Maersk-Ramsey Deck&Cargo PDF

Maersk Ramsey Deck Operating Manual
Deck Operating Manual 2.4 Inert Gas System 3.4 Discharging Cargo
2.4.1 System Descriptions 3.4.1 Full Discharge
List of Contents: 2.4.2 Operation 3.4.2 Part Discharge
3.4.3 Multi Grade Discharge
Issues and Updates 2.5 Crude Oil Wash System
Machinery Symbols 2.5.1 System Descriptions 3.5 Crude Oil Washing and Tank Cleaning System
Electrical and Instrumentation Symbols 2.5.2 Maintenance 3.5.1 Tank Cleaning System
Illustration Colour Scheme 3.5.2 Tank Cleaning Machine Description
Introduction (include Marpol Reg 13B and 15[3], [C]) 2.6 Hydraulic System 3.5.3 Crude Oil Wash
2.6.1 Cargo Valve Hydraulic System 3.5.4 Water Wash (Hot and Cold)
Part 1: Ship Performance 2.6.2 Deck Machinery Hydraulic System
2.6.3 Cargo Pump Hydraulic System 3.6 Gas Freeing
1.1 Principal Data 3.6.1 Gas Freeing for Man Entry
1.1.1 Principal Particulars 2.7 Ballast System 3.6.2 Gas Freeing for Hot Work
1.1.2 Tank Capacity Plan 2.7.1 System Description 3.7 Ballasting and De-ballasting Operations
2.7.2 Operation 3.7.1 Heavy Weather Ballasting
1.2 Ship Handling
2.7.3 Venting 3.7.2 Line Cleaning
1.2.1 Turning Circles
1.2.2 Manoeuvring 3.7.3 Oil Discharge Monitoring Equipment
Illustrations
1.2.3 Visibility Diagrams
2.1a Cargo Tanks Layout Illustrations
1.3 Performance Data 2.2.1a Cargo Piping System 3.2.1a Inerting Gas System
1.3.1 Fuel Oil Consumption / Power Data 2.2.2a Measuring and Sampling 3.2.2a Inert Gas and Vapour Collection System
1.3.2 Revolutions / Speed /Power Data 2.2.4a Cargo Tank Heating System 3.3.1a Loading Cargo - Single Grade
1.3.3 Limitations on Operating Machinery 2.3.3a High Velocity P.V. Valve and Purge Pipe 3.3.2a Loading Cargo - Multi Grade
2.4.1a Inert Gas System - Deck 3.4.1a Full Discharge Piping System
Illustrations 2.4.1b Inert Gas System - Engine Room 3.4.2a Part Discharge Piping System
1.1a General Arrangement. 2.6.1a Cargo Valve Remote Control System 3.4.3a Multi Grade Discharge Piping System
1.1b Plan at Upper Deck 2.6.2a Deck Machinery Hydraulic System 3.5.1a Tank Cleaning System
1.1c General Arrangement - A Deck and B Deck 2.6.3a Cargo Pump Hydraulic System 3.5.2a Deck Mounted Tank Cleaning Machine
1.1d General Arrangement - C Deck, D Deck and E Deck 2.7.2a Ballasting 3.5.3a Crude Oil Washing System
1.2.1a Turning Circles 2.7.2b Deballasting 3.5.4a Water Washing System (Hot and Cold)
1.2.3a Visibility Diagrams 3.6a Gas Freeing
1.3.2a Revolutions / Speed / Power Data (Loaded) Part 3: Cargo Handling Procedures 3.7a Ballasting.
3.7.3a Oil Discharge Monitoring Equipment
Part 2: Cargo System Description
3.1 Cargo Handling Operation Sequence Diagrams
3.1.1 Loading Part 4: Cargo Operations - Control and Instrumentation
2.1 Cargo Tanks Layout
3.1.2 Discharging 4.1 Control Systems
2.2 Cargo Piping System
4.1.1 Cargo Control System Overview
2.2.1 System Description 3.2 Inerting Cargo Tanks 4.1.2 Control of Valves and Pumps
2.2.2 Measuring and Sampling 3.2.1 Inerting
2.2.3 Slop Tanks Usage 3.2.2 Use with / without Vapour Emmision Control (VEC) 4.2 Cargo Control Room, Console and Panels
2.2.4 Cargo Tank Heating System 3.2.3 Loading
3.2.4 Discharging 4.3 Cargo and Ballast Tank Instrumentation System
2.3 Cargo Pumps 4.3.1 Cargo Tank Level Measurement
2.3.1 Main Cargo Pumps 4.3.2 Gas Detection System
3.3 Loading Cargo
2.3.2 Cargo Valves 4.3.3 Remote Sounding and Draft Gauge System
3.3.1 Loading a Single Grade Cargo
2.3.3 PV valves
3.3.2 Loading a Multi Grade Cargo
3.3.3 Limiting Factors Governing Loading Rates
Issue: 1 List of Contents Page 1
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Illustrations 6.1.4 Anchoring, Mooring and Towing Procedures 7.4 Main Engine Controls
4.1.1a Cargo Control System Overview 6.1.5 Thrusters 7.4.1 Controls
4.1.2a Screen Displays 7.4.2 Procedures for the Operation of the Main Engine from
4.2a Cargo Control Room Layout 6.2 Lifting Equipment the Bridge
4.3.1a Cargo Tank Level Measurement 6.2.1 Deck Cranes
4.3.2a Gas Detection System 6.2.2 Accommodation Ladder 7.5 Discrete Equipment
6.2.3 Pilot Ladder 7.5.1 Speed Log
Part 5: Emergency Systems and Procedures 7.5.2 GPS System
6.3 Lifesaving Equipment 7.5.3 Meteorological System
5.1 Emergency Procedures - Deck 6.3.1 Free Fall Lifeboat 7.5.4 Echo Sounder System
5.1.1 Fire Hydrant System 6.3.2 Life-rafts
5.1.2 Deck Foam System 6.3.3 Self-Contained Breathing Apparatus (SCBA) 7.6 Communications Systems
5.1.3 Discharge of Cargo from a Damaged Tank 6.3.4 Lifeboat Survival Guide 7.6.1 GMDSS
5.1.4 Cargo Spillage 6.3.5 Fire Fighting Equipment 7.6.2 Sound Powered Telephones
5.1.5 Emergency Inerting 6.3.6 Life-saving Equipment 7.6.3 Exchange Telephones
5.1.6 Fire Detection System 7.6.4 Public Address and Talk-back Systems
5.1.7 Fire Alarms 6.4 Safety Equipment 7.6.5 VHF / UHF Transceiver Systems
5.1.8 Fire Flaps 6.4.1 Portable Gas Monitors
5.1.9 Fire Escape System and Fire Doors 7.7 Lighting Systems
7.7.1 Navigation Lights
5.2 Emergency Procedures - Navigation Illustration 7.7.2 Deck Lighting
5.2.1 Steering Gear Failure 6.1.1a Mooring Arrangement
5.2.2 Collision and Grounding 6.1.3a Emergency Towing Illustrations
5.2.3 Man Overboard 6.1.5a Thrusters 7.1a Wheel-house Layout
5.2.4 Towing and Being Towed 6.2.1a Deck Cranes 7.2.1a Radar Equipment
5.2.5 Oil Spill and Pollution Prevention 6.2.2a Accommodation Ladder 7.2.1b Radar Operation
5.2.6 Emergency Steering 6.2.3a Pilot Ladder 7.3.1a Steering Stand
5.2.7 Emergency Reporting 6.3.1a Free Fall Lifeboat 7.3.2a Gyrocompass and Autopilot Systems
6.3.2a Life-raft 7.4.1a Main Engine Controls
Illustrations 6.3.5a Fire Fighting Equipment on Main Deck 7.5.1a Doppler Speed Log
5.1.1a Fire Hydrant System 6.3.5b Fire Fighting Equipment on Upper and A Deck 7.5.2a GPS Panel
5.1.2a Deck Foam System 6.3.5c Fire Fighting Equipment on B, C and D Decks 7.5.3a Navtex System
5.1.5a Emergency Inerting Ballast Tanks 6.3.6a Life-Saving Equipment on A, B and Upper Decks 7.5.3b Weather Facsimile Receiver
5.1.6a Fire Detection System 6.3.6b Life-Saving Equipment on C and D Decks and Engine 7.5.4a Echo-sounder
5.1.7a Fire Alarm System in Engine Room Room Upper Platform 7.6.1a GMDSS Alarms and Frequencies
5.1.7b Fire Alarm System on Upper and A Decks 6.3.6c Life-Saving Equipment on Main Deck 7.6.1b DSC
5.1.7c Fire Alarm System on B, C, and D Decks 6.4.1a Gas Monitors 1 7.6.1c SSB Radio-telephone
5.1.8a Fire Flap Location on Main Deck 6.4.1b Gas Monitors 2 7.6.1d DSC Receiver
5.1.8b Fire Flap Location on Upper and A Decks 7.6.1e DMC
5.1.8c Fire Flap Location on B, C and D Decks Part 7: Bridge Layout and Equipment 7.6.1f VHF Radio-telephone
5.1.9a Fire Escape System and Fire Doors on B, C and D 7.6.2a Sound Powered Telephone System
Decks 7.1 Bridge Layout and Equipment 7.6.3a Exchange Telephones
5.1.9b Fire Escape System and Fire Doors on Upper and A 7.6.4a Public Address and Talk-back Telephone
Decks 7.2 Navigation System 7.6.5a Marine VHF Radio-telephone
5.2.3a Search Patterns 7.2.1 Radar 7.6.5b Two-Way VHF Radio
7.7.1a Signal and Navigation Lights Panel
Part 6: Deck Equipment 7.3 Autopilot System
7.3.1 Steering Stand
6.1 Mooring 7.3.2 Gyrocompass
6.1.1 Mooring Arrangement 7.3.3 Autopilot
6.1.2 Anchoring Arrangement 7.3.4 Procedures
6.1.3 Emergency Towing

Part 8: Trim and Stability
8.1 Loading Computer
8.2 Trim, Stability and Loading
Illustrations
8.2a Trim, Stability and Loading - Normal Load Condition
8.2b Trim, Stability and Loading - Part Load Condition
8.2c Trim, Stability and Loading - Ballast (Departure)
Condition
8.2d Trim, Stability and Loading - Heavy Weather ballast
Condition
Part 9: Miscellaneous Procedures

9.1 Passage Planning Including Checklists
9.2 Operational Procedures

9.2.1 Bridge Teamwork
9.2.2 Taking Over Watch
9.2.3 Pilot Procedures
9.2.4 Emergency Procedures
9.2.5 Weather Reporting
9.3 Helicopter Procedures

9.3.1 Landing
9.3.2 Winching
9.4 Garbage Management Plan
9.5 Shipboard Management Plan
9.6 Enhanced Hull Inspection

9.6.1 Procedures
Illustrations
9.6.1a Ballast Tank 1 (Port side)
9.6.1b Ballast Tank 1 (Starboard side)
9.6.1c Ballast Tank 2 (Port side)
9.6.1d Ballast Tank 2 (Starboard side)
9.6.1e Ballast Tank 3 (Port side)
9.6.1f Ballast Tank 3 (Starboard side)
9.6.1g Ballast Tank 4 (Port side)
9.6.1h Ballast Tank 4 (Starboard side)
9.6.1i Ballast Tank 5 (Port side)
9.6.1j Ballast Tank 5 (Starboard side)
9.6.1k Ballast Tank 6 (Port side)
9.6.1l Ballast Tank 6 (Starboard side)

Issue and Update Control This manual was produced by: Issue 1 Issue 2 Issue 3 Issue 4
This manual is provided with a system of issue and
update control. Controlling documents ensures that: WORLDWIDE MARINE TECHNOLOGY LTD. List of Contents January 2000
Issues and Updates January 2000
Documents conform to a standard format; Machinery Symbols January 2000
For any new issue or update contact: Electrical/Instrument Symbols January 2000
Amendments are carried out by relevant personnel; Colour Scheme January 2000
The Technical Director Introduction January 2000
Each document or update to a document is approved
WMT Technical Office
before issue;
The Court House Text
A history of updates is maintained; 15 Glynne Way 1.1 January 2000
Hawarden 1.1.1 January 2000
Updates are issued to all registered holders of Deeside, Flintshire 1.1.2 January 2000
documents; CH5 3NS, UK 1.2 January 2000
1.2.1 January 2000
Sections are removed from circulation when E-Mail: manuals@wmtmarine.com 1.2.2 January 2000
obsolete. 1.2.3 January 2000
Document control is achieved by the use of the footer 1.3 January 2000
provided on every page and the issue and update table 1.3.1 January 2000
below. 1.3.2 January 2000
1.3.3 January 2000
In the right hand corner of each footer are details of the
pages section number and title followed by the page Illustrations
number of the section. In the left hand corner of each 1.1a January 2000
footer is the issue number. 1.1b January 2000
1.1c January 2000
Details of each section are given in the first column of
1.1d January 2000
the issue and update control table. The table thus forms
1.2.1a January 2000
a matrix into which the dates of issue of the original
1.2.3a January 2000
document and any subsequent updated sections are
1.3.2a January 2000
located.
The information and guidance contained herein is Text
produced for the assistance of certificated officers who 2.1 January 2000
by virtue of such certification are deemed competent to 2.2 January 2000
operate the vessel to which such information and 2.2.1 January 2000
guidance refers. Any conflict arising between the 2.2.2 January 2000
information and guidance provided herein and the pro- 2.2.3 January 2000
fessional judgement of such competent officers must be 2.2.4 January 2000
immediately resolved by reference to Maersk Technical 2.3 January 2000
Operations Office. 2.3.1 January 2000
2.3.2 January 2000
2.3.3 January 2000
2.4 January 2000
2.4.1 January 2000
2.4.2 January 2000
2.5 January 2000
2.5.1 January 2000
Issue: 1 Issue and Updates - Page 1
PREVIOUS PAGE CONTENTS LIST EXIT NEXT PAGE

Issue 1 Issue 2 Issue 3 Issue 4 Issue 1 Issue 2 Issue 3 Issue 4
Text Text
2.5.2 January 2000 3.6 January 2000
2.6 January 2000 3.6.1 January 2000
2.6.1 January 2000 3.6.2 January 2000
2.6.3 January 2000 3.7.1 January 2000
2.7.1 January 2000 3.7.3 January 2000
2.7.2 January 2000
2.7.3 January 2000 Illustrations
3.2.1a January 2000
Illustrations 3.2.2a January 2000
2.1a January 2000 3.3.1a January 2000
2.2.1a January 2000 3.3.2a January 2000
2.4.1b January 2000 3.5.2a January 2000
2.6.3a January 2000 3.6a January 2000
2.7.2a January 2000 3.7a January 2000
2.7.2b January 2000 3.7.3a January 2000
Text Text
3.1 January 2000 4.1 January 2000
3.1.1 January 2000 4.1.1 January 2000
3.1.2 January 2000 4.1.2 January 2000
3.2.2 January 2000 4.3.1 January 2000
3.2.3 January 2000 4.3.2 January 2000
3.2.4 January 2000 4.3.3 January 2000
3.3 January 2000
3.3.2 January 2000 4.1.1a January 2000
3.4 January 2000 4.2a January 2000
3.4.3 January 2000
3.5 January 2000 Text
3.5.2 January 2000 5.1.1 January 2000
3.5.3 January 2000 5.1.2 January 2000
3.5.4 January 2000 5.1.3 January 2000

Text Text
5.1.4 January 2000 6.3.5 January 2000
5.1.5 January 2000 6.3.6 January 2000
5.1.7 January 2000 6.4.1 January 2000
5.1.8 January 2000
5.2 January 2000 6.1.1a January 2000
6.3.5a January 2000
Illustrations 6.3.5b January 2000
5.1.1a January 2000 6.3.5c January 2000
5.1.5a January 2000 6.3.6b January 2000
5.1.6a January 2000 6.3.6c January 2000
5.1.7b January 2000 6.4.1b January 2000
5.1.7c January 2000
5.1.8a January 2000 Text
5.1.8b January 2000 7.1 January 2000
5.1.8c January 2000 7.2 January 2000
5.1.9a January 2000 7.2.1 January 2000
7.3.2 January 2000
Text 7.3.3 January 2000
6.1.2 January 2000 7.4.1 January 2000
6.1.3 January 2000 7.4.2 January 2000
6.1.5 January 2000 7.5.1 January 2000
6.2.1 January 2000 7.5.3 January 2000
6.2.2 January 2000 7.5.4 January 2000
6.3.1 January 2000 7.6.2 January 2000
6.3.2 January 2000 7.6.3 January 2000
6.3.3 January 2000 7.6.4 January 2000
6.3.4 January 2000 7.6.5 January 2000

Text Text
7.7.2 January 1999 9.2.1 January 1999
9.2.2 January 1999
Illustrations 9.2.3 January 1999
7.1a January 1999 9.2.4 January 1999
7.4.1a January 1999 9.4 January 1999
7.5.3b January 1999
7.5.4a January 1999 Illustrations
7.6.1b January 1999 9.6.1b January 1999
7.6.1c January 1999 9.6.1c January 1999
7.6.1d January 1999 9.6.1d January 1999
7.6.1e January 1999 9.6.1e January 1999
7.6.1f January 1999 9.6.1f January 1999
7.6.2a January 1999 9.6.1g January 1999
7.6.3a January 1999 9.6.1h January 1999
7.6.4a January 1999 9.6.1i January 1999
7.6.5a January 1999 9.6.1j January 1999
7.6.5b January 1999 9.6.1k January 1999
7.7.1a January 1999 9.6.1l January 1999
Text
8.1 January 1999
8.2 January 1999
Illustrations
8.2a January 1999
8.2b January 1999
8.2c January 1999
8.2d January 1999

Machinery Symbols
Stop Valve Storm Valve With Hand Wheel Flexible Hose Observation Glass Overboard Discharge
Screw Down Non-Return Water Separator Spool Piece

Flow Control Valve Expansion Bend Pipe
Valve
P1 P2
Angle Stop Valve Pressure Reducing Valve Hopper Without Cover Air Trap / Deaerating Valve Discharge/Drain
Normally Open
Angle Screw Down Non- Gear or Screw Type Pump N.O or N.C or
Solenoid Valve Orifice
Return Valve Normally Closed
Air Control
Lift Check Non-Return Valve Blind (Blank) Flange Centrifugal Pump Tank Penetration
Valve
Swing Check Non-Return Temperature Control Spectacle Flange

Mono Screw Pump Air Horn
Valve Valve (With Hand Wheel) ( Open, Shut)
3-Way Temperature Control Sounding Head with Dresser Type

Gate Valve Eductor (Ejector)
Valve (With Hand Wheel) Filling Cap Expansion Joint
Sounding Head with Self

Wax Expansion Temperature Not Connected
Butterfly Valve Closing Cap and Sampling Hand Pump
Control Valve Crossing Pipe
Cock (Self Closing)
3-Way Wax Expansion Liquid Level Gauge

Ball Valve Suction Bell Mouth Connected Crossing Pipe
Temperature Control Valve
2-Way Cock Water Transducer Vent Pipe Cylinder Piston Actuator T Pipe
A Butterfly Valve With Vent Pipe with Filter Regulating Valve

3-Way Cock (L-Type) Hose Valve
Air Actuator Flame Screen With Strainer
3-Way Cock (T-Type) Suction Non-Return Valve Simplex Strainer Flow Meter Non-Return Ball Valve
Safety / Relief Valve Float Valve Duplex Strainer Hydraulic Operated Valve
Reciprocating Type Pump (Open/Shut)
Angle Safety / Relief Valve Deck Stand (Manual) Mud Box Manometer
Regulating Valve Spark Arrester Rose Box Filter
Self Closing Valve Valve Locked Closed Y-Type Strainer HB Fire Hose Box
Quick-Closing Valve
Valve Locked Open Steam Trap Without Strainer FB Foam Box
(Pneumatic Operated)
Quick-Closing Valve Bellows Type

Steam Trap With Strainer Accumulator
(Wire Operated) Expansion Joint
Issue: 1 Machinery Symbols

Electrical and Instrumentation Symbols
CP Compound Gauge
Trip Automatic Trip DPI Differential Pressure Indicator
DPS Differential Pressure Switch
DPT Differential Pressure Transmitter
I Interlock FD Flow Detector
FS Flow Switch
FT Flow Transmitter
Locally Mounted IL Indication Lamps
XX
Instrument (2 letters) LAH Level Alarm High
LAL Level Alarm Low
Locally Mounted LI Level Indicator
XXX LIC Level Indicating Controller
Instrument (3 letters)
LS Level Switch
LT Level Transmitter
XXX Remotely Mounted
PAH Pressure Alarm High
XXXX Instrument
PAL Pressure Alarm Low
PI Pressure Indicator
Letters outside the circle
XXX PIC Pressure Indicating Controller
of an instrument symbol
XXXX
HH indicate whether high (H), PIAH Pressure Indicator Alarm High
high-high (HH), low (L) PIAL Pressure Indicator Alarm Low
or low-low (LL) function
is involved PIAHL Pressure Indicator Alarm High Low
O = Open PS Pressure Switch
C = Closed PT Pressure Transmitter
SAH Salinity Alarm High
TAH Temperature Alarm High
TAL Temperature Alarm Low
TI Temperature Indicator
TIC Temperature Indicating Controller
TIAH Temperature Indicator Alarm High
TIAL Temperature Indicator Alarm Low
TIAHL Temperature Indicator Alarm High Low
TS Temperature Switch
TT Temperature Transmitter
VAH Viscosity Alarm High
VAL Viscosity Alarm Low
VCA Vacuum Alarm
VCI Vacuum Indicator
VCT Vacuum Transmitter
VI Viscosity Indicator
VT Viscosity Transmitter
XS Auxillary Unspecified Switch
ZI Position Indicator
ZS Limit Switch
Issue: 1 Electrical and Instrumentation Symbols

Illustration Colour Scheme
Cargo Systems
Cargo Grade -1
Cargo Grade - 2
Cargo Grade - 3
Cargo Grade - 4
Cargo Grade - 5
Hydraulic Oil
Slops
Sea Water
Ballast Water
Fire/Deck Water
CO2
Marine Diesel Oil
Fuel Oil
Saturated Steam
Condensate
Air
Bilges
Electrical Signal
Instrumentation
Foam
Inert Gas
Issue: 1 Illustration Colour Scheme

Introduction Safe Operation Illustrations
General The safety of the ship depends on the care and attention of all on board. Most All illustrations are referred to in the text and are located either in-text where
safety precautions are a matter of common sense and good housekeeping and sufficiently small or above the text, so that both the text and illustration are
Although the ship is supplied with shipbuilder's plans and manufacturers are detailed in the various manuals available on-board. However, records show accessible when the manual is laid face up. When text concerning an illustra-
instruction books, there is no single handbook which gives guidance on that even experienced operators sometimes neglect safety precautions through tion covers several pages the illustration is duplicated above each page of text.
operating complete systems as installed on board, as distinct from individual over-familiarity and the following basic rules must be remembered at all times.
items of machinery. Where flows are detailed in an illustration these are shown in colour. A key of
1 Never continue to operate any machine or equipment which all colours and line styles used in an illustration is provided on the illustration.
The purpose of this manual is to fill some of the gaps and to provide the ships appears to be potentially unsafe or dangerous and always report Details of colour coding used in the illustrations are given in the following
officers with additional information not otherwise available on board. It is such a condition immediately. colour scheme.
intended to be used in conjunction with the other plans and instruction books
already on board and in no way replaces or supersedes them. 2 Make a point of testing all safety equipment and devices Symbols given in the manual adhere to international standards and keys to the
regularly. Always test safety trips before starting any equipment. symbols used throughout the manual are given on the following pages.
Information relevant to the operation of the Maersk Ramsey has been carefully In particular, over-speed trips on auxiliary turbines must be tested
collated in relation to the systems of the vessel and is presented in two on board before putting the unit to work. Notices
volumes consisting of DECK OPERATING MANUAL and MACHINERY
OPERATING MANUAL. 3 Never ignore any unusual or suspicious circumstances, no matter The following notices occur throughout this manual:
how trivial. Small symptoms often appear before a major failure
The Cargo Operating Manual is designed to complement Marpol 73/78, occurs. WARNING
ISGOTT and Company Regulations. Warnings are given to draw readers attention to operation where
4 Never underestimate the fire hazard of petroleum products, DANGER TO LIFE OR LIMB MAY OCCUR.
The vessel is constructed to comply with Marpol 73/78. These regulations can whether fuel oil or cargo vapour.
be found in the Consolidated Edition, 1991 and in the Amendments dated ! CAUTION
1992, 1994 and 1995. 5 Never start a machine remotely from the control room without Cautions are given to draw readers attention to operations where
checking visually if the machine is able to operate satisfactorily. DAMAGE TO EQUIPMENT MAY OCCUR.
Officers should familiarise themselves with the contents of the International
Convention for the Prevention of Pollution from Ships, such that they are In the design of equipment and machinery, devices are included to ensure that, (Note ! Notes are given to draw readers attention to points of interest or to
aware of the category of the cargo being carried and the requirements for as far as possible, in the event of a fault occurring, whether on the part of the supply supplementary information.)
cleaning of cargo tanks and the disposal of tank washings / ballast containing equipment or the operator, the equipment concerned will cease to function
residues. without danger to personnel or damage to the machine. If these safety devices
are neglected, the operation of any machine is potentially dangerous.
Particular attention is drawn to Appendix IV of Marpol 73/78, the form of
Cargo Record Book. It is essential that a record of relevant cargo/ballast Description
operations are kept in the Cargo Record Book and duly signed by the officer in
charge. The concept of this Deck Operating Manual is to provide information to
technically competent ships officers, unfamiliar to the vessel, in a form that is
In many cases the best operating practice can only be learned by experience. readily comprehensible. Thus, aiding their understanding and knowledge of
Where the information in this manual is found to be inadequate or incorrect, the specific vessel. Special attention is drawn to emergency procedures and fire
details should be sent to the Maersk Technical Operations Office so that fighting systems.
revisions may be made to manuals of other ships of the same class.
The manual consists of a number of parts and sections which describe the
systems and equipment fitted and their method of operation related to a
schematic diagram where applicable.
Issue: 1 Introduction

Part 1
Ship Performance

Illustration 1.1a General Arrangement
E Deck
D Deck
C Deck Helicopter
B Deck Platform
A Deck
F.W.T (P. & S.) Chain Locker Chain Locker

Upper No.2 C.O.T.
Residual B.W. (P.&S.) (P.&S.)
Platform No.6 C.O.T. No.5 C.O.T. No.4 C.O.T. No.3 C.O.T. (Port & Starboard) No.1 C.O.T.
Tank
(P & S) (Port & Starboard) (Port & Starboard) (Port & Starboard) (Port & Starboard)
Aft Peak Engine Room (P)
Lower
Tank Flat Of Side F.P.T.
Platform C.O.T. (P) C.O.T. (S)
Slop (W.B.)
Tank Flat of Side No.2 W.B.T.
No.6 W.B.T. No.5 W.B.T. No.4 W.B.T. No.3 W.B.T. No.1 W.B.T.
Floor (P&S) (Port & Starboard)
(P & S) (Port & Starboard) (Port & Starboard) (Port & Starboard) (Port & Starboard)
Top Of Tank
B.W.T. (P) B.W.T.(S)
C.L.
Sea Bilge L.O. Bow Thruster
Hydraulic Oil Storage Tank No.2 W.B.T.
Chest Wells Drain Tank Echo Sounding Room
(Bottom) Speed Log Room
Pump Room
L.O. Sump
Tank No.2 H.F.O.
D.O. Storage Tank Tank (P&S)
(Port & Starboard) F.O. Sludge Tank
D.O. Storage
(Starboard) L.O. Sludge tank
Deck
Electric Store
Electric Cable Box (Port) Electric Electric Electric
Cable Box Cable Box Cable Box Cable Box
UP Bosun's Store
CL
C.L.
UP
CL
UP Painting
Room
Outreach Of Crane Deck Store (S)

From Ship Side 4.4m & Helicopter
Platform
Issue: 1 1.1 Principal Data Page 1

Illustration 1.1b Plan at Upper Deck

F.O Settling
Tank Ballast Pump
Room
F.O Service No.1 H.F.O.
Tank Tank (Port)
Electric No.2 W.B.T.
Boiler Water Work Residual
(Port)
Tank Room Tank
F.W.T.
(Port) No.6 W.B.T. No.5 W.B.T. No.4 W.B.T. No.3 W.B.T.
(Port) (Port) (Port) (Port) No.1 W.B.T.
Control (Port)
F.P.T.
Room No.6 C.O.T. No.5 C.O.T. No.4 C.O.T. No.3 C.O.T. No.2 C.O.T.
Slop T. (Port) (Port) (Port) (Port) (Port) No.1 C.O.T.
Steer Gear (P) (Port)
Room
Work No.2 W.B.T.
Emergency Fire Emergency Exit
Shop No.5 C.O.T. No.4 C.O.T. No.3 C.O.T. No.2 C.O.T. (Centre) No.1 C.O.T.
Pump Room No.6 C.O.T.
Slop T. (Starboard) (Starboard) (Starboard) (Starboard) (Starboard) (Starboard)
(S)
No.1 W.B.T.
(Starboard) Echo Sounding/Speed
No.6 W.B.T. No.5 W.B.T. No.4 W.B.T. No.3 W.B.T.
(Port) (Port) (Starboard) (Starboard) Log Room
F.W.T. Hydraulic Oil
(Starboard) Storage Tank M/E L.O. No.1 H.F.O.
Settling Tank No.2 W.B.T.
Tank (Starboard)
A/E L.O (Starboard)
M/E L.O No.2 H.F.O.
Store Tank Tank (Starboard)
Store Tank
No.2 Cyl. Oil H.F.O
No.1 Cyl. Oil
Store Tank Minor Tank
Store Tank

Illustration 1.1c General Arrangement - A Deck and B Deck
A Deck
B Deck
L.R L.R
DN
UP DN UP
2nd
Meat And Fish

2nd
Vegatable
and Dairy
Engineer Officer
Crew's Day
Room
Emergency
CO2 Room Generator Room
Bonded Fan Room
Coff. Tank
VENT VENT Ship's Ass.
DN VENT VENT Off. Spare
Vent Vent
Dry Provisions (B) (C)
Cable Cargo Cable
Store Control
Beer Room Funnel
Engine Room
Casing
Ship's Ass. Off. Spare
(A) (B)
Duty Cable
O2 Cable Locker
Mess
Off. Spare
C2H2 C.Locker (A)
Bedroom
UP VENT VENT Galley VENT VENT
EXIT
Inert Gas Dining Saloon
Inert Gas Room
Room
DN
Ch/Stew Officers Smoke
Garbage Infirmary Room
Watch Day Room
Room 1st
Officer
UP
DN
UP DN
L.R L.R

D Deck
Illustration 1.1c General Arrangement - C Deck, D Deck and E Deck
DN
C Deck
W.C
Swimming
Pool
C/Eng Wheel
Bedroom Battery Radio House
DN UP Space
Locker
1st/Eng. Converter
Dayroom Room
C/Eng Funnel
Swimming Dayroom DN
Pool
Exit
1st/Eng Vent.
Bedroom C/Eng. Pilot
Lifeboat Cable Radio
Office
Off.
Conf.
Funnel Room UP
Off.
Spare
Cable
Capt.
C.
Office DN
Locker
Vent Vent Ch/Off Bedroom
Exit
Captain's
Dayroom
Ch/Off E Deck
Day Room
DN UP
Captain's
Bedroom
UP

1.1 Principal Data Emergency Diesel Generator
1.1.1 Principal Particulars Type Diesel Generator

Maker Valmet/Stamford
Shipbuilder Guangzhou Shipyard International Co. Ltd Capacity 120 kW, 440V A.C. P.F. 0.8
China
Hull Number 7130008 Cargo Pumps 20 Sets
Ship Name MAERSK RAMSEY 2 sets Tank Cleaning-Framo Type 4UF-1, 80m3/h
Year Built
Delivered 1 set Portable-Framo Type TK150, 250m3/h
Official Number 1 set Slop Pump-Framo Type SD100, 70m3/h
IMO Number 916 7168
Nationality Danish 2 sets Ballast-Framo Type SB300, 1,000m3/h
Port of Registry Kobehavn 2 sets Cargo-Framo Type SD150, 300m3/h
Radio Call Sign
Type of Cargo Petroleum Products and Crude Oil 12 sets Cargo-Framo Type SD200, 500m3/h
Type of Ship Segregated Ballast Petroleum Product and Crude Oil
Carrier Deck Machinery
Navigation World Wide Windlasses: 1 Set Hatlapa Hydraulically Driven,
Classification Lloyds Register + 100A1 Double Hull Oil Tanker, Combined With Mooring Winch (Enclosed
LMC, UMS, SCM Shipwright FDA, SDA, CM, ESP, Gear type.)
IWS, IGS, SPM with the descriptive notations COW Mooring Winches: 2 Sets Hatlapa Hydraulically Driven,
SBT Capacity: 215kN - 0-9m/min.
Length Over All 171.20m Propeller

Length between Perpendiculars 162.00m Type Fixed Pitch
Breadth Moulded 27.40m No. of Blades 4
Depth Moulded 17.30m Diameter 5.65m
Designed Draft 9.75m Pitch (0.7R) 3.686m
Draft (Summer) 11.8m Maker WUHAN
Service Speed 14.5 Knots Steering Gear:

Cruising Range 18,000 nautical miles Maker Kawasaki - Wuhan
Type Four Ram Electric-Hydraulic
Manning Design Complement 25 Persons + 6 Suez men Isolation System Automatic
Main Engine
Type 2 Stroke, single acting, direct
reversible, cross-head
Maker MAN B&W
Model: 5S50MC
M.C.R. 7,150 kW x 127.0 rpm
N.C.R. 6,078 kW x 120.3 rpm
Auxiliary Engines 3 Sets.

Type Diesel Generators
Maker B&W Holeby/Siemens
Capacity 910 kW, 440V A.C. P.F. 0.8

1.1.2 Tank Capacity Plan
CARGO OIL TANKS BALLAST TANKS

Capacities Centres Max Free Capacities Centres Max Free
Compartments Location Full 98% of Volume at 98% (m) Surface Compartments Location Full 100% of Volume at 100% (m) Surface
(Frames) 1 (m4) (Frames) 1 (m4)
Volume (m3) Volume (m3) Vert. (B.L.) Long. (A.P) Trans. (C.L.) Volume (m3) Volume (m3) Vert. (B.L.) Long. (A.P) Trans. (C.L.)
No.1 C.O.T. (P) 192-220 2262.1 2216.9 10.16 143.67 - 4.13 996.3 FORE PEAK TK 220-238 914.4 914.4 12.36 158.59 -0.06 2493.4
No.1 C.O.T. (S) 192-220 2261.8 2216.6 10.16 143.67 4.13 996.0 No.1 W.B.T. (P) 192-220 1236.8 1236.8 8.66 145.36 -8.18 1020.5
No.2 C.O.T. (P) 164-192 3209.7 3145.5 9.86 125.15 - 5.63 2231.6 No.1 W.B.T. (S) 192-220 1444.4 1444.4 7.83 145.30 7.00 2045.4
No.2 C.O.T. (S) 164-192 3209.4 3145.2 9.86 125.15 5.63 2230.9 No.2 W.B.T. (P) 164-192 652.9 652.9 10.86 126.40 -12.28 58.5
No.3 C.O.T. (P) 132-164 3860.1 3782.9 9.79 104.52 - 5.88 2937.4 No.2 W.B.T. (S) 164-192 652.9 652.9 10.86 126.40 12.28 58.5
No.3 C.O.T. (S) 132-164 3859.8 3782.6 9.79 104.52 5.89 2936.6 No.2 W.B.T. (B) 164-192 1403.8 1403.8 1.92 126.86 0.00 29421.9
No.4 C.O.T. (P) 96-132 4353.8 4266.7 9.77 80.88 - 5.88 3308.5 No.3 W.B.T. (P) 132-164 1310.1 1310.1 6.05 105.68 -10.22 3610.7
No.4 C.O.T. (S) 96-132 4353.4 4266.4 9.77 80.88 5.88 3307.6 No.3 W.B.T. (S) 132-164 1577.8 1577.8 5.59 105.73 8.48 6122.2
No.5 C.O.T. (P) 64-96 3611.9 3539.6 9.88 57.92 - 5.84 2713.1 No.4 W.B.T. (P) 96-132 1464.2 1464.2 6.07 82.06 -10.24 4062.0
No.5 C.O.T. (S) 64-96 3611.6 3539.3 9.88 57.92 5.84 2712.3 No.4 W.B.T. (S) 96-132 1762.5 1762.5 5.59 82.11 8.51 6887.7
No.6 C.O.T. (P) 52-64 1501.2 1471.2 10.07 42.56 - 5.51 1066.7 No.5 W.B.T. 64-96 3075.9 3075.9 5.89 57.77 0.00 35212.4
No.6 C.O.T. (S) 52-64 1501.1 1471.1 10.07 42.56 5.51 1066.4 No.6 W.B.T. (P) 44-64 874.6 874.6 6.82 39.58 -9.71 1123.5
SLOP (P) 44-52 586.9 575.2 9.91 35.26 - 4.30 570.3 No.6 W.B.T. (S) 44-64 1027.6 1027.6 6.18 39.60 8.27 2135.8
SLOP (S) 44-52 734.1 719.4 10.70 35.28 5.22 570.4 AFT PEAK TK -7-12 765.1 765.1 12.00 2.36 -0.03 5115.4
RESIDUAL TANK 44-52 146.4 143.5 13.86 35.35 - 8.89 31.9 Total 181.63.0 181.63.0 6.90 93.75 0.00 99368.1
Total 39063.3 38282.1 9.91 91.19 0.00 27675.8
FUEL OIL TANKS

DIESEL OIL TANKS
Capacities Centres Max Free
Capacities Centres Max Free Compartments Location Full 98% of Volume at 98% (m) Surface
of Volume at 98% (m) Surface (Frames) 1 (m4)
Compartments Location Full 98% Volume (m3) Volume (m3) Vert. (B.L.) Long. (A.P) Trans. (C.L.)
(Frames) 1 (m4)
Volume (m3) Volume (m3) Vert. (B.L.) Long. (A.P) Trans. (C.L.) No.1 H.F.O.(P) 42-44 217.7 213.3 9.54 32.01 -8.27 121.7
D.O. TK (P) 21-42 58.1 56.9 1.27 24.08 - 4.07 128.4 No.1 H.F.O.(S) 42-44 217.7 213.3 9.54 32.01 8.27 121.7
D.O. TK (S) 21-42 71.0 69.6 1.21 24.72 3.63 168.2 No.2 H.F.O.(P) 36-42 410.9 402.7 9.38 29.11 -8.88 199.7
D.O. SERVICE TK 33-36 33.8 33.1 9.58 25.25 - 10.88 8.4 No.2 H.F.O.(S) 36-42 346.9 340.0 8.82 28.87 9.35 191.2
Total 162.9 159.6 2.97 24.60 - 2.12 305.0 H.F.O. MINOR TK 36-42 153.7 150.6 12.37 28.80 6.80 29.6
F.O. SETTLING TK 36-39 51.2 50.2 12.37 27.60 -8.20 4.4

FRESH & FEED WATER TANKS
F.O. SERVICE TK 36-39 38.4 37.7 12.37 27.60 -5.75 1.9
Capacities Centres Max Free F.O. OVERFLOW TK 34-38 21.8 21.3 1.03 26.71 -2.50 15.9
Compartments Location Full 100% of Volume at 100% (m) Surface
F.O. DRAIN TK 34-36 6.2 6.1 1.01 25.60 -9.5 0.9
(Frames) 1 (m4)
Volume (m3) Volume (m3) Vert. (B.L.) Long. (A.P) Trans. (C.L.) F.O. SLUDGE TK 37-38 21.6 21.1 3.48 27.60 0.00 55.4
FRESH W.TK (P) -9-12 175.4 175.4 16.15 2.01 -7.24 212.7 Total 1486.1 9.54 9.54 29.71 -0.4 742.4
FRESH W.TK (S) -9-12 175.4 175.4 16.15 2.01 7.24 212.7
BOILER W. TK 12-17 112.3 112.3 15.51 9.25 -8.05 145.7
COOLING W.TK 6-12 9.0 9.0 2.85 6.17 0.00 0.7 LUB OIL TANKS
Total 472.1 472.1 15.74 3.81 -1.92 571.7 Capacities Centres Max Free
(Frames) 1 (m4)
Volume (m3) Volume (m3) Vert. (B.L.) Long. (A.P) Trans. (C.L.)
MISCELLANEOUS
M/E L.O. STORAGE TK 26-32 30.3 29.7 14.85 20.89 12.07 5.6
Capacities Centres Max Free M/E L.O. SETTLING TK 26-28 13.3 13.0 14.77 19.20 9.60 2.9
A/E L.O. STORAGE TK 32-34 11.7 11.5 14.81 24.01 12.23 2.5
(Frames) 1 (m4)
Volume (m3) Volume (m3) Vert. (B.L.) Long. (A.P) Trans. (C.L.) L.O. SUMP TK 25-32 12.5 12.3 1.13 18.80 0.00 4.8
No.1 CYL. O. ST. TK 31-34 20.0 19.6 14.77 23.60 9.60 4.4 L.O. DRAIN TK 32-34 5.0 4.9 0.77 24.00 0.00 1.1
No.2 CYL. O. ST. TK 28-30 20.0 19.6 14.77 21.20 9.60 4.4
HYD. O. ST. TK 31-34 9.8 9.6 14.8 23.59 7.50 0.5 I.O. SLUDGE TK 36-37 15.1 14.8 3.48 26.80 -1.40 19.2
HYD. O. DRAIN TK 41-42 11.2 10.9 7.50 30.80 0.00 19.2 Total 88.0 86.2 10.12 21.94 7.00 36.1
CLEAN BILGE TK 13-19 11.3 11.1 1.09 10.92 - 0.66 2.0
DIRTY BILGE TK 13-20 11.3 11.0 1.09 10.92 0.65 2.0

Total 83.4 81.7 10.10 20.56 5.47 32.4

Illustration 1.2.1a
Turning Circle Diagrams
Normal Full Loaded Condition With Maximum Rudder Angle Normal Ballast Condition With Maximum Rudder Angle
Full Sea Ahead (121 rpm) Full Sea Ahead (121 rpm)
Tactical Diameter: 501 m Tactical Diameter: 494 m Tactical Diameter: 499 m Tactical Diameter: 493 m
Transfer: 291 m Transfer: 287 m Transfer: 284 m Transfer: 297 m
Advance: 683 m
Advanced 677 m
Advance: 659 m
Advance: 663 m
Port Starboard Port Starboard
Issue: 1 1.2 Ship Handling Page 1

1.2 Ship Handling
Illustration 1.2.3a Visibility Diagrams
1.2.1 Turning Circles
Visibility Over Bow Full Load Condition
See Illustration 1.2.1a

Blind Zone
1.2.2 Manoeuvring
Condition - Ballasted / Loaded 162.00 m 166 m
Initial Speed (kts): 14.42 / 13.57 171.20 m
Final Speed (kts): 0.7 / 0.92

RPM (Initial / Final): 121 / -75
Time to Stop Ship (Sec): 385 / 555
Ahead Reach (m): 1,733 / 2,363
Blind Sector 0' 36''
Side Reach (m): 5.23 / 894.75
Principal Dimensions
Wind Speed (kts): 20 / 11.9
Length (Overall) 171.20 m
Wind Direction (Deg) 0 / Port 10
Length (Between Perpendiculars) 162.00 m
Breadth (Moulded) 27.40 m

1.2.3 Visibility Diagrams
Depth (Moulded) 17.30 m
See illustration 1.2.3a Designed Draught (Moulded) 9.75 m

Visibility Over Bow Ballast Load Condition
Summer Draught (Moulded) 11.80 m
Blind Zone
162.00 m 290 m (Wheel House)

171.20 m
Blind Sector 0' 36''
! CAUTION These distances apply with the ship stopped

and does not allow for Squat
Issue: 1 1.2 Ship Handling Page 2

Illustration 1.3.2a Revolutions / Speed / Power Data
Ship Speed - Power Curve Draft at 6.45m Ship Speed - Power Curve Draft at 6.45m
7500 7500
7000 7000
6500 6500
6000 6000
Design Speed at CSR with 15% S.M. of 5180kW
15.2 knots
5500 5500
Power Power
(kW) (kW)
5000 5000
Design Speed at CRS of 5956kW
15.68 knots
4500 4500
4000 4000
3500 3500
3000 3000
14 14.5 15 15.5 16 16.5 100 105 110 115 120 125 130
Ship Speed (knots) Shaft Speed (rev/min)
Ship Speed - Power Curve Draft at 9.76m Ship Speed - Power Curve Draft at 9.76m
7500 7500
7000 7000
6500 6500
6000 6000
Design Speed at CSR with 15% S.M. of 5180kW
14.62 knots
5500 5500
Power Power
(kW) (kW)
5000 5000
4500 4500
4000 4000
3500 3500
3000 3000
13 13.5 14 14.5 15 15.5 16 100 105 110 115 120 125 130 135
Ship Speed (knots) Shaft Speed (rev/min)
Issue: 1 1.3 Performance Data Page 2

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 11.7 m 6.05 m
Rpm: 121 Aft 11.9 m 7.15 m
BHP: 8245
Specific Gravity of fuel at 150C: 0.991 Minimum Revolution Test
Fuel Oil temperature: 125C
Specific Fuel Consumption: 126.1 g/h. BHP Ship's Condition Minimum rpm Dead Slow Speed
Loaded 35 4.3 knots
See fuel oil consumption curve in illustration 1.3.1a Ballast 35 5.9 knots
1.3.2 Revolutions/Speed/Power Data Time and Distance to Stop
See speed/power/rpm curves in illustration 1.3.2a Loaded Condition Ballast Condition

Time Distance Time Distance
Engine Order/rpm/speed table Full Ahead 9' 25" 1.27 nm 6' 25" 0.94 nm
Engine Order rpm Loaded Condition Ballast Condition Number of starts of main engine from air reservoir with compressors
Full Ahead 100 12.6 knots 13.5 knots stopped.:
Half Ahead 85 10.2 knots 12.1 knots
Slow Ahead 60 7.1 knots 9.2 knots 13 in number down to a pressure of 6 kg/cm2.
Dead Slow Ahead 35 4.3 knots 5.9 knots
Dead Slow Astern -35 Maximum available rudder angle : 35 to port or starboard.
Slow Astern -60
Half Astern -85
Full Astern -100
Issue: 1 1.3 Performance Data Page 1

Part 2
Cargo System Description

Illustration 2.1a Cargo Oil Tanks Layout
Water Ballast Water Ballast

Tank Port Tank Starboard No.6 Port W.B.T. No.5 Port W.B.T. No.4 Port W.B.T. No.3 Port W.B.T. No.2 Port W.B.T. No.1 Port W.B.T.
Residual
Tank
No.6 Port C.O.T. No.5 Port C.O.T. No.4 Port C.O.T. No.3 Port C.O.T. No.2 Port C.O.T. No.1 Port C.O.T.
Port Slop
Tank
Crude Oil Tank Crude Oil Tank

Port Starboard
Stb'd Slop
Tank
No.6 Stb'd C.O.T. No.5 Stb'd C.O.T. No.4 Stb'd C.O.T. No.3 Stb'd C.O.T. No.2 Stb'd C.O.T. No.1 Stb'd C.O.T.
No.6 Stb'd W.B.T. No.5 Stb'd W.B.T. No.4 Stb'd W.B.T. No.3 Stb'd W.B.T. No.2 Stb'd W.B.T. No.1 Stb'd W.B.T.
Section Through Tanks
Issue: 1 2.1 Cargo Tanks Layout Page 1

2.1 Cargo Tanks Layout
The cargo area consists of six sets (port & starboard)

cargo oil tanks, and two slop tanks.
The tank area is divided into five main groups
Number 1 group:
No.1 port and starboard cargo oil tanks
No.6 port and starboard cargo tanks.
Port and starboard slop tanks.
Number 2 group:
No.2 port and starboard cargo oil tanks.
Number 3 group:
Number 4 group:
Number 5 group:
Six pairs of ballast tanks are outboard of and underneath the cargo oil tanks.
The forepeak tank may also be used for ballast.
Loading of the cargo oil tanks is via five manifold valves amidships either to
port or starboard and five cargo drop lines into five bottom lines.
There are no facilities to make the system common. Discharge of the cargo oil
tanks is via cargo oil pumps situated in each tank, discharging to the respective
manifolds on deck.
Cargo lines are drained using the stripping pump to the 150mm line
(commonly called the Marpol Line), which discharges to the manifolds on the
outboard side of the manifold valves.
The cargo oil pumping system is designed to discharge the bulk of the cargo
oil from all cargo oil tanks, in approximately 22 hours, excluding stripping.
The design is such that all loading/discharging operations, including ballasting,
de-ballasting and COW can be completed in 30 hours.
The cargo tanks are fully inerted during cargo handling operations.
Crude oil washing (COW) is an essential component in achieving maximum

out turn. A dedicated COW pump is fitted to drive crude oil to the fixed tank
cleaning machines and the eductor drive. This pump may also be used to assist
in the discharge of the Group 3 tanks.
Both slop tanks are fitted with heating coils.
Issue: 1 2.1 Cargo Tanks Layout Page 2

Illustration 2.2.1a Cargo Piping System

Spill Tank
P P P P P P
Residual Tank No 4 C.O.T
T T T T T T
(Port)
BQ73 BQ211
From Comp. No 5 C.O.T PI No 3 C.O.T

No 6 C.O.T Air No 2 C.O.T
PI (Port) (Port)
PT PT PI (Port) PI PI PI (Port)
Slop Tank PT PT PT PT PT PT PT PT PT PT
BQ209 BQ192 BQ1 BQ2 BQ3 BQ4
(Port)
BQ29 PI
BQ215 BQ221 BQ25 BQ26 BQ21 BQ17 BQ18 BQ13 BQ14 PT PT
BQ227 BQ194 BQ58 BQ59 BQ60 BQ61
BQ74
BQ149 BQ234
BQ70 BQ223 BQ77 BQ79
BQ102 BQ81 BQ83 BQ9
BQ22
BQ39 BQ37
PI BQ103 BQ71
PT PT BQ41
BQ31 BQ66 PI PI PI PI PI
BQ57 From BQ43 BQ175 BQ85
Inert Gas See Note! BQ239 BQ10
BQ30 BQ189 PT PT PT PT PT BQ240
System BQ35
BQ52 BQ53 No 1 C.O.T
BQ241 BQ34 BQ237 (Port)
BQ45
BQ75
BQ189
From Ballast
System BQ54
BQ238
PI BQ68 PI BQ36
BQ226 BQ44 BQ42 BQ40 BQ38 PT PT
PI BQ46 PI PI PI PI
PT PT PT PT PT PT PT PT PT PT PT PT
BQ48
BQ49 BQ11 BQ12
BQ32 BQ33 BQ214 BQ27 BQ23 BQ50 BQ19 BQ20 BQ15 BQ16
A
BQ222 BQ203 BQ51 BQ86
BQ80
BQ224 BQ28 BQ82
To Clean
BQ105 A System No 1 C.O.T
To BQ56 (Stb'd)
Tank Cleaning See Note! From Ballast
System BQ195 BQ62 BQ63 BQ64 BQ65
Slop Tank System
BQ67 BQ228 BQ55 BQ54 BQ69
(Stb'd) No 6 C.O.T
(Stb'd) No 5 C.O.T No 3 C.O.T No 2 C.O.T
(Stb'd) BQ208 BQ193 BQ5 BQ6 BQ7 BQ8 (Stb'd) (Stb'd)
BQ210
BQ72 Key
No 4 C.O.T P P P P P P Cargo Grade -1

(Stb'd)
T T T T T T
Note ! Spool Pipe Removed
After Use Cargo Grade - 2
Spill Tank
Cargo Grade - 3
Cargo Grade - 4
Cargo Grade - 5
Issue: 1 2.2 Cargo Piping System Page 1

2.2 Cargo Piping System Ballast is normally never carried in the cargo tanks.
2.2.1 System Description If it is considered that additional ballast in a cargo tank or tanks may be
required during the ballast voyage, under the conditions and provisions
The cargo space contains six pairs of cargo tanks, one pair of slop tanks and specified in Regulation 13 (3) of ANNEX I in MARPOL 73/78 such ballast
one small residual cargo tank inset to the port slop tank. water can be handled by the ballast/cargo pumping and piping system.
The after-most two tanks are designated as the vessels slop tanks having a Stripping of the cargo is performed by the cargo pumps.
combined capacity of xxx m3.
The manifold area is covered by drip trays either side. These drip trays and
The cargo tanks are divided into five segregation groups: manifold lines have a pneumatic pump fitted which will transfer the contents
to the residual slop tank.
Group 1: No.1 COTs, No.6 COTs and slop tanks.
Group 2: No.2 COTs. In compliance with Marpol 73/78 stripping lines are connected outboard of
each manifold valve, these permit drainage of the cargo lines to the residual or
Group 3: No.3 COTs slop tanks.
Group 4: No.4 COTs.
Group 5: No.5 COTs.
Each cargo tank is served by a hydraulically driven deep-well pump. The

pumps in No.1 and the slop tanks have a capacity of 300m3/h and the
remainder of the tanks a capacity of 500m3/h. The residual tank pump has a
capacity of 70m3/h. The maximum unloading rate is 3000m3/h with a
maximum of 6 pumps being operated at any one time.
Each segregation is provided with an exclusive deck discharge line (350mm)

running forward and aft, connecting to a midship manifold (400mm), the lines
from deck to pump are of a nominal 250mm diameter
The delivery side of the slop tank pumps is inter-connected through a cross-
over line terminating in a high overboard discharge outlet on the starboard slop
tank and above the deepest water ballast line.
The overboard line has a sampling probe for the oil discharge monitoring and
control system and a flow meter sensor.
The slop tanks are inter-connected by a levelling line and valves (BQ57 and
BQ34).
Each cargo pump is mounted in a suction well of optimum design in the aft
port corner of the cargo tanks.
A portable hydraulic pump is provided of capacity 250m3/h for use in an

emergency to transfer cargo to the adjacent COT. Six suitable hydraulic
connections are provided along the deck with sufficient hose to permit the
pump access to any cargo tank.

Illustration 2.2.2a Measuring and Sampling
Alarm Cabinet
Sensers
TANK OVERFILL
ALARM
Horn
Rotating Light
220V ac
Emergency Supply
220V ac
Main Power Supply Zener Box
24V dc
Emergency Battery Supply
Power Failure and

Common Alarm Outputs

2.2.2 Measuring and Sampling 2.2.3 Slop Tank Usage
Cargo and slop tank levels with high level alarms are relayed to the Cargo There are two slop tanks with four uses as follows:
Control Room (CCR) by M.A.S. radar beam type transmitters and are
displayed on a CRT monitor. An independent Hi level (overflow) alarm is 1. Cargo carrying tanks.
fitted to each cargo and slop tank. The temperatures of cargo and slop tanks are
also displayed. Ballast, fuel and diesel oil tank levels are displayed in the CCR 2. Crude oil washing.
on the monitor using electric-pneumatic type equipment. One ND50 seal valve 3. Collection of slops during water washing.
is fitted to each cargo oil tank, and to each slop tank. The seal valves are to
provide hand dipping points, independent ullage checks, temperatures and 4. As part of the O.D.M.E. system, the flow is automatically
oil/water interface using the portable cargo monitoring device. The Seal valve diverted, as necessary, to the port slop tank when decanting slops
allows connection and disconnection without having to broach the inert gas in or discharging heavy weather ballast to sea.
the cargo tanks or the tank atmosphere. Sufficient hand dipping points are
fitted for checking the dryness of the tank in accordance with the requirements Loading the slop tanks is completed in the normal manner. Note that both slop
of the IMO. tanks are in Group 1.
The Residual slop tank
This tank has a number of uses:
1. Oil retained in one of the slop tanks which cannot be loaded on

top may be transferred to the residual tank for discharge ashore
or loaded on top at a later date.
2. Draining of the drip trays may be effected here without compro-

mising the quality of cargo in the cargo tanks.

Illustration 2.2.4a Cargo Heating
No 5 C.O.T. Tank (Port) No 4 C.O.T. Tank (Port) No 3 C.O.T. Tank (Port)

No 6 C.O.T. Tank (Port)
Residual No 2 C.O.T. Tank
Slop Tank (Port) (Port)
Tank
AJ16
AJ12
No 1 C.O.T. Tank
(Port)
To Exhaust Steam
System in E/R
AJ1
Sea Water AJ13
Washing Lines
From Steam
System in E/R AJ2 No 1 C.O.T. Tank
No 2 C.O.T. Tank
(Stb'd) (Stb'd)
Drain to
Slop Tank
Slop Tank (Starboard)

No 6 C.O.T. Tank (Stb'd)
No 5 C.O.T. Tank (Stb'd) No 4 C.O.T. Tank (Stb'd) No 3 C.O.T. Tank (Stb'd)
Key
Saturated Steam
Condensate
Sea Water

2.2.4 Cargo Tank Heating System The normal method of testing the coils is simply to crack steam on to the Shutting Down the System
system and test the quality of the condensate returns.
Introduction a) Shut off all individual tank steam and condensate valves.
The steam supply line has two valves one for isolating and one for regulating.
Steam heating can be supplied to all cargo oil tanks and slop tanks. The Primary valve has a bypass valve for warming through the system or low b) Open drain valves to prevent a vacuum forming which could draw
heating duty. in oil through any pipe defects.
Stainless steel piping is used and arranged in a grid pattern across the bottom
of each tank. c) Close drain valves when the coils have reached ambient
Procedure for the Operation of the Cargo Heating System. temperature, to prevent ingress of sea water during heavy
The specification of the heating ratio is such that the heating ratio is designed weather.
to raise the temperature of the cargo and slop tanks from 44C to 66C within All valves and drains are closed.
96 hours. d) Close the main supply and return valves.
a) Ensure all blanks in the steam inlet and condensate lines are
These conditions can be full-filled at an ambient temperature of 2C and a sea removed from the tanks to be heated. Contamination
temperature of 5C. b) Open the main condensate return valve in the engine room to the
cargo heating condensate observation tank. If contamination should occur at the observation tank proceed as follows:
The tanks are fitted with a varying number of loops as follows.
c) Open the condensate outlet drain valves on all tanks to be heated. a) Check the condensate drains on each cargo tank and locate the
Tank No. of Loops
defective coil.
No.1 C.O.T. Port 2 d) Crack open the main steam warming through valve and warm
through the deck lines. b) Isolate the defective tank heating coil and insert blanks in the
No.1 C.O.T. Stbd 2
steam inlet and condensate outlet lines.
No.2 C.O.T. Port 2 e) At the individual tank heating coil manifolds crack open the inlet
valves and warm through the heating coils. c) Proceed to heat the tank using the other coils.
No.2 C.O.T. Stbd 2
No.3 C.O.T. Port 3 f) Open the master valve warming through valve to its full extent Testing the coils
No.3 C.O.T. Stbd 3 and continue warming through the lines.
The modern materials and the continuous welded construction used in the
No.4 C.O.T. Port 3 g) Slowly open the master valve. Close the warming through valve heating coils tend to offer reliable service. Routine testing by checking the
when the master valve is fully open. condensate outlet when putting the system into use will normally suffice.
No.4 C.O.T. Stbd 3
However pin holes can develop at welds and loose pipe brackets can cause
No.5 C.O.T. Port 3 h) Check the condensate outlet from the heating coils for signs of oil fretting.
No.5 C.O.T. Stbd 3 at the drain valves. If contamination occurs, at the next possible opportunity, test the defective
coil. This is done by supplying steam to the coil with the outlet valve closed,
No.6 C.O.T. Port 3 i) Open the heating coil condensate return valve. entering the tank and locating the leak.
No.6 C.O.T. Stbd 3
j) Close the drain valve. A permanent repair will, in most cases, require welding. This would be carried
Slop Tank Port 2 out during refit. A near permanent repair can be carried out by cutting the coil
k) Regulate the temperature of each tank by throttling in the in way of the defect and inserting a 'Yorkshire' coupling.
Slop Tank Stbd 2 secondary inlet valve.
Residual Tank 1
l) Check the cargo heating observation tank for contamination.
Steam is supplied at a pressure of 7 kg/cm2.
The heating coils should be shut off at near completion of discharge of the tank
Each tank is fitted with a steam header and a condensate header. There are to avoid overheating of the residue cargo.
drain valves on the steam header and on the condensate header, which are used
to test the quality of the condensate returns.
The condensate is led back to the cascade tank through an atmospheric

condenser and observation tank in the engine room.

2.3 Cargo Pumps A step-less speed control hydraulic motor controlled from the cargo control h) Open all the hydraulic oil inlet valves to all the hydraulically
room drives the pumps. driven components and the hydraulic oil recirculating valve on
2.3.1 Main Cargo Pumps the ring main.
Five hydraulic pipe connections are arranged on the upper deck and adequate
sections of hydraulic and cargo hose are supplied to enable the portable pump i) Set the pilot flow control valves for each hydraulically driven
Position: Cargo Tank No.s.1, 2, 3, 4, 5 and 6
to operate from all cargo tanks, to allow shifting of cargo to an adjacent tank component, to zero flow. (This ensures that when pressure is
Maker : Frank Mohn
with the same segregation. raised in the ring main no hydraulically driven component will
Type : Hydraulic
Capacity : 500m3/h Procedure for the Operation of Cargo Pumps function).
No. of sets : 12
! CAUTION j) Set the pressure set valve on the panel to zero pressure.
Position: Slop Tanks Always return valves to the standard sequence of operation. It is assumed
Maker : Frank Mohn that all valves are closed prior to use and that the electrical and control air k) Open the hydraulic oil temperature controller inlet valve and the
Type : Hydraulic systems are in operation. Never assume that the system has not been hydraulic oil return filter inlet and outlet valves.
Capacity : 300m3/h altered since the last time in use.
No. of sets : 2 l) The oil level in the hydraulic oil header tank will fall as the head
Each procedure details a recommended sequence of operations. of oil in this header tank fills the hydraulic oil system. By
Position: Residual Tank maintaining the correct oil level in the header tank, the system can
Maker : Frank Mohn Initial filling and venting of the cargo pump/ballast pump hydraulic be efficiently filled with hydraulic oil.
Type : Hydraulic system
Capacity : 70m3/h m) Vent any air in the hydraulic oil return line through the vent valve
No. of sets : 1 (Note ! It is essential that when filling and venting the hydraulic oil system that and through the vent on the return hydraulic oil filter unit.
no air is trapped in the system. Any trapped air will cause sluggish operation
Portable Pump for Emergency Use of the system.) n) With the pressure set controls set at zero pressure and the pilot
flow control valves on each hydraulically driven component set to
Maker : Frank Mohn To fill and purge the system: no flow, Start one hydraulic power pack unit. This power pack
Type : Hydraulic unit will circulate oil through the power pack unit, power pack
Capacity : 250m3/h a) Ensure that the hydraulic oil outlet valve and oil drain valve on relief valve unit and through the hydraulic oil return line back to
No. of sets : 1 the hydraulic oil header tank are closed. the header tank. It will not circulate oil around the hydraulic oil
ring main.
b) Fill the header tank to the correct working level and allow the oil
Tank Cleaning Pump in the header tank to deaerate for a short time. o) When this hydraulic power pack is running on no load operate
Maker : Frank Mohn all vents in the system as described previously and also the vent
c) Open the hydraulic pump suction valves on the hydraulic power adjacent to the recirculating valve on the ring main.
Type : Hydraulic pack.
Capacity : 80m3/h
No. of sets : 2 p) Repeat operation (n) for all power pack units.
d) Open the hydraulic oil header tank outlet valve.
Introduction q) With only one hydraulic power pack unit running adjust the
e) Maintain the hydraulic oil level in the header tank as the system pressure set control to raise the ring main pressure to 2kg/cm2.
is being filled with oil. (Care should be taken not to entrain any This will allow hydraulic oil to flow round the ring main and thus
The main cargo pump system consists of a submersible hydraulic cargo pump air into the oil when filling the header tank).
situated in each cargo and slop tank. The capacity of each pump varies fill and purge the ring main with oil.
according to tank size. The pumps are supplied with hydraulic oil from a f) With the electric motors of the hydraulic power pack units
central power pack, which also supplies the ballast pumps and deck machinery. The hydraulic oil will return to the header tank.
isolated electrically, turn the electric motor hydraulic pump
couplings. This assists in filling of the hydraulic pump casings r) Close the recirculating valve on the ring main.
The maximum unloading rate is approximately 3,000m3/h. The maximum with oil.
number of cargo pumps that can be operated at one time is 6. If ballast pumps
are running during discharge the cargo pump capacity will be reduced. s) In order to fill and efficiently purge the distribution lines to each
g) Vent the hydraulic power pack pump casings. component these components should be operated in turn.
Issue: 1 2.3 Cargo Pumps Page 1

(Note ! This operation should only be undertaken if it is completely safe to do j) Open the cooling water supply and return valves to the hydraulic h) Shut the return oil filter inlet and outlet hydraulic oil valves.
so, taking into account the cargo/ballast distribution and tank levels, etc. Set oil cooler.
the pressure set control to give a ring main pressure of 2 kg/cm2 and use one i) Shut the inlet and outlet cooling water valves on the hydraulic oil
hydraulic power pack unit only. OPERATE the pilot flow control valve for k) Raise the hydraulic oil temperature by raising the temperature cooler.
each cargo and ballast pump so that the pump rotates at low RPM. This will controller set point manually. When the hydraulic oil temperature
allow oil to flow through the pump unit and back to the hydraulic oil return line is 50C set the controller to automatic. Operation of Cargo Pump
via the non-return valves.)
l) Start one hydraulic power pack unit. The pump is started by moving the control on the panel towards the max
t) Repeat this operation for each individual pump unit and the other position.
hydraulic ring main consumer units. m) Vent this hydraulic power pack unit, the hydraulic oil return line
and the return oil filter unit, etc. When hydraulic pressure rises the pump will start.
u) Stop all cargo and ballast pump units.
n) Slowly raise the hydraulic oil pressure in the hydraulic ring main When the tank is nearing empty, the hydraulic pressure or the hydraulic oil
v) Set the pressure set control to ZERO pressure. by adjusting the pressure setcontrol. Raise the ring main flow should be reduced; The speed will then be reduced and ingress of air into
pressure to the normal operating pressure. the suction will not occur so easily.
w) Stop the running hydraulic power pack unit.
o) When this pressure is being raised check for any leaks in the (Note ! Never operate the pump dry as this will give excessive wear and
The hydraulic oil system has now been filled and purged of any air. It is hydraulic oil system and vent off any entrained air in the oil. temperature on all seals.)
essential to maintain the correct working level in the hydraulic oil header tank
and to rectify immediately any leaks in the hydraulic oil system. This will p) Check that the hydraulic oil temperature. Emergency Cargo Pump
ensure that no air will be drawn into the system when the system is in use.
q) To operate each individual cargo pump, ballast pump or any other Introduction
To Put the Cargo Pump Hydraulic System into Operation: hydraulic oil consumer first open the individual hydraulic oil inlet
valves to the consumer. The speed control of each pump etc., is The portable cargo pump can be divided into four main components:
! CAUTION achieved by the individual pump pilot flow control valve.
Pump Unit
Prior to putting the hydraulic oil system into use, the system should be
filled with oil and purged of air. r) When the hydraulic system is operating under load conditions Hydraulic Hoses
then the hydraulic oil temperature will rise. Check that
Start/Stop Control
a) Open all isolating valves for instruments, controllers etc. temperature control is now being maintained by the temperature
control valve at the hydraulic oil cooler inlet. Cargo Discharge Hose
b) Check that the oil level in the hydraulic oil header tank is at the
correct working level. To Shut Down the Cargo Pump Hydraulic Oil System Pump Unit
a) Allow the hydraulic oil system now remain in operation under no This pump is a specially designed single-stage vertical centrifugal pump driven
c) Check that all drains, vents, etc on the hydraulic oil system are load condition until the hydraulic oil has cooled.
Closed. by a hydraulic motor.
b) Shut the inlet isolating valves for each cargo pump, ballast pump Hydraulic pressure oil flows into the motor through a pressure pipe. The return
d) Check that the pressure set control, on the hydraulic control and for each hydraulic oil consumer.
panel, is set to give zero pressure. oil flows freely from the motor outlet into the pump body surrounding the
motor.
c) Reduce the ring main pressure to zero by using the pressure set
e) Check that all cargo pump, ballast pump and other consumer pilot control on the hydraulic control panel.
flow control valves are in the no flow position. A special shaft seal arrangement has been developed to segregate the cargo and
the hydraulic oil.
d) Stop the hydraulic power pack units.
f) Open the hydraulic oil header tank oil outlet valve.
Hydraulic Hoses
e) Shut the suction valves on each hydraulic power pack unit.
g) Open all suction valves on each power pack unit.
Pressure and return oil are led to and from the pumps hydraulic motor with the
f) Shut the hydraulic oil header tank oil outlet valve. aid of flexible hoses. The pump unit is intended for complete submersion in the
h) Open the hydraulic oil temperature control valve inlet oil valve.
liquid to be pumped.
g) Shut the inlet valve to the temperature control valve on the
i) Open the hydraulic oil return filter inlet and outlet oil valves. hydraulic oil return line.

