Maersk Nautica
Deck Operating Manual
LIST OF CONTENTS
2.2
Issues and Updates
Machinery Symbols and Colour Scheme
Part 1:
Ship Characteristics
1.1 Principal Data
1.1.1 Principal Particulars 1.1.2 Tank Layout and Tank Capacity Tables
Illustrations 1.2
1.1a General Arrangement 1.1b General Arrangement - Navigation Deck 1.1c General Arrangement - D Deck and E Deck 1.1d General Arrangement - C Deck 1.1e General Arrangement - B Deck 1.1f General Arrangement - A Deck 1.1g General Arrangement - Upper Deck Accommodation 1.1h General Arrangement - Engine Room 2nd Deck and Third Deck 1.1.2a Tank General Arrangement 1.1.2b Tank Capacity Tables (i) 1.1.2c Tank Capacity Tables (ii) Ship Handling
Illustrations
1.2.1a Turning Circles 1.2.2a Visibility Diagram 1.2.3a Squat Diagrams
1.3 Performance Data
1.3.1 Fuel Oil Consumption/Power Data 1.3.2 Speed/Power Data 1.3.3 Limitations on Operating Machinery
Part 2: 2.1
Cargo Systems Description
Cargo Tanks Layout
Cargo Piping System 2.2.1 2.2.2 2.2.3 2.2.4
System Description Measuring and Sampling System Slop Tank Usage Slop Tank Heating
Illustrations
2.2.1a Cargo Piping System 2.2.2a MMC UTI 2.2.2b Measuring and Sampling Positions 2.2.3a Slop Tank Cross-Section 2.2.4a Slop Tank Heating System
2.1a
Crude Oil Washing and Tank Cleaning System
2.5.1 System Description 2.5.2 Methods of Tank Cleaning
Illustrations
2.5.1a Crude Oil Washing System 2.5.1b Deck Mounted Tank Cleaning Machine and Capacity Rating
2.6 Hydraulic Systems
2.6.1 Cargo and Ballast Valve Hydraulic System
Illustrations 2.3
Cargo Pumps 2.3.1 2.3.2 2.3.3 2.3.4 2.3.5
Main Cargo Pumps Cargo Valves Stripping Pump and Eductors Automatic Cargo Stripping System Pressure/Vacuum Valves
Illustrations 2.4
2.3.1a Main Cargo Pump and Characteristic Curves 2.3.3a Cargo Pumping System Stripping Pump and Remote Control System 2.3.4a Automatic Cargo Unloading System 2.3.4b Vapour Extraction Crossover System and High Vapour Pressure Curves 2.3.5a Mast Riser P/V Valve and Pressure Regulating Valve 2.3.5b High Velocity Pressure/Vacuum Valve Inert Gas System - Main and Top-Up Generator 2.4.1 System Description 2.4.2 Operation of the Main System 2.4.3 Procedure for the Operation of the Inert Gas Top-Up Generator (TUG)
Illustrations
2.4.1a Inert Gas System on Deck 2.4.1b Inert Gas System in Engine Room 2.4.2a Inert Gas Control Panels - Ship’s Control Centre 2.4.2b ECR and Bridge Inert Gas Indication Panels 2.4.2c Inert Gas Capacity Regulator 2.4.3a Inert Gas Generator Control Panel No.2 2.4.3b Oxygen Analyser
Illustrations
2.5
2.6.1a Cargo and Ballast Valve Hydraulic System 2.6.1b Emergency Handpump
2.7 Ballast System
2.7.1 System Description 2.7.2 Ballast Management Plan
Illustrations
2.7.1a Ballast System 2.7.2a Sequential Ballast Exchange Plan
Part 3: 3.1 3.2
Cargo Handling Procedures
Cargo Handling Operation Sequence Diagrams 3.1.1 Loading 3.1.2 Discharging Inerting Cargo Tanks 3.2.1 3.2.2 3.2.3 3.2.4
Initial Inerting Use With/Without Vapour Emission Control (VEC) Inert Gas Operations During Loading Inert Gas Operations During Discharging
Illustrations
3.2.1a Initial Inerting 3.2.1b Displacement Inerting 3.2.2a Vapour Emission Control Monitoring and Alarm System 3.2.2b Inert Gas Return to Shore (VEC) 3.2.4a Inert Gas Operation During Discharge
Cargo Tanks Layout
Issue: Final Draft - November 2007
IMO No: 9323948
Front Matter - Page 1 of 7
Maersk Nautica 3.3
Loading Cargo 3.3.1 Loading a Single Grade Cargo 3.3.2 Loading a Two and Three Grade Cargo
Illustrations
3.3.1a Loading a Single Grade Cargo 3.3.2a Loading a Two Grade Cargo 3.3.2b Loading a Three Grade Cargo
3.4 Discharging Cargo 3.4.1 Full Discharge 3.4.2 Discharge of a Single Grade Cargo with Crude Oil Washing of Both Slop Tanks, No.2 and No.4 Centre Tanks 3.4.3 Discharging a Three Grade Cargo with 100% Crude Oil Washing with Minimum Pipeline Admixture. Illustrations 3.4.1a Procedure for Line Draining 3.4.2a Single Grade Discharge 3.4.2b Crude Oil Washing of No.2 Centre Tank 3.4.3a Three Grade Discharge 3.4.3b Crude Oil Washing of No.1 and 4 Port Wing Tanks 3.4.3c Crude Oil Washing of Starboard Slop Tank 3.4.3d Crude Oil Washing of No.5 Centre Tank 3.4.3e Crude Oil Washing of No.5 Wing Tanks 3.4.3f Stripping Slop Tanks 3.5
Crude Oil Washing and Tank Cleaning System 3.5.1 Crude Oil Washing 3.5.2 Water Wash (Cold or Hot)
Illustrations 3.6
3.5.1a Crude Oil Washing Program 3.5.2a Closed Cycle Washing Gas Freeing 3.6.1 Gas Freeing for Entry Procedure 3.6.2 Gas Freeing for Hot Work
Deck Operating Manual 3.7 Ballasting and Deballasting Operations
3.7.1 3.7.2 3.7.3 3.7.4
Illustrations
3.7.1a Ballasting Operation 3.7.1b Deballasting Operation 3.7.2a Heavy Weather Ballasting 3.7.2b Heavy Weather Deballasting 3.7.3a Line Wash with No.3 Cargo Oil Pump 3.7.3b Line Wash with No.1 Cargo Oil Pump 3.7.3c Line Wash Using No.3 Cargo Oil Pump with the Eductors 3.7.3d Educting No.3 line 3.7.4a Oil Discharge Monitoring System 3.7.4b Oil Discharge Monitoring Equipment Display
Part 4: 4.1
Cargo Operations - Control and Instrumentation
Control Systems 4.1.1 4.1.2 4.1.3 4.1.4
4.2
4.1.1a Cargo Control System Overview 4.1.1b Cargo Control System 4.1.2a Mimic Diagram for the Cargo Tanks 4.1.2b Mimic Diagram for the Cargo Pump Room 4.1.2c Mimic Diagram for the Ballast System 4.1.2d Main Menu System 4.1.2e Cargo Survey 4.1.3a Cargo Pump Control Panel Centralised Control Room Console and Panels
Illustrations
4.3
Issue: Final Draft - November 2007
Control System Overview Cargo and Ballast Mimic Panels Control of Valves and Pumps Loading Computer
Illustrations
Illustrations 3.6.1a Gas Freeing
Ballast Operations Heavy Weather Ballasting Line Cleaning Oil Discharge Monitoring Equipment (ODME)
4.2a Ship’s Control Centre Layout 4.2b Cargo Control Console Layout 4.2c Ship’s Control Centre Fire Station Locker Cargo Tank Instrumentation System
4.3.3 Overfill Alarm System 4.3.4 Gas Detection System
Illustrations
4.3.1a Saab TankRadar STaR 4.3.1b Shutdown Procedure TankRadar STaR 4.3.2a Remote Sounding and Draught Gauge System 4.3.3a Overfill Alarm System 4.3.4a Gas Detection Alarm Panels
Part 5: 5.1
Emergency Systems and Procedures
Emergency Systems and Procedures - Deck 5.1.1 Fire Hydrant System 5.1.2 Deck Foam System 5.1.3 Discharge of Cargo from a Damaged Tank 5.1.4 Cargo Spillage 5.1.5 Emergency Inerting 5.1.6 Pump Room Bilge System 5.1.7 Deck Drainage and Scuppers 5.1.8 Galley Fire Extinguishing Systems 5.1.9 CO2 Fire Extinguishing System 5.1.10 Fresh Water Mist Fire Extinguishing System
Illustrations 5.2
5.1.1a Fire Hydrant System on Deck 5.1.2a Deck Foam System 5.1.5a Emergency Inerting of a Ballast Tank 5.1.6a Pump Room Bilge System 5.1.7a Oil Spill Pump System 5.1.8a Galley Deep Fat Fryer - Wet Chemical Extinguishing 5.1.9a CO2 System 5.1.10a Water Mist Fire Extinguishing System Emergency Systems and Procedures - Navigation 5.2.1 5.2.2 5.2.3 5.2.4 5.2.5 5.2.6 5.2.7
Steering Gear Failure Collision and Grounding Man Overboard Towing and Being Towed Oil Spill and Pollution Prevention Emergency Steering Emergency Reporting
Illustrations
5.2.3a Search Patterns
4.3.1 Saab Tank Level Measurement System 4.3.2 Remote Sounding and Draught Gauge System
IMO No: 9323948
Front Matter - Page 2 of 7
Maersk Nautica Part 6: Deck Equipment 6.1
Mooring 6.1.1 6.1.2 6.1.3 6.1.4 6.1.5
Mooring Arrangement Anchoring Arrangement Emergency Towing Arrangements Anchoring and Mooring Procedures Fire Wire Reel
Illustrations 6.2
6.1.1a Mooring Arrangement 6.1.1b Mooring Hydraulic System 6.1.3a Forward Emergency Towing Arrangement 6.1.3b Aft Emergency Towing Arrangement 6.1.4a Ship-to-Ship Mooring Arrangement 6.1.5a Fire Wire Reel Lifting and Access Equipment 6.2.1 Hose Handling Crane 6.2.2 Provision and Stores Cranes 6.2.3 Accommodation and Pilot Ladders
Illustrations 6.3
6.2.1a Starboard Hose Handling Crane 6.2.2a Starboard Provisions Crane 6.2.2b Radio Remote Control Unit 6.2.3a Accommodation Ladder Lifesaving Equipment 6.3.1 6.3.2 6.3.3 6.3.4 6.3.5 6.3.6 6.3.7
Lifeboats and Davits Rescue Boat and Davit Liferafts Lifeboat Survival Guide Fire Fighting Equipment Plans Lifesaving Equipment Plans Fire Protection Equipment
Illustrations
6.3.1a Lifeboat 6.3.1b Lifeboat and Davit 6.3.2a Rescue Boat and Davit 6.3.3a Righting a Capsized Liferaft 6.3.3b Liferaft Release Mechanism 6.3.5a Fire Fighting and Lifesaving Equipment Symbols 6.3.5b Fire Fighting Equipment - Navigation Deck 6.3.5c Fire Fighting Equipment - D and E Deck 6.3.5d Fire Fighting Equipment - C Deck
Issue: Final Draft - November 2007
Deck Operating Manual
6.3.5e Fire Fighting Equipment - B Deck 6.3.5f Fire Fighting Equipment - A Deck 6.3.5g Fire Fighting Equipment - Upper Deck Accommodation 6.3.5h Fire Fighting Equipment - Engine Room 1st, 2nd, 3rd Deck and Steering Flat 6.3.5i Fire Fighting Equipment - Engine Room Floor and Turbine Flat 6.3.5j Fire Fighting Equipment - Main Deck 6.3.6a Lifesaving Equipment and Escape Routes - Navigation Deck 6.3.6b Lifesaving Equipment and Escape Routes - D and E Decks 6.3.6c Lifesaving Equipment and Escape Routes - C Deck 6.3.6d Lifesaving Equipment and Escape Routes - B Deck 6.3.6e Lifesaving Equipment and Escape Routes - A Deck 6.3.6f Lifesaving Equipment and Escape Routes - Upper Deck Accommodation 6.3.6g Lifesaving Equipment and Escape Routes - Engine Room 2nd and 3rd Deck 6.3.6h Lifesaving Equipment and Escape Routes - Main Deck
6.4 Portable Gas Detection and Safety Equipment
6.4.1 6.4.2 6.4.3 6.4.4
Hydrocarbon and Oxygen Detector Handpump with Tube Detection Personal Multigas Analyser Fire Detection System
Illustrations 6.4.1a Portable Gas Detection Equipment 6.4.4a Fire Detection System 6.4.4b Fire Alarm and Detection Equipment - Navigation Deck 6.4.4c Fire Alarm and Detection Equipment - D Deck and E Deck 6.4.4d Fire Alarm and Detection Equipment - C Deck 6.4.4e Fire Alarm and Detection Equipment - B Deck 6.4.4f Fire Alarm and Detection Equipment - A Deck 6.4.4g Fire Alarm and Detection Equipment - Upper Deck Accommodation 6.4.4h Fire Alarm and Detection Equipment - Engine Room 1st, 2nd, 3rd Deck and Steering Gear Room 6.4.4i Fire Alarm and Detection Equipment - Engine Room Floor and Turbine Flat
Part 7: Bridge Layout and Equipment 7.1 Bridge Layout and Equipment
Illustrations 7.2
7.1.1a Bridge Layout 7.1.1b Bridge Main Console 7.1.1c Bridge Chart Table Forward and Planning Console 7.1.1d Bridge Radio Table Layout and Overhead Display 7.1.1e Aft Bulkhead Lighting and Alarm Control Panel 7.1.1f Bridge Wing Console Integrated Navigation System 7.2.1 7.2.2 7.2.3 7.2.4 7.2.5 7.2.6 7.2.7
Radar ECDIS System Voyage Planning Use of the ECDIS System on Passage Safety Features Radar Interface Pirate Watch Radar
Illustrations
7.2.1a Radar and ECDIS System 7.2.1b Radar Display 7.2.2a ECDIS Display and Control Panel 7.2.3a Route Planning 7.2.4a Route Monitoring 7.2.5a Safety Settings 7.2.7a Pirate Watch Radar Display
7.3 Autopilot and Electric Steering System
7.3.1 7.3.2 7.3.3 7.3.4 7.3.5
Steering Procedures Autopilot Gyrocompass Magnetic Compass Rudder Angle Indicator
Illustrations
IMO No: 9323948
7.1.1 Bridge Consoles and Equipment
7.3.1a Steering System 7.3.2a Autopilot Display and Control Panel 7.3.2b Function Set-Up Sequence 7.3.3a Gyrocompass System 7.3.3b Gyrocompass Operation and Interface Units 7.3.3c Gyrocompass Interface Panel 7.3.4a Magnetic Compass 7.3.5a Rudder Angle Indicator
Front Matter - Page 3 of 7
Maersk Nautica 7.4
Main Engine Manoeuvring Control
Illustrations
7.4a 7.4b 7.4c 7.4d
Main Engine Control System Main Engine Control Panel on the Bridge Bridge Push Button Telegraph Unit Bridge Wing Control Unit
7.5 Discrete Equipment
7.5.1 7.5.2 7.5.3 7.5.4 7.5.5 7.5.6 7.5.7 7.5.8 7.5.9
Speed Log Echo Sounder Differential Global Positioning System Navigator Anemometer Weather Facsimile Receiver Voyage Data Recorder Automatic Identification System Master Clock System Audible Navigation System
Illustrations 7.6
7.5.1a Speed Log System 7.5.2a Echo Sounder System 7.5.2b Echo Sounder Control Panel 7.5.3a DGPS System 7.5.3b DGPS Panel 7.5.4a Anemometer System 7.5.5a Weather Facsimile Recorder 7.5.6a Voyage Data Recording System 7.5.7a Automatic Identification System 7.5.7b Automatic Identification System 7.5.7c Automatic Identification System 7.5.8a Master Clock System 7.5.8b Master Clock System Control Panel 7.5.9a Fog Bell and Gong System 7.5.9b Whistle System 7.5.9c Automatic Whistle Control Unit GMDSS and External Communication Systems 7.6.1 GMDSS Overview 7.6.2 Inmarsat-C System 7.6.3 Inmarsat-Fleet 77 System 7.6.4 Inmarsat Iridium System 7.6.5 VHF Transceiver Systems 7.6.6 MF/HF Transceiver Systems 7.6.7 GMDSS Distress Alarm Panel 7.6.8 NAVTEX Receiver 7.6.9 EPIRB and SARTS 7.6.10 GMDSS VHF Emergency Hand-Held Radios
