Monthly Testing Procedure
To send an un-designated distress alert:
Operation The Sarts should be checked once a month by activation and subsequent
a) If the unit is off or on standby, press the ON/OFF button. checking of the ship’s 3cm (X Band) radar display for the correct signal
a) Connect the charger to a 230V AC source. indication. The procedure is as follows:
b) Press and hold the relevant DISTRESS button (VHF, MF/HF, Sat C)
b) Switch on the charger by pressing down the ON/OFF switch. for 5 seconds. During this time the audible alarm will sound. a) Remove the SARTs from their cabinets.
c) Insert the battery-mounted radio in the front charging position. All distress functions operate independently of each other. b) When in open waters with no other ships nearby, take the SARTs
The radio must be switched OFF during the charging time. to one of the ship’s bridge wings and activate using the self-test
Battery Charger and Power Supply Units button. The red LED will illuminate to show the unit has
d) Press the CHAR switch downwards to start the charger and the 14 activated.
hour timer. The charger automatically checks the battery type, Battery Charger Type: Sailor N-2164
which can be either 700mAh or 1200mAh. c) The radar beam will interrogate the SART and the internal
The control unit for the battery charger is mounted on the GMDSS console. loudspeaker will produce an audible signal. The signal is
e) If the charger accepts the battery, the indicator for the charging The battery charger serves as an uninterruptible power supply for the GMDSS continuous when close to the radar source but will become inter-
position in use will illuminate red. equipment, providing a seamless changeover to battery back-up power in the mittent at a distance.
event of mains failure. The control unit has alarm facilities to monitor the
f) After the battery is fully charged, the indicator will flash green. battery and charger outputs. d) Check the 3cm radar display. The display should show 12 to 20
By means of a weak current, the charger subsequently maintains dots radiating out from the position of the SART in concentric
the battery’s charge for as long as it remains in the charger. The (Note ! GMDSS regulations require that all the GMDSS equipment is switched circles, similar to a racon indication.
battery is therefore always ready for use. on when the vessel is at sea.)
e) Check the battery expiry date.
g) The charging process can always be interrupted by switching off
the charger at the ON/OFF switch or by removing the radio. It f) Enter the results of the test in the GMDSS logbook.
would be necessary to press the CHAR switch in order to start a
new 14-hour charging period. Every four years the SART battery should be renewed.
h) By pressing the DIM switch, the charging indicator can be

switched on and off alternately. This has no effect on the charging
process. This function is intended solely for use on board vessels
when the charger is situated in the wheelhouse.

Illustration 7.6.1f Sat C System
Sat-C Aerial Sat-C Aerial
TT-3020C Maritime Capsat Transceiver TT-3020C Maritime Capsat Transceiver
GMDSS Console
Thrane & Thrane Thrane & Thrane
TT-3020C TT-3020C
Press both keys for 5 Press both keys for 5
seconds to send alarm seconds to send alarm
Power Stop Login Send Mail Alarm Alarm Power Stop Login Send Mail Alarm Alarm
Capsat Capsat
Printer Printer
Data Terminal/ Data Terminal/

Monitor Monitor
Keyboard Keyboard

EPIRB Inmarsat C Mobile Earth Stations The Inmarsat C system allows the operator to send distress messages which are
given immediate priority over all other calls. The distress messages are auto-
Type: Jotron ‘Tron 40S’ Maker: Thrane and Thrane matically routed to a land-based Rescue Co-ordination Centre (RCC).
Type: Capsat TT-3020C
There is a single EPIRB (Emergency Position Indicating Radio Beacon) The Inmarsat-C system consists of:
carried on board, which is mounted port aft of the bridge directly on top of the There are two ‘Sat C’ stations provided, each with its own monitor, keyboard
Operation Control Centre (OCC)
elevator emergency escape. It is fitted with a hydrostatic release. transceiver unit and printer mounted on the GMDSS console.
Satellite Control Centres (SCC)
The function of the EPIRB is to help locate survivors in the event of a search These stations provide distress and general telex communications for mobile
Network Coordination Stations (NCS)
and rescue operation. The EPIRB will also act as an automatic means of and fixed terrestrial subscribers in the Inmarsat C communications network.
distress transmission if no other means is available. Telex messages are processed by store and forward telex. A telex message Land Earth Stations (LES)
transmitted from the ship arrives at a coast station where it is stored
Mobile Earth Stations (MES).
Monthly Testing Procedure temporarily before delivery to the specified subscriber.
The OCC, located at Inmarsat’s London headquarters, co-ordinates a wide
The internal test of the battery and transmitter should be carried out once a (Note ! No full duplex communications are possible with this equipment.) range of activities in the Inmarsat system, including commissioning of mobile
month. earth stations.
To Send a Distress Message Using the Sat C Systems
a) Remove the EPIRB from its bracket, holding the unit upright. The Inmarsat-C system divides the world into four regions and each region is
An un-designated distress alert can be sent from the Sat C systems using the
covered by its own satellite.
remote alarm units previously described.
b) Wipe clean the EPIRB and check that the two earthing screws for
In each region there is one NCS and several LESs. The NCS keeps track of all
the mercury tilt switch are clean. The screws are close to the join
Another method of sending a distress alert message is available at the the Inmarsat C transceiver’s in its region and broadcasts information such as
of the two EPIRB sections. If the unit is inverted after removal
transceiver unit itself: navigational warnings, weather reports and news. The LES provides the link
and the screws earthed, the EPIRB will activate and set off a false
between the MES and the terrestrial telecommunications networks via satellite.
alert.
a) The units should always be switched on and in the receive mode.
Operation and Controls: Sat C System
c) Push the test switch to the TEST position. Within 15 seconds the
b) Press and hold the ALARM and STOP buttons simultaneously for
strobe and red light will flash several times. After one minute the
at least 5 seconds until the alarm LED starts flashing. Each Sat C system consists of a transceiver, antenna, keyboard, display unit
EPIRB will automatically reset.
and printer.
A distress alert with the current position of the ship will be sent to the land
d) Check the expiry date of the battery unit.
station used for the last ship’s transmission. All operations are carried out from the computer terminal unit except the quick
sending of a distress message using the transceiver, previously described. A
e) Carefully replace the EPIRB in the correct position within it’s Overview distress message may also be sent using the on-screen menus.
bracket.
The Inmarsat-C system provides worldwide telex and data communication to
owners of Inmarsat-C transceivers or a terrestrial telex network via satellite. Transceiver Unit
(Note ! The unit’s normal stowage position is inverted i.e. the battery unit is
uppermost.)
Communication mode is store and forward telex, which means all information The transceiver unit has 5 indicators and two pushbuttons:
f) Enter the results of the test in the GMDSS logbook. sent is first stored at a Land Earth Station (LES) and then delivered to the
designated party. The Power Indicator
Yearly Test
An EGC (Enhanced Group Call) receiver is built into the transceivers to This indicator will always be illuminated when power is supplied to the
receive the following types of messages, broadcast from a Land Earth Station equipment.
a) Test the EPIRB using the TRONDEC decoder, this test ensures
that the beacon is within its specification and complies with the
1. Safety-NET. Governments and maritime authorities can use this The Log-in Indicator
COSPAS/SARSAT system regulations.
service to distribute maritime safety information to ships within
selected areas. This indicator will be illuminated when the transceiver is logged onto an ocean
b) Change the hydrostatic release mechanism on the float free
area. If the transceiver is in synchronisation with ocean area signals but not
bracket.
2. Fleet-NET. Commercial subscription organisations or shipping logged on, the indicator will flash. If the transceiver is unable to synchronise
companies can use this service to transmit information simultane- with ocean area signals the indicator will be off.
ously to a selected group of ships.

Illustration 7.6.1g Actions Following GMDSS Alert
Action To Be Taken on Receipt of A DSC Distress Alert
Which Sea Area is Own Vessel Currently Sailing?
A1 A2 A3
Distress
Channel 70 Channel 70 2187.5 kHz Channel 70 2187.5kHz HF
Received Via:
ACTION ACTION ACTION ACTION ACTION ACTION
Change to Channel 16 R/T Change to channel 16 R/T Change to 2182kHz Change to channel 16 R/T Change to 2182kHz Change to HF Frequency
that distress received on
Wait 3 minutes for coast Acknowledge vessel Wait 3 minutes for coast Acknowledge vessel Acknowledge vessel Wait 3 minutes for coast
station to acknowledge via R/T channel 16 station to acknowledge via R/T channel 16 via R/T on 2182kHz station to acknowledge
IF COAST STATION IF VESSEL IF COAST STATION IF VESSEL IF VESSEL IF COAST STATION

DOES NOT REPLY: DOES NOT REPLY: DOES NOT REPLY: DOES NOT REPLY: DOES NOT REPLY: DOES NOT REPLY:
Acknowledge vessel Send distress relay to Acknowledge vessel Send distress relay to Send distress relay to Relay to coast station
on VHF R/T CH16 coast station by most if in a position to assist coast station by most coast station by most
Relay to coast station suitable method suitable method suitable method
IF VESSEL IF DISTRESS IF VESSEL IF DISTRESS IF DISTRESS IF VESSEL

DOES NOT REPLY: CONTINUES: DOES NOT REPLY: CONTINUES: CONTINUES: DOES NOT REPLY:
Send distress relay to coast
station, if distress continues
Send distress relay Acknowledge vessel Acknowledge vessel Acknowledge vessel Send distress relay to
acknowledge using DSC on
to coast station using DSC. Then via using DSC. Then via using DSC on 2187kHz, coast station by most
2187kHz, then via R/T
R/T channel 16 on 2182kHz R/T channel 16 then R/T via 2182kHz suitable method, standby

The Send Indicator Sat C Communication Modes (ARQ and FEC) GMDSS Routine Testing
This indicator will flash when the transceiver enters transmission protocol. ARQ Mode Daily Tests
This indicator will be steadily illuminated when the transceiver is actually
transmitting. The indicator will flash again after transmission until the ARQ is an acronym meaning Automatic Re-transmission reQuest. It allows The correct function of the DSC facilities shall be tested at least once per day,
transceiver receives acknowledgment from the Land Earth Station. private communication between any two stations using semi-duplex commu- without transmission, by use of the equipment’s internal test facility.
nication. The transmitting station sends information in a block of three
The Mail Indicator characters and the receiving station confirms receipt and sends acknowledge- Batteries providing a source of energy for any part of the radio installations
ment to the transmitting station, if the information is received correctly. Once shall be tested daily and where necessary bought up to the fully charged
This indicator will flash when the transceiver receives a non-EGC message. a block of information has been received correctly the transmitting station condition.
This indicator will be steadily illuminated when the message has been sends the next block of three characters. As mentioned above, the transmitting
received. The indicator will then go off when the message has been read, flash station sends information while reception confirmation is being carried out. Printers shall be checked to ensure there is an adequate supply of paper.
again after transmission until the transceiver receives acknowledgment from This ensures that each character is received correctly. In the case of an error,
the Land Earth Station. the receiving station requests re-transmission of the block which contained the Weekly Tests
error. Requests for re-transmission can be repeated up to 32 times (this can take
If the automatic Capsat message program is in use the indicator will flash and up to 15 seconds) until the information has been received error-free. After 32 The correct operation of the DSC facilities shall be tested at least once a week
go off automatically as the system accepts and files the message. attempts, the transmitting station automatically initiates a new call. If a block by means of a test call, when within communication range of a coast station
still contains an error, the communication line is then automatically discon- fitted with DSC equipment.
The Alarm Indicator nected.
Where a vessel has been out of the range of a DSC equipped coast station for
This indicator will flash when the transceiver has transmitted a distress This mode is mainly used for coast station communication. a period exceeding a week, a test shall be made on the first opportunity that the
message. This indicator will be steadily illuminated when the message has vessel is within the communication range of a DSC coast station.
been acknowledged by the Land Earth Station. To turn off the indicator the FEC Mode
stop button must be pressed. Each survival craft VHF transceiver shall be tested at least once a week on a
FEC is an acronym meaning Forward Error Correction. In this mode the trans- frequency other than channel 16.
The Stop Button mitting station sends information twice, with a 280ms interval between trans-
missions to reduce receive error. However, the transmitting station is not Monthly Tests
This button is used to: provided with receipt confirmation. Therefore, this mode should only be used
for one-way uninterrupted transmission of messages where confirmation of
Each EPIRB shall be tested at least once per month to determine its correct
receipt is not required.
Initiate a distress message when used in conjunction with the operation using the internal test facility. The general condition and security of
alarm button. the device shall also be checked.
This mode is mainly used for distress communications.
Switch off the alarm indicator after a distress message transmis- Each SART shall be tested at least once per month to determine its correct
sion. operation using the internal test facility. The general condition and security of
the device shall also be checked.
Set the serial port to its default values. The button has to be
pressed at the power up stage of initialising the system otherwise Each survival craft VHF transceiver shall be tested at least once a month on a
the button has no effect. frequency other than channel 16.
The Alarm Button A check shall be made at least once per month on the general condition and
security of the GMDSS back-up batteries. Connections and cleanliness should
This button is used in conjunction with the stop button to send a distress also be checked at this time.
message. The two buttons must be pressed and held for five seconds until the
alarm indicator starts flashing. Ideally the batteries should be subjected to a load test by simulating mains
failure. This should be for a period of at least 30 minutes and the battery
voltages closely monitored and logged during this time.

Illustration 7. 6.1h Navtex Receiver
Illuminates When SAR Message

(category D) is Received.
FURUNO NAVTEX RECEIVER NX - 500 Alarm is Activated SAR
SAR Illuminates When Messages are
PAPER
PAPER Received
Illuminates When Paper LOCK
LOCK Runs Out
POWER Illuminates when power is on
POWER
The FEED Key: Feeds Paper DIM Adjusts Illumination

DIM
MENU ENT The MENU key: Calls Up MENU ENT The ENT Key Registers
The Main Menu User Set Data
Moves Cursor Left Moves Cursor Right
The REJECT Key: Used to Reject The Accept Key: Selects Stations,
REJECT ACCEPT Stations, Messages or to Enter REJECT ACCEPT Messages or Enters
Lower Case Characters. Upper case characters
(Also Cuts Off the
Signal Monitor Function)

Navtex Receiver designated as b1, b2, b3 and b4. They indicate the origin, category and serial Navtex Receiver Operation
number of the message.
Make Furuno Basic operation is confined to switching on the unit. This is carried out as
Model NX-500 Character b1 is the identification letter of the Navtex station; from A to Z. follows:
Character b2 indicates the type of message, from A to Z as listed above.
Navigational Telex, is an international direct printing telex service used to Characters b3 and b4 indicate the serial number of the message. a) Flip down the front panel and turn on the power switch. As soon
promulgate navigational and meteorological warnings to shipping. The unique as the NX-500 is on, the message NAV, PRINT READY is
feature of Navtex is that the transmission sends nine control characters (a The serial numbers count from 01 to 99 and then start from 01 again. The printed. This indicates the receiver is in a standby setting, ready
header code) ahead of the main message. In this way, the receiver can identify number 00 is reserved for important emergency messages, such as a search and to receive the Navtex signal. This is the receiving mode.
the station, message type and serial number. rescue (SAR) message.
b) User settings can be adjusted to suit the requirements of the
System Operation The end of each message is indicated by NNNN. vessel.
The Navtex system uses the single frequency of 518kHz worldwide. Each Navtex Receiver Message Handling All user settings are contained in the main menu. To access the main menu
navigation area (navarea) may contain several transmitting stations, so to avoid press the MENU key. The printout will look like the following message:
conflict between adjacent stations the following rules apply: The Navtex receiver acquires, stores and prints Navtex messages according to
the following rules:
* ------------------Print Head
1. The transmission timetable is determined so that two or more ABCDEFG
stations, having a common service area, will not overlap in their 1. The receiver selectively acquires stations and types of messages
time schedules. specified by the operator. Messages of types A, B, D and L
---------------------Main Menu------------------
cannot be de-selected by the operator.
A: Set Station
2. Each station transmits with the minimum power required to cover B: Set Message
its service area, nominally 200 nautical miles. 2. Message type D (search and rescue information) is an SAR
message and is printed immediately. To call this to the C: Set Function
operator’s attention, the alarm buzzer sounds and the SAR D: Print Received ID
Message Format
warning LED illuminates. E: Print Status
F: Print NMEA data
Message categories vary according to the content and the ship’s operator has a
3. When an abnormal character is received, possibly due to noise G: End
degree of selection over which categories can be received. Essential warning
categories A, B, D and L cannot be de-selected from the receiving list. interference, the character is printed as: ‘*’ (an asterisk).
------------------------FURUNO------------------------
Type of message (category): 4. Type D messages (search and rescue information) are printed
automatically. (Printing can be inhibited by presetting.) The printing head is above A of A B C D E F G. Each character corresponds
A: Navigational warnings to a main menu, which is listed below them on the printout. To call up a menu:
B: Meteorological warnings 5. A message having the serial No. 00 (emergency message) is
C: Ice reports printed automatically. a) Place the printing head above the letter corresponding to the menu
D: Search and Rescue information required by operating the arrow keys < or >.
6. Message types A, B, D and L or serial No. 00 from rejected
E: Meteorological forecasts stations are printed. (Printing of message type A from rejected
F: Pilot service messages b) Press the ENT key or the ACCEPT key.
stations can be inhibited by presetting.)
G: DECCA messages
H: LORAN messages 7. Type D messages up to 2000 characters in length are printed Most functions are selected or deselected by designating upper or lower case
I: OMEGA messages regardless of the character error rate. (However, the NX-500 characters by pressing the ACCEPT key or the REJECT key at the relevant
J: SATNAV messages can be preset to stop printing when the error rate is over 33%.) characters.
K: Other electronic navaid messages (Messages
concerning radio navigation services) The arrow keys (< >) move the printing head right or left, to skip over the
L: Navigational warnings additional to the letter A functions and items not required.
M to Y: No category assigned
V to Y: Special services - allocation by IMO To escape from the user setting mode place the printing head above G and
Z: No message on hand press either the ENT or the ACCEPT keys. The message NAV, PRINT
READY is then displayed, indicating control has returned to the receiving
Common to all messages, the first five characters are always ‘ZCZC-’. This mode.
header code is used for message synchronisation. The latter four characters are

Illustration 7.6.2a Telephone Systems

I.S. Power
Power Source (AC 220V)
Supply
Cargo Pump
Turbine Area
Wall Type Flush Type Wall Type Desk Type Telephone and Alarms
Bell
Cargo Pump
Satcom Turbine Area
Selector
For Shore Connection
Remote Alarm
Ship's Control
Automatic
AC 110/220V Centre Telephone
Telephone Exchange
Power
Source DC 24V Cargo Console
Selector
To Public
Address System
Pump Room
Wall Type Wall Type (Hazardous Area)
Beacon
Bell Bell
Air Horn S
Air
(8kg/cm2)
Call Pilot Lamp
Junction
I.S. Selector
Box
I.S. Telephone
Generator Handle Wall Type
Emergency Terminal Box
Bell Rotary
Light Horn Pump Room Entrance
Headset
Relay
Box
Rotary I.S. Selector

Selector Switch
I.S. Telephone
I.S Relay
Headset/handset
Beacon Unit Box
Selector Switch Power
From Sound power Telephone

Air Horn
S
Air
(8kg/cm2)
Sound Powered Telephone Automatic Telephone System Intrinsically Safe Telephone System

7.6.2 Sound Powered and Intrinsically Safe Telephone Systems 7.6.3 Automatic Telephone System
Sound Powered Telephone System Manufacturer: Marine Radio Co.