Pressure and Return Hoses e) Check that the start/stop controls bypass valve is open (i.e. in the
stop position).
The pumps start / stop control is connected to the ship's main hydraulic system
by means of one pressure and one return hose. Both hoses are supplied with f) Start one of the hydraulic units.
snap-on couplings. Ensure both couplings are free of debris before connection.
g) The bypass valve on the cargo pumps start/stop control is slowly
WARNING turned to the start position (closed). The pump will now deliver
The positioning of the male and female parts of the snap-on coupling has cargo oil. The hydraulic pressure can be adjusted by opening or
been determined by the pump manufacturers. This sequence must not be closing the cargo pumps bypass valve. At the pumps start/stop
altered to make it possible for a pressure connection to be inadvertently control, the hydraulic pressure will be somewhat lower than at the
coupled to a return connection. Should this occur, the pump could be control panel depending upon the length of the hydraulic pipes.
damaged with injury to personnel.
Stopping
Start/Stop Control
a) The pumps bypass valve is turned to the stop position (open).
The hydraulic hoses connected to the pump body terminate in a start/stop
control which is equipped with a pressure gauge, snap-on couplings and a b) The pressure control valve on the control panel is completely
bypass valve (start / stop valve). opened.
With this valve open the hydraulic oil passes straight over from the pressure to c) Stop the hydraulic pump unit.
the return side. The hydraulic oil will thereby circulate without actuating the
hydraulic motor in the cargo pump. On the other hand, with the bypass valve d) Care should be taken to place dust caps in position on the
closed, the oil will go down to the hydraulic motor and the portable pump will couplings no longer in use.
then begin to operate.
Cargo Discharge Hose
The cargo discharge hose should be connected to the filling line of the adjacent
tank.
Handling of the Portable Pump
Starting up
a) The portable cargo pump is lowered into the cargo by the tripod
supplied, not with the aid of the hydraulic hoses. Check that the
material of the hoses will not be chemically affected by the cargo.
(See manufacturer's table)
b) Make sure that both the pressure and return hoses for hydraulic oil
to the portable pump are correctly connected up, and that the
snap-on couplings are secured by means of turning the retaining
rings.
c) Open the ball valve on the snap-on coupling station on the main
pressure pipe.
d) Connect the cargo discharge hose.

2.3.2 Cargo Valves
All principal cargo valves are operated from switches on the cargo control
console in the control room. The switches supply electric power to pilot valves,
which direct oil from the cargo valve hydraulic system to one side or the other
of the operating piston of the valve to be opened or closed.
Wafer type butterfly valves are generally used throughout, with lugged type
butterfly valves used for ship side valves and manifold connections. All
manually operated valves are supplied with a manual indicator. All remotely
controlled valves have a status indication on the console, indicating whether
open or closed.
Hydraulic pipes are led directly to each valve from the solenoid valve cabinet.
In case of solenoid control power failure of the valve, it is possible to operate
the valves by manually operating the respective push button on the solenoid
rack.
For emergency use, a portable hydraulic hand pump is supplied.

Illustration 2.3.3a High Velocity PV Valve and Purge Pipe
Purge Pipe
Flame Screen
Viton Packing Ring
High Velocity Pressure

Pressure/Vacuum Valve Disc
Pressure Pressure
Disc Disc Seat
Pressure
Disc Seat
Weight
Weight
Vacuum Disc
Vacuum Vacuum Disc Seat

Disc
Flame Screen Check Lift Arm
Flame Screen
Atmosphere Flow
Lift Cam
Lift Handle
Check Lift Arm

Lift Handle
Check Lift Arm

2.3.3 PV Valves
Combined Pressure - Vacuum valves (PV) are fitted to each Cargo Oil and Slop
Tank. These valves are designed to relieve positive or negative pressure in the
tanks. These act as a primary tank safety valve. The I.G. line pressure/vacuum
breaker provides secondary safety protection.
Equipment
High Pressure Valve
Set Pressure : 140 mbar
Vacuum Relief Valve
Set Pressure : 35 mbar
Description
The Pressure/Vacuum valve is a combined high velocity gas venting system

and vacuum valve. It is designed to eliminate dangers arising from toxic and
explosive mixtures of gas and air, which could envelop the deck, particularly
during loading and unloading operations. The valve can release gases at high
velocity well clear of the deck, ensuring a safe atmosphere at deck level. The
valve also provides added protection against flash back. The capacity of the
pressure valve is 1.25 times the loading rate of the tank.
During sailing the PV valve will operate automatically and relieve pressure or
vacuum caused by thermal variations and sloshing effect. The large increase in
effective pressure area, which occurs when the valve disc is lifted from its seat
at the first stage, ensures nearly instantaneous full opening capability.
Operation
Before loading or discharging, the PV valve must be test lifted to assure the
freedom of the valve disc.

Illustration 2.4.1a Inert Gas System
Vapour Control
Deck Pressure System
Monituring
BN70
Pressure/Vacuum Breaker
PT
To Ballast Key
System PA
BN75 Inert Gas
PI
From Control LI
Air
A Deck A Deck
BN75 BN71 Upper Deck
BN74
BN64 BN30 No.6 W.B.T (Port) No.5 W.B.T (Port) No.4 W.B.T (Port) No.3 W.B.T (Port) No.2 W.B.T (Port)
Residual No.6 C.O.T (Port) No

No.5 C.O.T (Port) No.3 C.O.T (Port) No.2 C.O.T (Port) .1
Flame Tank W.
B. T(
Screen BN66 BN68 Po
rt )
P
From
Engine Room BN42 BN44 BN46 BN61 BN48 BN50 BN52
BN59 BN63
BN42
No.1 C.O.T (Port)
Slop Tank BN58 BN57 No.4 C.O.T. BN56 BN55 BN53

BN54
(Port) (Port)
Deck
Water
Seal
No.4 C.O.T. BN69
(Starboard)
Slop Tank No.1 C.O.T (Starboard)

(Starboard) BN41 BN43 BN45 BN60 BN67 BN51
BN20 BN62 BN47 BN49
To Cargo
System )
BN65 ard
ar bo
No.3 C.O.T (Starboard) No.2 C.O.T (Starboard) (St
T
No.6 C.O.T (Starboard)
No.5 C.O.T (Starboard) .B.
.1W
No
No.6 W.B.T (Starboard) No.5 W.B.T (Starboard) No.4 W.B.T (Starboard) No.3 W.B.T (Starboard) No.2 W.B.T (Starboard)
Issue: 1 2.4 Inert Gas System Page 1

2.4 Inert Gas System The products of the combustion are mainly carbon dioxide, water and small
quantities of oxygen, carbon monoxide, sulphur oxides and hydrogen. The
2.4.1 System Description nitrogen content is generally unchanged during the combustion process and the
inert gas produced consists mainly of 85% nitrogen and 15% carbon dioxide.
General Initially, the hot combustion gases produced are cooled indirectly in the
combustion chamber by a sea water jacket. Thereafter, cooling of the gases
The Inert Gas plant, installed in the engine room, produces inert gas which is mainly occurs in the scrubber section of the generator where the sulphur oxides
used to provide a gas explosion protection system for the cargo oil tanks and are washed out. The sea water for the Inert Gas Generator is supplied from the
slop tanks. This is achieved by maintaining a slight over pressure in the tanks sea water cooling system.
at all times.
Before delivery out of the generator, water droplets and trapped moisture are
When products are carried, the respective tanks would normally be blanked off separated from the inert gases by a demister. The inert gas is supplied to deck
from the I.G. system. via a deck water seal.
Whilst discharging the cargo, liquid pumped out of the tanks is replaced by The Inert Gas System can supply fresh air instead of inert gas with the same
inert gas. At all times, pressure of the inert gas in the tanks is maintained capacity.
slightly above atmospheric pressure.
Burner Description
The operating principle is based on the combustion of a low sulphur content
fuel and the cleaning and drying of the exhaust gases. The combustion air is supplied to the main burner by two blowers, each
supplying 50% of the total capacity of the generator. The quantity of
The inert gas plant includes an inert gas generator, a scrubbing tower unit, combustion air to the burner can be manually adjusted by a regulating valve in
blowers, an effluent water seal, a fuel injection unit, deck seal and an instru- the excess air discharge line.
mentation / control system.
Fuel (MDO) is supplied at a constant pressure by the gas oil electric pump
Manufacturer Smit Sinus Gas Systems B.V. which has a built-in pressure overflow valve.
Inert gas delivery rate (m3/h) 3,750 Before ignition, or start up of the unit, and with the pump running, all the fuel
Inert gas composition (% vol) O2 0.5 is pumped back via this fuel oil overflow valve which also serves to regulate
Inert gas composition CO2 14% the delivery pressure of the pump.
Inert gas composition CO (max) 100ppm
The fuel oil flows to the nozzle of the main burner via two solenoid valves and
Inert gas composition NOx (max) 65ppm
two fuel oil regulating valves.
Inert gas composition SO2 (max) 2ppm
Nitrogen balance to 100% A programme switch in the local control panel regulates one of the solenoid
valves which also operates the pilot burner and initial firing.
Inert gas composition soot Bacharach 0
The main burner is ignited by a pilot burner. The main fuel oil burner is of the
The inert gas plant is locally operated. high pressure steam assisted atomising type. The fuel is directed to the burner
orifice through tangential slots, which imparts a rotation motion ensuring that
Working Principle the fuel leaves the burner as a thin rotating membrane which is atomised just
after the nozzle. Steam is supplied to the atomising ring fitted to the end of the
Inert gas is produced by the combustion of Gas Oil supplied by the Gas Oil burner gun and imparts a tangential flow into the oil stream, thus ensuring a
Pump with air provided by blowers, in the combustion chamber of the Inert ultra-fine dispersion of the fuel oil. In this manner good combustion is
Gas Generator. guaranteed with no formation of soot.
Good combustion is essential for the production of a good quality, soot free,
low oxygen inert gas.

Illustration 2.4.1b Inert Gas System In Engine Room
Open Deck B.W.L. Open Deck

In Funnel
BN16
From Control
Air System To Deck
System
PIC BN30 BN64

S
I.G.G.
D.O. Tank To C.W. PI PZA PIC P
(4.3m3) From F.O. System
Transfer
System
BN8 PC
TI TZA
TI TZA
PZA
TI
rner
From S.W.
Cooling System
Pilot Bu
PI PI PT
From
7 kg/cm2
Main Steam System
Burne
r
PZA BN12
Combustion
To
Chamber QIR
Atmosphere
Condensate To
LZA
Atmospheric
F1 QT QIR
PZA Condenser
No.6
Fuel Oil PI
PZA L19 PZA PZA W.B.T.
Unit
(S)
PI PI
PIC PI
Connection As BN14 BN15
Smooth As Possible
BN72
N2
Key
O2
Dom. Fresh Water
BN5 Sea Water

From Bilge BN6
P P
To and From Ballast Inert Gas
Fresh Water B.W.L.
System Fuel Oil
No.1 Blower No.2 Blower In E/R
P P Air
QA17 QA18
Saturated Steam
QA39 QA26 QA16
I.G. Scrubber Condensate
Sea Water
Pump
Main Pipe
(280 m3)

2.4.2 Operation
a) Open all valves for utilities (sea water, fuel, etc.).
b) Supply electrical power to the inert gas generator panel.
c) The generator is started by operating the start button. The

complete starting process is fully programmed and safety
interlocked.
d) The purge line is open when the generator is started and will
remain open until the oxygen content drops to within required
limits, where the supply to deck valve will open and the purge
valve will close.
The starting programme runs as follows:
a) The blower purges the system with air before the pilot burner is
ignited by the spark plug.
b) The pilot burner is ignited. As soon as the flame is detected the

main burner is started.
c) After flame detection of the main burner and flame stabilisation,

the pilot burner is shut down.
d) Purging for 4 minutes after starting. The delivery line is opened

and the purge line closed, provided that the oxygen content is
correct. If not, the purge line remains open until the correct
fuel/air ratio has been set and the correct oxygen content is
obtained.
For long standstill periods it is recommended to purge the seawater cooling

system with fresh water.
An extra contact is available in the control panel for connection to the ship's
main control room to allow for a remote stop of the generator.

2.5 Crude Oil Wash System
2.5.1 System Description
Two tank cleaning pumps of 80m3/h capacity are supplied.
The ship is provided with a separate 150mm COW / Tank cleaning line, with
branches (65mm) to each tank washing machine.
Two fixed washing machines are fitted in No.1, 2, 6 cargo tanks and slop tanks,
while No.3, 4 and 5 tanks have three machines fitted (not the residual slop
tank).
Either or both of the tank cleaning pumps may supply the drive fluid from the
starboard slop tank, while the each individual tank pump is used for discharge
of the washings.
The tank cleaning heater when not in use during crude oil washing must be
blanked off with the spectacle blanks provided.
The COW washing system is designed to permit the washing of two tanks at a
time. An Inert Gas system is provided to control the oxygen level in the COTs
atmosphere at or below 4% oxygen.
A separate Crude Oil Washing manual approved by class, is supplied by the

builder.
2.5.2 Maintenance (Routine Maintenance in Operation Only)
It is not intended that these machines be removed from the tanks unless there
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.
Normal maintenance will consist of ensuring that the housing of the power unit
is filled with lubricating oil, the stop valve is tight and the machine is carrying
out its programme. During periodic dry-docking, the opportunity should be
taken to confirm that the nozzles are clear, which can be done by observing the
water jet. Complete drainage and oil change is recommended on a periodical
basis as suggested by the manufacturer.
Issue: 1 2.5 Crude Oil Wash System Page 1

Illustration 2.6.1a Cargo Valve Remote Control System
Slop Tank (Port) Slop Tank (Starboard)
Key
Hydraulic Supply
No 6 W.B.T(Stb'd)
AD16 AD17
Typical Detail Of Hydraulic Pipes In Ballast Water Tanks
(Example Given Is For No 6 BWT)
Valves AD16 and AD17 Valves AD10, AD11 and AD12 Valves AD4, AD5, AD6 and AD7
In No 6 Ballast Tank (See Above) In No 4 Ballast Tank (See Above) In No 2 Ballast Tank (See Above)
Valves AD13 and AD14 Valves AD8, AD9 and AD15
Residual Tank In No 5 Ballast Tank (See Above) In No 3 Ballast Tank (See Above)
Valves AD2 and AD3

In No 1 Ballast Tank (See Above)
No 6 W.B.T(Port) No 5 W.B.T(Port) No 4 W.B.T(Port) No 3 W.B.T(Port) No 2 W.B.T(Port)
Solenoid AD23
Solenoid Valves Valve No 1 W.B.T(Port)
Cabinet Room Board
Slop Tank No 6 C.O.T (Port) No 5 C.O.T (Port) No 4 C.O.T (Port) No 3 C.O.T (Port) No 2 C.O.T (Port)
No 1 C.O.T
AD30 AD25 BQ29 (Port)
(Port)
AD33 AD22 AD19

BQ30 BQ31 BQ215 BQ221 BQ26 BQ25 BQ21 BQ22 BQ18 BQ17 BQ14 BQ13 BQ10 BQ9
AD17
No 1 C.O.T
(Stb'd)
AD32 AD21
Upper Deck BQ11 BQ12
BQ32 BQ33 BQ214 BQ222 BQ27 BQ28 BQ24 BQ23 BQ19 BQ20 BQ15 BQ16
AD31 AD26 No 2 C.O.T (Stb'd)

Slop Tank No 6 C.O.T (Stb'd) No 5 C.O.T (Stb'd) No 4 C.O.T (Stb'd) No 3 C.O.T (Stb'd)
Power (Stb'd)) No 1 W.B.T(Stb'd)
AD20
Unit
QA27 QA28
Pump Room No 6 W.B.T(Stb'd) No 5 W.B.T(Stb'd) No 4 W.B.T(Stb'd) No 3 W.B.T(Stb'd) No 2 W.B.T(Stb'd)
Engine Room
Issue: 1 2.6 Hydraulic System Page 1

2.6 Hydraulic System The low low level alarm will trip the hydraulic pumps. Emergency Hand Pumps
2.6.1 Cargo Valve Hydraulic System Two sets of portable hydraulic hand pump units are provided for use in an Two pumps are supplied. They should be stored in strategic areas. Their
emergency. These can be connected into the supply lines to the valve actuators reservoirs should be kept full so that they are ready for use in an emergency.
Introduction in the solenoid valve cabinets.
Operation
The main cargo oil and ballast valves are operated from the mimic panel on the Hydraulic pipes are led directly to each valve from the solenoid valve board.
Cargo Control Console. The switches on the mimic panel operate the solenoid a) Open the solenoid valve box, which controls the valve to be
valves, contained in the solenoid valve board situated in the hydraulic room. Procedure for the Operation of the Cargo Valve Hydraulic Power Pack operated.
The solenoid valves direct hydraulic pressure, generated by the hydraulic
power pack, to open or close the hydraulic valves. a) Ensure that the hydraulic tank is filled with the correct grade of b) Shut the pressure valve for the solenoid valve box.
oil and at the correct level.
Indication of the degree of opening of the intermediate opening valves is given c) Shut the return valve for the solenoid valve box.
at the cargo control console, by means of a flow meter with a potentiometer, b) Ensure that the pump suction filters are clean.
which is installed on the solenoid operated control valve block. WARNING
c) Ensure the line filters to the solenoid valve filters are clean. Failure to close the above valves could result in oil flowing into the hand
Other remote valves are of the full open and full closed type. An indication of pump reservoir. This could result in possible injury to the operator.
their position is given at the cargo control console by a flow meter with limit d) Check that the accumulators are charged with nitrogen gas.
switches, which is installed on the solenoid operated control valve block. d) Remove the plugs from the quick connect couplings.
e) If necessary, recharge the accumulators using the accompanying
Valve actuators are of the hydraulic cylindrical double acting type and are nitrogen gas bottle and reducing valve. e) Open the hand pump vent to avoid over pressurising of the
mounted directly on the valve. reservoir.
f) Open the accumulator isolating valves.
One solenoid valve board is situated in the solenoid valve room. It supplies the f) Connect the hydraulic hoses from the hand pump noting the
pump room valves and the valves situated in the cargo and ballast tanks. g) Start one hydraulic pump. pressure and return markings on the couplings.
Hydraulic Power Pack h) Check that the pressure control is satisfactory. g) Open the isolating valves on the connections.
The hydraulic power pack is situated in the engine room and consists of two i) Put the other pump on standby. h) Shut the vent on the hand pump reservoir.
sets of electric driven hydraulic pumps (one in use and the other on standby)
and a set of accumulators. j) Open the outlet valve from the power pack. i) Select open or close and operate the pump.
Each hydraulic pump is capable of actuating two of the largest valves simulta- k) Open the pressure and return outlet valves on all the solenoid (Note ! The solenoid valves can be operated manually by pushing the buttons
neously from full open to full closed or vice versa within 1 minute. valve boxes. protruding through the solenoid coils.)
In the event of power pack failure the accumulators will allow closing of two WARNING
of the largest valves within 1 minute. Use protective clothing and goggles when operating the portable hydraulic
hand pumps.
Primary starting and stopping of the hydraulic pumps can be done at the power
pack side or from the cargo control console. The pressure is controlled by
means of a pressure switch, which controls a solenoid valve, which returns oil
to the tank when the maximum operating pressure is reached. The hydraulic
pumps supply hydraulic oil to the solenoid valve board.
Alarms for hydraulic low pressure and low level in the tank are provided on
the console.

Illustration 2.6.2a Deck Machinery Hydraulic System

Hydraulic Power Unit
Drain /
Filling
TTI
L.T.
Fresh Water Cooler
Cooling
QB21
Slop No.6 No.5 No.4 No.3 No.2 No.1

Drain / Tank (P) C.O.T. (P) C.O.T. (P) C.O.T. (P) C.O.T. (P) C.O.T. (P) C.O.T. (P)
Anchor
Filling
To Winch
Mooring To and To and
Pumproom From from from To and To and To and To and To and To and
Winch Mooring Pumproom Rfsidual Slop Tank (P) from No.6 from No.5 from No.4 from No.3 from No.2 from No.1 Mooring
Winch From Deck
Filling Tank Tank C.O.T. (P) C.O.T. (P) C.O.T. (P) C.O.T. (P) C.O.T. (P) C.O.T. (P) Winch
To and To and To and To and To and

Mooring Mooring Mooring
from No.6 from No.5 from No.4 from No.3 from No.1
Winch Winch Winch
C.O.T. (S) C.O.T. (S) C.O.T. (S) C.O.T. (S) C.O.T. (S)
To and To and Anchor
from from No.2 Winch
Slop C.O.T. (S)
Hydraulic Tank (P) Slop No.6 No.5 No.4 No.3 No.2 No.1
Oil Storage Tank Tank (S) C.O.T. (S) C.O.T. (S) C.O.T. (S) C.O.T. (S) C.O.T. (S) C.O.T. (S)
Tank
Transfer
Pump
Hydraulic
Oil Drain
Tank
Key
Pressure Lines
L.T. Cooling Water

2.6.2 Deck Machinery Hydraulic System Controls
Description Local
The mooring equipment consists of: A local control valve is mounted on each hydraulic motor and is activated by
a 3 position lever, which, on release, is spring centred to the stop position. The
Two anchor windlass/mooring winches other two positions are heave and lower. The speed is variable, according
Six mooring winches to the amount the lever is deflected towards the heave or lower positions,
within the range of the hydraulic unit.
One hydraulic power pack unit, which also supplies the cargo pumps
Remote control system On the side of the local operating valve is a range valve. This valve is a 2
position manual lever.
The deck machinery driving unit is a low-pressure hydraulic motor, operated
by a control valve. It has two speed ranges. A control lever controls the speed Range 1: The hydraulic oil is led to both chambers in the hydraulic motor,
within these ranges. The machinery can be operated locally or from a remote which then produces maximum torque.
control stand.
Range 2: The hydraulic oil is led to only one chamber in the hydraulic motor
Eight remote control stands on each side of the vessel are provided for which then runs at maximum speed. The relation between the torque in range
operation of the windlasses and mooring winches. 1 and range 2 is approximately 2: 1 and the relation between the speeds 1:2
respectively.
Procedure for the Operation of the Hydraulic Power Unit:
a) Check the level of the expansion tank. If low, transfer oil using the
transfer unit.
b) Check the level of the drain tank. Pump out if necessary, using the
transfer unit.
c) Ensure that the filters are clean and that their shut off valves are
secured in the normal position.
d) Check that all shut off valves are secured in the normal position.
e) Close the isolators for each pump.
f) Start the required pumps.
g) After starting, check for any leakage, and ensure the running
condition of the pump is normal.

Illustration 2.6.3a Cargo Pump Hydraulic System
Hydraulic Power Unit
Drain /
Filling
TTI
Deaerating / Venting Valve Block
L.T. Cooler
Fresh Water QB35
Cooling Residual Slop No.6 No.5 No.4 No.3 No.2 No.1
QB21 Tank Tank (P) C.O.T. (P) C.O.T. (P) C.O.T. (P) C.O.T. (P) C.O.T. (P) C.O.T. (P)
Drain /
Filling
Pumproom Ballast
Pump
Tank Cleaning
Pumps
From Deck
Filling
Slop No.6 No.5 No.4 No.3 No.2 No.1

Ballast
Tank (S) C.O.T. (S) C.O.T. (S) C.O.T. (S) C.O.T. (S) C.O.T. (S) C.O.T. (S)
Pump
Hydraulic
Oil Storage
Tank
Transfer
Pump
Key
Hydraulic
Pressure Lines
Oil Drain
Tank
L.T. Cooling Water

2.6.3 Cargo Pump Hydraulic System Comprehensive alarm, interlock and shut-down facilities are incorporated into Control Systems
the system with operator control restricted to the Main Control Centre, local
Description Power Pack Control, the Pump Control Panel and emergency stops (located on The cargo pumps, slop tank pumps tank cleaning pumps and ballast pumps are
deck, and supplied from an intrinsically safe source). Local control of the fixed operated from the cargo console in the cargo control room. They are controlled
The cargo pump hydraulic system is supplied by the same hydraulic power installation pumps is possible under exceptional circumstances. by turn switches in the pump control panel of the cargo console in the cargo
pack which supplies the deck machinery and ballast pumps. control room.
The power pack is fed from the return line. Make-up oil is supplied to the
The main hydraulic system provides hydraulic oil for the operation of the system from the hydraulic oil storage tank via the hydraulic oil circulation The turn switches are used to start, stop and control the speed of the pumps.
following equipment: pump. The speed of the cargo pumps is gradually controlled from zero to full speed,
and the output is monitored by discharge pressure gauges mounted in the pump
Cargo Pumps Discharging Cargo control panel.
Position: Cargo Tanks No.2, 3, 4 and 5. The hydraulic system is designed to allow six cargo pumps to run at full speed. Cargo Pump Control
Capacity : 500m3/h If crude oil washing or ballasting occurs simultaneously the discharge
No. of sets : 8 capability will be reduced accordingly. The pumps are controlled from three electrical control valve assemblies, which
are situated in the solenoid valve cabinet room.
Position: Cargo Tanks No.1, 6 and Slop Tanks Loading Cargo
Capacity : 300m3/h Regulation of the pump control potentiometer results in a signal change to the
No. of sets : 6 When loading cargo, the hydraulic system will only need to be in use, pressure transducer and the associated servo pressure valve. This in turn
operating at reduced power, when the ballast pumps are required. regulates the pilot oil pressure to the respective pump flow control valve and
Position: Residual Tank control of the pump output is achieved by the regulation of the hydraulic power
Capacity : 70m3/h Tank Washing fluid to the pump motor. The pilot-operated flow control valves are deck
No. of sets : 1 mounted above the pump pipe stack and incorporate local control facilities.
With a ballast pump or slop tank pump feeding the tank cleaning pump and a The control of the portable pump is by local, pump stack top, control only.
Portable Pump for Emergency Use cargo pump in use for stripping, the hydraulic pack can operate at reduced
power.
Capacity : 250m3/h
No. of sets : 1 Procedure for the Operation of the Hydraulic Power Unit:
Tank Cleaning Pump a) Check the level of the expansion tank. If low, transfer oil using the
transfer unit.
Capacity : 80m3/h
No. of sets : 2 b) Check the level of the drain tank, pump out if necessary, using the
transfer unit.
Ballast Pumps
c) Ensure that the filters are clean and that their shut off valves are
Capacity : 1,000m3/h secured in the normal position.
No. of sets : 2
d) Check that all shut off valves are secured in the normal position.
Windlass
e) Close the isolators for each pump.
No. of sets : 2
f) Start the required pumps.
Winches
g) After starting, check for any leakage, and ensure that the running
No. of sets : 6 (5 x Double Drum & 1 x Single Drum) condition of the pump is normal.

Illustration 2.7.2a Ballasting
To Clean Cargo
Tank System
Upper Floor
To Cargo Platform
System From I.G and
Vapour Collection
System
No.2 Water Ballast No.2 Crude No.2 Crude No.2 Water Ballast
Tank Port Oil Tank Port Oil Tank Starboard Tank Starboard
AD28 H
To Slop
Tank Port
AD45 AD24 AD23
Compressed AD29 Sea

AD44 Air Weed Chest
Blow Deck Stand
AD59
Connection
H H
H AD06 AD07 No.2 Water Ballast No.2 Water Ballast

Tank Centre Tank Port
AD30
H
H H
H AD23 H AD14 H AD11 H AD09 H AD06 H AD05 No.1 Water Ballast
AD19
AD33 AD36 H AD25 H H H H Tank Port
No.2 Ballast
Pump 1000m3/h AD22 AD34 AD13 AD10 AD08 AD04
Fore Peak
H AD27 No.6 Water Ballast No.4 Water Ballast No.3 Water Ballast Tank
Tank Port Tank Port Tank Port
No.1 Ballast
H H H
AD35 Pump 1000m3/h
AD21 AD16 AD02
H H H H AD12 H AD18 H AD07 H AD03
AD20
AD32 AD39 AD26
H No.5 Water Ballast
Tank
No.2 Water
AD31 Ballast Tank
No.1 Eductor Centre
AD36
80m3/h
AD40 AD35
AD42 AD60 No.6 Water Ballast No.4 Water Ballast No.3 Water Ballast No.1 Water Ballast
AD42 AD41 Tank Starboard Tank Starboard Tank Starboard Tank Starboard
From Fire
Water System
No.2 Water Ballast
Tank Starboard
AD37
Bilge Suction Bilge Suction
Pneumatic AD70 Port Starboard
Pump AD69
Deck Stand
30m3/h
Key
H From Compressed
Air System
AD68 AD46 Hydraulic System
No.6 Ballast
Tank Port
Sea Water
AD43 Air
Issue: 1 2.7 Ballast System Page 1

2.7 Ballast System The aft peak tank is served by the two Bilge Fire and Ballast pumps located in e) Shut down the ballast system upon completion of ballasting.
the engine room, each having a capacity of 160/280 m3/h at 110/45 mth . The
2.7.1 System Description aft peak tank may also be used for the provision of fresh water to assist in the f) Always inspect the quality of the ballast as soon as possible after
washing of the cargo tanks. completion in order to ensure that it is clean.
The vessel complies with MARPOL 73/78 Regulations for segregated ballast
spaces, and carries segregated ballast in the fore peak, aft peak and six pairs of One stripping eductor is provided to facilitate adequate draining of the pump To Run in Ballast
wing/double bottom tanks arranged the entire length of the cargo tank area. room bilges.
Initially all valves shut
No.5 ballast tank is a U shaped tank without centre-line division. No.2 ballast
tank is divided into the double bottom area with no centre bulkhead and two 2.7.2 Operation
Position Description Number
upper wing tanks one port and one starboard. Any of the COTs could be used
for additional heavy weather ballast however these tanks would require to be The ballast system is normally empty and dry prior to ballasting. It is therefore
Open No.3 ballast tank suctions AD11, AD18
crude oil washed before ballasting. essential to start ballasting slowly in order to avoid damaging the ballast line
and valves with surge pressure.
Open Sea valve and sea line to both bottom
The ballast tanks on this vessel consist of :
lines AD23, 24, 25, 26,
Upon commencing discharge of cargo, line up the ballast system to run in
No.1 W. B. Tank (Port and Starboard)
permanent ballast to selected tanks. Where possible do not stop running into a
Open Both bottom line valves to tank area AD21, 22, 34, 16,
No.2 W. B. Tank ( Port / Starboard / Centre) tank until the double bottom is full and the water level is into the side tank area,
13, 08
this will minimise the free surface effects. It is essential that care is taken to
No.3 W. B. Tank (Port and Starboard) avoid excessive trim and list and that draft restrictions are not exceeded. It is
a) Run in No.3 WBT until water is well into the trunk-way, then
No.4 W. B. Tank (Port and Starboard) important that particular care is taken with No.5 ballast tank to minimise the
change to another pair of WBTs.
free surface effect.
No.5 W. B. Tank (Port and Starboard)
When ballast tanks have completed running in
No.6 W. B. Tank (Port and Starboard) WARNING
Keep ballast pump discharge valves shut to avoid ballast pump elements
Fore Peak Tank Open Both Ballast pump discharge valves AD30, 31
rotating in the wrong direction during the running in of ballast.
Aft Peak Tank Open Ballast pump crossover valve AD27
Ballasting procedure:
The main ballast tanks are served by two hydraulically driven vertical
Shut Ballast pump suction
centrifugal single stage pumps, the capacity of which is 1,000 m3/h x 110 mth, a) Run in ballast to approximately the draft of vessel i.e. to a level
valves to ballast main AD22, 26
and are fitted with an air operated self priming system. The pumps are located whereby pumping ballast would prove more efficient than
in the pump room and provided with their own sea chest. The pumps are running ballast.
b) Start both ballast pumps.
connected to an overboard discharge line which ends at least 500mm above the
deepest water ballast line on the port side. The COT ballast overboard exits at b) Now run ballast to the remaining ballast tanks in a suitable
c) Pump up and top off ballast tanks, stopping a pair at the required
least 500mm above the deepest water ballast line on the starboard side. The sequence.
ullage for trimming purposes.
overboard discharge outlet does not pass through the Fuel Oil tank. O.D.M.E.
equipment is piped to the high over-boards and when necessary the O.D.M.E. c) Reset ballast lines so that both pumps pump from sea to the ballast
will divert the flow into the port slop tank. tanks.
The ballast pumps have a cross-over line between them in order to permit During ballasting it is advisable to keep the ballast system common and the
flexibility of operation. The ballast pumps can be connected to the cargo tank pumps on similar load and back pressures. This ensures that the ballast wing
piping system via valves AD44, a portable spool piece, valves BQ55, BQ54 tanks fill evenly and that in the event of a list various ballast tanks can be partly
and one flap check valve BQ69 for the heavy weather ballasting of cargo tanks closed without effecting the pumps.
after they have been crude washed.
d) Fill the majority of ballast tanks very close to the tank coaming
Two ballast main lines are arranged in the ballast tank area with branch lines (i.e. ensure that ballast tanks are at least 98% full without over
to each tank and fore peak.The ballast mains are interconnected by valve AD04 filling any of them). This ensures that the possibility of steel
in No.2 ballast tank. Two isolating valves are fitted in the ring main system corrosion is minimised.
AD10 and AD13.

Illustration 2.7.2b Deballasting
To Clean Cargo
Tank System
Upper Floor
To Cargo Platform
System From I.G and
Vapour Collection
System No.2 Water Ballast No.2 Crude No.2 Crude No.2 Water Ballast
AD28 H
To Slop
Tank Port
AD45 AD24 AD23
Compressed AD29 Sea

AD44 Air Weed Chest
Blow Deck Stand
AD59
Connection H H
AD06 AD07 No.2 Water Ballast

H
Tank Centre No.2 Water Ballast
AD30 Tank Port
H
H H
AD19
No.2 Ballast
Fore Peak
No.1 Ballast
H H H
AD35 Pump 1000m3/h
AD21 AD16 AD02
AD20
AD32 AD39 AD26 No.5 Water Ballast
H
Tank
AD31 No.2 Water
No.1 Eductor Ballast Tank
80m3/h Centre
AD40 AD36
AD60 No.6 Water Ballast No.4 Water Ballast No.3 Water Ballast No.1 Water Ballast
Tank Starboard Tank Starboard Tank Starboard Tank Starboard
From Fire AD42 AD41 No.2 Water Ballast

Water System Tank Starboard
AD37
Deck Stand
Key
AD46 Bilge Suction Bilge Suction
Port Starboard Hydraulic System
No.6 Ballast Sea Water

AD43
Tank Port

Deballasting When all ballast tanks have completed running out. 2.7.3 Venting
Deballasting must start as soon after loading commences as possible. However, Open Both Ballast pump suction/discharge valves AD32, 33, Prior to ballasting or deballasting each SBT ballast hatch must be opened, this
careful planning is essential to maintain the vessel at a suitable draft consistent to the ballast overboard 43, 46 serves two purposes:
with the weather conditions and any berth limitations.
1. Ballast inspection prior to discharge.
When loading alongside a berth, care must be taken not to exceed the berth Shut Ballast pump line valves to sea
maximum 'air draft': chest and sea valve AD25, 26 2. Visual checks during topping off of the ballast.
a) Set ballast lines for running out ballast and run selected ballast b) Start both ballast pumps. Each ballast tank is fitted with a Winnel type vent, which avoids the dangers
tanks to sea. of either over pressurisation or creation of a vacuum.
c) Pump out and drain the WBT in a sequence with the loading of
b) When the first set have run to sea, shut them off and run the the cargo. Where it is necessary to carry additional heavy weather ballast in the COTs and
remaining ballast tanks to sea set by set. it is loaded during port operations, the gas should be vented through the Vapour
Control Emission system, either to the shore facilities, if available, or to
c) Shut the sea valve and line up both ballast pumps pumping from atmosphere.
selected tanks to sea through the high overboard discharge.
d) Systematically pump out the bulk of ballast from all ballast tanks.
(Note ! Do not take the level of the tanks into the double bottom area with
more than two sets of tanks open.)
e) Take the ballast tanks down to draining level then carefully

monitor the pump speed during the draining operation.
f) Reduce the sounding in all tanks to the minimum possible

(usually less than 2cm). This will avoid the possibility of dead-
freight, mud formation and excessive bottom corrosion.
g) Shut down the ballast system upon completion of draining.
To Run Out Ballast
Initially all valves shut
Open No.3 ballast tank suctions AD11, 18
Open Sea valve and sea line to both bottom AD23, 24, 21,
lines 25, 22, 26
Open Both bottom line valves to tank area AD34, 13, 10, 08,
04, 16
a) Run out No.3 WBT to sea level then change to another pair of
WBTs.

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 groups of When all preliminaries have been completed including safety checks, 3.3.1
tanks to the best advantage, bearing in mind any required segregation and 3.3 signal to terminal, that vessel is ready to commence loading. 3.3.2
the maintenance of a suitable trim, draft and stress throughout.
As soon as cargo starts to flow check the hose connections for leakage 3.3.1
also carry out visual checks on all cargo manifolds not in use ford and 3.3.2
amidships. Finally check over the side.
Check that the cargo valve hydraulic system is in operation and that all 3.3.1
cargo valves are in the shut position. Individual IG tank valves should 3.3.2
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 both ballast pumps 3.3.1
simultaneously. To keep the ship upright the port and starboard ballast 3.3.2
tanks must be maintained at the same level.
Check that the manifold drip trays are empty on both sides and that the
Oil Spill Response equipment is in the appropriate positions.
When topping off the tanks being filled or when nearing the end of loading, 3.3.1
slow down the loading rate. 3.3.2
3.3.1
Connect the required arms/hoses to the manifold connections.
3.3.2 When all cargo has been loaded drain the top lines to the last tank, as this 3.3.1
will invariably be slack, ready for disconnection of arms/hoses. 3.3.2
Establish communications with the shore terminal and agree the tank 3.3.1 Disconnect the loading arms, agree with terminal representatives and cargo
gauging with the terminal representatives. surveyor the quantity of cargo loaded.
3.3.2
Issue: 1 3.1 Cargo Handling Operation Sequence Diagrams - Page 1

3.1.2 Discharging
Work out a discharging plan to use all top/bottom lines and the three 3.4.1
groups of tanks to the best advantage, bearing in mind any required 3.4 Throughout the discharge ensure that the cargo tanks are maintained at a slight
segregation and the maintenance of suitable trim, draft and stress positive pressure by the Inert Gas system. If at any time the IG pressure nears 3.4.2
throughout. atmospheric the discharge rate should be reduced or stopped and the IG system 3.4.3
checked.
Check that the cargo valve hydraulic system is in operation and that all 3.4.1
cargo valves are in the shut position. Individual IG tank valves should 3.4.2
Start ballasting when cargo is flowing at full rate, paying due regard to ship stability, 3.4.1
be checked as locked open. 3.4.3 shear forces and bending moment, use both ballast pumps simultaneously to keep the 3.4.2
ship upright. The respective ballast tanks, port and starboard, must be maintained at
the same level until discharging is almost complete, when a slight port list will assist 3.4.3
the cargo pumps to completely empty the cargo tanks.
3.4.1
Check that the manifold drip trays are empty on both sides and that the
3.4.2
Oil Spill Response equipment is in the appropriate positions.
3.4.3
When the level in the tanks to be washed has been reduced to that required, start oil 3.4.1
washing of the tank. Only one grade of cargo can be used for tank washing at anyone 3.4.2
Connect the discharging arms/hoses to the manifold connections.
time. 3.4.3
Establish communications with the shore terminal and agree the tank
gaugings with the terminal representatives.
3.4.1
When the cargo tanks approach draining level the main bell mouth should be closed
3.4.2
and draining carried out using the bell mouth in the 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 advise the terminal. 3.4.1
Prepare to strip the main cargo lines and crossovers to the shore via the Marpol line 3.4.2
When terminal confirm they are READY TO RECEIVE cargo, 3.4.1 advising the terminal when you commence. 3.4.3
commence discharge at a low rate. As soon as cargo starts to flow 3.4.2
check the arm connections for leakage also carry out visual checks
3.4.3
on all cargo manifolds not in use especially the outboard side. Finally
check overside. When all connections have been proven tight and Disconnect the loading arms and agree with terminal representatives and cargo 3.4.1
terminal confirm READY FULL RATE increase the flow rate to the surveyor the quantity of cargo remaining on board. Shut down the Inert Gas system 3.4.2
desired rate. when the cargo tank pressures reach the required level. 3.4.3
Issue: 1 3.1 Cargo Handling Operation Sequence Diagrams - Page 2

Illustration 3.2.1a Inert Gas System
Vapour Control
Monituring
BN70
PT
To Ballast Key
System PA
BN75 Inert Gas
PI
From Control LI
Air
A Deck A Deck
BN74

Flame Tank W.
B.T(
Screen BN66 BN68 Po
rt )
P
From
BN59 BN63
BN42
No.1 C.O.T (Port)

BN54
(Port) (Port)
Deck
Water
Seal
No.4 C.O.T. BN69
(Starboard)

BN20 BN62 BN47 BN49
To Cargo
System
BN65 rd)
b oa
S tar
No.3 C.O.T (Starboard) No.2 C.O.T (Starboard) T(
.1W
No
Issue: 1 3.2 Inerting Cargo Tanks Page 1

3.2 Inerting Cargo Tanks
3.2.1 Inerting
Where possible, under normal operating conditions, the vessel is totally

inerted. However, after refit or tank inspections some tanks may be gas free.
Prior to any cargo operations all COTs must be inerted. This is usually
completed en route to the load port. Good quality IG must be supplied to the
COTs to be inerted (free of soot deposits and sulphur dioxide) and each COT
vented through its own purge pipe to atmosphere. In the event of grades being
loaded which do not have vapour admixture acceptable, then the Inert Gas
spectacle blanks to one or more of the grades, would have to be swung after
inerting of the tanks, the tanks being vented to atmosphere via their individual
high velocity vents during loading.
As inert gas is heavier than air, the displacement method is recommended. This
is carried out by introducing a steady flow of IG into the top of a COT at low
pressure and displacing air from the bottom through the purge pipe. It is normal
to purge several tanks at the same time. The maximum number of tanks should
be open whilst still maintaining a slight flow out of the purge pipes to
atmosphere, this will assist in better layering of the IG in the tanks.
The quality of the vented tank atmosphere is monitored 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 below 5% O2, if time
allows, in order to increase the margins of safety.

Illustration 3.2.2a Inert Gas and Vapour Collection System
Vapour Control
Monituring
BN70
PT
To Ballast Key
System PA
BN75 Inert Gas
PI
From Control LI
Air
A Deck A Deck
BN74

Flame Tank W.
B. T(
Screen BN66 BN68 Po
rt )
P
From
BN59 BN63
BN42
No.1 C.O.T (Port)

BN54
(Port) (Port)
Deck
Water
Seal
No.4 C.O.T. BN69
(Starboard)

BN20 BN62 BN47 BN49
To Cargo
System )
BN65 ard
ar bo
T
.1W
No

3.2.2 Use with / without Vapour Emission Control (VEC) Operation at a shore terminal without VEC 3.2.4 Discharging
New legislation in some ports may demand that the vessel operates in VEC a) Isolate the inert gas system aft of the two deck master valves. Part of the pre-discharge safety checks must be to ensure that individual COT
mode. This basically involves connecting a vapour arm to the IG main at the IG valves are locked open.
manifold so that the entire displaced COT atmosphere is processed ashore b) Check that the deck master valves are shut, and that any
rather than being vented direct to atmosphere. removable spool piece to the cargo top line and ballast IG main Prior to beginning discharge, it is first necessary to start the IG plant with the
are removed and the flanges blanked. system discharging to atmosphere via a vent until O2 is below 5%.
The vessel is fitted with two 300mm manifold valves, port and starboard
midships, each marked with the word vapour, which are connected into the c) Make the COT IG deck main common with all individual COT IG
When the quality of IG is satisfactory, regulate the supply of IG to the tanks by
COT main IG line. Care must be taken to ensure that the pressure in the IG valves locked open and spectacle blanks swung to the open
adjustment of the pressure controller (i.e. automatic control of the deck supply
main remains within operational parameters. position.
valve and the vent valve).
Alarms for High Pressure, Low Pressure and High Oxygen at the vapour d) Set the mast riser vent valve into auto control position.
Start the MCPs and observe the pressure of the IG as the discharge rate
manifold are linked to, and displayed through, the cargo monitoring system. increases.
e) Start loading.
Most loading ports presently allow venting to atmosphere. Where venting is It is advisable to maintain the pressure of the inert gas during discharge at
permissible during loading, excess vapour is vented to atmosphere through the f) Regularly monitor the IG main pressure.
between 500mm w.g. and 700mm w.g, particularly during the early stages.
deck mast riser. Should oil be entrained in the IG main there is a drain line to
the slop tank. 3.2.3 Loading
This will ensure that during the period of minimum ullage space, the maximum
number of MCPs can be utilised without the danger of creating a vacuum.
a) Isolate the inert gas system aft of the two deck master valves.
Operation at a Shore Terminal with VEC All valves initially shut
b) Check that the deck master valves are shut, and that any
a) Isolate the inert gas system aft of the two deck master valves. removable spool piece to the cargo top line and ballast main are
Position Valve description Valve
removed and the flanges blanked.
b) Check that the deck master valves are shut, and that any
Lock Open Individual COT isolating valves and
removable spool piece to the cargo top line and ballast main are c) Make the IG system common with all individual COT IG valves
verify that all spectacle pieces have
removed and flanges blanked. open and the spectacle blanks swung to the open position.
been swung to the open position BN41 to BN52
and BN 59
c) Make the COT IG deck main common with all individual COT IG During the loading operation the tank atmosphere is returned to the shore via
valves locked open. the vapour recovery line or vented to atmosphere using the mast riser as
Open The deck master valves BN64 and 75
previously described. In the event that the grades being loaded do not have
d) Open the manifold valve to which the vapour recovery arm is vapour admixture acceptable and VEC is required, the following can be carried
connected. out.
All valves initially shut. a) Load the grades one at a time. During loading only have the IG
Position Valve description Valve isolating valves to the grade being loaded open and vent to shore.
Lock Open Individual COT isolating valves and b) On completion of loading each grade, shut the individual Inert
verify that all spectacle pieces have BN41 to BN52 Gas isolating valve to that grade and open the valves for the next
been swung to the open position and BN 59 grade.
Where VEC is not required a similar process can be carried out

Open Whichever manifold valve the VEC venting via the hi-jets on individual tanks. This would allow up to
recovery arm is connected to BN60, 61, 62, 63 five grades to be loaded at the same time.

Illustration 3.3.1a Loading Single Grade System

Spill Tank
P P P P P P
T T T T T T
(Port)
BQ73 BQ211
From Comp. PI No 3 C.O.T

No 6 C.O.T Air No 5 C.O.T No 2 C.O.T
PI (Port)
PT PT Slop Tank PI (Port) PI (Port) PI PI (Port)
PT PT PT PT PT PT PT PT PT PT
(Port) BQ209 BQ192 BQ1 BQ2 BQ3 BQ4
BQ29 PI
BQ227 BQ194 BQ58 BQ59 BQ60 BQ61
BQ74
BQ149 BQ234
BQ70 BQ77 BQ79
BQ22
BQ39 BQ37
PI BQ103 BQ71
PT PT BQ41
BQ30 BQ189 System PT PT PT PT PT BQ240
BQ52 BQ53 No 1 C.O.T BQ35
BQ45
BQ75
BQ189
From Ballast
System BQ54
BQ238
PI BQ68 PI BQ36
PI BQ46 PI PI PI PI
BQ49
BQ48 BQ11 BQ12
A
BQ222 BQ203 BQ51 BQ86
BQ80
BQ224 BQ28 BQ82
To Clean
No 1 C.O.T
To BQ105 A System
BQ56 (Stb'd)
Tank Cleaning
System See Note! From Ballast BQ195 BQ62 BQ63 BQ64 BQ65
Slop Tank System
BQ67 BQ228 No 6 C.O.T BQ55 BQ54 BQ69
(Stb'd) (Stb'd) No 5 C.O.T No 2 C.O.T
No 3 C.O.T
(Stb'd) BQ208 BQ193 BQ5 BQ6 BQ7 BQ8 (Stb'd)
(Stb'd)
BQ210
BQ72
No 4 C.O.T P P P P P P
(Stb'd) Key
T T T T T T
After Use Cargo Grade -1
Spill Tank
Issue: 1 3.3 Loading Cargo Page 1

3.3 Loading Cargo When preparing the system to load cargo, it is important to ensure that all Open Manifold valve that the VEC recovery BN 61 to 63
valves are in the closed position prior to setting the cargo lines. arm is connected to. (Or mast riser if no VEC)
Prior to arrival at the loading port, a number of communications will take place
between the loading terminal and the vessel. These are centred around the c) Ensure that all overboard valves are sealed in the closed position. Open Manifold valves that the loading arms BQ 1 to 8, 192
ISGOTT guide check lists and the Company SMS. are connected to. or 193
d) Open the requisite tank suction valves and initially start loading
Particular attention should be given to: cargo at a slow rate into one pair of tanks. When cargo is j) Commence loading at slow speed on one top line, until initial
confirmed as coming into the selected tank, other requisite tank safety checks are completed, then open a second top line, verify
Emergency shut down procedures. valves may be opened and the loading rate increased. flow to tanks on line. Finally open the third top line and after
Closed loading techniques. verifying the flow increase to the required full loading rate once
e) Open the requisite manifolds and the crossover valves between the end of the tank loading pipe is covered.
Topping off techniques. the top lines.
Oil spill response procedures. Open Crossover valves between the top lines BQ48 to 50
f) Ensure that all unused manifold valves are blanked and shut.
The manifold area and the mooring systems. k) Stagger tanks and reduce loading rate ready for topping off tanks.
Ballast Operations g) Load two pairs of COTs and slop tanks simultaneously, followed Prior to topping off check flow to next tanks.
by the remaining three pairs of COTs.
WARNING l) Top off the first sets of COTs
The greatest free surface effect is when the ballast tanks are at a sounding h) Create an appropriate stagger for controlled topping off and
of 3.0 metres or less, when the water level has cleared the trunk-way in the reduce the loading rate in ample time. Open No.1, 3 and 5 COTs BQ10, 12, 18, 20, 26
side tanks and is solely in the double bottom area. If, simultaneously, the 28
cargo level is low, the combined effect of a relatively small displacement i) Ensure the ballast operation is completed in advance of the final
and the free surface effect in the cargo ballast tanks could result in a topping off. Shut No.2, 4 COTs and the slop tanks BQ14, 16, 22, 24,
negative GM. This may lead to the vessel listing to an angle of loll. 31 and 33
The trimming tanks are the slack COTs resulting from trim, draft or nominated
Special attention should also be given to the Pressure/Vacuum Valves on cargo restrictions. These could either be COTs No.1 and Slop tanks, or midship m) Shut the required finishing and trimming tank at a suitable ullage
each tank. These valves should be manually operated prior to loading tanks such as COTs No.3. adjusting the loading rate as required.
cargo. The Officer in Charge of Operations must ensure that they are in a
satisfactory condition, and will relieve any build up in excess pressure, Trimming tanks are filled to pre-planned ullage and then shut. They are On completion of loading, drain the top lines to their individual cargo tanks.
should it occur. brought to their final ullage towards the end of loading at a reduced loading If loading white products, the initial flow rate should not be in excess of 1m/s
rate. until the loading pipe end in a tank is covered, after which it may be increased
3.3.1 Loading a Single Grade Cargo to a maximum of 7m/s.
It is always advisable to complete loading in a slack tank in order to reduce the
Prior to arrival at the load port a number of checks and tests must be carried risk of a carry-over of cargo to the inert gas main.
out, to verify the correct operation of the cargo hydraulic and monitoring
systems. Slack tanks should be kept to a minimum in order to reduce free surface effect.
Each COT is fitted with a Hi-Jet combined pressure vacuum valve, and have De-ballasting is to be started shortly after bulk loading is under way.
operating levers for both pressure and vacuum. By lifting the lever on the
pressure side, the correct operation of these can be verified. Initially all valves shut
After planning the stability, taking into consideration maximum permissible Position Description Number
draft, bunkers, water and extras, the loading of a single grade homogeneous
cargo is relatively straight forward as follows: Lock Open Individual IG COT isolating valves BN 41 to 52
and swing the spectacle blanks to open
a) Make the IG system common, with all individual COT IG valves
locked open. Open No.2, 4, COTs and the slop tanks BQ14, 16, 22, 24,
31, 33
b) Check that the deck master and the valves to the cargo top line are
shut.

Illustration 3.3.2a Loading Multi Grade

Spill Tank
P P P P P P
T T T T T T
(Port)
BQ73 BQ211
From Comp. No 5 C.O.T PI No 3 C.O.T

PI (Port) (Port)
PT PT Slop Tank PI (Port) PI PI PI (Port)
BQ29 PI
BQ227 BQ194 BQ58 BQ59 BQ60 BQ61
BQ74
BQ149 BQ234
BQ70 BQ77 BQ79
BQ22
BQ39 BQ37
PI BQ103 BQ71
PT PT BQ41
BQ52 BQ53 BQ35
No 1 C.O.T
BQ241 BQ34 BQ237
BQ45 (Port)
BQ75
BQ189
From Ballast
System BQ54
BQ238
PI BQ68 PI BQ36
PI BQ46 PI PI PI PI
BQ11 BQ12
A
BQ222 BQ203 BQ51 BQ86
BQ80
BQ224 BQ28 BQ82
To Clean
To BQ105 A System No 1 C.O.T
BQ56 (Stb'd)
Tank Cleaning
See Note! From Ballast BQ195 BQ62 BQ63 BQ64 BQ65
System
Slop Tank System
No 3 C.O.T
(Stb'd)
BQ210 Key
BQ72
Cargo Grade -1
(Stb'd)
T T T T T T Cargo Grade - 2
After Use
Spill Tank Cargo Grade - 3
Cargo Grade - 4
Cargo Grade - 5

3.3.2 Loading a Multi Grade Cargo Trimming tanks are filled to a pre-planned ullage and then shut. They are n) Commence loading tanks at slow speed until all manifold valves
brought to their final ullage towards the end of loading for the particular grade, and over-side checks have been made. (load No.1 COT till the
Prior to arrival at the loading port a number of checks and tests must be carried at a reduced loading rate. Remember to allow sufficient ullage to drain the top suction is covered as well). Then increase to the maximum
out in order to verify the correct operation of the cargo hydraulic and lines to the COTs. loading rate.
monitoring systems.
It is always advisable to complete loading in a slack tank in order to reduce the o) Top off the the No.6 COTs and slop tanks and open No 1 COTs,
Each COT is fitted with a Hi-Jet combined pressure vacuum valve, and have risk of a carry-over of cargo to the inert gas main. No 3 COT will finish around the same time as No 1COT.
operating levers for both pressure and vacuum. By lifting the lever on the
Slack tanks should be kept to a minimum in order to reduce free surface effect. Shut No.6 COTs and slop tanks BQ221, BQ222,
pressure side the correct operation of these can be verified.
BQ31 and 33
After planning the stability, taking into consideration maximum permissible De-ballasting is to be started shortly after bulk loading is under way.
Open No.1 COT BQ10 and 12
draft, bunkers, water and extras, the procedure to load a multi grade crude oil
cargo is very similar to that for a single grade, the worst case scenario being Initially all valves shut
p) Complete loading the second two grades to No 1, 3, and 6 COTs
that five grades are to be loaded and discharged whilst maintaining a two valve and slop tanks, drain lines to these tanks.
separation. In this case it is assumed that tank vapours will not cause contam- SBT should be discharged as required to assist in maintaining a reasonable trim
ination between grades, and that all tanks have been cleaned / purged as and stress. Shut No.1 and 3 COTs BQ31, 33, 10, 12
necessary.
Position Description Number Shut Manifold valves that the tank
loading arms are connected to BQ 2, 6, 4 or 8
Operational Procedure:
Lock Open Individual IG COT isolating valves BN 41 to 52
a) Make the IG system common, with all individual COT IG valves and swing the spectacle blanks to open q) Drain all top lines and loading arms to the last tank in each group.
locked open.
r) Set up lines to load the final grade to No.5 COTs.
Open No.2, 4, COTs BQ14, 16, 22, 24,
b) Check that the deck master and the valves to the cargo top line are Open No.5 COTs BQ26 and 28
shut. Open Manifold valve that the VEC recovery arm is
connected to (Or mast riser if no VEC) BN 61 to 63 Open Manifold valve that the tanks
When preparing the system to load cargo, it is important to ensure that all loading arms is connected to BQ192 or 193
valves are in the closed position prior to setting the cargo lines. Open Manifold valves that the loading arms BQ 1, 3, 5 or 7
are connected to. s) Commence loading tanks at slow speed until all manifold valves
c) Ensure that all overboard valves are sealed in the closed position. and over-side checks have been made. Then increase to the
j) Commence loading at slow speed until initial safety checks are maximum loading rate.
d) Open the required tank suction valve in each pair of tanks. completed, then increase to the required full loading rate.
t) Top off No.5 COT and drain the top line to the tanks.
e) Open the required manifold valves. k) Stagger the grades and reduce loading rate ready for topping off Shut No.5 COTs BQ26 and 28
tanks.
f) Ensure that all unused manifold valves are blanked and shut. Shut Manifold valve that the tanks
l) Complete loading the first two grades to No.2 and 4 COTs, drain loading arm is connected to BQ192 or 193
g) Commence loading into one pair of tanks on each grade. lines to these tanks.
Shut Manifold valve that the VEC recovery BN 61 to 63
h) Create an appropriate stagger for controlled topping off, reducing Shut No.2, 4 COTs and manifold valves BQ14, 16, 22, 24 arm is connected to.
the loading rate in ample time. BQ 1, 3, 5 or 7 (Or mast riser if no VEC)
u) Agree ship shore figures and disconnect the loading arms.

i) Ensure the ballast operation is completed in advance of the final m) Set up lines to load the next two grades to No.6 COTs, Slop tanks
topping off. and No.3 COTs. The number of grades that can be loaded at one time is in theory
five. However when one considers that the SBT must also be
The trimming tanks are the slack COTs resulting from trim, draft or nominated Open No.3 and.6 COTs and the slop tanks BQ31, 33, 18, 20 discharged at the same time to avoid prolonging the port stay, the
cargo restrictions on each grade. stability of the vessel will, in fact, control the actual number.
Open Manifold valve that the tanks
loading arm is connected to BQ 2, 6, 4 or 8

3.3 Loading Cargo-Checklists B. DURING LOADING OPERATION

Loading Is Started At Slow Rate
Lines, Valves, Level Of All Tanks Are Frequently Checked

For Leakages And Correctly Set Up
No Smoking Regulation Is Frequently Observed

LOADING OPERATION Vessel's Overside Frequently Checked For Traces Of Oil
A. BEFORE LOADING OPERATION Cargo Tanks Pressure Is Not Building Up
Pump Room And Bilges Frequently Checked

Vessel Is Firmly Moored To The Berth/Other Ship
Rate Of Loading Is Checked Regularly And Agreed Rate Maintained
Ship/Shore Or 'STS' Safety Checklist Attended And Complied With
Mooring And Gangway Attended Frequently
Sea Chests And Over - Board Discharge Valves Are Fully Closed
And Locked
Trim And List Kept Under Control And Limited To Instructions
Communication Link Between Deck/Control Room And Control Room/Shore
All Events Are Correctly Recorded
Is Set Up And Working Properly
Manifolds Are Continuously Manned
Loading Procedures And Emergency Shut Down Are Discussed
And Agreed With Terminal
Vessel's Stability Is Checked At Regular Intervals
Check If Any Oil Slick Already Present In Water Near Ship,
Next Watch Keepers Are Called In Ample Time
Same Recorded And Reported
Cargo Watch Is Handed Over Properly And Effectively
Initial And Subsequent Loading Rates Agreed
Enough Space Left After Completion To Allow For
Valves Setting Is Lined Up And Double Checked
Draining Or Blowing Hoses Or Loading Arms
Means Of Replacing Tank's Atmosphere Are Working Satisfactorily
Hydraulic Hand Pump Is Available And Ready C. AFTER LOADING OPERATION

Emergency Fire Wire Properly Rigged Hoses/Loading Arms Properly Blown Or Drained
Pilot Ladder Prepared On Sea Side All Manifold Valves Are Shut
Pump Room Bulkhead And Other Valves Are Closed Space Available In Drip Trays Before Disconnection
If Appropiate 'COW' System Isolated Hoses/Loading Arms Are Blanked Or Sealed Before Lifting Overside
All Accommodation Doors And Openings Are Closed Manifolds On Both Sides Are Blanked
Enforcement Of No Smoking Regulations And Use Of No Naked Deck Lines Are Drained As Far As Practicable
Lights Are Effectively Announced
Drip Trays Are Drained After Disconnection
Sufficient Number Of Crew Are On Board
Tanks And Deck Valves Are Shut
Pre-Loading Documentation Is Complete
e.g. Dry Tank Certificate. Etc. Final Measurement, Temperature And Samples Taken
Cargo Tank Openings Are Battened Down
Tanks Pressure/Vacuum System And I.G. Valves Are Set Correctly
I.G. Topped Up And Pressure Kept As Required
Oil Record Book Entries Completed

3.3.3 Limiting Factors Governing Loading Rates
Liquid Velocity in Pipelines
The maximum liquid velocity permitted in any part of a pipeline system is 12

metres per second. At higher velocities serious pipeline erosion may occur.
When loading white products, with the exception of gas oils, two other
limitations apply to prevent the accumulation of static electricity on the surface
of the oil in cargo tanks.
These are:
a) 1 metre per second until the strum is covered.
b) 7 metres per second at any time.
(These also apply to gas oils loaded into tanks which contain hydrocarbon
vapours. That is, tanks which have not been washed and purged hydrocarbon
gas free after last cargo if that cargo was other than gas oil).
Pipeline Flow Rate Illustration
Line Line 3
Flow Rates in m /hour
Diameter Diameter
1 metre per 7 metre per 12 metre per
second second second
(inches) (mm)
3 75 16 111 191
4 100 28 198 339
6 150 63 445 763
8 200 113 792 1,357
10 250 177 1,237 2,122
12 300 254 1,781 3,054
14 350 346 2,425 4,158
16 400 452 3,167 5,430
18 450 573 4,009 6,874
20 500 707 4,950 8,485
22 550 855 5,987 10,264
24 600 1,018 7,127 12,217
26 650 1,221 8,545 14,660
28 700 1,386 9,702 16,632
30 750 1,591 11,137 19,092
36 900 2,291 16,038 27,493

Illustration 3.4.1a Full Discharge Piping System

Spill Tank
P P P P P P
T T T T T T
(Port)
BQ73 BQ211

PI No 5 C.O.T (Port)
PT PT Slop Tank PI (Port) PI PI PI (Port)
PT PT PT PT (Port) PT PT PT PT PT PT
BQ29 PI
BQ227 BQ194 BQ58 BQ59 BQ60 BQ61
BQ74
BQ149 BQ234
BQ70 BQ77 BQ79
BQ22
BQ39 BQ37
PI BQ103 BQ71
PT PT BQ41
BQ241 BQ34 BQ237
BQ45 (Port)
BQ75
BQ189
From Ballast
System BQ54
BQ238
PI BQ68 PI BQ36
PI BQ46 PI PI PI PI
BQ11 BQ12
A
BQ222 BQ203 BQ51 BQ86
BQ80
BQ224 BQ28 BQ82
To Clean
No 1 C.O.T
To BQ105 A System
BQ56 (Stb'd)
Tank Cleaning
Slop Tank System
No 3 C.O.T
(Stb'd)
BQ210
BQ72
(Stb'd)
T T T T T T
Note ! Spool Pipe Removed Key
After Use
Spill Tank
Cargo Grade -1
Issue: 1 3.4 Discharging Cargo Page 1

3.4 Discharging Cargo g) Open one set of COTs to each COP (maximum of six until Open No.2, 4 and Slop tank
SBT/COW started). isolating valves BQ37, 38, 41, 42,
Prior to arrival at the discharge port a number of communications will take 45, 46, 54, 237, 238.
place between the vessel and the receiving terminal. These are centred around h) Start each COP slowly, watching the back pressures carefully.
the ISGOTT guide check lists. a) When shore confirm ready
i) When pumps and pressures are balanced, de-bottom tanks by one
Particular attention should be given to: metre and discharge / recharge slop tanks ready for washing of the Open Valves to forward manifold that the discharge
tanks to be COW. Alternatively, use a de-bottomed tank to supply arms are connected to and start COPs BQ3, 60, 1, 58,
Emergency shut down procedures the drive fluid. Where a normal COW is carried out this is if port side BQ4.
Crude Oil Washing pre-arrival checks probably the better system. if starboard side BQ8.
Manning levels for the various operations j) Increase to full speed discharge as per discharge plan. b) Commence discharge at slow speed carrying out all safety checks
Oil spill response procedures after each pump is started.
(Note ! during draining it may be necessary to reduce the speed of the other
The manifold area and the mooring systems COPs, so reducing back pressure and improving draining performance.) c) When slop tanks are empty stop pumps and start ballasting with 2
pumps.
3.4.1 Full Discharge
k) Once the tanks to be COW'd are at draining level washing will
take place using a de-bottomed tank for drive fluid. (The slop tank Shut Slop tank valves BQ30, 32, 45, 46,
The following factors are to be considered prior to a full discharge:
for drive fluid and the tank deep-well pump to return residue to 54.
Maximum available draft at berth. the slop tank.)
d) When No.2 COTs are empty stop pumps and start discharging No.
Maximum available air draft at berth.
l) Upon completion of discharge, cargo lines must be drained. This 1 COT.
Grade segregation if necessary. can be achieved by dropping the lines back to the COT's. The
discharge arms can, if necessary, be drained to the residual slop Open No.1 COT pump valves BQ9, 11, 35, 36, 239,
Crude oil washing requirements if any.
tank. 240.
Heavy weather ballast requirements.
Full Discharge of a single grade Shut No.2 COT pump valves BQ13, 15, 37, 38.
Maintenance of satisfactory trim.
Ballasting operation. Initially all valves shut e) Continue bulk discharge from No.1 and 4 COTs until No 4s are
empty.
When preparing the system to discharge cargo, it is important that all valves Debottom all tanks by approximately 1metre
are in the closed position prior to setting the lines for discharge and all f) Set up No.1 COP line to discharge to the tank cleaning main.
individual tank IG valves checked locked open: Prior to starting the ballast pump, ballast may be run in consistent with
maintaining a reasonable trim and stress. Open No.1 COP line valves as above BQ48, 56,
a) All COW valves are to be closed. AE63, 57, 58.
Case example is for discharge of a single grade cargo through forward
b) Ensure that all overboard valves are closed and sealed. manifold (port side) with COW of No.2 and 4 COTs and both slop tanks Shut No.4 COT pump valves BQ21, 23, 41, 43.
c) The cargo pump system is to be prepared. Inert gas is plant to be Position Description Number g) Open the tank cleaning machines to the No.2 COTs and
prepared. commence COW.
Lock Open Individual I.G. COT isolating valves BN41 to 52
d) Open the main lines from the cargo oil pumps (COP) to the Open No.2 COT pump valves BQ13, 15, 37, 38.
manifolds. Open Deck Isolating valve and
start IG system BN61, 75 h) After one full cycle drain No.2 COTs direct to shore. On
e) Start the inert gas plant. completion stop the No.2 COPs and shut the valves above.
Open No.2, 4 and Slop tank
f) Open the manifold valves to which the discharge arms are COP valves BQ13, 15, 21, 23, (Note ! Both No.2 COT pumps are running at reduced speed for draining.)
connected. 30, 32

Illustration 3.4.2a Part Discharge Piping System

Spill Tank
P P P P P P
T T T T T T
(Port)
BQ73 BQ211

PI (Port)
BQ29 PI
BQ227 BQ194 BQ58 BQ59 BQ60 BQ61
BQ74
BQ149 BQ234
BQ70 BQ223 BQ77 BQ79
BQ102 BQ81 BQ83 BQ9
BQ22
BQ39 BQ37
PI BQ103 BQ71
PT PT BQ41
BQ45
BQ75
BQ189
From Ballast
System BQ54
BQ238
PI BQ68 PI BQ36
PI BQ46 PI PI PI PI
BQ11 BQ12
A
BQ222 BQ203 BQ51 BQ86
BQ80
BQ224 BQ28 BQ82
To Clean
BQ56 (Stb'd)
Tank Cleaning
Slop Tank System
No 3 C.O.T
(Stb'd)
BQ210
BQ72
(Stb'd) Key
T T T T T T
After Use Cargo Grade -1
Spill Tank

h) Open the tank cleaning machines to the No.4 COTs and 3.4.2 Part Discharge
commence COW. After one full cycle drain No.4 COTs direct to
shore. On completion stop the No.4 COPs and shut the valves. The following factors are to be considered prior to a part discharge:
Maximum available draft at berth.
(Note ! Both No.4 COT pumps are running at reduced speed for draining.)
Maximum available air draft at berth.
i) Open the tank cleaning machines on the slop tanks and wash for Grade segregation if necessary.
one full cycle draining direct to shore. On completion stop slop
tank pumps and shut down T/C system. Crude oil washing requirements.
(Note ! Both slop tank pumps are running at reduced speed for draining.)
Maintenance of satisfactory trim.
j) On completion of ballast stop both ballast pumps and set up for Ballasting operation.
discharge from No.3 COTs to shore.
Procedures for the starting of cargo, the draining of tanks and intended COW
Open No.3 COP valves to forward manifold BQ17, 18, 39, 40, 2, are the same as for a full discharge. However, where multi grades are involved
59, 6. a tank must be COW'd with the same grade of crude that it contained
originally. Where the cargo carried is not crude oil but black or white products,
k) Start No.3 COP and discharge No.3 COT ashore. When No.1 only the grades for that port are discharged, no COW is necessary, though it is
COT is empty stop the pump and shut the valves. possible that tank cleaning alongside with cargo still in the ship may be
required if back-loading after a part discharge. It is possible to do this with
Shut No.1 COT valves. BQ9, 11, 35, 36, 239, great care yet still maintain a two valve separation on the tank cleaning main.
240. The SBT as necessary can be utilised for trim purposes.
l) Open No.5 COTs and manifold, start both COPs.
Open Open No.5 COTs to forward manifold BQ25, 27, 43, 44,
192, 194
m) Open No.6 COTs and manifold, start both COPs
Open Open No.6 COTs to forward manifold BQ214, 215, 225,

226, 235, 237, 4 or 8
n) As each pair of tanks comes to draining level, drain direct to the

shore. Drain all lines on completion of discharge .