Issue: Final Draft - November 2007
Deck Operating Manual Part 8:
Illustrations
7.6.1a GMDSS Overview 7.6.1b GMDSS Distress Reaction 7.6.1c GMDSS Equipment 7.6.2a Inmarsat-C System 7.6.3a Inmarsat-F System 7.6.4a Inmarsat Iridium System 7.6.5a VHF DSC Systems 7.6.5b VHF Control Panel 7.6.5c Bridge Wing VHF 7.6.5d RT 4800 VHF System 7.6.6a MF/HF Control Unit System 7.6.7a Alarm Panel 7.6.8a NAVTEX System 7.6.8b NAVTEX Display 7.6.8c NAVTEX Icons 7.6.9a Electronic Portable Indicating Radio Beacon 7.6.9b Search and Rescue Transponder 7.6.10a Emergency Hand-Held Radio
8.1 Passage Planning 8.2
7.8
8.2.1 8.2.2 8.2.3 8.2.4 8.2.5
Bridge Teamwork Taking Over The Watch Watch-keeping Pilot Procedures Weather Reporting
8.2.1a Bridge Teamwork
8.3 Helicopter Procedures Illustrationst 8.3a Helicopter Winching
Internal Communications 7.7.1 7.7.2 7.7.3 7.7.4
Intrinsically Safe Sound Powered Telephone System Sound Powered Telephone System Automatic Telephone System Public Address and Talk-back System
Illustrations
Operational Procedures
Illustrations
7.7
Miscellaneous Procedures
8.4
Oil Spillage, Pollution Prevention and Garbage Management 8.4.1 Garbage Management
Illustrations
8.4.1a Garbage Management Plan 8.4.1b Flow Diagram for Garbage Management
7.7.1a Intrinsically Safe Telephone System 7.7.2a Sound Powered Telephone System 7.7.3a Automatic Telephone System 7.7.4a Public Address and Talkback System Lighting Systems 7.8.1 Navigation and Signal Lights 7.8.2 Deck Lighting
Illustrations
7.8.1a Navigation and Signal Lights Arrangement 7.8.1b Navigation Lighting Panels 7.8.1c Signal Lights Control Panels 7.8.2a Deck Light Control Panel
IMO No: 9323948
Front Matter - Page 4 of 7
Maersk Nautica
Deck Operating Manual
Issue and Updates
This manual was produced by:
This manual is provided with a system of issue and update control. Controlling documents ensure that:
WORLDWIDE MARINE TECHNOLOGY LTD. For any new issue or update contact:
•
Documents conform to a standard format;
•
Amendments are carried out by relevant personnel;
•
Each document or update to a document is approved before issue;
•
A history of updates is maintained;
•
Updates are issued to all registered holders of documents;
•
Sections are removed from circulation when obsolete.
The Technical Director WMT Technical Office Dee House, Parkway Zone 2, Deeside Industrial Park Deeside, Flintshire CH5 2NS, UK
E-Mail:
[email protected]
Document control is achieved by the use of the footer provided on every page and the issue and update table below. In the right-hand corner of each footer are details of the pages section number and title followed by the page number of the section. In the left-hand corner of each footer is the issue number. Details of each section are given in the first column of the issue and update control table. The table thus forms a matrix into which the dates of issue of the original document and any subsequent updated sections are located. The information and guidance contained herein is produced for the assistance of certificated officers who, by virtue of such certification, are deemed competent to operate the vessel to which such information and guidance refers. Any conflict arising between the information and guidance provided herein and the professional judgement of such competent officers must be immediately resolved by reference to Maersk Technical Operations Office.
Issue: Final Draft - November 2007
IMO No: 9323948
Front Matter - Page 5 of 7
Maersk Nautica
Deck Operating Manual
Mechanical Symbols and Colour Scheme Cargo Group I Three-Way Cock (L-Type)
Globe Valve
Angle Globe Valve
Three-Way Cock (T-Type)
Butterfly Valve
Solenoid Valve
Water Strainer
Handpump Cargo Group II
Pressure Vacuum Relief Valve
Steam Trap (Float Type)
Ejector (Eductor Injector)
Cargo Group III Lubricating Oil
Pressure Vacuum Breaker
Steam Trap (Disc Type with Valve)
Mono Pump
Y-Type Strainer
Piston Pump
Hydraulic Oil
H
Hydraulic Operated Valve (Open/Shut)
Solenoid Valve
Hopper with Cover
H
Hydraulic Operated Valve (Intermediate Type)
Breathing Valve
Hopper without Cover
Gate Valve
Pneumatic Control Valve
Scupper
Spool Piece
Hose Valve
Pneumatic Pressure Reducing Valve
Air Vent Pipe
Orifice
Swing Check Valve
Regulating Valve
Air Vent Pipe (with Float)
Spectacle Flange ( Open, Shut)
Hand Operated (Locked Close)
Non-Return Valve
Quick-Closing Valve
Air Vent Pipe (with Float and Flame Screen)
Deck Stand
Hand Operated (Locked Open)
Fresh Water Sea Water
FM
Flow Meter
HB
Fire Hose Box Ballast Water
FB
Foam Box
Hand Operated
Fire Water CO2 Line Air High Temperature Water Low Temperature Water Marine Diesel Oil
Screw Down Non-Return Valve
P
Pneumatic Quick-Closing Valve
Observation Glass
Tank Penetration
Spring
Non-Return Ball Valve
H
Hydraulic Quick-Closing Valve
Liquid Level Gauge
Overboard Discharge
Float
Self-Closing Spring Valve
Sounding Head with Self-Closing Device
Discharge/Drain
Weight
Heavy Fuel Oil Slops Saturated Steam
Needle Valve
Exhaust Steam
3-Way Needle Valve
Safety / Relief Valve
Sounding Head with Cap/Filling Cap
Suction Bellmouth
Not Connected Crossing Pipe
Needle Valve
Storm Valve with Handwheel
Simplex Water Strainer
Blind (Blank) Flange
Connected Crossing Pipe
Condensate Feed Water
Diaphragm Operated Valve
Bilges
Wax 2-Way Temperature Control Valve
Flexible Hose Joint Duplex Water Strainer
Ball Valve
Electrical Signal Instrumentation
Horn
Wax 3-Way Temperature Control Valve
Inert Gas
3-Way Ball Valve
Wax 2-Way Pneumatic Temperature Control Valve
Mud Box
Centrifugal Pump
Two-Way Cock
3-Way Rotary Piston Temperature Control Valve
Rose Box
Gear or Screw Type Pump
Issue: Final Draft - November 2007
T Pipe
IMO No: 9323948
Stripping Line
Front Matter - Page 6 of 7
Maersk Nautica Introduction
General Although this ship is supplied with shipbuilder’s plans and manufacturer’s instruction books, there is no single document which gives guidance on operating complete systems as installed on board, as distinct from individual items of machinery. The purpose of this ‘one-stop’ manual is to assist, inform and guide competent ship’s staff and trainees in the operation of the systems and equipment on board and to provide additional information that may not be otherwise available. In some cases, the competent ship’s staff and trainees may be initially unfamiliar with this vessel and the information in this manual is intended to accelerate the familiarisation process. It is intended to be used in conjunction with shipyard drawings and manufacturer’s instruction manuals, bulletins, Fleet Regulations, the ship’s Captain’s and Chief Engineer’s Standing Orders and in no way replaces or supersedes these publications, all of which take precedence over this manual. Information relevant to the operation of this vessel has been carefully collated in relation to the systems of the vessel and is presented in two on board volumes consisting of a DECK OPERATING MANUAL and a MACHINERY OPERATING MANUAL. The Deck Operating Manual is designed to complement MARPOL 73/78, ISGOTT and Company Regulations. The vessel is constructed to comply with MARPOL 73/78. These regulations can be found in the Consolidated Edition, 1991 and in the Amendments dated 1992, 1994 and 1995. The information, procedures, specifications and illustrations in this manual have been compiled by WMT personnel by reference to shipyard drawings and manufacturer’s publications that were made available to WMT and believed to be correct at the time of publication. The systems and procedures have been verified as far as is practicable in conjunction with competent ship’s staff under operating conditions. It is impossible to anticipate every circumstance that might involve a potential hazard, therefore, warnings and cautions used throughout this manual are provided to inform of perceived dangers to ship’s staff or equipment. In many cases, the best operating practice can only be learned by experience. If any information in these manuals is believed to be inaccurate or incomplete, the officer must use his professional judgement and other information available on board to proceed. Any such errors or omissions or modifications to the ship’s installations, set points, equipment or approved deviation from published operating procedures, must be reported immediately to the company’s Technical Operations Office, who should inform WMT so that a revised document may be issued to this ship and in some cases, others of the same class.
Issue: Final Draft - November 2007
Deck Operating Manual Safe Operation
Illustrations
The safety of the ship depends on the care and attention of all on board. Most safety precautions are a matter of common sense and good housekeeping and are detailed in the various manuals available on board. However, records show that even experienced operators sometimes neglect safety precautions through over-familiarity and the following basic rules must be remembered at all times.
All illustrations are referred to in the text and are located either in-text where sufficiently small or above the text, so that both the text and illustration are accessible when the manual is laid open. When text concerning an illustration covers several pages the illustration is duplicated above each page of text.
• Never continue to operate any machine or equipment which appears to be potentially unsafe or dangerous and always report such a condition immediately.
Where flows are detailed in an illustration these are shown in colour. A key of all colours and line styles used in an illustration is provided on the illustration. Details of colour coding used in the illustrations are given in the following colour scheme.
• Make a point of testing all safety equipment and devices regularly. Always test safety trips before starting any equipment. In particular, overspeed trips on auxiliary turbines must be tested before putting the unit to work.
Symbols given in the manual adhere to international standards and keys to the symbols used throughout the manual are given on the following pages.
• Never ignore any unusual or suspicious circumstances, no matter how trivial. Small symptoms often appear before a major failure occurs.
The following notices occur throughout this manual:
• Never underestimate the fire hazard of petroleum products, whether fuel oil or cargo vapour. • Never start a machine remotely from the cargo and engine control room without checking visually if the machine is able to operate satisfactorily. In the design of equipment, protection devices have been included to ensure that, as far as possible, in the event of a fault occurring, whether on the part of the equipment or the operator, the equipment concerned will cease to function without danger to personnel or damage to the machine. If any of these safety devices are bypassed, overridden or neglected, then the operation of any machinery in this condition is potentially dangerous.
Notices WARNING Warnings are given to draw reader’s attention to operations where DANGER TO LIFE OR LIMB MAY OCCUR.
CAUTION Cautions are given to draw reader’s attention to operations where DAMAGE TO EQUIPMENT MAY OCCUR. Note: Notes are given to draw reader’s attention to points of interest or to supply supplementary information.
Safety Notice Description The concept of this Deck Operating Manual is to provide information to technically competent ship’s officers, unfamiliar to the vessel, in a form that is readily comprehensible, thus aiding their understanding and knowledge of the specific vessel. Special attention is drawn to emergency procedures and fire fighting systems.
It has been recorded by International Accident Investigation Commissions that a disproportionate number of deaths and serious injuries occur on ships each year during drills involving lifesaving craft. It is therefore essential that all officers and crew make themselves fully conversant with the launching, retrieval and the safe operation of the lifeboats, liferafts and rescue boats.
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. The valves’ and fittings’ identifications used in this manual are usually the same as those used by the shipbuilder.