Type: MCX 2064
Manufacturer: Marine Radio Co.
Type: LC 800 The automatic telephone system is an electronic telephone switching system
with integrated circuit components which ensure high quality transmission. It
The sound powered telephone system is designed for safe and clear communi- is fitted to provide communication throughout the vessel. Alongside each
cation. The aim of this system is to provide communication independent of the extension is a directory of all extensions in the system. Telephones are situated
ship’s power supplies thereby providing emergency communication. in all officer and crew cabins, including separate bedrooms, public rooms,
galley, emergency generator room, fire control station, engine room workshop,
To Make a Call main engine manoeuvring stations and engine room floor. A three-digit
numbering system is used.
a) Pick up the handset.
The exchange is supplied by the 220V system and in the event of power
b) Set the station selector to the required extension number. failure, from the 24V emergency battery system.
c) Turn the call generator handle until a loud beep is heard at the Rotating lights and horns are activated in the machinery spaces when the
user’s own station (approximately 10 turns). engine room telephones are accessed.
d) Duplex communication is now possible for approximately 15 Telephones on the vessel are divided into four classes of service:
minutes. Speech time may be extended by winding the call
generator handle again. ‘A’ class telephones have the following facilities:
Stations within machinery spaces are fitted with headsets to provide commu- Extension to extension calling
nication within the noisy environment. The headsets are selected by operating Paging facility via the PA system
the headset/handset toggle switch on the telephone unit.
Priority
Intrinsically Safe Telephone System Trunk access
Manufacturer: Seun Electric Co. ‘B’ class telephones have the following facilities:
Type: SU-IS
Extension to extension calling
The intrinsically safe telephone system is designed to provide communications
Paging facility via the PA system
from and to the ship’s pump room.
Priority
All the telephones and fittings within the pump room are explosion proof. Air
horns and rotating lights are fitted within the pump room to alert personnel on ‘C’ class telephones have the following facilities:
the reception of a telephone call.
The two telephones in the pump room (one in the entrance area) can call and Paging facility via the PA system
receive from the cargo control room and the cargo pump turbine area.
‘D’ class telephones have the following facility:
Classes of service can be re-programmed at the telephone exchange if required.

Illustration 7.6.4a Public Address System
Port Bridge Wing Starboard Bridge Wing
M M
Upper Deck Forward

Compass Deck
M Bridge PA Control Unit

To AM
Antenna
M
M Microphone
Aft Mooring Deck Public Address System Central Control Unit G/A
Alarm Emergency
Out General
Alarm Stop
M Ship's Control Centre PA Controller Unit AC 220V In
DC 24V In
From BK (DC 24V)
From Automatic
Telephone
Exchange
Steering Gear
Public Areas, Cabins etc
Engine Room Speakers

M
Galley
Engine Control Room

7.6.4 Public Address System Emergency Broadcasting Paging
Manufacturer: Marine Radio Co. When the SPEAKER SELECTOR button is set to the EMERG position, the The public address system can be activated from the telephone system for
Type: MPA-2100A emergency announcement is made through all cabins, passages and machinery paging purposes if required.
spaces. In this case the volume setting is neglected and the maximum setting
The public address system is provided to communicate important announce- is automatically used.
ments throughout the vessel. Speakers are provided in the accommodation
alleyways, public rooms, working spaces and outside decks. There is a facility Illustration 7.6.4b Public Address Unit
to play a radio tuner or a cassette from the unit in the wheelhouse. The system
is supplied from the main 220V system with back up from the emergency 24V
system. EJECTOR
MRC 12 BANDS RADIO

Operation POWER DIMMER
ON/OFF
Public announcements may be carried out from the control panels installed in
the wheelhouse and ship’s control centre. Broadcasting is selected from the UP VOLUME
AUTO REVERSE 100:C CASSETTE
M1 M2 M3
selection switch mounted on the control panel. TUNE POWER
M4 M5 BAND DOWN
There is a talkback facility to allow the system to be used for communication

SCAN BAND ENTER
during docking etc. The forward and aft mooring decks have microphones and ENTER ALARM TIME
speakers to allow communication with the bridge and bridge wings.
To Make a Broadcast: BUSY

MIC
MIC VOL DIMMER SPEAKER SELECTION
At the main PA control station in the wheelhouse: POWER
ALARM COMP. FORE/
OFF CABIN EMERG
E/R
a) Switch on the power by pressing the POWER button. DK AFT PASS
b) Select the speaker network required using the SPEAKER

SELECTOR buttons.
c) Set the monitor volume using the ‘Moni. Vol’ control.

(If the monitor volume is set too high feedback noise may be
induced).
VU
d) Activate the alarm pushbutton if required.

The alarm signal consists of an 800Hz oscillating tone.
e) Press the microphone PRESS-TO-TALK switch and speak into

the microphone.
f) On completion, de-select speakers and turn off the power at the

power button.
For talk back operation follow the instructions as above, except in step b), MONI-VOL
when the selection should be set to FCSLE/POOP.
PUBLIC ADDRESER
MODEL
BAND
DATE

Illustration 7.6.5a SatCom B System
Saturn B
Above Deck
Display
Facsimile Handset
Main Control Unit
NERA
NERA
Receiver Alarm Buzzer

Interface Box
NERA SATURN B
Message Indicator
FAX MESSAGE
DATA MESSAGE
Message Indicator TELEX MESSAGE
RESET
From Gyro
From GPS
NE RA
NERA Satur n B
Remote Distress Alarm Test LED
Alarm Unit DI STRESS
ALARM
Distress Alert
Acknowledge AC KNOWLEDGE
Activated LED
Button
Distress Alarm Distress Button

Received LED (Under Flap)
Telex
Keyboard
Printer
220V AC
Power Supply Unit
24V DC

7.6.5 SatCom B System Receiving a Distress Call Key Symbols
Maker: Nera a) The alarm buzzer will sound and the alarm indicator will flash. Key symbols marked red can only be accessed when the Shift indicator is
Type: Saturn Bm Marine Mk2 displayed by pressing the SHIFT key.
b) Answer the call using the handset, press the ALARM
The Saturn B communication system provides several telephony channels for ACKNOWLEDGE pushbutton. The buzzer will stop and the Keypad letters can only be accessed when the Alpha indicator is displayed by
communication, facsimile (fax) transmission and reception, telex facilities and indicator will illuminate steadily. pressing the ALPHA key. To select a letter, press and hold the required key
automatic distress alert transmission. until the specific letter appears in the display.
Controls
The equipment comprising the Saturn B system can be divided into two parts: Operation
The main control unit handset is used for system control and communication.
1) The above decks equipment, consisting of the stabilised antenna, To Make a Telephone call
Functions within the handset display may be scrolled through by pressing the
RF units and pedestal control unit.
up/down arrow keys. To select the required function press the ENTER key. To
a) Check the main handset display. The message DIAL 00+INTL
move back to the previous position or display press the ESC key. To delete an
2) The below decks equipment, consisting of the main control unit, TEL. NO. should be displayed.
entry press the DEL key.
handset, personal computer, fax machine, telephones and telex
unit. b) If the user wishes to determine which LES (Land Earth Station)
User Levels
the system is connected to, press the LES key. The default LES
Functions are accessible from the following levels:
Telephone calls can be made from any of the system telephones providing the for that ocean region is displayed along with the ocean region.
correct access codes are entered. Telex facilities are accessed via the computer
The USER level, which includes functions such as short number dialling and
by selecting TELEX MODE from the screen menu. Faxes are sent and If the LES is to be changed, key in the new LES code number
ocean region selection etc. This is the system’s default level.
received from the fax machine. followed by the asterisk key.
The OPERATOR level, a more advanced level which includes functions such
To send a Distress Message via the Sat B System If the ocean region/LES is not displayed the user will have to
as date and time setting and port configuration etc.
initiate a satellite search (see below).
a) Lift the telephone handset.
The RENTER and OWNER levels, which include enhanced functions
c) Key in the international call prefix number: 00.
accessible only by password entry. (See the manufacturer’s manual for further
b) At the distress alarm panel, lift the flap over the distress button,
information.)
press and hold down the button for at least 6 seconds. d) Key in the country code: eg 47 (Norway).
Indicators
c) Wait for dialling tone, then press the ‘#’s key. e) Key in the subscriber number.
The yellow square indicator flashes when receiving a call and illuminates
steadily when the call is established. The indicator remains illuminated until
d) When the Rescue Co-ordination Centre operator answers, say the f) Press the # key. Slow beeps are heard during call set up. The
the call clears.
following: yellow indicator illuminates when the LES accepts the call. The
ringing tone will be heard until the call is answered.
The red triangular indicator flashes when receiving important information or
“MAYDAY MAYDAY MAYDAY
an alarm. The indicator illuminates steadily when the alarm has been read. Key
THIS IS MILLENNIUM MAERSK S6LY g) Clear the call when finished by pressing the ESC button.
in SHIFT followed by ENTER to read the alarm.
CALLING ON INMARSAT FROM POSITION: ..........
MY INMARSAT MOBILE NUMBER IS: .......... To Search for a Satellite
The green circular indicator illuminates steadily as long as the system remains
USING THE ........ OCEAN REGION .......SATELLITE.
synchronised with the LES or NCS. The indicator flashes slowly when no
MY COURSE AND SPEED ARE ........ a) Press the FUNCTION key, followed by 2 and 6.
speech is detected at the remote end of a call.
NATURE OF DISTRESS: ........
ASSISTANCE REQUIRED: ........ b) Press the ENTER key.
Display Backlight
ANY OTHER INFORMATION........OVER”
To turn the display backlight on and off, press the SHIFT key followed by the
c) Press the ENTER key again to initiate the search. The search may
LIGHT key.
e) Follow the operator’s instructions. take a few minutes.
Volume
f) Keep the telephone line clear for return calls. d) The display will read the specific ocean region when locked on.
The handset volume may be adjusted during a call using the up/down arrow
keys. The volume reverts to its default level when the call is cleared.

Illustration 7.6.5a SatCom B System
Saturn B
Above Deck
Display
Facsimile Handset
Main Control Unit
NERA
NERA
Receiver Alarm Buzzer

Interface Box
NERA SATURN B
Message Indicator
FAX MESSAGE
DATA MESSAGE
Message Indicator TELEX MESSAGE
RESET
From Gyro
From GPS
NE RA
NERA Satur n B
Remote Distress Alarm Test LED
Alarm Unit DISTRESS
ALARM
Distress Alert
Acknowledge AC KNOW LEDGE
Activated LED
Button
Distress Alarm Distress Button

Received LED (Under Flap)
Telex
Keyboard
Printer
220V AC
Power Supply Unit
24V DC

Ocean Regions For further in-depth information on the Saturn B system consult the
manufacturer’s manual.
Depending on the vessel’s position, the vessel will be synchronised to the LES
by one of the following ocean region satellites.
Atlantic Ocean Region West: AOR-W

Atlantic Ocean Region East AOR-E
Pacific Ocean Region POR
Indian Ocean Region IOR
To display the current ocean region:
a) Press the SHIFT key followed by the LES key.
As the vessel travels around the world it may be necessary to change ocean
regions to maintain signal quality. To change the ocean region:
a) Press the SHIFT key followed by the LES key to display the
current ocean region.
b) Press the ENTER key to enter the Edit mode.
c) Scroll up or down using the arrow keys until the relevant ocean
region is displayed.
d) Press the ENTER key to select the ocean region.
e) The display will show COMMAND ACCEPTED followed by

SEARCHING FOR SATELLITE.
f) The display will show the title of the new ocean region when the
system synchronises with the new LES.
Signal Quality indication
The signal quality indicators are displayed throughout communication. They

consist of a row of asterisks, three being the optimum signal, zero being the
lowest. Calls may still be possible, but uncertain, on zero.
Info Log
Any alarm conditions will be logged in the system info log. To access the info
log:
a) Press the SHIFT key followed by keying in the number 31.
b) Press the ENTER key to display the log information.

Illustration 7.7.1b Signal Light Panels
SIGNAL LIGHT CONTROL PANEL
INS AINS
PORT STBD
EST EST
GREEN SIGNAL LIGHT RED SIGNAL LIGHT
ON ON
SUEZ CANAL
STERN LIGHT (RED)
OFF OFF MAIN LIGHT SPARE LIGHT

ON
BLUE SIGNAL LIGHT WHITE SIGNAL LIGHT

OFF
ON ON
ANCHOR NCHOR
MAST FORE MAST FORE
DANGEROUS CARGO LIGHT
(RED FLASHING LIGHT)
OFF OFF
RED SIGNAL LIGHT WHITE SIGNAL LIGHT ON

PORT SIDE STBD SIDE PORT SIDE STBD SIDE
ON ON LIGHT LIGHT LIGHT LIGHT
OFF
OFF OFF
HUGE VESSEL LIGHT

(GREEN FLASHING LIGHT)
ON UC/DEEP UC/DEEP
UC/DEEP UC/DEEP
RAFT RAFT
WHITE SIGNAL LIGHT RED SIGNAL LIGHT RAFT MID. RAFT MID.
EDUCE UPP. EDUCE UPP.
ON ON OFF
UC/DEEP NUC/DEEP
ROTTERDAM RAFT MAIN MAST RAFT MAIN MAST
OFF OFF
SIGNAL LIGHT (RED) EDUCE LOW EDUCE LOW
ON
GREEN SIGNAL LIGHT WHITE SIGNAL LIGHT
ON ON TERN TERN
OFF
OFF OFF
ROTTERDAM FT ANCHOR FT ANCHOR
RED SIGNAL LIGHT WHITE SIGNAL LIGHT
SIGNAL LIGHT (RED)
ON ON
ON
OFF OFF
OFF
WHITE SIGNAL LIGHT RED SIGNAL LIGHT

STEERING LIGHT
ON ON (FOREMAST)
ON
OFF OFF
OFF
GREEN SIGNAL LIGHT WHITE SIGNAL LIGHT
ON ON
DEIF DEIF
MALLING MALLING
OFF OFF
Issue: 1 7.7 Lighting Systems- Page 1 of 4

7.7 Lighting Systems Steering Light The lights can also be used for other purposes.
7.7.1 Navigation Lights A blue steering light, controlled from the signal light panel is provided on the Dangerous Cargo Light
aft side of the foremast.
The control panel for the navigation lights is situated on the bridge alarm A red dangerous cargo light is provided on the main mast.
control console. Suez Canal Signal Lights
Huge Vessel Light
The officer of the watch must ensure that navigation lights are properly shown A set of incandescent type Suez Canal signal lights is provided as follows:
during his watch, in accordance with the applicable COLREGS. A green flashing huge vessel light is provided on the main mast.
Five white lights on the starboard compass deck lamp post
Three red lights on the starboard compass deck lamp post Rotterdam Light
Spare light bulbs must be kept accessible and ready for use. The navigation
light system must be tested before departure. Three green lights on the port compass deck lamp post
A red Rotterdam signal light is also provided on the main mast.
Two red lights on the port compass deck lamp post
Operation of Navigation Lights
One blue light on the port compass deck lamp post
a) Operate the power switch.
One red light under the stern light
If the power supply is abnormal, the buzzer will sound. Illustration 7.7.1b Navigation and Signal Lights
Sat Com 'C'
Looking To Port
b) Switch on the appropriate navigation lights using their individual
pushbuttons. Manoeuvring Light
S-Band Radar
The outside lights and the corresponding Main LEDs are illuminated.
The outside lights are constantly monitored. If a lamp failure occurs the buzzer X-Band Radar
will sound and the outside lamp will change over from Main to Sub. Rotterdam Signal Light Rotterdam Signal Light
Huge Vessel Light (Flashing) Dangerous Cargo Light (Flashing)

Testing of Navigation Lights
a) Operate the TEST button, all the LEDs on the panel should Port
illuminate. Starboard
Air Horn Mast Head N.U.C./Deep Draft/Restricted Light
Lights
The main outside lamps and the corresponding LEDs will be illuminated. The Suez Canal & Rotterdam Signal Light
outside main lights are now checked. The buzzer will sound if any have failed.
N.U.C. Deep
Draft Light
b) Switch the system test button off.
Restricted Light
Signal Lights N.U.C./Deep

Draft/Restricted Light
Various signal lights are fitted to the lamp posts mounted port and starboard on
the compass deck above the bridge. These lights include NUC and deep
draught lights plus the following specific lights: Compass Deck
Morse/Manoeuvring Light
A morse/manoeuvring light is fitted on the radar mast. The light is operated by

keys fitted in the wheelhouse and on the bridge wings.