Illustration 3.4.3a Multi Grade Discharge

Spill Tank
P P P P P P
T T T T T T
(Port)
BQ73 BQ211

PI (Port)
BQ29 PI
BQ227 BQ194 BQ58 BQ59 BQ60 BQ61
BQ74
BQ149 BQ234
BQ70 BQ77 BQ79
BQ22
BQ39 BQ37
PI BQ103 BQ71
PT PT BQ41
No 1 C.O.T BQ35
BQ52 BQ53
BQ45
BQ75
BQ189
From Ballast
System BQ54
BQ238
PI BQ68 PI BQ36
PI BQ46 PI PI PI PI
BQ11 BQ12
A
BQ222 BQ203 BQ51 BQ86
BQ80
BQ224 BQ28 BQ82
To Clean
BQ56 (Stb'd)
Tank Cleaning
Slop Tank System
No 3 C.O.T
(Stb'd)
BQ210 Key
BQ72
Cargo Grade -1
(Stb'd)
T T T T T T Cargo Grade - 2
After Use
Spill Tank Cargo Grade - 3
Cargo Grade - 4
Cargo Grade - 5

3.4.3 Multi Grade Discharge (Note ! During draining it may be necessary to reduce the speed of the other Shut No.2 COT valves and manifold BQ13, 15, 37, 38, 7
COPs, so reducing back pressure and improving draining performance). or 3
The following factors are to be considered prior to a multi grade discharge:
j) When the first three sets of tanks come to draining level slow Open No.5 COT valves and manifold BQ25, 27, 43, 44,
Maximum available draft at berth.
down the COPs and drain thoroughly. Shut the COTs and 193 or 192
Maximum available air draft at berth. manifolds then set up and start three further sets of tanks.
Grade segregation if necessary. e) The slop tanks will finish next. Shut these and open No.1 COTs.
k) As each set of tanks comes to draining level, drain thoroughly to
Crude oil washing requirements. the shore. As soon as the first pair of pumps is stopped, start both Shut The slop tank valves BQ30, 32, 45, 46
ballast pumps to top up the ballast tanks.
Open No.1 COT valves BQ9,11, 35, 36
Maintenance of satisfactory trim. l) As ballast tanks top up, set final ullages to give desired trim and
draft. f) No.4 COT will finish next. Shut these and open No.3 COT and
Ballasting operation.
manifold.
When preparing the system to discharge cargo, it is important that all valves m) Upon completion of discharge, cargo lines must be drained to the
are in the closed position prior to setting the lines for discharge and all shore tanks. This can be achieved in two ways: Shut No.4 COT valves and manifold BQ21, 23, 43, 44, 5
individual tank IG valves checked locked open : or 1
Procedure for discharge of a five graded cargo.
Operational Procedure:
Open No.3 COT valves and manifold BQ17, 19, 39, 40, 6
Position Description Number or 2
a) All tank cleaning machine valves are to be closed.
b) Ensure that all overboard valves are closed and sealed. Lock Open Individual COT IG isolating valves BN41 to 52 g) On completion of No.5 COT, start topping up the ballast with two
ballast pumps.
c) The cargo pumps system are to be prepared. The inert gas plant is Open Deck isolating valve and start IG
to be prepared. system BN61, 75 Shut No.5 COT and manifold BQ25, 27, 43, 44,
193 or 192
d) Open the main lines from the cargo oil pumps (COP) to the Open No.2, 4 and Slop tank COP valves BQ13, 15, 21, 23,
manifolds. 30, 32 h) On completion of No.1 COT, shut No.1 manifold and line valves.
e) Start the inert gas plant. Open No.2, 4 and Slop tank isolating valves BQ37, 38, 41, 42, Shut No.1 COTs valves and manifold BQ9,11, 35, 36, 8 or
45, 46 4
f) Open the manifold valves that the discharge arms are connected
to. a) When shore confirm ready i) On completion of No.3 COT, shut line and manifold.
g) Open one set of COTs to each COP (maximum of six until SBT Open Manifold valves that the discharge Ballast should be completed to give a suitable trim and draft. The projected
started). arms are connected to and start COPs discharge time for this cargo would be nineteen hours allowing for draining of
if port side BQ4, 3, 1 each grade, but not for stoppages between grades.
h) Start each COP slowly, watching the back pressures carefully. if starboard side 8,7, 5
(Note ! No.1 manifold was not closed when slop tanks finished as No.1 COT
When pumps and pressures are balanced, commence running in b) Commence discharge at slow speed carrying out all safety checks would be the same grade and discharged consecutively.)
the SBT. When running in do so one pair of tanks at a time and do after each pump/grade is started.
not stop until the water is into the wing space. This is to reduce
the free surface effect especially with No.5 and 2 WBT. c) Continue bulk discharge from No.2 and 4 COT and both slop
tanks until the tanks approach draining level. Slow the pumps and
i) Increase to full speed discharge as per discharge plan. drain the tanks thoroughly. Use the ballast to give a satisfactory
trim.
d) No.2 COT will finish first, shut No.2 and open No.5 COT and
manifolds.

Illustration 3.5.1a Tank Cleaning System
AE19 AE47 AE17

No.6 (P) C.O.T. No.5 (P) C.O.T. No.4 (P) C.O.T. AE15 No.3 (P) C.O.T. AE13 No.2 (P) C.O.T. AE11 No.1 (P) C.O.T. AE9
Residual Tank
AE50 AE49
AE56 AE164 AE163 AE165
AE45 AE39 AE37 AE35 AE33 AE31 AE29 AE27 AE25 AE23 AE21
Slop Tank (P) AE56

AE41 AE173 AE175 AE177
AE43 AE56 AE53 AE143 AE51 AE141 AE49 AE139 AE47 AE137 AE45 AE135
AE56
Cargo Pump
AE56
Spool
Slop Tank (S)
Piece
AE147
AE57 AE58 AE158 AE51 AE151 AE153 AE7 AE178 AE156 AE155 AE6 AE179 AE154 AE153 AE5 AE180 AE152 AE151 AE4 AE150 AE149 AE3 AE148
AE2
AE133 AE8
AE63
AE64 AE59 AE60 AE56
Bleed Off AE56 AE54 AE144 AE52 AE142 AE50 AE140 AE48 AE138 AE46 AE136
From Cargo
System AE56 AE172 AE174 AE176
From Sea water
Service System AE42
In Eng. Room
AE50 AE160 AE162 AE164
AE44
AE56
AE48 AE18 AE16 AE14 AE12 AE10
AE20 No.6 (S) C.O.T. No.5 (S) C.O.T. No.4 (S) C.O.T. No.3 (S) C.O.T. No.2 (S) C.O.T. No.1 (S) C.O.T.
PI PT PI PI PT PI
From Ballast QE19

From 7 kg/cm2
System Sea Chest AE77 AE73 AE71 AE77 Steam System
Key
AE63 QE20
AE75 Tank QE13
QE18 TT
Cleaning Deck Mounted Tank
Pumps AE134 Cleaning Machines
80m3/h AE57
QE21
AE76 PI PT PI PI PT PI Saturated Steam

Tank
AE67
Cleaning Heater
From Ballast AE66
System Sea Chest AE78 AE74 AE72
From
Slop Tank(S)
Cargo Pump
Issue: 1 3.5 Crude Oil Washing and Tank Cleaning System Page 1

3.5 Crude Oil Washing and Tank Cleaning System 3. Over Rich - An atmosphere made incapable of burning by delib- Unless the ship has carried a cargo of crude oil or other low flash point cargo
erately maintaining the hydrocarbon content of the tank over the previously, gas freeing should not be necessary. Operation of the Inert Gas
3.5.1 Tank Cleaning System UFL. A hydrocarbon content of at least 15% by volume should be system should be in accordance with 3.2 of this manual. If the ship is back
attained before starting to wash and should be maintained loading at the discharge port, it may be necessary to clean tanks to a shore
System Description throughout the washing cycle. facility, or retain the residues on board. If washing with some cargo remaining,
care should be taken to ensure that segregation is not compromised.
The tank cleaning system is comprehensive, versatile and self contained. It 4. Undefined - An atmosphere that may be above, below or within
consists of 35 Toftejorg non-programmable dual nozzle type machines. Four the flammable range. Heavy fuel oils leave residues on tank bottoms and structures at low tempera-
machines in No.1, 2 and 6 cargo tanks, six in No.3, 4 and 5 cargo tanks and WARNING tures and these can cause serious contamination of the lighter fuels and gas
two in each slop tank, with one in the residual tank. It is only in the Inerted condition where one can safely guarantee that the oils. Portable tank washing machines can be used to supplement fixed
tank atmosphere does not enter the flammable zone during tank washing machines to ensure effective coverage of all tank structures. Washing must be
A tank cleaning main line joins the machines to the cargo pump system, two and for this reason tanks must be washed in the inerted condition. If, for continued until the required degree of cleanliness is achieved. The bottom
tank cleaning pumps and the port slop tank pump, which supply the drive fluid any reason, it is considered necessary to undertake tank washing under portion of the tank will require particular attention, especially after carrying
for COW and tank washing. A tank-cleaning heater is supplied to assist in the one of the other conditions following the carriage of a volatile cargo, heavy or waxy fuel oils at low temperatures.
water washing of the tanks, and it is to be blanked off during COW. On the tank guidance must be sought from the Company before any work is
side of the heater two filters are fitted. In practice it has been found that a undertaken. Hot water should always be used when the nature of the cargo warrants it or
pressure of 7 kg/cm2 on the tank-cleaning main for products is sufficient. The when a special degree of cleaning is required. The temperature of any residues
individual tank deep-well pumps are used for draining during washing. The In Coated Tanks - Temperature Restrictions should be 25F above the Pour point in order to achieve effective removal by
slop tanks complete the system. The port slop being termed the dirty slop and tank washing.
the starboard slop the clean slop tank. A connection is provided to allow the aft In ships with coated tanks, the temperature and pressure of washing water
peak to be used for the provision of fresh water to water rinse the tanks where should not normally exceed 66C and 10.5 kg/cm respectively. However, Scale formation is not usually heavy in ships with coated tanks which are
necessary. these may be increased subject to the following criteria: employed solely on black products trading, but where present it may be mixed
with waxy deposits from fuel oils, which can make it difficult to clean to the
One or both slop tanks can be utilised during COW or tank cleaning. A balance 1) Agreement from the coating manufacturer that excessive heat and standard for gas oils and light fuel oils etc.
line is fitted, principally for use during water washing or during COW of the / or pressure will not damage the coating.
cargo tanks. The amount of washing required to change from a Black Oil cargo to a Clean
2) Agreement from the Tank Cleaning Equipment manufacturer that Oil cargo will, in many circumstances, be trial and error.
Product tankers are fitted with smaller capacity fixed machines that do not excessive heat or pressure will not cause damage to the machines.
provide for any degree of controlled operation and are intended primarily for Generally, about 4 hours per tank will be required, using both fixed and/or
use with light products where a quick sluice down is all that may be required. The temperature of the washing water should always be at least 15C above the portable machines. It is particularly important to ensure that blind areas under
Pour Point of the previous cargo. structures are adequately washed, and therefore portable machines must be
In product carriers fitted with an Inert Gas System, and where fixed installa- used. Fixed machines on product carriers, whilst suitable for oil cargoes with
tion tank washing machines are in use, it has been found sufficient for normal In coated tanks of White Product Carriers washing with cold water is adequate very little or no residues, may not be sufficiently effective on their own after
purposes to cold wash for at least one full cycle at a minimum of 7 kg/cm2 (100 for quality purposes, except where more stringent cleaning is required after the Black Oil cargoes.
psi). The tank must be well drained prior to the commencement of any tank carriage of Lub. Oils and Diesel Oils. The occasional use of hot water may be
washing. necessary to degrease tank structures, expedite gas freeing for entry or where The 'drop-levels' should be calculated such that all parts of the structure are
a gas-free condition is required for a major change of grade. washed either directly or by splashing.
Methods of Tank Cleaning
After Black Oil Cargoes After the initial washing, the tank should be gas-freed and inspected to check
The atmosphere in the tank to be washed will fall under one of the following on the effectiveness of the washing. It may be necessary to reposition the
headings: These products range from gas oils to heavy fuel oils and the degree of portable machines by tying them off on a tank structure to get better coverage
cleaning necessary will vary considerably with the grade to be loaded and the of the underside of structures. The tank is then re-inerted and re-washed using
1. Inerted - An Atmosphere made incapable of supporting grades previously carried. Products within this group are persistent oils and the portable machines that have been winged-out.
combustion by the introduction of inert gas and the resultant residues must be handled in accordance with paragraph Marpol 73/78. With the
reduction in the overall oxygen content. That is, the tank exception of the slop tank, cargo tanks are cleaned on normal ballast passages Ship's staff should be aware that suspended machines are likely to suffer severe
atmosphere has oxygen content of less than 8% by volume. to a standard suitable for any of the products within the ship's usual trading damage if allowed to swing inside the tank when the vessel is rolling. This is
pattern. Specific instructions will be contained in the Company SMS and particularly important when the machine is near the tank bottom, and the
2. Too Lean - An atmosphere made incapable of burning by the Charterer's Instructions. pendulum effect is at its maximum.
deliberate reduction of the hydrocarbon content to below the LFL.

After Clean Oil Cargoes Scale Deposits
All clean-oil ships have coated cargo tanks and scale deposits will be minimal.
Products Range Any accumulations of scale should be removed frequently, and excessive paint
These products range from very light volatile oils like Naphtha, to gas oils and break down leading to build up of scale must be reported to the Company.
lubricating oils that are less volatile but can be greasy.
Basic Tank Washing Requirements

When tank washing, a good stern trim and efficient use of equipment are
important. Provided that a tank is properly drained before washing begins, one
full cycle with the fixed machines is normally sufficient to achieve a satisfac-
tory standard of cleanliness. The ship's tank cleaning manual will specify
washing patterns.
Cold-Water Washing in Coated Tanks

In coated tanks, cold water washing is sufficiently effective to clean for quality
purposes for all grades, except after the carriage of the heavier lubricating oils.
Cold water should therefore be used unless there are special circumstances that
require hot-water washing.
Hot-Water Washing in Coated Tanks

The use of hot water expedites tank cleaning and gas freeing after the discharge
of clean oil cargoes. It removes greasy films more quickly and by raising the
temperature of the tank atmosphere, releases gas in scale and accelerates
ventilation. Hot washing should be used when:
Cleaning for dry-docking or repairs.
A special degree of cleanliness is required.
Incompatibility of Grades
When tank washing, the incompatibility of certain grades to one another will
involve the washing-out of all residual and adhering oil. Inert gas must also be
operated to reduce oxygen and hydrocarbon gases levels in accordance with
3.2 of this manual. Any slops generated should be disposed of in accordance
with Marpol 73/78.
Over-Washing
Although it is important to remove all traces of the last cargo it is equally
important to avoid excessive tank washing as this will eventually lead to
expensive renewal of tank coatings. Providing that the coatings are in a good
condition, adhesion of most types of clean oil is minimal and this reduces the
amount of washing required.
Residues Following Cargo Discharge

With spirit cargoes, little residue is left on tank sides and structure other than
liquid and gases in scale and other loose materials. With gas oils and
lubricating oils a greasy film will remain. With all oils, there is also a small
amount of liquid left below the effective level of the strum. Difficulty should
not be experienced in cleaning tanks after either spirit or greasy cargoes.
Bottom washing and stripping should be continued until all oil residues are
removed.

Illustration 3.5.2a Deck Mounted Tank Cleaning Machine 170mm
Lift Eye
250mm
12mm
Gasket
Welding
Ring o 240mm
Deck
150mm
Deck Cover Plate
3000mm
PC 285mm
o 320mm
15o
12 holes o18mm
Plan
Side Elavation
Total weight of extension pipe with

60mm
cleaner: 42.5 kgs.

3.5.2 Tank Cleaning Machine Description
Particulars of the Tank Cleaning Machines.
Number : 35 deck mounted

Manufacturer : Toftejorg
Type : TZ 750
Operating Pressure : 8 kg/cm2
Nozzle diameter : 2 x 23mm
Capacity : 96m2/h.
Time for one full washing cycle 75 minutes
The Toftejorg TZ 750 tank washing machine is a dual nozzle, non program-
mable, turbine driven machine, driven by the cleaning media. The machine
head rotates 360 in the horizontal plane and the nozzles 360 in the vertical
plane which produces a crisscross cleaning pattern. A series of four graduated
cleaning cycles offset these patterns ensuring full 360 cleaning in both planes.
The tank cleaning machines are fitted as follows :

4 machines in each of No.1, 2 and 6 cargo oil tanks
6 machines in each of No.3, 4 and 5 cargo oil tanks
2 machines in each of the slop tanks
1 machine in the residual tank
Particulars of the Tank Cleaning Pump
No dedicated oil product tank cleaning pump is fitted on this vessel, a main
cargo oil pump or port slop tank pump being utilised as required.
Maintenance (Routine Maintenance in Operation only)
Deck Mounted Machines.
It is not intended that these machines be removed from the tanks unless there
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.
Normal maintenance will consist of ensuring that the control units and turbine
assemblies are properly greased and lubricated, the filters are clear, that the
machine is carrying out its programme and that the stop valves are tight when
not in operation.
It is recommended that one third of the machines be retracted from the tanks,
inspected and, if necessary, overhauled, each year on a rotational basis.
As this type of machine is non-programmable the operation of the machine can

be verified by its sound pattern.
All other machines in the tank and in adjacent tanks, should be shut off and the
operation of the machine verified.

Illustration 3.5.3a Crude Oil Washing System
AE19 AE47 AE17

Residual Tank
AE50 AE49
AE56 AE164 AE163 AE165
Slop Tank (P) AE56

AE41 AE173 AE175 AE177
AE56
Cargo Pump
AE56
Spool
Slop Tank (S)
Piece
AE147
AE2
AE133 AE8
AE63
AE64 AE59 AE60 AE56
From Cargo
From Sea water
Service System AE42
In Eng. Room
AE50 AE160 AE162 AE164
AE44
AE56
PI PT PI PI PT PI
From Ballast QE19

From 7 kg/cm2
Key
AE63 QE20
AE75 Tank QE13
QE18 TT
80m3/h AE57
QE21

Tank
AE67
Cleaning Heater
Cargo Grade - 3
From Ballast AE66
From
Slop Tank(S)
Cargo Pump

3.5.3 Crude Oil Wash
COTs are crude oil washed to comply with both legislation (contingency
ballast requirements) and Charterer's requirements in order to achieve
maximum out turn. This basically would be any cargo tank it was intended to
ballast and one quarter of the of the cargo and slop tanks. However, no tank
requires to be washed more than once in four months, with the exception of
heavy weather ballast requirements.
A Programme for the regular Crude Washing of Cargo Tanks is to be

maintained. Crude oil washing permits the removal of oil fractions adhering to
or deposited on tank surfaces. These deposits, which would normally remain
on-board 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 necessary if the tank is to be used for clean
ballast.
Crude oil washing must be carefully planned and systems tested and checked
prior to arrival at the discharge port. Reference should be made to the vessels
approved Crude Oil Washing Manual.
Prior to COW it is necessary to de-bottom all COTs, including the slop tanks.
This will remove any water that may have settled during transit, thus consid-
erably reducing static charges that may be created during washing.
Subject to grade segregation, it is then usually advisable to empty the slop

tanks and recharge them with fresh crude prior to COW. The levels to which
the slop tanks are recharged are arbitrary, but sufficient ullage is required in the
'Clean Slop Tank' (starboard) to allow for the tank cleaning pumps to maintain
suction and the balance line to remain covered. 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 operation, reducing the level occa-
sionally to maintain a safe ullage.
COTs are crude oil washed (COW) after discharge of the pair of tanks to be
COW'd, by pumping dry crude at a back pressure of about 7kg/cm2, from a
slop tank to the tank cleaning machines. The tanks will normally be washed in
pairs.
The COT deep-well pumps of the tanks being COW'd are used to drain the
tanks to the slop tank or directly ashore if there are sufficient manifold arms
connected Good draining is essential. Careful monitoring of the slop tank is
required in order to avoid crude oil build up in COTs being washed.
An indication of the tank bottom becoming dry is given by monitoring the

cargo pump pressure gauges. Confirmation can be obtained by use of the
MMC type integral dipping unit and the SAAB cargo monitoring equipment.
Crude Oil Washing Programme

As the vessel is a product tanker, the cargos normally carried will be either
black or clean products.

Illustration 3.5.4a Water Washing System (Hot and Cold)
AE19 AE47 AE17

Residual Tank
AE50 AE49
AE56 AE164 AE163 AE165
Slop Tank (P) AE56

AE41 AE173 AE175 AE177
AE56
Cargo Pump
AE56
Spool
Slop Tank (S)
Piece
AE147
AE2
AE133 AE8
AE63
AE64 AE59 AE60 AE56
From Cargo
From Sea water
Service System AE42
In Eng. Room
AE50 AE160 AE162 AE164
AE44
AE56
PI PT PI PI PT PI
From Ballast QE19

From 7 kg/cm2
Key
AE63 QE20
AE75 Tank QE13
QE18 TT
80m3/h AE57
QE21

Tank
AE67
Cleaning Heater
From Ballast
Sea Water
AE66
From
Slop Tank(S)
Cargo Pump

3.5.4 Water Wash (Hot and Cold) Hot water should always be used when the nature of the cargo warrants it or Cold-Water Washing in Coated Tanks
when a special degree of cleaning is required. The temperature of any residues In coated tanks, cold water washing is sufficiently effective to clean for quality
Tank Washing should be 25F above the pour point in order to achieve effective removal by purposes for all grades, except after the carriage of the heavier lubricating oils.
tank washing. Cold water should therefore be used unless there are special circumstances that
In Coated Tanks - Temperature Restrictions require hot-water washing.
Scale formation is not usually heavy in ships with coated tanks which are
In ships with coated tanks, the temperature and pressure of washing water employed solely on black products trading, but where present it may be mixed Hot-Water Washing in Coated Tanks
should not normally exceed 66C and 10.5 kg/cm respectively. However, these with waxy deposits from fuel oils, which can make it difficult to clean to the The use of hot water expedites tank cleaning after the discharge. It removes
may be increased subject to the following criteria: standard for gas oils and light fuel oils etc. greasy films more quickly and by raising the temperature of the tanks
atmosphere. Hot washing should be used when:
1 Agreement from the coating manufacturer that excessive heat The amount of washing required to change from a Black Oil cargo to Clean Oil
Cleaning for dry-docking or repairs
and/or pressure will not damage the coating. cargo will, in many circumstances, be trial and error.
A special degree of cleanliness is required
2 Agreement from the Tank Cleaning Equipment manufacturer that Generally, about 4 hours per tank will be required, using both fixed and/or
excessive heat or pressure will not cause damage to the machines. portable machines. It is particularly important to ensure that blind areas under Incompatibility of Grades
structures are adequately washed, and therefore portable machines must be When tank washing, the incompatibility of certain grades to one another will
The temperature of the washing water should always be at least 15C above the used. Fixed machines on product carriers, whilst suitable for oil cargoes with involve the washing-out of all residual and adhering oil. Inert gas must also be
pour point of the previous cargo. very little or no residues, may not be sufficiently effective on their own after operated to reduce oxygen and hydrocarbon gases levels in accordance with
Black Oil cargoes. 3.2 of this manual. Any slops generated should be disposed of in accordance
In coated tanks of White Product Carriers washing with cold water is adequate with Marpol 73/78.
for quality purposes, except where more stringent cleaning is required after the The 'drop-levels' should be calculated such that all parts of the structure are
carriage of Lub. Oils and Diesel Oils. The occasional use of hot water may be washed either directly or by splashing. Over-Washing
necessary to degrease tank structures, expedite gas freeing for entry or where Although it is important to remove all traces of the last cargo it is equally
a gas-free condition is required for a major change of grade. After the initial washing, the tank should be gas-freed and inspected to check important to avoid excessive tank washing as this will eventually lead to
on the effectiveness of the washing. It may be necessary to 'wing-out' the expensive renewal of tank coatings. Providing that the coatings are in a good
After Black Oil Cargoes portable machines by tying them off on a tank structure to get better coverage condition, adhesion of most types of clean oil is minimal and this reduces the
of the underside of structures. The tank is then re-inerted and re-washed using amount of washing required.
These products range from gas oils to heavy fuel oils and the degree of the portable machines that have been winged-out.
cleaning necessary will vary considerably with the grade to be loaded and the Residues Following Cargo Discharge
grades previously carried. Products within this group are persistent oils and Ship's staff should be aware that suspended machines are likely to suffer severe With spirit cargoes, little residue is left on tank sides and structures. With gas
residues must be handled in accordance with Marpol 73/78. With the exception damage if allowed to swing inside the tank when the vessel is rolling. This is oils and lubricating oils a greasy film will remain. With all oils, there is also a
of the slop tank, cargo tanks are cleaned on normal ballast passages to a particularly important when the machine is near the tank bottom, and the small amount of liquid left below the effective level of the strum. Difficulty
standard suitable for any of the products within the ship's usual trading pattern. pendulum effect is at its maximum. should not be experienced in cleaning tanks after either spirit or greasy
Specific instructions will be contained in the Company SMS and Charterer's cargoes. Bottom washing and stripping should be continued until all oil
Instructions. After Clean Oil Cargoes residues are removed.
Unless the ship has carried a cargo of crude oil or other low flash point cargo Products Range Scale Deposits
previously, gas freeing should not be necessary. Operation of the Inert Gas These products range from very light volatile oils like Naphtha, to gas oils and All clean-oil ships have coated cargo tanks and scale deposits will be minimal.
system should be in accordance with 3.2 of this manual. If the ship is back lubricating oils that are less volatile but can be greasy. Any accumulations of scale should be removed frequently, and excessive paint
loading at the discharge port, it may be necessary to clean tanks to a shore break down leading to build up of scale must be reported to the Company. Hot
facility, or retain the residues on board. If washing with some cargo remaining, Basic Tank Washing Requirements Washing will normally be carried out using the closed cycle method with the
care should be taken to ensure that segregation is not compromised. When tank washing, a good stern trim and efficient use of equipment are COTs inerted. During the washing, the IG system should be on standby in case
important. Provided that a tank is properly drained before washing begins, one the heater trips and cool water is sprayed into the tanks causing a loss of IG
Heavy fuel oils leave residues on tank bottoms and structure at low tempera- pressure.
full cycle with the fixed machines is normally sufficient to achieve a satisfac-
tures and these can cause serious contamination of the lighter fuels and gas
tory standard of cleanliness. The ship's tank cleaning manual will specify
oils. Portable tank washing machines can be used to supplement fixed
washing patterns.
machines to ensure effective coverage of all tank structures. Washing must be
continued until the required degree of cleanliness is achieved. The bottom
portion of the tank will require particular attention, especially after carrying
heavy or waxy fuel oils and at low temperatures.

Operational Procedure: Closed cycle washing g) Start the tank cleaning pumps once flow established start the
deep-well pumps.
a) Ensure the COT to be washed is inerted and oxygen content is less Case example No.2 COT being washed for inspection.
than 8%, i.e. that the tank has been purged. h) Set the heater controls to give the required temperature.
b) Place the spool piece between AE65 and AE133 in position. The vessel is now washing with a closed cycle. On completion of washing the
Lock Open Individual IG COT isolating valves BN41 to 52 and 59 heater must be shut down before the flow through it is stopped. Followed by
c) It is now necessary to charge the slop tanks with sea water. all other valves that have been opened. The cargo tanks are now ready for
Open No.1 ballast pump suction and discharge purging and gas freeing ready for entry.
When preparing the system for tank cleaning, it is important to ensure that all valves to the port slop AD26, 32, 35, 45
valves are in the closed position prior to setting the lines. When considering hot washing it is worth noting that heating coils are fitted in
Open The sea valves AD23, 24 both slop tanks, these can be used to pre-heat the wash water. Whenever
d) Line up one of the ballast pumps to discharge into the port slop, possible the slop tanks should be allowed to settle and heat up for twenty four
open the main sea valve and start the pump. a) Start No.1 ballast pump. hours after being charged with sea water. This would ensure that the tank-
cleaning heater was able to provide the optimum temperature for hot washing.
e) As the port slop fills, open the balance line and allow water to Open Balance line BQ34 and 57
flow across to the starboard slop. Cold Washing
b) Monitor and verify there is a positive flow to the port slop tank.
f) At the required ullage, stop the ballast pump and shut down the Cold Washing may be carried out under the open cycle method. It is very
discharge to the port slop. c) At the required ullage stop the ballast pump and shut down the similar to the closed cycle method with the exception that the tank cleaning
lines. pumps take their suction direct from the sea chest and not the slop tank.
g) Line up the two tank cleaning pumps to take suction from the Residues are still returned to the port slop and, if sufficient, are run across to
starboard slop discharging to the tank cleaning main and the Shut No.1 ballast pump suction and discharge the starboard slop via the balance line ready for decanting.
machines via the heater. valves to the port slop AD26, 32, 35, 45
h) Line up the deep-well pumps for the first two tanks to be washed Shut The sea valves AD23, 24
discharging back to the port slop.
d) Line up the tank cleaning pumps from starboard slop tank.
i) Start the tank cleaning pumps and commence washing the first
two tanks and start the deep-well pumps for those tanks. Set Open Both T/C pumps suction and discharge to heater
heater controls to give the desired washing temperature. and machines from the slop tank AE77, 78, 71, 72, 75,
76, 79
j) Monitor the draining to the port slop tank carefully.
Open T/C heater and the spool piece valves AE66, 67, 65, 133
k) The inert gas pressure may increase suddenly. If necessary vent
any excess pressure via the IG main high velocity vent. Open the T/C main valves AE57 and 58.
A slight port list when washing a tank is beneficial to draining via the suction e) Open the valves for the T/C machines on the tanks.
wells.
f) Line up the deep-well pumps for No.2 COTs to discharge to port
Monitor slop tank ullages and total quantities carefully. The above method of slop.
water wash is entitled 'Closed Cycle', and is considered to be the most
manageable and controlled method of tank washing. Open No.2 COT discharge valves to
port slop BQ13, 15, 37, 38,
48, 49,
Open Port Slop tank loading valves BQ45 and 31

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
rt Gas
Dil
uti
on
wit
with Ine
hA
ir
Dilution
5 Flammable
G Mixture
Critical
Dilution
with Air
Dilution with E
H Air
C
A
0 5 10 15 20 21
Oxygen - Percentage by Volume
Inerting Purging Gas Freeing

Gaseous
Fresh Air Mixture Fresh Air
Purge Pipe Purge Pipe Portable

Fan
Inert Gas at Low Pressure Inert Gas
Fresh Air Inert Gas/Hydrocarbon Mixture Fresh Air
Fresh Air from I.G. Blower

via the Cargo Filling Line
Issue: 1 3.6 Gas Freeing Page 1

3.6 Gas Freeing a) Check that all the COTs, that are not to be gas freed, have been Atmosphere tested
isolated.
COTs must be water washed, purged and gas freed prior to inspection. COTs The COT atmosphere is to be tested for both oxygen and LEL at different
must never be entered when inerted. b) Check that the IG pressure in all COT tanks is reduced to between levels and sections, and if remote checking cannot take place, entry is to be
Prior to gas freeing any COT or gaseous space, the hydrocarbon content must 25 and 50mm w.g. made wearing breathing apparatus in a fully controlled manner. A Permit to
be below 2% Hc. This will ensure that the space will not pass through the Work certificate, of limited duration, will be required.
flammable envelope as the oxygen percentage increases. (See Flammability c) Change over the inert gas blowers to fresh air blowing.
Composition Diagram - Hydrocarbon Gas/Air/Inert Gas Mixture in illustration Entry into a space without Breathing Apparatus is only permitted when the
3.6a.) d) Restart the blower and blow air to the COT to be gas freed, via oxygen content is 21%, and the flammable gas content is zero. Where readings
the removable spool piece, into the cargo lines (all lines must have been steady for some time up to 1% LEL is acceptable in conjunction
It is important to locally isolate tanks that are to be gas freed, so that inert gas have been well drained). with the 21% oxygen.
cannot enter these tanks from adjacent, inerted tanks. The first stage in the gas
freeing process is called purging. e) Vent through the tank hatch. Gas free one COT at a time. Permit to Work completed (Tank Entry)
f) Monitor the oxygen at all levels in the cargo tank until 21% O2 is
Common practice is to purge several tanks at the same time, and monitor the A Permit To Work must be completed before entry. The permit should be of
gas emitted from the purge pipe until it is below 2% Hc. This method is termed achieved.
limited duration and should, in any case, not have a validity in excess of 8
replacing a tank atmosphere by displacement, where the heavier inert gas hours.
g) Carefully test the tank for LEL and ensure that LEL is zero. If
slowly displaces the gaseous atmosphere through the purge pipe. Maximum IG
pressure during purging should not exceed 200mm w.g: deemed necessary, test the COT for H2S to ensure that it is within
acceptable limits. Pre-Entry preparations made
Procedure for Purging Tanks:
3.6.1 Gas freeing for Man Entry The space must be thoroughly ventilated and the atmosphere tested and found
a) Open the lids of the purge pipes on the tanks to be purged. safe for entry without breathing apparatus. Rescue and resuscitation equipment
The following are required, in addition to the general procedure above, for gas is to be at the entrance to the space, along with a responsible person who will
b) Line up the inert gas plant and supply IG to the tanks to be freeing. More detail and recommendations can be found in the Company maintain constant and full communications with the personnel throughout the
purged. Safety Manual and the C.O.S.W.P.M.S. (Code of Safe Working Practices for time they are in the space. He will also maintain communications with the
Merchant Seaman). O.O.W.
c) Monitor the emissions from the purge pipes until the
Hydrocarbon Meter (e.g. MSA Tank-scope) readings are less than Competent person to make an assessment All equipment is to be checked so as to be intrinsically safe. Recommendations
2% Hc. in the C.O.S.W.P.M.S. (Code of Safe Working Practices for Merchant Seaman)
Competent persons are the Master, Chief Engineer, Chief Officer and the
Second Engineer. But in the case of cargo tanks, the Chief Officer will Chapter 10 are to be complied with.
d) Upon completion of purging, the IG plant must be stopped and the
pressure of the IG main minimised and the inlet valve to the tank normally make the initial assessment. Full account is to be taken of the
potential dangers and hazards associated with the space to be entered and the Procedures during entry
closed.
level of risk defined.
Ventilation is to be continued throughout the entry period. Should the
e) The spectacle blank flange is to be swung on the tank to be gas ventilation fail, the operation is to stop and personnel in the tank are to return
freed and the IG purge pipe opened. The tank can then be gas Responsible person to take charge
to deck.
freed using the portable fans. A responsible officer will take charge of the entry operation, this person will
be appointed by the Master. The atmosphere must be tested at regular intervals to verify that it is still safe.
f) Monitor the tank atmosphere for oxygen until the readings are Careful monitoring of the personnel in the tank is to be carried out and should
21% O2. Potential hazards to be identified the responsible person note any adverse signs he is to issue the recall signal
immediately and advise the O.O.W. who will sound the alarm and summon
g) Carefully monitor for LEL and ensure that the reading is consis- Oxygen deficiency and / or the presence of toxic substances or flammable assistance.
tently below 1% but preferably zero. vapours.
In a similar manner, should any person in the tank feel adversely affected in
h) Test for H2S if necessary. Space prepared and secured for entry any way, they are to warn their companions and vacate the tank immediately.
Alternative method for gas freeing The space to be entered is to be secured against the ingress of dangerous
substances. Valves are to have a positive method of displaying if open or shut,
In the event that several, or all, COTs are to be gas freed, the inert gas fan(s) and of preventing them from being operated while entry is taking place. The
can be changed over to blow air to the tanks : O.O.W. on watch on the bridge, or on the main deck, is to be informed of any
tank entry.

3.6.2 Gas Freeing for Hot Work
In addition to the requirements of 3.6 and 3.6.1 the following are to be

complied with:
1) All necessary terminal, port authority and government approval

must be obtained.
2) A Hot Work Permit is to be issued.
3) Hot Work must not reduce the vessels fire fighting potential.
4) A fire pump is to be running and hoses run out.
5) All sludge, scale and sediment for a distance of at least ten metres
around the hot work area must be removed, including the reverse
side of frames and bulkheads. Adjacent tanks and spaces should
be rendered safe by either gas freeing or filling with water.
6) The COW line should be continuously pressurised from the

firemain throughout.
7) Cargo lines must have been thoroughly washed and kept flooded
with sea water.
8) If necessary bunker tanks should be ventilated (where the LEL is

in excess of 5%).
9) 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%.
10) All cargo and pump room valves are to be locked closed, or
inhibited with a sign posted DO NOT OPERATE, for the duration
of the repair period.

Illustration 3.7a Ballasting
To Clean Cargo
Tank System
Upper Floor
To Cargo Platform
System From I.G and
Vapour Collection
System
No.2 Water Ballast No.2 Crude No.2 Crude No.2 Water Ballast
AD28 H
To Slop
Tank Port
AD45 AD24 AD23
Compressed AD29 Sea

AD44 Air Weed Chest
Blow Deck Stand
AD59
Connection
H H
H AD06 AD07 No.2 Water Ballast No.2 Water Ballast

Tank Centre Tank Port
AD30
H
H H
AD19
No.2 Ballast
Fore Peak
No.1 Ballast
H H H
AD35 Pump 1000m3/h
AD21 AD16 AD02
AD20
AD32 AD39 AD26
H No.5 Water Ballast
Tank
No.2 Water
AD31 Ballast Tank
No.1 Eductor Centre
AD36
80m3/h
AD40 AD35
AD42 AD60 No.6 Water Ballast No.4 Water Ballast No.3 Water Ballast No.1 Water Ballast
AD42 AD41 Tank Starboard Tank Starboard Tank Starboard Tank Starboard
From Fire
Water System
No.2 Water Ballast
Tank Starboard
AD37
Bilge Suction Bilge Suction
Pneumatic AD70 Port Starboard
Pump AD69
Deck Stand
30m3/h
Key
H From Compressed
Air System
AD68 AD46 Hydraulic System
No.6 Ballast
Tank Port
Sea Water
AD43 Air
Issue: 1 3.7 Ballasting and De-ballasting Operations Page 1

3.7 Ballasting and De-ballasting Operations Open Open connection valves to
cargo system BQ55,54,50
3.7.1 Heavy Weather Ballasting
b) Ballast Pumping system is now open to the cargo system.
The ballast system is described in section 2.7. In the event of extreme weather
conditions, where the Master considers that it would be prudent to ballast one Open Open No.3 top line and No.3 COT
or more set of COTs, then the following procedure should be adopted: loading valves BQ18, 20, 39, 40
a) Ensure that at the discharge port, heavy weather ballast tanks are c) Start both ballast pumps verify flow to No.3 COT.
suitably prepared in accordance with Marpol 73/78 requirements.
d) Slowly increase pump RPM to full and ballast the tanks to the
b) Ensure that all cargo lines to be used are well drained. required ullage. During the operation a good check must be kept
on the Inert Gas Pressure. Excess pressure can be vented via the
c) Carefully calculate stress, trim and stability. To avoid sloshing, mast riser.
aim to ballast each COT to 98% ullage.
e) On completion of ballasting No.3 COTs shut down the system,
d) One or both of the ballast pumps may be used utilising the ballast and take out the removable spool piece.
sea valve via valve AD44, removable spool piece, and the top
loading lines to the required COTs. 3.7.2 Line Cleaning
e) Where ballast is put into a tank which has been crude washed but The washing of lines is an integral part of tank cleaning operations on a
not water rinsed then the ballast in that tank is to be treated as product tanker. The requirement for line cleaning being in the main dictated by
dirty ballast. the type of cargo last carried and the type to be loaded through the lines. Line
washing can also include hot washing, by connecting a flange with hose
A COT which contained crude oil may not be used for additional ballast unless connection to the manifold and then pumping hot water etc through the tank
it was crude washed at the discharge port. cleaning main, via a tank cleaning hose into the individual top lines and then
to each tank connected to that top line.
At the onset of improved weather or as soon after as is practicable the
additional ballast should be discharged. This COT ballast must be discharged The Marpol connections can also be utilised to assist in washing round the
according to Marpol 73/78 regulations in sea areas acceptable to the manifolds. Where cold water is supplied for washing lines the ballast pump can
signatories. In addition COT ballast must be discharged with the O.D.M.E. be used for this purpose. Alternatively the slop tanks could be partially filled
operational. and the deep-well pumps used to pump the water to each top line in turn. After
the lines to the individual tanks have been washed, then any residue must be
Ballast No.3 COT (Port and Starboard) using both ballast pumps, which will discharged back to the slop tank ready for decanting. Where products are to be
give a projected ballasting rate of 2,000 m3/h. loaded invariably some of these will be water incompatible. Lines must be
properly drained and where necessary, the remaining contents of the tank will
In this instance it is assumed that No.3 COT has not been water rinsed and will have to be educted and the tank mopped after gas freeing.
be classed as dirty ballast and that the removable spool piece is in position.
In some instances a small quantity of a product will be loaded to a tank and
a) Set up both ballast pumps from the sea discharging to the then after sampling, is discharged back ashore. This in effect cleans the line
removable spool piece. between products. This would normally require Company and Charterer's
Instructions before being carried out.
Open Ballast pump suction and discharge

valves AD25, 21, 32, 33, 44
Open Sea valve and Intermediate sea valve AD23. 24

Illustration 3.7.3a Oil Discharge Monitoring Equipment
Ship Control Centre
Pneumatic Control Unit From Control

From Control Air System
Air System
BQ105 BQ67
Solenoid Valves
Cabinet Room CQ17 CQ15
Upper Deck CQ11 CQ16 Upper Deck
Engine Room Pump Room
CQ3
CQ10
dP/I Flowmeter No 6 Ballast Tank

Converting Unit Analysing Unit Transmitter Unit
From Cargo Pump
Discharge Lines
CQ9 CQ5
CQ29 Slop Tank
From Control
Air System
CQ20
Sample Pump
Unit
CQ1
CQ21 CQ6 CQ18 CQ12

From Service Water No 1 H.F.O Tank
System in E/R. CQ22 CQ7 CQ19 CQ8 CQ23 CQ30 CQ31 (Port)
Hose to be
uncoupled CQ13 CQ14
Pneumatic Key
after use
Control Unit
Ballast
Air Lines
From Control
From Ballast
Air System System Fresh Water

3.7.3 Oil Discharge Monitoring Equipment and shall record the resulting measurement prior to the commencement of Monitoring System - Engine Room
monitored discharge.
Maker : Jowa The signal is derived from the analysis of the sample water being passed
It should be ensured that all valves not required for the particular operation through the measuring vessel from the sampling pump.
Procedures for ballast handling and line washing in compliance with being undertaken are kept in a fully closed position.
regulations 9 of Annex 1 of Marpol 73/78. Line draining shall be carried out
in accordance with the procedures detailed in the approved Crude Oil Washing Introduction Control Unit - Cargo Control Room
Operation and Equipment Manual prior to any discharge of extraordinary dirty
ballast, oil contaminated water and slops. The oil discharge monitoring equipment is installed on this vessel to provide The control unit provides the means of total supervision of the monitoring and
the control of overboard discharge by measuring oil outflow concentration. It sampling system and performs the function of a computer and recording device
Regulation 15 (3) (a) of Annex I of MARPOL 73/78 specifies that the also computes the rate of discharge and total quantity of oil discharged per in respect of allowable discharge operations.
approved oil discharge monitoring and control system shall be in operation ballast voyage. The system monitors the oil content, discharge ratio of oily
when there is any discharge of oil contaminated water into the sea. For this mixture and discharged oil quantity. It automatically stops the overboard The digital visual display unit shows the data for any current discharge
vessel, this means all extraordinary dirty ballast water. For instance, line discharge of the oily mixture and returns the discharge to the slop tank when situation and gives instantaneous alarm indication.
flushing and tank washing water from the cargo space must be monitored using the oil content exceeds the limitation of the preset value.
the high overboard discharge. A printer is incorporated to record data required in compliance with IMO
The system fitted to this vessel consist of the following main elements: Resolution A.586 (XIV).
The discharge monitoring of clean ballast is not required by Annex I of
Sampling system
MARPOL 73/78, providing such ballast is contained in a tank previously the Discharge of Ballast and Contaminated Water
subject of tank washing coming after carriage of oil. The ballast discharge Monitoring system
must not produce visible traces of oil or sludge to the surface of clean calm Ensure that line flushing has been completed prior to discharging any ballast
Control system
water. It is recommended however, that all such extraordinary clean ballast be or oil contaminated water. All valves not being used for the discharge are to be
monitored in order that evidence can be collected to determine that the oil Their description is detailed in the following sections: kept shut.
content of such discharge does not exceed 15 parts per million notwithstand-
ing the presence of visible traces. Sampling System Access to data input, operating mode etc, is through the keyboard located on
the unit.
The discharge monitoring of segregated ballast is not required by Annex I of The major components required for the sampling of contaminated oil discharge
MARPOL 73/78. Such ballast should be subject of surface examination prior are located in the hazardous area and consist of: Control Unit - Alarms, Controls and VDU Displays
to discharge.
A sampling pump and motor assembly located on the bulkhead Introduction
Prior to any discharge overboard, the oil monitoring and control system shall between pump room and engine room starboard side.
undergo pre-start checks and the input of data variables. The system will The control unit has a users access code, which must be input prior to the
remain fully operational during all phases of discharge and the printed record The oil content meter and measuring vessel penetration located changing of input data.
confirming time and data will be retained on board for a period of at least three above the sampling pump.
years. A control valve assembly. Control Unit Panel Facilities:
VDU Intensity Control
All ballast and effluent discharge operations will be clearly recorded in the Oil During operation, the oil monitoring sample pump extracts a sample from the
Record Book Part 11 which is placed on board in accordance with Regulation probe, which is situated in the overboard discharge and routed through a local, Mains Supply Indicator
20 of Annex I of MARPOL 73/78. It is recommended that the O.D.M.E. print- manually operated probe isolating valve to the control valve assembly.
Alarm Indicator / Acknowledge Push-button
out is attached to the corresponding entries and be made available for port state
inspection when required. From the sample pump discharge, the sample is routed directly to the analyser Auto/Manual Key-switch
unit.
Keyboard
Subject to charter party agreement, oil contaminated water and slop may be
discharged to a shore reception facility at the loading port. Monitoring of The sample passes through the in-line flow detector/indicator, a manually Visual Display Unit
discharge in this case is not required. operated flow regulating valve and a 3-way back flush pneumatic valve before
Printer
being discharged to the slop tank.
Prior to the discharge of ballast and oil contaminated water the cargo officer
shall use the portable cargo monitoring/interface detector, in accordance with A supply of fresh water is available for system flushing and calibration.
manufacturer instructions, to determine the position of the oil/water interface

Alarms and VDU Displays Manual inputs Starting Interlock
In case of an alarm condition the (red) alarm indicator will illuminate together Manual inputs are not normally required except for the verification of sample The Resolution A.586 (X1V) requirement for a starting interlock is satisfied by
with audible alarm from the control unit. channel and the selection of total oil reset, total oil limit and ship situation data. electrical control between the control unit and a relay based on interlock
circuits contained in the cargo valve console.
Pressing the alarm indicator push-button will acknowledge the specific alarm Outputs Recorded
condition and cancel the audible alarm. The alarm indicator lamp will stay lit Discharge Valve Control
until the fault is rectified. Introduction
Full automatic discharge valve control is arranged in compliance with
Any message currently displayed on the V.D.U. will be accompanied by a new The outputs from the control unit are recorded by the printer. Each record must paragraph 3.3 of Res. A.586 (X1V) by the mutual operation of overboard valve
message at the bottom of the screen, detailing which alarm parameter has be retained for at least three years. CL188 and slop tank return valve CL102.
occurred and (where applicable) the rectification procedure that should be
followed can be displayed upon demand. The printer will be provide a listing every 10 minutes during operation and will Flow Rate Indicating System
provide immediate and additional listings such as:
The alarms (programmed and non-programmed) incorporated within the The O.D.M.E. control unit is provided with auto input rate of effluent
Each time the equipment is switched on.
control unit micro-processor include as follows: discharge from the 550A discharge line leading to the port high overboard. The
Each time an alarm is raised. flow rate indicating system consists of a probe located in the vertical rising
30 litres/nautical mile exceeded
section of the upstream discharge line of the O.D.M.E. sampling probe. Linked
Each time data is changed or revised.
Total oil limit exceed to the probe is a D.P. transmitter, the low pressure and high pressure impulse
Each time there is an increase of 10 litres/nautical mile in the lines from the probe are connected to the transmitter mounting valve block.
15 ppm passed or 100 ppm passed
quantity of oil being discharged.
999 ppm range exceed Ships Speed Indicating System
Notified Outputs
Water failure The system consists of a speed log, the transmitted signal of which is cabled
The printer will provide the following data according to the sampling mode: directly to the O.D.M.E. control unit.
Motor pump wrongly powered
Calibration failure Date (Day/Month/Year) and time (24 hours G.M.T.) Discharge of Ballast and Contaminated Water
Oil content meter failure Channel selected - manually selected (No.l)
Ensure that line flushing has been completed prior to discharging any ballast
Flow meter failure State of discharge (permitted/prohibited) or oil contaminated water. All valves not being used for the discharge are to be
kept shut.
Printer paper failure Position of discharge valve (open/closed)
Ships speed too high > 20 knots Flow-rate input value Pre Operational Checks for Oil Discharge Monitoring and Control
System
Ships speed too low Total oil limit in litres - manually input
Discharge valve wrongly open Power on/ power off. Prior to setting the oil discharge monitoring and control system and com-
mencement of ballast or oil contaminated water discharge, the following
Automatic and Manual Input Monitoring checks must carried out :
Instantaneous rate of discharge of oil in litre/mile. Engine room
Automatic inputs
Total quantity of oil discharged.
a) Ensure that the power supply is available to the sample pump
Concentration of oil in parts per million (ppm) which is a real value derived Input value of oil content in ppm motor starter.
from the installed oil content meter.
Ship speed input value
b) Check that the power supply to the analyser unit is ON.
Time (based on G.M.T) and date. Pre-programmed until the year 2020.
Memory is maintained for a maximum of three months by a re-chargeable Other data is listed or VDU displayed as appropriate according to specific
operating parameters or malfunctions, i.e. vessel under voyage etc. c) Ensure that the air supply to the oil content meter is available.
battery back-up regardless of mains disconnection.
Effluent outflow rate is obtained from the installed flowmeter system.
Ships speed is obtained from the ship speed log.

Pump room b) Set the control unit main switch ON. Commencement of Ballast or Contaminated Oil Discharge:
a) Ensure adequate air supply is available to the monitoring system. c) Programme the ballast monitor as described in the makers a) Ensure all line flushing/tank washing operations are properly
manual. completed.
b) Check and adjust the regulator serving and supplying control air.
Action in case of O.D.M.E. alarm The oil discharge line will be higher than the cargo system discharge line.
c) Open the fresh water flushing/calibration shut-off valve.
In the case of exceeding an operational limit or receiving an equipment b) Ensure pre-operational checks for the ballast monitor system have
d) Check all drains valves in the monitoring system are closed. malfunction alarm, all overboard discharge operations will be stopped by the been completed.
control system pending further effluent processing (if possible) or system rec-
(Note ! Do not touch the hydraulic flow regulating valve unless absolutely tification. c) Check the I.G. plant is available and placed on standby and that
necessary. The valve is pre-set during commissioning to give a sample flow of all relevant I.G. / vent distribution systems and valves are set to
between 700 and 750 litres/hour through the O.D.M.E. system.) The action, in the case of manual(override) operation, consists of stopping the their correct respective positions.
discharge pump(s) and closing the overboard valve.
e) Open the sample probe isolating valve. d) Set up the O.D.M.E. control unit as described previously.
To emphasise:
On deck The important parameters being:
If the instantaneous rate of discharge(30 l/nautical miles) is exceeded:
a) Take oil/water interface readings of heavy ballast tank(s) and/or Ships situation
of tank washings contained in the slop tanks by using the MMC a) Stop the discharge pump and secure the cargo system main Type of product
detector. valves.
Total oil limit
Cargo control room b) Allow further time for oil/water interface formation. e) Execute a manual calibration/flushing procedure.
a) Ensure that 220V power is available to the O.D.M.E. control unit. c) If it is known that contamination has occurred, immediately use Slowly run up the discharge pump to induce suction and prevent surging and
clean water to flush the lines into the port slop tank. divert the flow into the port slop tank through the recirculating valve. When the
b) Check that the control unit printer has sufficient paper.
instantaneous rate of discharge is stabilised at a low reading, the secondary
d) Take interface readings. overboard discharge valve will open and the recirculating valve will close.
c) Request the engine room for cargo pump service.
Run the discharge pump at a suitable speed with the required outflow rate and
e) Try discharging again at a reduced flow rate, carefully observing observe the litre/mile instantaneous rate output carefully.
d) Start-up the hydraulic power pack and open the relevant cargo the outflow quantity.
valves.
Periodic Checks During The Discharge:
f) If a further discharge is impossible even though not exceeding the
e) Inform the officer-on-watch of impending discharge. Make an 30 l/nautical miles limit, retain the oil contaminated water for
initial entry in the Oil Record Book. a) Carefully observe any diminishing tank levels.
discharge to a shore reception facility at a later date.
Operation Of The O.D.M.E. Ballast Monitor b) Slow down the discharge pump when there is approximately a one
If the total quantity limit is reached: metre level remaining in the tank, in order to avoid vortex
Programming procedure for ballast monitor. formation and possible disturbance to the oil layer.
a) Stop immediately the discharge pump and secure the cargo
system. c) Station a watch-keeper with a radio above the discharge point to
When the line flushing and pre-operational checks have been carried out, the
following operating procedure is carried out at the control unit panel : provide early warning of water discolouration.
If the O.D.M.E. suffers a malfunction or failure :
a) Inform the bridge watch (and engine room) that discharge of d) Be prepared to stop discharging at the 30 l/nautical miles alarm
a) Stop the discharge pump and secure the cargo system. limit.
ballast or slops is in progress. The bridge look-out should report
to the Officer-on-watch of any oil or discolouration noticeable in b) Depending on the malfunction, attempt to rectify the fault using
the outflow or wake of vessel. A seaman, equipped with radio, e) Be prepared to stop discharging at Total Limit Alarm.
the trouble-shooting page shown on the control unit display.
should ideally be stationed above the overboard discharge to warn
of any cargo oil discolouration to the officer, especially when (Note ! Always ensure the overboard valve closes and recirculating valve
approaching a low tank level. opens on reaching an operational or alarm status.)

Shut Down Procedure
On completion of discharge operations :
a) Stop the discharge pump.
b) Open the recirculating valve, the overboard valve closes.
c) Ensure that the O.D.M.E. system executes full calibration /

flushing cycle to completion.
d) Ensure that the print recorder shows completion of operations.
e) Switch off the oil content meter and control unit and open the
sample pump isolator (as long as auto flushing is not required).
f) Isolate the sample probe and the fresh water supply valves (as
long as auto flushing is not required).
g) Execute the final line flush to the port slop tank on completion of
contaminated oil discharge.
h) Secure the discharge system.
i) Make the appropriate entry in the Oil Record Book - Part II.
Master to countersign.
(Note ! The system should execute an automatic calibration/flushing cycle

every 24 hours when in STAND BY mode. When this is not required ensure
that the power switch on the control unit is in the OFF position and the above
items e) and f) are isolated.)

Part 4
Cargo Operations - Control and Instrumentation

Illustration 4.1.1a Cargo Control System Overview
Cargo Load Panel for Controlling Framo Pumps

Control Computer Danfoss Valves and Control
Console Hydraulic Power Pack Panel
CARGO CONTROL ROOM
HAZADOUS AREA
Tank Radar
TA 840
Temperature Residual Tank

Sensor Pressure and Suction Vapour Pressure Inert Gas
Inert gas Transmitter
T901-P Transmitters for Cargo, Transmitter
Pressure Sensor
Ballast and Tankcleaning
T901-P
Pumps
Draft F.O., D.O. and F.W. Ballast Tank Residual Tank

Transmitters Tank Level Level Transmitters Level Transmitters
Transmitters
Issue: 1 4.1 Control Systems Page 1

4.1 Control Systems 4.1.2 Control of Valves and Pumps
4.1.1 Cargo Control System Overview Valves are controlled from the screens on the work stations.
The management of the cargo loading and discharge is carried out from the Next to each controllable valve is an open/close switch, which operates the
Cargo Control Room, which is situated on the port side of A deck. relevant hydraulic actuator for that valve.
From here the following can be controlled and monitored: Some valves can be partially opened and closed, and next to these valves there
is a % scale to indicate the open/closed position of the valve.
1. Cargo planning, using the 'Loadstar' computer programme.
Pumps are also started, stopped and controlled from the screens on the work
2. Cargo pumps and valves, using the IPH control system.
stations.
3. Cargo tank levels and temperatures, using the 'MAS2600' tank
radar system.
4. Inert gas quality and pressure, using the inert gas panel.
5. Any gas leakage into the ballast tanks is monitored by the 'Vimex'
gas detection system.
6. Overfilling of the tanks is avoided by using the 'Ormicon' overfill

alarm system. The alarms are set at 98% full for the Ormicon and
95% full for the 'MAS'.
7. Local dipping of the tanks is carried out using the 'Hermatic'

ullage/temperature interface detector, with hand dipping connections
fitted to each tank.
Illustration 4.1.2a Screen Displays
Cargo Control System Overview Cargo Oil Tank Levels
Issue: 1 4.1 Control Systems Page 2

Illustration 4.2a Cargo Control Room Layout
Printer
U.M.S.
Alarm
Monitor CO2
Fire
Extinguishing
System
Cabinet
Cupboard
Containing
Computer Conference
Network Table Ship's Network Load Computer
System Computer Work Station
Work Station
I.P.H. Quick
System Closing
Printer Monitors and Remote
Operating
Valves
System
Cabinet
Cupboards
Containing
Instruction
Manuals Cargo
Control
Console
Emergency
Stop
Buttons
Cabinet
Overboard
Discharge
Monitoring
Equipment
Cabinet
Ormicon Tank
Overfill Alarm
System
Cabinet
Sink Cupboards Containing Safety Gear Vimex Gas Vimex Vapour Inert gas Framo Pumps
Detection System Monitoring System System System
Cabinet Cabinet Cabinet Cabinet
Issue: 1 4.2 Cargo Control Room, Console and Panels Page 1

4.2 Cargo Control Room, Console and Panels Framo cargo pump system indication panel
The cargo control room is situated on the port side of A deck I.G. system indication panel
From here the loading and discharge of each cargo can be controlled and Vimex gas detection system panel
monitored. Vimex vapour monitoring alarm panel
The room is divided into 2 areas - control area and deck office. Carla tank overfill alarm system panel
Cupboard containing safety lamps
The deck office area contains:
Cargo pumps emergency stop buttons
Conference table
Fire dampers remote control switch
Computer work station
Satellite link telephone
Talkback and automatic telephone
U.M.S. alarm panel
Panel with ships safety plans
Sink and coffee machine
Cupboards containing:
Gas monitoring instruments
Self contained breathing apparatus
Ships computer network system
The control area contains:
Computer work station, with the Loadstar system
Control console containing:
Two I.P.H. system monitors
Intrinsically safe telephones
Selco alarm panel
I.G. emergency stop
UCS/UMS2000 alarm monitor
Fire control station containing:
Jowa O.D.M.E. output panel
Emergency stops ESS 1 - 6
Stop buttons for the foam and fire pumps
Fire alarm repeater panel
Quick closing and remote operating system
CO2 extinguishing system
Fire alarm switch
Issue: 1 4.2 Cargo Control Room, Console and Panels Page 2

Illustration 4.3.1a Tank Level Measurement
Common Connected
Workstations With
21" Monitors
Cargo Control Safe Area
Area Printer
Printer
I/O Box Switch
Network Cable
5m
Interface To Load Calculator
Interface To Remote Sounding System
Interface To Alarm Monitoring System
Cargo Control Room

Redundancy Box
Level Unit
Siox Module
Hazardous Area
12 Cargo Level Transmitters 2 Slop Level Transmitters

12 Cargo Tank Deck Fitting 2 Slop Tank Deck Fitting
Cargo Tanks Slop Tanks
Issue: 1 4.3 Cargo and Ballast Tank Instrumentation System Page 1

4.3 Cargo and Ballast Tank Instrumentation System Work Station The Base Window
4.3.1 Cargo Tank Level Measurement System Description The base window is always at the background of the screen.
The work station is operated by using a mouse curser, which is moved directly
Maker : I.P.H. Marine Automation At the top of the window there is row with the Tank Radar name, the date and
to the screen area to activate various functions.
time, the Help button and an Exit all button.
General Description of the M.A.S. Tank Radar System The display works under the Windows operating system. Different windows
can be opened up and displayed simultaneously. The windows can be moved By pressing the Help button help texts can be read about the various parts of
The radar transmitters on the top of the tank emit microwaves directed by an on the screen by pointing at the top, on the title bar, of the window and the software.
antenna towards the surface of the tank contents. The antenna picks up the dragging them to a new position. All the windows have a Back button, which
echo from the surface. The difference in frequency between the transmitted places the window behind the other windows and an Exit button, which closes Clear the screen by pressing the Exit all button. All the windows that are open
and reflected signal is directly proportional to the measured distance i.e. ullage. the window. on the screen are closed down and the over view window is opened.
The M.A.S. Tank Radar system is the main part of the Cargo Tank Control The overview window is the main window to work from, as it shows the layout Below the top row there is the row of buttons, of which the first button is
system, which is made up of the following units: of the tanks of the vessel. If the overview window is not displayed touch the always the window button. The other buttons can be as follows (depending on
Exit all button or the Overview button. Touch a tank area on the mimic figure system configuration):
Work Station.
to open the tank data window, which displays the basic information on one Overview button.
Level Unit. tank. When loading or discharging, the tank data windows of all the active
tanks can be opened and placed beside each other. Set-up button.
Transmitters.
Group button.
To display the channel menu touch a value (for example an ullage value).
Work Station Select one of the items on the menu or touch outside the menu to close it. Trend button.
Alarm button.
The work Station is used by the operator for monitoring of tank ullages, tem-
The tank set up window shows more information on one tank than the tank data
peratures, inert gas pressures and all the other data that is handled by the These buttons are used to open the corresponding windows. However, both the
window.
M.A.S. Tank Radar. The work station takes care of the alarm handling of the Window button and the Set-up button are Menu buttons, which means they
measured values. It also communicates with other systems, such as load open up menus from which the operator can make a selection.
calculators and electric-pneumatic level gauging systems (for ballast etc.) and
supervises the transmitter and level unit computers. Alarm row
Level Unit At the bottom of the screen there is an alarm row. On the alarm row there is:
The level unit contains terminals for the intrinsically safe connection of the
transmitters. It contains the electronics used for processing the signals from the An Alarm button for opening the alarm summary window.
transmitters, for calculating the tank parameters, such as a trim/list corrected
ullage, average cargo temperature etc., and for communicating with the work An alarm text with the oldest accepted alarm, status, channel name, current
station. value and the past alarm limit.
The system automatically measures the ullage more often on cargo tanks that An indication of how many more unaccepted alarms there are.
are either being loaded or discharged.
A red accept button for accepting the alarm displayed on the alarm row.
Transmitters
The transmitters measure the distance to the product surface, using a A buzzer stop button for silencing the work station's alarm buzzer,
continuous radar signal, and have an electronic box that generates and until there is a new alarm.
processes the radar signal.
When there is an alarm, the alarm row is shown on top of the other windows
The transmitters are of the standard type with a high performance parabolic on the screen. If there is no alarm, only the Alarm button is shown on the alarm
antenna. row.

Overview Window Channel Data Window On the right side of the window there are four buttons for scrolling the list. Use
the intermediate buttons to scroll the list one page at a time, or use top or
When the work station 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 bottom buttons to go to the beginning or to the end of the list.
overview window. data window is used to get a quick overview of the data of a single channel. A
new channel can be selected directly from this window by pressing the When the Accept Page button is pressed all the channels seen on the screen at
The overview window is made specifically for each ship. The information in Channel button. the moment are accepted.
the overview window will change for different ships. Tank Set-up Window
The Sysfail Window
Each tank is shown with its tank name and ullage. An arrow indicating the The tank set-up window will show all the data on one tank. The alarm limits
level rate may be displayed below the value of the ullage. When it points down and other data can be changed from this window. It is also possible to block The Sysfail-window contains a list of any serious system failures within the
it indicates that the tank is being discharged and conversely it points up when individual channels from this window by pressing the check boxes at the right Tank Radar system. The following failures can be included in the Sysfail
the tank is being loaded. end of the window. A check mark in a box indicates that the channel is window:
blocked. Select a new tank by hitting the Tank button.
Level Unit Communication Failed
There can also be fixed areas on the overview window with information on, for
example, draft, seawater density, trim and list. A field can be pressed in the Mode column to set a manual value to the Level Unit Sysfail
channel.
Level Unit Power Failure
Below the mimic of the ship there can be buttons for viewing pre-defined tank The value of delay is entered in seconds.
groups. One of these buttons could be configured to show for example, the Level Unit LI Communication Failed
tanks in the aft end of the ship, and another, the tanks at the middle part of the The Tank set-up window can contain more information than can fit sideways.
I/O Box Relay Communication Failed
ship. In this case there is a scroll bar at the bottom of the window for scrolling the
window sideways.
By pressing a tank area the tank data window for that tank is opened. If you See the Service Manual for more information on how to find the failures and
press the ullage value, the channel menu is opened. Channel Set-up Window how to fix them.
Use the Channel Set-up window to enter a manual value. Just press the check
Tank Data Window box for manual, and then press the value and type in the manual value. Some The Warning Summary-Window
channels do not allow manual entries, the word Manual is then dimmed.
The Tank Data-window is a small window displaying basic data of one tank for The Warning Summary window lists all the failures that normally do not
each window. The ullage for a cargo or a slop tank is shown in a numeric form It is also possible to disconnect a channel, by pressing the disconnect check seriously affect the Tank Radar system.
below the bar-graph. In the bar-graph, the ullage is indicated by the empty box so that a check mark shows.
space above the coloured bar in the bar-graph For ballast and miscellaneous The following messages can be included in the Warning Summary-window:
tanks the level is shown in numeric form and in the bar-graph as well. Open Alarm limits can also be changed as well as blocking a channel.
the tank data window by pressing the area of the tank in the overview window. Level Unit Ground Failure
The tank data window for that specific tank will open. Press the value of the Select a new channel by pressing the Channel button.
Level Unit Memory Failure
ullage in the overview window and the channel-menu will be displayed The Alarm Window
instead. Master Communication Failed
The Summary-window contains four summaries; the Sysfail, the Warning Level-Datic Communication Failed
A number of tank data windows can be opened (a maximum of 20 windows Summary, the Alarm Summary and the Event Log.
can be displayed at one time) and can be placed wherever required on the SIOX Communication Failed
screen. Just press the title bar and move the pen. Open the Summary window by pressing one of the two Alarm buttons, either Level Unit Restarted
at the lower left corner of the screen or at the row of buttons at the top part of
You can switch to a new tank in a window by pressing the Tank button and the screen. See the Service Manual for more information on how to find the failures and
selecting a new tank from the list. how to fix them.
Press the Summary button to display one of the following summaries:
An arrow pointing down beside the bar-graph indicates that the tank is being
Sysfail to display any system failure
discharged, and conversely if the arrow points up the tank is being loaded.
Warning to display the Warning Summary
The alarm limits are shown as lines beside the bar-graph. The shorter lines
Alarm to display the Alarm Summary
indicate the High and Low limits, while the longer lines indicate the High High
and Low Low limits. The values in the window that are underlined can be Event log to display a log of all events (up to the 200 latest events in
changed. the system)

The Alarm Summary Window Press OK to open the new group. Press the buttons marked with '????' to define There is a time ruler for viewing historical data. Use the buttons described
the contents of the rows and columns of the group. Select 'New' to add new above to move to the trend area that is required, then switch the ruler on by
The Alarm Summary window displays all the channels that are in alarm at the rows or columns before or after the column or row button you press. pressing the Ruler button. When the ruler is on the values of the channels cor-
time. They are displayed with their status, their value, the limit that caused the responding to the time where the ruler is placed, the values are displayed under
channel to go into alarm and the unit with which the channel is presented. The Editing a Group the heading Ruler Value. The time and date, corresponding to the position of
Alarm Summary can contain an unlimited number of rows. The alarms for (Note ! Do not edit a group with a log started. Stop it first, edit it and save the the ruler, are shown above the grey window containing the trend lines. The
each tank are grouped together in the summary. changes, then start it again.) ruler can be moved one sample at a time using the left and right single arrow
buttons, or five samples at a time using the left and right double arrow buttons.
The Event Log To edit a group, first select the group from the list under the Group button. If quick movement to another part of the Trend is needed, switch the ruler off
and use the buttons to move one whole window at a time, or to go to one end
The Event Log lists the latest 200 events for channels of the alarm classes Then press the Set-up button and select Edit Group. The look of the window of the trend.
Sysfail, Warning and Alarm. An Event is recorded when a channel status goes changes slightly when it is in the Edit mode.
into or out of alarm, block or disconnect. When the ruler is on, press a point on a trend and the Ruler moves to this point.
The column and row headings turn into buttons that are used for defining the Then adjust the position of the ruler more exactly with the single arrow left and
Group Window contents of each row or column. If a row needs to be changed press the button right buttons.
containing the heading of the row. A small menu, with the options Edit, New
Use the Group-window to group information, such as measured values, status, and Delete, is displayed. Edit, Add or Delete a Trend
alarm limits, into one or more tables. It could, for example, be the ullage values
of a number of tanks with the same cargo or it could be a group with all the When selecting Edit or New, the Edit Member window is opened, see figure To change a trend, add a new one or delete one, hit the Set-up button to open
ballast tanks. A Group can be changed, or new groups added as follows: below. If selecting New, first make the selection whether the new row will be a menu with these choices. When selecting Add Trend or Edit Trend, the Edit
placed before or after the active row. Trend-window opens up.
a) Press the Group button to display a list of the available groups.
Press the Member button to select another channel to be displayed Another way to open the Edit Trend window is by pressing one of the
b) Select the group required. on that row. The new channel is displayed on the Member row in numbered channel buttons or anywhere on a channel row.
the window. In the Label-input field it is possible to change the
c) Press the Set-up button to select one of the following modes: label so that it fits in the Group-window. Change the name of the trend by typing the new name in the input field.
i. Edit Group mode to change the group
The columns are changed in a similar way. Instead of the Member-window, the Change the sample period by entering the time between each sampling in
ii. Add Group mode to create a new group Infopost window is opened. In addition to the functions described above, it is hours, minutes and seconds. The minimum sample rate is ten seconds.
iii. Delete Group to delete a whole group possible to define the width of the column.
It is possible to activate or deactivate the trend by pressing the Active-box. A
d) Press the Block button to block all the channels in the group that Use the Log Set-up button to open the Group and Log Set-up window where it check-mark indicates that the trend is active and is storing samples.
are possible to block. Unblock them by pressing Unblock. is possible to set-up the period, start time or stop time of the group's log. Also
it can define if the log should be printed or saved on a file. The option of saving Select up to four channels that are included in the trend, by pressing the
e) Press the Log button to start or stop a logging of the group. It is a file to a log is used only for service purposes. numbered buttons at the bottom of the window.
also possible to order it to make a single logging of the group.
Trend Window When pressing one of these buttons, the Edit Channel-window opens up.
Adding a New Group
The Trend-window is used to view the historical data of up to four channels in
Add a new group by pressing the Add Group action under the Set-up button. a window, with different colours for each channel.
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
button. The minimum sample rate is ten seconds. The latest 1000 samples are
Select whether the group will be based on tanks or on channels. Normally stored and can be displayed using the scroll bar.
groups will be based on tanks. One row will be for each tank. The columns can
contain data such as ullage value, status, and unit for each tank. It is possible Each channel is displayed with its actual value and with its max and min
to set-up the logging of the group directly, but these parameters can also be settings for the diagram. The trends are shown in a window and these can be
defined at a later time. See instructions on how to edit a group below. scrolled one page at a time using the intermediate left or right buttons, or they
can be scrolled to the end of the trend using the outermost left and right
buttons. The window shows 180 samples at a time.