IMO No: 9323948
Front Matter - Page 7 of 7
1.1 Principal Data
1.1.1 Principal Particulars
1.1.2
Tank Layout and Tank Capacity Tables
Illustrations
1.1.1a General Arrangement
1.1.1b General Arrangement - Navigation Deck
1.1.1c General Arrangement - D Deck and E Deck
1.1.1d General Arrangement - C Deck
1.1.1e General Arrangement - B Deck
1.1.1f General Arrangement - A Deck
1.1.1g General Arrangement - Upper Deck Accommodation
1.1.1h General Arrangement - Engine Room 2nd Deck and 3rd Deck
1.1.2a Tank General Arrangement
1.1.2b Tank Capacity Tables (i)
1.1.2c Tank Capacity Tables (ii)
Maersk Nautica
Deck Operating Manual
Illustration 1.1.1a General Arrangement
Principal Particulars Length Overall: Length Between Particulars: Breadth (Moulded): Depth (Moulded): Draught (Design): Draught (Scantling): Service Speed:
332.848m 320.00m 58.00m 31.00m 20.95m 22.70m 16.58 knots
End Profile Dump Tank Steering Gear Aft Peak Tank
2nd Platform 3rd Platform
No.5 Cargo Oil Tanks
4th Platform Floor FR0
Pump Room
No.4 Cargo Oil Tanks
No.3 Cargo Oil Tanks
No.1 Cargo Oil Tanks
No.2 Cargo Oil Tanks
Slop Tanks
FR64
Fore Peak Tank
FR76
FR118
No.5 Water Ballast Tanks
FR172
No.4 Water Ballast Tanks
FR226
FR280
FR334
No.3 Water Ballast Tanks
No.2 Water Ballast Tanks
No.1 Water Ballast Tanks
No.3 Water Ballast Tank (Port)
No.2 Water Ballast Tank (Port)
No.1 Water Ballast Tank (Port)
Plan No.5 Water Ballast Tank (Port)
Slop Tank
No.5 Cargo Oil Tank (Port)
No.5 Cargo Oil Tank (Centre)
Slop Tank
No.5 Cargo Oil Tank (Starboard)
No.5 Water Ballast Tank (Starboard)
Issue: Final Draft - November 2007
No.4 Water Ballast Tank (Port)
No.4 Cargo Oil Tank (Port)
No.4 Cargo Oil Tank (Centre)
No.3 Cargo Oil Tank (Port)
No.3 Cargo Oil Tank (Centre)
No.3 Cargo Oil Tank (Starboard)
No.4 Cargo Oil Tank (Starboard)
No.4 Water Ballast Tank (Starboard)
No.3 Water Ballast Tank (Starboard)
IMO No: 9323948
No.2 Cargo Oil Tank (Port)
H No.1 Cargo Oil Tank (Port)
No.2 Cargo Oil Tank (Centre)
No.2 Cargo Oil Tank (Starboard)
W
No.2 Water Ballast Tank (Starboard)
No.1 Cargo Oil Tank (Centre)
Fore Peak Tank
No.1 Cargo Oil Tank (Starboard)
No.1 Water Ballast Tank (Starboard)
Section 1.1.1 - Page 1 of 9
Maersk Nautica 1.1 Principal Data 1.1.1 PRINCIPAL PARTICULARS Shipbuilder: Ship name: Hull number: Keel laid: Delivered: Official number: IMO number: Nationality: Port of registry: Radio call sign: Type of ship: Navigation: Classification:
Length over all: Length between perpendiculars: Breadth moulded: Depth moulded: Draught (design): Draught (scantling): Service speed (load): Service speed (ballast): Manning design complement:
Dalian New Shipbuilding Heavy Industries; China MAERSK NAUTICA T3000-13 ??????? April 2008 ?????? 9323948 Singapore Singapore ??????? Segregated ballast crude oil carrier Worldwide Lloyd’s +100A1, Double hull oil tanker ESP, ShipRight (SDA,FDA,CM) Pt.HT, +LMC, UMS, IGS, LI, COW, IWS, SCM, SPM, SBT, PL 332.848m 320.00m 58.00m 31.00m 20.95m 22.70m 16.58 knots 18.25 knots 34 persons including six Suez men
Lifesaving Equipment Lifeboats and Rescue Boat Manufacturer: Type: Capacity: Type: Capacity:
Qingdao Beihai Shipbuilding Heavy Industry, China Two totally enclosed fire protected lifeboats 2 x 34 persons Rescue boat 6 persons
Liferafts Manufacturer: Capacity
Viking 2 x 16 persons, 2 x 20 persons, 1 x 6 persons
Issue: Final Draft - November 2007
Deck Operating Manual Deck Machinery
Engine Machinery
Windlass
Main Engine
Manufacturer: Type: Rating: Anchors: Mooring Winch Manufacturer: Type: Rating:
Wuhan Marine Machinery Plant 2 x K117-WHHXC electro-hydraulic high pressure 0~9m/min, 640kN x 0~0.15m/s 2 x 17250kg stockless bower anchors
Wuhan Marine Machinery Plant 8 x 30MW-XHHHW electro-hydraulic pressure 0~15m/min, 300kN x 0~0.25m/s
high
TTS Marine 2 x GP 710-20-22,5 electro-hydraulic 20 tonnes at 22.5m outreach
TTS Marine 1 (port side) x GP 260-10-17,5 electro-hydraulic 10 tonnes at 17.5m outreach TTS Marine 1 (starboard side) x GP 115-3-20,5 electro-hydraulic 3 tonnes at 20.5m outreach
Manufacturer: Type: Capacity
Shinko Industry Ltd. 3 x vertical centrifugal single-stage, steam turbine 5500m³/h at 150mth
Type: Capacity
1 x reciprocating steam-driven stripping pump 125m³/h at 150mth
Capacity
Aalborg 2 x Oil-fired Mission D 50 tonnes/h at 2.0mPa
Manufacturer: Type: Capacity:
MAN B&W 3 x ZJMD-MAN B&W 6L28/32H 1200kW
Emergency Generator
Cargo Pumps
Ballast Pumps Manufacturer: Type:
Manufacturer: Type: Capacity: Generators
Provisions Crane Manufacturer: Type: Rating: Manufacturer: Type: Rating:
Rating:
Doosan-Sulzer 7RT-FLEX84T-D two-stroke single-acting, crosshead, direct-coupled diesel engine 40,005bhp at 76 rpm
Boilers
Hose Handling Crane Manufacturer: Type: Rating:
Manufacturer: Type:
Shinko Industry Ltd. 2 x vertical centrifugal single-stage, one steam turbine-driven, one electrically-driven 3000m³/h at 35mth
IMO No: 9323948
Manufacturer: Type: Capacity:
Nordhan/Valmet/Stamford Diesel 250kW
Steering Gear Manufacturer: Type: Capacity
Kawasaki-Wuhan Marine Machinery Co Ltd FE21-485-T050 electro-hydraulic 2 ram 4 cylinder 5500m³/h at 150mth
Propeller Manufacturer: Type: Diameter Blades Rotation Material Mean Pitch Weight
Stone Manganese Marine Limited Birkenhead Fixed pitch 9900mm 4 Right-handed Nikalium 6862mm 70,605kg
Section 1.1.1 - Page 2 of 9
Maersk Nautica
Deck Operating Manual
Illustration 1.1.1b General Arrangement - Navigation Deck Navigation Deck
Lift Top Dn
Convertor Room
Funnel
Wheelhouse
Up
Fire Locker
Toilet
Dn
Issue: Final Draft - November 2007
IMO No: 9323948
Section 1.1.1 - Page 3 of 9
Maersk Nautica
Deck Operating Manual
Illustration 1.1.1c General Arrangement - D Deck and E Deck E Deck
D Deck
Dn
Up
Dn Up
Lift Cable Duct
Lift
Chief Engineer’s Bedroom
Cable Duct
CGL
Captain’s Bedroom
CGL Chief Engineer’s Day Room
Captain’s Day Room
Funnel
M Electrical Equipment Room
M
Chief Engineer’s Office
Battery Room
Captain’s Office
Locker
Locker
Dn
Up
Dn
Issue: Final Draft - November 2007
IMO No: 9323948
Section 1.1.1 - Page 4 of 9
Maersk Nautica
Deck Operating Manual
Illustration 1.1.1d General Arrangement - C Deck C Deck Dn
1st Engineer’s Day Room Up
Dn Conference Room
Dress Room
1st Engineer’s Bedroom
Lift Cable Duct
1st Officer
Pilot Funnel
Officer’s Smoking Room Air Conditioning Room CGL Toilet
Library Dn
Chief Officer’s Bedroom
Up Chief Officer’s Day Room
Dn
Issue: Final Draft - November 2007
IMO No: 9323948
Section 1.1.1 - Page 5 of 9
Maersk Nautica
Deck Operating Manual
Illustration 1.1.1e General Arrangement - B Deck B Deck Up Dn
Ship’s Assistant (G)
Crew’s Dressing Room
Officer’s Dressing Room
Spare (F) Dn
Ante 317
Up
Lift Machinery Room
Spare (E)
Engine Casing
Spare Officer (A)
Lift
Spare (D) Ante 316 Spare (C)
2nd Engineer
Spare Officer (B)
Cable Duct C.G.L.
Spare Officer (C)
Ship’s Assistant (F)
Spare (B) Ante 314 Spare (A)
Spare Officer (D)
Stew Locker Locker
Dn
Up
2nd Officer
Spare Officer (F)
Chief Steward’s Bedroom
Spare Officer (E)
Chief Steward’s Day Room
Dn Up
Issue: Final Draft - November 2007
IMO No: 9323948
Section 1.1.1 - Page 6 of 9
Maersk Nautica
Deck Operating Manual
Illustration 1.1.1f General Arrangement - A Deck A Deck Dn Up
Dn
Vegetable Room
Dn
Crew’s Day Room
Dome Store
Beer Store
Meat Room
Ship’s Assistant (A)
Bonded Store Lift
Ship’s Assistant (B)
Engine Casing Dry Provisions Store
Cable Duct
Ship’s Assistant (C)
Clean Locker Up
M
Dn
Ship’s Assistant (D)
M
Ship’s Assistant (E)
Galley Dn
M
Toilet
Ship’s Control Centre with Fire Control Station
Dining Saloon Swimming Pool
Duty Mess Room Dn
Up Dn
Issue: Final Draft - November 2007
IMO No: 9323948
Section 1.1.1 - Page 7 of 9
Maersk Nautica
Deck Operating Manual
Illustration 1.1.1g General Arrangement - Upper Deck Accommodation
Upper Deck Up
Rescue Locker Up
Dirty Dressing Area
Garbage Room
Deck Store
Changing Area
Lamp Store
Emergency Generator Room
Gymnasium
Crew’s Dressing Area Deck Store
Dn
Engineers Dressing Area
Up
Toilet
Dn
Lift
Dn
Cable Duct C.G.L.