Illustration 7.7.2a Deck Lighting Plan
Bridge Front Foremast

Floodlighting Mid Lamp Post Mid Lamp Post Fwd
Aft Mooring
Aft Floodlights Fwd Floodlights Floodlighting
Station Foremast
Floodlights Aft
Floodlighting
Dave
No.4 Ballast Tank Pt & Stb'd
Bridge Searchlight
Mid Lamp Post

Bridge Front Aft Floodlights Mid Lamp Post Foremast
Aft Mooring Floodlighting Fwd Floodlights Fwd
Station Foremast Floodlighting
Floodlights Aft Floodlighting
Mid Lamp Post

Mid Lamp Post Fwd Floodlights
Aft Floodlights

7.7.2 Deck Lighting
Floodlights
Marine use mercury floodlights are provided for the deck lighting and are
controlled from the light control panel in the wheelhouse or additionally from
the ship’s control centre light control panel.
Eight 700W and two 1500W mercury floodlights are fitted to the
bridge front
Seven 700W mercury floodlights are fitted to the starboard mid

lighting post plus one 1500W mercury floodlight
Seven 700W mercury floodlights are fitted to the port mid

lighting post plus one 1500W mercury floodlight
Twelve 700W and two 400W mercury floodlights are fitted to the
forward mast
Two 400W mercury floodlights are fitted to illuminate the aft

mooring deck
Two 400W floodlights are fitted to illuminate the funnel
Two 400W mercury narrow beam floodlights port and starboard

are fitted to the starboard side life boat/liferaft overside deck area
Ship’s Name Board Lighting
Illumination is provided for each ship’s name board. These lights are fed from
the AC 220V feeder of the wheelhouse distribution panel and controlled from
the lighting control panel in the wheelhouse and ship’s control centre.

Part 8
Trim and Stability
Illustration 8.1a Loading Computer A - Page
A. PLAN Millennium Maersk 43\Voy.0006.Dep.Halul Island. 03.12.00 DISPL 303233

SEAGOING DEADW 259924
Cargo survey FRM - + CARGO 254849
Tank Weight Density %full 103 : B S : FUEL 4270
1CCOT 17026.8 818.6 79.98 94 : B S : BALL
2CCOT 24207.4 818.6 95.46 0
3CCOT 24678.0 818.6 95.60 85 : B S : MISC 805
4CCOT 24814.2 818.6 96.13 76 : BS :
5CCOT 25555.7 851.4 94.80 67 : BS : D-FP 19.63
60 : : D-AP 20.02
1SCOTP 11716.9
1SCOTP 13187.9
851.4
851.4
82.14
92.45 58 : SB
* : Dmean 19.83
2SCOTP 16268.8 828.2 98.01 52 : SB : TRIM 0.39
2SCOTP 16235.0 828.2 97.81 G'M 6.47
3SCOTP 14332.9 851.4 81.94 GMreq 0.15
3SCOTP 14336.7 851.4 81.97 Heel -0.27
4SCOTP 132 77.2 828.2 78.58 SF -38S
4SCOTP 13821.6 828.2 81.80 BM -41S
5SCOTP 9859.2 851.4 78.39 SG 1025.0
5SCOTP 9837.3 851.4 78.21
SLOP P 2836.1 828.2 97.48 ONLINE OFF
SLOP S 2857.6 828.2 98.22
GH
LIMITS: DW: 351800 DR: 22.70 TH: 2.00 TL: -1.00 4:37:12
SF: 100 BM: 100 GH: 5.00 GL: 0.30
-
Issue: 1 8.1 Loading Computor - Page 1 of 8

8.1 Loading Computer BM Bending moment calculated on each station as a Pull Down Menu
percentage of the limit on the station.
Maker: Maersk Data AS Press <F1> to activate the pull down menu.
Type: LOADSTAR These two percentages are maximum percentages. An S or an H is displayed
after the percentages, indicating whether the stress is calculated in sea (S) or The first window shown is ‘Condition’. The menus can be displayed by using
LOADSTAR is an advanced loading program designed for use with a PC and harbour (H) condition. the left and right arrow keys. The highlighted selection bar is always placed on
facilitates the planning and control of various loading conditions on board the the last choice selected in the menu. To select from the menu, move the
vessel. SG Specific gravity of the sea water in which the vessel is selection bar to the command you want to issue and press <Enter>. The
floating command is then executed and the menu disappears. Use the <ESC> key to
General Layout leave the pull down menu without selecting a command.
ON-LINE Indicates whether LOADSTAR is receiving information
Most of the pages in the LOADSTAR computer program contain the same from the tank gauging equipment On some of the graphic pages, the menu bar containing the five general choices
information about the vessel and the present loading condition. This is always visible at the top of the screen.
information is found on the right hand side of the page displayed. Below the condition status field, the WARNING FIELD is displayed. In this
field warnings, if any, are shown. On these pages the menu can also be accessed with the mouse. Instead of
In the upper right corner of the page, the CONDITION STATUS FIELD is selecting <F1>, click on the menu bar to activate the menu. The pull down
displayed. This field contains information about the present loaded condition. Abbreviations used in the warning field; menus can be accessed by clicking on a specific choice in the menu bar. To
select a choice from one of the five pull down menus, click on it with the
Abbreviations used in the condition status field; DW Deadweight, the standard deadweight corresponding to mouse. To close the menu, click anywhere on the screen outside the menu box.
summer draught
DISPL Displacement in metric tonnes The following commands on the pull down menu can be issued from the
DR Draught, the standard is summer draught condition menu.
DEADW Deadweight
TH Trim too high LOAD
CARGO The cargo that has been loaded Load a previously saved condition
TL Trim too low
FUEL The fuel that has been loaded SAVE
SF Sheer force Save the present condition
BALL Ballast on board
BM Bending moment Copy TANKS
MISC Miscellaneous Get tanks from a previously saved condition
GH GM too high
D-FP Draught at forward perpendicular Interface ON-LINE/OFFLINE
GL GM too low Start or turn off on line interface to tanks
D-AP Draught at after perpendicular
The warnings will also be displayed as follows: Alarm BEEP OFF
Dmean Mean draught to bottom of keel Switch alarm beep ON/OFF in on-line mode
A green flag covering a value in the condition status field informs the operator
TRIM Trim of the vessel to pay attention to the value in question. CLEAR
Clear all information in the condition
GM Transverse metacentric height corrected for free surface A red flag covering the value informs the operator that the value is not
permitted. Exit
Gmreq Minimum required GM to fulfil the IMO intact stability Leave LOADSTAR
criteria It should be noted that when ONLINE is activated, the present time field is
changed to show the time elapsed since the last update. The following commands can be issued from the action menu.
HEEL Heeling of vessel in degrees. SB heeling is negative.
The command field is displayed at the bottom right hand corner of the page. BACKUP ON/OFF
SF Sheer force calculated on each station as a percentage of Here the cursor is placed when the LOADSTAR pages are not edited. Perform a backup every time the condition is updated
the limit

Illustration 8.1b Loading Computer B - Page
Condition Action Page cmds. Short cmds. Pages

B. TANK. MILLENNIUM MAERSK 43\Voy.0006 .Dep .Halul Island. 03 .12 .00 Online OFF
SF D-AP 20.02 Dmean 19.83 D-FP 19.63 DISPL 303233
-38 DEADW 259924
BM CARGO 254849
-41 G'M 6.47
HRB GMreg 0.15
SEA HEEL -0.27
REAL SG 1025.0
TRIM 0.39
Cargo
3 5SCOTP 2 4SCOTP 3 3SCOTP 2 2SCOTP 3 1SCOTP

SLOP P 2 '13277 '14333 '16269 '11717
2836 '9859
Name 5SCOTS
MaxVol 14979.5
U.Vol 11715.6 4SCOT * 1 3CCOT * 1 2CCOT * 1 1CCOT
Weight 9837.3
-
4814 '24678 '24207 '17027
%full 78.2
SLOP Dens. 851.4
2858 VCG 15.28
3SCOTS 2SCOTS 1SCOTS
83.78 4SCOTS
3 2 3
LCG
TCG -17.41 3822 '14337 '16235 '13188
GMCor 0.03
Enter Esc
U.Vol310265 88.94 VCG 16.34 LCG 175.60 TCG -0.12 GMcor 0.91
Cargo Ballast Fuel Simulator

Sea water SG Type/Edit Principle b) Page ‘A’ will appear automatically. If not press <F1> to pull down
Change the specific gravity of the sea water the menu. From the PAGES menu move the selection bar to page
LOADSTAR pages are edited using the type/edit principle. When the cursor is ‘A’ and press <Enter>.
Limits Sea/Limits Harbour in the field to be edited either type in the required information or press
Change to seagoing limits/harbour limits <Enter>. In both cases a window will be opened where corrections can be Page ‘A’ shows the weights of the cargo tanks. Also, the warning limits of the
entered. Type <Enter> again when completed. vessel can be edited on page ‘A’.
True Draught
Display the deflected draught Using Loadstar The cargo weights are displayed in the diagram to the left on the page, together
Overview of LOADSTAR pages with the density and the percentage of the tanks that have been filled.
Print Page
Print the page shown on the display Page A: Cargo Survey The numbers in the FRM row indicate the numbers of the stations where lon-
Page ‘A’ shows the weights of the cargo. Longitudinal stresses in harbour gitudinal strength is calculated. Opposite the stations under the title
Condition REPORT condition and seagoing condition are displayed. Only the warning limits can be SEAGOING the values of bending moment and sheer force are displayed. The
Print the condition report displayed on page ‘A’. HARBOUR condition is brought forward by the command LH (Limits
Harbour). The SEAGOING condition is brought forward by the command LS
Print GRADES Page B: Tank Diagrams (Limits Sea).
Print grades report Page ‘B’ is used for updating cargo, ballast and fuel and also for load/discharge
simulation. c) Type ‘C’ and press <Enter>. Page ‘C’ will be displayed.
EJECT page
Scroll to the next paper page Page C: All Compartments Page ‘C’ is used when the vessel compartments are updated. It gives an
Page ‘C’ gives a full summary of cargo, ballast, fuel and miscellaneous tanks. overview of all compartments within the vessel and consists of a number of
Edit Title String The tanks can also be updated on this page. pictures dealing with cargo, ballast and fuel tanks together with other miscel-
Edit the title string shown on all pages laneous compartments.
Page G: Index of Existing Conditions
Set OPTions Page ‘G’ displays a list of the saved conditions. d) Press <End> to display the miscellaneous tank screen.
Define the general set-up of LOADSTAR
Page M: Tank Views To the right of the page can be found the condition status, warning and
Page ‘M’ offers a graphical overview of the filling level in the cargo, ballast command field. To the left of the display can be found the miscellaneous tanks
ABOUT Loadstar and fuel tanks. and their volumes.
General information about LOADSTAR
Page N: Alarm Levels e) Press <Enter> to edit the page and input new data.
General Keys and Commands On page ‘N’ the alarm level of volume high, % high, volume low and % low
can be set for all tanks. The cursor will jump to the first field to be edited. Enter a new volume as
The general commands can be used on all pages of LOADSTAR. required or move the cursor across to the tank weight column and enter a
Page O: On-line Survey weight as required. Press <Enter> to confirm new entry.
The page commands are commands used only on a specific page outside edit Page ‘O’ is an on-line interface to the level gauging equipment of the cargo
mode. tanks. It illustrates the volume of each tank in the vessel. f) On completion of entering the required volumes/weights in each
of the tanks press <Esc> and the cursor will jump back to the
The short commands are used only in edit mode. Page T: Test Data command field.
Page ‘T’ shows the actual values from the calculation of the present condition.
When using LOADSTAR, messages and questions may appear at the top of the g) Type ‘B’ and press <Enter> to view page ‘B’.
display. When LOADSTAR asks the user a question it will always suggest an Page Z: GZ Curve - Intact Stability
answer. When an error message is displayed <ESC> must be entered in order Page ‘Z’ shows graphical displays of the continuous GZ curve. Page ‘B’ is used for updating the cargo, ballast and fuel tanks. At the top of the
to proceed and correct the entry. page, a diagram illustrates curves of bending moments and sheer forces for the
entire vessel, shown in percentage of limits. The horizontal centre line
Start-Up
If it is required to edit a page of LOADSTAR, press <Enter>. This will make indicates zero percent, and the dotted lines indicate 50 and 100 percent. The
the cursor jump into the page from the command field, if possible. vertical dotted lines represent calculation stations for longitudinal strength.
a) Start the Loadstar program by typing LOAD at the command
prompt C:\>. The LOADSTAR menu will appear listing all the
pages of the program.

Illustration 8.1c Loading Computer C - Page
C. COMP Millennium Maersk 43\Voy.0006.Dep.Halul Island. 03.12.00 DISPL 303256

Cargo DEADW 259948
CARGO 254873
Code MaxBar G T TempF Bar(T) Bar(60) Wair(TS) API Onl FUEL 4270
1CCOT 165403 1 C 78.1 132291.9 131070.1 16759.6 41.3 >> BALL 0
2CCOT 197019 1 C 78.1 188082.6 186345.6 23827.6 41.3 >> MISC 805
3CCOT 200559 1 C 78.1 191739.3 189968.5 24490.9 41.3 >>
4CCOT 200559 1 C 78.1 192797.8 191017.2 24424.9 41.3 >>
5CCOT 201933 3 C 85.5 191432.6 189129.3 25153.8 34.6 >> D-FP 19.63
1SCOTP 106857 3 C 85.5 87768.7 86712.7 11532.6 34.6 >> D-AP 20.03
1SCOTP 106857 3 C 85.5 98787.4 97598.8 12980.5 34.6 >> Dmean 19.83
2SCOTP 128709 2 C 97.5 126148.9 123780.6 16013.4 39.3 >> TRIM 0.39
2SCOTP 128709 2 C 97.5 125886.4 123523.1 15980.1 39.3 >> G'M 6.47
3SCOTP 131021 3 C 85.5 107364.7 106072.9 14107.5 34.6 >> GMreq 0.15
3SCOTP 131021 3 C 85.5 107393.3 106101.2 14111.3 34.6 >> Heel -0.27
4SCOTP 131021 2 C 97.5 102951.6 101018.8 13068.7 39.3 >> SF -38S
4SCOTP 131021 2 C 97.5 107173.3 105161.3 13604.7 39.3 >> BM -41S
5SCOTP 94218 3 C 85.5 73853.4 72964.8 9704.2 34.6 >> SG 1025.0
5SCOTP 94218 3 C 85.5 73688.7 72802.1 9682.5 34.6 >>
SLOP P 22558 2 C 97.5 21991.0 21578.2 2791.6 39.3 ONLINE OFF
SLOP S 22558 2 C 97.5 22157.8 21741.8 2812.7 39.3
GH
Total 2194244 1951509.3 1926585.9 250846.7
4:37:12

In the lower section of the screen the tank groups are shown. The heading Simulated Loading and Discharging Overview of Tank Filling Level
indicates which group of tanks is currently shown. When you display page ‘B’,
the cargo tanks are always shown first. To activate the loading and discharging simulation mode, click on the In order to see an overview of the tank filling level type ‘M’ in the command
SIMULATOR button (or press <Ctrl+P>). To deactivate the simulation mode field and <Enter>. Page ‘M’ is now displayed.
h) Double click on the tank to be edited with the mouse. An edit click on the ESCAPE PUMPING button (or press <ESC>) to return to normal
window will appear containing the following information for each editing. Page ‘M’ shows a graphical display of the filling level, temperature and
tank: density in all cargo, ballast and fuel tanks.
The simulation mode is only accessible when the LOADSTAR is not on-line
with the tank gauging system.
MaxVol The maximum volume or capacity of the tank
U.Vol The used volume of the tank When the simulation mode is in use, it is possible to switch between the cargo,
ballast and fuel tanks by clicking on the CARGO, BALLAST and FUEL
Weight The weight of the tank
buttons or use <PgUp> and <PgDn>.
%full The extent to which the tank is filled (in percent)
By clicking on the WEIGHT button at the foot of the screen the weights are
Dens. The density of the tank contents
displayed in the tanks. The tank information can be updated by opening the
VCG The VCG of the tank contents edit window.
LCG The LCG of the tank contents
Click on the VOL/HOUR button and the pumping speed will be displayed for
TCG The TCG of the tank contents each tank. Negative values are used for discharging from the tanks. The value
can be updated by opening the edit menu for the tank. By accessing the edit
GMC or GM Correction due to free surface moment of the tank
menu, it is also possible to set the % FILL of the tank. This is the filling
contents
percentage at which pumping to or from the tank stops.
i) Enter a new figure as required and press <Enter>. Move the
When pumping speeds have been specified, click on the TIME INT button in
cursor to the next tank and repeat until all tanks are at the required
order to specify the time interval between each observation.
volumes.
The system is now prepared to start the simulation which can be run in two
j) Press <Enter> to end editing of the tanks.
ways:
In order to view the results of the loading in harbour condition, press <F4>
1. Click on the PUMP TO FINISH button. The pumping will continue until all
while in edit mode. The condition will now illustrate harbour limits.
tanks involved reach their % fill values.
k) Press <PgUp> or <PgDn> in edit mode. The ballast tank status
2. Click on the PUMP TO EVENT button. The simulation will run until an
will now be shown.
event occurs such as a tank reaching its % fill value. The simulation can then
be started again using the PUMP TO FINISH or PUMP TO EVENT option.
The ballast tanks are displayed in exactly the same way as that of the cargo
tanks.
On starting the simulation the ESCAPE PUMPING button changes to STOP
PUMPING.
l) Press <Enter> or double click with the mouse. The cursor will
move to the first ballast tank on the page. Use the arrow key to
The simulation can be stopped anytime by clicking on the STOP PUMPING
move to the ballast tank to be edited and enter the weight as
button or by pressing <Esc>.
required.
To exit the entire pumping simulation click on the ESCAPE PUMPING button
m) Press <Enter> and move to the next tank as required.
or press <Esc>. In order to return to the original loading condition click on the
RESTORE TANKS button.
n) Press <PgUp>, <PgDn> or <Home> to return to the cargo tank
page.