Deck Operating Manual
Editing a Channel in a Trend
By pressing one of the numbered buttons for the channels in either the Trend-
window or in the Edit Trend-window, the Edit Channel-window is opened.
In this window it is possible to select the channel for that trend line, and also
specify the maximum and minimum range for the trend graph. As guidance,
the max and min of that 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 loosing 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.)
Press 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 work station 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 back up for the work
station. 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), communication parameters and versions of the software.
As all the operations are normally done on the work station, the Back up
Display is only needed when servicing the system or if there is a failure on the
Work Station.
(Note ! No alarm handling on measured values, except for the IG Pressure

Alarm, is done in the Level Unit. All such alarm handling is done in the work
station.)

Illustration 4.3.2a Gas Detection System

Hazardous Area Cargo Control Room
Ball Valves Vimex Gas Detection
and Flame Arrestors System Cabinet
Remote Panel
Control Unit
Sample Points For H.C. Gas
In Ballast Tank (13)
Alarm Log Printer
Power Supply 220v
External Alarms
Fixed Sensors Fixed Sensors

For H.C. Gas. For H.C. Gas.
Forward Compartments Pump Room
(6) (5)
Audible and Visual Alarm in Pumproom

Temperature Monitoring Bilge Level Alarm
/ Alarm in Pumproom

4.3.2 Gas Detection System c) External Alarm Panel
Maker: Vimex The function of this panel is to indicate alarms/faults visually and audibly to
the duty watch on the bridge.
Description
d) Pipe System
The Gas Sampling System is a hydrocarbon gas detection system, which
monitors and detects explosive gases in the ballast tanks, pump room and void The pipe system transports the test samples from sampling points to the
spaces. analysing unit. The pipe system includes filters, shut-off valves and flame
traps.
The gas detection system is an automatic scanning, permanently installed gas
detection system, with one common detector for all sampling points. The Gas Alarm.
automatic scanning function ensures that the detector is connected to the
different sampling points in a predetermined sequence. An actual test sample A gas alarm is indicated both visually and audibly at both the control unit and
from the sampling point connected is obtained through the sampling pipe being the external alarm panel on the bridge.
pre-sucked before the detector is connected. Pre-suction takes place only in the
sampling pipe, which is next to be connected for detection. This avoids An audible alarm indication is provided simultaneously with the visual alarm
unnecessary quantities of dust, dirt, salt and moisture being sucked into the indication, at both the control panel and the external alarm panel via the buzzer.
filters, which are fitted to every individual pipe in the system.
4.3.3 Remote Sounding and Draft Gauge System
The entire internal pipe system in the analysing unit is purged automatically
with clean air between the pre-suction and sampling phase. The ballast tanks, fore peak tank and aft peak tank, are fitted with an electric-
pneumatic type air purge transmitters situated near the sounding pipe.
In order to avoid water or any other liquid being sucked into the pipe system
and reaching the detector, an automatic pump stop function is included. The draft gauge level transmitters are also of the electric-pneumatic type. The
forward transmitter is fitted in the fore peak tank, the aft transmitter in the
The ballast tank sampling points are situated at the top of the port and starboard engine room and the midship transmitters port and starboard in the ballast
wing ballast tanks and port and starboard of the bottom section of the ballast tanks.
tanks. There is a blow down facility for clearing the sampling lines after
discharge of ballast. The ballast and draught transmitter signals are linked into IPH Tank Radar
system and can be viewed on the same monitor.
A gas cylinder, with a gas mixture of known composition, is connected to the
system for regular calibration of the gas alarm instrument, as well as checks on The H.F.O. and D.O. storage tanks are also fitted with electric-pneumatic type
the operation of the system. transmitters. They give a direct reading on the gauge panel in the engine
control console.
The gas detection system consists of four primary units:
The measuring lines from all the electric-pneumatic type transmitters are led
a) Control Unit back to the transmitter box, where the pneumatic signal is converted to an
electronic signal, and passed to their respective displays in the engine and
The control unit contains all control and checking functions of the system and cargo control room.
is located in the cargo control room.
The ballast tanks are equipped with a high level alarm. The other tanks have a
b) Analysing Unit high and low level alarms.
The analysing unit contains all functions for gas detection and transportation
of the test samples. A measuring point for internal monitoring of leakage is
also installed in the analysing unit.

Part 5
Emergency Systems and Procedures

Illustration 5.1.1a Fire Hydrant System
From Emergency
Fire Pump To Foam System
From Engine
Room Fire Pumps JX1
Foam
Room
To Residual Tank
Upper Deck To Ballast Pump

Room Bilge Eductor
To
Forecastle Head
JX5 JX6 JX7 JX8 JX9
JX12 JX13 JX76 JX77 JX14 JX78 JX15 JX16 JX79
JX74
JX39
Bosun's Store
Port Chain Locker

Forward Deck JX35
JX31
JX40 JX41 A Deck
JX72
Under Forward Deck JX37
JX42 JX43 B Deck JX29
JX25
To Swimming Pool From
Main Deck JX28
JX44 JX45
C Deck Fire Main
JX26
JX27 Key
JX46 JX47
D Deck JX24
JX30
Deck Fire Water
JX38
Bilge
JX34
Forward Deck JX36
Stbd Chain Locker
JX71
To Bow From
Thruster Bow Thruster
Room Room
Issue: 1 5.1 Emergency Procedures - Deck Page 1

5.1 Emergency Procedures - Deck The fire and wash down main runs the full length of the vessel and is branched Engine Room
off to the fire hydrants, which are located so that two jets can be directed onto
5.1.1 Fire Hydrant System the fire source. Position Description Valve
The following pumps can supply the fire and wash deck system: The fire main can be supplied from two international shore connections, these Locked Open Main Fire Pump Suction Valve QD28
are stored at each side of the vessel.
Main Fire Pump Locked Open Main Fire Pump Discharge Valve QD37
Isolating valves are positioned along the main deck, between each set of
No. of sets: 1 hydrants on the fire main line and foam line. Locked Open Bilge Ballast and Fire Pump
Capacity: 185/350 m3/h at 110/45 mth Discharge Valve QD39
The fire main and foam line can be cross connected by a valve situated at the
Bilge, Ballast and Fire Pump forward end of the main deck. Locked Open Bilge Ballast and Fire Pump
Suction Valve QD27
No. of sets: 1 Preparation for the Operation of the Fire Hydrant System
Capacity: 185/350m3/h at 110/45 mth Locked Closed Bilge Ballast and Fire Pump
All intermediate isolating valves along the fire main and foam main on the Bilge suction Valve QD26
The above pumps can supply seawater to: main deck are open.
Locked Closed Main Fire Pump Bilge Suction Valve QD26
The fire hydrants in the engine room All foam monitor valves are closed.
The fire hydrants on deck Locked Closed Bilge Ballast and Fire Pump
All hydrants are closed. Discharge Valve to Overboard QD34
The fire hydrants in the accommodation block
The fire hydrants in the pump room Set up the valves as shown in the table below. Locked Closed Main Fire Pump
Discharge Valve to Overboard QD30
Accommodation water spray Deck
Locked Open Emergency Fire Pump Suction Valve
Main foam system
Position Description Valve
Hawse pipes Locked Open Emergency Fire Pump Discharge Valve
Closed Supply Valves to Forecastle Services JX9
Forward bilge eductors
All of the above pumps are ready to be started remotely.
Fresh water generators Closed Port Hawse Pipe Supply Valve JX25
The Bilge, Fire and General Service pump and the Bilge, Ballast and Fire Closed Starboard Hawse Pipe Supply Valve JX24
pump are permanently set up for foam and fire main service with the discharge
and suction valves locked open. Closed Cross Over between Foam and Fire Mains
The above pumps take suction from the main sea water crossover line in the Foam Room
engine room.
Position Description Valve
Emergency Fire Pump
Open Master Supply Valve to Foam and Deck BY1
Capacity 72 m3/h at 90 mth
Open Supply Valve to Main Deck Fire Main JX1
The emergency fire pump supplies the fire main only. It is an electrically
driven self-priming vertical centrifugal pump. It is situated within the steering
gear room and its power supply is taken from the emergency switchboard. The
pump has an independent suction valve, which is operated from the emergency
fire pump room.

Illustration 5.1.2a Deck Foam System
Filling Foam Room
Line
BY5
BY4
BY12
Key
Foam Liquid Tank
1.5m3
Foam System
BY6
BY9 Fire Main
PI
BY8
Foam Pump
Proportioner
Flushing Line
BY3 BY2
From Bilge, Ballast and

Fire System in Engine Room BY1
BY19
Foam Room
BY30
BY22 BY23 BY24
BY21 BY16 BY17 BY18 BY25

BY7
BY29
BY28 BY27 BY26
BY20

5.1.2 Deck Foam System Fighting Oil Fires on Deck
Description Never direct the foam mixture directly on to the burning oil as this will cause
the oil to splash and spread the fire.
Foam for fire fighting purposes is supplied to the main deck, when required,
from a single 1,500 litre foam tank situated in the foam room. Foam compound Direct the foam mixture to flow over the surface of the burning oil, so that it
is supplied from the tank, via a foam liquid pump, to an automatic proportion- gradually covers and smothers the fire. Use the prevailing wind or slope of the
er, where it is automatically mixed with the correct proportion of sea water and deck to assist the flow wherever possible.
then supplied to the deck foam main.
Use one or possibly two monitors to fight the fire. If more are used, the
The proportioner mixes the foam compound and sea water in the ratio of 3% effectiveness of each will be reduced.
foam compound to 97% sea water.
Stopping the System:
The sea water is supplied from the fire main. The foam main runs the length of
the main deck and supplies six foam monitors sited so that the entire deck area a) Shut down the fire pump and foam pump.
can be covered. Four of the monitors are on the centre line on the deck itself
and two are at the forward corners of the accommodation block. Foam b) Close tank suction valve BY9.
hydrants are fitted to the foam supply pipes branched off after each monitor for
use with hoses. They are situated at the starboard side of the vessel. Isolating c) Open flushing valve BY2. Start up the fire and foam pumps and
valves, which are normally open, are fitted to the foam main just forward of operate the forward monitor on the deck until clear sea water is
each monitor to enable damaged sections of the main to be isolated, thus discharged. Then operate all other monitors for a few seconds.
allowing the system aft of the damaged section to operate normally.
e) Stop fire and foam pumps.
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 f) Revert all valves to the standby position, ensuring that flushing
consistency. The hoses and nozzles can be used to supply foam to the cargo valve BY2 is closed. All valves in the foam room, monitor inlet
tanks if required. Four sets of portable foam making branch pipes are stored in valves and hydrant valves should be closed. All intermediate
labelled cabinets along the deck for use with the foam if required. valves between the monitors and the pressure gauge cock in the
foam room should be open.
Operation of the Main Deck Foam System
g) Refill foam tank as soon as possible.
Starting the System:
a) Supply sea water to the fire main.
b) Open the sea water inlet valve to the proportioner BY1.
c) Confirm that the flushing valve BY2 to the foam pump is closed.
d) Open the foam tank suction valve BY9.
e) Start the foam pump.
g) When the pressure reaches 5 kg/cm2 open the foam pump

discharge valve BY8.
h) Open the monitor or hydrant valves as required and fight the fire.

5.1.3 Discharge of Cargo from a Damaged Tank Discharge of Cargo from a Damaged Cargo Tank
Should a leakage to sea or to a ballast tank occur due to suspected tank

damage, measures should be taken to reduce the head (increase the ullage) in
the cargo tank involved, either by internal transfer or discharge ashore. Unless
DAMAGED
corrective action is taken promptly, oil will continue to flow into the sea until CARGO TANK
the hydrostatic balance is achieved between the head of oil remaining in the
tank and the sea water pressure exerted on the outer hull. If it is not possible
to 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 stresses and stability. To avoid further bulkhead
damage maintain equal
Damage between
If it is suspected that leakage is from a fracture on the bottom plating or lower No Yes ullages during either
cargo tanks
loading or discharging in
shell plating, then the level in the tank, if full, should be reduced and then a both tanks affected.
water bottom pumped into the damaged tank to prevent further oil spillage.
Remember that in a tidal stream, any seepage or leakage from the hull (or sea- Actions as per SOPEP.
valve, for that matter) may be carried by the current to another part of the ship Check all ballast tanks for
Cargo Tank
hydrocarbons and liquid.
before it surfaces and is noticed. This is particularly so in the area of the bilge to Yes
Initial message to HQ. Initial Casualty message to
keels. For example, oil leaking from a sea-valve can be carried forward by the Ballast Tank MAERSK HQ.
Stop cargo operations.
current, entrapped below the bilge keel, to surface in the fore part of the ship. Assess situation After discussion at disport,
both tanks will need to be
C.O.W. if a repair/
Where action is taken to prevent or minimise oil spillage, preventive measures No
inspection is to be carried
should take priority over cargo segregation and quality concerns. Similarly, out
Outer and Inner Hulls Carry out emergency
no action must be undertaken that could jeopardise the safety of the personnel
breached inerting of the ballast tank.
on board the ship and on shore. If cargo is passing into a
ballast tank, endeavour to
transfer cargo out of the
damaged cargo tank,
Actions as per SOPEP.
lowering the ullage to a
MAERSK CASUALTY tlx level below the hole.
Counter flood liasing
with HQ to maintain
vessel in a safe and
stable condition.
Liaise with MAERSK HQ to
determine the best option
for minimising any
OPTIONS environmental or safety
If vessel is at sea best hazard.
option would be a ship
to ship transfer of all or
part of cargo.
If vessel at disport cargo OPTIONS Discharge Ballast Tank
would be discharged in
Short load vessel, 1. Fit removable spoolpiece
such a manner as to
Put water in ballast tank to forward of valve BA044.
minimise pollution and
an ullage at which the 2. Ballast system can now be
stress.
ingress of oil is stopped, accessed by any of the
If vessel at loadport,
stress permitting. pumps.
loading would be
Discharge ballast tank to 3. IG system will be required
discontinued and one or
shore reception facilities to maintain pressure in
both of the previous
after discharge of the cargo ballast tank.
options utilised.
tank.

5.1.4 Cargo Spillage

CARGO SPILLAGE
Stop all Cargo Operations
Sound alarm
Muster Ship's Oil Pollution
Emergency Response team
OIL
OVERBOARD YES
NO
ACTIONS
COMMUNICATIONS
As required by SOPEP manual
Master contacts terminal

supervisor gives advice
of incident and that nil
overside pollution has
taken place
Chief Officer takes charge of Master contacts terminal
deck and recovery clean up supervisor requesting
requirements. activation terminal oil spill
Chief Engineer provides response team and rigging
technical advice, I/C Engine room of oil boom around vessel
Master will carry out a
basic investigation into
the incident, when clean
up is completed and all Contact Maersk HQ by
parties are satisfied as to If oil on deck use salvage pump
secure means and give initial
the reasons for the etc to transfer spillage to drip
report. Advise P&I Club.
spillage cargo operations trays, or suitable receptacles,
Master will continue to liase
can be resumed Lower IG pressure, to drain drip
with terminal and
tray to residual slop tank.
authorities as required
The Bosun will lead the Clean

Full report to MAERSK Master formulates final
Up Team during the operation,
Headquarters report when all facts known
The Containment team will stop
and advises Maersk
or minimise source of spill and
Headquarters
rig temporary booms as required

Illustration 5.1.5a Emergency Inerting Ballast Tanks
Vapour Control
Monituring
BN70
PT
To Ballast Key
System PA
BN75 Inert Gas
PI
From Control LI
Air
A Deck
A Deck
BN74
Flexible Hose For Inerting
Ballast Tank
Residual No
Flame Tank No.6 C.O.T (Port) W.
B. T(
Screen BN66 Po
rt )
P BN68
From
BN59 BN63
BN42
No.1 C.O.T (Port)

BN54
(Port) (Port)
Deck
Water
Seal
No.4 C.O.T. BN69
(Starboard)

BN20 BN62 BN47 BN49
To Cargo
System )
BN65 ard
ar bo
No.6 C.O.T (Starboard) T
.1W
No

5.1.5 Emergency Inerting
Opposite each ballast tank there is a spur from the Inert Gas Main, with a blank
flange, to facilitate emergency inerting of the ballast tanks. Each ballast tank
has a purge pipe situated around the after end of the tank, and ending in the
double bottom area of the tank. Tank cleaning hatches for the ballast tanks of
a suitable diameter are provided. At the fore end of each ballast tank an
inerting valve and an entry pipe are situated. A portable flexible hose is
connected between the tank inerting valve and the flange at the adjacent spur
on the IG main.
To carry out emergency inerting of No.5 ballast tank port side.
a) Shut the individual COT Inert Gas isolation valves.
b) Remove blank from the spur with the valve on the IG main.
c) Remove the blank from the ballast tank inerting valve.
d) Connect the portable flexible hose between the tank valve and the
valve on the spur.
e) Open the purge pipe hatch. (Providing there is no lightning

around or source of ignition.)
f) Open deck valves BN57 (IG line valve) and BN77 (No.5 IG inlet
valve)
g) The I.G. system should now be running and ready for use.
h) Open the deck isolating valve (BN64, 75) for the IG main. Inert
gas will now be sent to No.5 port ballast tank, entering via the
flexible hose and valve.
Continue inerting until the oxygen reading at the purge pipe 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, it is possible to inert the tank by connecting the Inert Gas line
and the ballast bottom lines via ballast valve number AD28 and IG valves
numbered BN73, BN70. The ballast hatch in this case would need to be opened
as would the required tank suction valve.

Illustration 5.1.6a Fire Detection System
Main Fire Detection Panel
Salwico CS3000
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..
F1 F2 F3 F4 ABNORMAL COND.
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

5.1.6 Fire Detection System Ionisation Smoke Detectors Numeric display
The numeric display shows the section number and detector address in alarm.
General Description Ionisation smoke detector with two part outer chamber to measure
particle concentration, and an inner chamber to compensate for Fire Alarm Panel Keys
Maker: Consilium Marine. changes in pressure and humidity. Local LED alarm indication.
Type: Salwico Fire Detection System. Reset on central panel only. The fire alarm keys are for only handling fire alarms.
Model: CS3004
For hazardous areas, intrinsically safe versions of the above, are supplied via a ALARM MUTE
The fire detection system is a complete fire detection and alarm system, zener barrier. Acknowledge all fire alarms and mutes all general alarm devices.
including a fire alarm panel, operating panel, control unit and power supply WARNING:
unit, all contained in one cabinet. Detector loops are connected to the system. Ionisation smoke detectors contain radio-active elements, and they must ALARM RESET
Remote repeater panels are included in the system. be repaired by authorised personnel only. Defective units should be Reset of the fire alarm that is shown both on the numeric display and the alpha-
removed and replaced, and then landed for forwarding to authorised numerical display.
The system comprises a wide range of detectors and sensors to suit different agents for repair.
needs and conditions. It includes detectors for different alarm parameters, such ALARMS IN QUEUE
as smoke, heat and flames. Manual call points, short circuit isolators and timers Flame Detector Displays the next fire alarm or if all fire alarms are reset lists the "old" fire
are connected to the loop where required. A fault in the system or a false alarm alarms in the fire alarm list.
is detected immediately, since the function of the detectors and other installed Infra red detector, with large scan angle. Local LED alarm indication. Reset on
loop units are automatically and continuously tested. central panel only. Function test required at least every 6 months, as units may Other Indicators
become obscured by dirt.
The signal for a general fire alarm is provided by the combination of bells and Central Unit Panel EXTERNAL CONTROL ACTIVATED
air horns located throughout the vessel. Indicate that an output in the group for external controls is active.
The central unit panel is the link between the operator and the fire detection
The central panel is located on the bridge, with repeater panels in the Cargo system. The central unit panel is subdivided into two halves, the fire alarm SECTION/DETECTOR NOT RESET
Control Room on and in the Engine Control Room. panel and the operating panel. Indicate that a resetting of a fire alarm has been attempted but failed for some
reason.
In the event of alarm condition, a supervised relay in the central control panel The fire alarm panel includes a numerical display indicating the section
provides a signal which activates the vessel's central alarm system and a signal number and the detector address of the alarming unit. There are three keys on Operating Panel
is provided to activate the automatic door closers in the cross alleyways etc. the fire alarm panel, a mute key, a reset key and a key to scroll through the fire
alarms. The LEDs indicate if there is more than one fire alarm in the system, The operating panel is used to supervise and operate the system and it includes
Alarms are also given on the central alarm system of Fire Detection System, if a fire alarm could not be reset and if any external control is activated. an alpha-numerical display, a key-pad, function keys, command keys, fault
Fault and Fire Detection System Override. The fire alarm panel is activated when a fire alarm is detected in the system. keys, list keys and LEDs. For security reasons and for quick function, some
The optical fire alarm indicator FIRE starts flashing, and both the section important functions have been given separate keys, all other functions are
Detectors number and the detector address in alarm are shown on the numeric display. If menu oriented. The alpha-numerical display is used as an interface between the
there is more than one fire alarm in the system the optical fire alarm indicator operator and the system, and it is used to inform and guide the operator when
The type of detector fitted depends upon the location of unit, and a ALARMS IN QUEUE is lit. All keys on the fire alarm panel are used for using the different functions on the operating panel. The status of the system is
combination of the following three basic types detector is used to provide the handling fire alarms. also displayed on the alpha-numerical display.
surveillance on the vessel.
Optical Fire Alarm Indication Keyboard
Heat Detectors The keyboard is divided into six areas: numerical keys, command keys,
FIRE operation keys, fault handling keys, list handling keys and function keys. The
Splash-proof with automatic re-setting, trigger temperature of either 57C or At a fire alarm the rectangular LED on the fire alarm-panel flashes. The LED corresponding text or error message is displayed on the alpha-numerical
800C. Bi-metal operation, closing at alarm condition. Local LED alarm turns over to steady light when the alarm is muted. If a new fire alarm is display at a key touch.
indication. received the LED starts flashing again. The LED is alight until no more active
alarms exist. Numerical keys
The numerical part of the keyboard contains the digits 0 -9 and the keys delete
ALARMS IN QUEUE and return.
Indicate that there are more fire alarms (multiple fire alarms) in the system. It
has a steady or a flashing light as above.

Command keys The up arrow key displays previous item in the list. The key LED is lit when ALARM TRANSFER
there is a previous item in the list.
S - Choose a section to operate on. After the S-key is depressed enter a section Yellow
number. The down arrow key displays next item in the list. The key LED is lit when Is lit when the dedicated fire output is activated (steady light) and is
there is a next in the item in the list. flashing when the door is open, the fire output is deactivated.
D - Choose detectors to operate on. Before the D-key is depressed enter a
section number. The different choices of detectors are single address, address Function keys
interval or no address at all, meaning all detectors on the section. EXTERNAL ALARM
The function keys, Fl, F2, F3 and F4 below the alpha-numerical display are Yellow
SD - Choose smoke detectors to operate on. Otherwise identical to D-key used to choose functions from the menus and moreover to enter certain
above. Is lit when an external alarm is disconnected (steady light) or faulty
characters with no keys of their own. Explanatory texts for the function keys
(flashing).
EA - Choose an external alarm device to operate on. are shown on the display above each key.
EC - Chooses an external control device to operate on Alpha-numerical display DELAY OFF

Yellow
AD - Choose the alarm delay function. The alpha-numerical display has 4 x 40 characters and is equipped with
background light. It is used as a complement to the fire alarm panel at fire Is lit when the time delay is deactivated.
Fault Handling Keys alarm, it displays fault and abnormal conditions, lead texts for the function
keys and it is a general interface to the operator when operating the system. SYSTEM FAULT
Faults can be muted and reset.
Yellow
M - Acknowledge the fault shown in the display. Mutes the fault buzzer. Line 1
Presentation of fire alarms, faults, abnormal conditions and list Is lit when an error occurs in the system programme.
R - Reset the fault shown on the alpha-numerical display. information. This line is also used as a command line, e.g. text is
displayed as a verification of key strokes. ABNORMAL COND
Operation Keys
Line 2 Yellow
The operation keys are used to choose the operations to perform. Additional text Is lit when an abnormal condition occurs.
ON - Re-connects the displayed unit from the Disconnection list. Line 3 Buzzer
OFF - Disconnect units. Messages A buzzer sounds when a fire alarm or a fault is detected in the central unit. It
Displays operative results and help texts for the first line. Displays will normally keep buzzing until the central unit door is opened. The buzzer
TIMER - Disconnect units during a time interval.
the last fire alarm when more than one fire alarm exists in the can, however, be programmed to sound when a fire alarm or fault is present in
List Handling Keys system. the system, regardless if the door is opened or closed.
The key LIST is used to open the list function. The following lists are Line 4 A fire alarm is indicated with an intermittent signal and a fault is indicated with
available: Menu line or additional text for the last fire alarm. a steady signal.
All fire alarms Additional text Operation of the Fire Detection System
Not re-settable fire alarms Optical Indicators Activation of Fire Alarm
Fire alarm history
POWER ON
FIRE flashes on the panel when a fire alarm is detected in the system.
Faults Green
Abnormal conditions Is lit when the power is set on. Press ALARM MUTE, to mute and acknowledge the fire alarm.
Disconnections The FIRE indicator stops blinking and changes to steady red. The audible fire
DISCONNECTION
Section unit status alarm is temporarily silenced when the door is opened and it is permanently
Yellow silenced when the ALARM MUTE is pressed.
Input status
General disconnection indicator.
Output status. TEST The section number and detector address of the alarm are displayed on the fire
alarm panel and on the alpha-numeric display on the operating panel.
The lists are scrolled up and down by using the two arrow keys Yellow
Is lit when the central unit is in test mode.

The section number and detector address are displayed on the first line and Two things happens when a fire alarm is reset, it disappears from the display The system tries to reset the fault.
additional information about the alarming unit is displayed on the second line. and it is moved from the All list to the Fire alarm history list. The next fire
If there is more than one unit in alarm the addresses of these alarms will not be alarm is displayed after five seconds or if there are no more fire alarms the The fault is reset
automatically displayed. One will be displayed at a time by pressing the system returns to normal status, Salwico CS3004 is displayed.
ALARMS IN QUEUE key repeatedly. The fault is reset and it disappears from the fault list. The next fault is
Fault Alarm displayed after about 5 seconds. If the fault list is empty, the text LIST EMPTY
Alarms In Queue is displayed, and the system returns to normal status, Salwico CS3004 is
If ALARMS IN QUEUE is flashing, there is more than one fire alarm activated FAULT is flashing displayed.
in the system.
The FAULT indicator flashes and the internal buzzer sounds. One or more Disconnections
Press ALARM MUTE, to mute and acknowledge all the fire alarms. faults are detected in the system and the latest fault is displayed on the alpha-
numerical display. The first line displays the word FAULT, a fault code Different parts of the fire alarm system can be disconnected e.g. sections,
The FIRE and ALARMS IN QUEUE indicators stop flashing and turns to followed by the section number, the detector address, and a fault message. detectors, manual call points, section units, alarm devices, external control
steady red when all the fire alarms are muted. The audible fire alarm is Additional text is displayed on line two. (The fault codes are listed in devices and loops.
temporarily silenced when the door is opened and it is permanently silenced Appendix A: Fault codes in the manufacturers manual.)
when the ALARM MUTE is pressed. When a unit or a part of a loop is disconnected the fire alarm system cannot
The fault is not displayed if there is a fire alarm in the system, the fault is supervise this space. The system cannot detected any fire alarm, faults, etc. It
The section number and detector address in alarm are displayed on the fire instead put in the Fault list. is therefore very important that only an small area as possible is disconnected
alarm panel and on the alpha-numerical display on the operating panel. and for a minimum of time.
Only one fault can be acknowledge at a time.
The address of the first fire alarm is displayed on the first line and additional Disconnect Sections
information about the alarming unit is displayed on the second line. The Press M in the FAULT field to acknowledge the fault and mute the buzzer.
address of the latest fire alarm is displayed on the third line and additional A whole section can be disconnected permanently, for a defined time interval
information about this unit is displayed on the fourth line. The TEXT menu The FAULT indication stops flashing and turns to steady yellow. The internal or periodically.
disappears from the fourth line when there is more than one fire alarm in the buzzer is silenced. The fault is put on a fault list and the alpha-numerical
system, but you can still activate it by pressing F4. display is erased and the next fault is displayed, if there are more faults. Disconnection of a whole section - (Access level 2).
Otherwise the display is erased and it returns to its previous status. How many
Press ALARMS IN QUEUE to display the next fire alarm. faults there are in the system, and the order in which they are, displayed are All detectors and manual call points connected to the disconnected section are
presented on line three. disconnected from now on until they are re-connected again. The disconnect-
The second fire alarm address is displayed both on the fire alarm panel and on ed section can only be re-connected from the disconnections list.
the alpha-numerical display. The fire alarm is presented on the two first lines The Fault list can be scrolled up and down by using the scroll keys. To interrupt
of the display. Five seconds after pressing ALARMS IN QUEUE the first fire the acknowledge function, press the enter key. Select a section
alarm is displayed again.
Resetting Faults Press S to select section.
If ALARMS IN QUEUE is pressed when the last fire alarm is displayed the
first fire alarm is displayed again and the ALARMS IN QUEUE indicator goes The faults can only be reset from the Fault list. Enter a section number between 1 - 190
out for 5 seconds.
Press LIST to open the list function. The section menu is displayed.
Resetting of Fire Alarm
Press F2 to select the Fault list. Disconnect the section
Only one fire alarm can be reset at a time, which is the fire alarm that is
displayed. The latest fault is always displayed first. To scroll the fault list up and down Press OFF to disconnect the section.
use the scroll keys. The LED on an arrow key is lit if there are more faults to
Press ALARMS IN QUEUE repeatedly to select the appropriate fire alarm. be listed. To interrupt the function, press the enter key. The section is disconnected
Press ALARM RESET to reset the fire alarm. Press the appropriate arrow key repeatedly until the appropriate fault is When the section is disconnected, the text on line three is changed to ORDER
displayed DONE. The DISCONNECTION LED is lit, if this is the first active discon-
The system tries to reset the fire alarm. nection in the system. After about five seconds the display returns to the
Press R in the FAULT field to reset the fault. previous menu.
The fire alarm is reset

5.1.7 Fire Alarms
Illustration 5.1.7a Fire Alarm System in Engine Room

Engine Room Upper Platform
H.F.O.
(Port No. 2)
411m3
H.F.O. Tank (Port No. 1) 217.7m3

Engine Room Lower Platform Store
Engine Room Floor Room
F.O.
Boiler Control Room Sett. Tk
Elec.
Water Tank 51.2m3
Workshop
112.3m3
F.O.
H.F.O. Tk Serv. Tk
(Port No.2)
H.F.O. Tank (Port No.1)
H.F.O. Tank (Port No.1)

H.F.O. Tk
D.O. Service Tk
(Port No.2)
Supply Oil
F.O.
Unit Room
Setting Tk
H. Sea 51.2m3
Chest
Pump Room
Workshop
F.O.
Service Tk x2
38.4m3
Steer
Gear
Room
Purifier
Diesel Oil Tank Room
Ballast Pump Room
(Port)
Ballast Pump Room

Clean Bilge W. Tank
F.O. Drain Tank
Sound. Tank
H.F.O. Tank (Stb'd No. 1) 217.7m3

H.F.O.
Dirty Bilge W. Tank Minor Tank
Hydraulic Hydraulic 153.7m3
Oil Storage Oil
Tk Storage
10.5m3 Tank
M/E No. 2 No. 1
L.O. Cyl. Oil Cyl. Oil
Exit Setp. Tk Store Tk Store Tk
Exit
H.F.O.
M/E L.O. A/E L.O. (Stb'd No. 2)
H.F.O. Store Tank Store Tank 346.9m3
H.F.O. Tank (Stb'd No.1)
Minor Tk 30m3 11.7m3
H.F.O. Tank (Stb'd No.1)

H.F.O. Tk
(Stb'd No.2)
H.F.O. Tk
(Stb'd No.2)
SYMBOL Description
Smoke Detector
Damp Proof Fire Alarm Push Button

(Salwico LK-2)
Damp Proof Temp. Detector
Fire Alarm Indicator Panel

(Wall Mounting)
Alarm Bell
Elec. Horn For Fire Alarm

Illustration 5.1.7b Fire Alarm System on Upper and A Decks
Upper-Deck A-Deck
Domes. Crew Crew Crew

Crew Foam
Store (h) (g) (f)
(i) Room
Deck
Elec. Store
Store Meat Veg.
Fish Dairy
CO2
Solenoid Room
Valve Cab.
Dress. Room Store (c)
Cable
Rope
Room Vent Ships
Control
Room
Air Conditioning
Gym. Room
Room
Engine Engine
Casing Laundry
Casing
Cab. Duty
Mess
Cab.
Store (b)
Drying R. Locker
Galley
Store (a) Linen
Trunk
Store
Trunk Inert Gas
Room
Engine Dining Infirmary
Store Suez. Saloon
G.R.
Room
Crew
Crew Crew
(e) Crew
x6 (d) (c) Crew (a)
(b)
SYMBOL Description
Damp Proof Smoke Detector
Alarm Bell

Illustration 5.1.7c Fire Alarm System on B, C and D Decks
C Deck D Deck
B Deck
Crew
1st Eng. 1st Eng.
2nd Eng. Day
Emergency Room Room
Room C/Eng.
Generator Day
Room Swimming Room Swimm.
Pool
Pool
Fan Room
Fire Battery
Locker
Vent Vent Radio Space
Cab. Cab.
C/Eng. Locker
C/Eng.
Off. Bed
Office
Spare. (c) Room
Wheel
Conv. Room House
Funnel
Funnel Funnel
Ships Off. Conf.
Assist.(a) Off. Spare Room
Spare. (b)
Cab.
Ch/Off.
Bed Capt.
Bed Off. Office Spare
Room Spare. (a) Room Pilot
Office (e)
Inert Gas
Room
Ch/ Stew Ch/Off. Capt.
Capt.
Day Room 1st Off. Off. Day Day
Bed
Smoking Room Room
Room
Room
SYMBOL Description
Smoke Detector
aFire Alarm Indicator Panel

(Wall Mounting)
Damp Proof Temp. Detector
Alarm Bell

5.1.8 Fire Flaps

Illustration 5.1.8a Fire Flap Location On Main Deck
Upper Platform
Lower Platform
Engine Room Floor
Upper Deck
Deck
Stores
LOCAL
LOCAL
LOCAL
LOCAL
Deck Store (S)

& Helicopter
Platform SYMBOL Description
Ventilator Start/Stop
LOCAL
Station
Ventilator

Illustration 5.1.8b Fire Flap Location on Upper and A Decks
Upper Deck A Deck

Crew Foam
Store (h) (g) (f)
(i) Room
Deck
Elec. Store Meat Veg.
Store
Fish Dairy
CO2
Solenoid Room LOCAL LOCAL
LOCAL R
Valve Cab.
LOCAL
Cable
Rope
Room Vent Ships
Control
Room
LOCAL
Air Conditioning EMERG
Gym. Room
A A EMERG
Room
Engine Engine
Laundry Casing
Casing
R A
Cab. Duty
Mess
Cab.
Store (b) Locker
Drying R.
EMERG Galley
Store (a) Linen

Store
Inert Gas
Trunk
Room
Dining Infirmary
Engine
Store G.R. Saloon
Suez.
Room LOCAL
Crew
Crew Crew
(e) Crew
(d) (c) Crew (a)
(b)
SYMBOL Description
LOCAL
Station
Ventilator Emergency
EMERG
Stop Station
Ventilator

Illustration 5.1.8c Fire Flap Location on B, C and D Decks
B Deck C Deck D Deck
LOCAL
Crew 1st Eng.

2nd Eng. Day 1st Eng. Room
A
Emergency Room Room
C/Eng.
Generator Day
Pool
Pool
Fan Room
Fire Battery
Locker Radio Space
Vent Vent
Cab. Cab.
C/Eng. Locker
Off. C/Eng.
Bed
Spare. (c) Office
Room A A
A A Wheel
Conv. Room House
Funnel
Funnel Ships Funnel
Assist.(a) Off. Off. Conf.
Spare. (b) Spare Room
EMERG
Cab.
Bed Ch/Off.
Off. Bed Capt.
Room Spare. (a) Office
Room Spare
Office (e) Pilot
A A
Inert Gas
Room
Day Room 1st Off. Off. Day Capt. Day
Smoking Room Bed Room
Room Room
SYMBOL Description
LOCAL
Station
Ventilator Emergency
EMERG
Stop Station
Ventilator
A Automatic Fire Damper

5.1.9 Fire Escape System and Fire Doors
Illustration 5.1.9a Fire Escape System and Fire Doors on B, C and D Decks
C Deck
B Deck D Deck
Crew
1st Eng. 1st Eng.
2nd Eng. Day
Emergency Room Room
Room C/Eng.
Generator Day
Pool
Pool
Fan Room
A Fire Battery
Locker
Vent A Vent A
Radio Space
Cab. Cab.
C/Eng. Locker
C/Eng.
Off. Bed
Office
Spare. (c) Room
Wheel
Conv. Room House
Funnel
A
Funnel Funnel
Ships Off. Conf.
Assist.(a) Off. Spare Room
A A Spare. (b) A A A A
A A
Cab.
Ch/Off.
Bed Capt.
Bed Off. Office Spare
Room Spare. (a) Room Pilot
Office (e)
Inert Gas
Room
Capt.
Day Room 1st Off. Off. Day Day
Bed
Smoking Room Room
Room
Room
SYMBOL Description
A Fire Door
Class A
A Fire Door Class A

Self Closing
Primary Escape

Illustration 5.1.9b Fire Escape System and Fire Doors on Upper and A Decks
Upper-Deck A-Deck

Crew Foam
Store (h) (g) (f)
(i) Room
Deck
Elec. Store A Meat Veg.
Store A
A Fish Dairy A
A
CO2
A A Solenoid Room
A Valve Cab.
A Dress. Room Store (c) A
A A
Cable
Rope A A
Room Vent Ships
Control
A A Room
Air Conditioning
Gym. Room
Room A
Engine Engine
Casing Laundry Casing
A A A
A A
Cab. Duty
Mess
Cab.
Store (b) Locker
Drying R.
Galley A A
A
A A
Store (a) Linen A
Trunk
A A A A Store
A Inert Gas A
Trunk
Room
Dining Infirmary
Engine
Store G.R. Saloon
Suez.
Room
Crew
Crew Crew
(e) Crew
(d) (c) Crew (a)
(b)
SYMBOL Description
A Fire Door Class A

Self Closing
A Fire Door
Class A
Secondary
Escape
Primary Escape

5.2 Emergency Procedures - Navigation
5.2.1 Steering Gear Failure
STEERING CONTROL
MODES
Non Follow-up Steering

Follow Up Steering- Automatic Steering-
Tiller
Steering Stand Nautopilot A
For emergency override
Yes Autopilot Failure
Failure No
of FU
Yes
Emergency
No
alteration
Yes
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 O.O.W.
Use the helmsman to
steer. Call master and
duty engineer, advise
of problem
Issue: 1 5.2 Emergency Procedures - Navigation Page 1

5.2.2 Collision and Grounding Location of fire on the vessel c) When steering failure occurs, judicious use of the main engine
can be helpful in changing the drift direction and speed or even in
Evacuating casualties
Minimising Damage stopping the ship altogether. Tests have shown that:
Current helm/engine situation
If a collision is inevitable, damage can be minimised by striking a glancing i. Using full or emergency astern power it is possible to bring the
Momentum of own vessel stern of the ship up into the weather.
blow.
Availability of helm/engines
Collision amidships of either ship must be avoided whenever possible and a ii. Where the rudder is jammed in the hard-over position, careful
Proximity of other hazards ahead manoeuvring can keep the ship's head into the weather.
bow to bow, quarter to quarter or bow to quarter situation is preferable.
Effect of the wind on fire/smoke iii. The effect of propeller revolutions on a free flapping rudder is
Grounding such that the rudder will generally go to the hard-to-starboard
Effect on vessel of currents, tides and wind
position with either ahead or astern revolutions and will stay there
Particular attention must be paid to the possible changes in a vessels stability as long as the engine revolutions are maintained.
due to grounding. Options to be considered
d) A laden VLCC, without steering or propulsion, can best be towed
A grounded ship is similar to a ship in dry dock. Since the vessel is no longer a) When vessel is stopped or nearly stopped, putting an astern and is easier to turn:
floating, the pressure on the ship's bottom has exactly the same effect as an movement on the vessel to contain the effects of any fire forward
equal weight being removed from that level within the ship. Consequently the of the accommodation block. i. By the bow when on even keel or trimmed by the stern
Centre of Gravity rises and the GM is reduced. or ii. By the stern trimmed by the head
b) When vessel is moving ahead continuing movement ahead to
Grounding at Low Water on soft mud presents little danger. This is because the e) In an emergency, in good conditions, even a relatively small tug
clear any spilled oil and/or altering course to minimise the effects
ship will settle into the mud and, as the tide rises, the pressures decrease and may be of value. Although it may not be powerful enough to turn
of fire and smoke.
the Centre of Gravity falls once more. the ship, it may be able to influence the direction of drift.
c) When aground or locked with another vessel in a collision
Grounding at High Water on a hard sea bed is potentially dangerous. Firstly,
situation, no movement to prevent further damage or spillage,
the ship cannot settle and secondly, as the tide falls so the Centre of Gravity
also refer to vessel response plan.
will rise and a point may be reached where the GM becomes negative and the
ship unstable.
Disabled Vessel
The ship may lie over on her side, causing further damage and / or flooding.
In the event of a total power loss, steering failure or both, there are several
actions that can be taken to reduce the risk of stranding or collision. Significant
The greatest danger arises when the vessel grounds at High Water on an
points are:
uneven hard bottom.
a) The single most effective action which can be taken to influence
Manoeuvring a Vessel after a Collision
the direction of drift is to deliberately manoeuvre the ship so that,
when stopped, the wind is on a particular side. That is, the
Following a collision or other incident that could result in oil spilling from the
direction of drift can vary substantially with the wind on one side
vessel whilst underway, the subsequent movement of the vessel could be
of the ship or the other.
critical. No two situations will ever be the same and each situation will demand
a different manoeuvre to be carried out by the Master. All points listed below
b) When steering capability is lost, the drift direction and speed can
are to be considered and are intended to assist in making the right decision.
still be influenced by:
Consider the following:
i. Giving the ship a list
Sources of ignition
ii. Changing from stern to head trim
Oil in the water
iii. Putting the rudder hard over to the downwind position
Oil on fire (putting the rudder hard over in the upwind position has
Gas cloud formation and position virtually no effect at all).

Illustration 5.2.3a Search Patterns
Sector Search Pattern Square Search Pattern
20 miles
12 miles
2 miles
2 miles
2 miles 4 miles
2 miles
2 miles 20 miles 12 miles 4 miles
2 miles 8 miles 16 miles

NOTE
2 miles The Individual Leg
2 miles Length could be started
using 2 miles and
8 miles increasing by two miles
2 miles every third leg.
16 miles

5.2 3 Man Overboard Sector Search Pattern
Procedure a) Where the position of a man is known within reasonable limits,

the Sector Search Pattern should be used first.
In the event of a man overboard the following actions should be taken:
b) All turns are 120 to starboard.
a) Helm hard over toward the side on which the person fell.
c) Each leg is two miles or four miles long - resulting in a search of
b) Release the appropriate bridge wing lifebuoy. eighteen miles or thirty six miles.
c) Mark the position on the A.R.P.A. and GPS. d) The first leg of the search should begin in the direction where the
man is most likely to be seen.
d) Sound the General alarm and make a PA announcement.
e) Should the man still be missing on completion of the initial search
e) Post a lookout to continuously keep sight of the person. pattern and it is known he is within the area, a second pattern
should be commenced with the heading 30 to starboard of the
f) Continue executing the turn. The type of which will be dictated by initial search pattern heading.
the situation and the positions of ships close by.
Square Search Pattern
g) Ring engines to standby.
a) If the Sector Search Pattern has failed to find the man, the ship
h) As parties close up to emergency stations, the rescue boat can be should commence the Square Search Pattern from the same datum
prepared for lowering. point.
i) Hoist appropriate flag signals and use VHF to warn vessels in b) All turns are 90 to starboard. The length of the leg is initially four
vicinity. miles. Extending the leg length by four miles each third leg of the
square, results in expanding the search length to ninety six miles.
General
MERSAR
The Williamson Turn is a proven method of returning the ship, via a reciprocal
course, to the position of the person overboard. The I.M.C.O. MERSAR manual is a useful source of additional information.
Search patterns including those suitable for use with more than one ship and
Performance of a Williamson Turn will considerably reduce the ship's speed. aircraft are described.
The rapid posting of lookouts is vital in order to locate the person and/or to
keep them in sight.
Search Patterns
(Note ! Refer to the Merchant Ships Search and Rescue Book and the
Wheelhouse Poster - Man Overboard Rescue Manoeuvre.)
The recommended search patterns, starting from a common datum point,

provide a basis to search for a man overboard. The search patterns for a man
overboard, whose position is known approximately, but cannot be seen are as
follows:

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

5.2.5. Oil Spill and Pollution Prevention In order to comply with the ISM code, a record must be kept of the drills, the Cargo Vapour Emissions
effectiveness of the team and any recommendations for improvement.
The following are guidelines for quick reference. The vessel S.O.P.E.P. manual Where both vessel and terminal are suitably equipped, and the Master and
covers this subject in depth as does the Company SMS. (Note ! The oil dispersant is for use on deck and must not be used over-side terminal are in agreement, vapour recovery systems are to be used, whilst the
without the permission of the Local Authorities.) vessel is loading in order to minimise emissions to the atmosphere.
Oil
Booms should be laid down to direct the flow of oil, or to create pools, in order The shipboard incinerator is not to be used when the vessel is alongside/
When carrying out cargo and or bunker operations both in port or at sea two to assist the clean up and prevent oil running the full length of the deck. moored to a cargo terminal/carrying out cargo operations which may involve
Wheelie bins stencilled OIL SPILL EQUIPMENT are to be deployed near the the release of vapours. In these circumstances preference is given to the use of
manifolds with the following suggested list of suitable equipment: Pads may need to be turned over in order to allow both sides to absorb oil. shore reception facilities.
Oil dispersant 450 litres
Absorbent granules should be used in conjunction with the booms to directing Where solid materials are disposed of in the incinerator this is to be recorded
Falcon sprayers x 2 or pool the oil. They are also used to extend and stop breaches in the boom. in the Garbage Disposal Record Book.
Tank shovels x 3
Atmospheric Emissions Where waste oil products are disposed of in the incinerator this is to be
Tank buckets x 6 recorded in the Oil Record Book.
Goggles x 6 Funnel smoke
Garbage
Absorbent pads, booms and pom poms The Engineer Officer on duty is responsible for monitoring the funnel smoke
Wilden pumps x 2 indicators, adjusting the combustion as required to ensure the smoke colour a) The vessel shall ensure that all garbage is disposed of in
which is lighter than shade two on the Ringlemann scale. accordance with Marpol 73/78 Annex V.
Dedicated hoses for above
Squeegees x 3 The Deck Officer of the watch is responsible for informing the Engineer b) Plastics and oil wastes shall not be disposed of overboard under
Officer on duty, should excessive smoke emission be observed issuing from any circumstances.
Wringer buckets the funnel.
Set of suitable spanners for all cargo/bunker and tank cleaning c) All aerosols are to be landed to shore reception facilities for
connections disposal.
3 x 20 kg bags of absorbent granules The following shall be considered the order of preferred disposal for garbage
20 Heavy Duty gusseted large bags 1.45m x 0.61m where operational conditions permit:
A Pollution control team must be assigned. a) Disposal to shore reception facilities.
An example of their duties and responsibilities is as follows: b) Incineration.
Master, is responsible for external communications c) Disposal to sea in permitted areas.

Chief Engineer will supply technical advice to the pollution control
d) Wherever possible, food waste is to be ground or comminuted
team
before disposal to sea.
Chief Officer is in overall charge of the on-board clean up/prevention
operation e) Any permitted item, which is liable to float, should be disposed of
Deck Duty Officer assists the Chief Officer in cleaning up any as far as practicable from land/wildlife areas, but never less than
spillage and the prevention of further pollution 25 miles from designated areas.
Duty seaman and additional crew members used as required
A Garbage Disposal Record Book is to be maintained.
Drills must be carried out on a regular basis, practising the team in all aspects
of their duties and responsibilities.

Illustration 5.2.6a Emergency Steering
Control Panel for Steering Gear Servo - Motors
Control Valve Block showing Bypass Buttons
Push in and lock this Button
Buttons to move Steering Gear either Port or Starboard

5.2.6 Emergency Steering Emergency Steering Drill
If failure occurs in the remote operating system from the wheelhouse, the Emergency steering drill should be carried out at least once every three months
steering can be operated from the trick wheel in the steering gear room. when traffic and navigational restrictions permit.
It is to consist of the direct operation of the main steering gear by using the
Description
manual control within the steering flat. This operation is to be directed from
the navigation bridge. After each drill, details and the date it was carried out
The steering gear consists of a tiller, turned by a four cylinder hydraulic
are to be entered in the Official Log Book and Particulars and Records Book.
system, that in turn is driven by two electric motors. In accordance with IMO
regulations the pumps, hydraulic power circuits and rams can operate as two
isolated systems.
The steering gear is fitted with an automatic isolation system. This system is
used to divide the hydraulic power circuits in the event of a hydraulic oil loss
from the oil tanks.
In accordance with IMO regulations the hydraulic pumps used in the steering
gear are supplied with power from two independent sources. In the event of
power failure from the main switchboard, one pump can be supplied from the
emergency switchboard.
Procedure for Operation of Steering Gear on Loss of Remote Bridge

Control
a) On loss of steering gear control from the bridge, establish communica-

tion with the bridge via the telephone system. A telephone is located
on the steering gear compartment platform.
Indication of the rudder angle and a compass repeater are provided for manual
control of the steering gear.
See Illustration 5.2.6a
b) Turn local/remote control switch to local control.
This switch is on the No Follow Up panel on the starboard side of the

steering gear room.
c) Operate the push buttons Port or Starboard to turn the steering

gear in the direction request by the bridge.
If this system should fail, manual operation can be carried out as follows:
a) Switch off the torque motor power.
b) Push in the button A and screw lock in place.
c) The tiller can be moved in accordance with the steering command

from the bridge by turning the torque motor, using the shaft end
knob.
The pumps and associated equipment are operated as normal.

5.2.7 Emergency Reporting (Note ! Nil reports, as applicable, must be made under each heading. This is 7. Delay caused by incident.
particularly important in the case of casualty reporting.Plain language should 8. Views on how contamination occurred.
The particulars of all accidents or incidents involving the ship and/or her be used in preference to code.)
personnel must be sent as soon as possible to Head Office by a secure means. 9. Any recent history of leakage or contamination.
Initial incident reporting may be advised via the telephone, the contents of the Check Lists for Specific Accidents
call being confirmed by telex. A full report must be made at the earliest (Note ! On the rare occasions where installations immediately accept respon-
opportunity. It would be beneficial to keep a template of the following Initial In the following it will not always be necessary to report on each item listed sibility advice will only be necessary on (a) and (c) 5, 6, 7.)
Incident Report ready for use on each telex communication system. and conversely the list will not always cover every item that needs comment.
Remember that the reports are used by Head Office to ascertain the particulars Grounding
Initial Incident Report of an accident and, therefore to enable them to act accordingly.
a) Voyage from - to. Date and time of grounding.
a) Date and time (UTC) of the incident ( a six figure group; first two Cargo Contamination Position of grounding ( Latitude and Longitude for clarity).
figures , day of the month, last four figures, the hours and minutes Draft of Ship.
using the twenty four hour clock). a) Present cargo on-board Cargo / ballast and bunkers on-board, where stored.
Where loaded
b) Nature of the incident; collision, grounding, fire etc. Sufficient Extent of contamination - grades, quantities, tanks b) Heading of ship in grounded position.
detail must be given to allow an overall appreciation to be made. Nature of contamination - water, flash point, colour Soundings plan, prior to grounding, at time of grounding and
repeated as necessary at various stages between high and low water.
1. Cargo stowage - tonnage. Tidal conditions.
c) Position of ship. Latitude and Longitude is preferred along with a
general statement of where the vessel is. 2. Pipeline and/or tanks used ( Preferably a coloured Nature of bottom.
tank/pipeline diagram). Identify grounded section of ship.
d) Name, nationality and type of any other ship involved. 3. Valves shut throughout. Damage incurred or suspected.
Oil pollution actual or potential.
4. Tanks contaminated.
e) Nature and extent of damage.
5. Dates and times of commencing and completing cargoes and c) Weather conditions at time of grounding updated as necessary.
1. To own vessel where relevant the times of opening up line sections for Wind force and direction
2. To any other vessel or installation involved reception of individual cargoes. Sea state
6. Gas line settings. Visibility
f) Casualties if any, including those missing: Current, set and drift.
b) Previous cargo carried Chart or charts in use.
1. To own vessel
Where loaded and discharged Positions, courses steered, engine movements prior to grounding.
2. To any other vessel or installation involved Heading and estimated speed of ship at time of grounding.
1. Cargo stowage. Bridge manning at time of grounding.
g) State of sea and weather. Navigation aids in use.
2. Pipelines/tanks used. Preferably in colour on a tank pipeline
diagram. Pilot involvement.
h) If immobilised and towage or other assistance may be necessary, Position and movement of other ships in the vicinity where
the following additional information must be included. relevant
c) Additional information
1. Set and drift of current.
1. Details of tank washing, line washing, gas freeing carried out d) Actions taken after grounding.
2. An estimate of how long the vessel can safely remain without Involvement of other parties:
since discharge of previous cargo, include times, note
assistance under the prevailing circumstances. Tugs
inspections made and by whom.
3. Nature of any assistance required. 2. Line and valve settings, when carried out and by whom. Port Authorities
4. Give the names and positions of any Company ships contacted, Classification Societies
3. Samples, when carried out, by whom and results ( In all cases P & I Club ( Involved if third party damage incurred).
and those of associated companies in the vicinity. retain samples clearly marked awaiting Head Office instructions).
5. Estimated time of readiness to proceed. 4. Ships staff involved and their duties. e) View on cause of grounding.
i) Details of cargo etc. lost overboard. 5. How and when contamination first discovered.
6. Action taken.
j) Any other relevant information.

Manoeuvring Accident Loss of Anchors
a) Voyage from - to. Date and time. a) Voyage from- to. Date and time.
Position (Latitude and Longitude).
Berth. Position (Latitude and Longitude) also give additional
Describe manoeuvre being carried out. details such as actual bearings and radar distances.
b) Describe circumstances leading up to accident. Depth of water and nature of bottom.

Courses steered
Positions Tidal state and current.
Engine movements.
Weather conditions b) Operation in progress.
Wind force and direction Anchoring
Sea state
Tidal conditions Weighing anchor
Bridge manning, also any witnesses
Pilot involvement At anchor
c) Damage incurred by own ship, jetty or others. c) Method in use.

d) Actions taken after accident. Walking out
Involvement of other parties
Tugs On the brake
Port Authorities
Classification Societies d) Which anchor and how much cable lost.
P & I Club ( Involved if third party damage incurred)
Surveyors e) Any other damage.
e) View on cause of accident.
(Note ! You are reminded to record all cases of known or

suspected hull damage.)
Heavy Weather Damage
a) Voyage from - to. Date and time of damage.

Position of grounding ( Latitude and Longitude for clarity).
Draft of Ship
Cargo / ballast and bunkers on-board
b) Circumstances leading up to the damage.

Course steered ( include adjustments made because of the
weather)
Engine revolutions ( include adjustments made because of the weather.)
Weather
Wind force and direction
Sea state and swell
Visibility
c) Particulars of damage.
d) Any action taken to make good the damage.

Outstanding repairs
List of damaged equipment requiring replacement

Part 6
Deck Equipment

Illustration 6.1.1a Mooring Arrangement
Issue: 1 6.1 Mooring Page 1

6.1 Mooring 6.1.2 Anchoring Arrangement
6.1.1 Mooring Arrangement Anchors are of the stock-less Speak bower type each weighing 7350kg. Grade
3 stud link chain of total length 632m in shots of 27.5m is fitted, 12 shots to
Mooring Winch one and 11 shots to the other anchor. The chain is connected to the anchor with
a swivel and Kenter joining shackle, a further joining shackle is fitted every
Non auto-tensioning electric hydraulic low-pressure winches equipped with 27.5m. The end of each anchor cable is secured at the upper part of the chain
two split wire drums and one warping end. An alloy steel shaft has been fitted. locker with a quick release system that can be operated from outside the locker.
Drum: Combined Anchor Windlass/Mooring Winches
Two de-clutchable split drums with band brakes. Type: Electric hydraulic low-pressure type windlass consisting of
one gypsy wheel, two hawser drums and one warping drum.
Dimensions: 672mm diameter/ 1450mm diameter x 900mm total
length (working section 435mm) Windlass
Rope capacity: 200m of 70 mm diameter synthetic mooring rope
Clutch control: manual One de-clutchable cast steel cable lifter with band brake. Bell mouth with
Brake control: manual chain stopper included for each cable lifter.
Brake testing: provisions incorporated into construction for on-board
periodic testing
Chain diameter / grade: Grade LR U3
(One test kit supplied for testing of all drum brakes). Clutch control: Manual
Remote control stands for mooring winches are provided on both sides of the Brake control: Hydraulic remote control
vessel.
Reduction gears: Open type gearing with protective steel cover
On the forecastle, two winchs are situated, each with two drums. The fore and
aft line and are normally used for head lines or breast lines. At the break of the Performance of cable lifter 215kN rated pull at 0 to 9 m/min
forecastle a second winch with two drums in the fore and aft line is situated.
These ropes can be used for head, breast lines or back springs. Two further Combined Mooring winch
drums are attached to each windlass for use as either head lines or breast lines.
Non auto-tensioning winch combined with the anchor windlass and equipped
Further aft on the cargo deck a third winch with two drums in the fore and aft with two split wire drums and one warping end.
line is situated these can be used as back springs or breast lines.
On deck aft (poop) there are three winches two with two drums and one with Situated outboard of each cable lifter is a roller type chain compressor. The
one drum. The after two are used for stern lines whilst the third winch which chain compressor is of welded steel construction with a cast steel roller and a
has its drum in the fore and aft line, is primarily for a breast line. On the after manual stopper of the bar type. Turn-buckles and steel wire ropes are provided
part of the main deck one winch is situated with two drums, these can be used for securing the anchor cable.
as either back springs or breast lines.
SBM Mooring Equipment
Two sets of single point mooring fittings are situated on the forecastle
consisting of:
Bow fairlead: 400mm x 250mm for use in conjunction with a grade 3

chain
Bow stopper: Rated towing load 100 tonnes
Roller fairlead: Suitable for a chafe chain

Illustration 6.1.3a Emergency Towing
Compartment For Buoy,

Pilot Line And Messenger Line
Removable Davit Used For

Guiding The Towing Line
During Retrieval
Groove for
Retrievel Wire
Ships Mooring Winch Used to Pull
Retrieval Wire Off Bottom Groove,
Which Then Turns The Reel And
Pulls In The Towing Line.
Section Through Turntable
Fairlead
Storage Reel
After Deck
Towing Line
Strong Point
Messenger Line
Pilot Line
Marker Buoy With Light

6.1.3 Emergency Towing 6.1.4 Anchoring, Mooring and Towing Procedures e) Ensure that the windlass operator and others in the vicinity, wear
goggles, hard hat, safety shoes and a good pair of overalls.
Description General
f) Ensure adequate communication is established and maintained
The Emergency Towing System is designed so that a tug can easily pick up the When anchoring, mooring or towing, the following shall be the main priority between bridge and forecastle.
towing wire from the ship if a main engine failure or another emergency at all times during the operation;
situation should occur. g) Anchors that are housed and not required should be secured
The safety of personnel, vessel, cargo, as well as prevention of damage to the against accidental release.
The system is designed to meet the requirements of IMOs resolution MSC. terminal jetty. This includes other ships, floating hoses, mooring boats, tugs or
35(63) May 20, 1994. The system consists of the following main items: any other object in the vicinity. Remember a safe operation is an efficient h) When the vessel has completed anchoring and the brake applied,
operation. ensure that the cable stopper is lowered and correctly positioned
The towing fairlead with lashings to prevent jumping. Cable stoppers form an integral
The storage reel with towing wire Safe mooring should also include use of proper clothing, teamwork, commu- part of cable restraint equipment and are designed to take the
nications, use of a mooring plan, team selection and briefing prior to arrival. anchoring loads.
The strong point
The pick up gear All operations should comply with the Code of Safe Working Practices for i) After heaving up the anchor and before entering open seas, ensure
Merchant Seamen and the terminal and port requirements. that the anchor is not twisted in the hawse pipe and that the flukes
The strong point is a welded steel construction, designed for a rated working are gently heaved hard up against the hull. Cable stoppers must
strength of 100 tons for ships up to 50,000 dwt or 200 tons for ships over Anchoring Procedure also be in position, together with securing chains.
50,000 dwt. The fairlead is designed for a side angle of + 90 and 30
downward. Clearing the anchors is the term used for removing the anchor securing chains. j) To prevent flooding of the chain locker at sea, spurling pipes
should be properly covered and chain lashed.
Operating Procedure a) Prior to removing the chains, the windlass should be turned over
with full hydraulic pressure, then operated in the heave mode, to It is obviously good seamanship for all deck officers to become acquainted
a) Remove the tarpaulin cover from the towing line storage reel. check that the brake is secure. Once you are certain that the brake with the method used to secure the cables within the lockers, since the need to
is secure the chains may be removed. However the cable stopper slip a cable may be both unexpected and urgent. A prolonged search for the
b) Take out the pilot line with the marker buoy attached, pass it is to remain in the lowered position. bitter end release mechanism, only to find it seized is not in keeping with good
through the fairlead, and cast it overboard as far as possible. seamanship. Always keep the mechanism lubricated and free of obstructions.
b) Before lowering, letting go (and heaving-in), always check that Mooring Procedures
c) Pay out the remaining messenger line. Make sure the pick-up gear the area below and in the vicinity of the anchor is clear of small
is falling freely into the sea. craft, tugs etc. a) Surfaces of fairleads, bollards, bitts and drum ends should be kept
clean and maintained in good condition. Rollers and fairleads
The messenger line will be recovered by the assisting vessel, which will then c) Before letting go, always walk (lower in gear) the anchor out of should turn freely and be in a sound condition.
heave in on the messenger line and pull the towing line from the storage reel the hawse pipe close to the waterline. In waters up to 20m deep,
against tension of the brake. the anchor and cable can be let go on the run. In waters over 20m b) Decks of mooring areas should be treated to ensure anti-slip
deep, the anchor should be first walked out close to the seabed properties. This can easily be accomplished by spreading fine salt
(Note ! Consideration should be given to the viability and practicality of and then let go. This ensures the anchor will not be damaged after free sand on top of wet paint or using dedicated anti-slip paint.
maintaining the connection of the messenger line to the towing line, especially falling a considerable distance onto a hard seabed, also the cable
when the assisting vessels tow line is paid out after connection. This may then will not run out of control. c) Always ensure that there are sufficient personnel available at each
serve as a recovery system in the event of a tow line breakage.) mooring station to accomplish their assigned tasks safely.
d) When anchoring, it is preferable to have a slight astern movement
over the ground. As a guide, this should not be in excess of half a Changing Mooring and Moving the Vessel
knot in water depths up to 20m. Where the water depth is in a) Always ensure sufficient personnel are on duty (and on deck), to
excess of 20m, it is preferable to have zero speed over the ground safely handle the operation in hand and maintain the ship in a safe
until it is confirmed that the anchor is on the bottom. Slight stern condition. If moorings have to be secured on bitts at least three
way can then be allowed to build up, with the anchor cable men are required at the mooring station. If moorings are winch
developing a lead and the cable being paid out under control, reeled, two men should be sufficient. Never set mooring winches
usually in sections of one shackle or shot, which is 26m (15 in the auto tension mode, if fitted.
fathoms) (emergencies excepted).

b) If the shore require changes in the mooring arrangements the DO NOT bend the rope excessively. DO ensure all spool drums are reeved in the correct direction, so that the load
Master must approve these. When there is a strong off berth wind is transferred to the fixed part of the brake band.
or current, extra precautions must be taken to ensure that the DO NOT stand in the bite of a rope.
required changes do not prejudice the safe mooring of the vessel. DO ensure all winch controls are clearly marked.
DO NOT leave loose objects in the line handling area; if a line breaks it may DO have an axe and sharp knife always available, and a flashlight for night
c) If there is any possibility of danger, the Chief Engineer should be throw such objects around as it snaps back. operations.
on duty in the engine room to activate the engine should the need
arise. In all cases the duty engineer should be advised. DO NOT have more people than necessary in the vicinity of a line. Fire Wire
d) Sufficient power should be available to operate the mooring DO NOT hold a line in position by standing on it. If it moves so will you! These wires must hang over the opposite side of the vessel to the berth, and are
winches on full tension. required so those tugs may pull the ship away from the pier, sea island etc.
DO NOT lead wires through excessive angles. without assistance of crew members in the event of an emergency. A fire wire
e) If necessary, all cargo operations should be suspended and hoses can be provided by securing a wire to bollards with six full turns and led
disconnected during any mooring changes. DO NOT use leads out of alignment with the spool or drum end (warping directly to a ship side fairlead, with no slack on deck. At no time should the
drum). free end eye of the fire wire enter the water.
If the ship should move out of position in relation to the shore loading hoses, General Mooring Procedure
the shore may shut down cargo and demand the ship to be repositioned. DO NOT leave winches and windlasses running unattended.
Mooring to Berth, Sea Islands or STS
f) In this case, the loading hoses should be disconnected, gangway DO NOT use winches in the automatic self-tensioning mode. Self-tensioning
heaved clear, and the re-positioning achieved via the appropriate winches have been found to be the cause of accidents and are no longer to be a) Select and brief the teams of the known situation prior to the pilot
use of mooring winches and not by use of ship's engines. used in that mode. boarding.
The Chief Engineer must be made aware of the possible requirement for the DO NOT attempt to handle a wire or rope on the drum end, unless a second b) Consult with the pilot for mooring requirements at the berth and
engines, and be on duty in the engine room, to act as required during the re- person is available to assist in removing the build up of slack. construct the final plan.
positioning.
DO NOT allow a rope or wire being paid out to run out of control. Always c) Brief all officers in charge of mooring stations regarding the
g) All crew should be called to mooring stations and communica- ensure a line has one turn on the bitts before being paid-out. Wires on mooring plan, ensure they understand all requirements and that
tions established with forecastle, poop, bridge and shore manifold dedicated stowage reels (not mooring winches) must never be paid-out the plan meets with their approval.
watchman. directly.
d) Prepare mooring stations forward and aft, lines should be run to
(Note ! It should be noted that if the ship is well moored and the lines properly DO NOT use dangerously worn lines. fairleads in accordance with the plan.
tended, the vessel will remain in position in almost all weathers.)
DO take care when letting go lines, as the end of a line can whiplash and cause e) Have messengers of natural fibre rope, and heaving lines of
It is therefore, important to plan the mooring, giving specific attention to injury or snag. To avoid this, it may be necessary to rig a slip line to assist in appropriate size, ready in advance.
deployment of reeled moorings, which will inevitably take most of the strain. controlled slacking.
Try to ensure at that least one back spring aft and one spring forward are winch f) Nobody should attend mooring stations unless they are wearing
reeled lines. DO wear a safety hat. safety shoes, helmet, boiler suit and other safety gear such as non-
skid gloves.
Handling Moorings DO wear gloves when handling wires. However, gloves can be dangerous
when handling a rope on the drum end and should not be worn. g) Fire wires, fore and aft on the seaward side, must be rigged
The following guidelines should be followed: according to terminal requirements, or with the eye maintained
DO ensure adequate communications are established before starting one metre above water level at all times, along with 6 full turns on
DO NOT surge synthetic ropes on drum ends. operations. a pair of bitts.
DO NOT stand too close to winch drum or bitts when holding a line under DO ensure that only experienced persons are permitted to operate winches.
tension; if the line surges you could be drawn into the drum or bitts. Stand back
and hold the line at a point about one metre away from the drum or bitts. DO use all split spool drums correctly, with the last two or three turns changed
to the narrow part of the split drum.
DO NOT apply too many turns; generally 4 turns is sufficient.