Pump Room Linen Locker
CO2 Room Engine Casing
M
Up
Ship’s Laundry Lockers
Paint Store
Cofferdam
AC. OX. Deck Store
Hydraulic Power Unit Room
Swimming Pool Suez Crew Room
Infirmary Foam Room
Up
Up
Issue: Final Draft - November 2007
IMO No: 9323948
Section 1.1.1 - Page 8 of 9
Maersk Nautica
Deck Operating Manual
Illustration 1.1.1h General Arrangement - Engine Room 2nd Deck and 3rd Deck 2nd Deck
No.3 Heavy Fuel Oil Bunker Tank (Port)
3rd Deck
No.2 Heavy Fuel Oil Bunker Tank (Port)
No.1 Heavy Fuel Oil Bunker Tank (Port)
No.3 Heavy Fuel Oil Bunker Tank (Port)
Pipe Duct
No.1 Heavy Fuel Oil Bunker Tank (Port)
No.2 Heavy Fuel Oil Bunker Tank (Port)
LSFO LSFO HFO FO Service Settling Service Settling Tank Tank Tank Tank
Void Space No.2 Cylinder Oil Storage Tank
No.1 Cylinder Oil Storage Tank
Engine Control Room No.2 Marine Diesel Oil Storage Tank
Purifier Room
Pump Room Access
Pump Room Access
Main Engine Spare and Tools
No.1
Electric Workshop Store Room
No.2
No.1 Fuel Valve Test Room
No.2
Pipe Duct
No.2 Heavy Fuel Oil Bunker Tank (Starboard)
Issue: Final Draft - November 2007
No.1 Heavy Fuel Oil Bunker Tank (Starboard)
No.2 Heavy Fuel Oil Bunker Tank (Starboard)
IMO No: 9323948
No.1 Heavy Fuel Oil Bunker Tank (Starboard)
Section 1.1.1 - Page 9 of 9
Maersk Nautica
Deck Operating Manual
Illustration 1.1.2a Tank General Arrangement Key
Cargo Tank (Starboard)
Cargo Tank (Centre)
Principle Particulars Length O.A. about Length B.P. Breadth MLD. Depth MLD. Draught MLD. (Design) Draught MLD. (Scantling)
Cargo Tank (Port)
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29
332.95M 320.00M 58.00M 31.00M 20.95M 22.70M
Classification +100A1, Double Hull Oil Tanker ESP, Shipright (SDA, FDA, CM), PT. HT +LMC, UMS, IGS, LI, COW, IWS, SCM, SPM, SBT
End
Profile
16
15
-
No.1 Cargo Oil Tank (Port, Starboard and Centre) No.2 Cargo Oil Tank (Port, Starboard and Centre) No.3 Cargo Oil Tank (Port, Starboard and Centre) No.4 Cargo Oil Tank (Port, Starboard and Centre) No.5 Cargo Oil Tank (Port, Starboard and Centre) No.1 Water Ballast Tank (Port and Starboard) No.2 Water Ballast Tank (Port and Starboard) No.3 Water Ballast Tank (Port and Starboard) No.4 Water Ballast Tank (Port and Starboard) No.5 Water Ballast Tank (Port and Starboard) Slop Tank (Port and Starboard) Pump Room Engine Room Fresh Water Tank (Port and Starboard) Distilled Water Tank Steering Gear Aft Peak Tank Stern Tube Cooling Water Tank Fore Peak Tank Void Space No.1 Heavy Fuel Oil Bunker Tank (Port and Starboard) No.2 Heavy Fuel Oil Bunker Tank (Port and Starboard) No.3 Heavy Fuel Oil Bunker Tank (Port) Engine Room Ballast Tank (Port and Starboard) No.1 Marine Diesel Oil Storage Tank No.2 Marine Diesel Oil Storage Tank Marine Diesel Oil Settling Tank Heavy Fuel Oil Settling Tank Heavy Fuel Oil Service Tank
14
17
13
5
4
3
2
1
20
10
9
8
7
6
19
11 12
18 FR0
FR64
FR76
FR118
FR172
FR226
FR280
FR334
Top Tank
24
23
14 16
22 29
13
28
21
11
10
9
8
7
5
4
3
2
4
3
2
5
4
3
2
10
9
8
7
H
6 1
27 26 25 12
5
1
20
15 14 24
FR0
22
21
FR64
Issue: Final Draft - November 2007
11
FR76
FR118
FR172
FR226
IMO No: 9323948
1
W
6 FR280
FR334
Section 1.1.2 - Page 1 of 3
Maersk Nautica
Deck Operating Manual
1.1.2 Tank Layout and Tank Capacity Tables 1.1.2b Tank Capacity Tables (i)
Compartment
No.1 COT (C) No.1 COT (S) No.1 COT (P) No.2 COT (C) No.2 COT (S) No.2 COT (P) No.3 COT (C) No.3 COT (S) No.3 COT (P) No.4 COT (C) No.4 COT (S) No.4 COT (P) No.5 COT (C) No.5 COT (S) No.5 COT (P) Slop Tank (S) Slop Tank (P) TOTAL Deck Dump Tank (S)
Compartment
No.1 MDO Storage Tank No.2 MDO Storage Tank MDO Service Tank TOTAL
CARGO OIL TANKS Volume Centres of Volume at 98% TCG VCG VNET 98%VNET LCG 3 3 (m) (m) (m) (m ) (m )
Compartment TY Max (m4)
23680.9 18465.3 18465.3 32699.5 20350.9 20350.9 32699.5 20350.9 20350.9 32699.5 20350.9 20350.9 32183.4 14222.7 14222.7 3678.0 3678.0 348800.2
23207.3 18096.0 18096.0 32045.5 19943.9 19943.9 32045.5 19943.9 19943.9 32045.5 19943.9 19943.9 31539.8 13938.2 13938.2 3604.5 3604.5 341824.2
277.19 278.93 278.93 230.50 230.50 230.50 179.74 179.74 179.74 128.98 128.98 128.98 78.59 84.73 84.73 58.17 58.17 177.21
0.00 14.96 -14.96 0.00 18.12 -18.12 0.00 18.12 -18.12 0.00 18.12 -18.12 -0.03 17.79 -17.79 17.38 -17.38 0.00
17.37 17.57 17.57 17.34 17.36 17.36 17.34 17.36 17.36 17.34 17.36 17.36 17.40 18.52 18.52 20.75 20.75 17.54
21161 16444 16444 45658 12842 12842 45658 12842 12842 45658 12842 12842 45334 9958 9958 3190 3190
12.0
109.8
55.96
8.5
20.96
61
DIESEL OIL TANKS Volume Centres of Volume at 98% 98%VNET LCG TCG VCG VNET 3 3 (m) (m) (m) (m ) (m ) 85.3 127.9 91.3 304.5
Issue: Final Draft - November 2007
83.5 125.3 89.5 298.4
50.40 50.40 49.60 50.16
-10.20 -8.08 -12.33 -9.95
18.41 18.41 18.41 18.41
Frame 280 - 334 280 - 334 280 - 334 226 - 280 226 - 280 226 - 280 172 - 226 172 - 226 172 - 226 118 - 172 118 - 172 118 - 172 64 - 118 76 - 118 76 - 118 62 - 76 62 - 76
No.1 WBT (S) No.1 WBT (P) No.2 WBT (S) No.2 WBT (P) No.3 WBT (S) No.3 WBT (P) No.4 WBT (S) No.4 WBT (P) No.5 WBT (S) No.5 WBT (P) Engine Room SW BT (S) Engine Room SW BT (P) Fore Peak Tank Aft Peak Tank TOTAL
Compartment
TY Max
64-70
Frame
(m4) 2 8 6
57 - 64 57 - 64 57 - 62
WATER BALLAST TANKS Volume Centres of Volume at 98% 100%VNET LCG TCG VCG VNET 3 3 (m) (m) (m) (m ) (m )
TY Max
Frame
(m4)
8212.8 8212.8 9599.8 9599.8 9723.8 9723.8 9466.3
8212.8 8212.8 9599.8 9599.8 9723.8 9723.8 9466.3
281.04 281.04 230.26 230.26 179.74 179.74 129.41
18.01 -18.01 21.31 -21.31 21.39 -21.39 21.24
12.22 12.22 9.60 9.60 9.52 9.52 9.73
51495 51495 99938 99938 103165 103165 96754
280 - 334 280 - 334 226 - 280 226 - 280 172 - 226 172 - 226 118 - 172
9466.3 8178.4 8178.4 2268.7 2292.3 3372.7 2092.7 100388.7
9466.3 8178.4 8178.4 2268.7 2292.3 3372.7 2092.7 100388.7
129.41 79.23 79.23 34.39 34.56 313.05 6.41 174.52
-21.24 19.74 -19.74 19.91 -19.93 0.00 -0.02 -0.01
9.73 11.26 11.26 21.33 21.27 8.33 20.15 11.01
96754 41440 41440 2044 2042 12592 26133
118 - 172 62 - 118 62 - 118 16 - 62 16 - 62 334 - Fore -8 - 17
TY Max
Frame
Heavy Fuel OIL TANKS Volume Centres of Volume at 98% 98%VNET LCG TCG VCG VNET (m) (m) (m) (m3) (m3)
(m4)
No.1 HFO Tank (S)
1438.8
1410.0
49.88
14.32
21.69
2348
57 - 64
No.1 HFO Tank (P) No.2 HFO Tank (S) No.2 HFO Tank (P) No.3 HFO Tank (P) HFO Service Tank (P) HFO Settling Tank (P) LS HFO Service Tank (P) LS HFO Settling Tank (P) TOTAL
1162.8 2769.8 1185.7 1090.2 131.7 131.7 131.7 98.8 8141.2
1139.6 2714.4 1161.9 1068.4 129.1 129.1 129.1 96.8 7978.4
49.91 36.28 41.87 27.76 42.50 45.90 36.55 39.53 40.60
-15.59 17.42 -19.07 -16.60 -15.30 -15.30 -15.30 -15.30 0.31
21.91 24.63 23.46 25.91 24.61 24.61 24.61 24.61 23.72
2173 1566 318 383 11 11 11 8
57 - 64 21 - 57 42 - 57 21 - 42 49 - 53 53 - 57 42 - 46 46 - 49
IMO No: 9323948
Section 1.1.2 - Page 2 of 3
Maersk Nautica
Deck Operating Manual
1.1.2b Tank Capacity Tables (ii)
Compartment
Main Engine LO Sump Tank No.1 Cylinder Oil Storage Tank No.2 Cylinder Oil Storage Tank Main Engine LO Storage Tank Main Engine LO Settling Tank Generator Engine LO Settling Tank Generator Engine LO Storage Tank Turbine Oil Tank TOTAL
Compartment
Lubricating OIL TANKS Volume Centres of Volume at 98% 98%VNET LCG TCG VCG VNET 3 3 (m) (m) (m) (m ) (m )
Compartment TY Max
Frame
(m4)
78.5
76.9
29.71
0.00
2.33
44
27 - 46
103.5
101.4
22.95
-10.20
25.94
38
26 - 30
103.5
101.4
19.55
-10.20
25.94
38
22 - 26
77.5
76.0
28.47
-10.20
25.94
28
33 - 36
77.5
76.0
25.93
-10.20
25.94
28
30 - 33
4.3
4.2
30.18
-9.77
25.94
0
36 - 37
12.9
12.7
30.17
-11.48
25.94
1
36 - 37
8.6 466.5
8.5 457.1
30.17 25.13
-8.5 -8.48
25.94 22.02
0
36 - 37
Fresh Water TANKS Volume Centres of Volume at 98% TCG VCG VNET 100%VNET LCG 3 3 (m) (m) (m) (m ) (m )
Frame
(m4)
Fresh Water Tank (S)
202.9
202.9
11.25
12.92
27.51
106
12 - 16
Fresh Water Tank (P) Distilled Water Tank (S) Stern Tube Cooling Water Tank TOTAL
202.9 121.4 108.5
202.9 121.4 108.5
11.25 7.63 11.83
-12.92 12.20 0.00
27.51 27.57 6.63
106 48 38
12 - 16 8 - 11 9 - 17
635.6
635.6
10.66
2.33
23.96
Issue: Final Draft - November 2007
TY Max
Frame
(m4)
Fuel Oil Overflow Tank
51.2
50.2
38.55
-3.29
2.89
99
41 - 50
Oily Bilge Tank (Clean) Oily Bilge Tank (Dirty) Sludge Tank Bilge Holding Tank Main Engine Condensate Water Drain Tank Sewage Holding Tank FO Purifier Sludge Tank LO Purifier Sludge Tank TOTAL
29.2 28.3 13.1 43.2 6.2
28.6 27.7 12.9 42.4 6.1
40.80 35.40 31.55 18.75 29.95
2.13 4.12 -3.94 0.00 3.80
2.73 3.08 3.29 2.90 3.37
22 23 10 74 3
47 - 51 38 - 47 34 - 41 19 - 26 34 - 38
53.5 11.3 10.8 246.8
52.4 11.1 10.6 241.9
29.91 44.05 38.5 32.78
4.33 -11.25 -11.25 -0.14
2.53 14.44 14.44 3.89
34 11 10
27 - 43 50 - 56 44 - 49
Compartment
TY Max
Miscellaneous TANKS Volume Centres of Volume at 98% 98%VNET LCG TCG VCG VNET 3 3 (m) (m) (m) (m ) (m )
Machinery Spaces Volume Centres of Volume at 98% VNET 100%VNET LCG TCG VCG 3 3 (m) (m) (m) (m ) (m )
Frame
Engine Room
21495.6
21495.6
31.36
0.15
20.02
16 - 57
Pump Room Steering Gear Room TOTAL
3598.0 3916.3 29009.9
3598.0 3916.3 29009.9
49.22 3.54 29.83
0.00 -0.39 0.06
13.38 27.69 20.23
51 - 64 -8 -16
IMO No: 9323948
Section 1.1.2 - Page 3 of 3
1.2
Ship Handling
Illustrations
1.2.1a Turning Circles
1.2.2a Visibility Diagrams
1.2.3a Squat Diagram
Maersk Nautica
Deck Operating Manual
Illustration 1.2.1a Turning Circles Normal Ballast Condition With Maximum Rudder Angle
Normal Full Loaded Condition With Maximum Rudder Angle Full Speed (53 rpm)
Full Speed (53 rpm) Transfer 675.2 m
Starboard
Port
Half Ahead (33 rpm)
Advance in 988.8 metres Advance in 3m 10 sec
Transfer 652.8 m
Advance in 3m 28 sec
Advance in 2m 46 sec
Advance in 822.4 metres
Transfer 636.8 m
Advance in 996.2 metres Port
Starboard
Half Ahead (33 rpm)
Transfer 271.1 m
Advance in 2m 45 sec
Advance in 953.6 metres
Transfer 239.8 m
Advance in 912.0 metres Advance in 2m 41 sec
Advance in 899.2 metres
Advance in 3m 00 sec
Advance in 2m 30 sec
Advance in 1091.1 metres Port
Transfer 684.8 m
Transfer 240.9 m
Advance in 2m 28 sec
Advance in 1039.5 metres
Transfer 237.0 m
Starboard
Port
Starboard
Caution The response of the ship may be different from the listed above if any of the following conditions upon which the manoeuvring information was based are varied: 1) Calm weather: wind 10 knots or less, calm sea. 2) No current. 3) Water depth twice the vessel's draught or greater. 4) Clean hull. 5) Intermediate draughts or unusual trim. At slow speed the transfer and advance is about the same as half speed, the speeds are proportionally less and the times proportionally greater.