Illustration 8.1d Loading Computer T - Page
T. TEST Millennium Maersk 43\Voy.0006.Dep.Halul Island. 03.12.00 DISPL 303233

Actual Values (Page 1 of 4) DEADW 259924
CARGO 254849
Frame DistAP Bend SF FSM : 278896 FUEL 4270
108 305.85 -20483 3339 G'G : 0.89 BALL 0
94 254.56 -175629 2964 MISC 805
86 204.45 -217498 -1263 BM : 23.69
76 168.45 -154624 -1276 -VCG: 16.32 D-FP 19.63
67 102.45 -126418 -81 GM: 7.37 D-AP 20.02
60 62.85 -56496 -2351 -G'G: 0.89 Dmean 19.83
58 51.45 -57530 -4587 6.47 TRIM 0.39
52 46.05 -37005 -2801 -G'M:
G'M 6.47
Vr: 265.1 Vb: 131.2 GMreq 0.15
BSL: 0.46 Heel -0.27
MCT: 3586.8 SF -38S
TRIM: 0.39 BM -41S
SG 1025.0
Deflected drafts:
D-FP 19.61 ONLINE OFF
D-AP 20.85
Dmean 19.85 GH
VCB: 10.23 ICB: 170.89 ICF: 160.87 Max SF= -4587 aft 51.45 m
VCG: 16.32 ICG: 169.62 Max BM=-219442 aft 212.77 m 4:38:12

Updating Alarm Levels Permissibles To the right the maximum occurrences of the moments of strength are
Percentages of permissibles displayed together with a specification of their position. The following abbre-
On page ‘N’, the alarm levels used in connection with the on-line gauging In the mid part of the display the calculations of trim and stability are displayed viations are used :
equipment connected to the Tank Gauging System can be updated. and the following abbreviations used :
Max SF Maximum of uncorrected shear force, computed on the
Page ’N’ displays a list of all tanks. The first to be displayed is the cargo tank FSM Free surface moment stations
picture. The alarm levels can be set for ‘Volume High’, ‘Volume Low’,
‘Volume % High’, ‘Volume % Low’, ‘Temperature High’ and ‘Temperature G’G Loss in GM Max BM Maximum bending moment, computed on and between the
Low’. The ‘Accept’ column to the right of the page shows if an alarm level stations
has been exceeded and not accepted. KMT The height of transverse metacentre above base line
To the right of the page, the condition status field, the warning field and the
1). Set the interface to the tank gauging equipment on-line with the general VCG Vertical centre of gravity command field are displayed.
command ‘On-line’. Type this command in the ‘Command field’ and press
<Enter>. GM Transverse metacentric height G’Z Curve- Intact Stability
2). Use the arrow keys to move the cursor over the alarm type to be altered. By G’M Transverse metacentric height corrected for free surface. On Page ‘Z’ the G’Z curve is displayed. This page cannot be edited and shows
starting to type in a new figure a small box will open allowing the number to two displays ;
be input. BGL Buoyancy gravity lever, the difference between LCB and LCG
1) G’Z curve scaled by maximum of curve
3). Close the window by pressing <Enter> again. The window will now be MCT Moment to change trim
updated. 2) G’Z curve scaled by initial stability
TRIM Trim of the vessel, computed by the traditional method of
On-line Survey trimming the vessel around the longitudinal centre of It is possible to change between the two scaling by pressing <PgUp> and
floatation. <PgDn>. The G’Z curve can be printed on a graphics printer by using the
Page ‘O’ is an online interface to the level gauging equipment of the cargo general command PP.
tanks. This page cannot be edited and shows the following information about In the lower right part of the page the calculated deflected draughts are shown:
the tanks : The table above the G’Z curve displays a summary of the stability data. The
D-FP The calculated deflected draught at the forward perpendicular stability requirements code relevant to the ship is shown in the upper left
Volume The volume of the tank corner of the table.
D-AP The calculated deflected draught at the aft perpendicular
Av. Temp. The average temperature of the tank contents The columns of the table show the stability requirements together with the
Dmean The midships calculated deflected draught calculated figures for the present loading condition.
Density The density of the contents
On the bottom lines, the position of the centre of gravity, the centre of If one or more of the requirements are not fulfiled, the actual calculated figures
The name of the tank is displayed at the top of the page. The keys <Home>, buoyancy and the centre of floatation is displayed. Here the following abbre- are flagged red.
<End>, <PgUp> and <PgDn> can be used to scroll through the panels. viations are used :
To the right of the page the condition status field is displayed together with the
Test Data Output VCB Vertical centre of buoyancy warning field and the command field.
Page ‘T’ shows the actual values from the calculation of present condition. VCG Vertical centre of gravity
This page cannot be edited.
LCB Longitudinal centre of buoyancy
In the left part of the page, sheer force (ShrForce) and bending moment
(Bending) are shown in their actual values. These values are shown opposite LCG Longitudinal centre of gravity
the stations where longitudinal strength is computed.
LCF Longitudinal centre of floatation
By pressing <PgUp>, <PgDn>, <Home> and <End> the operator can leaf
through the different pages of results:
Actual values

8.2 Trim and Stability Diagrams
Introduction
The Master must ensure that the vessel operates safely at all times and an
essential feature of safe operation is to ensure that the vessel is correctly
loaded. Care must be taken to ensure that the cargo allocated to the vessel is
capable of being loaded so that compliance with the strength and stability
criteria can be achieved. The Master must exercise prudence and good
seamanship at all times, having regard to the season of the year, weather
forecasts and the navigational zone, and should take the appropriate action as
to speed and course warranted by the prevailing circumstances. Adverse
weather can have serious implications for the vessel if loading of cargo is not
done correctly.
Example stability calculations which can be performed manually when

various conditions are known can be seen in the Trim and Stability booklet
(box 3, FG-7). It is essential that the stability book is used correctly when
manual calculations are performed.
Abbreviations
DRAFT Extreme draught from bottom of keel plate
DRAFT (CORR.) Draught at LCF
LCB (B) Longitudinal centre of buoyancy from midship
LCF (F) Longitudinal centre of floatation from midship
LCG (G) Longitudinal centre of gravity from midship
TCG Transverse centre of gravity from centre line
KG Centre of gravity above base line
TPC Tons per one centimetre (cm)
MTC Moment to change one centimetre (cm)
KB Centre of buoyancy above base line
TKM Transverse metacentric height above base line
GM Transverse metacentric height above centre of gravity

without the correction of free surface effect
GoM Transverse metacentric height above centre of gravity

with the correction of free surface effect
GGo The value of free surface correction
I/D Propeller immersion in %
Issue: 1 8.2 Trim and Stability Diagrams - Page 1 of 9

Illustration 8.2a Loading Condition - Lightship
GZ CURVE
16
12
GZ
(Metres) 4
-4
-8
-20 -10 0 10 20 30 40 50 60 70
Heel (Degrees)
L.C.G MOMENT V.C.G MOMENT FREE
WEIGHT FROM ABOUT FROM ABOUT SURFACE

DEADWEIGHT ITEMS
L/2 L/2 BL BL MOMENT
MT. M. MT-M M. MT-M MT-M
CARGO W.B.T DEADWEIGHT 0.0 0.00 0. 0.00 0. 0.

LIGHT SHIP WEIGHT 43100.0 -7.07 -304713. 16.55 713305.
DISPLACEMENT 43100.0 -7.07 -304713. 16.55 713305. 0.
DRAFT EQUIV. 3.16 M TRANSV. METACENTRE KMT 80.31 M
GENERAL INTACT CRITERIA (IMO RES. A. 749 (18) ACTUAL REQUIREMENT TRIM BY STERN -3.92 M VERT CENTRE OF GRAV KG 16.55 M
AREA UNDER CURVE UP TO 30˚ 4.818 M-RAD 0.055 M-RAD DRAFT FORWARD 1.38 M METAC. HEIGHT GM 63.76 M
AREA UNDER CURVE UP TO 40˚ or (θ f) WHICHEVER IS LESS 6.621 M-RAD 0.09 M-RAD DRAFT AFT 5.30 M FREE SURFACE CORR. GG 0.00 M
AREA BETWEEN 30 AND 40˚ or (θ f) WHICHEVER IS LESS 1.803 M-RAD 0.03 M-RAD DRAFT MEAN 3.34 M CORR. METAC. HEIGHT GM 63.76 M
GZ AT ANGLE OF EQUAL TO OR GREATER THAN 30˚ 11.553 M 0.20 M L.C.B. 15.46 M
THE ANGLE AT WHICH THE MAX. GZ OCCURS 20.70 (DEG) 25 DEG) L.C.F. 15.00 M PROPELLER IMMERSION -1.0 %
THE INITIAL METACENTRIC HEIGHT GM 63.764 M 0.15 M M.T.C. 2479.6 MT-M
NOTE: FLOODING ANGLE (θ f) ≥ 40.0˚ SO 40.0˚ IS ADOPTED T.P.C. 144.61 MT/CM
* NOTE : THIS CONDITION IS NOT ALLOWED FOR SEAGOING

Illustration 8.2b Loading Condition - Docking
GZ CURVE
16
12
GZ
(Metres) 4
-4
-8
-20 -10 0 10 20 30 40 50 60 70
Heel (Degrees)

DEADWEIGHT ITEMS
L/2 L/2 BL BL MOMENT
ARR. BUNKER 1522.7 -121.42 -184884. 18.75 28555. 2081.
NO.1 W.B.T. (P) 2939.0 116.38 342046. 1.53 4488. 12930.
NO.1 W.B.T. (S) 2939.0 116.38 342046. 1.53 4488. 12930.
NO.2 W.B.T. (P) 5278.5 69.87 368803. 2.01 10614. 723.
CARGO W.B.T NO.2 W.B.T. (S) 5278.5 69.87 368803. 2.01 10614 723.
DEADWEIGHT 17957.7 68.87 1236813. 3.27 58760. 29386.
DISPLACEMENT 61057.7 15.27 932100. 12.64 772064. 29386.
GENERAL INTACT CRITERIA (IMO RES. A. 749 (18) ACTUAL REQUIREMENT DRAFT EQUIV. 4.39 M TRANSV. METACENTRE 59.39 M
AREA UNDER CURVE UP TO 30˚ 4.438 M-RAD 0.055 M-RAD TOTAL TRIM 0.00 M VERT CENTRE OF GRAV KMT 12.64 M
AREA UNDER CURVE UP TO 40˚ or (θ f) WHICHEVER IS LESS 6.458 M-RAD 0.09 M-RAD DRAFT FORWARD 4.39 M METAC. HEIGHT KG 46.74 M
AREA BETWEEN 30 AND 40˚ or (θ f) WHICHEVER IS LESS 2.020 M-RAD 0.03 M-RAD DRAFT AFT 4.39 M FREE SURFACE CORR. GM 0.48 M
GZ AT ANGLE OF EQUAL TO OR GREATER THAN 30˚ 11.744M 0.20 M DRAFT MEAN 4.39 M CORR. METAC. HEIGHT GG 46.26 M
THE ANGLE AT WHICH THE MAX. GZ OCCURS 29.70 (DEG) 25 DEG) L.C.B. 15.28 M GM
THE INITIAL METACENTRIC HEIGHT GM 46.262 M 0.15 M L.C.F. 14.73 M PROPELLER IMMERSION -9.3 %
NOTE: FLOODING ANGLE (θ f) ≥ 40.0˚ SO 40.0˚ IS ADOPTED M.T.C. 2593.3 MT-M
T.P.C. 147.31 MT/CM

* NOTE : THIS CONDITION IS NOT ALLOWED FOR SEAGOING

Illustration 8.2c Loading Condition - Normal Ballast (DEP.) GZ CURVE

16
12
GZ
(Metres) 4
-4
-8
-20 -10 0 10 20 30 40 50 60 70
Heel (Degrees)
DEADWEIGHT ITEMS L/2 L/2 BL BL MOMENT

DEP. BUNKER 1522.7 -121.42 -184884. 18.75 28555. 2081.
NO.1 W.B.T. (P) 2939.0 116.38 342046. 1.53 4488. 12930.
NO.1 W.B.T. (S) 2939.0 116.38 342046. 1.53 4488. 12930.
NO.2 W.B.T. (P) 5278.5 69.87 368803. 2.01 10614. 723.
NO.2 W.B.T. (S) 5278.5 69.87 368803. 2.01 10614. 723.
NO.3 W.B.T. (P) 10168.9 19.40 197276. 9.55 97151. 0.
CARGO W.B.T
NO.3 W.B.T. (S) 10168.9 19.40 197276. 9.55 97151. 0.
NO.4 W.B.T. (P) 10127.4 -31.52 -319265. 9.59 97088. 0.
NO.4 W.B.T. (S) 10127.4 -31.52 -319265. 9.59 97088. 0.
GENERAL INTACT CRITERIA (IMO RES. A. 749 (18) ACTUAL REQUIREMENT
NO.5 W.B.T. (P) 5000.0 81.32 -406598. 3.45 17237. 50819.
AREA UNDER CURVE UP TO 30˚ 2.502 M-RAD 0.055 M-RAD NO.5 W.B.T. (S) 5000.0 81.32 -406598. 3.45 17237. 50819.
AREA UNDER CURVE UP TO 40˚ or (θ f) WHICHEVER IS LESS 4.168 M-RAD 0.09 M-RAD DEADWEIGHT 100851.5 17.85 1800040. 10.46 1055090. 105825.
AREA BETWEEN 30 AND 40˚ or (θ f) WHICHEVER IS LESS 1.666 M-RAD 0.03 M-RAD LIGHT SHIP WEIGHT 43100.0 10.39 -304713. 16.55 713305.
DISPLACEMENT 143951.5 1495327. 12.28 1768396. 105825.
GZ AT ANGLE OF EQUAL TO OR GREATER THAN 30˚ 10.347M 0.20 M
THE ANGLE AT WHICH THE MAX. GZ OCCURS 46.80 (DEG) 25 DEG)
TRIM BY STERN -2.07 M VERT CENTRE OF GRAV KG 12.28 M
THE INITIAL METACENTRIC HEIGHT GM 18.020 M 0.15 M DRAFT FORWARD 8.92 M METAC. HEIGHT GM 18.75 M
NOTE: FLOODING ANGLE (θ f) ≥ 40.0˚ SO 40.0˚ IS ADOPTED DRAFT AFT 11.00 M FREE SURFACE CORR. GG 0.74 M
DRAFT MEAN 9.96 M CORR. METAC. HEIGHT GM 18.02 M
L.C.B. 14.73 M
L.C.F. 12.72 M PROPELLER IMMERSION 56.3 %
M.T.C. 2881.3 MT-M
* NOTE;
Scantlings have been approved for minimum draft forward of 8.16 m mld. ( 8.183 m ext. ) in association with No.1 and No.2 water ballast tanks being 100% full. The minimum draft T.P.C. 153.96 MT/CM
forward with the Fore Peak, No.1 and No.2 water ballast empty is not to be less than 9.80 m mld (=9.823 m ext. ). In heavy weather conditions the forward draft should not be less INVISIBLE LENGTH 417.999 M < 500.00 M ( SATISFIED WITH CRITERIA )
than this value. If in the opinion of the Master, sea conditions are likely to cause regular slamming, then other appropriate measures such as change in speed, heading or an
increase in draft forward may also need to be taken.

Illustration 8.2d Loading Condition - Normal Ballast (ARR.) GZ CURVE

16
12
GZ
(Metres) 4
-4
-8
-20 -10 0 10 20 30 40 50 60 70
Heel (Degrees)

ARR. BUNKER 1522.7 -121.42 -184884. 18.75 28555. 2081.
F.P.T. 4281.0 153.08 655329. 9.14 39142. 0.
NO.1 W.B.T. (P) 8338.0 119.57 997004. 11.34 94530. 0.
NO.1 W.B.T. (S) 8338.0 119.57 997004. 11.34 94530. 0.
NO.2 W.B.T. (P) 9952.4 69.87 695352. 9.56 95123. 0.
NO.2 W.B.T. (S) 9952.4 69.87 695352. 9.56 95123. 0.
CARGO W.B.T NO.3 W.B.T. (P) 10168.9 19.40 197276. 9.55 97151. 0.
NO.3 W.B.T. (S) 10168.9 19.40 197276. 9.55 97151. 0.
NO.4 W.B.T. (P) 10127.4 -31.52 -319265. 9.59 97088. 0.
GENERAL INTACT CRITERIA (IMO RES. A. 749 (18) ACTUAL REQUIREMENT NO.4 W.B.T. (S) 10127.4 -31.52 -319265. 9.59 97088. 0.
NO.5 W.B.T. (P) 8150.0 -82.98 -676318. 9.09 74118. 50819.
AREA UNDER CURVE UP TO 30˚ 2.499 M-RAD 0.055 M-RAD
NO.5 W.B.T. (S) 8150.0 -82.98 -676318. 9.09 74118. 50819.
AREA UNDER CURVE UP TO 40˚ or (θ f) WHICHEVER IS LESS 4.170 M-RAD 0.09 M-RAD
A.P.T. 2643.1 -154.30 -407816. 20.00 52869. 22659.
AREA BETWEEN 30 AND 40 (DEG) or (θ f) WHICHEVER IS LESS 1.671 M-RAD 0.03 M-RAD DEADWEIGHT 101920.0 18.16 1850726. 10.17 1036587. 126378.
GZ AT ANGLE OF EQUAL TO OR GREATER THAN 30˚ 10.394 M 0.20 M LIGHT SHIP WEIGHT 43100.0 -7.07 -304713. 16.55 713305.
THE ANGLE AT WHICH THE MAX. GZ OCCURS 46.80 (DEG) 25 DEG) DISPLACEMENT 14020.0 10.66 1546013. 12.07 1749892. 126378.
THE INITIAL METACENTRIC HEIGHT GM 17.963 M 0.15 M
NOTE: FLOODING ANGLE (θ f) ≥ 40.0˚ SO 40.0˚ IS ADOPTED DRAFT FORWARD 9.05 M METAC. HEIGHT GM 18.83 M
DRAFT AFT 11.00 M FREE SURFACE CORR. GG 0.87 M
L.C.B. 14.53 M
* NOTE; L.C.F. 12.66 M PROPELLER IMMERSION 56.3 %
Scantlings have been approved for minimum draft forward of 8.16 m mld. ( 8.183 m ext. ) in association with No.1 and No.2 water ballast tanks being 100% full. The minimum draft M.T.C. 2885.1 MT-M
forward with the Fore Peak, No.1 and No.2 water ballast empty is not to be less than 9.80 m mld (=9.823 m ext. ). In heavy weather conditions the forward draft should not be less
than this value. If in the opinion of the master, sea conditions are likely to cause regular slamming, then other appropriate measures such as change in speed, heading or an T.P.C. 154.03 MT/CM
increase in draft forward may also need to be taken. INVISIBLE LENGTH 412.922 M < 500.00 M ( SATISFIED WITH CRITERIA )