Requirement for tug handling Some berths provide wires, which are permanently attached to the buoy and STS Mooring Operation
are towed to the ship with a launch, in this case handling of the wire can be
Only use properly placed closed fairleads and associated bollards, which have difficult. If it is made fast to the ships bollard, care must be taken to ensure the This operation consists of mooring two different sized ships alongside each
a direct lead from fairlead to bollard, for the securing of the tugs tow line. tension is on the winch brake and not on the shore wire. The wire must be led other, with the initial mooring usually carried out underway. Once the
to bitts or bollards using a chain or stopper. moorings on both vessels are secure, the vessel to be lightened will normally
A means for heaving the tugs line aboard with ships heaving line or anchor.
messenger must be provided, i.e. use of suitable fairleads, bollards, etc. to lead Notes on Mooring to SBM / MBM During STS operations, fairleads should be provided for all lines, these will
the heaving line on to the warping head of a mooring winch. The person prevent the lines chafing against each other, the ships or the fenders. This is
operating the winch must have line of sight vision to the person at the ship's When running lines via a launch, always keep a careful watch on the launch critical in view of the large relative free board changes between the ships.
side directing the operation. and ensure the appropriate amount of line is paid out. Keep clear of running
lines, which should be paid-out under control. (Note ! Never allow fenders to ride up on either vessel. Inform the terminal
Mooring to SBM authority of dangerous conditions well in advance.)
Good communication between bridge and poop are essential to avoid lines (or
a) As the pilot may stay on the forecastle to advise the vessel, full boat) being caught in the ship's propeller. All moorings must pass through closed fairleads, thus avoiding any difficulty
co-operation and communication with the pilot is required to with the expected large changes in freeboard.
avoid any hazardous occurrence. At many buoy berths, shore wires often supplement the ship's moorings. The
handling of shore wires around the warping drum of a winch and then to the Fire wires for emergency use must be rigged as described previously.
b) Equipment employed in the mooring of a ship at a single point bitts, should be done carefully and by experienced seamen.
mooring such as Smitt bracket, bar type chain stopper, or pawl - Environmental Effects On Mooring.
type chain stopper, must be ready for use at any time. Always have readily available an axe, sharp knife, sledgehammer, large
crowbar, 2 x 150 meter messenger lines and a portable light for night time The moorings of a ship must resist environmental forces such as:
c) Keep a lifebuoy with a line ready for immediate use on the operations.
forecastle. Wind forces, which vary with the amount of exposed area of the ship and
At an SBM, the hawser pick-up rope must never be used to check the ship or direction of blow such as offshore or onshore. Ensure the moorings have
d) Lower own messenger by heaving line to the mooring boat heave the ship into position. Chafe chains should be lead through Panama adequate strength and length to meet adverse weather, in order to avoid any
through the central closed fairlead. The terminal messenger is fairleads and not through roller fairleads. condition which may lead to a dangerous occurrence. A weather report from
attached to vessels messenger, and heaved in until the chain another ship or port will give a clear picture of the situation.
attached to the SBM hawser is in position for the chain stopper. 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 Current, which can increase or decrease the effect of wind.
e) A chain stopper lashing bar is provided to avoid accidental release officer should be stationed to watch the mooring hawser. If load starts to come
of SBM chain. on the hawser during the securing operation, the Officer should warn the crew Tidal range is the most common cause of line failure whilst moored to a jetty,
to stand clear and slacken the line. sea island or quay.
Mooring to MBM
Slackening a line under tension via a warping drum is difficult, if not Surging, caused by interaction with a passing ship, may cause shock loading
MBM consists of securing a ship to several (normally five) permanently impossible, to control. The turns will start to ride off the end of the drum. The on the mooring lines e.g. whilst the vessel is moored in a narrow channel, to
anchored buoys in conjunction with use of the ship's own anchor. This type of persons working the warping drum (drum end) should be ready to run clear of buoys at bow and stern, awaiting transit through canals or berth vacancy. The
mooring may also be called conventional buoy mooring or CBM. the area if the line starts to run. To avoid this danger and other associated vessel should have enough lines to the buoys to resist any possible effect.
dangers of using a warping drum at an SBM, every effort should be made to In some ports, such as Chahbahar or Karachi, the berth is exposed to the sea,
MBMs are usually sited at terminals where weather and sea conditions are mild use a spool drum, upon which the pick-up line can be more safely reeled. In where a high long swell is present. Doubling up the lines in the same direction
to moderate. The terminal normally requires the ship to provide the necessary this case, only use leads assigned to the respective winch. as the external force can reduce the cradle effect on a vessel. The wear and tear
mooring equipment. of mooring lines can be reduced by having rollers fairleads and lines
Once moored to an SBM, a constant bow- watch must be maintained, to ensure lubricated.
During the mooring operation mooring lines will be paid out on both port and the vessel does not ride up on the buoy and/or hoses. If in any doubt call the
starboard sides. Two lines may require to be sent to all or some of the buoys. Pilot. Draft changes, in combination with other factors, can use cause excessive
strain on mooring lines and have an adverse effect on loading arms. This can
Wire mooring lines are preferred in order to reduce the ships drift, although be avoided by close observation of the tidal condition during loading and
some CBMs require rope. discharging.

Illustration 6.1.5a Thrusters
Main Bridge Control Panel
Thruster and Hydraulic Pump Starter Panel Bridge Wing Panel
BOW UNIT STERN UNIT

BOW UNIT
BOW UNIT
FAN HYDR FAN HYDR
RUN RUN RUN RUN
0 LAMP
1/2 1/2 TEST HYDR HYDR HYDR HYDR 0 LAMP
STOP START STOP START TEST
1/2 1/2
1 1
1 1
IN IN
SERVICE
OVERLOAD READY DRIVE READY DRIVE
COMMAND
FOR MOTOR FOR MOTOR IN
OVERLOAD IN
SERVICE COMMAND
START RUN START RUN
EMERG START
STOP REQUEST
DRIVE DRIVE DRIVE DRIVE EMERG START
REQUEST
MOTOR MOTOR MOTOR MOTOR STOP
STOP START STOP START

COMMAND
REQUEST/
TEST COMMAND
REQUEST/
STERN UNIT TEST
STERN UNIT
KAMEWA KAMEWA
1 1
1 1
1/2 1/2
0 1/2 1/2
IN
SERVICE OVERLOAD IN 0
COMMAND
IN IN
SERVICE OVERLOAD
COMMAND
EMERG START
STOP REQUEST
EMERG START
STOP REQUEST
KAMEWA
KAMEWA
Feedback
ECR Unit Pitch Feedback Signal Electric Motor
Unit
BOW UNIT STERN UNIT
Starboard
Hydraulic
Port
Control
Signals
Propeller
Central
BRIDGE
CONTROL
BRIDGE
CONTROL Unit Hydraulic
ROOM ROOM
Power Pack
Valve Control Signals Control
Valve
PORT STBD PORT STBD
Tunnel
KAMEWA KAMEWA
Key
Electrical Signal

Towing 6.1.5 Thrusters Operation Principle
Towing operations lead to large loads being applied to ropes, fairleads, bitts Maker: Kamewa In the propeller hub there is a servomotor which turns the propeller blades. The
and connections. A sudden failure of any part of the towing arrangement can Type: 1650 K/BMS - CP servomotor consists of an integrated piston and an axially moving piston rod.
have serious consequences, which should be considered, and appropriate The movement is obtained by leading pressure oil to one side or the other of
safety precautions taken. Overview the piston.
Only mooring lines in good condition, specifically allocated to towing, should The vessel is equipped with a bow and stern thruster. The piston rod has a cross-head with four transverse slots for sliding shoes, one
be deployed to tugs. These lines, one forward and one aft, should be kept apart for each of the blades.
and not used for mooring except in an emergency. The towing lines and The Tunnel Thruster System consists of four main parts:
associated equipment must be inspected prior to use. Any line found with The eccentric crank pin fits into the hole of the sliding shoe. The crank pin ring
defects, and or excessive wear, must be rejected for use as a towing line. 1. A tunnel with propeller unit, a driving motor, a hydraulic system, and an is supported in a bearing lining, which is integrated with the hub body.
electric control system.
When the piston rod moves, the crank pin ring rotates with the circular
Particular attention is drawn to the need to ensure that roller fairleads, bollards movement transmitted via the piston rod slot and sliding shoe and crank pin.
etc. are: 2. The propeller unit is driven by an electric motor at a constant speed and
single direction of rotation. The propeller is provided with hydraulically The propeller blade, which is fixed on the crank pin ring by screws, will then
Suitably sited to avoid obstructions adjustable propeller blades, which makes it possible to vary the magnitude and turn.
Effectively secured to the ship's structure direction of thrust.
Each blade is provided with a sealing ring to prevent water entrance to the hub
Not excessively weakened by corrosion or age 3. The tunnel thruster facilitates the manoeuvring of the vessel to a great extent or oil leakage.
Of suitable design, with a SWL for the intended use when speeds are low or zero. The ship's tunnel thruster is also a useful
complement to the ship's rudder even at higher speeds. The thruster and the Remote Control System
rudder together give an increased steering effect.
DO NOT use small cruciform bits to secure a tow line. The control system is a microprocessor based remote control system used to
4. The controllable pitch tunnel thruster runs at a constant shaft speed. Power control the pitch setting of the tunnel thruster.
Suitable communications should be established between the bridge and and thrust are controlled by changing the pitch of the blades. The propeller
mooring station prior to the commencement of operations. always rotates in the same direction. As starboard and port thrust must be equal The system can order both port and starboard manoeuvres by changing the
the blades are designed with zero initial pitch and symmetrical blade section. pitch setting while the propeller blades continue rotating in one direction.
Persons involved in towing operations should be briefed in their duties and The tunnel thruster has two purposes. One is to keep the vessel in position in
necessary safety precautions. The manoeuvring is performed from a control station equipped with a control
a cross wind, the other one is to turn the vessel at zero or low ahead speed. lever. When ordering thrust with the control lever, the system applies the
Care shall be taken to keep clear of rope bights. Similarly, whiplash areas proper pitch setting according to a curve in the computer, for the thrust to be
(Note ! When a stationary vessel is turned with a tunnel thruster, the vessel is proportional to the lever position.
should be evaluated, with personnel warned of the consequences of parting also given a sideways motion. The simultaneous turning and crabbing results
lines and associated danger zones. in a slow longitudinal motion of the vessel, ahead when the tunnel thruster is When manoeuvring, the load of the drive motor is controlled by the system by
located in the bow, astern when it is located at the stern. This should be kept in automatic regulation of the pitch. The maximum allowed load is determined by
When letting go of tow lines, ensure all personnel are clear of the end eye. mind when manoeuvring in narrow harbours.) the load limit.
Preferably, the eye should be lowered under control of a slip line, thus avoiding
danger of injury and line snagging. The propeller unit comprises a propeller tunnel in which a single stay gear When there is more than one control station, there is also a responsibility
housing is bolted A four bladed propeller and shaft assembly are mounted in system included, which allows only one control station at a time to be In
bearings in the gear housing. Command.
On each control station the actual pitch setting of the tunnel thruster(s) will be
The main part of the tunnel thruster is the propeller hub with blades, and the continuously indicated.
propeller shaft. The shaft is supported by one spherical roller bearing and two
axial roller bearings. The shaft seal of rubber sleeves prevents water from The driving motor can be started only when the propeller blades are in zero
penetrating and oil leakage. position, which reduces the starting torque to a minimum. This means low
starting current.
Control of the system is generally from the main bridge or bridge wings, but
can be controlled from the engine control room usually for pre departure tests
or due to control system failure.

The control panels have the following features: Pitch Control Operation Change of control station from Bridge to ECR:
Control of pitch with proportional thrust command
Control lever When the switch in the control room is switched from position Bridge to
Indication of pitch position ECR, the command will be directly transferred from bridge to ECR.
The control lever is a rotatable +/- 60 with click stop locations for the outputs
Indication of drive motor current 0-1/2-1. The propeller thrust is approximately proportional to the position of Change of control station from ECR to Bridge:
Start/stop of drive motor and hydraulic pump motor the control lever, via the pitch curve.
When the switch in control room is switched from position ECR to position
Indication of alarm The control system controls the pitch. The lever movement is transmitted to the Bridge the command will not be transferred until ''Command request is
central unit and fed into a function generator (FG) where the required rela- pushed at any of the bridge control stations. Until then no station will be in
Operation Procedures tionship between lever position and pitch command can be adjusted. command.
Before Starting the Tunnel Thruster Output from the F.G. is the pitch command, which is fed to the regulator where
it is compared to the actual pitch position, (feedback signal). Pitch correction When set for ECR operation the pitch can be operated using the push buttons
a) Check that power is available. signal, from load control process and external thrust reduction, is also fed to on the ECR panel. These act directly on the hydraulic control valves. The main
the regulator. control system is bypassed and the control failure alarm blocked.
b) Start the electrically driven hydraulic pump.
If there is a difference between ordered and actual pitch, the hydraulic pitch Load Control
c) Check that no alarm exists. control valve is activated in order to correct the actual pitch setting until the
d) The pitch will automatically go to zero. control error (difference) has disappeared. The load control system prevents the drive motor from being overloaded. The
system measures the drive motor current, i.e. load of the drive motor. The load
Change from Main Bridge to Bridge Wing Control signal is compared to the Load limit parameter (Load limit 1 or Load limit 2).
Starting Drive Motor
Push the Command Request/Test button for request of command and trans- If the drive motor current is too high the pitch, as well as the drive motor load
a) Start the drive motor. ferring between main bridge and the bridge wing station(s). (When the drive ,will be reduced.
motor is stopped pitch testing is possible by pushing this button).
b) Check that the drive motor has started. Lamp indicates drive To prevent mechanical damage at high speed, pitch changes caused by e.g. air
motor running. The In Command Lamp lights, indicating when the control station in in the hydraulic system, there is a supervision of pitch response over-speed.
c) The tunnel thruster is now ready for use. question is in command. (Can only be in command when the drive motor is
started). Emergency stop
Control Panel Selection When the command is on Bridge the command can be transferred between The emergency stop push button activates an opening contact which causes the
main bridge control station and the bridge wing control station(s). drive motor to stop. The drive motor running information disappears. When
a) Select control panel by pushing the COMMAND REQUEST the drive motor is stopped, the pitch is automatically reset to zero.
push-button. When the IN COMMAND lamp lights, the control When the push button Command Request is pushed the command is directly
panel is in command. transferred. The lamps In Command indicates which station is in command. Drive motor start/stop
b) The propeller thrust can now be manoeuvred in the desired Change from Main Bridge to ECR Control
direction by means of the control lever. In order to be able to start the drive motor, the pitch must be in zero position
When in Control room control, the lamp indicates Control Room in and the hydraulic pump motor has to be running.
c) The propeller thrust is approximately proportional to the position command.
of the control lever, via the pitch curve. When stopping the drive motor, the drive motor running information
When in Bridge control, the lamp indicates Bridge in command. disappears, causing the control system to steer the pitch to zero.
Stopping the Tunnel Thruster The Switch BR/ECR is used for manoeuvre station change over. When
Command request button is pressed on the bridge, the switch is changed to In order to be able to start the drive motor, the hydraulic pump motor must first
a) Set the control lever in 0-position. Bridge. be started by using the Hydr. start push button.
b) Stop the drive motor. For switching over the control between bridge and control room there is a If the hydraulic pump motor is stopped by using the Hydr. stop push button,
c) Stop the electrically driven hydraulic pump. manoeuvre responsibility system. the drive motor also will be stopped due to lack of hydraulic pressure.
The control room is the master control station where the switch BR/ECR is
located.

Illustration 6.2.1a Deck Cranes
Jib Rest Plate

Welded on to Jib
SWL 10T 3.5 - 18.1m
ACTA
Ladder
Minimum Outreach 3.5m
Remote Start/Stop Box
Maximum Outreach 18.1m
Main
Valve
Issue: 1 6.2 Lifting Equipment Page 1

6.2 Lifting Equipment Electric-hydraulic Power Pack Parking of Crane
6.2.1 Deck Cranes 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
located in the centre of the pedestal with the output shaft pointing upwards and the jib support cradle.
Forecastle Crane 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 b) Stop the pump/motor.
Used for lifting gear from main deck onto forecastle deck. a full flow return filter with changeable filter insert. The tank is provided with
an oil level indicator and a temperature gauge. c) Fit the jib securing bracket.
Forward Hatch Crane
Hoisting Machinery Provision Cranes
Used for lifting hatch on forecastle deck and lowering gear into bosun's store.
The winch unit consists of: Capacity: 4 tonnes SWL
Hose Handling Crane Hoisting speed full load: 10 m/min
Drum with bearing and brackets.
Moving speed: 11 m/min
Maker: Acta Winch gear with hydraulically operated fail safe brake. Outreach : 4m outboard of the vessel
No. of sets: 1
SWL: 10 tonnes Hydraulic motor with safety valve to freeze movement in case of One electrically driven provision crane is provided. It is a mono rail type,
Max. Outreach with Horizontal jib: 18.1m a pressure drop. situated between the superstructure and the funnel. The monorail is provided
Hoisting Speed No Load: 20 m/min with telescopic ends for use when using outboard of the vessel.
The wire rope is of the non-rotating type and galvanised. Minimum factor of
Hoisting Speed No Load: 10 m/min safety is 5.
Slewing Sector: 360 Suez canal searchlight davit
Slewing Speed: 1.0 rpm The wire sheaves are provided with heavy duty roller bearings on stainless
Luffing: 60 -80 seconds One Suez canal search light davit of 500 kg capacity is located on the
steel axles. All bearings have grease nipple lubrication.
forecastle deck forward. This davit can be relocated to the forecastle deck aft
Description for lifting oil drums etc. from the main deck.
Starting Procedure
One electric- hydraulically driven deck crane is provided for handling the a) Check that the control levers are in neutral.
cargo hoses, fuel hoses and Suez mooring boat.
b) Check that the wire is run correctly in the sheaves and that the
Crane Control wire rope ends are securely clamped.
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 c) Check the oil level.
from 0 to maximum. Two motions can be operated at the same time with full
capacity, but with reduced speed. d) Start up the pump.
Load Limiting System e) Check the filter indicators.
Each hydraulic circuit is provided with equipment for limiting hydraulic f) If the ambient temperature is less than 10C let the crane run until
pressure to preset values corresponding to the crane capacity. the oil temperature is a minimum of 10C.
Limit Switches g) Check that all movements (hoist-luffing-slewing) are operational

without load.
Hook travel up.
h) The crane is ready for use.
The crane is provided with an automatic hook stop in top position.
Luffing up - down
The luffing cylinder is designed for safe buffering in the extreme positions.

Shaded Image Represents Accommodation

Illustration 6.2.2a Accommodation Ladder Ladder In Stowed position
Air-Drum
Winch
Hoisting Wire
Rope
Accommodation
Ladder
Outline View Of Pulley Arrangement

To Both Lift and Swing Accommodation
Ladder Into Stowed Position
Profile

6.2.2. Accommodation Ladders
Two identical accommodation ladders are fitted to the vessel, one on the port
side and one on the starboard side. The ladders in the inboard position are
secured by wire strops and turn-buckles. They are designed to reach the ballast
waterline at an angle of 55.
Once the securing strops are removed the operation of swinging out and
lowering/hoisting is all done from a remote control stand. The levers on the
stand control the air motor.
The first operation is to swing the ladder and upper platform into an outboard
position ready for lowering. At this time a short pilot ladder can be attached to
the bottom of the Pilot platform at the base of the ladder. Once in the outboard
position, control is changed to the other air motor and the ladder lowered to the
correct position.
Oilers protect the air motor.
Sufficient grease nipples are provided to ensure that with regular maintenance
and greasing operation of the ladders should be trouble free.

6.2.3 Pilot Ladder
One Jacobs Ladder is provided with sufficient length to reach the ballast water
line. A set of securing rings is fitted at each side of the vessel at main deck
level.
Illustration 6.2.3a Pilot Ladder
Portable Pilot There must not

Ladder Reel be any shackles,
knots or splices
The steps must
be equally spaced
The steps must

be horizontal
Spreaders must not be
lashed between steps
Pilot ladder must The side ropes must

extend at least be equally spaced The loops are a tripping
Officer In Contact With The Bridge 2 metres above hazard for the pilot and
lower platform can become fouled on
the pilot launch
Accommodation ladder should rest firmly against
ship's side and should lead aft.
Maximum 550 slope.
Lower platform horizontal.
Rigid handrail preferred.
Rigging for Freeboards of 9 metre or Less

Ladders to rest
firmly against
ship's side
3 to 7 metres depending on
size of pilot launch and swell
Man-ropes without Spreader

knots. Min. diameter Min. 180cm long
28mm (If required
by pilot)
PILOT
30-38 Maximum 8 steps

A Pilot Ladder Combined With An Accommodation Ladder Is Usually The Safer Method
cm between spreaders
Of Embarking Or Disembarking A Pilot On Ships With A Freeboard Of More Than 9 Metres
Steps must be against

Very Dangerous ship's side
Ladder too long
5th step must

Side ropes
be a spreader
Min. diameter 18mm
40cm Height required

Min
PILOT PILOT
by pilot
PILOT
At night pilot ladder and ship's deck lit
by forward shining overside light

Illustration 6.3.1a Free Fall Lifeboat
D Deck
C Deck
Release Pin
B Deck
A Deck
Issue: 1 6.3 Lifesaving Equipment Page 1

6.3 Lifesaving Equipment Procedure for boarding the lifeboat: g) The helmsman carries out the following;
Confirms all hatches, doors and openings are closed.
6.3.1 Free Fall Lifeboat a) Muster at the lifeboat station, carrying a lifejacket/survival suit
and await instructions. Confirms that the landing area is clear.
Maker: Norsafe AS Starts the engine in neutral position.
b) When told, enter the lifeboat quickly and in an orderly manner,
Description occupying the forward seats first. Instructs pumping to commence.
c) Board the boat evenly on both sides, with the last seat by the h) The pump operator checks the knob on the pump is turned fully
The system consists of the following:
emergency hydraulic pump being occupied by the hook release clockwise and commences pumping.
A launch ramp with angled skid-way for free-fall release of the operator.
lifeboat (Note ! After a few strokes pressure should be felt in the pump handle, the boat
(Note ! The hook release operator should board last after carrying out pre- will then start to lift and within a short period it will be launched. However, if
A frame (davit arm), hinged to the lower end of the launch ramp,
complete with hydraulic cylinders and winch. launch checks.) no pressure is felt within a few seconds check that the knob on the pump is
turned fully clockwise. If the system still does not work, commence the
Hydraulic power pack for winch and cylinders. d) Once seated, secure the safety harness, tighten the adjustable lap emergency launching procedure by operating the other hydraulic pump.)
Manual control valves for the operation of the A frame. strap and fasten the forehead strap.
i) After launch, and the boat is waterborne, turn the knob of the
Lifting traverse with wire sheaves and lifting hooks. e) Place knees against the seat in front and push body firmly against pump anti-clockwise to allow the hydraulic cylinder under the
the back rest of your own seat. Cross arms and grasp shoulder boat to retract.
Free fall lifeboat.
straps, keep head facing aft and do not turn to the side.
Free Fall Lifeboat j) The helmsman now engages the propeller and steers the lifeboat
Type: GES 25 f) Remain seated after launch unless instructed otherwise. away from danger.
Dimensions: 7.5m(L) 2.75m(B) 3.42m(H)
Construction Fire-retarded GRP Polyester Procedure for free-fall launching the lifeboat: If the free-fall method appears to be unacceptable, due to reasons such as solid
Capacity: 32 Persons objects floating in water in the launch area etc., the boat can be launched using
Number of Boats 1 ! CAUTION the winch and fall wire. This method is dependant on electrical power being
Speed: 6 knots Before attempting any free-fall launch, it is vital that the crew ensure that available and an operator is to be positioned at the manoeuvring controls.
Minimum Launch Zone Water Depth: 8m the boat will achieve a clean unrestricted path down the skid-way and that
Minimum Launch Zone Length: 100m the launch zone is clear of obstructions. Procedure for Launching the Lifeboat Using the Winch and Fall Wire:
Maximum Free Fall Height: 17.2m
a) Disconnect the lowering/retrieval hooks from the lifting slings a) Start the hydraulic power pack by pushing the start button.
Davit and securely stow slings on top of the boat.
Type: HD 25 b) Push the control lever labelled WINCH to the DOWN position
b) Disconnect the lashing arrangement. until the hooks on the traverse assembly are level with the end
links on the lifting slings on the boat.
WARNING
c) Ensure all the ropes are clear of the boat.
All crew members should be familiar with the operating procedures for c) Once the hooks are level with the lifting slings, un-clip the rings
this launching appliance and lifeboat. Failure to follow the procedures d) Ensure that the electrical plug on the outside of the lifeboat has on the lifting slings from their securing clips and hook into the
may result in serious personnel injury or machinery damage. been disconnected. traverse hooks.
Correct procedures for the Abandon ship training and drills can be found in e) Ensure that all the hatches and openings are securely closed and d) Lift the traverse by moving the winch operating lever to the
chapter 3 of the SOLAS regulations. Generally, free-fall lifeboats shall be locked, with all the personnel seated and correctly strapped in. LIFT position, until the wires are tight.
launched with their assigned operating crew aboard, and manoeuvred in the
water at least once every 3 months during an abandon ship drill. f) Turn the battery switch to the On position. e) Remove the boat lashing and the electrical supply plug from the
stern of the boat.
If it is impossible or impracticable to free-fall launch, it is acceptable for the f) Personnel can now board the lifeboat and take their seats as
lifeboat to be lowered , provided it is is free-fall launched at least once every described earlier, ensuring no loose objects are in the boat.
6 months.

g) Operate the hydraulic pump to free the lifeboat from the bolt on f) Now manoeuvre the suspended lifeboat up on to the skid-way, by
the davit. alternating between lifting the lifeboat and pulling in the A
frame, until the lifeboat is resting on the skid-way.
h) Lower the traverse by pulling the control lever for the winch to
the DOWN position until the front of the skid angle on the g) When the lifeboat is resting on the the skid-way, lower the A
lifeboat passes the end of the skid-way. frame until it is standing approximately. 1.3m above its support.
Now use the winch to pull the lifeboat up until its release
i) Swing out the A frame by moving the JIB control lever to the
mechanism engages with the bolts on the davit.
OUT position, holding it there until the A frame stops.
j) Lower the lifeboat to the water until the wire falls become slack, WARNING
and the lifeboat is fully waterborne.
k) Unhook the lifeboat falls from the traverse and navigate the When the lifeboat has been fully recovered and before attempting to
lifeboat clear of danger. disconnect the lifting slings, ensure that the lifeboat is secured on the bolt
on the davit.
l) Stop the hydraulic power pack by pressing the STOP button
located near the manoeuvring controls. h) Visually check that the securing bracket on the lifeboat has passed
over the bolt on the davit.
(Note ! The lifting traverse is not designed to be hoisted without a load. A
small weight of 25kg should be attached, using 2 straps of approximately. 2m i) Carefully release the winch brake to allow the lifeboat to lower on
long, to the traverse hooks. This will ensure that the traverse comes up hori- to the davit. It may help to stand on the aft end of the lifeboat as
zontally and not vertically.) it is lowered gently.
Procedure for recovering the lifeboat using the winch and fall wire: j) From below the lifeboat, check that the brackets on the lifeboat
have settled on the bolt on the davit. The correct position will
a) Start the hydraulic power pack by pushing the start button. leave a gap of approximately. 1-5 mm from underside of bracket
to the bolt.
(Note ! Before the lifeboat is placed in the davit, both the hydraulic release
jacks must have returned to their upper position.) ! CAUTION
The lifeboat should always be left in a state of continuous readiness for
b) Swing out the A frame by moving the JIB lever to the OUT
any of the launching modes. The following check list should be followed
position, holding it there until the A frame stops in the full out
as a minimum:
position.
Ensure that the lifeboat is securely locked on the bolt on the davit.
c) The lifeboat can now be navigated underneath the lifting traverse.
Lower the davit traverse and disconnect the lifeboat lifting slings
d) Move the control lever labelled WINCH to the DOWN and store the sling in the clips provided.
position, taking care not to hit the lifeboat or the personnel on the
lifeboat with the traverse. Secure the lashing arrangement.
Connect the lifeboat power supply.
WARNING Fill the lifeboat fuel tank. Lifeboat Embarkation.
When performing this operation take care in moving the levers smoothly, Check all lifeboat equipment is securely stored.
and avoid all abrupt movement of the davit arm and the suspended
Pump out bilges.
lifeboat.
Reset both hydraulic free-fall pumps by turning knobs anti-clockwise
fully.
e) Lift the traverse and the lifeboat by moving the WINCH lever to
Close all doors and hatches.
the UP position. Lift the lifeboat until the underside of the skid
angles are slightly above the top of the davit skid-way (not more
In between launches the detailed maintenance schedules and procedures
than 0.5m above.)
should always be always be carried out.

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

6.3.2 Life-rafts b) When the wind is very strong, the lifeline can be tied around the A pressure gauge is attached, via a fire resistant stainless steel reinforced tube,
waist to prevent the raft being blown away. which indicates cylinder pressure, and a whistle unit warns the user when
General approximately 10 minutes of air remains.
There are four. twenty man liferafts, stowed close by each lifeboat, and one c) A non swimmer should keep hold of the righting strap and allow
liferaft for six persons stowed on the upper deck forward. All the liferafts are the raft to fall back on him, the rubber raft will not injure him. He The face mask is moulded in black non-dermatitic neoprene with a deep
constructed with twin buoyancy chambers, one above the other. The bottom can then work his way back to the rafts entrance under water, tapered reflex edge seal. When not in use a neck strap enables the mask to be
and the canopy of the rafts are of double construction and may be inflated by holding onto the strap of the life-line. carried on the chest. A fully adjustable five-point head harness holds the
bellows. The rafts are provided with boarding ladders, inside and outside face mask securely to the face. An integral speech diaphragm is moulded into
gripping lines, capsize stabilisers and salt water activated battery for both d) If automatic inflation does not work, swim up to the container, the front of the face mask which requires no maintenance.
internal and external lighting. Accessories supplied are, a rescue line with tear off the black rubber bands between the brass rings on the two
rubber quoit, repair outfit, hand bellows, floating knife, operational instruc- nylon bands, and release raft by pulling the release wire or use the Pre use check list:
tions, sea anchor (drogue) and an emergency pack to Solas standards. bellows placed inside the raft. The yellow valves for inflation by
means of the bellows are inside the raft. Switch off the demand valve.
Release of Rafts Turn off the black positive pressure knob on the demand valve.
6.3.3 Self Contained Breathing Apparatus
Hydrostatic Release Units (HRU) are fitted to each raft situated aft, which will Check the cylinder is full.
activate when submerged to a depth of two to four metres, releasing the rafts Open cylinder valve slowly and check the gauge against the pressure stated on
The vessel is supplied with four sets of Positive Pressure SCBA; two are kept
to float towards the surface. After activation of the HRU the raft will still be the cylinder.
in the Cargo Control Room and two in the locker in the accommodation A
secured to the vessel by a weak wire line. However, after inflation of the raft,
Deck. The following is kept beside each set ready for use:
sufficient drag is applied to break the weak link wire and allow the raft to float Leak test of apparatus.
free. The rafts may be released manually by unfastening the slip hook securing Open the cylinder valve slowly then close it again, the gauge reading should
Spare Cylinders of air 1200 litres: 2 (plus one on set)
the lashing round the container. Ensure the ring on the end of the painter is still not fall by more than 10 bar per minute.
Safety Lamp: 1
attached to the HRU. When the raft is thrown over the side, the painter is
Fire Axe: 1
pulled out until the carbon dioxide cylinder is activated and the raft inflates. Check the whistle setting.
Fireman Suit: 1
Operation Rigid helmet: 1 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 boarding the raft, the painter must be cut with the provided knife to avoid Gloves: 1 blow at 68 bar for the 1200 litre cylinder.
the raft being sucked under. Paddle away from the danger zone using the Life Line: 1
paddles placed in a bag close to the entrance of the raft. Alternatively one of Donning the apparatus.
the lifeboats could be used to tow the raft clear. The apparatus has an estimated working duration of 20 minutes with a 1200
litre cylinder, plus approximately 10 minutes duration once the whistle is With the shoulder straps and waistbelt slackened, put on the apparatus and
When the raft is full of survivors, others can hold onto the lifeline around the activated. It consists of a high-pressure air cylinder mounted on a lightweight adjust the shoulder straps until the cylinder is held snugly on the back. Fit the
raft. The raft is able to support double the number of persons it is certified to frame. The padded synthetic harness, developed from the Bergen rucksack waistbelt and adjust as required. Hang the face mask strap around the neck.
carry. When clear of danger zone stream the sea anchor or drogue. The sea principle, is fully adjustable to fit all sizes of wearer. A special lifting harness Secure a lifeline to the D ring. Now fit the leg straps of the lifting harness and
anchor stabilises the raft and helps to minimise drift. Inflate the canopy and the is fitted to all sets required for marine use, a lifeline is connected to the harness secure through the D rings. Check the demand valve is in the OFF position,
bottom of the raft as this gives excellent insulation against the cold. To do this, to give the wearer added security when entering enclosed spaces. then turn on the cylinder air valve slowly. With the thumbs inside the head
connect the bellows to each topping up valve in turn. These are placed in the harness straps, put the chin into mask first and then pull the straps over head.
raft floor and inner canopy. The bellows are located in a bag at the entrance. The air cylinder is reduced by a single stage pressure reduction system. The air
Position the mask so that chin fits snugly into the chin cup and then gently
leaves the cylinder and passes through a sintered bronze filter located in the
After a long stay in the raft it may be necessary to top up the two buoyancy tighten head harness, lower straps first. Do not over tighten.
cylinder connector manifold, then via a stainless steel reinforced ptfe supply
tubes. Connect the bellows' plastic tube to the yellow topping up valves. If an hose to the Positive Pressure Demand Valve, where it is reduced to a breathable
empty raft should capsize the following procedure should be adopted:- 1. Check for Positive Pressure
pressure.
Turn the black knob on the demand valve to the ON position, gently lift mask
a) The side of the raft, where the carbon dioxide cylinder is attached, The tilt operated demand valve has a spring-loaded neoprene diaphragm to seal off the cheek to ensure that air flows out of the mask, proving that the air
lies deepest in the water. The place is marked right here. Stand give long reliable service. The simplicity of the valve eliminates the need for pressure in the mask is positive. Allow mask to re-seal then and the hold
with both feet on the cylinder, hold onto the righting strap (placed adjustment. The demand valve switch enables the wearer to apply positive breath. There should be no leakage from the exhale valve, as denoted by the
across the bottom of the raft), manoeuvre the raft so that the pressure to the mask by releasing the spring on the diaphragm. This insures sound of a constant flow of air from the demand valve.
opposite side is facing into the wind, throw the body backwards that the air pressure in the face mask is always above the external atmospheric
while holding onto the righting strap and keeping the feet on the pressure. Any leakage of air from the face mask, due to poor sealing, will be
cylinder. forced out to the atmosphere.

2. Check Face mask Leakage i) Clean the face mask, by removing the demand valve and washing 6.3.4 Lifeboat Survival Guide
Close the cylinder valve and continue to breathe normally, until air in the the mask in soapy water (do not use detergent). After drying,
apparatus is exhausted, the face mask will be pulled gently onto the face. When lightly dust the face mask with French chalk. The interior of the In the unfortunate event that the vessel has to be abandoned, it is necessary to
pressure gauge shows zero hold breath for 10 seconds, any leakage will either visor may be wiped with a de-misting agent and a clean lint free make some very important decisions and carry out certain actions quickly.
be heard or shown by the mask moving away from the face. If a leak is cloth. These are summarised as follows: -
detected, turn on the cylinder valve, readjust mask and head harness, then
retest. Maintenance Procedure Prior to Abandonment:
3. Check the Actual Cylinder Pressure Monthly a) Put on extra clothing.
Turn the cylinder valve full ON and check the reading on the pressure gauge.
The apparatus should be subjected to the test as stated in the Pre-Use and b) Put on a life jacket.
4. Check the Supplementary Air Supply Positive Pressure checks.
c) Take extra clothing or blankets if possible.
To operate the Supplementary Air Supply (Demand Valve Override) depress Annually
the purge button on the demand valve cover. This action causes the tilt valve d) Drink water if possible.
mechanism to be displaced and releases air into the face mask. The demand valve diaphragm and all seals should be replaced annually, or
more frequently as a result of the monthly inspection. e) Take water in sealed containers.
! CAUTION
In addition to the statutory lifeboat equipment e.g. emergency radio, water,
1. In toxic atmospheres where the contamination has exceeded certain
rations, first aid kit etc., the following extra items would be useful:
levels, reference should be made to BS 4275 for guidance.
Extra life-jackets
2. In the event of the wearer using spectacles, or having facial hair, it is
likely that the face seal fit will be impaired. Extra survival bags
3. At very high work rates the pressure in the face mask of positive Small plastic bags
pressure breathing apparatus may become negative at peak inhalations. Extra medical supplies
After use Extra electric torches and batteries
a) Turn off the positive pressure demand valve switch. Paper and pencil
Portable radio receivers, books, playing cards etc.
b) Slacken off the head harness and remove the face mask.
Navigational instruments, books chart and chronometer
c) Turn off the cylinder valve.
Abandoning Vessel Procedure:
d) Slacken off the shoulder straps and undo the waistbelt and leg
harness. a) All personnel should, if possible, board the lifeboat without
getting wet.
e) Take off the apparatus. Release any air trapped in system by
turning the demand valve to the ON then the OFF position. b) If, for some reason, this is not possible and a jump into the water
has to be made, remember:
f) Remove the cylinder from the apparatus and mark it MT (empty)
Make sure it is clear to jump
for refilling.
Hold your nose
g) Place a fully charged cylinder in the apparatus so that it is ready
Hold down your life jacket
for instant use.
Put your feet together
h) Fully slacken off the head harness straps.
Look ahead when you jump

Additional duties, which should be allocated on the lifeboat, muster list: Stay close to position of abandonment Settling down to a period before rescue
SARTS to the lifeboats With the improvements brought about by the GMDSS system in maritime Having made an assessment of how long it will be before rescue is likely it is
GMDSS portable radio to lifeboat search and rescue this is the most likely decision that will be made. Prior to now necessary to decide how the available food and water will be divided and
taking to the lifeboat a Distress Alert would be sent out this can be done at the issued. The following are a few guidelines:
EPIRB to lifeboat touch of a single button. In addition there are the EPIRB and SARTS which
Blankets and provisions should be taken to the lifeboats when abandoning ship. The EPIRB, when The minimum daily water ration should be around 450 to 500 ml given in three
activated, allows the MRCC to locate the position of survivors and guide separate issues at sunrise, noon and sunset. This quantity will be sufficient to
Aboard the survival craft vessels and aircraft to your rescue. Should the EPIRB not be in the survival avoid severe dehydration.
craft when the vessel sinks, the HRU will automatically release the EPIRB
First actions: which will then start its transmissions. Where possible it is therefore beneficial The daily food ration should consist of 800 to 850 kJ of the emergency rations
for all the survival craft to stay together by tying the survival craft together. given in three equal amounts. (This equates to around 500 gms). To make the
Elect a leader, this will normally be the most senior officer or the The SARTS should be positioned on the extension pole switched on and decision as to how much should be issued, take the total available, separate one
person appointed on the muster list. mounted as high as possible. third as emergency stock and should rescue not be forthcoming when expected
To minimise drift, rig the sea anchor, issue anti seasickness tablets, ensure that and then apportion the remainder on the above basis as a minimum.
Take a muster of persons on-board.
any persons in the water are accommodated in the lifeboat as soon as possible.
In a lifeboat you can expect to find 3 litres of water and 10000 kJ of food for
Search the area for other survivors or survival craft. each person that the boat is certified to carry. It should be noted that the
Listen for whistles and look for survivors, signalling lights and lights of other
rafts, ships or aircraft. The look outs should be properly briefed in their duties emergency rations consist mainly of carbohydrates, some fat and minimal
Liaise with any other survival craft to ensure that all persons are protein. These rations do not require the consumption of water or body fluid
regarding the collection of useful debris, how to keep a look-out, sector
accounted for. for them to be digested, which is of great importance.
searches and the use of pyrotechnics, including when to use them.
Assess the situation, is rescue likely and how long will it take? Food and water should be issued in such a way that all can see that it is fair.
Proceed towards the nearest land
Everyone will become thirsty and as time passes human nature will make the
Do you stay close to the position of the sinking or proceed towards the ration distribution a very difficult and harrowing experience and also the
In some circumstances this will be the most obvious choice. Factors to take
nearest land? highlight of the day.
into consideration are:
Put the food and water under the control of one person who will be If a desalination plant is available this should be put into operation
Was a distress alert sent?
responsible for distribution the rations. immediately and its output used in preference to the internal water.
If there is no EPIRB in the boats, search the area of the sinking to see if it has
Collect in all additional food, clothing and sharp objects or weapons Passing the time
surfaced.
that may have been brought into the survival craft.
How far is it to the nearest land. Is the nearest land within the fuel range of The leader has to face and resolve the following problems:
The leader must confirm to all that no food or water will be issued for
your craft?
the first 24 hours. Maintain morale. This is best approached by giving duties to each person
Indications of the proximity of land are changes in the wind direction around which are meaningful and ensuring that they are carried out.
The leader should nominate different people to the following
sunset and sunrise. The land and sea breeze effect can be quite distinct in some
positions, first aid, signalman, hull repairs, engine repairs, recorder of Duties such as lookout, helmsman and baler should be rotated at intervals of
areas. A good indication of land is a single cumulus cloud or occasionally
voyage log, navigator, helmsman and lookouts. not more than one hour, as this will prevent boredom and lack of vigilance
several appearing to be stationary close to the horizon whilst others are
moving. There are many other indications such as a green and blue reflection from setting in.
Give an anti sea sickness tablet to all personnel.
on the underside of the clouds in low latitudes, the direction that birds fly in
either early in the morning or in the evening also the change in colour of the Continually show confidence that rescue will take place. Do not allow
sea from green or blue to a lighter colour. 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.
Do not approach land at night unless you know exactly where you are and that If a portable radio is available tune it in and listen to the various programmes.
the landing area or harbour entrance can be safely transited. During the hours Playing card games is useful, as considerable concentration is required.
of darkness lookouts should keep a good watch for the sound of surf and report
to the watch leader any visual or audible occurrences.

Maintaining the health of all on-board, both mental and physical. Injuries, Ailments and Treatment Hypothermia
Routines can be counter productive and where possible restrict movement to a Injuries There is a risk of hypothermia in water below about 25C. Extra clothing will
minimum as all movement consumes body fluid. Body fluid is probably the delay the onset of hypothermia even if immersed, and of course will provide
most significant single factor to controlling whether or not you survive. A first aid kit is supplied with every lifeboat and a leaflet describing simple extra warmth for the survivor in the lifeboat even if immersion takes place.
first aid is enclosed with each kit. Totally enclosed or partially enclosed lifeboats provide far better protection
The initial withholding of food and water for 24 hours puts the body into a from the elements than the older open type, but extra clothing is still essential
slightly dehydrated state which is the ideal situation for a prolonged period in Frost-Bite for warmth in nearly all climates. If a survivor has been immersed in water and
a survival craft. During this period all persons should be encouraged to urinate, has hypothermia, strip off wet outer clothing and replace with any available
Usually occurs in extremities i.e. fingers, toes, ears. Wear protective clothing dry garments. Warm the patient with extra layers of clothing and use life-
this will assist in reducing urinary retention problems later. if possible. Reduce look-out periods in very cold weather, watch each others jackets as extra insulation. Use a thermal protective aid (plastic survival bag)
conditions. Wriggle nose and cheeks and exercise hands and feet to keep if available. Persons particularly at risk from hypothermia should be positioned
Do not consume food high in protein as this causes defecating which in turn circulation going.
causes body fluids to be used which will be irreplaceable. If possible keep a nearer the engine, which will run for 24 hours at full power and much longer
good flow of fresh air through the boat as this will help to reduce sea if kept on lights loads. The engine can be a very valuable source of warmth in
Do not massage affected area once signs of frost-bite have appeared. Warm the cold weather, by running at light loads or using the engine for certain periods
sickness,.Ensure that all take the anti sea sickness tablets for the first two days area by holding a hand against it.
as after this most seaman will be acclimatised to the motion of the craft. only, however fuel should be conserved as much as possible.
Urine Retention Dehydration
Towards the evening try to hang out any damp clothing and make sure it is dry
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 This is a fact of life in a survival craft. All you can endeavour to do is minimise
heat dries the clothing and reduces the internal body temperature. production is reduced by rationing. Ensure that everyone urinates within the the rate at which the body looses fluid. Drinking either sea water or urine
first 24 hours. If retention occurs, dangling your hands in the water may help increases the rate at which precious body fluids are used up and in turn makes
As thirst grows the temptation increases to drink sea water. This must be out whilst this is being done keep a wary eye for sharks. After a period in a the person even thirstier. Eventually the person will lapse into unconsciousness
prevented as ultimately death will certainly ensue. survival craft, urine will appear dark and smoky. This is normal and no action and die. Avoid eating proteins, minimise exercise and try to stay dry and
is necessary. comfortable.
All parts of the body should be shaded from the sun and the elements. This will
reduce the loss of body fluid and/or the risk sunburn or frostbite. Sunburn Rescue
If your 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 Take care as by now you are not as fit or as able when you boarded the survival
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 craft, your mental and physical processes will be operating in slow motion.
own problems as previously mentioned. beneficial.
Establish communication with the rescue craft, give all details regarding the
The blood of sea birds is quite nutritious. To catch these try putting some of the Salt Water Boils condition of the survivors and discuss the simplest means of transfer to the
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 other craft.
little way from the craft. prick boils. Keep them clean and cover with a dry dressing. Keep the area as
dry as possible to avoid chafing. The injured and weakest should be transferred first.
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 & Cracked Lips Remember to take the log with you into the rescue craft.
Swill water around your mouth prior to swallowing. Suck a button. Smear lips
with cream or soft petroleum jelly.
Swollen Legs
This is common and due to long periods spent in a sitting position. It will
subside without treatment after rescue.

6.3.5 Fire Fighting Equipment
Illustration 6.3.5a Fire Fighting Equipment On Main Deck
F
x2 F F F F
Upper Platform
Lower Platform
Engine Room Floor
Upper Deck
P
F
Deck 12kg
Stores F
P
12kg
F P
P 12kg
12kg
F
Deck Store (S)

& Helicopter
SYMBOL Description
Platform
F
Foam Monitor
F
Foam Hose
P Powder Fire
12kg
Extinguisher (12kg)
Hose Box With

Sprat/Jet Fire Nozzle

Illustration 6.3.5b Fire Fighting Equipment on Upper and A Deck
A Deck
Upper Deck
co2 P P F
6.0kg 12kg 50kg 135L
SPARE x5

Crew Foam
Store (h) (g) (f)
(i) Room
co2
Deck P
P 6.0kg
Elec. Store 12kg
12kg
Meat Veg.
Store
Fish Dairy
CO2
Solenoid Room P
12kg
Valve Cab.
co2
6.0kg co2
Cable 6.0kg
Rope co2
P
P 6.0kg
Room 12kg
12kg Vent Ships
P
P P
Control
12kg
12kg 12kg
12kg Room
co2
6.0kg Air Conditioning
Gym. Room
Room
Engine Engine
Laundry Casing
Casing co2
P
6.0kg
12kg
Cab. Duty
Mess
Cab.
P
Store (b) 12kg Locker
Drying R.
SYMBOL Description Galley
co2
6.0kg P
12kg
Store (a) Linen
Store
Inert Gas
Trunk Inert Gas Installation Room
P
12kg
co2 Dining Infirmary
Engine 6.0kg
Store G.R. Saloon

Suez.
Room
Crew
(e)
Crew Crew Hose Box With
(d) (c) Crew
Crew (a) Sprat/Jet Fire Nozzle
(b)
International Shore
Connection
co2 6.0kg CO2 Fire

6.0kg
Extinguisher
co2 6.0kg CO2 Fire

6.0kg
Extinguisher For Spare
SPARE
F Spare Foam
135L
P Spare Powder
50kg
P Spare Powder
12kg
P Powder Fire
12kg
Extinguisher (12kg)

Illustration 6.3.5c Fire Fighting Equipment on B, C and D Decks
B Deck C-Deck D Deck
P
12kg
P
12kg
Crew 1st Eng.

2nd Eng. Day 1st Eng. Room
Emergency Room Room
P C/Eng.
12kg
Generator Day
Pool
co2 Pool co2
6.0kg
6.0kg P
12kg
Fan Room
Fire
Battery
Locker Radio Space
Vent Vent
Cab. Cab.
C/Eng. Locker co2
Off. C/Eng. 6.0kg
Bed
Spare. (c) Office
Room
Wheel
Conv. Room House
Funnel
P
Funnel Ships 12kg
Funnel
Assist.(a) Off. Off. Conf.
Spare. (b) Spare Room
Cab. P
12kg
Bed Ch/Off.
Off. Bed Capt.
Room Spare. (a) Office
Room Spare
Office (e) Pilot
co2
P 6.0kg
12kg
Inert Gas
Room
Day Room 1st Off. Off. Day Capt. Day
Smoking Room Bed Room
Room Room
P P
12kg 12kg
SYMBOL Description
P Powder Fire
12kg
Extinguisher (12kg)
co2 6.0kg CO2 Fire

6.0kg
Extinguisher
Hose Box With

Sprat/Jet Fire Nozzle

6.3.6 Lifesaving Equipment
Illustration 6.3.6a Lifesaving Equipment on A, B and Upper Decks

A Deck
Upper Deck B Deck

Crew
2nd Eng. Day
Emergency Room
Generator
Room
Fan Room
Domes. Crew Crew Vent

Crew Crew Foam
Store (g) (f) Cab.
(i) (h) Room
x2
Deck Off.
Elec. Store Spare. (c)
Meat Veg.
Store
Fish Dairy
CO2
Solenoid Room Funnel
Valve Cab. Ships
Dress. Room Store (c) Off.
Assist.(a)
Spare. (b)
Cable
Rope
Room Vent Ships
Control Bed Off.
Room Room Spare. (a)
Air Conditioning
Gym. Room
Room
Engine Engine
Laundry Casing Inert Gas
Casing Room
Ch/ Stew
Day Room 1st Off. Off.
Cab. Duty Smoking
Mess Room
Cab.
Store (b) Locker
Drying R.
Galley
Store (a) Linen

Trunk
Store
Inert Gas
Trunk
Room
Dining Infirmary
Engine
Store G.R. Saloon
Suez.
Room
Crew
Crew Crew
(e) Crew
x6 (d) (c) Crew (a)
(b)
SYMBOL Description
Life Jacket
LifeBuddy
(With Light)
Medical Locker
Immersion Suit
Rescue Boat
Embarkation Ladder

Illustration 6.3.6b Lifesaving Equipment on C and D Decks and Engine Room Upper Platform
C-Deck Engine Room Upper Platform

D-Deck
B-Deck
H.F.O.
(Port No. 2)
411m3
H.F.O. Tank (Port No. 1) 217.7m3

Store
Room
x2
F.O.
Swimm. Boiler Control Room Sett. Tk
Elec. 51.2m3
1st Eng. Pool Water Tank
1st Eng. Workshop
Room Room x2 112.3m3
C/Eng. Fire Battery
Day Locker F.O.
Swimming Room Radio Space Serv. Tk
Pool
Locker
Wheel
Vent Conv. Room House
Cab. Funnel
C/Eng.
C/Eng.
Bed
Office
Room
Pump Room
Workshop
Funnel
Off. Conf.
Spare
Spare Room Pilot
Office (e) Steer
Gear
Cab. Room
Ch/Off.
Bed Capt.
Room Office
SYMBOL Description
H.F.O. Tank (Stb'd No. 1) 217.7m3

H.F.O.
Ch/Off. Capt. Minor Tank
Capt.
Day Day 153.7m3
Bed
Room Room
Room
Life Jacket
M/E No. 2 No. 1
L.O. Cyl. Oil Cyl. Oil
Setp. Tk Store Tk Store Tk
H.F.O.
Embarkation Ladder M/E L.O. A/E L.O. (Stb'd No. 2)
Store Tank Store Tank 346.9m3
30m3 11.7m3
EPIRB
Muster Station
Sart (Search & Radar

Transponder)
Rocket Parachute Flares

Distress Signals
Lifeboat (34)
Life-Line Throwing
Appliance

Illustration 6.3.6c Lifesaving Equipment On Main Deck
Upper Platform
Lower Platform
Engine Room Floor
Upper Deck
Deck
Stores
x2
SYMBOL Description
Deck Store (S) Life Jacket

& Helicopter
Platform
LifeBuddy
Life raft
Embarkation Ladder
LifeBuddy
(With Line)
LifeBuddy
(With Light)

Illustration 6.4.1a Gas Monitors 1
Draeger Test Tubes Hand Pump
Buzzer Alarm
Tankscope
Oxygen Monitor OX-227
Issue: 1 6.4 Safety Equipment Page 1

Illustration 6.4.1a Gas Monitor s 2
6.4 Safety Equipment
6.4.1 Portable Gas Monitors
The portable gas monitors are stored in a cupboard in the cargo control room.
They consist of the following:
Gas Detection Pump and Test Tube

Maker: Draeger
Combustible Gas Indicator

Model: Tankscope
Explosimeter
Model: 2E
Personnel Gas Alarm

Portable Oxygen Analysers
Maker: Riken Keiki
1. Model: OX-1
2. Model: OX-226, 227.
Sample Pump 3. Model: OX-82
Cricket Personnel Alarm

Type: CO, H2S, O2
Portable Oxygen Tester
Riken Keiki Oxygen Tester
Issue: 1 6.4 Safety Equipment Page 2

Part 7
Bridge Layout and Equipment

Illustration 7.1a Wheelhouse Layout
Wheel House
Control Panel
Radio Space
Pilot
Battery
Converter Room Radio Office
Locker
Issue: 1 7.1 Bridge Layout and Equipment Page 1

7.1 Bridge Layout and Equipment On the aft side is the Alarm Console which contains: The forward bulkhead, above the windows, contains:
Distress Message Controller Clock
The bridge equipment consists of two chart tables, two radar consoles (S band
and X band), a steering stand, an alarm console and the main control console. Inmersat Distress Message Alert Panel Wind Direction Indicator
Navtex Receiver Way point indicator
Layout description.
VHF Radio Gyro Compass
On the port side of the wheelhouse are the chart tables. The forward table is
Signal and Navigating Lights Panels Rate of Turn Indicator
used as the Position Plotting chart table. This contains a DGPS navigator
repeater panel and a Doppler speed log repeater panel. Echo Sounder Shaft Speed Indicator
Fire and General Alarms Speed Log Repeater
Inboard of the chart table is the X band radar console.
UMS2100 The forward bulkhead, below the windows, contains:
The aft chart table is used as the Passage Planning and Routing chart table. It
Engine Room Alarm Monitor and Keyboard Window Wiper Control Switch
also contains a DGPS navigator repeater panel and a Doppler speed log
repeater panel. There is also a computer work station which is linked into the On the aft side of the alarm console are: Whistle Button
ships network.
Automatic Exchange Telephone Top Mast Light Morse Key
Situated at the forward centre of the wheelhouse is the Steering Stand, from Satellite Link Telephone Nera Window Heater Switch
where the ship is steered either on manual or autopilot.
Saturn B Message Indicator Incline-ometer
On the starboard side of the wheelhouse are the Main Control Console and Compass Deviation Information Poster.
Alarm Console. On the after bulkhead of the wheelhouse there is an electrical distribution
board which contains:
Aft of the wheelhouse on the port side is the Converter room which contains:
The Main Control Console is on the forward side and contains: Deck Lighting panel
Battery Charging Panel
Doppler Speed Log Gas Detection Remote Panel
Gyros
Two VHF Telephones Inert Gas System Remote Panel
Automatic Telephone Exchange
Remote control and dimmer switches for the panels on the Fire Detection Panel
wheelhouse fore bulkhead On the starboard side of the wheelhouse is the Radio Equipment Room
Master Clock containing:
C-Plath Compass Monitor
Start/Stop Buttons for Various Sea Water Pumps Used in Fire G.M.D.S.S.
Ship Performance Monitor Fighting
Satellite Communication B System
DMS2100 Bridge Main Console Automatic Fog Bell and Gong
Public Address System Exchange
Forward and After Thrusters Control Console
On the port side of the aft bulkhead are:
Emergency Telegraph Situated on each bridge wing are control consoles for the forward and after
Weather Chart Fax Machine thrusters.
Main Engine Speed Control Lever
Ship Trials Information
Sound Powered and Automatic Exchange Telephones
Safety Posters
Talkback/Public Address Microphone
Whistle Control Panel
On the outboard side of the console is the S band radar console.
Issue: 1 7.1 Bridge Layout and Equipment Page 2

X - BAND RADAR S - BAND RADAR
Illustration 7.2.1a Radar Equipment X-BAND ANTENNA S - BAND ANTENNA
RADAR MAST
ELECTRICAL ELECTRICAL
UNIT UNIT
TRANSCEIVER TRANSCEIVER
2 X 4 WAY INTERSWITCH
ELECTRICAL EQUIPMENT ROOM
X - BAND S - BAND
DISPLAY DISPLAY
SPEED LOG CABINET WITH ARPA WITH ARPA SPEED LOG CABINET
E.M. LOG MASTER UNIT E.M. LOG MASTER UNIT
GYRO COMPASS GYRO COMPASS
G.P.S NAVIGATOR U.P.S U.P.S G.P.S NAVIGATOR
AC 110V AC 110V
STEPDOWN AC 220V 60HZ 3PH

STEPDOWN
TRANSF. EMERGENCY SWITCHBOARD
TRANSF.
AC 220V AC 220V
DISTRI-
BUTER
PORT STARBOARD
WHEEL HOUSE
Issue: 1 7.2 Navigation System Page 1

7.2 Navigation System Operating Procedures Control Panels
7.2.1 Radar a) Switching On the Radar. The following types of control panel are used for controlling the radar:
Equipment Description Press the On/Off switch to turn on the radar display. Simple Control Panel
The simple control panel is made up of a number of modules, which are
The vessel is fitted with two radars, one x-band and one s-band. Both radars 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
are fitted with ARPA (automatic radar plotting aid). The equipment is the video circle. The initial message indicates the type of radar and is displayed device (joystick or tracker-ball), with two associated keys (left and right), is
composed of a transceiver, scanner and a display unit with a high definition for approximately 12 seconds. used to control the radar and its display. The joystick/tracker-ball controls the
colour CRT. position of the on-screen cursor which is displayed as a small white arrow
The messages which follow, depend upon the set up chosen during the when positioned outside the radar circle.
Maker: Litton Marine Systems previous initialisation. An indication of this set up is given in the top left hand
Type: Bridge-master VT corner of the screen. Selections are made by positioning the on-screen cursor over an object or
caption and clicking (press and release) with the left key. The left key is
Information regarding the current settings and configuration of the radar are 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
displayed around the CRT. 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 func-
master display you can switch to transmit, i.e. start the antenna rotating and the tionality when available.
The Display Unit is fitted with a Control Panel, which is made up from a transceiver transmitting radar pulses. It also allows you to select the length of
number of modules which are mounted immediately below the screen. This the radar pulse transmitted, to tune the transceiver, and to monitor the Optional Dedicated Control Panel
panel contains a simple pointing device (a joystick or tracker-ball referred to performance of the radar. A Dedicated Control Panel, which contains a number of additional push
as the cursor control) with two associated keys (left and right) which are used buttons and rotary controls, can be fitted as an optional extra. However, the
to control the radar and its display. Also contained on the panel is a two A slave display has no control over the antenna and transceiver. It must be used Simple Control Panel is always fitted.
memory-card reader. Memory cards are used for storing and retrieving in conjunction with a master display. The pulse length, tuning and performance
information such as maps and recorded tracks. monitoring are all controlled by its associated master display, the controls The Dedicated Control Panel provides individual tactile controls for specific
associated with these functions are disabled on a slave display. functions. These functions would normally be accessed and adjusted using the
Both radars are equipped with automatic radar plotting aids (ARPA). Target cursor control and associated left/right keys of the Simple Control Panel. The
motion is displayed both graphically on the CRT and for chosen targets a b) Master Radar Start Up. controls available are as follows:
digital read-out is provided of all information necessary for anti collision
operation. After the initial 12 seconds, the radar warm up message is displayed together Push Buttons: RANGE UP, RANGE DOWN TM/RM,
with a 3-digit counter. TRUE/RELATIVE VECTORS, CENTRE, ACK
The facility is available to both draw and save navigation lines for the pre- ALARM
programming of parallel index lines in order to assist in the monitoring of the RADAR WARMING UP
vessels navigational track in coastal waters. PLEASE WAIT Rotary Controls: GAIN, RAIN (Clutter), SEA (Clutter) EBL 1, VRM I,
nnn PANEL (Brightness).
The basic, single-scanner/single-display configuration is expanded by the
Inter-switch Unit.
The counter (nnn) will increment every second up to a maximum of 999 during The On-screen Cursor
A display unit can be connected via the inter-switch to any one of the scanner the period that the transceiver timer is running. When the transceiver has When the on-screen cursor is outside the video circle it is displayed as a small
units, and can be selected from that display as the master display for warmed up and is available to transmit, the timer stops and the radar standby white arrow, referred to as the screen cursor. As the cursor passes into the video
controlling that scanner, or as a slave display. The master/slave status of all message is displayed. If the transceiver is already warmed up and available to circle it changes and is displayed as a small white cross, referred to as the video
displays and their specific scanner couplings can be monitored from any transmit, after the initial 12 seconds, the standby message is displayed cursor.
display unit in the system. immediately.
Screen Cursor
A display unit can only be connected to one scanner at a time, and only a c) Slave Radar Start Up. As the screen cursor moves over a caption or item which can be accessed, its
Master display has full control of the scanner. The controls which are available box is highlighted (drawn in white), and two small boxes (representing the left
at a Master display but NOT at a Slave display, are as follows: After the initial 12 seconds, the radar standby message is displayed. and right keys) appear next to the arrowhead cursor. One or both of these boxes
Selection of transmission pulse-length The radar always powers up in standby mode. is filled in white to indicate which key(s) are active and available for selection.
Tuning the transceiver d) Using the Radar Controls. If a caption box is not highlighted as the cursor passes over it, it indicates that
Tuning the performance monitor the caption or item inside the box cannot be accessed in the current mode.

Illustration 7.2.1b Radar Operation
Motion Mode
COG
RANGE 000.00
Range + 000
350 010 TM HDG 3550
Heading
NM _ 020
6 340
330 030 N UP
RR 1.0 NM 17.4 KT NAV Speed
SOG
Transceiver Selection TZ A (X) 320 040
MASTER T VECTORS 16.0 MIN Vector Mode
Status STBY 310 050

T TRAILS SHORT 1 MIN Trail Mode
Transmission Pulse Length MP EBL1 OFF

300 060
VRM1 OFF
EBL and VRM
EBL2 OFF
070 VRM2 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
WIND AND DEPTH

WIND SPEED 22 KT User Specified Data
120 O
Performance Monitoring PM 240 WIND DIR'N 134 T
HL DEPTH 32 M
Heading Line
130
230
Event Record EVENT AZ PI TOOLS
ENH OFF 140
220 ARPA SYSTEM NAV
GAIN Miscellaneous Function Soft Keys
210 150 CENTRE TRIAL MAPS BRILL
RAIN
Video Controls MAN
SEA 200 160
Help Line Area
190 170
Tuning AFC 180
TUNE

Menu options and adjustable parameters selected by the screen cursor are Drop Down Menus: Operating Procedure in Transmit Mode:
displayed in yellow while they are being adjusted. If a particular menu option Where there are a number of fixed selections for a particular parameter, for
is not available it is not highlighted when the screen cursor is positioned on it. example RANGE in the top left hand corner of the display. A left click will a) After warm up select transmit mode.
Options which can never be selected because of the current radar configura- reveal a drop down menu of the alternatives available.
tion, are NOT shown. b) Select transceiver.
A drop down menu is usually displayed in the vicinity of the screen cursor
Video Cursor: when the selection is made. Once a menu is displayed, the cursor is restricted c) Check user specified data such as own ship position, way point
Whenever the video cursor is displayed, a dialogue box giving a read-out of the to the area within the menu and selections are made with a left click. A right data, wind and depth, and rudder angle which are displayed in the
cursors position within the video circle, replaces the usual function soft keys click will close the menu without taking further action. bottom right hand side.
shown in the bottom right hand corner of the display. By default this box gives
cursor range and bearing (from own ship) and cursor lat. / long. e) Selecting a Mode of Operation. d) Select range scales and range rings. Ranges can be selected using
the +/- keys or drop down menus.
(Note ! Soft keys are small boxed areas of the screen, usually containing a From the STANDBY display, there are three mode selections available,
single caption, which respond in much the same way as the dedicated function e) Check the transceiver tuning. The indicator is located at the
keys of a computer keyboard.) TRANSMIT: bottom left hand corner of the screen. Auto or manual tuning can
The normal operational mode. The antenna is rotating and the transceiver be used.
In TRANSMIT mode, the range and bearing of the cursor are relative to own transmits and receives radar pulses enabling a radar picture to be displayed.
ship's position. In STANDBY mode, the range and bearing are relative to the f) Set Video gain. The video gain can be adjusted using the shaded
centre of the video circle. INITIALISATION: bar behind its associated caption. Always adjust the gain setting
The system initialisation mode. This is used to set up the system parameters while on the longer range values. A light background speckle
(Note ! If, when in TRANSMIT mode, own ship's position is lost, or there is a during installation. must be present to achieve the best target detection and long range
compass error, the lat./1long. readings are replaced by dashes.) performance. A temporary reduction in gain can be beneficial
MONITOR TEST: when searching for targets in rain or snow conditions.
Help Area: The test mode. This is used to set up the monitor, e.g. Geometry. pre-set
A help area consisting of two lines of yellow text is given in the bottom right contrast etc. g) Set anti clutter sea control. Use the anti clutter sea control to
hand corner of the display. reduce sea clutter to an operational level where some residual
The soft keys for selecting these modes of operation are located in the bottom clutter speckle is present. The setting must permit small targets,
This area is used to provide prompt information when, for instance, the user is left hand corner of the display. often as similar signal strength to the sea clutter returns, to be
trying to make a selection which conflicts with the existing set up. detected.
To Select a Mode:
Permanent prompts, when they exist, are displayed on the upper of the two Always use the control with great care. Avoid setting the control to completely
lines. Temporary prompts are displayed on the lower line. In the default Use the cursor control to position the screen cursor over the remove all sea clutter, as this will reduce the detection of small targets. The
condition both lines are blank, unless in Standby mode when the permanent soft key for the mode required. (Usually TRANSMIT) setting it should be periodically checked as prevailing sea conditions change.
prompt OFF LINE is displayed. Left click to select. h) Set anti clutter rain control. Use this control to optimise
suppression of rain clutter, i.e. balance the detection of targets
When the auto-track (ARPA/ATA) or manual plotting (EPA) synthetics (Note ! A slave display can only be switched to TRANSMIT if its associated within the clutter region with detection of those outside the clutter
(information displays) are turned OFF, an appropriate message is permanently master display is in Transmit mode.) region. Excessive suppression can cause loss of small targets. It is
displayed on the upper line. advantageous to use this control to search for targets in the clutter
region, returning the control to zero after the search.
Soft Keys and Fixed Menus:
A series of functional soft keys are displayed in the bottom right hand corner i) Set enhanced video mode. This provides an improvement in the
of the display. presentation of small short range targets.
A left click on any one of these keys will reveal a fixed menu and a new set of
soft keys associated with that menu. The menu appears in the area immediately j) Select radar transmission pulse length. The current selection of
above the soft keys. pulse length is indicated in the pulse length soft key at the left
hand side of the display.
A right click on some of the function soft keys will provide additional func-
tionality, for example, switching the Maps in the video circle ON or OFF. k) Set Brilliance using the soft key at the bottom right of the display.
Items from the menu are usually selected by a left click.

l) Check heading and speed display. The ships heading and speed
are displayed at the top right corner of the display.
m) Select presentation mode. The selection field is located to the left

of the heading and speed displays. Data from the compass can be
processed to produce a correct stabilised display. Select North
Up or Course Up.
n) Select motion mode. The motion mode determines whether own

ship moves across the radar picture or remains at a selected point,
and how the trails of moving targets are displayed.
o) Select vector mode. Vectors are shown on the radar display to

indicate the velocity (speed and direction) of own ship and
moving targets. The length of the vector indicate speed and the
bearing indicates direction.
p) Select trails mode. Decaying video trails, showing the history of

the targets movements, can be displayed in addition to the target
vectors. The manner in which the trails are displayed depends on
the motion mode in use.
q) Set EBLs (electronic bearing lines). Two EBLs are available and
can be displayed simultaneously in the video circle.
r) Set VRMs (variable range markers). Two VRMs are available

and can be displayed simultaneously in the video circle.
s) Set target data. In transmit mode, any targets that appear on the
radar display within 40 nautical miles can be plotted or tracked.
Once a target has been plotted or acquired, information relating to
the targets proximity to own ship and its speed and bearing is
maintained until the target is cancelled.
t) Set navigation data. The display of way points, routes and

steering data, is switched on and off using the navigation (NAV)
soft key.This key also provides access to the navigation menu and
certain editing facilities.