Issue: Final Draft - November 2007
IMO No: 9323948
Section 1.2.1 - Page 1 of 1
Maersk Nautica
Deck Operating Manual
Illustration 1.2.2a Visibility Diagrams Visibility Over Stern 53.5m
Visibility Over Bow
272.40m
Ballast Load Condition
8.081m 6.45m
47.60m 6.5m
'464.59' m
LOA 332.848m
Visibility Over Stern 53.5m
Visibility Over Bow
272.40m
Load Condition
22.70m 6.45m
47.60m 6.5m
LOA 332.848m
‘167.61' m
Distance of Invisibility (m) Draught in Metres 8 9 10 11 12 13 14 15 16
Distance of Invisibility (m)
Trim in metres (+ trim by stern) -2
-1
0
1
2
3
4
5
6
340.92 327.18 313.44 299.69 285.95 272.21 258.47 244.73 230.99
363.68 349.32 334.97 320.61 306.25 291.89 277.54 263.18 248.82
388.59 373.55 358.52 343.49 328.46 313.42 298.39 283.36 268.33
415.94 400.17 384.40 368.62 352.85 337.08 321.30 305.53 289.76
446.14 429.55 412.96 396.37 379.78 363.18 346.59 330.00 313.41
479.64 462.14 444.64 427.14 409.64 392.15 374.65 357.15 339.65
517.01 498.50 479.99 461.48 442.97 424.46 405.95 387.44 368.93
558.97 539.33 519.68 500.03 480.39 460.74 441.09 421.44 401.80
606.43 585.49 564.56 543.63 522.70 501.77 480.83 459.90 438.97
Issue: Final Draft - November 2007
Draught in Metres 17 18 19 20 20.95 21 22 22.7 23
IMO No: 9323948
Trim in metres (+ trim by stern) -2
-1
0
1
2
3
4
5
6
217.25 203.50 189.76 176.02 162.97 162.28 148.54 138.92 134.80
234.46 220.10 205.75 191.39 177.75 177.03 162.67 152.62 148.31
253.30 238.26 223.23 193.92 193.92 193.17 178.13 167.61 163.10
273.98 258.21 242.44 226.66 211.68 210.89 195.12 184.08 179.35
296.82 280.23 247.05 247.05 231.29 230.46 213.86 202.25 197.27
322.15 304.65 287.16 269.66 253.03 252.16 234.66 222.41 217.16
350.42 331.91 313.40 294.88 277.30 276.37 257.86 244.91 239.35
382.15 362.50 342.86 323.21 304.54 303.56 283.92 270.16 264.27
418.04 397.10 376.17 355.24 335.35 334.31 313.38 298.72 292.44
Section 1.2.2 - Page 1 of 1
Maersk Nautica
Deck Operating Manual
Illustration 1.2.3e Squat Diagram
Calculated Squat - Mean Draft Increase
MAERSK Vessel: Maersk Nautilus
Speed (Knots)
25 24 23 22 21 20 19 18 17 16 15 14 13 12 11 10 9 8 7 6 5 4 3 0.00
Block Coefficient: 0.812
Draft increase fwd or aft due to squat effect Could be more than the mean draft increase. For reference see Guidelines for Navigation
0.50
1.00
1.50
2.00
2.50
3.00
3.50
4.00
Metres
Open Waters
Issue: Final Draft - November 2007
IMO No: 9323948
Confined Waters
Section 1.2.3 - Page 1 of 1
1.3 Performance Data
1.3.1
Fuel Oil Consumption/Power Data
1.3.2
Speed/Power Data
1.3.3
Limitations on Operating Machinery
Maersk Nautica
Deck Operating Manual
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(Heavy) Forward 22.722m max summer 10.83m
RPM: Rating: Specific gravity of HFO: Specific gravity of MDO: Fuel oil consumption:
76 rpm (NCR) 29,400kW 0.9706 0.86 Approximately 110 tonnes/day for main engine
1.3.2 Speed/Power Data
Aft 22.722m max summer
13.00m
Minimum main engine speed: Minimum steering speed:
16 rpm 5.21 knots, loaded and ballast conditions
Maximum number of consectutive starts: 12
RPM/Speed Table Engine Order Full Sea Ahead Full Ahead Half Ahead Slow Ahead Dead Slow Ahead Dead Slow Astern Slow Astern Half Astern Full Astern
RPM 76 53 33 29 24 24 29 33 53
Speed Loaded 16.58 11.51 7.17 6.30 5.21
Speed Ballast 18.25 12.92 8.04 7.07 5.85
Barred Speed Range 34-41 rpm
Time and Distance to Stop
Full Ahead Manoeuvring Half Ahead Manoeuvring
Normal Loaded Condition Time Distance (Minutes) (Metres) 31m 54s 8890.3 22m 32s
3472.0
Normal Ballast Condition Time Distance (Minutes) (Metres) 19m 36s 3363.2 16m 56s
3283.2
The above table shows the stopping times using the engines in emergency astern running and with minimum application of the rudder.
Issue: Final Draft - November 2007
IMO No: 9323948
Section 1.3 - Page 1 of 1
SECTION 2: Cargo Systems Description 2.1
Cargo Tanks Layout
Illustrations
2.1a
Cargo Tanks Layout
Maersk Nautica
Deck Operating Manual
Illustration 2.1a Cargo Tanks Layout Port Slop
No.5 Port Wing
No.5 Centre Dump Tank
Stb'd Slop
Port Slop
No.5 Port Wing
No.4 Port Wing
No.3 Port Wing
No.2 Port Wing No.1 Port Wing
No.5 Stb'd Wing
OPTION ONE
No.4 Port Wing
No.3 Port Wing
No.4 Centre
No.3 Centre
No.2 Port Wing No.1 Port Wing
No.2 Centre
No.1 Centre
No.4 Stb'd Wing No.3 Stb'd Wing No.2 Stb'd Wing No.1 Stb'd Wing 47.47/52.53% Split Key Cargo Group I Cargo Group II
No.5 Centre Dump Tank
Stb'd Slop
No.5 Stb'd Wing
No.4 Centre
No.3 Centre
No.2 Centre
No.1 Centre
No.4 Stb'd Wing No.3 Stb'd Wing No.2 Stb'd Wing No.1 Stb'd Wing
Port Slop
No.5 Port Wing
No.4 Port Wing
No.3 Port Wing
No.4 Centre
No.3 Centre
No.2 Port Wing No.1 Port Wing
33.69/33.74/32.57% Split Key Cargo Group I Cargo Group II Cargo Group III
No.5 Centre Dump Tank
Stb'd Slop
No.5 Stb'd Wing
OPTION TWO
No.2 Centre
No.1 Centre
No.4 Stb'd Wing No.3 Stb'd Wing No.2 Stb'd Wing No.1 Stb'd Wing 26.90/73.10% Split Key Cargo Group I
The above illustrations are to indicate the tank grouping available, and should not be confused with the reference to grades or lines.
Issue: Final Draft - November 2007
Cargo Group II
IMO No: 9323948
Section 2.1 - Page 1 of 2
Maersk Nautica 2.1
CARGO TANKS LAYOUT
The cargo tank area consists of five centre cargo oil tanks and five pairs of cargo oil wing (or side) tanks. In addition there are two slop tanks (port and starboard) located either side of the aftermost centre tank, and also a low capacity dump tank inset. The total combined capacity of these cargo tanks including the two slop tanks is 314,824.2m³ at 98% capacity. The cargo tanks are divided into main groups as follows:
Three Grade Segregation Group I No.1, 2 and 4 centre cargo oil tanks (C.C.O.Tk’s) and No.5 wing cargo oil tanks (S.C.O.Tk’s) giving a total of 115,174.8m³ at 98% capacity; 33.69% total ship capacity. Group II No.3 centre cargo oil tank (C.C.O.Tk’s), No.1 and 4 wing cargo oil tanks (S.C.O.Tk’s) and both slop tanks giving a total of 115,334.1m³ at 98% capacity; 33.74% total ship capacity. Group III No.5 centre cargo oil tank (C.C.O.T) and No.2 and 3 wing cargo oil tanks (S.C.O.Tk’s) giving a total of 111,315.3m³ at 98% capacity; 32.57% total ship capacity.
Two Grade Segregation (Option One) Group I No.1, 2 and 4 centre cargo oil tanks (C.C.O.Tk’s), No.3 and 5 wing cargo oil tanks (S.C.O.Tk’s) and both slop tanks giving a total of 162,271.4m³ at 98% capacity; 47.47% total ship capacity.
Deck Operating Manual Two Grade Segregation (Option Two) Group I No.2 and 4 centre cargo oil tanks (C.C.O.Tk’s), No.5 wing cargo oil tanks (S.C.O.Tk’s) giving a total of 91,967.5m³ at 98% capacity; 26.90% total ship capacity. Group II No.1, 3 and 5 centre cargo oil tanks (C.C.O.Tk’s), No.1, 2, 3 and 4 wing cargo oil tanks (S.C.O.Tk’s) and both the slop tanks giving a total of 249,856.7.8m³ at 98% capacity; 73.10% total ship capacity. Note: The above possible configurations are based purely on tank segregation and capacities only. The actual loading quantities are to be determined by the cargo specific gravity and resulting stress and stability figures obtained from the loading computations. There are five pairs of ballast tanks situated outboard of, and underneath the cargo oil tanks. However, No.5 wing ballast tanks each protrude into No.5 centre cargo oil tank with two oblong tank sections, which extend from the centre tank aft bulkhead at frame 64 to frame 76, giving the approximate dimensions of 11.0m x 3.5m x 2.75m. Additionally situated on the aft bulkhead of No.5 centre tank is the dump tank, positioned at the starboard side and about mid-point above the main cargo tank deck, extending from frame 64 to frame 70, with the approximate dimensions of 5.5m x 4.75m x 4.75m. The engine room ballast tanks are used to correct any list in a loaded passage and also to compensate for bunker consumption. The total capacity of the ballast tanks, including the fore and aft peak tanks and the engine room side ballast tanks, is 101,025.3m³ at 100% capacity. The cargo oil slop tanks are the only tanks fitted with heating coils and temperature sensors.
Group II No.3 and 5 centre cargo oil tanks (C.C.O.Tk’s) and No.1, 2 and 4 wing cargo oil tanks (S.C.O.Tk’s) giving a total of 179,552.8m³ at 98% capacity; 52.53% total ship capacity.
Issue: Final Draft - November 2007
IMO No: 9323948
Section 2.1 - Page 2 of 2
2.2
Cargo Piping System
2.2.1
System Description
2.2.2
Measuring and Sampling
2.2.3
Slop Tank Usage
2.2.4
Slop Tank Heating
Illustrations
2.2.1a Cargo Piping System
2.2.2a MMC UTI
2.2.2b Measuring and Sampling Positions
2.2.3a Slop Tank Cross Section
2.2.4a Slop Tank Heating System
Maersk Nautica
Deck Operating Manual
Illustration 2.2.1a Cargo Piping System
50
CLV192 CLV176
CLV 129
700
From Inert Gas Main Line
700
200 200
CLV 184
25
To Tank Cleaning Main
No.4 Cargo Oil Tank (Port)
Double Bottom
CLV113 600
ODME Flow Meter H
CLV 073
H
CLV 096
From DrainTank CLV132
PT PI
H
100
CLV097
PI PT H
CLV106
Stripping Pump 125m3/h
H 150 CLV093
To Vacuum Pumps
VUV 007
VUV 008
PI
250
H CLV089 700
125
CLV095
H
PT PI
CLV070 H
PI PT
CLV061
100
VUV001
P
CLV058 CLV078 600
650
CLV 119
CLV114
CLV 122
H CLV065
700
PT PI
PI PT
CLV059 CLV079 700
CLV099 50
650
CLV 120
CLV 123
PT PI
CLV072 H
CLV100 50
H
CLV116
650
CLV 121
PI
CLV 124
CLV069
From Compressed Air
750
600
H
H CLV074
CLV 082
750
CLV131
CLV110
300
H CLV054
CLV 083
CLV057
CLV067
H
CLV126 CLV130
Issue: Final Draft - November 2007
CLV101
CLV068
500
H
CLV 010
H
CLV 009
250
CLV 030
H
CLV127
250
CLV 191 200
200
550
CLV H 049
250
CLV 023
H
550
CLV H 046
No.2 Cargo Oil Tank (Port)
No.3 Cargo Oil Tank (Port)
CLV 020
250
550
H
CLV H 043
H
550
600
H
650
CLV075
200
H
CLV 128
Emergency Connection CLV091 with Ballast System 600
H
250
550
750
250
250
CLV 017
H
550
250
CLV008 CLV007 H
CLV 033
H
CLV 034
H
100 300
H
650
CLV125 650
25
CLV 190 200
No.4 Cargo Oil Tank (Port)
No.5 Cargo Oil Tank (Port)
Slop Tank (Port)
H
15 15
15
300
H
H
CLV 189
25
CLV 169
CLV193 CLV179
H CLV090
CLV 085
650
750
Compressed Air Sea Chest
CLV063
P
CLV060 CLV080
25
CLV 081
750
VUV003
25
CLV 168
50
H
CLV H 050
No.1 Cargo Oil Tank (Port)
550
CLV H 040
250
CLV 014
H
550
CLV 037
H
CLV 011
H
CLV 036
H
CLV 035
CLV 024
H
CLV H 047
CLV 021
H
CLV H 044
CLV 018
H
CLV 026
H
CLV 027
H
550
CLV H 041
250
CLV 015
H
CLV 003
H
CLV H 004
550
CLV H 038
CLV 012
750
CLV053
CLV066 H
PI PT
CLV 188
CLV 167
CLV173
CLV056 H
No.3 Cargo Oil Pump 5,500m3/h
CLV183 CLV 166
200
200
300
H
700
H
CLV 172
CLV161
CLV160
50
25
CLV052
H
H
300
CLV159
CLV158
CLV182
From Compressed Air
CLV 087
CLV 084
VUV002 750
CLV115
600
CLV 104
H
CLV062
P
H
300
H
H
No.2 Cargo Oil Pump 5,500m3/h
CLV071
H
700
CLV055
650
H
300
CLV171
200
H
CLV 133 H
750
CLV098 50
CLV 086
700
CLV153
CLV177 CLV178
CLV107 CLV 134
CLV064
No.1 Cargo Oil Pump 5,500m3/h
H
700
H
700
No.4 Cargo Oil Tank (Starboard)
CLV 133
PI
H
CLV152
PT
CLV 105
PT
CLV088
700
PT
No.2
PT
PT
100
VUV019
VUV018
H
CLV181
150
CLV 077
No.1
PT PI
100
CLV157
700
PT
300
100 250
CLV 076
PI VUV020
VUV 009
CLV156
Cargo Line No.3
CLV170
100
350
600
PI
PT
CLV155
CLV 165
700
P
PI
CLV 164
CLV151
P
150
CLV092
CLV 163
CLV154
Cargo Line No.2
25
700
CLV118
H 150 CLV094
Pump Room Bilge Suction
CLV117
CLV 187
100
ODME Control Signal
Main Deck
150
CLV174 CLV175
200
25
CLV 162
50
200
CLV 186
25
CLV180 350
200
CLV 185
CLV103 CLV109
150
ODME Flow Meter
Key Cargo Line No.1
700
No.5 Cargo Oil Tank (Centre)
No.4 Cargo Oil Tank (Centre)
No.3 Cargo Oil Tank (Centre)
H H
750
H
CLV 031
H
CLV 032
500
Slop Tank (Starboard)
CLV No.2 Cargo Oil Tank 028 (Centre) CLV 029
No.1 Cargo Oil Tank (Centre) H
H
CLV 001
H
CLV 002
H
CLV005 CLV006
H
CLV H 051
250
550
CLV 025
No.5 Cargo Oil Tank (Starboard)
H
CLV H 048
250
550
CLV 022
No.4 Cargo Oil Tank (Starboard)
H
CLV H 045
250
550
CLV 019
No.3 Cargo Oil Tank (Starboard)
H 250
CLV H 042
CLV 016
550
H 250
No.2 Cargo Oil Tank (Starboard)
CLV 039
H
CLV 013
550
No.1 Cargo Oil Tank (Starboard)
CLV102 CLV108
IMO No: 9323948
Section Section 2.2.1 x - Page x 1 of x 2
Maersk Nautica 2.2
Cargo Piping System
2.2.1 System Description
Cargo System The cargo space consists of five centre and five wing cargo tanks and one pair of slop tanks. The after most two tanks are the slop tanks with a dump tank inset to No.5 centre cargo oil tank. The cargo tanks are divided into three main segregation groups and are separated by double isolation valves. This allows a maximum of three grades to be carried/loaded without contamination as detailed in Section 2.1 Discharge of the cargo tanks is via three centrifugal vertical steam turbine driven cargo oil pumps, each of 5,500m3/h capacity situated in the cargo pump room, discharging to the respective manifolds on deck. Each cargo pump is connected to an automatic cargo stripping unit consisting of three gas separators and three vacuum pumping units. The lines from the tanks to the pumps are of a nominal 750mm diameter. The cargo lines are drained using a steam stripping pump rated at 125m3/h, situated in the pump room, discharging via the 150mm line (commonly called the MARPOL Line), to the manifolds outboard of the manifold valves. Loading is carried out via the pump room where there are bypass valves and lines for each cargo pump. Each cargo top line (700mm) has its own cargo pump bypass line (700mm) which is connected to the respective bottom line. The bottom suction lines (750mm) in the pump room are interconnected on the pump suction side through a crossover line (650mm) with a connection to the main sea chest. The connection to the sea chest is kept closed during normal loading, discharging and the sea passage by the main and intermediate sea chest isolation valves. In addition, a swing check block valve and a spectacle flange normally in the closed position. There is provision to test the integrity of the main sea chest isolation valve with compressed air, pressure gauge and drain cock. On the sea chest space outboard of the valve, compressed air can be delivered there for testing purposes. The cargo suction crossover is also capable of being connected to the ballast main suction line, isolated in the normal condition by a swing check block valve and an isolating valve. In addition there is removable spool piece which in normal circumstances is left removed from this section. The delivery side of the pumps is interconnected through a crossover line (600mm). A number of lines are branched off this interconnection crossover, Issue: Final Draft - November 2007
Deck Operating Manual one line (350mm) feeds the cargo tank cleaning system while two other lines (250mm) are used to feed the driving fluid for the cargo stripping eductors. Also one branch line (600mm) is directed to overboard via the oil discharge monitoring equipment terminating in a high overboard discharge outlet on the port side and above the deepest water ballast line. In the event that the discharge overboard is above the allowable limit as measured by the oil discharge monitoring equipment, then the discharge is redirected to the starboard slop tank or No. 5 centre. This discharge connection to overboard is normally kept closed by a spectacle flange between double isolating valves. The port and starboard slop tanks are interconnected by a levelling line and valves. Both slop tanks have separate stripping suctions connected to the cargo oil stripping pump and eductor crossover. The port slop tank is further interconnected by a line (650mm) to the pump bottom suction lines. The crossover line on the cargo suction main and discharge main lines in the cargo pump room are provided for the flexibility of cargo handling and tank cleaning with sea water. Similarly, crossover lines are provided on each main cargo tank bottom line with two valve separation. Each cargo tank has a suction well in which the stripping suctions are situated, (approximately 50mm above the well plating). The main suctions are situated approximately 130mm above the tank top, each of the suctions are fitted with a cone type bellmouth. The suctions are located close to the aft bulkheads, the centre and starboard wing tank suctions to the port side of the tank centre line, and the port wing tank suctions to the starboard side of the tank centre line. An appropriate small list during draining will assist in minimising residue in the cargo tanks. The slop tanks have only one main suction which is not fitted into a well, and is located to the rear of the tank. 250mm
550/500mm
130mm ± 10mm Inner Bottom 50mm ± 10mm
Only the slop tanks are fitted with heating coils. There is a connection from the inert gas (IG) system to allow fresh air to be introduced into the bottom of the cargo tanks via No.1 cargo top line during gas freeing operations. The three cargo lines are interconnected adjacent to the manifold area with crossover valves. These three cargo top lines drain collectively to No.4 centre cargo tank.