Illustration 8.2e Loading Condition - Emergency Ballast (DEP.) GZ CURVE

16
12
GZ
(Metres) 4
-4
-8
-20 -10 0 10 20 30 40 50 60 70
Heel (Degrees)


DEP. BUNKER 9397.3 -125.87 -1182826. 22.74 213689. 4187.
F.P.T. 4281.0 153.08 655329. 9.14 39142. 0.
NO.1 W.B.T. (P) 8338.0 119.57 997004. 11.34 94530. 0.
NO.1 W.B.T. (S) 8338.0 119.57 997004. 11.34 94530. 0.
NO.2 W.B.T. (P) 9952.4 69.87 695352. 9.56 95123. 0.
NO.2 W.B.T. (S) 9952.4 69.87 695352. 9.56 95123. 0.
CARGO W.B.T NO.3 W.B.T. (P) 10168.9 19.40 197276. 9.55 97151. 0.
NO.3 W.B.T. (S) 10168.9 19.40 197276. 9.55 97151. 0.
NO.4 W.B.T. (P) 10127.4 -31.52 -319265. 9.59 97088. 0.
GENERAL INTACT CRITERIA (IMO RES. A. 749 (18) ACTUAL REQUIREMENT NO.4 W.B.T. (S) 10127.4 -31.52 -319265. 9.59 97088. 0.
NO.5 W.B.T. (P) 9426.1 -83.66 -788603. 11.72 110492. 0.
NO.5 W.B.T. (S) 9426.1 -83.66 -788603. 11.72 110492. 0.
AREA UNDER CURVE UP TO 40˚ or (θ f) WHICHEVER IS LESS 3.444 M-RAD 0.09 M-RAD
NO.3 C.C.O.T. 32683.3 -19.40 -634056. 17.66 577265. 0.
AREA BETWEEN 30 AND 40˚ or (θ f) WHICHEVER IS LESS 1.480 M-RAD 0.03 M-RAD DEADWEIGHT 142387.0 11.73 1670087. 12.77 1818864. 4187.
GZ AT ANGLE OF EQUAL TO OR GREATER THAN 30˚ 9.244 M 0.20 M LIGHT SHIP WEIGHT 43100.0 -7.07 -304713. 16.55 713305.
THE ANGLE AT WHICH THE MAX. GZ OCCURS 45.00 (DEG) 25 DEG) DISPLACEMENT 185487.0 7.36 1365374. 13.65 2532169. 4187.
NOTE: FLOODING ANGLE (θ f) ≥ 40.0˚ SO 40.0˚ IS ADOPTED DRAFT FORWARD 10.70 M METAC. HEIGHT GM 13.42 M
L.C.B. 13.88 M
* NOTE; L.C.F. 10.15 M PROPELLER IMMERSION 92.5 %
Scantlings have been approved for minimum draft forward of 8.16 m mld. ( 8.183 m ext. ) in association with No.1 and No.2 water ballast tanks being 100% full. The minimum draft M.T.C. 3053.0 MT-M
than this value. If in the opinion of the master, sea conditions are likely to cause regular slamming, then other appropriate measures such as change in speed, heading or an T.P.C. 157.13 MT/CM
increase in draft forward may also need to be taken. INVISIBLE LENGTH 431.790 M < 500.00 M ( SATISFIED WITH CRITERIA )

Illustration 8.2f Loading Condition - Emergency Ballast (ARR.) GZ CURVE
16
12
GZ
(Metres) 4
-4
-8
-20 -10 0 10 20 30 40 50 60 70
Heel (Degrees)

DEP. BUNKER 1522.7 -121.42 -184884. 18.75 28555. 2081.
F.P.T. 4281.0 153.08 655329. 9.14 39142. 0.
NO.1 W.B.T. (P) 8338.0 119.57 997004. 11.34 94530. 0.
NO.1 W.B.T. (S) 8338.0 119.57 997004. 11.34 94530. 0.
NO.2 W.B.T. (P) 9952.4 69.87 695352. 9.56 95123. 0.
NO.2 W.B.T. (S) 9952.4 69.87 695352. 9.56 95123. 0.
NO.3 W.B.T. (P) 10168.9 19.40 197276. 9.55 97151. 0.
CARGO W.B.T
NO.3 W.B.T. (S) 10168.9 19.40 197276. 9.55 97151. 0.
NO.4 W.B.T. (P) 10127.4 -31.52 -319265. 9.59 97088. 0.
NO.4 W.B.T. (S) 10127.4 -31.52 -319265. 9.59 97088. 0.
NO.5 W.B.T. (P) 9426.1 -83.66 -788603. 11.72 110492. 0.
NO.5 W.B.T. (S) 9426.1 -83.66 -788603. 11.72 110492. 0.
AREA UNDER CURVE UP TO 40˚ or (θ f) WHICHEVER IS LESS 3.559 M-RAD 0.09 M-RAD A.P.T. 2643.1 -154.30 -407816. 20.00 52869. 0.
AREA BETWEEN 30 AND 40˚ or (θ f) WHICHEVER IS LESS 1.518 M-RAD 0.03 M-RAD NO.3 C.C.O.T. 32683.3 19.40 634056. 17.66 577265. 22659.
GZ AT ANGLE OF EQUAL TO OR GREATER THAN 30˚ 9.493 M 0.20 M DEADWEIGHT 137155.5 16.48 1670087. 12.30 1686599. 0.
THE ANGLE AT WHICH THE MAX. GZ OCCURS 45.00 (DEG) 25 DEG)
DISPLACEMENT 180255.5 10.85 634056. 13.31 2399904. 24740.
NOTE: FLOODING ANGLE (θ f) ≥ 40.0˚ SO 40.0˚ IS ADOPTED TRIM BY STERN -1.87 M VERT CENTRE OF GRAV KG 13.31 M
DRAFT FORWARD 11.35 M METAC. HEIGHT GM 14.12 M
* NOTE;
L.C.B. 13.99 M
Scantlings have been approved for minimum draft forward of 8.16 m mld. ( 8.183 m ext. ) in association with No.1 and No.2 water ballast tanks being 100% full. The minimum draft L.C.F. 10.55 M PROPELLER IMMERSION 78.5 %
M.T.C. 3027.6 MT-M
than this value. If in the opinion of the Master, sea conditions are likely to cause regular slamming, then other appropriate measures such as change in speed, heading or an
increase in draft forward may also need to be taken. T.P.C. 156.69 MT/CM
INVISIBLE LENGTH 373.331 M < 500.00 M ( SATISFIED WITH CRITERIA )

Illustration 8.2g Loading Condition - Homogeneous Cargo (DEP.) GZ CURVE

8
GZ
(Metres) 2
-2
-4
-20 -10 0 10 20 30 40 50 60 70
Heel (Degrees)

FROM ABOUT FROM ABOUT SURFACE
WEIGHT

DEP. BUNKER 9397.3 -125.87 -1182826. 22.74 213689. 4187.
NO.1 C.C.O.T. 20343.2 117.49 2390072. 17.39 353815. 20880.
NO.2 C.C.O.T. 24231.7 69.95 1695007. 17.37 420952. 32526.
NO.3 C.C.O.T. 24667.0 19.40 478540. 17.37 428515. 33110.
NO.4 C.C.O.T. 24667.0 -31.60 -779478. 17.37 428515. 33110.
NO.5 C.C.O.T. 24836.1 -82.74 2054986. 17.40 432170. 34051.
NO.1 S.C.O.T.(P) 13142.4 117.65 1546152. 17.53 230322. 7633.
NO.1 S.C.O.T.(S) 13142.4 117.65 1546152. 17.53 230322. 7633.
NO.2 S.C.O.T.(P) 15830.2 69.95 1107318. 17.37 274917. 9663.
CARGO W.B.T NO.2 S.C.O.T.(S) 15830.2 69.95 1107318. 17.37 274917. 9663.
NO.3 S.C.O.T.(P) 16114.6 19.40 312622. 17.37 279857. 9836.
NO.3 S.C.O.T.(S) 16114.6 19.40 312622. 17.37 279857. 9836.
NO.4 S.C.O.T.(P) 16114.6 -31.60 -509220. 17.37 279857. 9836.
NO.4 S.C.O.T.(S) 16114.6 -31.60 -509220. 17.37 279857. 9836.
NO.5 S.C.O.T.(P) 11588.1 -76.01 -880850. 17.97 208296. 6742.
NO.5 S.C.O.T.(S) 11588.1 -76.01 -880850. 17.97 208296. 6742.
GENERAL INTACT CRITERIA (IMO RES. A. 749 (18) ACTUAL REQUIREMENT SLOP T. (P) 2774.5 -104.19 -289069. 21.41 59400. 719.
SLOP T. (P) 2774.5 -104.19 -289069. 21.41 59400. 719.
DEADWEIGHT 279271.1 11.17 3120236. 17.70 4942956. 246718.
AREA UNDER CURVE UP TO 40˚ or (θ f) WHICHEVER IS LESS 1.312 M-RAD 0.09 M-RAD LIGHT SHIP WEIGHT 43100.0 -7.07 -304713. 16.55 713305.
DISPLACEMENT 322371.1 8.73 2815523. 17.55 5656261. 246718.
AREA BETWEEN 30 AND 40˚ or (θ f) WHICHEVER IS LESS 0.526 M-RAD 0.03 M-RAD 20.97 M TRANSV. METACENTRE KMT 23.63 M
DRAFT EQUIV.
GZ AT ANGLE OF EQUAL TO OR GREATER THAN 30 (DEG) 3.078 M 0.20 M TRIM BY STERN -1.03 M VERT CENTRE OF GRAV KG 17.55 M
THE ANGLE AT WHICH THE MAX. GZ OCCURS 38.70 (DEG) 25 DEG) DRAFT AFT 21.49 M FREE SURFACE CORR. GG 0.77 M
THE INITIAL METACENTRIC HEIGHT GM 5.317 M 0.15 M DRAFT MEAN 20.97 M CORR. METAC. HEIGHT GM 5.32 M
L.C.B. 9.90 M
NOTE: FLOODING ANGLE (θ f) ≥ 40.0˚ SO 40.0˚ IS ADOPTED L.C.F. -0.46 M PROPELLER IMMERSION 161.4 %
M.T.C. 3655.9 MT-M
T.P.C. 167.35 MT/CM

Illustration 8.2h Loading Condition - Homogeneous Cargo (ARR.) GZ CURVE

8
GZ
(Metres) 2
-2
-4
-20 -10 0 10 20 30 40 50 60 70
Heel (Degrees)

FROM ABOUT FROM ABOUT SURFACE
WEIGHT

ARR. BUNKER 1522.7 -121.42 -1182826. 22.74 213689. 4187.
NO.1 C.C.O.T. 20343.2 117.49 2390072. 17.39 353815. 20880.
NO.2 C.C.O.T. 24231.7 69.95 1695007. 17.37 420952. 32526.
NO.3 C.C.O.T. 24667.0 19.40 478540. 17.37 428515. 33110.
NO.4 C.C.O.T. 24667.0 -31.60 -779478. 17.37 428515. 33110.
NO.5 C.C.O.T. 24836.1 -82.74 2054986. 17.40 432170. 34051.
NO.1 S.C.O.T.(P) 13142.4 117.65 1546152. 17.53 230322. 7633.
NO.1 S.C.O.T.(S) 13142.4 117.65 1546152. 17.53 230322. 7633.
NO.2 S.C.O.T.(P) 15830.2 69.95 1107318. 17.37 274917. 9663.
NO.2 S.C.O.T.(S) 15830.2 69.95 1107318. 17.37 274917. 9663.
NO.3 S.C.O.T.(P) 16114.6 19.40 312622. 17.37 279857. 9836.
CARGO W.B.T NO.3 S.C.O.T.(S) 16114.6 19.40 312622. 17.37 279857. 9836.
NO.4 S.C.O.T.(P) 16114.6 -31.60 -509220. 17.37 279857. 9836.
NO.4 S.C.O.T.(S) 16114.6 -31.60 -509220. 17.37 279857. 9836.
NO.5 S.C.O.T.(P) 11588.1 -76.01 -880850. 17.97 208296. 6742.
NO.5 S.C.O.T.(S) 11588.1 -76.01 -880850. 17.97 208296. 6742.
SLOP T. (P) 2774.5 -104.19 -289069. 21.41 59400. 719.
SLOP T. (P) 2774.5 -104.19 -289069. 21.41 59400. 719.
NO.5 W.B.T.(P) 1355.0 -78.34 -106154 0.84 11.41 50819
AREA UNDER CURVE UP TO 30˚ 0.769 M-RAD 0.055 M-RAD NO.5 W.B.T.(S) 1355.0 -78.34 -106154 0.84 1141. 50819
A.P.T. 2643.1 -154.30 -407816 20.00 52869 22659.
AREA UNDER CURVE UP TO 40˚ or (θ f) WHICHEVER IS LESS 1.287 M-RAD 0.09 M-RAD 276749.6 12.64 3498052. 17.39 4812972. 368910.
DEADWEIGHT
AREA BETWEEN 30 AND 40˚ or (θ f) WHICHEVER IS LESS 0.518 M-RAD 0.03 M-RAD LIGHT SHIP WEIGHT 43100.0 -7.07 -304713. 16.55 713305.
DISPLACEMENT 319849.6 9.98 3193340. 17.28 5526277. 368910.
GZ AT ANGLE OF EQUAL TO OR GREATER THAN 30˚ 3.066 M 0.20 M DRAFT EQUIV. 20.82 M TRANSV. METACENTRE KMT 23.63 M
THE ANGLE AT WHICH THE MAX. GZ OCCURS 37.80 (DEG) 25 DEG) TRIM BY STERN 0.00 M VERT CENTRE OF GRAV KG 17.28 M
THE INITIAL METACENTRIC HEIGHT GM 5.203 M 0.15 M DRAFT AFT 20.82 M FREE SURFACE CORR. GG 1.15 M
NOTE: FLOODING ANGLE (θ f) ≥ 40.0˚ SO 40.0˚ IS ADOPTED DRAFT MEAN 20.82 M CORR. METAC. HEIGHT GM 5.20 M
L.C.B. 9.98 M
L.C.F. -0.35 M PROPELLER IMMERSION 161.4 %
M.T.C. 3646.9 MT-M
T.P.C. 167.20 MT/CM

Part 9
Miscellaneous Procedures
9.1a Checklist - Passage Planning (i)
Checklist for Preparing a Passage Plan
Vessel : __________________
` indicates the check has been performed and appropriate action taken.
N/A indicates the check is not applicable to the vessel or prevailing conditions
Port of Departure - ETD (date/time

Port of Destination - ETA (date / time)
Total Distance
Pilot to pilot distance
Average speed and steaming time in open waters
Charts and nautical publications
Local information / VHF Channels
Tides and currents
Vessel traffic service areas
Pilots - time to notify
Pilot embarkation / disembarkation areas
Route planning - waypoints / courses / distances
Alternative routes and emergency anchoring

Traffic separation / routing schemes
Underkeel clearance - draught, speed and squat
Position fixing methods
Position fixing intervals
Navigation marks
Traffic likely to be encountered
Obstructions and hazards to navigation
Weather information and weather routing
Passage plan sighned by the officer who prepared it
Passage plan approved and signed by the Master
Checked by : ____________________________Date : _______________ Time : ____________
Issue: 1 9.1 Passage Planning - Page 1 of 6

9.1b Checklist - Passage Planning (ii) 9.1c Checklist - Passage Planning (iii)
Checklist - Deep Sea Navigation Checklist - Coastal Navigation
Vessel: ________________________ Place ________________________ Date ____________

Vessel : Place Date
The following shall be carefully examined

The following shall be carefully examined
` indicates the check has been performed and appropriate action taken.
N/A indicates the check is not applicable to the vessel or prevailing conditions ` indicates the check has been performed and appropriate action taken.
N/A indicates the check is not applicable to the vessel or prevailing conditions
1 Have all charts and nautical publications to be used been corrected up to date?
1 Have all charts and nautical publications to be used been corrected up to date?
2 Have the following factors been taken into consideration in preparing the passage plan
2 Have the following factors been taken into consideration in preparing the passage plan
- advice / recommendations in sailing directions
- advice / recommendations in sailing directions
- weather
- ships draft
- current
- effect of squat
- available navigational aids and their accuracy - weather
- position fixing methods to be used - tides andcurrent
- daylight / night time passing of danger points - available navigational aids and their accuracy
- traffic likely to be encountered - position fixing methods to be used
3 Are Navarea warning broadcasts being monitored? - daylight / night time passing of danger points
4 Is participation in area reporting systems recommended? - traffic likely to be encountered
Is the ship's position being fixed in accordance with Guidelines for Navigators in Maersk Vessels - requirements for traffic separation / routing schemes
5
Circulars?
3 Are Navarea warning broadcasts being monitored?
4 Is participation in area reporting systems recommended?
Comments 5 Have courses been laid off wellclear of obstructions?
Is the ship's position being fixed in accordance with Guidelines for Navigators in Maersk Vessels
6
Circulars?
Comments
Master
Signature (Master)
Master ____________________________ ____________________________________
Signature (Master)