Illustration 7.3.1a Steering Stand
HELM ORDER
PREVIEW DIMMER
Mode Switch Input

TEST
Switch Assembly
Display Assembly
Potentiometer
Output
Helm Wheel
Non-Follow Up (NFU) Controller
Issue: 1 7.3 Autopilot System Page 1

7.3 Autopilot System turns hard-over to hard-over. With this variable ratio helm, however, the ratio Switch Assembly
of rudder order to helm angle at higher values, where fine control of the rudder
is not required, is increased logarithmically so that the total range of the rudder The Switch Assembly contains three switches (PREVIEW, TEST, and
7.3.1 Steering Stand
travel can be ordered in less that one full turn of the wheel. DIMMER), associated legends for the switches and for the HELM ORDER
LEDs, and eight indicator arrows that are illuminated by LED light bars on the
The steering stand, which is situated in the centre of the wheel-house directly
A selection switch on the Display Assembly allows the helm to be configured Display Assembly (four for port and four for starboard). Back-panel lighting
aft of the manoeuvring console, is the position from which manual steering of
for linear or non linear steering gear. Selection of nonlinear mode allows the of the Switch Assembly is supplied by LEDs mounted on the Display
the vessel will normally take place. The stand is fitted with a wheel on the aft
installer to calibrate the helm order display, using trim potentiometers for Assembly.
side, which the helmsman uses in conjunction with the rudder angle indicator
modifying the displayed helm order to match nonlinear steering gear.
and the gyro compass display to steer the vessel.
Procedure for the Operation of the Helm Steering Assembly
The mode switch input from the steering control system to the Helm Steering
The stand also houses the master gyrocompass, and a microphone as part of the
Assembly is used to enable, or disable, the helm order display. While operating a) Set the circuit breaker supplying power to the helm steering
talk-back system for assistance in the conning of the vessel.
the steering system in the non-helm mode, the PREVIEW switch allows the assembly to on. All displays and legends are blank if not in the
helmsman to momentarily display the helm angle, which would be ordered helm mode.
The magnetic compass is conveniently situated on the deck above the steering
when the helm is again selected as the controlling device. Dimmer keys are
stand, along with a voice pipe for communication and conning in the event of
provided for brightness control. They allow the intensity level of the displays b) Verify that the steering control system is in the non helm mode.
gyro failure.
on the unit to be adjusted when operating the steering system in any mode. The helm order display and legend are blank. The test and
preview legends are blank.
The compass card can be viewed through a periscope, with adjustable Helm Wheel
reflectors to provide a good viewing angle. Lighting for the compass card is
The helm wheel provides helm order inputs to steer the ship when the HAND c) Press the preview switch.The helm order display shows the
supplied from the emergency supply.
mode of steering is selected The helm wheel allows for 160rotation 5 in current helm order. The appropriate arrow indicator is lit if the
each direction from centre. helm wheel is not set to zero helm order.
The hand wheel steering is of the follow-up type. The helmsman puts the hand
wheel to a rudder position and the rudder follows to the requested angle which
The helm wheel is mounted to a shaft equipped with a gear, which mechani- Helm Wheel Steering
is shown on the rudder angle indicator.
cally drives the variable resistors.
(Note ! Before entering the helm mode of steering, verify that the helm wheel
A changeover switch on the wheel-house manoeuvring console is used to set
The helm wheel and the casting have markings, which show the helm wheels is set to the desired helm order.)
the steering mode to either AUTO, F.U. (steering stand) or the N.F.U. (non
follow up tiller). centre position. The hub also contains hash marks, which show 5 and 10 cor-
responding to a linear 35 rudder steering system. Press and hold the preview switch.
The helm order display shows the helm order which will be used if the
In F.U. (follow up mode) The rudder stops when the selected position is
Potentiometers system is switched to the helm mode. The appropriate arrow indicator
reached.
is lit if the helm wheel is not set to zero helm order.
The three potentiometers are mechanically aligned with the helm wheel
In the case of N.F.U. tiller steering, the rudder moves in the pre-selected
through gearing. Two single potentiometers are used as helm input for a dual Rotate the helm wheel to set the desired helm order before entering the helm
direction as long as the tiller is being actuated. The position of the rudder in
steering system and the third potentiometer provides the helm angle to the mode of steering.
this case can be verified by observing the rudder angle indicator.
Display Assembly for displaying the helm order and direction. A section of the The helm order display shows the pending helm order. The appropriate
potentiometer provides a steering failure alarm. arrow indicator is lit if the helm wheel is not set to zero helm order.
Equipment Description
Display Assembly Confirm that the mode switch on the steering control system is set to helm.
The Helm Steering Assembly consists of a helm wheel, a Display Assembly, a
The helm order display and preview legend is not lit on the Display
Switch Assembly, and three potentiometers. The Display Assembly is a micro-controller based circuit board which assembly. The appropriate arrow indicator is lit if the helm wheel is
provides a digital read out of helm order (in degrees). It contains LED light not set to zero helm order.
The potentiometers contained in the unit are driven through the gearing bars which provide panel illumination of the Switch Assembly. The Display
attached to the helm wheel. The helm order is displayed numerically through Assembly contains LED light bars, which illuminate behind arrows on the Set intensity of the Display by using the dimmer increase and decreased
an overlay switch panel using two 7-segment displays. Lighted arrows below Switch Assembly. The arrows indicate the direction wheel rotation and switches.
the seven segment displays indicate helm order, direction, and rough approximate position (off centre, 1/3, 2/3, and full hard-over). The Display
magnitude. Helm order is adjustable for maximum rudder angles of 20 to 75. Assembly also contains the circuitry for dimming the LEDs, and houses the Move the helm wheel.
The ratio of helm order to wheel angle is variable. Wheel movement near circuitry for lamp test and helm advisor functions.
midships, where fine control is desirable, gives helm orders similar to that The helm order display shows the helm order.
which would be provided by a conventional helm having approximately four The rudder order position agrees with the helm order value.

Illustration 7.3.2a Gyrocompass and Autopilot Systems
Typical NAVIGAT X/Mod. 10

System Gyrocompass
Radar
o
Heading Signal 6 steps/
Navcomputer
Plotter
Autopilot Display Unit
Heading Via RS-422 Interface STATUS

Satnav, GPS,
AUTO NAV TRACK STBY NFU Sperry ADG 3000VT
ADAPTIVE DIGITAL GYROPILOT
CONTROLS ALARMS
OFF
ADAP/MAN A HEADING
COURSE SYSTEM COMPASS
247
170.4 TEST MUTE
RUDDER
LIMIT 10
Digital
Repeater RATE ORDER
Electronic Power ORDER 016
170.4
Power Input and Control Unit
TURN RADIUS ORDER 1.25 NM
RANGE (.75 -10NM) PRESET
ACCEPT PRESET
140
Bearing Repeater
in Stand
Console Repeater
Bulkhead Repeater Course and Rudder
0
340
350 360 10 20
30
Angle Recorder
33 40 350 360 10 20
32
0
0
340 30
33 40
10
0
50
32
4
03
3
60
10
30
50
4
03
3
260 270 280 290
70
60
2
30
5
260 270 280 290
70
80 90 100 110
80 90 100 110
6
1
ANSCHUTZ
6
1
ANSCHUTZ
0
7
50
02
12
7
250
9 8
24
0
13
12
0
8
23
9
0
24
14
13
0
0
2 0
23
02
0
15
1 0 14
160 0 2 20 0
170 180 190 20 02 15
1 0
160 0 2
170 180 190 20
Heading Signal 300 steps/o

Equipment Shut Down Operating Procedures of the Gyrocompass The autopilot has provisions for indicating both automatic and manual steering
modes. Automatic steering can be performed from the following three different
Position the rudder to midships. Operation is mainly confined to the switch on procedure. automatic steering modes if configured during installation:
The rudder angle indicator should show zero degrees.
The unit is switched on at the main switch. As the gyro-sphere requires three 1. AUTO mode
Position the circuit breaker supplying power to the Helm Steering hours to settle to geographic north, it is recommended that the gyrocompass Performs automatic heading keeping using heading data from the
assembly to off. system be switched on three hours before departure and should only be gyrocompass and the operators Order setting.
The indicators on the Helm Steering assembly are not lit. switched off during long docking periods.
2. NAV mode
Turn the steering gear off. Correction of the Speed Latitude Error Optional steering mode which performs automatic head keeping
using inputs from an external navigator to steer the ship toward a
When the ship is at rest, the gyrocompass indicates the true north. When the way-point. The NAV mode is available only if installed by
7.3.2 Gyrocompass
ship is travelling, a small correction is to be applied, i.e. the speed latitude error Calibration/Configuration (CALCON) software during installation.
(S.L.E.). It arises from the combination of the ship's speed with the rotation of
The C.Plath Navicat X/mod 10 gyrocompass is a compact design allowing it 3. TRACK mode
the earth.
to be used as a direct reading steering compass. Optional steering mode which performs automatic head keeping
When the ship is heading due east, the rotational velocity of the earth and the using inputs from an external navigator which is corrected for cross
Design and Main Features track error by the autopilot to steer the ship toward a way-point over a
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. designated track over the ground.
All electronic components in the micro-processor controlled power unit are
plug in modules, providing fast and easy servicing. The TRACK mode is available only if installed by CALCON during installation.
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 autopilot is automatically configured to STANDBY or N.F.U. mode when
Additional features of the PCU are central synchronisation of all heading
meridian, which is perpendicular to the resultant velocity. In this way the either of two events happens:
repeaters, built in test equipment provide a monitoring and alarm function of
indication suffers a deviation from the north.
all voltages, gyroscope current and the follow up system. 1. STANDBY mode
As the ship's speed, compared to the rotational speed to the earth, is only Indicated when the external steering mode switch input is not
The gyro-spheres method of being supported by buoyancy ensures North sta- selecting the autopilot for steering control.
small, the angle is, in general, only small and can be neglected in some cases.
bilisation during short power failures. For example, after a three minute power
Correction values for speed latitude error can be taken from tables in the 2. N.F.U. mode
failure no more than two degrees of deviation can be expected. Once power has
makers manual Selected when the operator moves the N.F.U. controller to an
been restored the gyrocompass will return to the correct heading without
requiring the usual settling period. 7.3.3 Autopilot active state.
Description The basic features of the autopilot are as follows:

The combined effect of twin rotors and the liquid damping system prevent
latitude error. Adaptive steering control which provides automatic adjustment of the ship
The ADG 3000 VT (Adaptive Digital Gyro-pilot) Steering Control is a control parameters
There is an automatic changeover to the 24 volt emergency power supply in digitally controlled unit, which uses a microprocessor to control the rudder.
accordance with GMDSS Rules for Inmarsat SES Terminals. The autopilot continuously monitors the ship's steering dynamics and adapts Minimum rudder motion which in turn produces maximum stability and fuel
the parameters of the generated control signals to provide the most efficient economy
A 360 and a 10 compass card along with a lubber line display the vessels control of the rudder consistent with the ship's heading and selected course.
The adaptive nature of the autopilot is to provide minimum rudder motion, Computerised calibration at installation using CALCON which sets the
heading. A dimmer is provided to adjust the illumination of the unit. Audible
which maintains ship stability while maximising fuel economy. controller gains and time constants specific to the ship's design in heading
and visible alarms are provided to indicate malfunctions of the system.
keeping and vessel manoeuvring modes
The autopilot provides the control and display functions along with circuits An analogue rudder order output signal that is capable of driving two
which process the control inputs, generate the display response, and determine independent rudder servo amplifiers
the rudder command. The various steering functions are selected by means of
the Display Unit, which enables the operator to choose the mode of steering Direct connection to external heading reference or navigation.
control and any limits or special commands associated with the selected mode. Built-in self-test and continuous system monitoring.
The autopilot is used to automatically steer to a selected order using one or two Full alarm complement via the Display Unit and the alarm contacts
externally provided heading references. The heading order can be selected by
a human operator or by an electronic navigator.

Display Unit When the ADAP/MAN control is set to Adaptive, the autopilot automatically Heading Display:
determines the gain, based upon heading error and rudder activity, to maintain Used to show the heading data from the currently selected compass. The
The Display Unit contains the operator controls and indicators used for ship stability while maximising fuel economy. When manual selection is display flashes the last known heading whenever re-synchronisation is
autopilot operation. The Display Unit contains displays that indicate the wanted, the operator selects a high numerical setting to prevent excessive required (such as during power-up or after a compass fault has been detected
current heading, the ordered heading, the rudder order, and other information rudder activity in heavy seas, or selects a low numerical setting to provide when non-synchronous heading data is being used).
used when steering in the autopilot mode. The Display Unit also contains a tighter heading keeping.
Liquid Crystal Display (LCD) which displays information during installation, Off Course Indicator:
operation, and troubleshooting. Light Emitting Diodes (LEDs) are used in the Rudder Limit Display: The OFF COURSE alarm detects failure of the steering equipment to achieve
assembly to provide back panel lighting, which illuminates to indicate the Used to show the current rudder limit set by the operator. and maintain an ordered heading while in AUTO, NAV or TRACK modes.
operating mode and highlight the operator controls. Also included on the
Display Unit are controls used for testing the system, for adjusting the intensity Rate Order Display: Test Switch:
level of the Display Unit indicators for day or night viewing, and a control, Used to show the current rate order or OFF if rate control is turned off. When switch is pressed, the audible alarm sounds for one second and all LED
which is used for muting the audible alarm. indicators and displays on the Control Unit are lit. When the switch is released,
CONTROLS Display: the indicators and displays return to their previous state.
Controls and Indicators Used to display information relating to the operation of the autopilot.
System Indicator:
Status Switch: Increase Scroll Switch: Indicator flashes and the audible alarm sounds when the system processor
Used to select the automatic steering mode. Used to increase the selection setting displayed in the CONTROLS display. detects a internal or external sensor input malfunction. The indicator remains
Auto Indicator: lit steadily after the alarm is acknowledged until the fault is cleared from the
Lights to show that the autopilot is using the heading data from the compass Decrease Scroll Switch: system.
and the operators ORDER setting. Used to decrease the selection setting displayed in the CONTROLS display.
Compass Indicator:
Nav Indicator: Controls Switch: Indicator flashes and the audible alarm sounds when the system processor
Lights to show that the autopilot is using order inputs from an external Used to enable the CONTROLS display and cycle through the list available detects an error in any heading input data. The indicator remains lit steady after
navigator. operator selected control settings. the alarm is acknowledged until the fault is cleared from the system.
Track Indicator: Controls Indicator: Mute Switch:

Lights to show that the autopilot is using order inputs from an external Identifies the CONTROLS display. Used to silence the audible alarm. Also used to scroll through the list of fault
navigator and the cross track error is corrected by the autopilot to steer the ship messages displayed in the CONTROLS display.
toward a way-point over a designated track over the ground. Rate Order Switch:
Used to select the turn rate order to be shown on the CONTROLS display. This Decrease and Increase Switches:
STBY Indicator: turn rate order will be followed during manoeuvres when the ADO 3000 VT is Used to alter the brightness of the display panel.
Lights to show that the external steering mode switch has selected a steering in the AUTO mode.
mode other than autopilot for steering control, and also to indicate heading Preset Switch:
reference alarm when an excessive rate of change of heading has been detected Rudder Limit Switch: Used to select the PRESET mode for order entry.
which indicates a heading signal fault. Used to select the rudder limit to be shown on the CONTROLS display. This
limit may be set to any value between one degree and the ship's maximum Accept Switch:
NFU indicator: rudder angle. This is the effective rudder limit, based on the calculated bias or Used to enter the PRESET value from the PRESET display as the current
Lights to show the takeover non-follow up controller (not part of the autopilot) weather helm, and thus may differ from the actual rudder angle. heading order for display in the ORDER display.
is active.
Rudder Limit Indicator: Accept Indicator:
ADAP/MAN Display: Indicator lights to show that the rudder order output is equal to the selected Indicator lights steady to show the PRESET mode is selected. Indicator flashes
Display shows an A if adaptive (automatic) gain selection is chosen to rudder limit. to show the PRESET order must be accepted to become active.
compensate for sea conditions. If a fixed gain setting is chosen, the display Order Control Knob:
shows a number from one through seven. One is the highest gain, seven is the ADAP/MAN Switch: Used to enter a heading order when operating the autopilot in AUTO. The
lowest. Used to show the gain selection on the CONTROLS display. heading order change cannot exceed 145 from the current heading.

Preset Display: d) Rotate the ORDER knob until the desired heading-to-steer
Displays the value entered using the order control knob when the PRESET appears on the digital ORDER display.
mode is selected.
(Note ! ORDER and all control settings may be changed at any time while
Order Display: operating in AUTO mode.)
Shows the current heading order (in one-tenth of a degree resolution) of the
autopilot. For operating in Nav and Track modes see paragraph 2-4.1 in makers manual.
Procedure for the Start up of the Autopilot 7.3.4 Procedures

a) Apply power to the autopilot by rotating the steering control
SYSTEM switch to the desired PORT, STARBOARD, or BOTH
position. STEERING CONTROL
MODES
b) Adjust the panel lighting intensity for day or night visibility, as

appropriate. The initial intensity level for the LEDs is full
brightness, and the intensity level for the back panel lighting is
full dimness.
c) Hold the ALARM TEST switch depressed for several seconds to

Non Follow-up steering
test the functioning of all control panel indicators and the audible Follow Up Steering
Tiller
Automatic Steering
Steering Stand Nautopilot A
alarm. For emergency override
d) If required, synchronise the autopilot heading display to all

compasses (see paragraph 2-4.11 in makers manual).
e) If two compasses are installed on the ship, select the desired Yes Autopilot Failure
compass that will serve as the primary source for ship's heading
input (as described in paragraph 2-4.11 in makers manual).
f) Select the operating mode for the autopilot (as described in

paragraph 2-4.1 in makers manual). Failure No
of FU
Fault Acknowledgment Yes
Emergency
After the system completes basic power checks, the system will proceed with alteration
internal status checks. If any failures occur doing this check, an alarm will No
sound. An advisory message will appear on the LCD when the MUTE switch Yes
is pressed and held. (Refer to Chapter 5 in makers manual for the proper
actions).
Use helmsman to
steer, advise master Change to NFU
Operation Procedure in Automatic (AUTO) Mode and duty engineer of steering
any problem
a) Adjust the autopilot front panel controls to the desired settings for
this mode.
b) Verify that the steering control system has selected the autopilot. In the event of using
the override tiller for
emergency alteration,
c) Press the STATUS switch to select the AUTO mode. When the this will be instigated
AUTO mode is selected, the autopilot response will depend on the by the O.O.W.
Use the helmsman to
previous mode in use. In each case there is no change in the steer. Call master and
effective heading-to-steer on mode transition, i.e. the transfer is duty engineer, advise
smooth. of problem

Illustration 7.4.1a Main Engine Control
Main
Engine
Control
Lever
Issue: 1 7.4 Main Engine Controls Page 1

7.4 Main Engine Controls System Command Position which can select:
This group consists of the following: Engine control room

7.4.1 Controls
Bridge control
1. A lamp test button
The main engine control panel on the bridge console consists of a
2. A button to cancel the buzzer Reset - This provides alarm acknowledge and buzzer stop buttons
manoeuvring/telegraph lever, an engine telegraph panel and emergency stop
buttons. 4. An alarm indicating internal failure System and Status Condition which contain:
Starting the engine and ahead and astern movement is selected by the Remote Control Panel LEDs to indicate the status of the remote control system.
manoeuvring/telegraph lever.
An Alarm/Indicator panel is provided for the remote control system and Warning LEDs to indicate any abnormalities in the system.
The engines are tested from the engine control room then control is transferred contains the following groups.
to the bridge.
7.4.2 Procedures for the Operating the Main Engine from the Bridge:
1. Test Functions
When in bridge control mode, the lever is used change the engine speed in the
a) The main engine is tested and prepared for starting by the engine
ahead or astern direction. Simulated signals for starting air, command RPM and engine RPM can be room personnel.
input to the remote control system for test purposes. The direction can also be
The engine telegraph panel consists of the following groups of simulated. b) The engine room is informed of standby by operating the standby
buttons/indicators.
button on the telegraph panel. The finished with engines lamp
2. Alarms will extinguish.
Sub telegraph
Indications are provided for alarms and status of the safety functions. c) Request bridge control by operating the bridge control button.
There are three buttons to select the main engine status:
3. Indication
1. Finished with engines d) Engine room acknowledges bridge control request and selects
The following indicators are provided bridge control position.
2. Standby
3. At Sea (Full away on passage) Set point limiter containing: e) The desired speed and direction is selected by moving the lever to
the required position.
Control Location RPM limit.
Critical speed set point. f) Full away on passage is selected by pressing the at sea button.
There are three buttons to indicate the main engine control position: This is acknowledged in the engine control room. The standby
1. Emergency position State - indicating: lamp is extinguished.
2. Engine control room Engine overload. g) The lever is then moved to the maximum setting. The main engine
Engine critical speed. will now increase to the preset maximum setting under control of
3. Bridge Handle match. the run up programme.
Telegraph Status
Cancel functions which provide: The engine can be changed from bridge to engine control and vice versa during
There are three indicators to inform of the following conditions: Shut down. running. The bridge lever or the engine control room lever (the one not in use)
Slow down. is adjusted until the handle match lamp is illuminated. The control mode
1. A new command has been made position can then be changed from the engine control room.
Cancel speed programme.
2. The engine is turning in the wrong direction
3. The remote control system is not ready Other functions provide:
Sea mode
Manoeuvring mode
Lamp test
Comms lock
Issue: 1 7.4 Main Engine Controls Page 2

Illustration 7.5.1a Doppler Speed Log
Inner Panel
Abnormal Lamp
Inner Panel Cover
Main Display Pilot Lamp +12V -12V +30V +10V
6 5 4 3 2. 1 0-9 Set Button

Digit Selector Switch SET
SPEED DOPPLER SPEED LOG
DS-70 Clear Button

0 5 CLEAR
Distance Run
KNOTS Setting Switch
TEST SIG SLOW
DISTANCE RUN Response Time
Selector Switch Key
Test Switch
NORMAL 0 KNOTS FAST Electrical Signal
N.M.
Dummy Signal
FURUNO Switch
Dimmer
DIMMER
Analogue Display
10
Junction Box
5 15
0 20
Speed Indicator Distance Indicator 5 25
DISTANCE RUN 10 30
SPEED
SELECT SET
KNOTS
KTS FURUNO
Transducer
NM
FURUNO FURUNO
Issue: 1 7.5 Discrete Equipment Page 1

7.5 Discrete Equipment Test Switch: Abnormal Lamp:
NORMAL: Set to this position for normal use. An abnormal lamp lights when the speed data abruptly changes
7.5.1 Speed Log TEST: When the system appears faulty, place the switch in from the ship's present speed due to noise. If the lamp flashes
this position and the dummy signal can be used in more than about 1 or 2 times within 5 seconds, the speed
Maker: Furuno conjunction with this switch to check the system. indication may be unreliable.
Type: DS - 70
Dummy Signal Switch: Pilot Lamp:
The Doppler Speed Log measures ship's speed relative to the water. Its The switch is effective only when the test switch is set to the A pilot lamp lights when each voltage is correct.
operating principle is based on the Doppler Effect, which is a phenomenon in TEST mode.
which ultrasonic sound emitted from an object in motion is received with slight Dimmer:
frequency shifts by an observer at a stationary place. 0.0 Knots: Adjusts the illumination of the display.
A 0.00 or 0.01 knot reading indicates the system is operating
Read-out of the ship's speed is made by detecting the doppler shift frequency properly when the switch is placed in this position. Ships Speed Indicator
from the signal reflected by the water mass. The unit uses a Pair-Beam System,
which compensates for errors due to ship's pitch and roll. The transducer SIG: This indicator displays the ship's speed. The arrow marks at the left of the
assemblies symmetrically emit two sonic beams. This pair beam system 24 through 30 knot reading indicates the system is operating digital display show the ship's moving direction; when moving fore the upper
indicates an average doppler shift in both directions, thus providing accurate properly when the switch is set to this position. arrow mark lights up, and when moving astern the lower one lights up.
information under rough sea conditions.
Response Time Switch: Distance Indicator
Equipment Description FAST: With the switch in this position, it takes approximately
a half minute to track 90% of the ship's speed. This indicator displays the distance run. When the power is turned off, the
Main Display previous distance run figure is preserved for about a one week period by the
SLOW: In this position the response time is three times the incorporated battery. If the unit is off for more than one week, all digits
Power Switch: speed of the FAST position. Use this position when the reading of indicate zero for about 30 seconds. Then the upper four digits go off, resulting
This switch provides power to the display unit. the ship's speed is unsteady due to rough sea conditions. in normal indication.
Ship's Speed Indicator: Digit Selector Switch: Dimmer:

This indicator displays the ship's speed. The display is updated This switch is used for pre-setting the distance run. When set to This control adjusts the illumination of the display.
every second, and the following indicators appear to alert the other than 0, the display will flash, signalling the unit is being
operator of the present status of the ship's speed reading. preset. Numerals 1 through 6 are for setting the distance run from Select:
tenths of a nautical mile to ten thousands of nautical miles, This button is used for pre-setting the distance run. When this
0:0 (figure with colon) appears shortly after power is turned on respectively. Numerals 7 through 9 are not used for setting the button is pressed successively, a flashing unit for indicating that it
and this indicates that the system is now calculating the ship's distance run. The distance run can be set to a maximum of is being preset is switched one by one from left to right. When the
speed. 99,999.9 nautical miles. SELECT button is pressed while the decimal figure is flashing, all
digits will flash, signalling the distance run figure is being reset to
A flashing decimal point indicates that the echo level is low; no Distance Run Setting Switch: zero. Further pressing of this button will return to normal
signal is being received. The desired value for the distance run is set with this switch. indication.
When moving astern a - (minus sign) is displayed. Clear Button: Set:

Pressing this button resets the distance run display to 0.0 nautical This button sets the desired value of the selected digit according
Distance Run Indicator: miles. The button may be pressed at any time when a reset of the to the SELECT button. Every pressing of the SET button
Both forward and astern speeds are measured, and displayed as the distance run is desired. The button may also be pressed to erase decreases the value at the flashing figure from 9 to 0. Press it until
distance run. When the power is turned off the present distance run previously memorised data. the desired value is obtained. When the SET button is pressed at
figure is memorised for about a one week period. When power is the moment all digits are flashing, the distance run indication is
re-applied the previous figure is displayed. Set Button: reset to zero.
This button sets the desired value of the selected digit according
Dimmer to the digit selector and distance run setting switch.
This control adjusts the illumination of the display.

Analogue Display d) Set the left switch to 2.
The ship's speed is indicated in range scale of -10 to +30 knots. e) Set the right switch to 2, push the SET button, and the display
. should now read 2.3.
Operating Procedure
f) Set the left and right switches to 3 and 1, respectively. Then,
Main Display press SET button, and 12.3 will be displayed.
g) Turn the left switch to 0 for normal use and the display stops
a) Set the inner panel controls to the following positions. flickering. Setting is now complete.
1. TEST switch is at NORMAL position.
Distance Indicator
2. DIGIT SELECTOR switch to 0.
3. Confirm that RESPONSE TIME SELECTOR switch is set to Clearing Distance Run procedure:
FAST.
a) Press the SELECT button until all digits are flashing.
b) Turn the POWER switch on.
b) Press the SET button, and the distance run figure is reset to 0.0
c) Adjust the DIMMER control.
c) Press the SELECT button again for normal use, and the display
After power is applied, the following is displayed for 2-3 minutes while the stops flickering.
ship's speed is being measured.
Amending Distance Run procedure:
: 0.0 or - : 0.0
Example amend 1123.5 to 1134.7
The colon in the ship's speed display indicates the system is now calculating
a) Press the SELECT button four times, and the tens digit will be
the ship's speed. After the colon has extinguished, the figures change to the
flashing.
actual speed gradually thereafter. Anytime the reading does not steady, refer to
SELF TEST in the manufacturer's manual.
b) Press the SET button until the flashing figure changes to 3.
d) Set the RESPONSE TIME switch.
c) One digit will flash with the next pressing of the SELECT button.
Normally the switch should be set to the FAST position, however, SLOW
d) Press the SET button until the figure changes to 4.
position should be used under the following conditions.
e) Next, pressing the SELECT button causes the one tenths digit to
When sea conditions are rough and a steady read-out can not be
flash.
obtained.
When sailing for an extended period at a constant speed. f) Press the SET button until the figure changes to 7.
e) Set Distance Run. g) Press the SELECT button twice to return to normal operation.
To set 12.3 nautical miles, for example, use the following sequence:
a) Push the CLEAR button to reset display to 0.0 nautical miles.
b) Set the left switch (DIGIT SELECTOR switch) to 1 (display

begins to flash).
c) Set the right switch (DISTANCE RUN SETTING switch) to 3,

push the SET button, and the display should now read 0.3.

Illustration 7.5.2a GPS Panel
Display Function Keys

Traffic
Lights
LMX 400 DGPS Navigator
Professional DGPS Navigator
NAV RTE Mark Position

GPS1 GPS ST
ATUS WPT
SNR 42 39 48 50 44 47 N
50
21
12
40 PLOT TIDE AUX Go to
18
26 3
30 14
W E
PRN12 14 1 23 21 26
17 1
5 Light
Used sats : 6 POS GPS DGPS
Visible sats : 11
Available sats : 24 23
Elevation mask : o
7.5 S
E CFG C Power On/Off
Man Overboard
Litton
Marine Systems
Soft Keys Cursor Key

7.5.2 GPS System Marine radio beacons operating in the 283.5 to 325.0 kHz frequency range are Display Description
in widespread use for direction finding in coastal navigation. The beacon
Maker: Litton Marine Services system has been in place and widely used for many years and so it provides an The Navigator uses a LCD display screen. It provides optimum viewing in
Model: LMX 400 Navigator effective means for the transmission of DGPS signals. Depending on their virtually all lighting conditions. To change the display contrast or back-light
local environment and power output, their signals may be usable for up to condition, select the CFG function key and scroll down to the Lighting menu
GPS Navigation several hundred miles. Marine beacons provide an economical means of choice. Refer to the CFG section of the manual for a complete description of
obtaining DGPS accuracy for coastal navigators. The DGPS Version is menu options. The function key just above the Power On/Off key allows you
The Navigator is a precision navigation instrument utilising the latest designed to provide low cost reception of DGPS corrections broadcast to quickly change between daytime and night-time screen settings.
technology available today to provide optimum performance from the GPS (normally free of charge) by coastal authorities. Information displayed on the screen is normally divided into windows, similar
satellite and Beacon land signals received. As with all other forms of radio to what might be seen on a normal computer. Each screen has a page number
signals, the ultimate navigation result is dependent upon the quality of these Display and Keyboard Description in the upper left hand corner. These page numbers are there fore quickly
signals. Radio signals may, on occasion, be distorted, jammed, or otherwise finding the information needed.
incorrect. As a result, position accuracy may occasionally be less than that Refer to the illustration 7.5.2a.
which can normally be expected. With the exception of a portion of the PLOT screens and the GOTO screens,
The Traffic Lights on the left side of the display indicate how the navigator is all of the screens require that the E (Edit Mode) function key pressed before
The Navstar Global Positioning System, commonly referred to as GPS, is a operating. information can be manipulated on the screen. The cursor key can be used to
satellite navigation system developed by the U.S. Department of Defence to move between edit fields or menu choices on most screens when in the edit
provide both military and civilian users with highly accurate, worldwide, Take care in reading the traffic light indications, as there are overlapping pos- mode. When not in the edit mode, the cursor can be used to scroll between
three-dimensional navigation and time. By receiving signals from orbiting sibilities between the GPS and DGPS modes. screens (i.e. NAV1, NAV2, NAV3, ...) or to move up and down the menu bar
GPS satellites, authorised users are able to continuously navigate with an in the CFG screen.
accuracy on the order of 16m or better, while civilian users are limited to GPS Traffic Light Operation
accuracy of approximately 100m. Soft-keys
Red Flashing The five soft-keys under the display are so named because their purpose
A technique referred to as Differential GPS (DGPS), allows users to obtain Not tracking satellites. This is normal for the first 2 minutes or so when turning changes from one menu or screen to the next. With the exception of a portion
maximum accuracy from the GPS system. DGPS requires the use of two GPS the unit on. of the PLOT screens and the GOTO screens, all the screens require the E (Edit
receivers. One receiver, known as the Reference Station, is placed at a Mode) function key to be pressed before the soft-keys can be accessed. Don't
surveyed location, the co-ordinates of which are precisely known. The purpose Red Solid forget to press the E function key when editing has been finished.
of the differential GPS system is to use the reference station to measure the Tracking one or more satellites. This is also normal for the first 2 minutes when
errors in the GPS signals and to compute corrections to remove the errors. The turning the unit on. This is also a normal indication if the HDOP is greater than Function Keys
corrections are then communicated in real time to the navigators, where they 10. The HDOP value can be read in the GPS function screens.
are combined with the satellite signals received, thereby improving their Their are eighteen function keys, some of which access various screen and
navigation or positioning. This technique is effective because many of the Red/Yellow Solid editing displays. The ten function keys with alpha abbreviations are described
errors at the reference station and navigators are common. The geographic Dead Reckoning. Normal GPS operation is not available, but the Navigator in the makers manual. The eight function keys with symbols are described
validity of these corrections decreases with distance from the reference station, calculates the position from compass and log input. below.
but the corrections are valid for navigators hundreds of kilometres from the
reference station. Yellow/Green Solid Mark Position - This function key stores the present position, date and time at
DGPS corrections are not being received and/or possibly the GPS position the next available way-point location in the Way-point Bank. A window pops
In order to set up a DGPS system, the user must have a GPS reference station update has a poor HDOP value. up on the screen to confirm the key depression, and where the mark position is
at a precisely known location, a DGPS navigator, and a communication link to being stored. The WPT menu can be accessed and the co-ordinates or
transmit the corrections. Yellow Solid description edited later.
DGPS position update with poor HDOP value.
The DGPS Beacon System allows the user to benefit from the accuracy of GOTO - This function key allows a route to be quickly created from your
DGPS without the need to purchase and maintain a complete DGPS System Green Solid present position to one other way-point. This single way-point route can use an
(reference stations, transmitting equipment, as well as receiving equipment, DGPS position update with HDOP value between 1 and 4. This is the normal existing way-point from the Way-point Bank, or one can quickly be created
and navigators). operating condition. from one by either defining the appropriate coordinates or specifying a range
and bearing. This is a great asset, when are trying to render aid to someone in
distress and there isnt time to manipulate complicated menu structures. Be
careful when using this selection, as it will erase the current route when it
creates the new one.

LIGHT - This function key allows quick switching between two predeter- FUNCTION - Above and below each primary function key, there are numbers See makers manual for detailed operation of the NAV screens.
mined display lighting conditions. and letters. These numbers and letters are used when in the edit mode. They
are most often used in the RTE, WPT, and CFG screens, but they are used in
POWER ON/OFF - This function key turns the unit on and off. When other screens as well. If trying to enter text, simply locate the desired letter and
depressed while the unit is on, there will be prompted to select a YES or NO press the appropriate key repeatedly until the appropriate letter or number
soft-key to confirm the action. appears. If accidentally the desired letter is passed, continue pressing the key
and the letter will come up again. Some screens allow symbols to be input into
MAN OVER BOARD (MOB) - This stand-alone function key is located at the the text fields. These symbols are selected through a soft-key selection where
bottom right hand corner of the Navigator. When depressed for a few seconds, symbols are allowed. Don't forget to press the E function key to get out of the
it activates a number of automatic functions: edit mode!
It brings up a MOB PLOT screen. This is an automatic scaling screen. The Navigation
screen centres on half the distance between your present position and the MOB
position. In addition, the MOB position is displayed in the upper left corner, so There are three basic NAV screens, however, additional screens may appear if
the co-ordinates can be quickly read the coordinates to others who may be appropriate sensors (i.e. wind speed/direction logs, NMEA compass, etc.) are
available to render assistance. This plot screen also provides the vital bearing interfaced and activated on the Navigator. The NAV functions are highly
and distance back to the MOB position, as well as your present course over interactive- with the RTE1 screen, and a number of CFG menu selections.
ground.
The RTE1 screen provides the active route for the NAV screens. It also
The MOB position, date and time are stored in the Way-point Bank for future maintains a way-point pass log. One other important feature in the RTE1
reference (i.e. log book entries). screen to be aware of is the up and down arrow soft-keys that control which
waypoints are skipped (down arrow) and which are restored (up arrow) for the
Several NMEA records (i.e. BWC and BWR), are changed to reflect the current route.
current crisis situation. This way, other inter-faced equipment can also help
guide you back to the MOB position. When the MOB condition is cancelled, The following CFG menus directly impact the NAV functions:
the NMEA records will automatically revert to the active route information.
Don't forget to cancel the MOB so that the interfaced equipment will read the 1. COG SOG - sets the filtering time for the displayed values
correct data! 2. Datum - sets the reference datum for the present position
The MOB function key and remote MOB input are disabled from subsequent 3. GPS Offset - sets an offset for calculating the GPS antenna position
activation, until MOB Cancel is selected.
4. Navigation - sets a variety of important functions and alarms
Other functions such as Position and Navigate can still be accessed; however,
Rhumb line or Great Circle navigation
the screen will revert to the MOB Plot screen after 30 seconds.
Range units: nautical miles, statute miles or kilometres
To cancel a MOB condition, make sure in the MOB Plot screen is on. Press the
Cross-track Error limit and alarm control
E function key, then select the Cancel MOB soft-key.
Way-point Pass determination method and distance
E (EDIT) - This function key activates and deactivates the soft-keys and edit
Way-point Approach distance
fields within any screen where editing is appropriate.
Autopilot alarm control
C (CLEAR) - This function key is probably the least used of all the function
keys; however, it can save some otherwise frustrating editing time. This key Position - sets 2D or 3D mode, antenna height, Lat. Lon.,
allows erasure or clearance of one character at a time. Loran or Decca TDs or UTM, and some alarm limits
CURSOR - This function key is the most used, it is used in edit fields. This key 5. Time - sets appropriate offsets, and 12 or 24 hour clock mode
also allows movement between function screen pages (by pressing left or
right). In addition, many of the edit fields allow either the cursor key or the 6. Various NMEA input controls for sensors (i.e. speed log, wind
Change soft-key to be used to scroll through or select from pre-determined instruments, etc)
choices.

Illustration 7.5.3a Navtex System
Lights when SAR message (category D)

is received. Alarm is activated SAR
FURUNO NAVTEX RECEIVER NX - 500 Lights when paper is out PAPER
SAR LOCK Lights while messages are
being received.
PAPER POWER Lights when power is on
LOCK
POWER The [FEED] key feeds paper DIM Adjusts illumination
DIM The [MENU] key calls up the main Menu MENU ENT The [ENT] key registers user set data
MENU ENT Moves cursor to the left Moves cursor to the right
The [REJECT] key is used to reject stations, Selects stations, messages or enters
messages or to enter lower case characters. upper case characters
It also cuts off the signal monitor function REJECT ACCEPT
REJECT ACCEPT

7.5.3 Meteorological System The serial numbers are counted up from 01 to 99, and starts from 01 Navtex Receiver
again. Number 00 is specially reserved for important emergency messages,
The bridge is equipped with indicators for wind direction and wind speed. A such as a search and rescue (SAR) message. Maker: Furuno
barograph for monitoring atmospheric pressure trends and a barometer to Type: NX-500
measure the current atmospheric pressure are also provided. Air temperature is The end of each message is indicated by NNNN (four successive N's).
measured by means of a hand thermometer. These basic instruments are Basic operation is confined to switching on the unit:
sufficient to provide the vessel with the necessary information to detect and Type of message (category)
avoid severe weather systems before their influence becomes dangerous. A: Navigational warnings a) Flip down the panel and turn on the power switch.As soon as the
Monitoring of these instruments combined with the use of the weather B: Meteorological warnings NX-500 is turned on, the message Nav, print ready. is printed,
facsimile and Navtex equipment permits the operator to make his own local C: Ice reports indicating it is in stand-by, ready to receive the Navtex signal.This
weather forecasts and to apply this to his navigation and routing. D: Search and Rescue information is the receiving mode.
E: Meteorological forecasts
Navtex System Description F: Pilot service messages b) User settings can be adjusted to suit the needs of the vessel
G: DECCA messages
The Navtex system was developed to provide vessels with up to the minute H: LORAN messages All user settings are contained in the Main Menu. To get into the Main Menu
information automatically. I: OMEGA messages press the [MENU] key. The printout should look something like the following:
J: SATNAV messages
NAVTEX is an acronym meaning Navigational Telex. It is a narrow band radio K: Other electronic navaid messages (Messages concerning radio
teletype system for sending (by frequency shift keying) text messages navigation services)
expressed in a 7-unit code. The unique feature is that a Navtex transmitter * ------------------------------- Print Head
L: Navigational warnings additional to letter A ABCDEFG
transmits nine control characters (header code) ahead of the main message, so M to Y: No category assigned
that the receiver can identify the station, message type and serial number auto- V to Y: Special services-allocation by IMO
matically. ---------------------Main Menu------------------
Z: No message on hand A: Set Station
System Operation Message Handling in Navtex Receiver B: Set Message
C: Set Function
For navigation purposes, the world is divided into 16 areas. Each Nav-tex The Navtex receiver acquires, stores and prints Navtex messages according to D: Print Received ID
station has an identification code, from A to Z. The frequency assigned to the following rules. E: Print Status
Nav-tex is only one (518kHz), and many stations exist in the same service F: Print NMEA data
coverage. 1. It selectively acquires stations and types of messages specified by the G: End
operator. Message types A, B and D cannot be switched off by the operator.
To avoid conflict between adjacent transmitting stations the following rules ------------------------FORUNO------------------------
apply. 2. Message type D (search and rescue information) is an SAR,' message and
will be printed immediately. To call this to the operators attention, the alarm The printing head is above A of A B C D E F G. Each character
1. The transmission schedule is determined so that two or more stations having buzzer sounds and the SAR warning LED lights.
a common service area may not overlap in time. corresponds to a Main Menu, which is listed below them on the printout. To
call up a menu, place the printing head above the letter corresponding to the
2. Each station transmits with minimum required power to cover its service 3. When an abnormal character is received due to noise interference, it will be menu desired by operating the arrow keys [<], [>] and press the [ENT] key or
area (200 nautical miles nominal). printed as * (asterisk). [ACCEPT] key.
Message Format 4. Message type D (search and rescue information) will be reprinted. Most functions are selected or deselected by designating upper (capital) or
(Reprinting can be inhibited by pre-setting.) lower (small) case characters by pressing the [ACCEPT] key or [REJECT] key
For automatic identification of messages, each message starts with nine control at relevant characters, respectively.
characters, called Header codes. 5. A message having serial No. 00 (emergency message) will be reprinted.
The first five characters are always ZCZC-- and common to all messages. 6. Message types A, B, D & L or serial No.00 from rejected stations will be The [>] and [< ] keys move the printing head right-ward or left-ward to skip
This part is used for message synchronisation. The latter four characters are printed. (Printing of message type A from rejected stations can be inhibited by over functions or items which you do not wish to change.
designated as b1, b2, b3 and b4 indicate origin, category and serial number of pre-setting.)
the message. To escape from the user setting mode (at this stage), place the printing head
7. Message type D will be printed up to 2000 characters regardless of character above G and press either the [ENT] key or the [ACCEPT] key. The message
Character b1 is the identification letter of the Navtex station; A to Z. error rate. (The NX-500 can be preset to stop printing when the error rate is Nav, print ready. is displayed, indicating control is returned to the receiving
Character b2 indicates the type of message, A to Z as listed opposite. over 33%.) mode.
Character b3 and b4 indicate the serial number of the message.

Illustration 7.5.3b Weather Facsimile Receiver
LCD Contrast Sync Control Volume Tune LCD Display Control Keys
Control
CONTRAST SYNC VOLUME

TUNE RCL
MODE
PRG
RECEIVER
SPD CM ENT
PHASE
10C
EXT INT
ALARM FACSIMILE
TIMER PRINT AUDIO SAR MSG PAPER S -LEVEL SPEED PHASE

FURUNO DFAX
FACSIMILE RECEIVER FAX -214
LED Annunciation
0 10 20 30 40
POWER
ON
Power Switch

Weather Facsimile Receiver Paper Feed: a) Before starting the operation, obtain a radio facsimile frequency
Used to feed paper. list for the area. The Facsimile Station List attached to the
Maker: Furuno appendix of the manual (B-1 to B-3) may be useful to quickly find
Model: FAX - 214 Contrast: out the call sign and frequency in the area, since it is arranged in
Adjusts the contrast of the LCD display. alphabetical order according to Country.
The fax receiver consists of:
Receiver Ext/Int: b) Make sure that the recording paper is properly loaded.
A panel, containing control keys, LCD display and annunciator Selects internal or external receiver.
LEDs which display the status of the system. c) Press the POWER button and the time will be displayed on the
Annunciator LEDs window for several seconds. Then, the display will change to
A Printer. channel data: zone, station and channel numbers plus picture
Tune: mode, followed by a call sign and frequency. When a specific
Description of Controls and Keys The tuning bar runs upward or downward when the programmed function is completed by the action of key-strokes, the unit returns
Power Switch: frequency differs from the actual receiving frequency. to the normal display, indicating the channel data previously
Turns the unit on/off. selected.
Timer:
Sync Control: Lights when the timer mode is operating. ! CAUTION
Equalises picture synchronisation to align with the paper feed Never turn the power off during recording. The printing head remains in
direction. Print: contact with the recording paper (roller), applying harmful pressure to
Lights while the picture is being printed. the printing head.
Volume Control:
Adjusts the audio level of the monitor speaker. Audio: d) Set the intensity of the LCD using the contrast control.
Lights when the alarm mode is activated.
Up and Down Switches: e) Select the facsimile station.
Used to scroll a number or message upward or downward. SAR/MSG:
Lights when receiving the search and rescue message of NAV-TEX The facsimile station will usually transmit signals at several
Left and Right Switches: signal. different frequencies on the HF band (a few stations also transmit
Used to move the cursor or data sideways. on the LF band). For convenience the probable frequency for a
Paper: quality recording may be selected at the receiver side. In choosing
Ent: Lights when the recording paper runs out completely. a receiving frequency, the general rule of thumb is that the highest
Used to enter data or activate- a function. probable frequency band must be selected for the initial attempt,
S - Level: then move to a low band if the picture is not reproduced satisfac-
Ch: Lights when the signal is too weak to receive. torily.
Used to call up station and frequency data.
Speed: To overcome this, the FAX-214 employs a scan function which
Mode: Lights when the scanning speed is incorrectly set. automatically searches the frequencies assigned to a station and
Used to control operation of the printer. locks onto the frequency of which the signal strength is the
Phase: highest.
SPD/IOC Lights when the picture is out of phase.
Selects speed and IOC numbers. f) Set Tuning if Required.
Operational Procedure of Facsimile Receiver:
RCL/PRG There are rare occurrences, where the actual receiving frequency
Used to recall data stored in the memory, or used to programme data. The FAX-214 receiver uses a timer, which enables automatic recording of slightly deviates from the nominal transmitting frequency. The
facsimile signals up to 16 programmes according to a preset schedule. In most TUNE indicator, composed of three LEDs, will flow upward
Phase: cases this may be the only operating mode used. However, if a program is or downward when the receiving frequency is lower or higher
Adjusts picture phase. already in progress, or if the transmitting station does not use start and stop than the pre-programmed frequency data. Press and hold the [Up]
Dimmer: signals, you will have to be received manually. key until the indicator stops flowing and only the centre LED
Used to vary the level of back-lighting of the LCD display and LED lights and is stable. On the contrary, press the [Down] key if the
intensity. indicator flows downward.

(Note ! Tuning is inoperative when selecting the scan mode.) Read the scale at the centre of the dead sector and enter the value
in the data column by using the [Up] or [Down] key. The value to
g) Set the Clock. be corrected will range between 0 and 40.
It is necessary to set the built in clock to the local time in your
area or GMT (Greenwich Mean Time) to properly operate the Press the [ENT] key and the dead sector is shifted to the left edge
sleep mode and timer recording. of the recording paper. Note that the [PHASE] key is also
effective only while the printer is operative.
Press the [RCL/PRG] key and the time is displayed on the
window. k) Set Synchronisation.
The SYNC control is used to fine tune phase matching. If the dead
Again press [RCL/PRG], then [ENT]. The message Set sector is plotted askew even when the PHASE is properly
CLOCK? will be displayed followed by Set CLOCK xx:xx. selected, turn the SYNC control to correct it.
Set the time to the incoming time signal by using the arrow keys Stopping Picture Recording
and press the [ENT] key at the exact moment the time signal is
released for the start of a new minute/hour. In the manual recording mode, the printer continues to operate even after the
picture is printed since the unit doesn't detect the remote control signal (start
h) Set the Monitor Volume. and stop signal of the picture) in this mode. The key sequences to manually
The unit incorporates a speaker for monitoring the received stop printing are as follows.
signal. The MONITOR control located on the left hand of the
panel adjusts the audio output level from the speaker. Push in and Press the [MODE] key and the display will indicate the message MANUAL
release the control to bring it out. STOP? for verification. Press the [ENT] key. Now the printer stops recording
and the unit is restored to the normal mode, indicating the channel data.
i) Set SPD/IOC
It may be necessary to set the correct SPD/IOC number (Note ! A priority Nav-tex message takes precedence over a facsimile
depending on the facsimile station. SPD and IOC stands for recording. If a priority Nav-tex message is received during the printing out of
scanning speed and index of corporation, respectively. These are a facsimile recording, the facsimile recording is interrupted, the Nav-tex
a kind of synchro. code to reproduce an exact copy of the picture message is printed out, and then the remainder of the facsimile recording is
transmitted from the facsimile station, and are listed on the printed out.)
Facsimile Schedule Book. If the SPD is incorrectly set, a portion
of the picture will be overlapped or a multiple picture will be Timer Recording
recorded. There will be notification of a wrong SPD setting by the
lighting of the SPD annunciator LED. Most of the LF to HF facsimile broadcasts all over the world are regularly
serviced according to a schedule issued by the meteorological observatory in
j) Match the Phase each country. Therefore, if you wish to receive a certain facsimile broadcast on
When the printer starts recording after the phase signal has been a daily basis, the timer recording mode will virtually allow you hands-off
transmitted, or when the received signal is too weak to detect the automatic operation (self start and stop of the printing) once it has been pre-
phase signal, the recording may be split into two parts by a thick programmed.
white (or black) gap called a dead sector. The [PHASE] key is
provided to compensate for the phase miss-matching, shifting the You may preset up to 16 programmes for timer recording. Prepare the
dead sector to the left edge of the recording paper. Should this Facsimile Schedule Book including the timetable for your area and record the
occur, the PHASE annunciator LED will light up and the message broad-casting start and end time of the desired stations onto a notebook for
Phase NG (Phase No Good) will be printed out as the recording reference.
data.
Press the [PHASE] key and the message Set PHASE 00

appears on the display.

Illustration 7.5.4a Echo Sounder
Echo Sounder
F U RU N O
Start of Range
Indicator
Processor Unit
Depth Indicator
End of Range
Indicator
Power Switch
Phased Range
Control
Illumination
Control Basic Range
Control
Paper Speed
Control Gain Control
Transceiver Unit
Depth Window Power Switch
Digital Depth Indicator
F U RU N O
NO SIGNAL
DRAFT OFF
PWR
FT
FA Draft Control
M ALARM Sensor
ACK DIM Dimmer
DRAFT ADJUSTED
DRAFT ON
GATE UNIT Depth Unit Selector
ALARM
GATE OFF
GATE ALARM DIGITAL DEPTH INDICATOR ED-222
Gate Control
Key
Electrical Signal
Setting Window Alarm Control

7.5.4 Echo Sounder System NOISE LIMITER The interference rejecter switch should be kept 2. If the tail of the transmission line extends 3m, a false sea depth
in the OFF position, when no interference from may be read out suppress this tail by adjusting the STC control.
Navigational Echo Sounder other echo sounders or noise sources is present.
3. If the seabed echo is weak or interrupted by air bubbles, a false
Model: Furuno Model FE-880 POWER REDUCTION In shallow water, reduction of power depth may be read out. The flickering of the decimal points will
Maximum scale: 1600 metres, 900 fathoms or 5400 feet. output is an effective means of making alert this condition.
Recording paper: Dry electro-sensitive, PD-2020NW the depth printout clear.
4. When the depth range setting is considerably shallower than the
Accuracy of measurement: (Note ! The following switches are inside the sounder display unit. The utmost actual sea depth, a false reading of the seabed may be given due
care should be taken when gaining access to them, as high voltages are the second transmission echo being picked up.
50m scale: 1m or 5% of the indicated depth, whichever is the present.TVG/STG, NOISE LIMITER, POWER REDUCTION).
greater. Procedure to Load Recording Paper:
500m scale: 5m or 5% of the indicated depth, whichever is the Operating Procedure:
greater a) Switch the power OFF and press the lock on the door to open.
(Based on a sound speed of 1500 m/sec). a) Turn on the POWER switch (do not start the sounder without the
recording paper in position). b) Fold the recording plate forward by pulling the handle on the
Navigating Echo Sounder recording plate toward you (check that the recording stylus is
b) Turn ILLUM switch to position 1, 2 or 3 as necessary. positioned at the back of the recorder cabinet).
Operating Controls
c) Select paper speed. c) Remove the take-up reel from the unit, take off the plastic end
Switch Function pieces (keep them). Transfer the empty supply reel to the take up
d) Select the unit of depth. side and put the plastic end pieces from the take up reel on to it
POWER Used to switch the unit ON or OFF. and fit in place. Put the plastic end pieces from the supply reel
e) Select the recording range. onto the new roll of recording paper and fit in place as the supply
ILLUM Used to adjust the illumination level of the reel.
depth read-out window, control panel and the f) Adjust the gain.
recording window. d) Load the paper by inserting it into the slot in the take up spool and
Adjustment of INTERNAL controls (Note ! WARNING HIGH VOLTAGE). winding on two or three turns. Check that the recording paper is
PAPER SPEED A three-position switch used to control the not one sided.
paper speed in keeping with the range in use. g) Adjust TVG/STC.
e) Tighten the paper if slack, by using the manual feed paper gear.
UNIT Permits the selection of metres, fathoms or h) Adjust the Interference Rejection.
feet. (Note ! A short mark will appear when the paper remaining is
i) Adjust the Power Reduction switch if in shallow water. approximately 10% the total length of the roll, i.e. at about 2m
RANGE First select the basic range then using the from the end. When the long marker line appears, the remaining
PHASE UP or DOWN switch to adjust the The following points should be taken into consideration when paper length is less than 1m).
range to that required. observing the depth read-out.
Digital Depth Indicator
TVG/STC Adjustment of the TVG provides an equalised 1. When the power is switched on and the water is shallower than
seabed marking intensity between the surface three metres, the digital display reads out the depth of the 2nd Model: Furuno ED-222.
and 70m. Adjustment of STC will suppress trace echo and continues to track the false seabed echo, even if the Display: 3 digit LED.
surface noise. For steady digital depth read- depth increases. To cancel this state, reduce the GAIN control so Depth Range same as the Navigational Echo
outs, adjust STC and TVG correctly. that the decimal points flicker due to the missing seabed echo. Sounder.
Now increase the GAIN to a satisfactory position and note the Input Data: Received from the Furuno FE-880.
GAIN Clockwise rotation of this control increases the changed reading. Depth Alarm: Pre-set and variable.
sensitivity. When the GAIN is properly set and Signal Warning: The signal lamp blinks if poor echoes
the seabed echo is sufficiently strong, the depth received from seabed.
is digitally indicated on the middle indicator.

Controls WINDOW This window displays DRAFT, ALARM or GATE setting
SETTING when changing these settings. The corresponding indicator to
POWER the right of the window lights.
Press PWR to turn unit ON. Press both the PWR and OFF buttons
at the same time to turn unit OFF. ALARM When the ship enters waters shallower than the preset depth
ALARM Blinks and alarm sounds.
DRAFT
Sets the ships draft when you require the depth indicating GATE GATE lights when the gate function is turned on.
from the sea surface rather than the transducer. Press DRAFT
[+] or [-] key to set the draft. Draft Adjusted lights in the Operation Procedure:
display window when these keys are pressed. The depth
indication of the ED-222 is not affected by the Draft control a) Turn the power to the navigational echo sounder on.
on the navigational echo sounder.
b) Adjust the GAIN control of the navigational echo sounder to
DIMMER obtain a clear and steady seabed echo. Adjust STC and TVG if
The DIM key controls the brightness of the display. required.
DEPTH UNIT c) Turn the ED-222 on and the depth appears.

The DEPTH UNIT key selects feet, fathom or metres.
d) Adjust the brilliance by the DIM key if necessary.
GATE
When a dense DSL (Plankton layer) or a large fish school is e) Adjust the DRAFT depth if necessary. If the draft is already set,
between the surface and the seabed, the depth to the DSL or fish DRAFT ADJUSTED is lit. Press DRAFT key once and confirm
school may be shown. The gate control is used to restore the true the current draft setting.
depth indication in such case. The Gate control functions only
when the navigational echo sounder is combined. The connection f) Adjust the ALARM and the GATE depth if necessary. Note that
of the colour video sounder disables this function. Press the the GATE should be set shallower than the ALARM depth.
ON/OFF key to activate or deactivate the gate. To set the GATE
depth, press the GATE +/- key. (the depth is measured from the (Note ! The control panel settings are backed up by the memory. The
transducer).The echoes within the gate depth are ignored. equipment starts with the last settings when you turn the power.)
ALARM
The Shallow water alarm sounds when the depth reduces below
the alarm set point. To set the alarm, press the ALARM +/- keys.
Press the ACK key to acknowledge an alarm.
Display Window
NO SIGNAL No Signal blinks when the echo signal is interrupted.
DEPTH The sea bed depth. Depths appear in increments of 0.1 and
above 100 in 1 unit steps.
DEPTH Unit shows the unit selected by the UNIT key.
DRAFT
ADJUSTED Lights up to show that the Draft has been adjusted.

Illustration 7.6.1a GMDSS Alarms and Frequencies
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 2187.5 kHz HF Channel 70 2187.5 kHz HF Channel 70 2187.5 kHz HF
Received Via:
ACTION ACTION ACTION ACTION ACTION ACTION ACTION ACTION ACTION

Change to Channel 16 R/T Change to 2182 kHz Change to HF Frequency Change to Channel 16 R/T Change to 2182 kHz Change to HF Frequency Change to Channel 16 R/T Change to 2182 kHz Change to HF Frequency
that distress received on that distress received on that distress received on
Wait 3 minutes for coast Wait 3 minutes for coast Wait 3 minutes for coast Acknowledge vessel Wait 3 minutes for coast Wait 3 minutes for coast Acknowledge vessel Acknowledge vessel Wait 3 minutes for coast
station to acknowledge station to acknowledge station to acknowledge station to acknowledge station to acknowledge station to acknowledge
IF COAST STATION IF COAST STATION IF COAST STATION IF VESSEL IF COAST STATION 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: DOES NOT REPLY: DOES NOT REPLY: DOES NOT REPLY:
Acknowledge vessel Acknowledge vessel Acknowledge vessel Send distress relay to Acknowledge vessel Acknowledge vessel Send distress relay to Send distress relay to Acknowledge vessel
if in a position to assist coast station by most if in a position to assist coast station by most coast station by most
suitable method suitable method suitable method
IF VESSEL IF VESSEL IF VESSEL IF DISTRESS IF VESSEL IF VESSEL IF DISTRESS IF DISTRESS IF VESSEL

DOES NOT REPLY: DOES NOT REPLY: DOES NOT REPLY: CONTINUES: DOES NOT REPLY: DOES NOT REPLY: CONTINUES: CONTINUES: DOES NOT REPLY:
Send distress relay to coast Send distress relay to coast
Send distress relay station, if distress continues Send distress relay to Acknowledge vessel station, if distress continues Send distress relay to Acknowledge vessel Acknowledge vessel Send distress relay to
to coast station acknowledge using DSC coast station by most using DSC acknowledge using DSC coast station by most using DSC using DSC on 2187 kHz coast station by most
on 2187 kHz suitable method, Standby on 2187 kHz suitable method, Standby suitable method, Standby
Issue: 1 7.6 Communication Systems Page 1

7.6 Communication Systems Distress Relay (Sending) The message format is as follows:
7.6.1 GMDSS This has slightly different formats, in one the relay message is sent unedited, MAYDAY MAYDAY MAYDAY
the other is sent as an All Ships Distress Relay and the third is to send the THIS IS
Overview message specifically to a coast station by the most suitable means. The second OWNSHIP OWNSHIP OWNSHIP
procedure may be followed when sending a distress alert for another vessel or MAYDAY
The radio equipment fitted complies with the GMDSS requirements for sea aircraft which is unable to do so. OWNSHIP
area A1, A2 and A3 with the maintenance requirement, duplication of POSITION
equipment and shore based maintenance. When sending a Relay message, the coast station may acknowledge the NATURE OF DISTRESS
message, but it is not a requirement under GMDSS. What should occur is that ASSISTANCE REQUIRED
In distress situations, the following two points regarding the GMDSS the coast station/MRCC sends out a Distress Relay to all ships in the area of ADDITIONAL INFORMATION FOR SAR
philosophy are to be carefully noted. the distress. This avoids confusion and overloading of communication
channels. The procedure is as follows: GMDSS Frequencies
a) A ship does not acknowledge a distress message using its DSC
equipment, this function is normally carried out by a shore Message is sent on Channel 70 DSC.
Distress Urgency Safety DSC kHz R/T kHz Telex kHz
station. The only occasion when acknowledging using the DSC
controller is when relaying another vessels distress message to a On receipt of this message monitor Channel 16 R/T. 2187.5 2182 2174.5
coast station. However the original message continues to be sent. 4207.5 4125 4177.5
In this case acknowledgement would be on the frequency the Daily Tests
distress alert was received on using the DSC. 6312.0 6215 6268.0
(Note ! There are no live tests required under the GMDSS Regulations. Result
8414.5 8291 8376.5
b) The basic concept is that the primary intention of a distress alert of internal test should be entered in logbook.)
is to inform a coast station and/ or Marine Rescue and Co- 12577.0 12290 12520.0
ordination Centre (MRCC). The MRCC will then instigate a MF/HF DSC Controller
16804.5 16420 16695.0
distress relay to ships in the required area.
Unit should be kept ON Watch, scanning the Distress DSC Channels. Ch 70 Ch16
VHF DSC Controller Supplementary calling when
Un-designated Distress Alert
2182 kHz is being used
The Unit should be kept in the watch keeping mode on channel 70. for distress 2191
To send an un-designated distress alert, depress the distress button for six
To send an un-designated distress alert it should only be necessary to press the seconds. DSC Calling Frequency
DISTRESS button for six seconds. On pressing the distress button the alarm Ship to Shore 2189.5 or National
tone sounds through the speaker, the screen changes to show DISTRESS Message format is: Routine Calls Shore to Ship 2177
CALL and the message is transmitted. Distress. Ship to Ship 2177 or National
Message format is: MMSI number of ship. Safety Message over
ONE Minute sent after
Distress. Position and time UTC. a DSC Safety Alert 2048
MMSI number of ship Nature of distress. Intership Safety of Navigation Ch 13
Position and time UTC Telephony (AM, USB or FEC) frequency to reply on. Primary Intership frequency Ch 6
Nature of distress) Telephony (means of sending). Standard Distress Message
Message is sent on Channel 70 DSC
The following message would be transmitted verbally in a calm clear voice on
On receipt of this message, monitor Channel 16 VHF R/T either Channel 16 R/T or 2182 kHz after the sending of the distress alert
message on Channel 70 DSC or 2187.5 DSC respectively. On 2182kHz, after
the two tone alarm signal is finished, press the handset key and transmit
the distress message. On the VHF change to channel 16 R/T and transmit the
message.

GMDSS Associated Equipment Inmarsat C Mobile Earth Station General Rules for Communications
The equipment is contained in the radio room and consists of the following Provides distress and general Telex communications for mobile and fixed 1. All stations are forbidden to carry out the following:
components: terrestrial subscribers in the Inmarsat C communications network. Telex
Unnecessary communications
messages are processed by what is known as store and forward Telex. A Telex
Regulations require all equipment to be powered while the vessel is underway. message transmitted from the ship arrives at a coast station where it is stored The transmission of profane language
temporarily and then delivered to the subscriber specified. (No full duplex
The transmission of signals without identification
DSC-6 MF/HF DSC Terminal (Digital Selective Calling) communications possible.)
2. Silent times for distress frequency
The DSC-6 has many functions, but the main functions are: AC/DC Radio Switch Box
Silent times are provided for the international distress frequency 2182 kHz for
1. Distress alert: The AC/DC Radio Switch Box consists of a battery charger and two rectifiers three minutes twice each hour beginning at 00 mins and 30 mins. Therefore,
Transmit the distress alert via the SSB Radiotelephone. which can accept both AC and DC power supply. In the event of main AC never transmit 2182 kHz during those times unless your vessel is in distress.
power failure, auxiliary power (battery) provides power to the equipment, for
2. All Ships Call: the amount of time stipulated by radio regulations. 3. Avoid interference
For urgent situation on own ship (for example, request for medical
assistance). Operation of Equipment All stations are forbidden to carry out the following:
The transmission of superfluous signals and correspondence
3. Individual Call: The equipment in this radio console are interfaced by the makers MIF radio
Place a call to a specific ship or coast station. interface. For example, to transmit a message over the DSC-6 or NBDP, the Tx The transmission of false or misleading signals
and Rx frequencies and class of emission are automatically set on the SSB
SSB Radiotelephone Radiotelephone and then the message is transmitted. All stations shall radiate minimum power necessary to ensure a satisfactory
service.
For use on ship to ship and ship to station radio communications in the MF/HF Two printers are supplied and one is dedicated to the Inmarsat C. The other
band. The main communications modes used are: printer is for both the DSC-6 and NBDP If the NBDP is used (message trans- 4. Secrecy of communications
mission or reception), this printer is automatically connected to the NBDP to
Voice communications (J3E/H3E) via the handset All administrations bind themselves to take the necessary measures to prohibit
print out the data. When the printer selector switch in the console is set to the
and prevent the following:
DSC communications (Telex) by the DSC-6 AUTO position, it automatically connects one of those units to the printer
on a first-come-first-served basis. For example, if the DSC-6 is used (message The unauthorised interception of radio communications not intended
Telex communications by the NBDP
transmission or reception), the printer selector switch automatically connects for the general use of the public.
AA-50 MF/HF DSC Receiver the printer to the DSC--6 and disconnects itself from other equipment.
The divulgence of the contents, simple disclosure of the existence,
Connection between DSC-6 and NBDP publication or any use whatsoever, without authorisation of
Watches DSC distress and safety frequencies. The AA-50 receives distress
information of any nature whatever obtained by the interception of
alert from vessel in distress and all ships call (safety and urgent call) from ship the radio communications.
or coast station. Suppose a call was transmitted over the DSC-6 and communication with the
receiving station was by the NBDP instead of the SSB Radiotelephone. If the
5. Log important calls
NBDP (Narrow Band Direct Printing) DSC-6 and NBDP were not connected the data would have to be manually set,
such as working frequency, communication mode, etc. on the NBDP. However All stations are required to record important calls such as distress, urgent and
The NBDP provides Telex communications with coast stations over the because they are connected by the remote function, the data mentioned above safety communications, in the following format:
MF/HF band via the SSB Radiotelephone. Furthermore, it can receive MSI are automatically set on the NBDP via the DSC-6.
(Maritime Safety Information) messages via the SSB Radiotelephone (Scan Time of transmission (start and stop), ship's position, weather
conditions.
reception).
Subscribers ID (identification) number or call sign.
Used class of emission and frequency.
Contents of call (for distress call, entire call).
Communications state (atmospherics, scrambled, if gain, other).
Also, log in results of all mandatory tests.

Illustration 7.6.1b D.S.C.
Digital Selective Calling Terminal LCD
F U RU N O MF /HF DSC TERMINAL DSC - 6

Key Pad
POSITION AUTO ACK TEST
1 2 3 CANCEL
PRINT CONTRAST VOLUME

4 5 6 Illumination Control
To send a distress
Press and break protective cover on DISTRESS button FILE RCVD XMTD
Make sure red LED's flash 9
If pressed by mistake, press ALARM STOP within 5 secs. 7 8 SELECT
SCAN
DISTRESS CANCEL
ALARM
0 ENT
POWER DISTRESS CALL

STOP
Scroll Keys
Transmits messages other than distress.
Silences the receive alarm.