Cargo Stripping System The cargo stripping is performed by the cargo pumps with an automatic stripping system, cargo stripping eductor and cargo stripping pump. Three cargo oil pumps are fitted with an automatic stripping system consisting of three vacuum pumps and three gas separators. Gas and condensate from the automatic cargo stripping system are extracted to the starboard slop tank by means of the vacuum pumps. Twin 500m3/h stripping eductors are installed to take suction from each of the cargo bottom lines, via the eductor and stripping pump crossover line, and discharging to the starboard slop tank or No.5 centre cargo oil tank. The eductor drive can be supplied by any of the main cargo pumps. The manifold area is fitted with drip trays on either side for the collection of any spillage from the shore connections. The drip trays can be drained down to No.4 wing tanks on the respective side, via a drain line fitted with a ‘U’ bend. One cargo stripping discharge line with a diameter of 150mm, as required by MARPOL 73/78, is led to the upper deck and connected outboard of the manifold valves on each side. The cargo stripping pump is used for discharging the contents of the cargo pump room bilge to the starboard slop tank or No.5 centre tank, or directly overboard via the ODME line. It is also used for final line draining at the completion of cargo discharge. Refer to Section 5.1.6, Pump Room Bilge System in the Deck Operating Manual for full details of the configuration and operation for pumping out the pump room bilges.
12mm Doubler Plate
Stripping Well
Ballast is not carried in the cargo tanks under normal circumstances, but, 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 specified in Regulation 13 (3) of Annex I in marpol 73/78, such ballast water can be handled by the cargo pumping and piping system.
IMO No: 9323948
Section Section 2.2.1 x - Page x 2 of x 2
Maersk Nautica
Deck Operating Manual
Illustration 2.2.2a MMC UTI Valve Closed
Tape
Valve Open
Brass Turning Knob
Tape Protection Tube NITE
LIGHT
FLEXI-DIP ULLAGE / INTERFACE TEMPERATURE HORN TONE STEADY IN OIL ULLAGE / INTERFACE TEMPERATURE 0
°C
+88
POWER
TRI
III
Ex
EExia II B, T3 EN 50014 & 020
MODE
HORN BEEPS AT OIL-WATER INTERFACE MODE SELECT
ON/OFF U/I INTRINSICALLY SAFE APPARATUS
MODE SELECT
BS 5501 PARTS 1 & 7 BAS NO. # Ex 95C2408X
+88
III
MODE
HORN BEEPS AT OIL-WATER INTERFACE
ON/OFF U/I INTRINSICALLY SAFE APPARATUS
PUSH
°C
POWER
LIGHT
NITE FLEXI-DIP
HORN TONE STEADY IN OIL
0
TRI
°T
°T
PUSH
REMOVE COVER TO REPLACE BATTERY WITH 9V TYPE, DURACELL MN1604 OR EVEREADY NO 522. REPLACE IN A SAFE AREA ONLY.
PUSH
MMC INTERNATIONAL CORP. INWOOD, NY MOD. D-2401-2
BS 5501 PARTS 1 & 7 BAS NO. # Ex 95C2408X
Ex
Ex
EExia II B, T3 EN 50014 & 020
PUSH
Storage Tube
REMOVE COVER TO REPLACE BATTERY WITH 9V TYPE, DURACELL MN1604 OR EVEREADY NO 522. REPLACE IN A SAFE AREA ONLY.
Tape
MMC INTERNATIONAL CORP. INWOOD, NY MOD. D-2401-2
Tape Read Line Wiper Control Lever
WIPERS ON OFF
Anti-static Tape Sensor
Tape Protection Tube
Tank Top
VAPOUR
Ullage Level
PRODUCT Ball Valve
Ultrasonic Level Sensor Interface Sensor Interface Level
Issue: Final Draft - November 2007
Temperature Sensor WATER
IMO No: 9323948
Section 2.2.2 - Page 1 of 3
Maersk Nautica
Deck Operating Manual
2.2.2 Measuring and Sampling system
• A continuous beep is emitted when the probe is in contact with petroleum products
The cargo and slop tank levels are relayed to the ship’s Cargo Control Room (CCR) by the Saab TankRadar Cargo and Monitoring System radar beam type transmitters and are displayed on the Damcos display monitors.
• An intermittent beep is emitted when the probe is in contact with water
Each cargo and slop tank are fitted with a Saab TankRadar Star independent overfill alarm unit which is activated at 98% for the overfill. A single ND50 (2'') seal valve for use with the portable MMC measuring unit is fitted to each cargo and slop oil tanks. The seal valves are to provide hand dipping points for independent ullage checks, temperatures and oil/water interface using the portable MMC cargo monitoring device. The seal valve allows connection and disconnection without having to broach the inert gas in the cargo tanks or the tank atmosphere. Additionally there are two ND25 (1'') seal valves in each cargo tank, one placed adjacent to the radar gauging unit and another at the forward end of each cargo tank. The slop tanks only have one ND25 (1'') seal valve which is located aft of the ND50 (2'') seal unit. These smaller hand dipping points are fitted for checking the dryness of the tank in accordance with the requirements of the IMO. The temperatures and pressures of the cargo and slop tanks are displayed on the Damcos monitors. The ballast tanks, fuel oil and diesel oil storage tanks, forward, aft and midships draughts are also displayed on the Damcos monitors. These tanks (including the fuel oil and diesel oil service and settling tanks) are measured using the SF Control level system via electro-pneumatic type equipment. Portable Measuring Equipment Manufacturer: Type: Model: Number of sets: Tape length:
MMC Flexi Dip D-2401-2 3 40m and 37m
Illustration 2.2.2b Measuring and Sampling Positions
The instrument is powered by a 9 volt battery stored in the electronic terminal housing. Electronic power consumption is very low, ensuring long operation without the need for battery replacement. The instrument is fitted with a low battery continuous tone indictor signal, making the operator aware of the battery condition which may lead to erroneous readings if not replaced immediately.
Ullage Zero Level
Designed for easy maintenance, the MMC sensing probe consists of a stainless steel tube terminated by a PFA head, the probe incorporating an ultrasonic liquid level sensor, temperature sensor and conductivity electrode. The instrument has the facility to be calibrated for temperature correction should it be required.
2" Seal Valve
The ullage detector consists of two piezoceramic plates and electronic circuits. When the sensor head is immersed in a non-conductive liquid (oil or petroleum), the emitted ultrasonic signal is detected by the receiver, coded and sent to the instrument unit which activates a buzzer with a continuous beep. Interface detection is possible using the principle of measuring the conductivity between an active electrode and a grounded electrode. When the liquid in which the probe is immersed is conductive (water), the ullage sensor detects the presence of the water as well as the oil and the conductivity electrodes and associated electronic circuits modulate the coded signal to generate the intermittent beep.
Cap
Deck Detail Of 2" Seal Valve
The sensing element used to detect temperature is a semi-conductor, the current output of which is proportional to the absolute temperature. One conductor of the measuring tape is used as a power line for the temperature sensor and the other as the return conductor. 1" Seal Valve
Instrument Description The MMC sonic tape is a gas tight portable, multi-function gauging instrument designed to measure the ullage, temperature and interface of liquid cargoes under closed gauging conditions. Each instrument is individually identified with a 5 digit serial number enabling instrument records to be easily maintained and followed.
Deck Detail Of 1" Seal Valve
Fitted with a UTI sensing probe, the unit emits three different audible beeps to alert the user as to the measuring medium in contact with the probe: • A single control beep is emitted every 2 seconds when the sensing probe is in contact with air
Issue: Final Draft - November 2007
IMO No: 9323948
Section 2.2.2 - Page 2 of 3
Maersk Nautica Operation of the Ullage/Water Interface Mode a)
Ensure that the tank gauging 2'' sounding pipe isolating valve is closed.
b) Remove the sounding pipe screw cap. With the MMC Sonic gauging tape completely wound onto the hub and in the lock mode, fit the MMC UTI barrel onto the sounding pipe and secure it in place with the screw collar. c)
Secure the MMC UTI earth strap to the ship’s structure before switching on. Switch on the power unit via the ON/OFF pushbutton on the hub face, by default the ullage/interface mode will be shown and a 1XX.XX will appear on the LCD. Unscrew the tape locking device. Open the sounding pipe isolating valve and slowly lower the tape into the tank.
d) Lower the tape fully until the unit begins to emit a continuous beep. At this point, slowly raise then lower the tape a number of times until the noise just begins, so giving an indication of the ullage. The measurement reading is taken from the tape at the point it begins to pass through the wiper unit. From this measurement, the height of the sounding pipe and the barrel length up to the wiper unit must be subtracted. This will now give the actual tank ullage. The MMC UTI unit when operated diligently can give an accuracy of ±3mm under calm conditions with the ship not moving in a seaway. e)
f)
After the ullage has been established, continue to lower the tape. If there is an oil/water interface, the unit will emit an intermittent bleep when the probe is passed into water. At this point, again slowly raise then lower the probe a number of times to give an accurate position of the interface. From these two sets of figures, ie, ullage and water interface, an accurate product height can be established, again allowing for correction of height. When winding the tape back in, the wiper device should be set to ON. When the tape is fully housed, apply the locking screw. Close the sounding pipe isolating valve, unscrew the locking ring and remove the MMC UTI unit. Replace the sounding cap.
Deck Operating Manual Portable Sampling and Hand Dipping Unit System SD-2/W Components (Multi Functional Unit) Manufacturer: Type: Model: Type: Model: Type: Model:
MMC Tape reel GTR/W Storage barrel 51S600 Sampling bottle 05L43
Operation a)
Fit the sample bottle to the tape and retract it into the MMC sampler barrel, locking the reel with the locking screw.
With the MMC sampler secured to the sounding pipe, open the sounding pipe isolating valve and release the locking mechanism. Slowly and under control, lower the sample bottle into the product.
d) At the agreed depth, raise and lower the tape to allow the sample bottle to fill due to the sealing arrangement breaking free on the neck of the sample bottle. When complete, apply the tape cleaner device to the ON position and wind the tape back in. e)
f)
Manufacturer: Type: Model:
MMC Dip scale DS-200S
The MMC dip unit is designed for checking the bottom of closed and inerted tanks. This may be that the tanks are dry and free of deposits after crude oil washing, to measure the amount of residue or when coated with water finding paste, to measure the amount of water. Each unit consists of a graduated brass/ stainless steel weight with graduated stainless steel tape on a reel.