Part 9 Miscellaneous Procedures Sources of information will include (but will not be restricted to) : Coastal Passages
Chart catalogue The margins of safety in coastal or restricted waters can be critical, as there
9.1 Passage Planning
Navigational charts may be limited time available in which to take corrective action.
General Ocean Passages for the World The draught and manoeuvring characteristics of the vessel, including the
Routing or pilot charts possibility of squat, may influence the route chosen through coastal waters.
The STCW Convention 1978 requires that the intended voyage be planned in
advance, taking into consideration all pertinent information and that any course Sailing directions and pilot books One of the main considerations at the appraisal stage will be to determine a
laid down should be checked before the voyage commences. The passage
safe distance at which the courses should be laid off the coastline and offshore
should be planned from berth to berth and should cover ocean passages, coastal Mariner’s handbook
dangers, and what is the minimum acceptable under-keel clearance.
passages and pilotage areas.
Light lists
In many areas, ship’s routing measures have been introduced to reduce the risk
The passage plan should aim to establish the most favourable route, whilst Tide tables
of collision between ships, to keep ships away from environmentally sensitive
maintaining adequate margins of safety. When planning the route the following Tidal stream atlases areas and to reduce the risk of grounding. The use of these separation schemes
factors should be taken into consideration : and areas should form an integral part of the plan. When the vessel is passing
Notices to mariners
through a traffic separation area or scheme the provisions of rule 10 of the
The marine environment Routing information Regulations for Preventing Collisions at Sea must be strictly adhered to.
Radio signal information (including VTS and Pilotage services)
The constraints imposed by the vessel’s draught, size and nature The requirement for ship reporting has been introduced by several coastal
of cargo Climatic information states, so that they can track vessels passing through their coastal waters.
Reports may be required when leaving some reporting areas as well as when
Load line chart
The reliability of the charted hydrographic data entering. Additionally reports may be required when passing predetermined
Distance tables positions. Vessel Traffic Services at most ports will require reports to be made
Constraints imposed by environmental conditions in order to monitor ship compliance with local regulations and to optimise
Electronic navigational systems information
traffic management.
The availability and reliability of navigation aids and marks and Radio and local warnings
the nature of any coastlines to be encountered In certain areas of the world it may be desirable to avoid areas of conflict.
Owner’s instructions
Personal experience Having made an appraisal of the intended voyage, the Master will determine
Areas of high traffic density
the route to be followed and delegate an officer, normally the second officer,
Having collected together all the relevant information, the Master, in consulta- to prepare the passage plan.
The need for ship operations that may require additional sea room
e.g. tank cleaning tion with his officers, will be in a position to make an overall appraisal of the
Preparing the Passage Plan
passage, which will consist of one, or a combination of the following:
The reliability of the vessel’s propulsion system Charts
Ocean Passages
The need to comply with traffic routing schemes All the relevant charts for the forthcoming voyage are put into the correct order
Ocean passages comprise of a Great Circle, Rhumb Line or Composite Great of use. Ensure that all the charts and publications have been corrected to the
Circle route. Anticipated environmental conditions may have an impact on the latest available Notices to Mariners.
The intended passage should be planned prior to sailing using the latest route selected.
available charts and publications, corrected to the latest Notices to Mariners The route plan should incorporate the following details:
available. A Great Circle route, although being the shortest distance, may result in the
vessel encountering ice or the poor climatic conditions associated with high The planned track showing the true course and distance of each leg
Appraisal and Planning
latitudes. A Composite Great Circle, utilising a limiting latitude can be
followed to avoid venturing into high latitudes. Maximum allowable off track margins for each leg
Before the planning can commence it is necessary to gather together, and
study, the various sources of information. Only official charts and publications
It is frequently possible to plan a passage to take advantage of ocean currents Areas to be avoided
should be used. For coastal passages and port approaches large scale charts
that may offer improved passage speeds that will offset any extra distance
should be used with small scale charts being used for ocean passages.
travelled. Where appropriate, the wheel over position and radius of turn at
each alteration of course

Areas to be Avoided Wheel Over Positions Tidal stream information, obtained from the chart or tidal stream atlas can be
included in the planned passage when the time of transit of a relevant area is
Coastal and estuary charts should be examined and all areas to be avoided In confined waters when navigating on large scale charts, the margins of safety known. Ideally, the course to steer should be calculated prior to making the
shown by highlighting or cross-hatching. Care should be taken however, not to may require that the vessel commences altering course at a planned wheel over transit, though in fact, strict adherence to the planned track will actually
obscure chart features. position some distance before the actual alter course position, in order to allow compensate for tidal streams.
for the vessel’s advance while the alteration of course is taking place. These
Maximum Allowable Off Track Margins wheel over points should be marked on the chart with information as to the It must always be borne in mind that safe execution of the passage may only
planned rate of turn and speed that it is calculated for. be achieved by modifying the plan to accommodate unforseen circumstances,
During the voyage it may be necessary for the vessel to leave the planned route such as items of navigational equipment becoming unreliable or inaccurate, the
at short notice. The marking on the chart of shallow water, relative to the Waypoints departure being delayed, or the need to make a timed arrival at the next port.
vessel’s draught and clearing distances in critical areas, will enable the OOW
to decide on what extent to deviate without jeopardising the safety of the A waypoint is a position shown on the chart, where a planned change of course The OOW should have full working knowledge of all the safety and naviga-
vessel. or status will occur. It will normally be a change of course, but may also be an tional equipment on board the vessel, and should be aware of the operating
event, for example: limitations of such equipment. The Master is to ensure that all bridge team
The vessel’s cross track error in relation to the planned track can be monitored personnel, including newly joined navigating officers, are familiar with all
Start or end of a sea passage navigational equipment and are capable of taking a navigational watch. If
by the use of parallel indexing techniques on the radar. Parallel indexing does
not replace the need to fix the vessel’s position at regular intervals. It does, Alteration of speed necessary, a newly joined officer should be accompanied by a competent
however, provide an instant means of verifying that the vessel is maintaining a navigating officer until familiar with the equipment.
Pilot embarkation position
safe course to pass a fixed object or navigation mark at the desired distance. It
is good passage planning practice to mark suitable parallel indexes on the chart Anchorages In order to achieve safe execution of the plan, it may be necessary to manage
along with the distance off at which the index needs to be set. any risks involved by utilising additional deck or engine personnel. This will
A point where an ETA or notice of readiness is to be given include an awareness of the positions at which it will be necessary to:
ARPA mapping may be used in addition to, but not to the exclusion of other The waypoints are normally entered into the electronic aids to navigation to
methods of monitoring the vessel’s position. Call the Master to the bridge for routine situations such as approaching the
form a complete route. coast, passing through constrained waters, approaching the pilot station or any
The vessel must remain in safe water at all times, and be sufficiently far off any other situation where the Master’s presence may be required.
Contingency Planning
danger in order to minimise the possibility of grounding in the event of
unforseen circumstances, such as mechanical breakdown. Change from unattended to manned machinery spaces.
Contingency planning should include the identification of safe anchorages and
suitable locations for shelter in the event of severe weather conditions. Make extra personnel available, in addition to the watch-keeper, for bridge
Regulations, both Company and National, regarding off shore distances must
duties, such as manning the wheel and keeping a lookout.
be observed. Executing the Plan
Make additional personnel available, in addition to the watch-keepers, for
Under Keel Clearance Organisation duties such as preparing pilot ladders, clearing and standing by anchors and
preparing mooring equipment.
It is important that any reduced under keel clearance has been planned for and The plan having been created, discussed and approved, now requires its
is clearly shown on the chart. On occasions, adequate under keel clearance may method of execution to be organised with the best use of the available Before commencing the voyage, there is considerable advantage to be gained
only be attainable during the period that the tide has achieved a certain height. resources. Final details will have to be confirmed when the actual timing of the from ensuring that all personnel concerned are fully briefed as to what is
Outside that period the area is unsafe and passage must not be attempted. Such passage can be ascertained and will include: expected of them. This may take place over a considerable period of time and,
a safe period is called the Tidal Window and must be clearly shown, in order as the actual commencement of the voyage approaches, certain specific
that the OOW or Master is in no doubt as to whether or not it is safe for the The ETA at critical points to take advantage of favourable tidal personnel will need to be briefed so that work schedules and manpower
ship to proceed. Under normal circumstances this situation will only arise in conditions. requirements can be planned. Any variation from the routine running of the
the approaches to a port or in a pilotage area. ship, such as doubling of the watches and anchor party requirements, must be
ETAs at critical points, where it may be preferable to make a specifically advised to the personnel involved , either by the Master, chief
Tidal stream information is usually available on the chart, though more daylight transit of an area. officer, or the officer of the watch. Such briefing may require frequent
detailed information may be given in Ocean Passages for the World and pilot updating, and at different stages of the voyage, re-briefing may be required.
books and on routing charts. The times and heights of tides are available from Areas where high traffic density can be expected.
tables, with further local information being available in the pilot books.
The ETA at the destination, particularly where there may be no
advantage gained by an early arrival.

9.1d Checklist - Pre-Departure 9.1e Checklist - Pre-Arrival
BEFORE DEPARTURE CHECKLIST BEFORE ARRIVAL CHECKLIST
Vessel :
This Check List applies to all vessels in the fleet. Complete all sections with a `or N/A Vessel :
Navigation This Check List applies to all vessels in the fleet. Complete all sections with a `or N/A
Charts, Tide Tables, Sailing Directions Vessel Draft : Forward ________ Aft ________
Navigation
Instruments Charts, Tide Tables, Sailing Directions Reporting to VTS
Navigation Lights Master Gyro No. 1

Instruments
Binoculars Master Gyro No. 2
Chronometer Gyro Repeaters Gyro Repeaters Course Recorder and Rudder Recorder running
Sextants Course Recorder and Rudder Recorder Bearing Diopters and calibrated
Radio Direction Finder running and calibrated
Echo Sounder Forward and Aft
Weather Facsimile Magnetic Compass
NAVTEX and EGC Bearing Diopters
Communications
Echo Sounder Forward and Aft Radar No. 1 and ARPA
Log Radar No. 2 and ARPA VHF Radio Telephones Aldis Lamp
Electronic Position Fixing Systems Radar(s) Forward and/or Aft Walkie Talkies Whistle No. 1
Telephones - Emergency Telephones Whistle No. 2
Communications Public Address System
VHF Radio Telephones Watchkeeping Receiver

Walkie Talkies Aldis Lamp
Mooring and Anchoring Arrangements
Telephones - Emergency Telephones Whistle No. 1 Power on Deck Mooring lines ready
Public Address System Whistle No. 2 Anchors ready Checked time for calling crew
Mooring and Anchoring Arrangements Pilot Embarkation Arrangements

Power on Deck Anchors ready
ETA Pilot Time: Pilot contacted
Pilot Ladder or Hoist ready with safety equipment Pilot Ladder or Hoist sufficiently illuminated
Pilot Disembarkation Arrangements
Pilot Ladder or Hoist ready with safety
Pilot Ladder or Hoist sufficiently illuminated Engine related matters
equipment
Engine Telegraph and Emergency Telegraph Stabilisers in "IN" position
Engine related matters Manoeuvring Printer including Time Calibration Azimuth thruster in "IN" position
Engine Telegraph and Emergency Steering Gear and FU-NFU tested Duty Engineer informed
Stabilisers in "IN" position
Telegraph
Manoeuvring Printer including Time
Calibration
Rudder Indicator Starboard Upon completion of checks, entry to be made in vessels Logbook.
Steering Gear and FU-NFU tested Rudder Indicator Midship
Rudder Indicator Port Port: __________________________________ Date: _____________________ Time
Upon completion of checks, entry to be made in vessels Logbook. Checked by: ____________________ Rank: ___________ _______________________________
Signature (Checker)
Port :____________________________ Date :___________ Time :_____________
Checked by :_________________________ Rank :___________ _______________________

Signature (Checker)

Voyage Preparation m) Test the whistle.
This is normally be the task of a junior officer who will prepare the bridge for n) Ensure that wipers and heaters are operational and that the
sea. Such routine tasks are best achieved by the use of a checklist, but care has windows are clean.
to be taken to ensure that this does not just mean that the checklist is ticked
without the actual task being completed. o) Confirm that all clocks and recording equipment are synchro-
nised.
Bridge Preparation
p) After ensuring that there is no relevant new information on the
As and when directed by the Master, the officer responsible should prepare the telex, fax or Navtex, advise the Master that the bridge is ready for
bridge as follows : sea.
a) Ensure that the passage plan and supporting information is Monitoring the Passage Plan
available and to hand.
When passing through coastal or restricted waters consideration must be given
b) Check that the charts are in order in the chart drawer and the to monitoring the progress. It is of particular importance to fix the vessel’s
current chart is available on the chart table. position at regular intervals, so that any errors made are discovered and
rectified before a dangerous situation develops.
c) Check that the chart table equipment, such as pens, pencils,
parallel rules, dividers, note pads are in order and to hand. Undue reliance should not be put on any single item of position fixing
equipment. All appropriate methods should be used to fix the vessel’s position
d) Check that ancillary watch keeping equipment, such as at regular intervals, with cross referencing being carried out so that if a defect
binoculars, azimuth rings, and aldis lamps are in order and readily develops, with one position fixing aid, it will become obvious before a
to hand. dangerous situation develops.
e) Confirm that monitoring and recording equipment such as the When suitable radar conspicuous targets are available, effective use can be
course recorder and engine movement recorder, is operational and made of radar clearing bearings and ranges.
that the recording paper is replaced if necessary.
Plan Change
f) Confirm that the master gyrocompass is fully operational and that
the repeaters are aligned. The compass error should be checked. All members of the bridge team will be aware that even the most thorough plan
may be subject to change during the passage. It is the responsibility of the
g) Check that all instrument illumination lamps are operational. person in charge to ensure that changes are made with the agreement of the
Master, and that all other members of bridge team are advised of such change.
h) Check the navigation and signal lights.
i) Switch on any electronic navigational equipment that has been Pre-Arrival Planning
shut down and ensure operating mode and position confirmed.
A plan should be prepared covering the port approaches and pilotage waters,
j) Switch on and confirm the read outs of echo sounders and logs, which should include anchoring off the port and aborting port entry in the
and confirm associated recording equipment is operational with event of problems arising.
adequate paper.
k) After ensuring that the scanners are clear, switch on and tune
radars and set appropriate ranges and modes.
l) Switch on and test the control equipment such as telegraphs and

steering gear as appropriate. Switch on and test communications
equipment for both internal and external use (VHF and MF
radios, Navtex, Inmarsat and GMDSS systems as appropriate).

Illustration 9.2.1a Bridge Teamwork
Bridge Teamwork
Approaching Port At Sea

Pilotage Confined Waters Routine Situations
Low Visibility
Officer of the Watch
Master Provides the historical navigational data.
Cons vessel giving both helm and Maintains his own radar maps and indexing.
engine orders. Uses his radar maps
and indexing to crosscheck the Advises the Master of the position of the
navigational information vessel relative to the agreed track,
Pilot Officer of the Watch provided by the OOW. Officer of the Watch
speed and course made good.
Cons vessel along track Responsible for navigation. Advises OOW of his intentions Progresses the routine
Endeavours to resolve any difference between
agreed with the Master. Liaises with pilot advising in good time, so that the safe progress navigation and control
the information on the two radars and chart.
him of the ships position of the passage plan can be verified, of traffic in accordance
Liaises with OOW on relative to the agreed track. or any amendments be properly checked. with the Master's orders
Monitors the traffic and advises of any
navigation / traffic. and the passage plan.
close quarter situations.
Master High Risk Area
Initially agrees track to follow with pilot. An additional officer may be required Master
to assist the Master. This officer will
Maintains an overview of all take control of the communications, Formulates and approves plan.
commands / orders given. give backup information to the OOW
for the chart, provide the Master Monitors that the OOW is
Monitors navigation of the vessel with radar indexing and anti-collision progressing the plan correctly.
by cross checking information advice as a cross check to
provided by the OOW. the safe passage plan.
Issue: 1 9.2. Operational Procedures - Page 1 of 7

9.2 Operational Procedures The OOW will continue to be responsible for the conduct of the watch, despite
the presence of the Master on the bridge, until informed specifically that the
9.2.1 Bridge Teamwork Master has assumed responsibility for the watch. The Master’s decision to take
over the watch must be clear and unambiguous and the fact recorded in the
Safe navigation is the most fundamental attribute of good seamanship. Deck Log Book.
Sophisticated navigational aids can complement the the basic skills of the
navigator, but sophistication can bring its own dangers and there is a need for It is important for a ship’s complement to co-ordinate their activities,
precautionary measures against undue reliance on technology. Experience has communicate effectively and work effectively as a team. During emergency
shown that that bridge teamwork and properly formulated procedures are situations this is vital.
critical in maintaining a safe navigational watch.
A bridge team that has a plan that is understood and is well briefed, with all
In determining the composition of the bridge team the Master should take into members working together as a team, will have good situation awareness and
consideration: will be able to anticipate potentially dangerous situations. They will recognise
the development of a chain of errors and will be able to take early and positive
The state of visibility action to break the sequence and avoid a possible disaster.
The anticipated traffic density
The proximity of navigational dangers or other routing measures

such as traffic separation schemes
The additional workload that may be caused by nature of the

vessel’s immediate operating requirements and anticipated
manoeuvres
The professional competence of the bridge personnel and their

familiarity with the vessel’s equipment and characteristics
The operational status of the bridge equipment and controls
The fitness of the members of the bridge team and the need to
ensure that all members of the bridge team have had the rest
periods as required by the STCW Code
The need to ensure that the bridge is at no time left unattended
All members of the ship’s complement that have bridge navigational duties
will be part of the bridge team. The OOW is in charge of the bridge team for
that watch until such time as they are relieved.
It is most important that the bridge team work together closely, both within and
across the watches, as decisions made during one watch can, and will, have an
impact on another watch. All non-essential activity on the bridge should be
avoided.
The members of the bridge team should have a clear and unambiguous under-
standing of the information that should be routinely reported to the Master of
the vessel, and the circumstances under which the Master should be called.