If the distress alarm is accidentally pressed,
press this key within 5 seconds to cancel the distress call.
Transmits the distress alert
Turns power on and off
DSC Distress Frequencies:

2187.5kHz
4207.5kHz
6312kHz
8414.5
DCS - 6/6A System
12577khz
16804.5kHz
DSC Watch SSB Key

DSC - 6 Receiver Radiotelephone
Electrical Signal
10 to 40 VDC

Description of Radio Console Equipment Right Scroll Key: The audible alarm tone depends on message received. The operator can know
Shifts the cursor right-ward. what type of message is received by listening to the alarm tone.
MF/HF Digital Selective Calling Terminal (DSC)
Position: (Note ! The safety receive alarm frequencies are 2200Hz and 0Hz (interval:
Maker: Furuno Ships position and time are shown when pressed. 250ms), and the individual receive alarm frequencies are 440Hz and 880Hz
Model: DSC 6/6A (500ms), and the distress warning alarm (five seconds) frequencies are 1300Hz
Auto Ack: and 0Hz (250ms). Note that these cannot be changed.)
The DSC-6/6A is a Digital Selective Calling Terminal, which provides Turns transceiver remote and automatic transmission of acknowledge Transmitted and received messages can be saved to the memory and printed
distress/safety, and individual calling for coast station or marine vessels in the call (AUTO ACK) on or off. out (optional printer required) if necessary.
MF/HF band. When activated, it sends a distress message via the SSB
Radiotelephone. It also receives calls the same type of calls from other stations. Test: DSC Message Contents:
Conducts self-test.
Format specified (calling category) such as distress, individual.
Calling Type
Print: Address (coast ID and other ship ID)
1. Distress Call Printing. (This is also available for automatic setting of the printer.)
Category (communication priority)
Transmit the distress alert to a coast station when the ship is in distress.
Contrast: Own ship ID
2. All Ships Call Adjusts contrast of LCD in eight levels.
Tele-command (class of emission)
When an urgent situation (engine trouble, request for medical assistance or
transmission of important navigation safety information) occurs on your ship, Volume: TX and RX working frequencies (frequency data for voice com-
transmit to all ships including coast station. Adjusts volume of speaker. munication with other station after transmission of DSC message)
or ship's co-ordinates.
3. Individual call File:
Call a specific station or ship. The receiving station transmits an acknowledge Retrieves files. Procedure for Sending Distress Message:
signal.
RCVD: a) Peel off the red seal, and then, press the DISTRESS key to
Control Panel Description Displays contents of received messages (Storage capacity: 100 files, transmit the distress alert. (If you are not pressed for time, enter
50 each of distress and other). the nature of distress with numeric keys within five seconds.
Number Keys: Refer to table shown below.) After five seconds, the alert is
Enters numeric data. XMTD: transmitted over TX DSC frequency.
Displays contents of transmitted messages (Storage capacity: 50 files). b) Receive the distress acknowledge (DIST ACK) signal from coast
Cancel: station. (If the distress call is not acknowledged within 3.5 - 4.5
Cancels wrong data and restores previous menu. Scan: minutes it is automatically re-transmitted.
Starts and stops frequency scanning. The audible alarm sounds when DIST ACK is received. Press the
Illumination Key: (If SSB frequency is set to 2182 kHz, scan function is not operated.) ALARM STOP key to silence the alarm.
Adjusts illumination of LCD, switches and keys in four levels.
Operation c) After receiving the DIST ACK signal, communicate with the
Select Key: coast station over working frequencies and class of emission
Displays Set Up Menu The DSC-6/6A is connected to the SSB Radio-telephone and can control the (automatic setting) designated by own ship.
Changes settings of items appearing with a blinking question mark. frequencies and communication mode settings of the radiotelephone by using
the remote control function. For further details of the remote function, refer Nature of Distress
1: Fire, explosion
Ent Key: to page 4 of the makers manual.
2: Flooding
Registers key input (blinking item is registered).
3: Collision
When receiving the distress alert or message addressed to own ship, the
4: Grounding
Left Scroll Key: audible alarm sounds.
5: Listing, capsizing
Shifts the cursor left-ward.
6: Sinking
Restores previous item when pressed at displays with a blinking When receiving the distress or urgent call, the alarm sounds until the ALARM
7: Disabled and adrift
question mark. STOP key is pressed. For all other calls, the alarm sounds for five seconds
8: Abandoning
when they are received.
0: Un-designated

Illustration 7.6.1c SSB Radiotelephone
LCD Keyboard
F U RU N O SSB TRANSCIEVER FS -1562 - 15
MODE CURS CLARIFY

1 2 3 TX
SQ SCAN
4 5 6 RX
SIMP R
0 2 4 6 8 10 S
TX TUNE HI LOW
AGC NB 7 8 9 RCL
H3E
INTERCOM START
2182 0 ALARM ENT
MIC VOLUME RF GAIN FREQ/CH
TEST STOP
OFF
S/N:
Microphone Volume Control RF GAIN FREQ/CHANNEL Light

Handset Jack Power ON/OFF Control Selector

Example of Individual Call [3] (CLARIFY) [ALARM]
Adjusts the receiver frequency for fine tuning when the frequency is Releases two-tone alarm for 45 seconds. To transmit the alarm, press
a) Prepare the message then transmit it to coast station (or other set in terms of Channel No. Not active in direct frequency entry. The key while holding down the [ALARM] key. To stop it, press this key,
ship) by pressing the CALL key. (The TX frequency of the SSB adjustable range is 150 Hz in 10Hz steps. NEVER press [ALARM] + [ENT], except for a distress situation.
radio telephone is automatically changed to DSC frequency and
the message is transmitted.) [TX] [ENT]
Selects a TX frequency. Concludes data entry.
b) Receive the acknowledge back (ACK BQ) signal from coast
station within five minutes over the RX DSC frequency. [4] (Speaker) [0]...[9] Enters numeric data.
Turns the internal or external loudspeaker on or off. The speaker mark
c) After receiving the ACK BQ signal, communicate with the coast appears on the display when the speaker is off. Indications
station over working frequencies and class of emission designated
by own ship or the coast station. [5] (SQuelch) The operation display provides the operational status by various marks and
Turns the squelch function on or off. SQ appears on the display indications. They are not all indicated at a time but only the related parts
When the distress alert is transmitted (by pressing the DISTRESS key), the when the squelch function is on. appear with respect to the mode selected.
output power of the SSB radiotelephone is automatically set to maximum.
[6] (SCAN) Operation Procedure of the Radiotelephone
SSB Radiotelephone Turns the scan/sweep function on or off. SCAN or SWEEP
Maker Furuno appears on the display when the scan or sweep function is on. a) The power switch is combined with the Volume Control. Turn the
Model: FS - 1562 Volume Control clockwise until a click is heard. Further
[RX] clockwise rotation of the control raises the loudspeaker volume.
The FS-1562 is an all-purpose radiotelephone system designed for marine Selects a receive frequency. To turn off the power, turn the control fully counterclockwise
mobile communication in the frequency range 1.6 to 27.5 MHz. All ITU until the click is heard.
channels are pre-programmed. [7] (TX TUNE)
Tunes the antenna coupler. TUNE appears during tuning, and OK b) Adjust the back lighting. The dimmer [9] key adjusts the back
In addition, TX/RX frequencies can be pre-programmed into a E2 PROM appears after tuning is successfully completed. lighting for the operation display and the keyboard. Each time the
having a capacity of 200 frequency pairs. key is pressed, the back lighting changes in the sequence of high,
[8] (HI LOW) medium, low and off.
Rotary Controls: Alternately selects high or low output power.
c) Turn the loudspeaker on or off: When using a handset and
VOLUME [9] (Dimmer) therefore do not require the internal or external loudspeaker, it can
Turns the power on and off and adjust the loudspeaker volume. Adjusts back lighting of the keyboard and the Operation Display panel be turned off by pressing the loudspeaker [4] key. The
loudspeaker off mark appears.
RE GAIN [RCL]
Adjusts the receiver sensitivity. Selects ITU channel or Custom channel. d) Turn the squelch on or off. The squelch mutes the audio output in
the absence of an incoming signal. Each time the [5] key is
FREQ./CH [2182] pressed, the squelch is turned on or off. When radio noise is too
Changes the frequency in conjunction with the [TX] or [RX] key. Also Selects 2182 kHz on H3E. Later, it should be changed to J3E in the jarring during stand-by condition, it may be muted by activating
changes the channel numbers set with the [RCL] key. USA or other countries where necessary. the squelch. SQ appears when the squelch function is active.
Keys: [INTERCOM] (Note ! The squelch is disabled on the class of emission TLX or FAX; SQ
Calls remote station (if connected). Press this key, enter station no. blinks.)
[I] (MODE) and then press [ENT] key.
Selects a class of emission and controls AGC on and off. Press the [1] e) Select the class of emission/turning AGC on or off:
key repeatedly until the required class of emission appears. The MODE [I] key selects the class of emission and turns the
AGC on or off. Each time the key is pressed, the class of emission
[2] (CURSor) changes and AGC is turned on or off. AGC appears on the
Shifts cursor (underline marking). Press the [2] key to move the cursor. display when AGC is active (ON).

Illustration 7.6.1d DSC Receiver
LED Display Panel
FURUNO MF/HF DSC RECEIVER AA-50
2187.5 4207.5 6312 8414.5 12577 16804.5 TEST REMOTE
2M 4M 6M 8M 12M 16M TEST SCAN Starts and stops scanning
Activates Diagnosis test.

VOLUME DSC MONITOR 'Test' LED lights during test
POWER
MIN MAX
Volume Control
Scan frequency selection keys
Power Switch Provides four levels of illumination

Blinks when distress safety call is received for the display panel.

Indication Symbol Class of Emission Receiving Squelch control
J3E J3E Single Sideband radiotelephony
H3E H3E Equivalent to AM radiotelephony. Only at a) Select a receiving frequency by one of the following methods: Squelch is used to mute the receiver audio output when the receiver input is
2182 kHz for transmitting, any frequency for less than a preset value or dominant noise is higher than a preset (1000 Hz)
Direct frequency entry level. To switch the squelch function ON, press the [5] SQUELCH key. Make
receiving.
TLX J2B Radio Telex Channel number entry sure the label SQ appears on the display. To pick up a weak signal at high
FAX F3C Reception of weather facsimile broadcast audio frequencies, you should remove the squelch function notwithstanding a
b) Adjust RF gain: possible increase of background noise. To do this, press the [5] SQ switch
f) Select Frequency again. Make sure the label SQ goes off.
In normal use the RF GAIN control should be set for maximum.
If the audio on the received channel is unclear or interfered with Noise blanker (NB)
Frequency can be selected by:
other signals, adjust (usually reduce) the RE gain to improve
Always in circuit. This function is to clip off input noise resulting from an
Direct key entry clarity.
engine ignition or motor brush sparks.
Channel number entry
c) Adjust Clarifier:
AA-50 MF/HF DSC Receiver
FREQ./CH selector
For manual entry of frequency, simply turn the FREQ./CH control
Making a Distress Call on 2182 kHz for fine tuning.If reception is unclear, try to clarify the signal as The AA-50 MF/HF DSC Receiver watches DSC distress and safety
follows: frequencies and is mainly designed for use in ocean areas A3 and A4. It can
watch six DSC distress and safety frequencies, however it is mandatory to
The frequency 2182 kHz is an International radiotelephony distress, urgency watch on three: 2187.5 kHz, 8415 kHz and one more DSC distress and safety
1. Press the [3] CLARIFY key. (if a frequency is selected by CH
and safety frequency for ship stations, public and private coast stations, and frequency. The equipment is set at the factory to watch all DSC distress and
NO., the cursor which was located at the channel number, moves
survival craft stations. safety frequencies.
under the 10 Hz place.)
A distress or emergency call is generally initiated by a radiotelephone alarm 2. Turn the FREQ./CH control to fine tune the receiver on the Operational Procedure
signal on 2182 kHz. Watch keeping receivers on other stations will hear the wanted frequency.
call. a) Turn on the AA-50 to start watching on DSC distress and safety
3. To terminate this operation, press the [3] CLARIFY key again. frequencies.
The FS-1562 is installed with a DSC Terminal as required on GMDSS vessel, The cursor returns to the channel number.
b) Rotate the VOLUME control to adjust the volume of the
press the DISTRESS switch on the DSC Terminal prior to commencing the
S-Meter loudspeaker.
vocal communications.
c) Adjust back lighting for the keyboard, if necessary.
a) Press the [2182] key. 2182 kHz in the class of emission H3E is During reception, the meter works as a Sensitivity Meter indicating the relative
automatically selected. (In the U.S.A and other particular areas, signal strength coming into the receiver. While in transmission, it indicates the
Procedure to Delete Scan Frequencies
select J3E by pressing the MODE key [1] in succession.) antenna current.
a) Press the [SCAN] key to stop scanning. Currently selected
When the [2182] key is pressed, the following parameters are set (Note ! S-meter will not work with AGC off.)
frequency LEDs blink.
automatically:
Procedure to Receive AM broadcasting stations
Output power: Maximum b) Select frequency to delete by pressing appropriate Frequency key
(4M, 6M, etc.). (You cannot deselect 2 MHz, 8 MHz and one
Loudspeaker: On a) Press the [1] MODE key repeatedly until H3E with AGC is
more; watch on them is mandatory.)
selected.
Squelch: Off
b) To tune in a 15,260 kHz shortwave station, as an example, press c) Press the [SCAN] key to resume scanning.
b) While pressing and holding down the [ALARM] key, press the as below:
[ENT] key, and the alarm signal, modulated at 1300Hz and Procedure to Select Scan Frequencies
2200Hz tones alternately, is emitted at full power for 45 seconds. [RX], [1], [5], [2], [6], [0], [0], [ENT].
a) Press the [SCAN] key to stop scanning.
The alarm can be monitored from the loudspeaker. The alarm may (Note ! Do not miss the last zero.)
be cancelled at any time by pressing the [ENT (stop)] key for b) Press desired Frequency key. Its LED blinks.
immediate speech transmission.
c) Press the [SCAN] key to resume scanning.

Receiving Communications Modes (ARQ and FEC) Inmarsat C Station
When receiving a distress or safety call the AA-50 locks onto the frequency, ARQ mode Maker: Furuno
the DSC MONITOR lamp blinks, and the DSC message is forwarded to the Type: Felcom 12
DSC-6. ARQ is an acronym meaning Automatic Re-transmission reQuest. It allows
private communications between any two stations using semi-duplex commu- Overview
Daily Check (Diagnosis Test) nications. The transmitting station sends information in a block of three
characters and the receiving station confirms receipt and sends acknowledge- The Inmarsat-C system provides worldwide telex and data transmission- and
Check the unit daily for proper operation. Press the [TEST] key and the TEST ment to the transmitting station if the information is received correctly. Once a reception of written information to owners of an Inmarsat-C transceiver or a
LED lights up. If normal, the LEDs above the Frequency keys light from left block of information has been received correctly the transmitting station sends terrestrial telex network via satellite.
to right. the next block of three characters. As mentioned above, the transmitting station
sends information while reception confirmation is done, to assure that each Communication mode is store and forward telex, which means all information
The diagnostic test automatically stops and then scanning begins. (TEST LED character is received correctly. In the case of error, the receiving station sent are first stored at a LES and then delivered to designated party.
goes off.) requests re-transmission of the block which contained the error. Request for re-
transmission can be repeated up to 32 times (takes about 15 seconds) until An EGC (Enhanced Group Call) receiver is built in the FELCOM 12 to receive
If an error occurs the offending frequency blinks. the following types of messages, broadcast from a LES:
information has been received error-free. After 32 times, the transmitting
NBDP Terminal station automatically initiates a new call (takes about 15 seconds). If a block 1. Safety-NET governments and maritime authorities can use this
still contains an error, the communication line is automatically disconnected. service to distribute maritime safety information to ships within
Maker: Furuno selected areas.
Model: DB - 6 This mode is mainly used to communicate with a coast station.
2. Fleet-NET commercial subscription organisations or shipping
System Overview FEC mode companies can use this service to transmit information simultane-
ously to a selected group of ships, to provide up to the minute
The DP-6 is a NBDP Terminal, which receives and transmits Telex messages. FEC is an acronym meaning Forward Error Correction. In this mode the trans- information.
It requires the SSB radiotelephone to function. mitting station sends information twice with a 280 ms interval between trans-
missions to reduce receive error. However the transmitting station is not The Inmarsat C allows you to make distress calls, which are given immediate
All Telex messages initially arrive at a coast station where they are forwarded provided with receipt confirmation. Therefore, use this mode for one-way priority over all other calls, and are automatically routed to a land-based
to the Telex subscriber specified. uninterrupted transmission of messages where confirmation of receipt is not Rescue Co-ordination Centre (RCC).
required.
The DP-6 receives Maritime Safety Information (MSI) via the SSB radiotele- The Inmarsat-C system consists of:
phone which specific coast stations broadcast on HF bands. This mode is mainly used for distress communications.
Operation Control Centre (OCC)
The DP-6 and DSC-6 share a printer. This printer prints all receive and (Note ! There are two FEC modes) Satellite Control Centres (SCC)
transmit Telex messages. Note that the function of screen print is not 1. All Ships call (collective B-mode) where no station is specified Network Coordination Stations (NCS)
available.
a) Prepare and save a message. Land Earth Stations (LES)
(Note ! On GMDSS vessels, watch on MSI is mandatory. This can be done with Mobile Earth Stations (MES).
the NX-500 Nav-tex Receiver or the EGC Receiver built in the Inmarsat C.) b) Set Tx and Rx frequencies and class of emission on SSB
radiotelephone at the DP-6. The OCC, located at Inmarsat's London headquarters, coordinates a wide range
of activities in the Inmarsat system, including commissioning of mobile earth
c) Check on Rx frequency to make sure it is not occupied.
stations.
d) If it is not occupied, call the coast station (connect line).
The Inmarsat-C system divides the world into four regions and each region is
e) Send the message. covered by its own satellite.
f) Disconnect line. In each region there is one NCS and several LESs. The NCS keeps track of all
Inmarsat C transceiver's in its region and broadcasts information such as nav-
igational warnings, weather reports and news. The LES provides the link
between the MES and the terrestrial telecommunications networks via satellite.

Equipment Description Procedure for Preparing a Distress Alert: l) Press [Enter] to close the list.
The communication unit is the heart of the FELCOM 12 system, transmitting a) Press [F8] to display the Setup menu. Note that this key has m) Press the down arrow key to go to the Course and/or Speed entry.
and receiving messages and alerting of equipment faults. precedence over any operation. Enter course and/or speed if they are different from what appears
b) Press [1] to display the Distress Message Setup screen. on the screen.
The unit has an audible alarm which sounds in the following circumstances:
Distress Message Setup n) Press [Esc]. You are now asked to update data entered.
a) EGC distress or urgent message is received. (To silence the alarm,
press [F10].) LES ID 144 Distress Message Setup:
Update Time 06 23 97-08-20 (YY-MM-DD)
b) During the interval between the transmission of the distress alert Position LAT. 35:OON LES ID 303 (YAMAGUCHI)
(by own vessel) and the receiving of the distress acknowledge LON. 135:OOE Update Time 06:23 97-08-20 (YY-MM-DD)
signal from LES. (The alarm automatically stops when your ship Protocol Maritime Position LAT. 30:00N
receives the distress acknowledge signal.) Nature Un-designated LON. 140:00E
Course 187 Protocol Maritime
c) The system status monitor detects equipment fault. (To silence the Speed 10 KTS Nature Grounding
alarm, press any key.) c) The default LES ID is 144, AOR-E, NCS. To change, press Course 187
[Enter] to display the LES ID list. Select a suitable LES and press Speed 0 KTS
The terminal unit displays which alarm is sounding. [Enter]. Press either YES or No
If Yes
All operations are carried out from the computer terminal unit, through an on d) Press down arrow key to select Update Time. Enter the time Distress Alert updated appears.
screen menu system. Control is virtually completely controlled from the key (hours and minutes and date) if necessary. The time indication
board. stays still showing the last update. Current time and position are Current update is shown at the position display of the bottom
shown at the bottom right on the screen. right corner.
A printer prints transmitted and received messages.
e) Press down arrow key to select Position. o) Press [Enter] to register data that has just been entered.
The following equipment is connected to the Inmarsat C system for the
f) Press [Enter] to open the window for position entry.
handling of distress messages. To Transmit a Distress Alert
g) Enter position in latitude and longitude. Use right arrow key to
1. Received Call Unit (IC-303) shift the cursor from degree to minutes and co-ordinate. Enter co- Press the DISTRESS button on the Distress Alert Unit IC-302.
The IC-303 releases an audible alarm when a message (except ordinate with appropriate alphabet key. This button requires two independent actions:
EGC broadcast) is received. (Refer to page 4-26 in the
makers manual for further details.) When an EGC distress or h) Press [Enter] to close the window. 1. Peel off the red seal.
urgent message is received, it is indicated by an audible alarm 2. Break the protective cover and press the DISTRESS
and blinking lamp. i) Press down arrow key to advance the cursor to the Protocol line.
button for more than 4 seconds.
2. Distress Alert Unit (IC-302) j) For marine vessels Protocol should be set to Maritime.
The lamp inside the button flashes slowly and an audible alarm sounds. Five
The IC-302 enables transmission of the distress alert from a k) Press down arrow key to select Nature. Press [Enter] to display seconds later, the distress alert is transmitted and the lamp flashes faster. When
remote location; for example, ship's bridge. (Refer to page 6- the list. Select the following appropriate nature of distress. acknowledgment is received of the distress alert from an LES, the lamp lights
3 for more details.) continuously and the audible alarm sounds continuously.
Un-designated Listing
3. Distress Message Controller Fire/Explosion Sinking To cancel a distress alert transmission, immediately press the button again
A connection is made to the DMC, which provides for the Flooding Disabled & Adrift (within 5 sec).
transmission and monitoring of distress alerts from all Collision Abandoning ship
sources. Grounding Further assistance required The lamp goes off and the alert is not transmitted.
Piracy or Armed Attack
If nature of distress is not specified, Un-designated is automatically

selected.

Illustration 7.6.1e D.M.C.
LCD
FURUNO DISTRESS MESSAGE CONTROLLER DMC - 5
RECEIVED
NAVTEX 2182 ALARM RST
NAVTEX
EGC 1 2 3 CANCEL
WATCH
VHF DSC
VHF MF-HF SES
MF.HF DSC
Nature of Distress
4 5 6 BACK DMC System
VHF DSC 1.Fire,explosion 2.Flooding 3.Collision

4.Grounding 5.Listing 6.Sinking VOLUME CONTRAST
No.2
7.Disabled and Adrift 8. Abandoning Ship 9.EPIRB emission Transmission Order
7 8 9 SELECT No.1 VHF No.2 VHF 1) VHF
Press (3) to silence received audible alarms. Press Illumination Key 2) MF (2187.5kHz)
(CANCEL) if DISTRESS button pressed in error. VHF VHF 3) MES (Inmarsat - C)
Radio- Radio- 4) HF (8MHz - 16MHz)
FILE 0 SET UP ENT
Telephone Telephone
POWER DISTRESS TEST CALL
MF/HF
VHF DSC VHF DSC Radio-
telephone
Turns the power on and off.
To turn off, press and hold down switch until
a loud beep is heard.
Relays distress call and transmits
Transmits the distress call distress acknowledge call. (Blinks while transmitting)
MF/HF
(Blinks for 5 seconds after depression of the Inmarasat DSC
MF/HF
switch. Lights upon reception of a distress call) Activates the self test.
C SES DMC - 5 DSC Watch
Receiver
Navtex
EGC Receiver
Receiver
Key
Distress call transmission path
Distress call receiving path
Electrical Signal

GMDSS Associated Equipment without Radio Console Receiver. Procedure for Transmission of Distress Call
Distress Message Controller (DMC) MF- HF: a) Peel off the red seal, and then, press the DISTRESS key to
Displays date, time and contents of distress messages (max. 50) transmit the distress alert. (If you are not pressed for time, enter
Maker: Furuno received by MF/HF DSC receiver. the nature of distress with numeric keys within five seconds. After
Model: DMC-5 five seconds, the alert is transmitted over VHF DSC frequency.
SES:
The DMC-5 Distress Message Controller automatically commands all Displays date and time of distress messages (max. 50) received by b) Receive the distress acknowledge (DIST ACK) signal from coast
GMDSS communication equipment connected to it (VHF DSC, MF/HF DSC, EGC receiver or Inmarsat C SES. station. (If the distress call is not acknowledged within 3 minutes
Inmarsat C SES) to transmit the distress alert on GMDSS distress frequencies, it is automatically re-transmitted.) The audible alarm sounds when
by peeling off the red seal and pressing the DISTRESS switch. Then, after ALARM RST: DIST ACK is received. Press the ALARM STOP key to silence the
receiving a distress acknowledge message from a coast station, the operator Silences receive alarm. alarm.
can initiate distress communications by radiotelephone. It is primarily
designed for use on vessels that operate in ocean areas A3 and A4. Besides its Volume: c) After receiving the DIST ACK signal, communicate with coast
primary function, the DMC-5 also monitors all equipment connected to it for Adjusts speaker volume in eight levels. Note however that the receive station over working frequencies and class of emission (automatic
distress alert calls, transmits distress acknowledge calls (VHF DSC, MF DSC alarm sounds at maximum volume regardless of control setting. setting) designated by own ship.
only), relays distress calls (HF DSC only).
(Note ! During transmission of a message (DISTRESS or CALL pressed), the Illumination Control: Daily Test Procedure
DSC and transceiver accept no key input. ( Remote DMC appears on the Adjusts the illumination of the LCD, keyboard and switches in four
screen of the DSC.) The keys of the radiotelephone will be unlocked when a levels. This unit is equipped with two types of self tests. The first test checks for
message transmission has been completed and the DMC-5 has moved to Wait correct exchange of data between the DMC-5, DSC and radiotelephone to test
for dist ack state.) Contrast: for correct transmission of the distress message. To conduct this test, press the
Adjusts LCD contrast in eight levels. test switch at the default display. This test should be conducted daily to ensure
Control Panel Description correct transmission in case of distress.
File:
Number Keys: Not used. (Note ! Daily check the MF/HF transceiver for proper tuning of safety and
Enters numeric data. distress frequencies, for the same reasons.)
The Setup Key
Cancel: The second type of test is a series of tests, which is selected through the menu
Cancels data. Several presses can return control to the default display. The SET UP key mainly enables equipment selection/deselection when to identify the cause of operating problems.
Back: pressed with other keys. Press the SET UP key then press desired key within
Shifts the cursor left-ward for selection of items on the LCD. 2-3 seconds.
Select: Nav-tex:
Shifts the cursor right-ward. NAV-TEX Receiver selection/deselection.
Calls program menu. (Date/time entry and self test selection). For
selection of items on the LCD. VHF:
VHF DSC Receiver selection/deselection.
Ent:
Registers selection made with BACK and SELECT keys. MF-HF:
MF/HF DSC Receiver selection/deselection, and selects class of
Nav-tex: emission for distress communications.
Displays date and time of distress messages (max. 50) received by
NAV-TEX receiver. SES:
EGC Receiver or Inmarsat C SES selection/deselection.
VHF:
Displays date, time and contents of distress messages (max. 50) Volume:
received by VHF DSC. Turns on and off keyboard response tone and selects receive alarm
tone.

illustration 7.6.1f VHF Radiotelephone
Key Pad
(For DSC Operation)
LCD
F U RU N O VHF RADIOTELEPHONE FM-8500
POSITION AUTO ACK TEST

Watch CH 70
1 2 3 CANCEL
auto
PRINT CONTRAST VOLUME
4 5 6 Illumination Control
DISTRESS CANCEL
DISTRESS ALARM CALL FILE RCVD XMTD
STOP
7 8 9 SELECT
VOLUME SQUELCH
OFF/DW/SCAN(PUSH)
CHANNEL 0 ENT
Controls for LOW TX REM USA WX PRIV MODE(PUSH)
(PUSH)
VHF operation Scroll Keys
HI
CH16
LOW
OFF AUTO
Volume with Ch16 key

Power On/Off
Squelch control
High/Low power
(Press for DW Scan) Channel Selector
(Press for Mode selection)

VHF Radiotelephone LOW: (Note ! To obtain correct scan watch/dual watch response, adjust the
Lights for low RF power. SQUELCH control precisely.)
Maker: Furuno TX:
Model: FM - 8500 Lights while transmitting. Every press of the SQUELCH control changes the function as follows:
Description REM: OFF, DW, SCAN

Lights when FM-8500 is under control of Remote Station .
The FM-8500 system consists of a main transceiver unit and two antennas. The Transmitting
USA:
transceiver unit contains a VHF transmitter, receiver, and channel 70 watch USA mode. (Some ITU duplex channels are used as simplex
receiver module. The performance and operation are controlled on its front Press the PTT (Press-to-talk) switch on the handset or microphone to talk, and
channels.) release it to listen for the response.
panel. The first antenna is utilised for transmitting and receiving and the
second antenna for watch keeping. WX:
Lights when a weather channel is selected. (Available in US version.) Output power
Two units are supplied and are additional to the equipment contained in the
radio console. The VHF Radiotelephone has a built in DSC unit and is DW/SCAN: BEFORE transmitting, think about the subjects which have to be commu-
connected to the Radio Console GMDSS system via the Distress Message DW for Dual Watch; SCAN for scanning. nicated and, if necessary, prepare written notes to avoid unnecessary interrup-
Controller. tions and ensure that no valuable time is wasted on a busy channel.Listen
Telephone Operational Sequence: before commencing to transmit to make certain that the channel is not already
Controls a) Turn the power on. in use.
CHANNEL/ MODE: To turn the power on, turn the VOLUME control clockwise until Each press of the (HI/LOW] key selects HI or LOW output power. The
Selects a channel. Pressing the Channel Selector (rotary control) you hear a click. To turn the power off, turn the control fully transmitter power is automatically set for low on the following channels.
changes the mode from INTL, USA, WX, and PRIV in this order. counter clockwise until you hear the click.
(Appears when USA/WX and PRIV mode are registered.) International: CH15, CH17
b) Select channel modes.
SQUELCH/DW/SCAN: While pressing the channel selector press the CH16 key to select USA: CH13, CH15, CH17, CH67;
Mutes the receiver when no signal is present on the channel selected. the channel mode, International, USA (in the case of USA To operate USA channel 13 or 67 in high power, keep
Auto position automatically reduces white noise. Pressing the control version), private (if authorised), or weather mode (USA version). [HI/LOW] pressed while talking into the handset.
changes the operating modes: Dual watch, Scan and Off. The International version of FM-8500 has no such selection.
Turning the loudspeaker on/off
VOLUME/LOUDSPEAKER: On the weather channel mode, a beep is emitted when the weather alert tone is
Turns the power on or off and adjusts the volume of the built-in received. To turn the loudspeaker on/off, press the VOLUME control. The loudspeaker
loudspeaker. Pressing the control turns the loudspeaker on or off. off mark appears when the speaker is off. The loud-speaker is automatically
c) Select channels. turned off when the telephone handset is used on semi-duplex channels.
HI/LOW key: Rotate the CHANNEL selector clockwise (counterclockwise)
Alternates high or low output power. until a desired channel is reached. Channel 16
CH16 key: d) Adjust volume. Press the [CH16] key to select channel CH16, International Calling and Safety
Selects channel 16. Channel.
The VOLUME control adjusts the volume of the loudspeaker.
Loudspeaker indicator: e) Adjust squelch. This is an international calling and safety channel. The use is limited for
distress, safety and calling. The transmission on CH16 (156.800 MHz) should
The display shows the following indications: The SQUELCH control adjusts the squelch threshold level. be limited to within 1 minute except for distress calling.
Adjust it so that white noise heard in the loudspeaker just fades
Internal loudspeaker OFF, by pressing the VOLUME control. out. Perform this operation when no traffic is being received. Avoid calling on Channel 16 for purposes other than distress, urgency and very
Internal loudspeaker is automatically turned off whenever the handset is AUTO squelch automatically reduces white noise. Usually select brief safety communications when another calling channel is available.
picked up. the AUTO position. Avoid turning the squelch too far
clockwise: you may miss a long distance communication.

Dual watch Illumination Key: Operation
Adjusts illumination of LCD, switches and keys in four levels.
The dual watch allows you to keep watch on channel 16 and another channel. When a distress alert is transmitted, the output power is automatically set to
CH16 and another channel are watched at intervals of 0.15 seconds and one Select Key: maximum.
second, respectively. 1. Displays Set Up Menu
2. Changes settings of items appearing with a blinking question mark When receiving the distress alert or message addressed to own ship, the
To start DW, press the SQUELCH control once. When the receiver finds a audible alarm sounds.
signal on channel 16, it locks on CH16 and restarts dual watching after the Ent Key:
signal on CH16 has gone. If another channel has traffic, it still continues dual Registers key input (blinking item is registered) When receiving the distress or urgent call, the alarm sounds until the ALARM
watch. The speech is heard intermittently. If you are annoyed with the intermittence, STOP key is pressed. For all other calls, the alarm sounds for five seconds
turn off DW by pressing the PTT switch on the handset or pressing the SQUELCH Left Scroll Key: when they are received.
control. 1. Shifts the cursor left-ward.
2. Restores previous item when pressed at displays with a blinking Procedure for Transmitting a Distress Call:
Scanning question mark.
a) Peel off the red seal, and then, press the DISTRESS key (for more
The receiver scans all channels in the selected channel mode in ascending Right Scroll Key: than 1 second) to transmit the distress alert.
channel order, watching CH 16 between channels as below: Shifts the cursor right-ward.
b) Receive the distress acknowledge (DIST ACK) signal from coast
To start scanning, press the SQUELCH control and SCAN is started. When the Position: station. (If the distress call is not acknowledged within 3.5 - 4.5
receiver finds a signal, scanning is stopped on that channel and starts dual Ships position and time are shown when pressed minutes it is automatically re-transmitted.
watch on it and channel 16.
Auto Ack: The audible alarm sounds when DIST ACK is received. Press the ALARM
1 > 16 > 2 > 16 > 3 > 16 > 4 > 16 > 86 > 16 > 87 > 16 > 88 > 16 > 1 Turns transceiver automatic transmission of acknowledge call (AUTO ACK) STOP key to silence the alarm.
on or off.
Remarks on Voice Communications c) After receiving the DIST ACK signal, communicate with coast
Test: station over working frequencies and class of emission (automatic
Automatic acknowledge is automatically changed to manual acknowledge Conducts self-test. setting) designated by own ship.
when voice communications begin. (The auto indication, however, remains
on the screen.) This is done to prevent break in communications. Automatic Print: Procedure for Cancelling a False Distress Alert
acknowledge is automatically restored once voice communications are Printing. (This is also available for automatic setting of the printer.)
terminated. a) Switch off transmitter immediately.
Contrast:
Priority Adjusts contrast of LCD in eight levels. b) Switch equipment on and set to Channel 16.
The priority of the equipment is as follows: Volume: c) Make broadcast to All Stations giving your vessels name, call-
Adjusts volume of speaker. sign and DSC number, and cancel the false distress alert.
DSC section of FM-8500 > Wing handset> Handset of FM-8500 > Remote
Station RB-700. File: Example message:
Retrieves files.
Integrated DCS Terminal Description All Stations, All Stations, All Stations
RCVD: This is NAME, CALL-SIGN, DSC NUMBER, POSITION.
Control Panel Description Displays contents of received messages (Storage capacity: 100 files,
50 each of distress and other). Cancel my distress alert of
Number Keys: DATE, TIME, UTC.
Enter numeric data. XMTD: Master, NAME, CALL-SIGN. DSC NUMBER, DATE, TIME UTC.
Displays contents of transmitted messages (Storage capacity: 50 files).
Cancel:
Cancels wrong data and restores previous menu.

Illustration 7.6.2a Sound Powered Telephone System
Common Battery T elephone System Intrinsically Safe T elephone System
Wheel House Navigation Console

Cargo Control Console
Bell
Bell
Pump Room Top
Engine Control Emergency Diesel Generator Room

Console
Bell
Bell
Hydraulic Power Station
Pump Room Bottom

Bell
Bell
M.E. Man. Station

Key
Engine Room
Bell
Bell
Steering Gear Side
Rotating Light
Electrical Signal

7.6.2 Sound Powered Telephone System
An emergency telephone system is supplied to fulfil the demands for

emergency communication between vital positions on board This system
performs the same functions as the traditional sound power telephones but
instead of being sound powered the system operates using a low power
consumption amplifier with a capacitor battery.
The system has units at strategic places including the following positions:-
Wheelhouse
Engine Control Room
Steering Gear Room
Main Engine Side
Emergency Generator room
Cargo Control Room
Cargo Manifold
The telephones positioned at noisy areas are of the head set type with a voice
compensated microphone.
Operation Procedure of the Emergency Telephone System:
a) Set the station switch to the required extension.
b) Turn the call generator until aloud beep tone is heard in the station
calling. This will be about 5 to 6 turns.
c) Lift off the handset, press the button and keep pressed during the
whole conversation.
d) Communication is now possible with full power and without

distortion for a period of 20 minutes.
e) After 20 minutes the speech time can be extended by turning the

call generator again.
f) By calling a station with a built in relay circuit for operating

external lamps and buzzers the relay is activated for about 20
seconds.
g) The signal may be muted less than 20 seconds by pressing the

Alarm Stop located on the front of the station.

Radio Pilot (From Com. Spare
Space Radio Aerial System) Officer
Amplifier
Illustration 7.6.3a Exchange Telephones
Radio
Cassette
(Radio Space)
Plug Box Plug Box Speaker Speaker

(Port) (Stb'd) (Port) (Stb'd)
Captain's Captain's Chief Eng. Ist Eng. Chief Officer's Officer
Bedroom Office Bedroom Day Room Day Room Spare Man.
Cap. Day Chief Eng. Chief Eng. Ist Eng. Chief Officer's Conference Microphone
Room Day Room Bedroom Station From From From From
Office Bedroom Room Telephone 220V DC24V 220V DC24V
Exchange
Man.
Station
Junction Box 1
Amplifier
Speaker Speaker Speaker Speaker
(Passage - C Deck) (Passage - C Deck) (Passage - B Deck) (Passage - B Deck) Amplifier
Key
Telephone Station Microphone

Volume Control
Volume Control Panel
Panel Junction Box Electric Bell
Officer's Officer Ship 2nd Officer Chief Steward

Smoke Saloon Spare(A) Ass.(A) Officer Spare(C) Day Room
Crew's Ship Officer 1st 2nd Chief Steward Speaker
Day Room Ass.(B) Spare(B) Officer Engineer Bedroom
P4 Speaker
(Passage - A Deck)
Duty Speaker
Dining Mess (Ship (Passage - A Deck)
Saloon Room Control
Infirmary Galley Centre)
Junction Box 2
Mic.
Speaker (Fore)
Speaker Speaker
Speaker (Upper Deck) (Upper Deck)
(Aft)
Station Telephone Man.
Station Volume
Station Telephone With Microphone Control
Speaker With Microphone
Panel
(Engine Room
Upper Platform)
Speaker Speaker Speaker Speaker Volume
(Steering Gear (Engine Room (Engine Control (Main Engine Control
Room) Electric Bell and Light Workshop) Room) Side) Panel Signal
Crew(A) Crew(B) Crew(C) Crew(D) Crew(E) Crew(F) Crew(G) Crew(H) Crew(I) (Engine Room) Acquisition
Gym Unit
Telephone
Handsets
From Relay Man. (Inside From Relay
DC24V Box Station Handset Tel. DC24V Box
Speaker Booth)
(Engine Room
Lower Platform)
Junction Box 4
Junction Box 3a

7.6.3 Exchange Telephones 3. Initiating and Cancelling a Hands Free Call 9. If Someone is not at their Station
To call another station: If you can't reach a person at their intercom station, you have several possi-
Automatic Telephone bilities, depending on the system configuration:
Dial the number of the wanted station or, if the number is pre-programmed
press the Direct Access key. You can activate the person's pre-programmed search list
The automatic telephone system is a solid state electronic telephone switching
system with integrated circuit components which ensure high quality trans- When the call is connected in open mode, a warning tone is heard and the red You can activate the person's pocket pager
mission. It is fitted to provide communication throughout the vessel. Each unit lamp lights on both stations. You can cancel and make a group call (or an All Call)
has auto-dialing facilities to the other extensions. The system can be used for
multi station conferences. To end the call press the C-key. Depending on the priority setting and priority features assigned to your station,
you can:
Important stations such as those listed below have a priority override feature to 4. Noisy Areas
enable them to be connected to an engaged line: If stations are in a areas with disturbing background noises, either party can Break though private setting / message
manually control the speech direction.by: Send a notify tone to indicate that you are waiting to get through
Wheelhouse
Pressing the M-key while speaking Disconnect an ongoing conversation and seize the line
Captains Cabin
Releasing the M-key while listening (Simplex)
Chief Engineers Cabin
10. Inquiry Call
Engine Control Room To switch back to automatic direction switching (Duplex) It is possible to make an Inquiry Call to a third station without disconnecting.
Cargo Control Room Press the M-key briefly. Press digit 2 to park the ongoing conversation
Fire Control Station Dial the third station's number.
5. Using the Handset for Telephone Conversations
The exchange is supplied by the 220V system and in the event of power To call another station: The parked station will hear a waiting tone.
failure, from the 24V emergency battery system. Lift the handset when you hear a dial tone, dial the number to wanted station. Switch between the two stations by pressing digit 2.
The exchange telephones can activate the public address system for paging To end the conversation: 11. Call Transfer
purposes. Press the C-key or replace the handset. After having made an Inquiry Call to a station it is possible to connect the two
other stations (B and C) and disconnect your own station (A):
Telephones are situated in all officer and crew cabins, including separate 6. Making and Receiving Calls in Privacy Mode
bedrooms, public rooms, galley, emergency generator room, fire control Stations used in cabins and mess-rooms have Privacy mode as standard. Make an Inquiry Call to wanted station: press digit 2+ required station number.
station, engine room workshop, M.E. manoeuvring stations and E.R. floor. The incoming calls will behave like normal telephone calls. All incoming To transfer the call press digit 3.
calls will be indicated by a ringing tone.
Rotating lights and horns are activated when the E.R. telephones are accessed. Accept a call: press the M-key for open conversation or lift the handset for Only the person initiating the Inquiry Call can make the Call Transfer.
private conversation.
Main Features Other Features
If the call is not accepted, it will automatically be cut off after 30 seconds (See Manufacturer's Manual)
1. Programming Direct Access Keys (default).
The main stations are equipped with Direct Access keys for rapidly establish- 1. Conference
ing connection to frequently used numbers. 7. Muting the Microphone Enter the conference channel by dialing the conference directory number. It is
To mute the microphone during a conversation: Press and hold down digit 0 possible to then listen to the conversation going on in the conference.
Direct Access keys are programmed on the actual station: Release the key to connect the microphone again.
Dial 784 The red lamp is off when the microphone is not connected. 2. Remote Set-up of Conference
+ wanted destination or function number It is possible to remotely set up a conference with individual stations or include
8. Re-dial of Last Call a group of stations in a conference. The members can be prevented from
+ actual direct access key. Re-dial of last number is possible. The feature can be allocated to one of the withdrawing. The initiator has full control of the conference.
Direct Access keys. (Standard re-dial number is 9532)
2. Adjusting the Sound Level 3. Voice Paging
Push or turn the volume control to required sound level. (The volume control From any station it is possible to search for someone by making a General Call.
regulates the listening level only.)

4. Voice Paging - Group Calls 15. Subscriber Directory
A search for someone can be made from any station by making a general call. To look up the internal subscribers directory number: Press the NAME key (or
614). The names are listed in alphabetic order.
5. Answering a General Call or a Group Call
Dial 99 at the nearest station within one minute. Automatically connection is
made to the station/person that initiated the call.
6. Search List
Each station can have a pre-programmed search list. The list can include an
ordinary directory number, a group call number or a message to a pocket pager.
7. Automatic Search
The system can be set up so that the search list is automatically activated when
there is an absence message or after time-out for ringing tone.
8. Priority Calls
Each station is assigned a priority level. Calls will behave differently
according to the priority setting of the calling station.
9. Loud-hailing and Public Address (PA)

The system can be configured to distribute messages, group calls and audio
programs via the integrated Public Address System.
To talk into the PA system, dial the directory number for the one way loud-
hailing or PA line, then press the M-key while speaking.
10. Alarm Signal Distribution

General and Fire alarms with top priority can be distributed through all the
system stations and PA loudspeakers. Display stations have a volume override
when an alarm signal is given.
11. Alarm Interruption for Emergency Messages

Specially designed PA panels have a PTT button for cancelling the alarm
during a message announcement.
12. External Telephone.

Calls via SATCOM, Shoreline or Cellular Systems by use of the PNCI
Interface.
Manual Interface to SATCOM, Shoreline, Cellular or Radio Systems by use of

the VMP-121-2 Manual Interface Unit.
13. Information Service

A station display has 2 lines of 16 characters each, which displays information
such as date and time and number dialled.
14. Alarms
An alarm can activate a text message to a pre-defined station or to pagers.

7.6.4 Public Address and Talk-back Systems
Illustration 7.6.4a Public Address and Talkback Telephone Public Address
and Talkback Telephone Public Address System
The Master station consists of the public address/talk back amplifier, radio tuner and
tape recorder.
The panel is fitted with a microphone, a monitor speaker, and is able to control all
speakers on board for broadcasting important instructions.
Speakers are provided in the accommodation alleyways, public rooms, working spaces
and deck.
The public address system can be accessed from the auto telephone system for paging
purposes.
The system is supplied from the main 220-volt system with back up from the
emergency 24-volt system.
A facility is provided for overriding the general alarm during announcements.
Talk Back System
Communication can be achieved with out the telephone exchange and sound powered
system by using the talk back system.
Microphones and speakers are supplied at:

Wheelhouse
Both bridge wings
Engine control room
Forward deck
Aft deck

Illustration 7.6.5a Marine VHF Radiotelephone
4 9
F U RU N O
INTLUSA SHIFT SCAN MEMO
CHANNEL
FM 2510
HI LOW Priv
DW WX A TX SPKR M/RCL
INTL H I / L OW
S QU E L C H VO L U M E
3
DW SHIFT
CH 16 ENTER
OFF
7
8
6 5
2 1

7.6.5 VHF/UHF Transceiver Systems Secondary. Recalls private channel mode. (Private channels are d) Turn the SQUELCH control slowly clockwise until the receiver
not provided in the equipment for USA and some other countries, noise just fades away. Perform this operation when no traffic is
Marine VHF Radiotelephone thus, no response to the key Operation.) being received. Do not turn the SQUELCH too far clockwise
otherwise, you will miss weak incoming signal.
Maker: Furuno Status Indicators
Type: FM 2510 e) Rotate the CHANNEL SELECTOR for the desired channel
INTL and USA: number. A clockwise rotation increases the channel number, and
The marine VHF Radiotelephone is supplied to provide close contact commu- Alternatively indicates the channel assignment international or USA. vice versa.
nications such as ship to shore in anchorage/port areas or ship to ship when in (US version only).
line of sight. The radio operates on the VHF band 156.5 - 163.0 MHz Transmitting
HI and LOW:
Control Description Alternatively indicates the transmitter power; high (25W) or low
(See Illustration 7.6.5a) (1W). a) After power-on, the transmitter is automatically set to HI (25W)
output power. (except on CH13 and 67 in USA version). If
1. Changes the audio output level of the speaker in the receive mode. DW: desired, press the HI-LOW (M.RCL) key to select low power
Rotate the control clockwise to turn on the equipment. Turn it Indicates that the receiver is in the dual watch mode. (1W). The LOW mark appears instead of HI.
fully counter clockwise, beyond click, to switch off the power. WX:
Indicates that the receiver is in the weather channel mode. (US version Transmission at low Output power is recommended for short range communi-
2. Changes the squelch threshold level to allow quiet reception when cations or in harbour areas to minimise interference to the others. Otherwise,
no signal is present. Set it correctly to permit reliable scan watch only)
use high power for reliable communications.
and dual watch Operations. Priv:
3. Selects a channel within a group. Rotating it clockwise Indicates that the transceiver is in the private channel mode (depends To return to the high power mode, press the HI LOW (M.RCL) key again.
Increments the channel or memo number, and vice versa. It also on authorisation). This will not appear on the US version.
changes the display illumination brightness, when used together As requested by the regulations, the transmitter power is automatically set to
TX:
with the SHIFT (ENTER) key. low when one of the following channels is selected.
Indicates that the transmitter is activated.
4. Recalls the ordinary marine channel mode INTL or USA. MEMO: INTL: CHI5 CH17 USA: CH13 CH17 CH67
Pressing for more than one second provides auto scan mode Indicates that the transceiver is in the memory channel mode.
(depends on authorisation). b) If on a weather or memory channel, press the CHANNEL key to
SPEAKER OFF indicator return to the ordinary marine channel mode INTL or USA. This
5. Activates the secondary function of each dual function key on the Indicates that the built-in speaker is disabled. The handset speaker is
front panel. Press this key prior to selecting a secondary function. step can be omitted if on an ordinary channel.
not affected by the speaker on/off selection.
Also acts as enter key in the memory channel Store mode.
Operation Procedure: c) Rotate the CHANNEL SELECTOR dial for the channel required,
6. Primary. Selects the channel 16 instantly. and listen carefully to confirm that the channel is open.
Secondary. Activates the dual watch function when pressed after Receiving
SHIFT (ENTER) key is pressed. d) To call on CH16 press the CH16 (DW) key to select CH16
a) Turn on the VOLUME (POWER) control clockwise to 9 o'clock immediately. Confirm that the channel is not busy before
7. Primary. Alternates between high power (25W) and low power position. The channel number 16 will be presented on the commencing transmission.
(1W) of the transmitter. display.
Secondary. Recalls user memory channel mode. Pressing for e) Pick up the microphone (or handset), press the PTT (press-to-talk)
more than one second provides auto scan for all memory b) Adjust the dimmer by pressing the SHIFT (ENTER) key, and
switch and then call the one required. Hold the microphone fairly
channels. rotating the CHANNEL SELECTOR dial. The illumination
close to your mouth and speak clearly.
intensity for the display changes in four steps.
8. Primary. Alternates between the international and USA channel
assignment. Press the PTT switch to talk and release it to listen for the
c) Turn the VOLUME control for an optimum sound level. If the
Secondary. Turns on and off the built-in speaker. The handset response.
speaker off mark is present on the display, press the SHIFT
speaker is enabled only when the built-in speaker is off. (Opposite (ENTER) key and then INTL (SPKR) key in sequence to enable
state). (Note ! CH16 is important for distress and calling. Remember to keep the com-
the built-in speaker.
munications as short as possible to give way to the others.)
(To monitor sound by the handset speaker, the built-in speaker
9. Primary. Recalls weather channel mode. Pressing for more than must be disabled.)
one second provides auto scan for all weather channels. When contact is established on channel 16, turn the CHANNEL SELECTOR
dial to the working channel as instructed by the coastal station operator.

Illustration 7.6.5b Two Way VHF Radio
External Speaker/
Mic Connector
Antenna
Squelch Control
Channel Selection Lamp

Power Volume Switch
Red: CH16
Green: all other channels
Speaker Channel Dial
Microphone
PTT Switch Busy lamp (Green)

TX Lamp (Red)
Battery Pack Instruction Label

Two Way Radio d) When the channel is clear, press and hold down the PTT switch
on the side of the radio and speak slowly and clearly into the
Maker: Furuno microphone area. When you have finished talking, release the
Type: FM - 8 PTT switch to listen (receive). Keep the transmission as short as
possible to conserve battery power and not to over occupy the
The FM-8 is a two-way hand-held marine band VHF radiotelephone. channel.
The FM-8 consists of the main unit (radio) and a re-chargeable battery pack,
which fits into the bottom of the main unit. The main unit is waterproof at 1 m
for 5 minutes. Emergency battery packs, coloured yellow, are supplied for
emergency operation. These battery packs cannot be recharged and have a
shelf life of around 5 years.
The FM-8 holds up to 14 channels, 8 standard (including distress channel 16)

and 6 optional (these are programmed at the factory). All controls are on the
top of the main unit. Battery warning, transmission lamp and channel selection
lamp are also provided.
The FM-8 provides short range voice distress communications in the GMDSS.
It is also suitable for routine shipboard communications.
Operation procedure:
Select the battery pack to use:
Grey battery pack for normal use; yellow battery pack for emergency.
Receiving procedure:
a) Turn the radio on and turn the channel dial to desired position.
b) Adjust the squelch control so noise just fades out.
c) Listen until a transmission is heard then adjust the volume control

for a comfortable listening level.
d) It is now ready to receive calls on the ships frequency.
Transmitting procedure:
a) Adjust the radio as in Receiving.
b) Monitor channel for activity to make sure it is clear before trans-

mitting. (The BUSY lamp lights when a frequency is occupied.)
c) Hold the radio in a vertical position with the microphone five to

eight cm from your mouth.

Illustration 7.7.1a Signal and Navigating Lights Panel
I I I I
MAINS MAINS MAINS MAINS
II II II II
TEST TEST TEST TEST
INTERNATIONAL SIGNAL LIGHTS MAIN NAVIGATION LIGHTS SPARE NAVIGATION LIGHTS SIGNAL LIGHTS
NUC RED NUC TOP TOP RED ROTTERDAM RED ROTTERDAM

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

RULE 27B RULE 27B
PS PS GREEN RED
FLASH FLASH
NUC RED NUC BLUE WHITE

SB SB
RULE 28 RULE 28
WHITE TOP TOP

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

RULE 28 RULE 28
RED ANCHOR ANCHOR GREEN WHITE

RULE 28B RULE 28B
PS SB RED WHITE
SIGNAL MAST
WHITE RED
RED GREEN WHITE

AFT SHIP SUEZ SB
PS
SIGNAL
MAST
DEF DEF DEF DEF
MALLING MALLING MALLING MALLING
Issue: 1 7.7 Lighting Systems Page 1

7.7 Lighting Systems Signaling Lights.
7.7.1 Navigation Lights Morse/Manoeuvring Light.
The control panel for the navigation lights is situated on the bridge console. A morse/manoeuvring light is fitted on the radar mast. The light is operated by
keys fitted in the wheelhouse and bridge wings.
The Officer of the Watch must ensure that navigation lights are properly shown
during his watch, in accordance with the applicable COLREGS. Portable Daylight Signal Light.
Spare light bulbs must be kept accessible and ready for use. The navigation A waterproof Aldis type portable daylight signal lamp is provided and stored
light system must be tested periodically. in the wheelhouse. A receptacle supplied from the 24 volt system is provided
on each bridge wing.
Operation Procedure for Navigation Lights:
Steering Light.
a) Operate the power push button.
A blue steering light controlled from the signal light panel is provided on the
If the power supply is abnormal, the buzzer will sound. aft side of the foremast.
The appropriate navigation lights are switched on by their individual switches. Suez Canal Signal Lights
The outside lights and the corresponding 'Main' LED's are illuminated. A set of incandescent type Suez canal signal lights is provided as follows:
Five white lights on the radar mast
The outside lights are constantly monitored, if a lamp failure occurs the buzzer
will sound and the outside lamp will change over to the standby lamp. Five red lights on the radar mast
One green light on the radar mast
b) Press the restart push button and the system will revert to
monitoring the lights. Replace the main light bulb as soon as One red light under the stern light
possible.
The lights can also be used for other purposes.
Testing Procedure for navigation lights:
Tanker Warning Light
a) Operate lamp test button all the LED's on the panel should
illuminate. A red flashing tanker-warning lamp is provided on the radar mast.
b) Operate the system test button. These above lights are controlled from the signal light panel in the wheelhouse.
The panel is supplied from the 220 volt emergency switchboard.
The 'Main' outside lamps and corresponding LED's are illuminated. The
outside 'Main' lights are checked. The buzzer will sound if any have failed.
The 'Stand By' outside lamps and corresponding LED's are illuminated. The
outside 'Stand By' lights are checked. The buzzer will sound if any have failed.
c) Switch the system test button to off.

7.7.2 Deck Lighting
Boat preparation lights and launching lights
One 300W lamp with a switch is provided at each lifeboat station. The
lights are constructed so that they can be swung inboard for deck lighting
and outboard for over-side lighting of the lifeboat. They can be locked in
either position.
Floodlights
.
High-pressure sodium/halogen floodlights are provided for the deck
lighting and controlled from the outside light control panel in the
wheelhouse.
Two x 400W on the top of each bridge wing.

Two x 400W on each side lighting aftpost, aft side for the cargo space.
Two x 400W on each side lighting aftpost, forward side for the cargo
space.
Two x 400W on each side lighting forepost, aft side for the cargo space.
Two x 400W on each side lighting forepost, forward side for the cargo
space.
Two x 400W on the foremast aft side for the cargo space.
Two x 400W on the foremast forward side for the anchor space.
One x 500W on the accommodation aft side for the aft mooring space.
One x 500W on each side of the funnel for funnel mark illumination.
Ships Name Board Light
Three sets of 60W, incandescent lamp with shades are provided for each
ships name-board. These lights are fed from the AC 220V feeder of the
wheel-house distribution panel and controlled from the outside control
panel in the wheelhouse.
Accommodation Ladder Lights
The 1,000W searchlight on each bridge wing is used for accommodation

ladder illumination.

Part 8
Trim and Stability

8.1 Loading Computer
Description
The Loadstar loading computer programme facilitates.the process of

planning and controlling loading conditions.
The programme structure is based on a number of pages where data can be

entered and reviewed. A summary of the Loadstar pages are as follows:
Page A: Cargo Survey

Page A shows the weights of the cargo. Longitudinal stresses in harbour
condition and seagoing condition are displayed. Only the warning limits can be
displayed on page A.
Page B: Tank Diagrams

Page B is used for updating cargo, ballast and fuel for load / discharge simulation.
The graphic page B offers a high visibility and allows easy editing of the cargo,
ballast and fuel by use of a mouse.
Page C: All Compartments

Page C gives a summary of the cargo tanks, ballast tanks, diesel tanks and the
miscellaneous tanks. The tanks can also be updated here.
Page: G Index of Existing Conditions

Page G displays a list of the saved conditions.
Page: M Tank View

Page M offers a graphical overview of the filling level in the cargo, ballast, fuel
and diesel tanks.
Page N: Alarm Levels

On Page N the alarm level of volume high, % high, volume low and % low can
be set for all tanks.
Page O: On Line Survey

Page O is an on line interface to the level gauging equipment of the cargo
tanks. It shows a diagram of the volume of each tank in the ship.
Page T: Test Data

Page T shows the actual values from the calculation of the present condition.
Page Z: GZ - Curve - Intact Stability

Page Z shows the graphical display of the continuous GZ curve.
Issue: 1 8.1 Loading Computer Page 1

8.2 Trim, Stability and Loading Illustration 8.2a Trim, Stability and Loading - Normal Load Condition 2.5
2.25
1.75
1.5
1.25
Righting
Lever
GZ 1
(Metres) GZ CURVE
Normal Load
0.75 Condition
CARGO 0.25
SLOP
0
10 20 30 40 50 60
RESIDUAL
Angle of
Heel (Degrees)
Area Under GZ - Curves
AREA 0-44.5 AREA 0-44.0 AREA 0-15.0 AREA 0-20.0 AREA 0-30.0 AREA 0-40.0 AREA 30-40.0
(Flooding) (max GZ) (GZ) (GZ) (GZ) (GZ) (GZ)
(m*Rad) 0.433 0.423 0.030 0.059 0.162 0.339 0.177

Weight Loads
Weight Loads
LOAD ID. TEXT WEIGHT V.C.G. V-MOMENT L.C.G. L-MOMENT FSD
Cargo Tanks S.G. 0.7258 LOAD ID. TEXT WEIGHT V.C.G. V-MOMENT L.C.G. L-MOMENT FSD
NO.1 C.O.T.(P) 1609.0 10.160 16348 143.670 231170 605.3 Ballast Tanks
NO.1 C.O.T.(S) 1608.8 10.160 16346 143.670 231139 605.3 FORE PEAK TANK 12.360 0 158.590 0 0.0
NO.2 C.O.T.(P) 22.83.1 9.860 22511 125.150 285725 1297.0 NO.1 W.B.T.(P) 0.0 8.660 0 145.360 0 0.0
NO.2 C.O.T.(S) 22.82.8 9.860 22509 125.150 285698 1296.3 NO.1 W.B.T.(S) 0.0 7.830 0 145.300 0 0.0
NO.3 C.O.T.(P) 2745.7 9.790 26880 104.520 286980 1487.2 NO.2 W.B.T.(P) 0.0 10.880 0 126.400 0 0.0
NO.3 C.O.T.(S) 2745.5 9.790 26878 104.520 286957 1486.5 NO.2 W.B.T.(S) 0.0 10.880 0 126.400 0 0.0
NO.4 C.O.T.(P) 3096.9 9.770 30256 80.880 250474 1675.2 NO.2 W.B.T.(B) 0.0 1.920 0 126.860 0 0.0
NO.4 C.O.T.(S) 3096.6 9.770 30254 80.880 250451 1674.5 NO.3 W.B.T.(P) 0.0 6.050 0 105.680 0 0.0
NO.5 C.O.T.(P) 2569.1 9.880 25383 57.920 148805 1413.2 NO.3 W.B.T.(S) 0.0 5.590 0 105.730 0 0.0
NO.5 C.O.T.(S) 2568.9 9.880 25381 57.920 148793 1413.2 NO.4 W.B.T.(P) 0.0 6.070 0 82.060 0 0.0
NO.6 C.O.T. (P) 1067.8 10.070 10753 42.560 45446 614.0 NO.4 W.B.T.(S) 0.0 5.590 0 82.110 0 0.0
NO.6 C.O.T. (S) 1067.7 10.070 10752 42.560 45443 614.0 NO.5 W.B.T. 0.0 5.890 0 57.770 0 0.0
SLOP TANK(P) 417.5 9.910 4137 35.260 14720 98.0 NO.6 W.B.T. (P) 0.0 6.820 0 39.580 0 0.0
SLOP TANK(S) 522.2 10.700 5587 35.280 18422 315.7 NO.6 W.B.T. (S) 0.0 6.180 0 39.600 0 0.0
RESIDUAL TANK 104.1 13.860 1443 35.350 3681 24.7 AFT PEAK TANK 0.0 12.000 0 2.360 0 0.0
27785.8 9.912 276418 91.194 2533904 14620.1 0.0 6.468 0 105.942 0 0.0
Issue: 1 8.2 Trim, Stability and Loading Page 1

Illustration 8.2b Trim, Stability and Loading - Part Load Condition 5
4.5
3.5
2.5
Righting
Lever
GZ 2
(Metres)
1.5
GZ CURVE
Part Load
BALLAST 1 Condition
CARGO 0.5
SLOP
0
10 20 30 40 50 60
RESIDUAL
Angle of
Heel (Degrees)
AREA 0-50.6 AREA 0-47.0 AREA 0-15.0 AREA 0-20.0 AREA 0-30.0 AREA 0-40.0 AREA 30-40.0
(m*Rad) 1.377 1.199 0.100 0.182 0.443 0.850 0.406

Weight Loads
Weight Loads
Cargo Tanks S.G. 0.83 LOAD ID. TEXT WEIGHT V.C.G. V-MOMENT L.C.G. L-MOMENT FSD
NO.1 C.O.T.(S) 1939.7 10.160 18692 143.670 364317 692.2 FORE PEAK TANK 0.0 0.0 0 158.590 0 0.0
NO.2 C.O.T.(P) 0.0 0.000 0 125.150 0 0.0 NO.1 W.B.T.(P) 0.0 0.0 0 145.360 0 0.0
NO.2 C.O.T.(S) 0.0 0.000 0 125.150 0 0.0 NO.1 W.B.T.(S) 0.0 0.0 0 145.300 0 0.0
NO.3 C.O.T.(P) 0.0 0.000 0 104.520 0 0.0 NO.2 W.B.T.(P) 669.2 10.860 7268 126.400 84590 0.0
NO.3 C.O.T.(S) 0.0 0.000 0 104.520 0 0.0 NO.2 W.B.T.(S) 669.2 10.860 7268 126.400 84590 0.0
NO.4 C.O.T.(P) 0.0 0.000 0 80.880 0 0.0 NO.2 W.B.T.(B) 1438.9 1.920 2763 126.860 182538 0.0
NO.4 C.O.T.(S) 0.0 0.000 0 80.880 0 0.0 NO.3 W.B.T.(P) 1342.9 6.050 8124 105.680 141913 0.0
NO.5 C.O.T.(P) 0.0 0.000 0 57.920 0 0.0 NO.3 W.B.T.(S) 1617.2 5.590 9040 105.730 170991 0.0
NO.5 C.O.T.(S) 0.0 0.000 0 57.920 0 0.0 NO.4 W.B.T.(P) 1500.8 6.070 9110 82.060 123156 0.0
NO.6 C.O.T. (P) 1221.1 10.070 12296 42.560 51969 702.2 NO.4 W.B.T.(S) 1806.6 5.590 10099 82.110 148337 0.0
NO.6 C.O.T. (S) 1221.0 10.070 12295 42.560 51966 702.2 NO.5 W.B.T. 3152.8 5.890 18570 57.770 182137 0.0
7315.4 10.218 74748 92.232 674711 3277.7 12197.6 5.923 72241 91.678 1118252 0.0

Illustration 8.2c Trim, Stability and Loading - Ballast Departure Condition 5
4.5
3.5
2.5
Righting
Lever
GZ 2
(Metres)
1.5
GZ CURVE
Ballast Departure
1 Condition
0.5
0
10 20 30 40 50 60
Angle of
Heel (Degrees)
BALLAST AREA 0-57.0 AREA 0-50.0 AREA 0-15.0 AREA 0-20.0 AREA 0-30.0 AREA 0-40.0 AREA 30-40.0
(m*Rad) 2.219 1.730 0.138 0.250 0.595 1.108 0.513
Weight Loads
Weight Loads
Cargo Tanks LOAD ID. TEXT WEIGHT V.C.G. V-MOMENT L.C.G. L-MOMENT FSD
NO.2 C.O.T.(P) 0.0 9.860 0 125.150 0 0.0 NO.1 W.B.T.(P) 1207.7 8.660 10978 145.360 184276 0.0
NO.2 C.O.T.(S) 0.0 9.860 0 125.150 0 0.0 NO.1 W.B.T.(S) 1480.5 7.830 11592 145.300 215118 0.0
NO.3 C.O.T.(P) 0.0 9.790 0 104.520 0 0.0 NO.2 W.B.T.(P) 669.2 10.860 7268 126.400 84590 0.0
NO.3 C.O.T.(S) 0.0 9.790 0 104.520 0 0.0 NO.2 W.B.T.(S) 669.2 10.860 7268 126.400 84590 0.0
NO.4 C.O.T.(P) 0.0 9.770 0 80.880 0 0.0 NO.2 W.B.T.(B) 1438.9 1.920 2763 126.860 182538 0.0
NO.4 C.O.T.(S) 0.0 9.770 0 80.880 0 0.0 NO.3 W.B.T.(P) 1342.9 6.050 8124 105.680 141913 0.0
NO.5 C.O.T.(P) 0.0 9.880 0 57.920 0 0.0 NO.3 W.B.T.(S) 1617.2 5.590 9040 105.730 170991 0.0
NO.5 C.O.T.(S) 0.0 9.880 0 57.920 0 0.0 NO.4 W.B.T.(P) 1500.8 6.070 9110 82.060 123156 0.0
NO.6 C.O.T. (P) 0.0 10.070 0 42.560 0 0.0 NO.4 W.B.T.(S) 1806.6 5.590 10099 82.110 148337 0.0
NO.6 C.O.T. (S) 0.0 10.070 0 42.560 0 0.0 NO.5 W.B.T. 3152.8 5.890 18570 57.770 182137 0.0
0.0 10.094 0 128.875 0 0.0 17679.8 6.609 118846 90.311 1596689 0.0

Illustration 8.2d Trim, Stability and Loading - Heavy Weather Ballast Condition 5
4.5
3.5
2.5
Righting
Lever
GZ 2
(Metres)
1.5
GZ CURVE
Heavy Weather Ballast
1 Condition
0.5
0
10 20 30 40 50 60
Angle of
Area Under GZ - Curves Heel (Degrees)
BALLAST AREA 0-55.6 AREA 0-48.0 AREA 0-15.0 AREA 0-20.0 AREA 0-30.0 AREA 0-40.0 AREA 30-40.0
(m*Rad) 1.842 1.414 0.116 0.212 0.511 0.967 0.456
Weight Loads
Weight Loads
Cargo Tanks LOAD ID. TEXT WEIGHT V.C.G. V-MOMENT L.C.G. L-MOMENT FSD
NO.2 C.O.T.(P) 0.0 9.860 0 125.150 0 0.0 NO.1 W.B.T.(P) 1267.7 8.660 10978 145.360 184276 0.0
NO.2 C.O.T.(S) 0.0 9.860 0 125.150 0 0.0 NO.1 W.B.T.(S) 1480.5 7.830 11592 145.300 215118 0.0
NO.3 C.O.T.(P) 0.0 9.790 0 104.520 0 0.0 NO.2 W.B.T.(P) 669.2 10.860 7268 126.400 84590 0.0
NO.3 C.O.T.(S) 0.0 9.790 0 104.520 0 0.0 NO.2 W.B.T.(S) 669.2 10.860 7268 126.400 84590 0.0
NO.4 C.O.T.(P) 0.0 9.770 0 80.880 0 0.0 NO.2 W.B.T.(B) 1438.9 1.920 2763 126.860 182538 0.0
NO.4 C.O.T.(S) 0.0 9.770 0 80.880 0 0.0 NO.3 W.B.T.(S) 1342.9 6.050 8124 105.680 141913 0.0
NO.5 C.O.T.(P) 0.0 9.880 0 57.920 0 0.0 NO.3 W.B.T.(P) 1617.2 5.590 9040 105.730 170991 0.0
NO.5 C.O.T.(S) 0.0 9.880 0 57.920 0 0.0 NO.4 W.B.T.(S) 1500.8 6.070 9110 82.060 123156 0.0
NO.6 C.O.T. (P) 0.0 10.070 0 42.560 0 0.0 NO.4 W.B.T.(P) 1806.6 5.590 10099 82.110 148337 0.0
NO.6 C.O.T. (S) 0.0 10.070 0 42.560 0 0.0 NO.5 W.B.T. 3152.8 5.890 18570 57.770 182137 0.0
0.0 10.088 0 131.913 0 0.0 1730.02 6.379 110363 97.944 1694547 6922.0

Part 9
Miscellaneous Procedures

Part 9 Miscellaneous Procedures The appraisal stage of passage planning examines these risks. If alternatives Ocean passage
are available, these risks are evaluated and a compromise solution is reached,
9.1 Passage Planning Including Checklists whereby the level of risk is balanced against commercial expediency. The The passage may be a trans-ocean route, in which case the first consideration
appraisal should be considered as the most important part of passage planning, will need to be the distance between ports, followed by the bunker and stores
General as it is at this stage that all pertinent information is gathered, and a firm requirements and availability on route, in case of emergency and at the load
foundation for the plan is laid. The urge to commence planning as soon as discharge ports. A great circle is the shortest distance, but other considerations
A plan for the intended passage is to be prepared prior to sailing. possible should be resisted, as time allocated to appraisal will pay dividends will need to be taken into account.
later.
Procedure Meteorological conditions will need to be considered, even if the
Information sources recommended route is longer in distance, as it may well prove shorter in time
a) It is customary for the Master to delegate the initial responsibili- and the ship less liable to suffer damage.
ty for preparation of a passage to the second officer, who is The Master's decision on the overall conduct of the passage will be based upon
responsible for navigational equipment and publications. an appraisal of the available information. This appraisal will be made by Ocean currents may be used to advantage and weather systems also need to be
considering the information from sources including: considered, i.e., tropical revolving storms.
b) The second officer has the task of preparing the detailed passage Chart catalogue
plan to the Master's requirements. The plan is to be approved by Coastal passage
the Master prior to the vessel sailing. Navigational charts
The main consideration at the appraisal stage will be to determine the distance.
Ocean passage for the world
c) All bridge team members should carefully study, understand and The courses should be laid off, staying well clear of coastlines and dangers,
finally sign at the bottom of the last page of the prepared passage Routing charts or pilot charts and whilst in soundings, due attention must be given to the vessels draft and
plan. minimum under-keel clearance.
Sailing directions and pilot books
d) The junior team members should not hesitate to question a Light lists When the ship is passing through areas where IMO adopted traffic separation
decision, if they consider that such a decision is not in the best and routing schemes are in operation, such routing is to be complied with.
Tide tables
interest of the ship.
Tidal stream atlas Appraisal completed
e) The Master is to ensure that a copy of the prepared plan for the Notices to mariners
current voyage is sent to MAERSK head office, for the attention Having made an appraisal of the intended voyage, the Master will determine
of a marine superintendent prior to sailing. Routing information his strategy and then delegate to the second officer the planning of the voyage.
Irrespective of who actually does the planning, it is to be based on the Master's
Radio signal information (including vts and pilot service) requirements, as it is the Master who carries the final responsibility for the
Voyages, of whatever length, can be broken down into two major
stages: Climatic information plan.
Load line chart Passage Planning