Operation
b) Fit the sampling unit to the sounding pipe as described previously for the ullage/interface unit. c)
Portable Hand Dipping Unit
When the tape is fully housed, close the sounding pipe isolation valve and keep the sampling bottle clear of the ball of the MMC 2” valve.
a)
Fit the MMC dipping unit to the sounding pipe as described previously for the ullage/interface unit.
b) Open the MMC 2" sounding pipe isolating valve and lower the dipping rod to the tank bottom by means of the attached graduated stainless steel tape. c)
The operator can gauge the sounding with the tape graduations, so to be aware when the tank bottom has been reached. It is important not to tip the rod over giving a false reading.
d) Wind the tape all the way back up until it has reached the stowage position. e)
Shut the MMC 2" isolating valve and remove the dipping unit from the tank.
f)
The innage can be read from the graduated dipping rod.
Remove the sampler and carefully transfer the liquid sample into the sample container.
Operation in the Temperature Mode The unit should already be switched on after completing the above operations. Toggle the mode pushbutton to T, the temperature reading will now be displayed on the LCD in °C/°F. The probe should be allowed to soak for approximately two minutes to give an accurate indication. A temperature reading should be taken from the bottom, middle and top levels of the product to give an average overall reading. The sensor range is -40°C to +90°C, with an accuracy of ±0.2°C Issue: Final Draft - November 2007
IMO No: 9323948
Section 2.2.2 - Page 3 of 3
Maersk Nautica 2.2.3 Slop Tank Usage There are two slop tanks with five uses as follows: • Cargo carrying tanks. • Crude oil washing (COW) with or without utilising the eductors. • Water washing prior to tank inspection or refit. • As part of the odme system, the flow is automatically diverted, as necessary, to the starboard slop tank when decanting slops or discharging heavy weather ballast to sea. • Tank volume (product) heating. Loading of the both slop tanks is completed in the normal manner from No.2 or No.3 cargo main bottom line.
Deck Operating Manual 3) Oxygen content readings of the slop tank atmospheres and cargo oil tanks to be crude oil washed must be taken prior to cow or water washing and monitored at regular intervals. Readings must not exceed 8%. The starboard slop tank main suction is located near to the centre line bulkhead in the aft corner section (not shown in the diagram below), with the stripping suction adjacent to the aft bulkhead. The levelling line inlet is close to these suctions and located about 40cm above the tank deck plating. The port slop tank has all three suctions located near to the centre line bulkhead in the aft corner section (the main suction is not shown in the diagram below), with the stripping suction adjacent to the aft bulkhead.
Note: There are no stripping wells in either slop tank. The stripping suctions are 50mm above the tank floor plating.
Emptying of the slop tanks is normally via the main suctions during bulk discharge and from the stripping suctions in the pump room during draining. During COW, fresh crude oil can be drawn from the port slop tank via the direct suction from the pump room via valve CLV064. Crude oil is pumped up the COW line and through the eductor system simultaneously. The eductors can discharge to either the starboard slop tank or No.5 centre, depending on grade segregation. During water washing, both slop tanks are normally utilised. Clean water is drawn from the port slop tank and the draining from the eductor discharge are directed to the starboard slop tank. Clean water flows across to the port slop tank via the balance line. Careful management of the slop tanks is essential at all times. The following useful guidelines should be noted:
Illustration 2.2.3a Slop Tank Cross-Section
From Cargo Stripping Pump and Eductor
1) The slop tanks are aft and of relatively small volume. Care must be taken when loading these tanks as they fill quickly.
H
Port Slop Tank (Clean)
No.5 Centre Cargo Oil Tank
Starboard Slop Tank (Dirty)
CLV 074
H
CLV 075 H
From Cargo Stripping Pump and Eductor
H
CLV009 CLV010
2) Prior to COW, it is necessary to decant the free water from all cargo oil tanks, including the slop tanks, subject to grade segregation. When the load on top (LOT) procedure has been adopted the slop tanks are to be discharged and refilled with dry crude oil prior to the commencement of COW. During COW, fresh crude oil can be drawn from the port slop tank via a direct suction from the pump room, valve CLV064. The levels to which the slop tanks are recharged are arbitrary, but sufficient ullage is required in the clean slop tank to allow for the cargo pump to maintain suction and the balance line to remain covered if both slop tanks are used.
Issue: Final Draft - November 2007
14.0 metres Stripping Suction
Cargo Pump Suction
H
H
Levelling line
CLV 091
CLV 090
Stripping Suction
H
CLV 064
Water Ballast Tank (Port)
40cm
Water Ballast Tank (Starboard)
The cargo piping system shows the port tank as being the “clean” side, the starboard as being the “dirty” side. The cargo main suctions are not shown.
IMO No: 9323948
Section Section 2.2.3 x - Page x 1 of x 1
Maersk Nautica
Deck Operating Manual
Illustration 2.2.4a Slop Tank Heating System
25
SAV003
400
SAV032
40
To Cargo Tanks
From Scrubber Unit
SAV049 15
SAV004
SAV058
25
SAV060 25
SAV048
Deck Water Seal SAV005
SAV030
40
25
SAV047 LAL
125
SAV006
80
SAV029
40
25
SAV046 SAV007
65
SAV002
GI533F
SAV028
40
Slop Tank (Port)
15
SAV031
40
SAV045
SAV034
25
25
Sea Water Supply
50
SAV052
SAV051
100
25
SAV001 No.5 Centre Oil Tank
SAV054 SAV053 Engine Room
Pump Room
15
15
SAV056
40
SAV051
SAV008
SAV057
SAV044
SAV027
SAV055
200
From Engine Room 10kg/cm2 Steam
SAV033
150
40
SAV009
SAV026 SAV043
100
To Condensate System in Engine Room
40
15
15
SAV025
SAV010 SAV042 To Drain Tank
40
SAV011 SAV041 Calculation Table for the Heating Coil Tank Number
Slop Tank (Port)
Volume (98%) Heating Condition (24 Hour) 3605
44oC - 66oC
Heating Area (M2)
Section
Heating Coil Pipe
80
SAV012
Outer Dia.
Length
Each Section Length
48.6
709.0
141.8
SAV023 SAV040 40
SAV013 0.03
108.2
5
SAV024
40
125
Heating Radio (M2/M3)
SAV061
SAV039
SAV022
40
Slop Tank (Starboard)
3605
20oC - 66oC
0.06
216.4
10
48.6
1418.0
SAV014
141.8
SAV021 SAV038
15
15
40
Key
SAV063 SAV020
SAV015
SAV037 40
SAV016 SAV036
Steam 40
Exhaust Steam SAV017
Slop Tank (Starboard)
Issue: Final Draft - November 2007
SAV019
IMO No: 9323948
SAV035
SAV018
Section Section 2.2.4 x - Page x 1 of x 2
Maersk Nautica
Deck Operating Manual
2.2.4 SLOP TANK HEATING
c)
Both the port and starboard slop tanks are fitted with grid type heating coils, the port slop tank has five coils whilst the starboard slop tank has ten coils. The cargo oil tanks are not fitted with any coils. The heating coils in the slop tanks are primarily meant for good decanting in order to separate water from oil. It should be noted that there is a heating coil to the IG deck water seal, supplied from the same line as the slop tank heating coils. Slop tank temperatures are monitored by the Saab TankRadar system and relayed to the Damcos display units. Temperature alarm set points can be set as required on the Damcos display unit. It is possible to isolate each section of coils as required. The coils are supplied with 10kg/cm2 saturated steam from the engine room and the condensate return passes through steam traps back to the atmospheric condenser and subsequently back to the feed filter tank.
Open the forward warming through condensate crossover valves via the drain trap.
d) Crack open the main steam warming through valve and warm through the deck lines. e)
At the individual tank heating coil manifolds crack open the inlet valves and warm through the heating coils.
f)
Open the master valve warming through valve to its full extent and continue warming through the lines.
g) Slowly open the master valve. Close the warming through valve when the master valve is fully open. h) Check the condensate outlet from the heating coils for signs of oil at the drain valves.
The heating coils inside the slop tanks are made from stainless steel (grade SUS316L) material to prevent corrosion and increase their durability when in contact with salt water and the possible corrosive nature of the crude oils.
i)
Open the heating coil condensate return valve.
j)
Close the drain valve.
The following table shows the heating capacity for each slop tank:
k) Regulate the temperature of each tank by throttling-in the secondary inlet valve.
Tank
Volume 98% m3
Slop Tank (P) Slop Tank (S)
Heat Ratio
Heating Surface Area m2
Number of Grids
Each Grid Length (m)
3,604.5
0.03
108.2
5
141.8
3,604.5
0.06
216.4
10
141.8
The heating system for the port slop tank is designed to heat this tank from 44°C to 66°C within 24 hours. The starboard slop tank temperature can be raised from 20°C to 66°C within 24 hours at an ambient air temperature of 2°C and sea water temperature of 5°C.
l)
b) Isolate the defective tank heating coil and insert blanks in the steam inlet and condensate outlet lines. c)
Proceed to heat the tank using the other coils.
Testing the Coils The modern materials and the continuous welded construction used in the heating coils tend to offer reliable service. Routine testing by checking the condensate outlet when putting the system into use will normally suffice. However, pin holes can develop at welds and loose pipe brackets can cause fretting. If contamination occurs, test the defective coil at the next possible opportunity. This is carried out by applying a fresh water hydraulic test on coil with the outlet valve closed, entering the tank when it is gas free and locating the leak. A permanent repair will, in most cases, require welding. This would be carried out during refit. A near permanent repair can be carried out by cutting the coil in way of the defect and inserting a ‘Yorkshire’ coupling.
Check the cascade observation tank for contamination.
The heating coils should be shut off at near completion of discharge of the tank to avoid overheating of the residue cargo. Shutting Down the System a)
Shut off all individual tank steam and condensate valves.
b) Open drain valves to prevent a vacuum forming which could draw in oil through any pipe defects.
The steam line on the maindeck is painted silver. c)
Procedure for the Operation of the Cargo Heating System All valves and drains are closed. a)
Ensure all spectacle blanks in the steam inlet and condensate lines are removed from the tanks to be heated.
b) Open the condensate outlet drain valves on all tanks to be heated.
Issue: Final Draft - November 2007
Close drain valves when the coils have reached ambient temperature, in order to prevent ingress of sea water during heavy weather.
d) Close the main supply and return valves. Contamination If contamination should occur at the observation tank proceed as follows: a)
Check the condensate drains on each cargo tank and locate the defective coil. IMO No: 9323948
Section Section 2.2.4 x - Page x 2 of x 2
2.3
Cargo Pumps
2.3.1
Main Cargo Pumps
2.3.2
Cargo Valves
2.3.3
Stripping Pump and Eductors
2.3.4 Automatic Cargo Stripping System
2.3.5 Pressure/Vacuum Valves
Illustrations
2.3.1a Main Cargo Pump and Characteristic Curves
2.3.3a Cargo Pumping System Stripping Pump and Remote Control System
2.3.4a Automatic Cargo Unloading System
2.3.4b Vapour Extraction Crossover System and High Vapour Pressure Curves
2.3.5a Mast Riser P/V Valve and Pressure Regulating Valve
2.3.5b High Velocity Pressure/Vacuum Valve
Maersk Nautica
Deck Operating Manual
Illustration 2.3.1a Main Cargo Pump and Characteristic Curves
Combined Steam Regulating and Emergency Shut-Off Valve
PI
Governor
PI PI COC
600 ESD
150
200
ZS
Exhaust Steam to COPT Vacuum Condenser
180
80
160
PI
H
120
20
40
100
15
80%rpm
80
To Scupper
BY S.W. ( = 1.025)
60%rpm
40
Pump Efficiency η p (%)
30
70%rpm
60
15
60 50
90%rpm
Total Head (m)
15
70
Q 100%rpm
140
PS
15
90
ηp
50%rpm
20 10 0
3000
P
Engine Room
100%rpm
Pump Room Gas Tight Shaft Seal
Temperature Sensor
2000 Shaft Horsepower P (kW) 1000 6
Pump Vibration Sensor
Hs
100%rpm
4
0
NPSH (m) 2
1 Upper Bearing and Seal Temperature Sensor Pump Casing 2 Temperature Sensor 3 Lower Bearing and Seal Temperature Sensor Pump Seal Leakage 4 Collection Chamber with High Level Alarm
1
0
1000
2000
Pump Suction
4000
3000
5000
0
6000
m3/h Pump Capacity : 5500 m3/h Total Head : 150 m
3
4
Issue: Final Draft - November 2007
Pump Discharge
2
Suction Head : 5 m Revolution : 1090 3% rpm Specific Gr. : 1.025 Liquid Temp. : 15 oC
LA
IMO No: 9323948
Normal Shaft Horse Power : 2679 kW Pump Efficiency : 86 % NPSH Re : 4.2 m Driver Turbine Out Put : 2680 kW Revolution : 1090 3% rpm
Total head = hd - hs + (Vd2 / 2g - Vs2 / 2g) hd : Discharge head (m) hs : Suction head (m) It will be (-) in case of vacuum. Vd : Average velocity at discharge bore (m/s) Vs : Average velocity at suction bore (m/s)
Section 2.3.1 - Page 1 of 3
Maersk Nautica 2.3
Cargo Pumps
2.3.1 Main Cargo Pumps Cargo Pumps Manufacturer: Type: No. of sets: Capacity: Model (Pump): (Turbine): Speed (Pump): (Turbine): Rating: Governor:
Shinko Industries Ltd., Hiroshima, Japan Steam turbine driven vertical centrifugal pump 3 5,500 m3/h at 15 bar KV500-2 RVR2 1,090 rpm ±3% 6,983 rpm 2,680kW Woodward UG 10DM
Introduction The main cargo pump system consists of three vertical centrifugal single-stage double-suction type cargo pumps. They are situated at the bottom of the pump room and are driven by a single-stage Curtis steam turbine and intermediate shaft passing into the pump room through a gas tight bulkhead gland. The pumps are each equipped with an automatic unloading (stripping) system.