9.2.2a Checklist - Taking Over The Watch
CHANGE OF BRIDGE WATCH KEEPING OFFICER CHECKLIST
Vessel : ________________________________
DATE : DATE : DATE :

TIME :
1. Plotted position and present course
2. Navigation coming Watch
3. Magnetic/gyro compass/repeaters
4. Movements of Vessels in vicinity
5. Masters Watch instructions
6. Expected change of present conditions
7. Expected change of weather conditions
8. Look - Out
9. Navigation Lights
10. Smoke Detector

11. Radar and Radar Plotes
12. Watch receiver EGC and NAVTEX
13. Logbook entries

14. Course recorder checked and calibrated
OFFICER TO BE RELIEVED (INIT)
RELIEVING OFFICER (INIT)

9.2.2 Taking Over the Watch 9.2.3 Watchkeeping Sufficient information should be recorded in the bridge log book, for the
actual track that the vessel followed to be reconstructed at a later date,
The officer of the watch should not hand over responsibility for the watch if The officer of the watch (OOW) is the Master’s representative and is in charge including the vessel’s position course and speed, the times of passing
they are in any doubt whatsoever, as to the ability or fitness of the relieving of the bridge team. significant navigational marks and any other information that may be
officer to carry out their duties effectively. When in any doubt, the Master considered relevant. All positions marked on navigational charts should be
should be informed. The watchkeeping duties of the OOW include, but are not restricted to: retained at least for the duration of the voyage. Paper records from course
recorders, echo sounders and any other relevant recording device should be
Before accepting responsibility for the watch the relieving officer must be The maintenance of a proper all round lookout suitably marked and retained. It is better to record too much information
satisfied with: rather than too little.
Collision avoidance and compliance with the collision regulations
The contents of any standing and night orders or special instruc- The OOW should be aware of the effects of operational and accidental
tions relating to the safe navigation of the vessel The plotting of the vessel’s position at regular intervals and pollution on the marine environment, and should be familiar with MARPOL
monitoring the vessel’s progress and the Shipboard Oil Pollution Emergency Plan (SOPEP).
The position, course, speed and draught of the vessel
Periodic checks on the navigational equipment in use, including
The operational status of all navigational and safety equipment the gyro and magnetic compasses
that is in use or may be required to be used during the course of
the watch.
The keeping of records appertaining to the safe navigation of the
vessel
Prevailing environmental conditions, including the state of
visibility, wind, sea and current and the effect of these factors on
The OOW needs to maintain a high general awareness about the vessel and its
the course and speed of the vessel
day to day operation including a general watch over the vessel’s decks to
monitor people working on deck.
The procedures for use of the main engines their status and the
watchkeeping arrangements for the engine room.
Routine tests of the bridge equipment should be undertaken to ensure that it is
The errors of the gyro and magnetic compasses functioning correctly and communicating with other systems to which it may
be connected. Care should be exercised when using electronic means for
The presence and movements of any vessel in sight or known to plotting the position of the vessel and these should be cross referenced with
be in the vicinity visual means at every opportunity.
Any conditions or hazards that are likely to be encountered during Manual steering should be tested at least once a watch when the automatic pilot
the course of the watch is in operation.
The effect of trim list, water density or squat on under keel The gyro and magnetic compass errors should be checked and the magnetic
clearance deviation obtained at least once a watch, and after every major course
alteration. The errors and deviations obtained should be recorded in the
Any other circumstance that may be of concern during the watch Compass Error book and in the bridge log book.
It is most important that the OOW keeps to the passage plan as prepared, and
monitors the progress of the vessel in relation to that plan. Should a deviation
from the plan be required for any reason, the OOW should return to the plan
as soon as it is safe to do so.
Radar parallel indexing techniques are invaluable in monitoring the vessel’s

progress in relation to the prepared passage plan. However, when using radar
for position fixing or monitoring, the OOW should check the accuracy of the
Variable Range Marker and Electronic Bearing Lines, as well as the overall
performance of the radar.

9.2.4a Checklist - Pilot Procedures (i) 9.2.4b Checklist - Pilot Procedures (ii)
SHIP TO SHORE Master/Pilot Exchange SHORE TO SHIP Pilot/Master Exchange

SHIP IDENTITY SHIP REQUESTING PILOTAGE DETAILS
Name Call sign Flag Ship Name Call sign
Ship's agent Year built IMO No ORIGINATING AUTHORITY

Cargo Type Ship type Last port Contact name VHF channel
ADDITIONAL COMMUNICATION INFORMATION Other means of contact
Fax Telex Other

PILOT BOARDING INSTRUCTIONS
PILOT BOARDING Date/arrival time at pilot boarding station (UTC/LT)
Date/ETA Freeboard
Position pilot will board
SHIP PARTICULARS
Embarkation side port/starboard/TBA Approach course and speed
Draught fwd Draught aft Draught amidships (salt water)
Requested boarding arrangement
Air draught Length Beam
BERTH and TUG DETAILS
Displacement Dwt Gross Net
Intended berth and berthing prospects
ANCHORS
Side alongside port/starboard Estimated transit time to berth
Port anchor Stbd anchor (length of cable available)
Tug rendezvous position Number of tugs
MANOEUVRING DETAILS AT CURRENT CONDITION
Tug arrangement Total bollard pull
Full speed Half speed
Slow speed Min. steering speed LOCAL WEATHER AND SEA CONDITIONS at the pilot boarding station on arrival
Propeller direction of turn left/right Controllable pitch yes/no Tidal information (heights/times)
Number of propellers Number of fwd thrusters Number of aft thrusters Expected currents
MAIN ENGINE DETAILS Forecast weather
Type of engine motor/turbine/other DETAILS OF THE PASSAGE PLAN including abort points/emergency plans
Max. number of engine starts Time from full ahead to full astern
EQUIPMENT DEFECTS RELEVENT TO SAFE NAVIGATION
REGULATIONS including VTS reporting anchor/lookout attendance, max. allaowable draught
OTHER IMPORTANT DETAILS e.g. berthing restrictions, manoeuvring peculiarities
OTHER IMPORTANT DETAILS including navigation hazards, ship movements

9.2.4 Pilot Procedures Much of this information can be be made readily available on the Pilot Monitoring
Information Card, a copy of which should be handed to the pilot as he arrives
Pilots are engaged to provide local knowledge of a port or area through which on the bridge of the vessel. The vessel’s position must be plotted and progress monitored in exactly the
the vessel is passing. same manner when the pilot has the con, as it is under normal conditions. Such
The pilot will need to be acquainted with the bridge and to agree how his monitoring must be carried out by the OOW, and any deviations from the
When they have embarked and arrived on the bridge, the pilot becomes a instructions are to be executed. Some pilots prefer to operate the controls planned track or speed observed and communicated to the Master. From such
member of the bridge team. The Master may either delegate the conduct of the themselves, while others will leave that to the ship’s staff. On large vessels, information the Master will be in a position to question the pilots decisions
vessel to the pilot, in close co-operation with the Master and OOW, or he may such as this, it is usual for the ship’s staff to operate the controls, so that the with confidence, should the need arise.
keep the con himself with the pilot giving advice. Either way, it is important pilot remains free to move about the bridge. He will need to know where the
that the Master/Pilot relationship is agreed and clearly understood. VHF is situated and how to change channels. He may also require a radar to be Pilot Embarkation/Disembarkation Procedure
made available for his use. Care must be taken to alter the mode of operation
The presence of a pilot does not relieve the Master or OOW of their duties and and range of the radar from that set by the pilot. a) Give the required ETAs to the Pilot Station and agree a time and
obligations with regard to the safety of the vessel. Should the Master, or OOW, position for the embarkation or disembarkation of the pilot. Also
in the absence of the Master, be in any doubt as to the pilot’s competence or The time available for the Master/Pilot exchange depends upon several factors, establish on which side the pilot ladder is required.
actions then they must not hesitate in informing the pilot accordingly and take including :
over the con of the vessel. b) Give the engine room the required notice.
The position of the pilot boarding area. Often this is such that
there will be little time between the pilot actually entering the
The Master will, under normal circumstances, remain on the bridge during the bridge and taking over the con of the vessel. c) The pilot ladder or a combination ladder should be suitably
pilotage. However, in the event of a long pilotage, it may not be practical for rigged, with a lifebouy and heaving line ready for immediate use.
the Master to remain on the bridge throughout. In such cases he must delegate The speed of the ship at the pilot boarding area.
his authority to a responsible officer, probably the OOW, exactly as he would d) An officer and assistant are assigned to ensure that the pilot is
Environmental conditions such as poor visibility, strong winds, safely embarked or disembarked.
do at sea.
rough seas, strong tides or heavy traffic may inhibit the handover
of the con to the pilot.
Master/Pilot Information Exchange e) A suitable communication link should be established between the
Where circumstances do not permit a full Master/Pilot exchange bridge and the deck party.
See Illustration 9.2.4a and 9.2.4b to take place then the bare essentials should be covered
immediately and the rest of the discussion held as soon as is safe f) Ensure that the embarkation area is clear of oil or grease and any
It is often the case that the Master of the vessel is not familiar with the pilotage and practicable. unnecessary objects.
area and that the pilot is not familiar with the handling characteristics of the
vessel. Many ports use helicopters for the embarkation and disembarkation of pilots. g) Provide adequate illumination, if dark.
This can usually be achieved away from areas of heavy traffic or constrained
When the pilot arrives on the bridge it is normal practice for the Master to waters and without the need to reduce speed. See section 9.3. for advice on h) The engines should be on standby and the steering in manual.
make time for a brief discussion with him. This will include such items as the helicopter operations.
pilot’s planned route, his anticipated speeds and ETAs, both en-route and at the i) The time and place of pilot embarkation and disembarkation
destination and also what assistance he expects from the shore, such as tugs Planning should be recorded in the Bridge Movement Book and Deck Log
and VTS information. Book.
A properly planned passage does not stop at the pilot boarding area.
The Master should advise the pilot of the:
The passage plan continues from sea to berth, or vice versa, the boarding of the
Ship’s particulars pilot, and the areas where a pilot has the con, being part of the passage plan.
Speeds at various engine rpm This enables the Master and OOW to compare the progress of the ship with the
planned track and also familiarises them with the constraints and other details
State of readiness of relevant equipment of the pilotage. Abort and contingency planning will assist, should the ship
Manoeuvring characteristics experience navigational or other problems.
Mode of propulsion and direction of rotation of propeller The Master and the bridge team should, as far as is possible, be aware of the
Any other information that he feels is relevant pilot’s intentions and be in a position to query his actions at any stage of the
passage. This can only be effectively brought about by the members of the
bridge team consulting all the available sources of information prior to
entering the pilotage area and being aware of its difficulties and constraints.

9.2.5 Weather Reporting 6IsEsEsRs Thickness and rate of ice accretion.
ICE
Weather reports from voluntary observing ships are sent via the Inmarsat
system using the two digit (41) abbreviated dialling codes or by using the HF ciSibiDizi Various ice reports.
radio telex service. Reports should be sent to the nearest coast radio station as
shown on the diagram in the Admiralty List of Radio Signals Volume 1. In Code pages are provided in the ALRS for all the above sections with a full
certain areas of the world the number of meteorological reports (OBS) from description. Should it be impractical to send the OBS in coded format it should
ships is inadequate. ALRS Volume 1 shows these areas on a diagram. When in be sent in plain language.
these areas all ships are requested to send in OBS reports. These reports will
be free of charge to the vessel. The synoptic hours of 0000, 0600, 1200 and In addition to the above, the International Convention on the Safety of Life at
1800 UTC (GMT) are where possible used for recording the OBS. Sea also requires vessels to send weather reports where dangers to navigation
Transmission is to be as soon after the designated time as possible to a suitable exist, such as icebergs, sea ice and abnormal weather systems such as tropical
coast earth station (CES) within the WMO Zone as depicted in the ALRS. In revolving storms, or when the wind force is in excess of force 10 and no
the event of there being no CES within the zone, then transmit the OBS to the warning has been received. In addition to the preceding situations this OBS is
nearest available CES or coast station. to be sent to all ships in the vicinity and to the nearest coast station or
competent authority. Messages sent are to be prefixed with the Safety Signal
The weather reporting code FM13 X should be used to encode the reports. ‘SECURITE’.
Precise details of the code can be found in the ALRS. Auxiliary ships and ships
which are making non-instrumental observations should use the following
format of the code:
BBXX Identifier for Ship report from a sea station.
D.....D Ships call sign consisting of three or more

alphanumeric characters.
YYGGiw YY = day of month, GG = the nearest whole hour

GMT, iw= wind indicator.
99LaLaLa Latitude in degrees and tenths of a degree.
QcLoLoLo Quadrant of the globe and longitude in degrees and

tenths of a degree.
iRix/VV Precipitation data, wind indicator and horizontal

visibility.
Nddff Cloud cover, wind direction and wind speed.
1snTT/ Sign of temperature and the temperature in whole

degrees.
4PPPP Pressure in hectopascal at mean sea level.
7wwW1W2 Present weather, past weather.
222Dsvs True course and speed of the ship over the last three
hours.

9.3a Checklist - Helicopter Procedures
CHECKLIST FOR HELICOPTER OPERATIONS
Vessel : __________
General
Have all lose objects within and ajacent to the operating area been secured or removed
Have all aerials, standing or running gear above, and in the vicinity of, the operating area been lowered or
secured
Has the Officer of the Watch been consulted about the ship's readiness
Are all fire pumps running and is there adequate pressure on deck
Are fire hoses ready, (hoses should be near, but clear of operating area)
Are foam hoses and monitors ready
Are foam nozzles pointing away from the helicopter
Are foam equipment operators, of whom at least 2 are wearing prescribed firemen's outfit, standing by
Is a rescue party, of which at least 2 persons are wearing firemen's outfit, standing by
Is a man overboard rescue boat ready for immediate lowering
Are the following items of equipment to hand: Portable fire extinguishers
Large Axe
Crow Bar
Wire Cutters
Red emergency signal / torch
Marshalling Batons (at night)
Has the correct lighting, (including special navigation lights), been switched on prior to night operations
Is the deck party ready, and are all passengers clear of the operating area
Have hook handlers been equipped with helmets, strong rubber or suitable gloves and rubber soled shoes
to avoid the danger of static discharge
Landing On
Is the deck party aware that a landing is to be made
Is the operating area free of heavy spray or seas on deck
Have side rails and, where necessary, awnings, stanchions and derricks been lowered or removed
Where applicable, have portable pipes been removed and have the remaining apex ends been blanked off
Are rope messengers to hand for securing the helicopter, if necessary (NOTE : only the helicopter pilot may
decide whether or not to secure the helicopter)
Tankers (Additional items)

Gas control: ships not fitted with an Inert Gas System: has pressure been released from tanks within
thirty(30) minutes of commencement of helicopter operations
Gas control: ships fitted with an Inert Gas System: has pressure in cargo tanks been reduced to slight
positive pressure
All tankers: have all tank openings been secured following venting operations
Bulk/Combination Carriers (Additional items)

Has surface ventilation to dry bulk cargoes ceased, and have all hatch openings been fully battened down
prior to helicopter operations
Gas Carriers (Additional items)

Have all precautions been taken to prevent gas emission on deck
Upon completion of check entry to be made in vessel's Log Book
Checked by: __________________________________ Date:________________ Time: _________

Officer in charge of operation
Issue: 1 9.3 Helicopter Procedures - Page 1 of 4

9.3 Helicopter Procedures
A deck party, consisting of the minimum number of persons, commensurate

with the operation, should be carefully briefed and instructed beforehand.
Personnel should be wearing HI visibility waistcoats and appropriate safety
clothing. All items of clothing, particularly helmets, should be securely
fastened.
Before commencing helicopter operations, the officer in charge should check

the operational requirements on deck as follows:
All loose objects within, or close to, the operating area must be
secured or removed
Any of the ship’s rails, within the manoeuvring area should be

removed or collapsed
Any aerials or standing rigging above, or in the vicinity of the

operational area, should be lowered or secured
Fire equipment, including hoses, foam gear, and extinguishers,

should be ready for immediate use
A rescue party should be detailed with at least two crew members

wearing fire suits
The rescue boat should be ready for immediate use
The following items of equipment should be on hand ready for immediate use:
Large axe
Crowbar
Wire cutters
Red signal torch
Marshalling batons
First aid equipment
The correct signals, as required by the International Regulations for Preventing

Collisions at sea, are displayed.
Hook handlers should be equipped with strong rubber gloves and rubber soled
shoes to avoid static discharge.

Illustration 9.3b Helicopter Operations
Helicopter Operations
Preparations Communications
Hoist windsock.
Check helicopter landing area and surrounding decks are

clear of loose objects. Routine Emergency
Prepare rescue boat.
Fixed foam system ready to activate.
Rig two fire hoses - must not be pointed at the helicopter.

Arrange helicopter rendezvous via agent.
Portable foam, fire axe, crow bar, wire cutters, red
emergency torch all ready close to winching area. Discuss and agree requirements for operation. MRCC
Investigate with the MRCC, the nearest available rescue
Four men in proximity suits standing by, two to act as Give latitude longitude speed and course. helicopter and discuss how and who to contact.
foam equipment operators.
Hook handlers to have thick rubber gloves,rubber soled

shoes and helmets with chin straps.
Change to working channel, either VHF or airband radio. Helicopter

Helicopter calls on VHF channel 16 and agrees channel
Advise pilot of relative wind/speed, ships course and speed, for working on.
pitch and roll.
Confirm winching or landing and details of ships helicopter

Parties to advise Bridge when standing by. area.
Officer in charge of deck to complete check list and Confirm ETA.
advise bridge of readiness.
Agree with pilot the heading for the operation.
Engine room on standby and fire pump running. If CASEVAC agree with pilot whether or not winchman will be
lowered to ship to help patient during winching process and
into aircraft.
CASEVAC
Operation of landing on
Place passport, crew list, discharge book, payoff slips, or
MPO in bag and put with stretcher. winching carried out.