1. Preparation which consists of:
Distance tables
Appraisal. Passage plans should be made from berth to berth, not from pilot station to
Electronic navigational systems information pilot station. This requirement is justified by referring to the IMO resolution,
Planning.
Radio and local warnings which states that despite the duties and obligations of a pilot, his presence on
board does not relieve the officer in charge of the watch from his duties and
2. Execution which consists of: Owner's and other unpublished sources obligations for the safety of the ship. This makes it quite clear that it is
Organisation.. Draught of vessel necessary to plan from berth to berth, even though it is anticipated that there
will be a pilot conducting the vessel at certain stages of the voyage. The plan
Monitoring. Personal experience also needs to include all eventualities and contingencies.
Passage Appraisal And Planning Mariner's hand book
Before any voyage can be embarked upon or indeed, any project undertaken, Having collected together all the relevant information, the Master, in consulta-
those controlling the venture must have an understanding of the risks involved. tion with his officers, will be able to make an overall appraisal of the passage,
which may be one of, or a combination of the following:
Issue: 1 9.1 Passage Planning Including Checklists Page 1

APPRAISAL INFORMATION REQUIRED TO ASSIST IN APPRAISING THE PASSAGE
LIST OF CHARTS AND PUBLICATIONS
Ship's Name Voyage No
Ship's Name Voyage No.
Departing From Estimated Date of Departure
Destination Estimated Date of Arrival From To Via
DATA TO BE SUPPLIED BY MASTER PUBLICATIONS ROUTEING CHARTS NAVIGATION CHARTS (Continued)
ETA Required: Date Weather Routed YES / NO Name No. Chart Folio Cons. No. Chart No. Folio Cons. No.
Charter Speed Knots Ordered Steaming Condition Estimated Speed Knots Mariners Handbook NP 100 1 14
Limitations Ocean Passages NP 136 2 15
Pilot no. 3 16
Requirements
Pilot no. 4 17
DATA TO BE SUPPLIED BY THE CHIEF OFFICER Pilot no. 5 18
Maximum draft Departure Passage Arrival 19

Pilot no. GENERAL CHARTS
at
Pilot no. Chart Folio Cons. No. 20
Tank Cleaning programme: Yes / No Requirements
ATT Volume no.(s) 1 21
ALL Volume no.(s) 2 22

Cargo Heating required : Yes / No / N/A Details
ALRS Volume no.(s) 3 23
Guide To Tanker Ports 4 24

Other
ITU Vol. no.(s) 5 25
DATA TO BE SUPPLIED BY CHIEF ENGINEER 26

Port Information Guide NAVIGATION / SEAMAP CHARTS
Any limitations on use of main propulsion plant? Yes / No Details 27
IMO Ships Routing Chart Folio Cons. No.
1 28
Any steering gear problems? Yes / No Details
2 29
STANDARD CHARTS 3 30
Any other limitations or requirements? Yes / No Details
Chart Folio Cons. No. 4 31
DATA TO BE SUPPLIED BY THE NAVIGATOR Load Lines 5 32
Departure Port Lt = UTC +/- Hrs Destination Port Lt=UTC +/- Hrs 6 33
Depth Con
Any limitations caused by defective navigation equipment? Yes / No Details
IALA Buoy 7 34
Sym/Abbr 8 35
APPENDICES TO THIS PASSAGE PLAN
Variation 9 36
1. List of Charts and Publications Form 6. Vessels Particulars, Information for Pilot 10 37
11 38
2. Information for inclusion in the Planning Stage 7.
12 39
3. Table of Courses, Distances and ETAs 8.
13 40
4. Passage Plan Monitoring Form 9. Charts to be ordered by urgent Yes No Received Yes No
indent?
5. Weather Map and/or Information 10.
Remarks
FINAL PLAN APPROVAL
Originator Name Sign Date
Approval Master Name Sign Date

Planning may be considered in two stages, though at times, they will merge Distance off navigational hazards or grounding line will depend on the following:
and overlap: A way-point is a position, shown on the chart, where a planned change of
The draught of the ship relative to the depth of water
status will occur. It will often be a change of course but may also be an event
1. Ocean and open waters
The weather conditions such as:
2. Coastal and estuaries
The direction and rate of the tidal streams or current End or beginning of sea passage
Planning Sequence The volume of traffic Change of speed
Charts The age and reliability of the survey Pilot embarkation point
Collect together all the charts for the intended voyage, putting them into the The availability of safe water Anchor station etc
correct order. Ensure that all charts and publications have been corrected to the
Regulations, both company and national, regarding off shore distances must
latest notices to mariners available. Aborts and contingencies
also be observed.
No Go Areas No matter how well planned and conducted a passage may be, there may come
Deviation from the planned track may be necessary, e.g. having to alter for
the time when, due to a change in circumstances, the planned passage will have
another ship. However, such deviation from track should be limited, so that the
Coastal and estuaries charts should be examined, and all areas to be abandoned.
ship does not enter areas where it may be at risk or closely approach the
where the ship cannot go, carefully shown by highlighting or
margins of safety.
cross-hatching. Aborts
Under keel clearance: It is important that the reduced under keel clearance has
Margins of Safety When approaching constrained waters, the ship may be in a position beyond
been planned for and clearly shown.
which it will not be possible to do anything other than proceed. This is termed
Before tracks are marked on the chart, the clearing distance from the point of no return, and is the position where the ship enters water so narrow
In tidal areas, adequate under keel clearance may only be attainable during the
any no go area needs to be considered. Among the factors which that there is no room to turn, or where it is not possible to retrace the track, due
period that the tide has achieved a given height. Outside that period, the area
will be taken into account when deciding the size of the margin to a falling tide and insufficient under keel clearance.
must be considered no go. Such a safe period is called the tidal window, and
of safety are:
must be clearly shown, so that the O.O.W. is in no doubt as to whether or not
A position needs to be drawn on the chart showing the last point at which the
The dimensions of the ship it is safe for the ship to proceed.
passage can be aborted. The position of the abort point will vary with the cir-
The accuracy of the navigational systems to be used cumstances prevailing - e.g. water availability, speed, turning circle, etc., but it
Stream and current information is often available on the chart, though more
must be clearly shown, as must a subsequent planned track to safe water.
Tidal streams detailed information is given in ocean passage for the world, routing charts,
and pilot books. Tidal information is available from charts, tide tables, with
The manoeuvring characteristics of the ship The reasons for not proceeding and deciding to abort will vary according to the
further local information being available in pilot books.
circumstances but may include:
The draft and under-keel clearance
In confined waters, when navigating on large scale charts, the margins of Deviation from approach line
Margins of safety will show how far the ship can deviate from track, yet still safety may require the ship to commence altering course, at the wheel over
Machinery failure or malfunction
remain in safe water. position, some distance before the track intersection in order to achieve the
new planned track. These points are to be marked on the chart with information Instrument failure or malfunction
Safe water can be defined as areas where the ship may safely deviate. as to the planned rate of turn and speed that it is calculated for.
Non availability of tugs or berth
Tracks should be drawn on the small scale charts, according to the decisions Parallel indexing Dangerous situation ashore or in harbour
made at the appraisal stage, regarding the route to be taken. Any situation where it is deemed unsafe to proceed
The parallel index is a useful method of monitoring cross track tendency in
Chart changeover points should be quite clearly shown on all charts. both poor and good visibility and is a simple and effective method of continu-
ously monitoring a ship's progress.
Track considerations: The ship at all times must be in safe water, and remain
sufficiently far off a danger, to minimise the possibility of grounding in the ARPA mapping may be used in addition, to but not to the exclusion of, other
event of machinery breakdown or navigational error. systems.
Waypoints

Contingencies Luminous range ETA at destination, particularly where there may be no advantage
gained by early arrival.
Normal range
Having passed the abort position and point of no return, one still needs to be
aware that events may not go as planned and that the ship may have to take Landfall lights Tidal stream information, obtained from the chart or tidal stream atlas, can be
emergency action. Contingency planning will include: included in the planned passage when the time of transit of the relevant area is
Extreme range
known. Ideally, the course to steer should be calculated prior to making the
Alternative routes.
Echo sounder transit, though in fact, strict adherence to the planned track will actually
Safe anchorage. compensate for tidal streams. Current information can also be obtained and
Chart overcrowding
shown on the chart.
Waiting areas.
Planning book
Emergency berth. It must always be borne in mind that safe execution of the passage may only
In addition to the information on the charts, the whole of the passage plan be achieved by modifying the plan, for instance in cases of navigational
Contingency plans will have been made at the planning stage and clearly should be written into a planning book for reference. equipment becoming unreliable, inaccurate or time changes having to be made
shown on the chart. or delayed departure.
Depending upon the length and complexity of the passage, or certain parts of
The following should be clearly stated and included in the passage planning: it, it is good practice for an abbreviated edition of the plan to be copied into a The officer of the watch shall have full knowledge of all safety and naviga-
note book. This allows the person having the Con, other than a pilot, to update tional equipment on board the ship, and shall be aware and take account of the
Various methods of position fixing himself as and when required, without having to leave the conning position to operating limitations of such equipment. The Master is to ensure that all bridge
Primary and secondary position fixing look at the chart. team personnel, including newly joined navigating officers, are familiar with
Radar conspicuous objects, visual and navaids all navigational equipment and they are capable of undertaking the naviga-
Master's approval tional watch. If found necessary, a newly joined officer should be accompanied
Landfall lights by a competent navigating officer.
On completion, the plan must be submitted to the Master for his approval.
Radar targets
Plan change In order to achieve safe execution of the plan, it may be necessary to manage
Buoyage the risks by utilising additional deck or engine personnel. This will include an
All members of the bridge will be aware that even the most thorough plan may awareness of positions at which it will be necessary, such as;
Fix frequency
be subject to change during the passage. It is the responsibility of the person in
Fix regularity charge to ensure that changes are made with the agreement of the Master, and To call the Master to the bridge for routine situations such as approaching the
that all other members of bridge are advised of such change. coast, passing through constrained waters, approaching the pilot station, etc.
Additional information including:
Reporting points Executing the Plan To change from unattended to manned machinery space.
Anchor clearance Organisation To call an extra certificated officer to the bridge.

Pilot boarding area
The plan having been made, discussed and approved, now requires its method To make personnel, in addition to the watch keeper, available for bridge duties
Tug management of execution to be organised. This includes the methods used to carry out the such as manning the wheel, keeping lookout, etc.
Traffic areas plan and the best use of available resources. Final details will have to be
confirmed when the actual timing of the passage can be ascertained. To make personnel, in addition to the watch keeper, available for deck duties
Transits (ranges) such as preparing pilot ladders, clearing and standing by anchors, preparing
The tactics to be used to accomplish the plan can then be agreed berthing equipment, engaging tugs, etc.
Compass error. and should include:
Leading lines
ETA at critical points to take advantage of favourable tidal
Clearing marks streams
Head mark ETA at critical points, where it is preferable to make a daylight
Clearing bearing passage, or with the sun behind the ship.
Range of lights Traffic conditions at focal points.

Geographical range

Before commencing the voyage there is considerable advantage to be gained f) Confirming that the master gyro is fully operational and follow- lines, through a more technical use of radar ranges / bearings, to instant read-
by briefing all concerned. This may take place over a considerable period of ups aligned. The magnetic compass should be checked. out of one of the electronic position fixing systems - e.g. Decca, loran or GPS.
time. As the actual commencement of the voyage approaches, certain specific The result in the previous paragraph, is always the same. However the fix has
personnel will have to be briefed so that work schedules and requirements can g) Check that all instrument illumination lamps are operational. been derived, you finish up with no more than a position. It is how this
be planned. In particular, any variation from the routine running of the ship - information is used that is important.
e.g. doubling of watches, anchor party requirements, etc. must be specifically h) Check all navigation and signal lights.
advised to involved personnel, either by the master or the navigator. Such Visual bearings
briefing will require frequent updating, and at different stages of the voyage i) Switch on any electronic navigational equipment that has been
there will have to be a re-briefing. Briefing will make individuals aware of shut down and ensure that operating mode and position are As stated above, fixing methods vary. Basic fixing consists of more than one
their own part in the overall plan and contribute to their work satisfaction. confirmed. position line obtained from taking bearings using an azimuth ring on a
compass.
Prior to the commencement of the passage, and in certain cases during the j) Switch on and confirm the read outs of echo sounders and logs,
passage, it may be necessary for the Master to ensure that rested personnel are and confirm associated recording equipment is operational with Gyro or magnetic, the bearings are corrected to true, drawn on the chart and
available. This could include such times as leaving port, entering very heavy adequate paper. the position shown. Three position lines are the minimum required to ensure
traffic areas, bad weather conditions or high risk situations such as transiting accuracy.
a narrow strait, etc. This can be achieved, within the limits of the total number k) After ensuring that the scanners are clear, switch on and tune
of persons available, by ensuring that watch keepers of all description are radars and set appropriate ranges and modes. Poor visibility or lack of definable visual objects, may prevent a three-bearing
relieved of their duties well in advance of being required on watch, in order fix being made. In this case radar-driven ranges may be included in the fix, and
that they may be rested prior to taking up their duties. l) Switch on and test control equipment - i.e. Telegraphs, steering under some circumstances make up the whole of the fix.
gear as appropriate. Switch on and test communications
Voyage preparation equipment both internal and external (VHF & MF radios, Nav- In any case, a mixture of visual or radar bearing and radar ranges is acceptable.
tex, Inmarsat and GMDSS system as appropriate). Electronic position fixing may also be used, particularly where there are no
This will normally be the task of a junior officer who will prepare the bridge shore-based objects to be observed and the radar coastline is not distinct.
for sea. Such routine tasks are best achieved by the use of a checklist, but care m) Test the whistle.
has to be taken to ensure that this does not just mean that the checklist is ticked Frequency
without the actual task being done. n) Ensure that clear view screens and wipers are operational and also
that the windows are clean. Fix frequency may have been determined at the planning stage. Even so this
Bridge Preparation may have to be revised, always bearing in mind the minimum frequency is
o) Confirm that all clocks and recording equipment are synchro- such that the ship cannot be allowed to get into danger between fixes.
As and when directed by the Master, the officer responsible should prepare nised.
the bridge by: Regularity
p) After ensuring that there is no relevant new information on the
a) Ensuring that the passage plan and supporting information is telex, fax or Nav-tex, advise the Master that the bridge is ready for Fixing needs not only be accurate and sufficiently frequent, it also needs to be
available and to hand. sea. regular.
b) Charts should be in order in the chart drawer, and the current chart Monitoring the Ship's Progress Estimated Position
available on the chart table.
Monitoring is ensuring that the ship is following the pre-determined passage Regular fixing also allows a fix to be additionally checked. Each time a
c) Checking that chart table equipment is in order and to hand e.g. plan, and is a primary function of the officer of the watch. The OOW may be position has been fixed, it is good practice to estimate the position that the ship
pens, pencils, parallel rules, compasses, dividers, note pads etc. alone, assisted by other ship's personnel, or acting as back up and information should have reached at the next fix.
source to another officer having the Con.
d) Checking that ancillary watch keeping equipment is in order and It is a good practice to observe the echo sounder reading at the same time when
to hand. e.g. binoculars, azimuth rings, aldis lamps etc. Monitoring consists of following a series of functions, analysing the results taking a fix, and writing this reading on the chart beside the fix. If the observed
and taking action based upon such analysis. reading is not the same as indicated on the chart then the OOW should realise
e) Confirming that monitoring and recording equipment e.g. course that something is wrong. It may be that the chart is wrong and that the ship is
recorder, engine movement recorder, is operational and recording Fixing method heading into danger.
paper replaced if necessary.
The first requirement of monitoring is to establish the position of the ship. This
may be done by a variety of methods, ranging from the very basic three bearing

Cross Track Error Look out Leading lines
The transit of two readily identifiable land-based marks on the extension of the
Having fixed the position, the O.O.W. will be aware of whether or not the ship Rule 5 of the international regulations for preventing collisions at sea states required ground track, usually shown on the chart, are used to ensure that the
is following the planned track, and whether or not the ship will be at the next every vessel shall, at all times, maintain a proper look out by sight and hearing, ship is safely on the required track.
way point at the expected time. If the ship is deviating from the planned track, as well as by all available means appropriate, in the prevailing circumstances
he must determine whether or not such deviation will cause the ship to sail in and conditions, so as to make a full appraisal of the situation and of the risk of Natural leading lines
to danger and what action he should take to remedy the situation. Apart from collision. Sometimes the O.O.W. may be able to pick up a navigation mark in line with
deviating from track to avoid an unplanned hazard such as an approaching The keeping of an efficient lookout needs to be interpreted in its fullest sense, an end of land, thus confirming that the vessel is on track.
ship, there is justification not to correct the deviation and get the ship back on with the O.O.W. being aware that lookout includes the following items.
to the planned track. Clearing marks and bearings
A constant and continuous all-round visual lookout enabling a full under- Clearing marks and clearing bearings, whilst not being considered to be a
The O.O.W. must use his judgement as to how much he needs to alter course standing of the current situation and the proximity of dangers, other ships and definitive fix, will indicate to the O.O.W. that his ship is remaining in safe
to return to track, bearing in mind that even when he has returned to the navigation marks. water.
planned track, he will need to leave some of the course correction on, in order
to compensate the cause of earlier deviation. Visual observation will also give an instant update of environmental changes, Light sectors
particularly visibility and wind. The changing colours of sectored lights can also be used to advantage by the
To Observe the International Regulations for Prevention of Collisions at O.O.W. who, being very aware of it, will realise that the ship is sailing into
Sea Visual observation of the compass bearing of an approaching ship will quickly danger.
show whether or not it is changing and whether or not it needs to be considered
Irrespective of the planned passage, no ship can avoid conforming to the a danger.
requirements of the, rule of the road as these rules are quite clear, and are
internationally accepted and understood by all O.O.W. Visual observation of characteristics of lights is the only way of positively
identifying them, and this increases the O.O.W. situational awareness.
Rule 16 States
Every vessel which is directed to keep out of the way of another vessel shall, The lookout will also include the routine monitoring of ship control and alarm
so far as possible, take early and substantial action to keep well clear. systems. e.g. regularly comparing standard and gyro compasses and that the
correct course is being steered.
Despite the requirement to maintain track, rule 8 makes it quite clear that the
give-way ship must keep clear, either by altering course or if this is impossible, Electronic aids should not be overlooked or ignored under any circumstances,
then by reducing speed, or a combination of both these factors. Proper planning but it should be borne in mind that echo sounders, radars, etc., are aids to
will ensure that the ship will never be in a situation where such action cannot navigation, not merely single means of navigation.
be taken.
Also included in the concept of lookout should be the advantageous use of the
In areas of heavy traffic and proximity of dangers, the person having the Con VHF on the appropriate channels, which allows the ship to become aware of
will have to hold a delicate balance of other ship avoidance and planned track situations arising long before it is actually in the affected area.
maintenance. The priority will be to avoid collision, but not at the expense of
grounding. Under keel clearance
Routine observation of the echo sounder should become one of the watch
Non - navigational emergencies procedures.
The planning should have allowed for contingencies, but even the best plan can
not allow for every conceivable situation. Situation awareness and careful Way points
assessment of the situation, coupled with the principles of bridge team Waypoints are good indicators of whether the ship is on time or not. If not, then
management, will help to prevent a bad situation becoming worse. something has occurred or is occurring which has affected the passage and the
O.O.W. will take steps to correct this occurrence.
Time management
In the event that the ship is ahead of or behind the planned ETA at the next way Transits (ranges)
point, the O.O.W. must use his judgement as to whether he adjusts the speed Transits can be used as a wheel-over, also to confirm that the ship is on
or not. In some instances, as for example when it is imperative that the ship's schedule.
ETA is critical to make a tide, then ETAs have to be adhered to.

Checklists - Passage Planning
,
SHIP S NAME VOYAGE No. APPENDICES TO THIS P ASSAGE PLAN
,
DEPARTING FROM ESTIMATED DATE OF DEPARTURE 1. LIST OF CHARTS AND PUBLICATIONS FORMS 6. VESSEL S PARTICULARS, INFORMATION FOR PILOT
DESTINATION ESTIMATED DATE OF ARRIVAL 2 INFORMATION FOR INCLUSION IN THE PLANNING STAGE 7.
DA T A SUPPLIED BY MASTER ,
3. TABLES OF COURSES, DISTANCES AND E.T.A S 8.
ETA REQUIRED: DATE WEATHER ROUTE YES/NO PASSAGE PLAN MONITIRING FORM
4 9.
CHARTER SPEED KNOTS ORDERED STEAMING CONDITION ESTIMATED SPEED KNOTS WEATHER MAP AND /OR INFORMATION
5. 10.
LIMITATIONS
FINAL PLAN APPROVAL
REQUIREMENTS ORIGINATOR NAME SIGN DATE
DA T A SUPPLIED BY THE CHIEF OFFICER

APPROVAL MASTER NAME SIGN DATE
MAXIMUM DRAFT AT DEPARTURE PASSAGE ARRIVAL
TANK CLEANING PROGRAMME: YES / NO N/A > REQUIREMENTS
CARGO HEATING REQUIRED: YES / NO N/A > DETAILS
OTHER
DA T A SUPPLIED BY THE CHIEF ENGINEER
ANY LIMITATIONS ON USE OF MAIN PROPULSION PLANT? YES / NO > DETAILS
ANY STEERING GEAR PROBLEMS? YES / NO > DETAILS
ANY OTHER LIMITATIONS OR REQUIREMENTS? YES / NO > DETAILS
DA T A SUPPLIED BY THE NAVIGA TOR
DEPARTURE PORT Lt = UTC +/- HOURS DESTINATION PORT Lt = UTC +/- HOURS
ANY LIMITATIONS CAUSED BY DEFECTIVE NAVIGATION EQUIPMENT? YES / NO > DETAILS

PRE-DEP ARTURE CHECK LIST
VESSEL: PORT DATE

PREPARATION FOR SEA P ASSAGE - CHECK LIST
1. HAS A PASSAGE PLAN FOR THE INTENDED VOYAGE BEEN MADE ? A. BEFORE SAILING OUT
2. ARE CHARTS FOR INTENDED VOYAGE AND OTHER NAUTICAL PUBLICATIONS PRE-DEPARTURE CHECK LIST IS COMPLETED
CORRECTED UPTODATE AND COURSES LAID OFF ?
COMPLETE CREW ARE ON BOARD
3. ARE THE LATEST NAVIGATION MESSAGES AND WEATHER REPORTS
FOR THE AREA AVAILABLE ? STOWAWAY SEARCH IS CARRIED OUT SATISFACTORILY
4. HAS THE FOLLOWING EQUIPMENT BEEN CHECKED AND FOUND TO BE MOORING GANGS ARE WEARING PROPER SAFETY GEAR
READY FOR USE ?
MOORING WINCHES ARE OPERATING SATISFACTORILY
* ANCHORS INCLUDING CLEARING AWAY
* ANCILLIARY BRIDGE EQUIPMENT (eg binoculars) ANCHORS ARE READY FOR EMERGENCY USE
* BRIDGE MOVEMENT BOOK, WHERE CARRIED
* COURSE AND ENGINE MOVEMENT RECORDER UNMOOING SEQUENCE AND TUGS ARRANGEMENT ARE KNOWN AND UNDERSTOOD BY THE MOORING GANGS
* DECK POWER
* DIRECTION FINDER ALL PORTABLE RADIO SETS ARE IN ORDER
* ECHO SOUNDER
* ELECTRONIC NAVIGATION POSITION FIXING AIDS EMBARK / DISEMBARK PILOT LIST IS ATTENDED
* GYRO COMPASS AND REPEATERS
* MAGNETIC COMPASS AND REPEATERS B. PREPARE FOR SEA PASSAGE
* PILOT EMBARCATION / DISEMBARCATION ARRANGEMENTS
* RADARS AND ASSOCIATED PLOTTING AIDS PILOT / ACCOMMODATION LADDERS ARE REMOVED, STOWED, SECURED AND SUFFICIENTLY LASHED
* SPEED / DISTANCE RECORDER
5. HAS THE FOLLOWING EQUIPMENT BEEN TESTED AND FOUND READY FOR USE ? DERRICKS / CRANES ARE RETURNED TO THEIR CRADLES AND SECURED
* BRIDGE AND ENGINE ROOM TELEGRAPHS, INCLUDING REVOLUTION INDICATORS
* COMMUNICATION FACILITIES - INTERNAL, EXTERNAL AND PORTABLE ALL LOOSE GEAR (INCLUDING DRUMS) ARE PROPERLY SECURED IN STORE ROOMS OR SUFFICIENTLY LASHED TO THE DECK
* NAVIGATION LIGHTS/SHAPES, INCLUDING EMERGENCY NAV. LIGHT AND TO WITHSTAND THE SEVEREST ROLLING
LIGHTS/SHAPES FOR "N.U.C." AND AT ANCHOR
, MANIFOLD DRIP TRAYS ARE COVERED WITH RAIN TARPAULIN
* SHIP S WHISTLE
* SIGNALLING LAMPS
* STEERING GEAR, INCLUDING AUTO PILOT AND EMERGENCY CHANGE OVER DECK OPENINGS ARE BATTENED DOWN
ARRANGEMENTS AND RUDDER INDICATORS
* WNDOW WIPERS / CLEAR - VIEW SCREENS
EXTERIOR WATER-TIGHT DOORS ARE CLOSED AND DOGGED
,
6. HAVE THE SHIP S CLOCKS BEEN SYNCHRONISED TO CORRECT TIME ?
ANCHORS ARE SECURED, LASHED AND SPURLING AND HAWSE PIPE ENTRANCES TO DECK ARE SUITABLY COVERED
7. HAS THE CREW BEEN INFORMED OF THE TIME OF STAND-BY AT STATIONS
FOR LEAVING BERTH ?
OFFICER OF THE WATCH: MASTER:

PRE-ARRIVAL CHECK LIST
VESSEL: PORT DATE

PRE-ARRIVAL DISCHARGING CHECK LIST
1. In preparing the passage plan for arrival in port, have the following factors
been taken into consideration ?
* Available port information
* Advise / recommendations in sailing directions PRE-ARRIVAL CHECK LIST (No. 17) COMPLETED
* Latest weather reports
* Tide and current charts for port / adjacent PRE-ARRIVAL 'COW' CHECK LIST (No.32) COMPLETED
* Calculated / known min/max depth of water in port approaches, channel and berth
* Any restriction on draft, trim, speed I.G. SYSTEM IN GOOD WORKING CONDITION
2. Is it necessary to rearrange cargo / ballast ? ALL CARGO, BALLAST AND STRIPPING PUMPS AND
EDUCTORS IN GOOD WORKING CONDITION
3. Are all relevant charts and nautical publications on board ?
INFORMATION FOR BERTHING , SIZE AND NUMBER OF
4. Have the latest navigational messages for the area been received and understood ? MANIFOLD, SEQUENCE AND RATE OF DISCHARGING
VENTING SYSTEM AND OTHER PORT REQUIREMENTS
5. Has ETA been sent with all relevant information required by local regulations ? ARE RECEIVED
6. Has all navigational equipment, including Steering gear been tested ? EFFICIENT AND SAFE DISCHARGING PLAN PREPARED,
VERIFIED BY MASTER, UNDERSTOOD AND SIGNED BY
7. Has the following equipment been checked ? ALL DECK OFFICERS
* Course and engine movement been recorded
* Synchronisation of clocks UNUSED MANIFOLDS ON BOTH SIDES ARE BLANKED AND
* Signalling equipment, including flags / lights FULLY BOLTED
* Deck lighting
* Mooring winches DRIP TRAYS ON BOTH SIDES ARE EMPTY AND CLEANED
* Mooring lines / wires / heaving lines
* Pressure on fire main ALL WALKIE-TALKIE SETS ARE IN ORDER
* Test of main engine - ahead and astern
* Test of stand-by equipment CARGO MEASURING EQUIPMENTS ARE CALIBRATED AND
READY TO USE (UTI, SOUNDING TAPES, O2 ANALYSER, ETC)
8. Has manual steering been engaged in sufficient time for the helmsman to
become accustomed before manoeuvring commences ? ANTI OIL SPILL EQUIPMENT IS READILY AVAILABLE
9. Has the crew been advised of the time of "stand-by" for manoeuvring ? FIRE FIGHTING EQUIPMENT IS READILY AVAILABLE
10. Have VHF channels for various services (eg. VTS, pilots, tugs, berthing HOSE HANDLING CRANE AND OTHER LIFTING APPLIANCES
instructions) been noted and a radio check carried out ? ARE IN GOOD WORKING CONDITION
11. Is the following berthing information available ? DECK SCUPPERS PLUGGED

* Wether anchoring / berthing alongside
* Which side jetty P/V BREAKER LIQUID LEVEL CHECKED
* Wether ship accommodation ladder / gangway or shore gangway
* Size / number of shore connections
* Mooring boats / lines
Officer of the Watch: Master:

9.2 Operational Procedures Calling the Master to the bridge will not transfer the Con. from the watch
officer to the Master. Until such time as the Master actually declares that he has
9.2.1 Bridge Teamwork the Con., the O.O.W. must still carry out his duties as he was prior to the
Masters arrival.
When the officer of the watch is acting as the sole look out and, if for any
reason, he is unable to give his undivided attention to look out duties, he must Once the master has taken the Con. and the event logged, then the watch
not hesitate to summon assistance to the bridge. Such assistance must be officer moves into a supportive role, but is still responsible for the actions of
immediately available. his watch members.
Under certain conditions the officer of the watch may be the only person
It is now necessary to define the role of the individual team members. Quite
actively engaged in the navigation of the ship. The steering may be in
obviously this will, to a large extent, depend upon the individuals involved and
automatic and the lookout engaged in duties around the bridge area. There is
the practice of the ship. Unless each individual role is understood by all
no apparent call for team work and the O.O.W. will be personally responsible
involved, there will be overlapping or a possible ignoring of certain functions.
for all aspects of safe navigation. Nevertheless, he will be required to work
Team work will depend upon the following role suggestions being carried out.
within a frame work of standing and specific orders, so that the Master will be
confident that the watch is being kept to his, and the company's standards.
The Master controls movement of the vessel in accordance with the rule of the
The single watch keeper status may change at short notice. If the O.O.W. road and recommended traffic schemes He regulates the course and speed and
becomes engaged in duties which required him to forgo his obligations as supervises the safe navigation of the vessel, together with co-ordinating and
lookout, then he will have to call his watch standby to take that role. Here we supervising the overall watch organisation.
have the first basics of team work. It is the responsibility of the O.O.W. to
ensure that the seaman assigned watch keeping duties is aware of the The watch officer continues to navigate the ship, reporting relevant
following: information to the Master and ensures that such information is acknowledged.
He will fix the vessel and advise the Con. of the position and other information.
Has been properly instructed in lookout duties as to what is expected He will monitor the execution of helm and engine orders, co-ordinate all
of him internal and external communications, record all required entries in log books
and perform other duties as required by the Master. The lookout and helmsman
Knows how to report observations
will still be carrying out their duties, as above.
Is adequately clothed and protected from the weather
Under certain circumstances, the Master may consider it necessary to have the
Is relieved as frequently as is necessary
support of two navigating officers - one as O.O.W, the other as back up. The
The watch keeping officer may require a man on the wheel in addition to the Master's responsibilities will be as above, but the responsibilities of the two
lookout. It is the responsibility of the O.O.W. to see that the vessel is safely and officers will require careful definition. It is obvious that a scenario requiring
efficiently steered. Now the situation requires a fair amount of organisation two watch officers supporting the Master will indicate that the ship is in a very
and co-operation. The watch officer still has the responsibility for the watch, high risk situation. Probable factors will be:
but has to use and rely upon the assistance of two other people. It is his respon- Narrow margins of safety requiring very careful track maintenance
sibility to ensure that they are aware of their duties, and carry them out in a
manner which will enhance the standard of the watch. Although neither Reduced under keel clearance
person, in this case, should find the duties difficult, the watch officer still needs Heavy traffic
to ensure that orders are correctly followed- e.g. helm orders are complied with
as required, not as the helmsman thinks fit. Poor visibility; or any combination of similar factors
Under certain circumstances the O.O.W. may find it is necessary to call the The O.O.W. will still carry out his duties as defined above and be generally
Master to the bridge. This may be because: responsible for the normal running of the watch. The additional officer's role
The pre-planning requires the presence of the Master on the bridge. will provide the Master with radar - based traffic information and to give
general back up to the O.O.W. on the chart.
The Master's standing or night orders have required him to be called
under the developing circumstances. This will include; providing the chart with navigational information as
The O.O.W. has realised that the situation needs the experience and required, confirming important navigational decisions and coping with both
expertise of the Master. internal and external communications.
Issue: 1 9.2 Operational Procedures Page 1

Bridge Teamwork
Bridge Teamwork
Approaching Port At Sea

Pilotage Confined Waters Routine Situations
Low Visibility
Officer of the Watch
Master Provides the historical navigational data.
Cons vessel giving both helm and Maintains his own radar maps and indexing.
engine orders. Uses his radar maps
and indexing to cross check the Advises the master of the position of the
navigational information vessel relative to the agreed track,
Pilot provided by the OOW. Officer of the Watch
speed and course made good.
Officer of the Watch
Cons vessel along track Advises OOW of his intentions Progresses the routine
Endeavours to resolve any difference between
agreed with the master. Responsible for navigation. in good time, so that the safe progress navigation and control
the information on the two radars and chart.
Liaises with pilot advising of the passage plan can be verified, of traffic in accordance
Liaises with OOW on him of the ship's position or any amendments be properly checked. with the master's orders
Monitors the traffic and advises of any
navigation / traffic. relative to the agreed track. 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 O.O.W.
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.

9.2.2 Taking Over the Watch
The officer in charge of the watch shall:
Keep his watch on the bridge, which he shall in no circumstance leave until
properly relieved.
Continue to be responsible for the safe navigation of the ship, despite the
presence of the Master on the bridge, until the Master informs him specifical-
ly that he has assumed that responsibility and this is mutually understood.
Notify the Master when in any doubt as to what action to take in the interest
of safety. Checklist - Taking over the Watch
Not hand over the watch to the relieving officer if he has reason to believe that TAKING OVER THE WATCH
the latter is obviously not capable of carrying out his duties effectively, in
which case he shall notify the Master accordingly. STANDING ORDERS READ AND SIGNED
SUPPLEMENTARY MASTERS INSTRUCTIONS READ AND SIGNED

On taking over the watch, the relieving officer shall satisfy himself as to the
ship's estimated or true position and confirm its intended track course and NAVIGATIONAL WARNINGS READ
speed. He shall also note any dangers to navigation expected to be encountered RELIEVING OFFICERS OF THE WATCH TO ACQUAINT THEMSELVES WITH THE FOLLOWING INFORMATION
during his watch.
POSITION, COURSE, SPEED AND DRAFT OF THE SHIP
Standing orders and supplementary Master's instructions should be read and COURSE PLOTTED ON THE CHART
signed.
PREVAILING, PREDICTED TIDES, CURRENTS, WEATHER AND VISIBILITY
The relieving officer should be acquainted with the following information: OPERATIONAL CONDITION OF ALL NAVIGATION AND SAFETY EQUIPMENT ON THE BRIDGE
Courses plotted on the chart GYRO / MAGNETIC COMPASS ERROR

Prevailing and predicted tides, currents and visibility MOVEMENT OF VESSEL IN THE VICINITY AND EFFECT ON OWN VESSEL
Operational condition of all navigation and safety equipment on the IDENTIFICATION OF SHORE LIGHTS, BUOYS ETC.
bridge
CONDITIONS / HAZARDS LIKELY TO BE ENCOUNTERED ON WATCH
Gyro / magnetic compass error
Movement of vessels in vicinity and the effect on own vessel POSSIBLE EFFECT OF ANY HEEL, TRIM, SQUAT ETC. ON UNDER KEEL CLEARANCE
Identification of shore lights, buoys etc.

Conditions and hazards likely to be encountered on watch
Possible effect of any heel, trim, squat etc on under keel clearance
Execution and monitoring of the passage plan

9.2.3 Pilot Procedures Master / Pilot information exchange Responsibility
Navigation As stated above, the Master may not be aware of the area, or the pilot aware of Despite the presence of the pilot, the Master is still responsible for the safety
the peculiarities of the ship. These problems can be minimised by establishing of the ship. The pilot is the local expert and will obviously conduct the ship to
The ship's Master is charged with the responsibility for the safety of the ship. a routine Master / Pilot exchange. the best of his ability, advising the Master as necessary and usually conducting
Pilots are engaged to assist with navigation in confined waters and to facilitate the passage. This applies whether the pilotage is voluntary i.e. the Master has
port approach, berthing and departure. When the pilot enters the bridge it is good practice for the Master to make time requested assistance or compulsory i.e. the ship is required to take a local pilot
for a brief discussion with the pilot. The Master may need to delegate the within defined areas.
The Master has the ultimate responsibility and has the right to take over from control to the O.O.W. or other officer as appropriate, in order to discuss the
the pilot in the rare event of the pilot's inexperience or misjudgment. intended passage with the pilot. These will include such items as the pilots Normally the Master will remain on the bridge during the pilotage. This
planned route, his anticipated speeds and ETA's, both en route and at the obviously will depend on the circumstances. In the event of long pilotage it
In practice, the Master may find himself in a position where he is not happy destination, what assistance he expects from the shore, such as tugs and VTS would not be practicable for the Master to remain throughout. In such cases he
about the way the passage is being conducted by the pilot, yet is in no position information and what contingencies he may have in mind for his part. must delegate his authority to a responsible officer, probably the O.O.W,
to even query the pilot's action as he, the Master, has no idea as to what should exactly as he would do at sea.
The Master needs to advise the pilot of handling characteristics of his ship, in
be happening. particular any unusual features and relevant information such as anchor Monitoring
condition, engine type and control and personnel availability. Much of this
Ideally, the Master and his bridge team should be aware of the pilot's intentions information can be readily available on a Master / Pilot exchange form. The ship's progress needs to be monitored when the pilot has the Con exactly
and be in a position to query his actions at any stage of the passage. This can as it has to be under any other conditions. Such monitoring needs to be carried
only be brought about by: When these broad outlines have been established, the pilot will need to be out by O.O.W, and deviations from the planned track or speed observed and
acquainted with the bridge and agree how his instructions are to be executed, the Master made aware exactly as if he had the Con From such information the
The bridge team, being aware of the difficulties and constraints of the
such as, does he want to handle the controls, or would he rather leave that to Master will be in a position to question pilotage decisions with confidence.
pilotage area.
one of ship's staff. He will need to know where the VHF is situated, how to
change channels and which radar is available for his use. In particular he needs Embark / Disembark Pilot Procedures.
The pilot, being aware of the characteristics and peculiarities of the
ship. to be advised of the present mode of the radar. a) Arrange a time and place of embarkation position.
The pilot being made familiar with the equipment at his disposal and The pilot is now better placed to take the Con. The above will obviously b) Give the engine room notice.
aware of the degree of support that he can expect from the ship's depend upon many factors such as:
personnel. c) Decide on the lee side and advise pilot.
The position of the pilot boarding area. Often this is such that there will be little
Planning time between the pilot actually entering the bridge and taking the Con. d) The pilot ladder and, if required, a combination ladder should be
suitably rigged on the embarking side.
A well-planned passage will not stop at the pilot boarding area. The speed of the ship at the pilot boarding area. This could also limit time
availability. e) A lifebuoy and heaving line are prepared at the embarking
The planning will continue from sea to berth, or vice versa, the boarding of the position.
pilot being part of the plan. Environmental conditions such as poor visibility, strong winds, rough seas,
strong tides or heavy traffic may inhibit the exchange. f) An officer and assistant is assigned to ensure that the pilot is
The navigator will still have planned the areas where the pilot actually has safely embarked or disembarked.
Con. This enables the master and OOW to compare the progress of the ship If the exchange has not been carried out for any reason, greater care will need
with the planned track and also enables them to be aware of the constraints and to be exercised by the bridge team. This situation should be avoided if possible. g) The embarking area is clear of oil or grease and unnecessary
other details of the passage. Abort and contingency planning will assist, should objects.
the ship experience navigational or other problems.
h) Provide adequate lighting if after dark.
i) A suitable communication link should be set up between the

Bridge, Deck Pilot and tested.
j) If not at anchor, the engines should remain on standby and a

helmsman at the wheel.
k) Pilot embarkation and disembarkation times should be accurately

recorded.

Checklist - Pilot Procedures
PILOT PROCEDURES - CHECK LIST
PILOT EMBARKING / DISEMBARKING TIME AND PLACE KNOWN
BRIDGE AND ENGINE ROOM ARE ADVISED AND NOTICE GIVEN
EMBARKING / DISEMBARKING SIDE (LEE SIDE) DECIDED AND PILOT ADVISED
PILOT LADDER AND IF REQUIRED COMBINATION LADDER SAFELY RIGGED ON EMBARKING /DISEMBARKING SIDE
PROPER LIFE BUOY AND HEAVING LINE READILY AVAILABLE AT THE EMBARKING / DISEMBARKING AREA
AN OFFICER AND ASSISTANT(S) ARE ASSIGNED TO ENSURE THE PILOT IS SAFELY EMBARKED / DISEMBARKED
EMBARKING / DISEMBARKING IS CLEAR OF ANY OIL, GREASE AND UNNECESSARY OBJECTS
IF AT NIGHT, ADEQUATE LIGHTING AVAILABLE
COMMUNICATION LINK BETWEEN DECK / BRIDGE / PILOT BOAT IS SET UP AND WORKING
IF NOT AT ANCHOR, ENGINES REMAIN ON MANOEUVRING STATUS AND A MAN IS KEPT ON THE WHEEL AT ALL TIMES
PILOT SAFE EMBARKING / DISEMBARKING TIMES ARE ACCURATELY RECORDED

9.2.4 Emergency Procedures f) Inform the gyro maintenance crew member. Failure of Steering
Introduction g) Check the following equipment coupled to the gyro: a) Engage alternate steering mode.
The following sections contain the main steps in following emergency Auto pilot
procedures. For a detailed reference to a specific procedure, please refer to the b) Request the engine room to engage emergency steering in case of
Radars total failure of steering from bridge.
Safety and Quality Contingency Manual.
Direction finder
Collision c) Inform the Master / Chief Engineer.
Course recorder
a) Sound emergency alarm / inform Master. Repeaters d) Place engines on standby. Stop engines if in confined waters.
b) Stop engines and consider dropping anchor. Turn indicator e) Prepare anchor if in shallow waters.
Satnav
c) Close watertight doors and fire doors. f) Display not under command shape / light.
Satcom
d) Switch on deck lighting if required. g) Activate sound signal if in restricted visibility.
Failure of Main Engine
e) Check for casualties, render assistance to the other vessel if a) Inform the Master / Chief Engineer. h) Consider broadcasting a warning to ships in vicinity.
required.
b) Use rudder to direct vessel away from danger. Fire
f) Establish vessels position and inform communication centre.
c) Prepare anchor if in shallow waters. a) Sound fire alarm and muster crew.
g) Sound all tanks and establish extent of damage.
d) Exhibit not under command lights / shapes. b) If cargo operations are taking place, activate emergency shutdown
h) Invoke Oil Spill Contingency Plan if necessary. system in agreement with terminal duty personnel.
e) Activate sound signals if in restricted visibility.
i) Evaluate ship stability. c) Ascertain seat of the fire. Direct emergency response team to
f) Broadcast warning to ships in the vicinity. tackle the fire.
j) Inform proper authorities / owners etc.
Failure Of Power Supply d) Stop all ventilation.
Failure of Bridge Main Engine Control
a) Inform the Master / Chief Engineer. e) Close all cargo valves, watertight doors and fire doors.
a) Inform the duty engineer.
b) Check gyro compass is in order. f) Switch on deck lighting if required.
b) Inform the Master / Chief Engineer.
c) Check GPS is in order. g) Establish vessels position and update the communication centre.
c) Change over to engine room control.
d) Check auto-pilot and change over to manual steering if required. h) Consider using fixed extinguishing systems to prevent the spread
d) Establish emergency communications via telephone / portable
radios. of fire.
e) Check steering gear is in order.
Failure of Gyro Compass i) Prepare to disconnect cargo hoses if required.
f) If steering gear and/or main engine not in order, consult relevant
a) Change to manual steering using magnetic compass. Emergency Procedures. j) Prepare to vacate berth if required.
b) Inform the Master. g) Check navigation lights are lit. k) Consider disembarking non-essential personnel.
c) Check if the other gyros are working. h) Check VHF is in order.
d) Switch gyro repeaters to be driven from operating gyros. i) Consider broadcasting warning to ships in vicinity.
e) Establish vessels position.

Fire in Engine Room Pump Room Fire g) Display shapes / lights.
a) Sound fire alarm and muster crew. a) Sound fire alarm and muster crew. h) Invoke Oil Spill Contingency Plan if necessary.
b) Activate emergency shutdown system in agreement with terminal b) Stop all pumping operations. i) Sound for depth over the side.
duty personnel (if applicable).
c) Close all pump room valves. j) Broadcast warning to other vessels in vicinity.
c) Direct emergency response team to tackle fire.
d) Evacuate pump room of all personnel. Oil Spill
d) Consider using fixed extinguishing systems depending on extent a) Sound emergency alarm and inform Master.
of fire. e) Stop all ventilation fans.
f) Close all fire flaps. b) In case of loading / discharging / bunkering operation, activate
e) Conduct crew check before use of total flooding system. relevant emergency shutdown procedure.
f) Establish vessels position and update communication centre. g) Count all personnel and close pump room entrances.
c) In case of collision, stranding or fire refer to relevant procedure.
g) Prepare to disconnect cargo hoses if required. h) Release fixed fire extinguishing system.
d) Activate Oil Spill Response Plan.
h) Prepare to vacate berth if required. i) Maintain inert gas pressure in all cargo tanks.
e) Inform terminal and / or port authorities.
i) Consider disembarking non-essential personnel. j) Man foam monitors and keep ready for use.
f) Assess quantity of oil spilt into water.
Flooding
j) If the CO2 is planned to be used, follow the following procedure. g) Assess movement of slick and potential danger to marine
a) Sound emergency alarm / inform Master. resources, beaches and other facilities on shoreline.
Battening Down of Engine Room
b) Close all watertight and fire doors. Man Overboard
a) Stop main engines and shut down boilers.
c) Check for casualties. a) Place helm hard over to the side man the fell over.
b) Sound evacuation alarm.
d) Switch on deck lighting if required. b) Release the M.O.B. signal buoy on bridge wings.
c) Stop all ventilation fans.
e) Sound all tanks and establish extent of damage. c) Note the position of lifebuoy.
d) Start emergency generator and put on load.
f) Establish vessels position and inform communication centre. d) Sound alarm and inform Master.
e) Trip quick closing valves and engine room auxiliary machinery
g) Evaluate ship's stability. e) Post lookout and keep man in sight.
from the fire control centre.
Grounding / Stranding f) Inform duty engineer and put engines on standby.
f) Count all personnel and ensure none are in engine room.
a) Stop engines. Sound emergency alarm and inform Master. g) Execute manoeuvre as shown in the Williamsons Turn displayed
g) Close all fire flaps and funnel doors.
in the wheelhouse.
b) Close all watertight and fire doors.
h) Close all doors to inert gas plant and engine room.
h) Assemble the rescue boat crew.
c) Switch on deck lighting if required.
i) Start emergency fire pump and pressurise fire main.
i) Establish vessels position and relative position of the man.
d) Establish position of vessel and inform the communication centre.
j) Operate CO2 system.
j) Broadcast warning to ships in the vicinity.
e) Sound all tanks and establish extent of damage.
f) Activate sound signals if in restricted visibility.

Search and Rescue Piracy - when passing or approaching pirate waters e) Consider possibilities of handling ship out from quay and prepare
for cutting of moorings.
a) Acknowledge distress message. a) Proceed at full power.
f) Start preparations for casualty control should the ship be damaged
b) Inform Master. b) Keep radar and visual lookout including aft. due to hostilities.
c) Take DF bearing of the distress message. c) Illuminate outside of ship. g) Consider best possible place of refuge with retreat possibilities for
complement in case the vessel becomes in the line of fire.
d) Re-transmit the distress message if required to do so under the d) Have search lights, signalling equipment, rockets, flares
GMDSS procedure. immediately available. h) If staying on-board is dangerous, consider evacuation of
complement to safest place of refuge ashore.
e) Establish position of the vessel in distress. e) Continuously run fire pumps and direct two jets of water from the
poop on each quarter. i) If evacuation is possible, make ready and prepare all actions
f) Maintain listening watch on distress frequencies (500 kHz / 2182 necessary before abandonment.
kHz / VHF Ch 70 and 16). f) Keep all pass keys separate from other keys and conceal in a safe
place when not in use. j) After abandonment activate radio beacon.
g) Refer to search and rescue procedures in IMO Publication Search
and Rescue Manual. g) Close all openings and entrances on deck. Death On-board
h) Establish communication with surface units and SAR Aircraft on h) Agree on an alarm signal to be given if boarding is discovered. a) If death is suspected to be caused by a criminal offense, follow
2182 kHz and/or VHF Ch. 16 or selected frequencies as per guidelines in the contingency manual.
GMDSS Regulations. Piracy - when boarding is discovered
b) If death occurs while vessel is in port, a death certificate must be
i) Look for survival craft transponder signal on radar. a) Sound the general alarm. issued by a doctor.
Abandonment / Evacuation b) Turn on all lights, use floodlights and signal lamps to show the c) Summon doctor in first port of call and request death certificate
pirates that they are discovered. on the basis logbook entries, if death occurs at sea.
a) Send distress signal by DSC Distress Alert.
b) Prepare abandonment (select survival craft/embark stretcher c) Make VHF / radio contact with shore stations and ships in vicinity d) Consult company and family before considering burial at sea.
cases). and ask for help.
e) Unless burial at sea authorised, dead body should be kept in a
c) Search for missing persons. d) If practical, barricade bridge, engine room and crew in secured refrigerated space until arrival in port.
area.
d) Alert vessels in vicinity. f) Notify the next of kin via the company.
e) Avoid direct confrontation with the pirates.
e) Collect / distribute radio equip / survival suits /medical equip / g) In case of death of a seaman, the Master is to submit a report
seasickness medication. Local War stating full circumstances leading to the death.
f) Notify company.
a) Investigate in consultation with agents, the possibilities of leaving h) If the vessel is in Danish waters, company shall make arrange-
g) Manoeuvre ship to facilitate abandonment. harbour by own means if situation gets worse. ments for repatriation of the body / coffin.
h) After abandonment activate radio beacon. b) Find out if mines or other obstacles placed in fairway and possibilities of i) If vessel is in a foreign port, the Master with agents assistance will
shifting vessel to a less exposed area. arrange repatriation of the body / coffin by air.
i) If wreck is afloat - mark wreck and keep close to wreck.
c) Inquire if other ships in harbour intend to break out and how they j) Prepare witnessed record of personal effects, valuables and papers
j) If wreck is sinking - keep clear and keep position on ship's route. estimate chances of success. and return as per companys instructions.
d) Terminate all cargo handling, inform complement and make ship

ready for sea.

Call / Stay in area of conflict Diving Operations
a) If it suspected that the ship may come under fire, the complement a) Check that divers hold appropriate certificates.
should be kept indoors as far as practical.
b) Hoist appropriate signal (flag A).
b) Life saving equipment, lifeboats and rafts should be inspected and
made ready. c) Warn ships in the vicinity.
c) Medicine chest, hospital, first aid box and stretcher should be d) If in port, port authorities informed.
inspected an kept ready for use.
e) Impressed current cathodic protection switched off.
d) Inform the complement about the hazards and actions intended to
be taken, in detail. f) Suction valves on the side or vicinity of diving are shut.
e) Reinforce wheel-house and bridge with sandbags etc. g) Turning gear is engaged.
f) Lift and secure gangway. Close mooring pipe, rig hawsers and run h) Duty engineer warned of inadvertent discharge (boiler blow-
water on deck. down).
g) Keep the company informed of the developments. i) Communicating signals understood by divers and stand-by team.
Towing / assistance from other vessels
j) Adequate persons on standby.
a) If in distress, call mayday, contact coastal radio station, contact
nearest rescue centre. k) Stand-by team to maintain contact with bridge.
b) Inform ship's particulars, situation and immediate specific l) Diving boat is to observe safety and fire precautions at all times.
requirements.
m) Diving operation is to be monitored continuously by standby
c) If salvage vessels are underway to the ship, establish contact with team.
salvage vessels.
d) Prepare to receive salvage assistance.
e) Inform company about the casualty and situation.
f) If vessel is not in imminent danger, let the company process

necessary salvage contracts.
g) If vessel / complement is in imminent danger, sign the Lloyd's

open form (LOF 1990) for salvage contract.
h) LOF 1990 should be used even if an agreement of fixed price for

towing has been made.
i) Ensure that all instructions of the salvage master are followed.
j) Log all developments and instructions given by and all actions

taken by salvage, work done by complement and equipment from
the ship used by salvagers.

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

alpha numeric 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 hecto-pascal at mean sea level.
7wwW1W2 Present weather, past weather.
222Dsvs True course and speed of the ship over the last
three hours.
6IsEsEsRs Thickness and rate of ice creation.
ciSibiDizi Various ice reports.

9.3 Helicopter Procedures Disembarking - Guidance To Passengers Embarking - Guidance To Passengers
9.3.1 Helicopter Landing a) Remain seated until ordered to leave by the helicopter attendant This will only be carried out in an emergency, providing the helicopter is twin
or winchman. engined .
Approval for helicopter operations is subject to a suitable landing area being
available. Other areas may only be used in an emergency and with the
b) On leaving lower your head and walk briskly away from the a) Personnel embarked should be dressed in tight fitting clothes,
agreement of the helicopter pilot.
helicopter. wearing a safety helmet with the chin strap fastened.
The landing or handling zone is to be carefully prepared ready for the operation
c) Keep well clear of the tail rotor. b) Place yourself vertically under the helicopter winch, fit the lifting
and marked in accordance with Company and International Requirements
strop around your body ensuring that it is well under the armpits.
(refer to ICS Guide to Helicopter / Ship Operations.)
9.3.2 Helicopter Winching
c) Pull the toggle on the lifting strop as close to the chest as possible.
The ship must be on a steady course, with a relative wind blowing across the
deck of at least ten knots from a direction between right ahead and abeam the Only the hook handler may touch the winch line hook, as he is protected from
the static by the rubber gloves and rubber soled shoes that he is wearing . d) Grip the lifting strop at face level with both hands and keep the
side opposite to the landing or hovering area. The helicopter pilot's wishes in
Where possible the helicopter will dip the hook before hovering to release any elbows firmly against the body.
this respect are to be complied with.
static, but this cannot always be carried out. Do not under any circumstances
tie the winch line to the ship. e) Give the thumbs up signal when you are ready.
The pitch and role must not exceed six degrees and the ships course is to be
adjusted to give the minimum motion whilst complying with the relative wind
Preparations are basically the same as for landing on and the Helicopter f) At the helicopter doorway, the winchman will turn you to face
requirements.
Procedure checklist must be completed. outboard and will assist you into the helicopter. Do not try to help
him, he has a set routine to follow.
The relative wind direction can be indicated visually by flying a windsock,
illuminated at night. Additionally flags and or pennants are suitable during The hook handler on deck and the winchman in the helicopter play the most
important part in these operations. When passengers are ascending, the hook g) Do not remove the strop until instructed to do so.
daylight.
handler should ensure that the strop is being worn correctly and should steady
them as they are lifted off the deck. h) Sit where the winchman directs you, fasten your seat belt and
(Note ! LAND ON operations are the preferred type where the landing area
study the in flight safety regulation.
complies with International requirements.)
When winching nets of stores or freight, the hook handler should steady each
load as it lands on the deck and then disengage it from the hook. Members of Disembarking - Guidance To Passengers
Prior to the operation being carried out, the Helicopter Procedure checklist
must be completed. the deck party do not need to assist in this. The hook handler should ensure that
freight being returned to the helicopter is properly stowed and that the load is a) Do not leave your seat until instructed to do so.
properly hooked on and the safety hook shut. Only the hook handler should
unhook or hook on loads. A thumbs up sign indicates that the hook has been b) The winchman will check that the strop is correctly fitted.
Embarking - Guidance To Passengers
secured or released from the load, and the hook should be hand held until it is
hoisted clear of the deck. If more than one load has been delivered the empty c) Sit in the doorway when the winchman orders you to do so and
a) Enter the operations area only when ordered to do so by the
winch nets should be placed inside one net to make up the final hoist from the give the thumbs up signal when ready.
O.O.D.
ship.
d) When you reach the deck, let the strop fall to your feet and step
b) Lower your head and walk at right angles to the longitudinal axis
clear of it.
of the helicopter.
e) Leave the operating area briskly, keeping your head down.
c) Keep well clear of the tail rotor.
d) Once on-board, sit 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 flight instructions, observe NO

SMOKING.
Issue: 1 9.3 Helicopter Procedures Page 1

Checklist - Helicopter Procedures
ALL LOOSE OBJECTS IN VICINITY OF OPERATING AREA ARE BEFORE TOUCHING HOIST WIRE, STATIC ELECTRICITY IS
SECURED OR REMOVED DISCHARGED BY HELICOPTER LOWERING THE CABLE INTO
THE SEA BEFORE OPERATION OR TOUCHING THE DECK
ALL AERIALS IN VICINITY OF OPERATING AREA ARE
LOWERED OR SECURED MAN IN CHARGE OF HOOK HANDLING IS EQUIPPED WITH
HELMET, STRONG RUBBER GLOVES AND RUBBER SOLED
A PENNANT OR WINDSOCK IS HOISTED WHERE IT CAN SHOES TO AVOID THE DANGER OF STATIC DISCHARGE
BEST BE SEEN BY THE HELICOPTER PILOT
ACCESS TO AND EGRESS FROM OPERATING AREA IS CLEAR
OFFICER OF THE WATCH IS CONSULTED ABOUT THE
,
SHIP S READINESS DECK PARTY IS AWARE THAT A LANDING IS TO BE MADE
COMMUNICATION LINK BETWEEN DECK/BRIDGE/ OPERATING AREA IS FREE OF HEAVY SPRAY/SEAS ON DECK
HELICOPTER PILOT IS SET UP AND WORKING
SIDE RAILS, AWNING, STANCHIONS AND OTHER
FIRE PUMPS ARE RUNNING AND THERE IS ADEQUATE OBSTRUCTIONS ARE LOWERED OR REMOVED
PRESSURE ON DECK
WHERE APPLICABLE, PORTABLE PIPES ARE REMOVED AND
FIRE HOSES ARE READY NEAR TO THE REMAINING APEX ARE BLANKED OFF
OPERATING AREA
ROPE MESSENGERS ARE READILY AVAILABLE FOR SECURING
FOAM HOSES, MONITORS AND PORTABLE FOAM THE HELICOPTER ONLY IF AND WHEN THE HELICOPTER
EQUIPMENT ARE READILY AVAILABLE PILOT MAY DECIDE TO SECURE THE HELICOPTER
DRY POWDER EXTINGUISHERS ARE READILY AVAILABLE ALL PERSONNEL ARE WARNED TO KEEP CLEAR OF THE
HELICOPTER ROTORS AND EXHAUSTS
DECK PARTY IS COMPLETE, CORRECTLY DRESSED AND
IN POSITION IF THERE IS NO INERT GAS, PRESSURE IN TANKS IS REDUCED
TO SLIGHT POSITIVE PRESSURE
FIRE HOSES AND FOAM NOZZLES POINTING AWAY FROM THE
OPERATING AREA IN CASE OF INADVERTENT DISCHARGE ALL TANKS OPENINGS ARE SECURED FOLLOWING VENTING
OPERATIONS
A RESCUE PARTY IS READY FOR LOWERING
THE RESCUE BOAT IS READY FOR LOWERING
LARGE AXE IS READILY AVAILABLE
CROW BAR IS READILY AVAILABLE
WIRE CUTTERS ARE READILY AVAILABLE
RED EMERGENCY SIGNAL/TORCH IS READILY AVAILABLE
MARSHALING BATONS (AT NIGHT) ARE READILY AVAILABLE
FIRST AID EQUIPMENT ARE READILY AVAILABLE
IF DARK, ADEQUATE LIGHTING AVAILABLE

Helicopter Operations
HELICOPTER OPERATIONS
PREPARATIONS COMMUNICATIONS
Hoist windsock.
Check helicopter landing
area and surrounding
decks are clear of loose
objects.
Prepare rescue boat.
ROUTINE EMERGENCY
Fixed foam system ready
to activate.
Rig two fire hoses - must
not be pointed at the Arrange helicopter
helicopter. rendezvous via agent.
Portable foam, fire axe, Discuss and agree
crow bar, wire cutters, requirements for
red emergency torch all operation. Give Lat. MRCC
ready close to winching Long. speed / course. Investigate with the
area. MRCC, the nearest
Four men in proximity available rescue
suits standing by, two to helicopter
act as foam equipment and discuss how
operators. Change to working and who to contact.
Hook handlers to have channel, either VHF or
thick rubber gloves, airband radio.
rubber soled shoes and Advise pilot of relative
,
helmets with chin straps. wind/speed, ship s
course and speed,
pitch and roll. HELICOPTER
Confirm winching or
Parties to advise Bridge landing and details Helicopter calls on VHF
,
when standing by. of ship s helicopter channel 16 and agrees
Officer in charge of deck area. Confirm ETA. channel for working on.
to complete check list Agree with pilot the
and advise bridge of heading for the
readiness. operation.
Engine room on standby If CASEVAC agree
fire pump running. with pilot whether or
not winchman will be
lowered to ship to help
patient during winching
process and into
aircraft.
CASEVAC
Place passport, crew list, Operation of
discharge book, payoff landing on
slips, MPO in bag and put or
with stretcher. winching carried out.

9.4 Garbage Management Plan
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, rags, 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
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 Workshop 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

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 9.5 Shipboard Management Plan
Marpol Annex V regarding At Sea garbage disposal regulations - guide lines The shipboard management plan exists to ensure vessel is managed safely and
to be followed as below: efficiently.
All garbage to be separated into the following items:
Meetings are held at regular intervals to ensure all personnel are aware of the
a) Plastic and mixtures of plastic. objectives of the system.
b) Waste containing oily residues. Weekly meetings are held to discuss the vessels forthcoming operations
schedule, as well as mechanical or fabric maintenance due to completed.
c) All other waste (such as glass, wood, metal, cardboard, paper.)
A safety meeting is held each month, with a minimum of one meeting every 3
d) Food waste. months.
Disposal of a) and b) The object is to discuss safety at sea, prevention of human injury or loss of life
and avoidance of damage to the marine environment and property.
They shall be collected in the garbage locker which is situated on the starboard
side of A deck. Here, whenever possible, it shall be compacted into plastic
bags for disposal ashore.
Disposal of c)
These can be disposed of at sea if at least 25nm off shore, but only after
consulting the Chief Officer.
Disposal of d)
If the vessel is within 3nm off a shoreline, they shall be disposed of to the
holding tank through the galley food waste grinder.
If the vessel is more than 3nm off a shoreline, they can be disposed of directly
into the sea through the galley food waste grinder.
Responsibilities:
The Master: - Designated person.
The Chief Officer: - Garbage Manager
The Dayman: - In charge of compacting garbage/waste placed in the

garbage locker and for collecting from deck areas and placing it in the
garbage locker.
The Motorman: - Responsible for collecting oily waste from the

engine room and placing it in the garbage locker.
The Chief Steward: - Responsible for disposal of food waste through

the galley food waste grinder.
(Note ! No garbage must be thrown overboard without prior consent of the

Chief Officer.)

9.6 Enhanced Hull Inspection
9.6.1 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 9.6 Enhanced Hull Inspection Page 1

Illustration 9.6.1a Ballast Tank No. 1 (Port Side)
Finish
220 WBT No.1 Port

216
212
208
204
Start
200
196
192
D
W
F
Key:
Manhole
Inspection Route

Illustration 9.6.1b Ballast Tank No. 1 (Starboard Side)
Finish
220
216
WBT No.1 Starboard 212
208
204
Start
200
196
192
F
W
D
Key:
Manhole
Inspection Route

Illustration 9.6.1c Ballast Tank No. 2 (Port Side) 192
188
184
WBT No.2 Port
Finish
180
176
Start
172
168
164
D
W
F
Key:
Manhole
Inspection Route

Illustration 9.6.1d Ballast Tank No. 2 (Starboard Side)
192
Finish 184
180
176
Start
172
168
164
F
W
D
Key:
Manhole
Inspection Route

Illustration 9.6.1e Ballast Tank No. 3 (Port Side)
Finish Start
164
160 WBT No.3 Port

156
152
148
144
140
136
132
D
W
F
Key:
Manhole
Inspection Route

Illustration 9.6.1f Ballast Tank No. 3 (Starboard Side) 164
160
Finish WBT No.3 Starboard 156
152
148
144 Start
140
136
F
132
W
D
Key:
Manhole
Inspection Route

Illustration 9.6.1g Ballast Tank No. 4 (Port Side) Finish Start
132
128
124
WBT No.4 Port
120
116
112
108
104
100
96
D
W
F
Key:
Manhole
Inspection Route

132
Illustration 9.6.1h Ballast Tank No. 4 (Starboard Side)
128
Finish
120
116
112
108 Start
104
F
W
100
D
96
Key:
Manhole
Inspection Route

Illustration 9.6.1i Ballast Tank No. 5 (Port Side) Start
96
92
WBT No.5 Port
88
84
80
76
72
68
64
Finish
D
W
F
Key:
Manhole
Inspection Route

Illustration 9.6.1j Ballast Tank No. 5 (Starboard Side) Start
96
88
84
80
76
72
68
64
Finish
F
W
D
Key:
Manhole
Inspection Route

Illustration 9.6.1k Ballast Tank No. 6 (Port Side)
WBT No.6 Port

64
60
56
Finish
52
Start
48
44
D
W
F
Key:
Manhole
Inspection Route

Illustration 9.6.1l Ballast Tank No. 6 (Starboard Side)
60
56
Finish
52 Start
48
44
F
W
D
Key:
Manhole
Inspection Route

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Maersk Ramsey Deck Operating Manual

Issue: 1 List of Contents Page 1

PREVIOUS PAGE MAIN MENU EXIT NEXT PAGE

Issue: 1 List of Contents Page 2

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8.2 Trim, Stability and Loading

Part 9: Miscellaneous Procedures

9.2 Operational Procedures

9.3 Helicopter Procedures

9.4 Garbage Management Plan

9.5 Shipboard Management Plan

9.6 Enhanced Hull Inspection

Issue: 1 List of Contents Page 3

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Issue: 1 Issue and Updates - Page 1

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Issue 1 Issue 2 Issue 3 Issue 4 Issue 1 Issue 2 Issue 3 Issue 4

Issue: 1 Issue and Updates - Page 2

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Issue 1 Issue 2 Issue 3 Issue 4 Issue 1 Issue 2 Issue 3 Issue 4

Issue: 1 Issue and Updates - Page 3

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Issue 1 Issue 2 Issue 3 Issue 4 Issue 1 Issue 2 Issue 3 Issue 4

Issue: 1 Issue and Updates - Page 4

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Screw Down Non-Return Water Separator Spool Piece

Swing Check Non-Return Temperature Control Spectacle Flange

3-Way Temperature Control Sounding Head with Dresser Type

Sounding Head with Self

3-Way Wax Expansion Liquid Level Gauge

A Butterfly Valve With Vent Pipe with Filter Regulating Valve

Regulating Valve Spark Arrester Rose Box Filter

Quick-Closing Valve Bellows Type

Issue: 1 Machinery Symbols

PREVIOUS PAGE CONTENTS LIST EXIT NEXT PAGE

Electrical and Instrumentation Symbols

Issue: 1 Electrical and Instrumentation Symbols

PREVIOUS PAGE CONTENTS LIST EXIT NEXT PAGE

Illustration Colour Scheme

Marine Diesel Oil

Issue: 1 Illustration Colour Scheme

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PREVIOUS PAGE CONTENTS LIST EXIT NEXT PAGE

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Illustration 1.1a General Arrangement

F.W.T (P. & S.) Chain Locker Chain Locker

Outreach Of Crane Deck Store (S)

Issue: 1 1.1 Principal Data Page 1

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Illustration 1.1b Plan at Upper Deck

Issue: 1 1.1 Principal Data Page 2

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Illustration 1.1c General Arrangement - A Deck and B Deck

Meat And Fish

Issue: 1 1.1 Principal Data Page 3

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Issue: 1 1.1 Principal Data Page 4

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1.1.1 Principal Particulars Type Diesel Generator

Length Over All 171.20m Propeller

Service Speed 14.5 Knots Steering Gear:

Auxiliary Engines 3 Sets.

Issue: 1 1.1 Principal Data Page 5