9.3.1 Landing Disembarking - Guidance To Passengers Embarking - Guidance To Passengers
See Checklist 9.3a
a) Remain seated until ordered to leave by the helicopter attendant a) This will only be carried out in an emergency and only with a twin
A designated safe landing area is clearly marked on the port side of the fore or winchman. engined helicopter.
deck and a winching area on the starboard side of the fore deck. The ICS Guide
To Ship Board Helicopter Operations must be consulted before engaging in b) On leaving lower your head and walk briskly away from the b) Personnel to be embarked should be dressed in tight fitting
helicopter operations. It is a requirement that the procedures and standards laid helicopter and always in full view of the helicopter pilot or clothes and wearing a safety helmet with chin strap fastened.
down in this publication are heeded. The guide contains comprehensive crewman.
c) Place yourself vertically under the helicopter winch, fit the lifting
checklists covering all aspects of safe helicopter operation. Company
c) Keep well clear of the tail rotor and exhausts. strop around your body ensuring that it is well under the armpits.
regulations concerning approved operators and helicopter specifications are
also available.
9.3.2 Winching d) Pull the toggle on the lifting strop as close to the chest as possible.
The deck party should remain clear of the operating area until the helicopter e) Grip the lifting strop at face level with both hands and keep the
has landed. The officer in charge should stand in a conspicuous position, to A winch only area is located on the starboard fore deck. This area does not
have the unrestricted manoeuvring area available on the port side and elbows firmly against the body.
windward of the landing area, in order to be in full view of the pilot and to be
able to give the required signals. helicopters must not be allowed to land on this area.
f) Give the thumbs up signal when you are ready.
When a helicopter carries out a transfer while hovering over the deck, the
Once the helicopter has landed and the pilot or winchman has signalled that it At the helicopter doorway, the winchman will turn the man being winched to
actual transfer will be effected by the use of a winch operated by the
is clear to proceed, the deck party should move in to assist disembarking face outboard and will assist him into the helicopter. Do not try to help him, he
winchman.
passengers and to unload any stores. has a set routine to follow.
The hook handler on deck and the winchman play the most important part in
All slings should be removed from the immediate vicinity of the helicopter g) Do not remove the strop until instructed to do so.
these operations. When nets of stores are being handled, the hook handler
before being emptied and stores stacked well clear of the helicopter’s down
should steady each load as it lands on deck and disengage the hook. Items
draft. h) Sit where the winchman directs you.
being returned to the helicopter, or empty nets, should be properly stowed and
the safety hook shut. The hook should be kept in hand until clear of the deck.
Great care must be taken by all personnel when moving around in the vicinity i) Fasten seat belt and study the inflight safety regulations.
of the helicopter, particularly when working or moving in the area between the The hook handler should wear properly secured protective headwear and
helicopter and any collapsed guard rail. Disembarking - Guidance To Passengers
insulated rubber gloves and the hook must not be handled by any other member
of the crew. a) Do not leave your seat until instructed to do so.
Embarking - Guidance To Passengers
The winch hook must NEVER be attached to the ship. b) The winchman will check that the strop is fitted correctly fitted.
a) Enter the operations area only when ordered to do so by the
officer on duty. Heavy loads may be carried underneath the fuselage of the helicopter
c) Sit in the doorway when the winchman orders you to do so and
suspended from heavy cables. The deck party should remain well clear of the
b) Lower your head and walk at right angles to the longitudinal axis give the thumbs up signal when ready.
load until it is released by the pilot, as the heavy supporting cables could cause
of the helicopter in full view of the helicopter pilot or crewman. injury.
d) On reaching deck let the strop fall to your feet and step clear of it.
c) Keep well clear of the tail rotor and the helicopter’s exhaust
e) Leave the operating area briskly, keeping your head down.
outlets. Always remember that the tail rotor is difficult to see
owing to the speed at which it rotates.
d) Once on board, sit only where directed by the winchman.
e) Wear lifejackets at all times during flights over water.
f) Local regulations may require the wearing of survival suits.
g) Fasten safety belt, study the flight instructions.

Illustration 9.4a Garbage Management Plan..I
Garbage Management Plan For Maersk
Ship Operational Garbage Cabin Garbage & Public Room Galley & Messroom Garbage
Deck Engine Room Officers Crew Galley Stores Galley & Messroom
1.Plastic 1.Plastic 1.Plastic 1.Plastic 1.Plastic 1.Food waste
2.Floating dunnage 2.Floating dunnage 2.Paper, rags, glass, bottles, 2.Paper, rags, glass, bottles, 2.Packing material 2.Plastics
3.Lining/packing materials 3.Lining/packing materials metal, etc. metal, etc. 3.Paper, glass, bottles, 3.Packing material
4.Paper, rage, glass, metal, 4.Paper, rage, glass, metal, metal, etc. 4.Paper, glass, bottles,
bottles, etc. bottles, etc. metals, etc.
5.Oily rags 5.Oily rags
6.Solid oily waste 6.Solid oily waste
7.Waste oil 7.Waste oil Separation Separation
Generated garbage Generated garbage
separated at source into the separated at source into the
marked receptacles by the marked receptacles by the
Chief Cook Chief Cook & 2/Cook
Separation Separation Separation Separation

Generated garbage Generated garbage Generated garbage Generated garbage
Chief cook will check with
separated at source into the separated at source into the separated at source into the separated at source into the
the bridge if vessel is more
marked receptacles by the marked receptacles by the marked receptacles by the marked receptacles by the
than 12 miles from nearest
occupants/users occupants/users occupants/users occupants/users
land 12 miles
Yes No
Location of Location of Location of Location of Collected
Collected by Collected by Collected by
receptacles receptacles receptacles receptacles by
Bridge 4-8 GP1 Work shop Motorman Cabin 2/Cook Cabin Occupant
Radio room 4-8 GP1 E.C.R. Motorman Cleaning gear Cleaning gear Lk.
Location of Processing of Food Waste Location of
C.C.R. 4-8 GP1 Engine Store Motorman Lkr on A&C-Dk 2/Cook on upp.&B-Dk GP2 Collected by Collected by
receptacles Food waste will be processed receptacles
Laundry GP2 E/R Decks Motorman Conf. room 2/Cook Crew smoking GP2
Deck stores GP2 Off. smoking 2/Cook room Inside Store 2/Cook using chafe cutter or disposer Inside galley 2/Cook
room Suez room GP2 and will be disposed to the Officers mess 2/Cook
infirmary 2/Cook Gymnasium GP2 sea. Chief Cook is responsible Crew Mess GP2
for the operation of the
DISPOSER located in the
galley.
To Sea
Storage Storage
WATER TIGHT GARBAGE ROOM WATER TIGHT GARBAGE ROOM
LOCATED : ON UPP. DECK AFT LOCATED : ON UPP. DECK AFT
The collected garbage to be brought The collected garbage to be brought
every morning to the garbage room every morning & evening to the garbage
as per designated duties for storage. room as per designated duties for
storage.
Issue: 1 9.4 Garbage Management Plan - Page 1 of 3

Illustration 9.4b Garbage Management Plan..II
Storing Garbage In Garbage Room (Located On Upper Deck Aft)
Red Receptacle Blue Receptacle Yellow Receptacle Green Receptacle Black Receptacle
For incineration For sea disposal For sea disposal Food waste For landing ashore
Examples >25 nm >25 nm for sea disposal
Examples
outside special area outside special area >25 nm
1.Plastic 1.Paint
Examples Examples outside special area
2.Burnable dunnage 2.Chemicals
3.Paper, rags, etc 1.Floating dunnage 1.Paper, rags, glass, metal, Examples
3.Oil soaked material
4.Oily rags 2.Lining bottles, crockery & similar 1.Food waste
5.Solid oily waste 3.Packing materials refuse
6.Waste oil 2.Incinerator ash
Collected By
GP2 & GP1
Under supervision
of C/O and taken Sea Disposal Disposal To Shore Facility
to incinerator 1.Under the supervision of C/O 1.Under the supervision of C/O
2.Obtained permission from Bridge 2.All Disposals to be recorded in the
3.All Disposals to be recorded in the garbage log
garbage log
Incineration
By GP2 By GP2 and assisted by GP1
Under supervision
of 2/E
To Sea To land ashore

Generated ash
brought to storage
area and kept in
yellow receptacle
for sea disposal by
Motorman

9.4 Garbage Management Plan Ship’s garbage comprises of different categories which must be evaluated For the purposes of the Garbage Record Book, garbage is to be grouped into
separately. the following categories:
See illustration 9.4a and b
Domestic Waste Plastics
MARPOL 73/78 requires that every vessel of 400 gross tons and above, and
every ship certified to carry 15 or more persons, shall carry a garbage Wastes generated in the living spaces on board the vessel. Floating dunnage, lining or packing material
management plan which the crew shall follow. The plan shall provide written
procedures for collecting, storing, processing and disposing of garbage, Food Waste Ground down paper products, rags, glass, metal, bottles, crockery and
including the use of on board equipment. It shall also designate the person in other similar garbage
charge of carrying out the plan. The plan shall be in accordance with the Food waste generated in the galley and dining areas of the vessel excluding
guidelines developed by the IMO and written in the working language of the fresh fish or parts thereof. Unground paper products, rags, glass, metal, bottles, crockery and
crew. other similar garbage
Maintenance Waste
Annex V of MARPOL 73/78 specifies special areas as follows: Food waste
Materials accumulated by the Engine and Deck departments whilst
The Baltic Sea area including the Gulfs of Bothnia and Finland
maintaining and operating the vessel. This waste may be contaminated with Incinerator ash
The North Sea area including the English Channel and approaches chemicals and oil.
An entry must be made in the Garbage Record Book on each of the following
The Antarctic area south of latitude 60º South The procedures for collecting and disposing of the different categories of waste occasions:
The wider Caribbean area will be based on what can be disposed of on board and what will be retained
on board for disposal ashore. When garbage is discharged into the sea
The Mediterranean Sea
The Red Sea Garbage that must be returned to port for disposal may require long term When garbage is discharged to reception facilities ashore, or to other
storage. Garbage which can be safely disposed of overboard may require short ships
The Persian Gulf area term, or no storage. Where possible, garbage requiring long term storage
should be in tight, securely covered containers to avoid health and safety When garbage is incinerated
Within the special areas no garbage, other than food wastes may be disposed hazards.
of. Food wastes may be disposed of only where the disposal is as far as The accidental or other exceptional discharge of garbage
practicable, and not less than 12 nautical miles, from the nearest land. The disposal of plastic garbage, at sea, is prohibited unless reduced to ash by
incineration. Garbage that has not had the plastics separated from it must be The Master should obtain a receipt from the operator of the port reception
Outside special areas : treated as plastics. facilities detailing the estimated quantity of garbage landed. The receipts must
be retained on board with the Garbage Record Book for a period of 2 years.
No plastics may be disposed of anywhere The procedures for the collection of garbage on board the vessel, should give
consideration to the method of its disposal, and suitable receptacles provided The columns in the Garbage Record Book include:
Dunnage, lining, and packing materials, which float, may be disposed of 25 at the collection points, as follows:
nautical miles, or more, from the nearest land Date/Time
Garbage that can be disposed of at sea
Position
Unground food wastes and all other unground garbage, including paper Garbage to be incinerated
products, rags, glass, metal, bottles, crockery and similar garbage, may be Estimated amount discharged into the sea or to shore reception
disposed of 12 nautical miles or more from the nearest land. Garbage that is to be landed for disposal facilities
Garbage Record Book Estimated amount incinerated

Ground food wastes, and other ground garbage, may be disposed of 3 nautical
miles, or more, from the nearest land. The amount of garbage should be estimated in cubic metres, separately
A record is to be kept of each disposal operation or completed incineration.
This is to include each disposal at sea, disposal to shore reception facilities or according to category, if possible. It is recognised that the accuracy of
Garbage management can be split into three stages: estimating amounts of garbage is left to interpretation and that some
to other vessels.
Collection processing procedures may not allow for a usable estimate of volume, e.g. the
continuous processing of food waste. Such factors should be taken into account
Storage and allowed for, when making and interpreting entries.
Disposal
All entries in the Garbage Record Book should be signed.

9.5 Enhanced Inner Hull Inspection
9.5.1 Procedures
Regulation 13G of MARPOL 73/78 provides that crude oil tankers of

20,000 dwt and product carriers of 30,000 dwt and above shall be subject to
the enhanced programme of inspections, the scope and frequency of which
shall at least comply with IMO guidelines.
IMO Regulation A.744(18) details Guidelines on the Enhanced Programme

of Inspections During Surveys of Bulk Carriers and Oil Tankers. Guidelines
for tankers are in Annex B to the Resolution.
The following illustrations of the ballast tanks show the proposed inspection
routes for this class of ship.
The main criteria is to look for damaged paint work, hull plating, gas
detection equipment and piping and the condition of the sacrificial anodes.
Maersk standard procedures must be followed for entering into enclosed

spaces prior to commencement.
Issue: 1 9.5 Enhanced Inner Hull Inspection - Page 1 of 11

Finish
Illustration 9.5.1a Ballast Tank No.1 (Port Side)
FR 113
FR 102
FR 101 Note!
The illustration shows the basic ballast tank
FR 100 structure only. Many strengthening ribs have
been omitted for the purposes of clarity.
FR 99
Start FR 98
FR 97
FR 96
FR 95
FR 94
D
W
F
No.53 Stringer
No.45 Stringer
No.38 Stringer
Key:
Manhole
Inspection Route

Finish
Illustration 9.5.1b Ballast Tank No.1 (Starboard Side)
FR 113
FR 102
FR 101 Note!
FR 100 structure only. Many strengthening ribs have
FR 99
FR 98 Start
FR 97
FR 96
FR 95
FR 94
FW
D
No.53 Stringer
No.45 Stringer
No.38 Stringer
Key:
Manhole
Inspection Route

Finish
Illustration 9.5.1c Ballast Tank No.2 (Port Side)
FR 94
FR 93
FR 92 Note!
structure only. Many strengthening ribs have
Start FR 91 been omitted for the purposes of clarity.
FR 90
FR 89
FR 88
FR 87
FR 86
FR 85
D
W
F
No.48 Stringer
No.41 Stringer
No.34 Stringer
Key:
Longitudinal Manhole
Inspection Route
Longitudinal

Finish
Illustration 9.5.1d Ballast Tank No.2 (Starboard Side)
FR 94
FR 93
FR 92 Note!
FR 91 Start been omitted for the purposes of clarity.
FR 90
FR 89
FR 88
FR 87
FR 86
FR 85
FW
D
No.48 Stringer
No.41 Stringer
No.34 Stringer
Key:
Inspection Route
Longitudinal

Finish
Illustration 9.5.1e Ballast Tank No.3 (Port Side)
FR 85
FR 84
FR 83 Note!
Start FR 82 been omitted for the purposes of clarity.
FR 81
FR 80
FR 79
FR 78
FR 77
FR 76
D
W
F
No.48 Stringer
No.41 Stringer
No.34 Stringer
Key:
Inspection Route
Longitudinal

Illustration 9.5.1f Ballast Tank No.3 (Starboard Side) Finish
FR 85
FR 84
FR 83
Note!
FR 82 The illustration shows the basic ballast tank
FR 82 Start
FR 81
FR 80
FR 79
FR 78
FR 77
FR 76
FW
D
No.53 Stringer
No.45 Stringer
No.38 Stringer
Longitudinal
Key:
Longitudinal
Manhole
Inspection Route

Illustration 9.5.1g Ballast Tank No.4 (Port Side) Finish
FR 76
FR 75
Start
FR 74 Note!
FR 73 been omitted for the purposes of clarity.
FR 72
FR 71
FR 70
FR 69
FR 68
FR 67
D
W
F
No.48 Stringer
No.41 Stringer
No.34 Stringer
Key:
Inspection Route
Longitudinal

Illustration 9.5.1h Ballast Tank No.4 (Starboard Side) Finish
FR 76
FR 75
Start
FR 74 Note!
FR 73 been omitted for the purposes of clarity.
FR 72
FR 71
FR 70
FR 69
FR 68
FR 67
FW
D
Stringer No.48
Stringer No.41
Stringer No.34
Key:
Inspection Route
Longitudinal

Start
Illustration 9.5.1i Ballast Tank No.5 (Port Side)
FR 67
FR 66
FR 65
FR 64
No.48 Stringer
FR 63
The illustration shows the basic ballast tank structure only. Many strengthening ribs have
been omitted for the purposes of clarity. Finish
FR 62
No.41 Stringer
FR 61
FR 60
No.38 Stringer
D
W
F
FR 59
FR 58
To aid clarity, no attempt has been made to

show the ship's cross-sectional profile
Key:
Manhole
Inspection Route

Illustration 9.5.1j Ballast Tank No.5 (Starboard Side)
Start
FR 67
FR 66
FR 65
The illustration shows the basic ballast tank structure only.

FR 64
Many strengthening ribs have been omitted for the purposes of clarity.
No.48 Stringer
FR 63
Finish
FR 62
No.41 Stringer
FR 61
FR 60
No.38 Stringer
FR 59
FW
D
FR 58
To aid clarity, no attempt has been made to

show the ship's cross-sectional profile
Key:
Manhole
Inspection Route

VLCC - Millennium Mærsk - Imo 9158903 - Deck Operating Manual

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Millennium Mærsk Deck Operating Manual

Deck Operating Manual 2.3 Cargo Pumps 3.2.3 Loading

Issue: 1 Front Matter - Page 1 of 10

Issue: 1 Front Matter - Page 2 of 10

Issue: 1 Front Matter - Page 3 of 10

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

Issue: 1 Front Matter - Page 4 of 10

Issue: 1 Front Matter - Page 5 of 10

Issue: 1 Front Matter - Page 6 of 10

Issue: 1 Front Matter - Page 7 of 10

Issue: 1 Front Matter - Page 8 of 10

Emergency Shut Off Valve High Velocity Pressure

Emergency Shut Off Valve Simplex Auto-Back Cargo Group 1

Domestic Fresh Water

Diaphragm Operated Valve

Marine Diesel Oil

3-Way Cock Needle Valve and Tank Penetration

Screw Down Non Return

Emergency Shut Off Valve Screw Down Non Return

Issue: 1 Front Matter - Page 9 of 10

Each cargo handling operation consists of a detailed introductory section

Issue: 1 Front Matter - Page 10 of 10

Engine Fore Peak

Issue: 1 1.1 Principal Data - Page 1 of 9

Lift Lift Toilet Captain's

Navigation Deck E-Deck

Issue: 1 1.1 Principal Data - Page 2 of 9

Lift Lift Chief

Issue: 1 1.1 Principal Data - Page 3 of 9

Toilet Toilet Toilet

DN Lift Stewardess Lift

Assist. (D) Toilet Spare

Spare Shower Toilet

Issue: 1 1.1 Principal Data - Page 4 of 9

Issue: 1 1.1 Principal Data - Page 5 of 9

1.1.2 Tank and Capacity Plan

Cargo Oil Tanks

Capacities Centre of Gravity Max. Free

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

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

Total 348856.2 341879.0 2150357.3

Issue: 1 1.1 Principal Data - Page 6 of 9

Water Ballast Tanks

Capacities Centre of Gravity Max. Free

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

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

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

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

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

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

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

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

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

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

Fresh Water Tanks

Capacities Centre of Gravity Max. Free

Frames m³ MT at S.G. 1.000 m m m4

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

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

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

Issue: 1 1.1 Principal Data - Page 7 of 9

Fuel Oil Tanks

Capacities Centre of Gravity Max. Free