Procedure for the Operation of Cargo Pumps Pre-Operation Checks a)
The duty cargo officer should notify the duty engineer of cargo pump requirements. The engineers will then make the cargo oil pumps ready for operation.
Deck Operating Manual Pump Starting The starting of the main cargo pump turbines is manually carried out, where the duty engineer operates the steam inlet valve to the turbine to rotate and run it up or shut it down. When a turbine is up to minimum operating speed, control of the turbine from minimum up to its full rated maximum is carried out from a governor control knob (one for each turbine) located on the main control console in the Cargo Control Room (CCR). Before the cargo oil pump turbines are brought into operation, the turbine casings must be thoroughly warmed through for approximately 60 minutes with all the drains open and proved clear before beginning to slowly rotate the turbine.
b) Stopping is possible by operating either the remote stops or the hand trip on the turbine. The pump discharge valve should be shut before the pump turbine is stopped. c)
Close the pump suction valves.
Emergency Stopping
The warm-up procedure will progress until the duty engineer opens the steam inlet valve very gradually, this will start the turbine rotating at a speed of between 100 to 200 rpm. This condition will be maintained for 25 minutes in order to warm-up the turbine and to check over its condition.
Pull the hand trip knob so that the spindle moves outward and the governor valve closes through activation of the trip mechanism causing the turbine to stop. Remote Stopping
a)
During the warm-up period if the pump discharge pressure rises above 4kg/cm2 open the pump discharge valve gradually.
The duty engineer will check that there is no abnormal noise or vibration in the turbine and the reduction gear. If an abnormal state is noticed, the turbine will be stopped immediately and the problem investigated.
b) The engineer will trip the turbine(s) by operating the hand trip knob to confirm that the governor control valve closes immediately. The trip will then be reset. The pump discharge valve should be shut before the pump is run-up again. c)
With the warm-up operation completed the engineer will open the steam inlet valve further and gradually raise the speed up to the rated minimum revolutions over a period of 5 minutes. If the pump discharge pressure rises above 4kg/cm2 open the pump discharge valve gradually.
d) The pump discharge valve should be shut before the duty cargo officer tests the emergency trip mechanism on the cargo console in the CCR. The duty engineer will reset the trip when the turbine is fully stopped and the speed setting is at minimum. The pump(s) will then be restarted as required. e)
Issue: Final Draft - November 2007
Decrease the turbine speed gradually down to the minimum rpm on the cargo control console and inform the duty engineer that the pump(s) is about to be stopped.
Local Stopping
• Ensure the pump discharge valves are closed.
• Open the pump and line suction valves fully.
a)
Starting
b) Before the cargo pumps are run-up the duty cargo officer is to: • Ensure the pump volute casing and separator chamber are primed.
Stopping the Pumps
When the pump(s) is run-up to its minimum operating speed with the pump discharge valve open accordingly, the duty cargo officer will be informed that speed control of the cargo oil pumps can be made from the cargo console.
IMO No: 9323948
Press the REMOTE STOP buttons provided at the remote stop stations so that the trip mechanism activates to close the governor valve and stop the turbine, the remote stops are located at the following locations: • Pump room entrance • Pump room bottom plates • Forward end midship manifolds port and starboard • CCR cargo console, one for each turbine Additionally, a low-low pressure alarm condition on the IG main pressure will instigate a complete shutdown of the cargo oil pumps. Resetting the Emergency Trip Before resetting the emergency trip, ensure the following conditions are fulfilled: • The pump is at the minimum load, ie, the pump discharge valve is fully closed. • The governor speed setting is at the minimum speed. • The turbine steam inlet valve is fully closed and the turbine is stopped. Reset for the trip and alarm functions is provided at the turbine side. An hours run indicator is provided on the control panel at the turbine side.
Section 2.3.1 - Page 2 of 3
Maersk Nautica
Deck Operating Manual
CAUTION The manufacturer’s casing temperature set point of 80ºC will be suitable for cargoes of all temperatures, but if a non-heated cargo is carried, it is advisable to reduce the set point to some 20ºC above the ambient cargo temperature. This will give early warning of system abnormalities and lessen the likelihood of damage to the pump seals. Alarm and trips for the cargo pump/turbines are as follows: • Overspeed trip, electrical and mechanical, 113% and 115% respectively • LO low pressure alarm, 0.6kg/cm2 • LO low pressure trip, 0.5kg/cm2 • High LO temperature alarm, 53°C • LO tank low level alarm • High exhaust steam back-pressure trip, 0.7kg/cm2 • Pump casing high temperature alarm, 75°C • Pump casing high temperature trip, 80°C • Pump bearing (upper and lower) high temperature alarm, 85°C • Pump bearing (upper and lower) high temperature trip, 90°C • Pump pressure discharge high trip, 16kg/cm2 • Bulkhead stuffing box high temperature alarm, 75°C • Bulkhead stuffing box high temperature trip, 80°C • Low inert gas pressure trip, 100mmWG • Excessive axial movement of the turbine rotor trip, 0.7mm • Pump rotor vibration trip, • Pump shaft seal leakage detection chamber high level alarm CAUTION Running the pump in the manual condition, that is with the automatic stop of the pump at finish of stripping deactivated, may result in the pump running dry, or running with the discharge valve closed longer than the manufacturer’s recommendation. This may result in serious damage to the pump and its mechanical seals.
Issue: Final Draft - November 2007
IMO No: 9323948
Section 2.3.1 - Page 3 of 3
Maersk Nautica
Deck Operating Manual
2.3.2 Cargo Valves All the principal cargo valves are operated from switches on the Damcos computer workstation in the cargo control room. The switches supply electric power to pilot valves which direct oil from the cargo valve’s hydraulic system to one side or the other of the operating piston of the valve to be opened or closed. Wafer type butterfly valves are generally used throughout, with lugged type butterfly valves used for ship side valves and manifold connections. Although the manually operated valves in the system are shown, they are not supplied with an indicator. All remotely controlled valves have a status indication on the computer workstation, indicating whether they are open or closed. The main discharge valve of each cargo oil pump and the stripping suctions from each cargo tank can be controlled and stopped at any position between fully open and fully closed. A position indicator for each valve is provided on the Damcos computer display. Hydraulic pipes are led directly to each valve from the respective solenoid valve cabinet. In the case of a solenoid control power failure of the valve, it is possible to operate the valves by manually operating the respective pushbutton on the solenoid rack. For emergency use, two portable hydraulic handpumps are supplied. The following valves have a throttling function with an intermediate position indicator and can be stopped at any position between open and closed: • Ballast pump discharge valves • Cargo tank stripping suction valves, excluding the slop tank stripping valves • Cargo side sea chest suction valve CLV069 The other remote operated valves have only fully open or closed functions with open/closed indication. Also present in the system are a number of manually operated valves. Refer to Section 2.6 for details on the control of the cargo and ballast valves.
Note: All loading operations are carried out via the Damcos computer workstation, all remote hydraulic valves are operated using the Damcos computer control switches, both for the open/close and proportional type. All manually operated valves only have their location indicated on the screen display.
Issue: Final Draft - November 2007
IMO No: 9323948
Section 2.3.2 - Page 1 of 1
Maersk Nautica
Deck Operating Manual
Illustration 2.3.3a Cargo Pumping System Stripping Pump and Remote Control System
Pump Room
Pump Room Top H
30
Pump Room Top H Cargo Oil Stripping Pump System Counter
0
Lower
Raise
rpm
Steam Pressure Gauge
Cargo Oil Stripping Pump
I
Inlet Pressure Control Valve
Discharge Gauge
Suction Gauge
P
Steam Control Valve
Steam Supply
Discharge to ‘MARPOL’ Line Manifold
Steam Exhaust
To Starboard Slop Tank via ODME Line
Exhaust Pressure Control Valve
Double Bottom Pump Room Bilge Suction
H
CLV113 Stroke Transmitter
H
CLV117
H
CLV097
CLV096
Accumulator
CLV132
FM
CLV094
CLV118 From Drain Tank
Cargo Stripping Pump 400m3/h
H
From Slop Tanks and Eductor Suction
CLV106
CLV092 H
CLV093 Key
CLV133
PA
Hydraulic Oil
Steam Pressure Transmitter
PA
Discharge Transmitter
PA
Suction Transmitter
Stripping Line Air Exhaust Steam
From Cargo Pump Room Bottom Crossover Line
Saturated Steam Control Air
Issue: Final Draft - November 2007
IMO No: 9323948
Section 2.3.3 - Page 1 of 3
Maersk Nautica 2.3.3 Stripping Pump and Eductors
Shinko Industries Ltd., Hiroshima, Japan 1 KPH150 Steam reciprocating pump 25 double strokes 125m³/h at 15 bar
Cargo Oil Stripping Eductor Manufacturer: No. of sets: Type: Capacity: Driving fluid:
Teamtec AS, Tvedestand, Norway (previously Golar) 2 8-10-12 500m3/h at 4.0 bar Water 805m3/h at 14 bar
Water Ballast Stripping Eductors Manufacturer: Teamtec AS, Tvedestand, Norway (previously Golar) No. of sets: 2 Type: 10-10-12 Capacity: 230m3/h at 2.5 bar Driving water: 950m3/h at 9 bar Bosun’s Store/Chain Locker/Void Space Bilge Eductor Manufacturer: No. of sets: Type: Capacity: Driving water:
Stripping Pump
j)
Introduction
Stripping Pump Manufacturer: No. of sets: Model: Type: Speed rating: Capacity:
Deck Operating Manual
Teamtec AS, Tvedestand, Norway (previously Golar) 2 1½-2-2½ 11m3/h at 2.0 bar Fire main 13m3/h at 9 bar
The stripping pump is a steam-driven, double-stroke, reciprocating type pump, controlled from the cargo console in the CCR. The stripping pump can be used to drain the cargo lines and the pump room bilges to the starboard slop tank, to shore via the 125mm line (MARPOL line), or if necessary to overboard via the ODME line with the ODME in operation. The MARPOL line connects to the manifolds outboard of the manifold valves. It may also be used as a back-up alternative stripping device, along with a single stripping eductor.
Operation
l)
Open the master steam inlet isolating valve by means of the On/Off switch K10 on the console.
m) After the warm-up process, the pump can be started remotely from the cargo console in the CCR. n) Close the speed setting bypass valve and all drain valves, then open the steam inlet isolating valve. Bring the pump up to speed using the speed setter control K5, on the cargo console.
Ensure the stripping pump automatic lubricator is topped-up with oil.
b) Slightly open the four drain valves on the steam chest and exhaust casing of the stripping pump. c)
k) Open the speed setting bypass warming through valve.
o) The speed is monitored by use of the stroke counter on the cargo console. The speed of the pump should not be taken above a maximum of 25 strokes/minute.
Refer to illustration 2.3.3a. a)
Ensure that an adequate steam supply is available from the engine room and that the main steam isolating valve in the engine room is open.
Warm-up the steam cylinder by opening the steam valve a small amount.
d) When the drain stops completely, close the drain valve. e)
Open the test valve provided on the valve box cover and expel the air inside.
f)
Open the pump discharge valve CLV094 to the MARPOL line if stripping to ashore plus the required manifold valves, or pump discharge isolating valve CLV096 and CLV077 to the starboard slop line and CLV075 starboard slop tank.
g) Open the pump suction valve CLV097 and pump room suction valve CLV117 or CLV118 if transferring from the pump room bilges.
Note: Under no-load conditions the speed of the pump will increase, therefore a good watch should be kept on the pump when it is coming to the end of suction.
Instrumentation Indication of the suction and discharge pressure are available in the cargo control room. A stroke transmitter K9 is fitted to the pump. The air signal is sent to a stroke converter K8 in the engine room, where the signal is converted to an electrical signal and passed to the stroke counter K9 on the cargo control room console. The pump can be stopped quickly by closing the steam inlet valve K14 by means of the master steam control switch K10 on the cargo console. On closing the steam inlet valve K14, the stroke counter will continue to show the stroke at the time of closing for approximately 20 seconds after which it will show zero. The stroke counter will not display a count of less than 3 rpm.
h) Ensure the exhaust return valve in the engine room is open. Open the steam exhaust valve at the pump chest. i)
Issue: Final Draft - November 2007
Ensure that the speed setter control, K5 on the cargo control console, is set at the minimum setting.
IMO No: 9323948
Section 2.3.3 - Page 2 of 3
Maersk Nautica Cargo and Ballast Stripping Eductors The cargo oil and ballast stripping eductors are used for final stripping of tanks, although in normal operations, the Automatic Unloading System (AUS) should be able to bring the cargo oil tanks to an almost dry condition utilising the stripping suctions in each tank which are located in sunken wells, except for the slop tanks. The cargo eductors are primarily used to keep the cargo oil tanks that are being crude oil washed almost dry. Essentially, the operating procedure for both sets of eductors is the same, just that the supply comes from a different source and that the cargo oil eductor discharges to either of the starboard slop tank or No.5 centre cargo oil tank, while the ballast eductor discharges directly overboard.
Operation The following text refers only to the cargo stripping eductors, the setting up of the ballast eductors is covered in Section 3.7.1. The driving fluid for the cargo oil stripping eductors can be supplied by any of the main cargo pumps. During COW operations the main cargo oil pump supplying the eductors will also be supplying a number of COW machines. The cargo oil pumps are each rated to be able to supply both eductors and an effective maximum number of 8 COW machines.
Deck Operating Manual Position Open
Description No.1 and No.2 eductor suction valves
Open Open
Eductor discharge valve to starboard slop Eductor drive valves
e)
Valve CLV086, CLV087 CLV084, CLV085 CLV075 CLV088, CLV089
Increase the cargo oil pump speed and open the discharge valve until a pressure of 14 bar is shown on the eductor drive gauges. Ensure a suction pressure reading is obtained on the eductor suction gauges, then open the line valves to the tank to be stripped. During COW operation never exceed 12 bar as COW pressure will already be 10 bar.
It is important to monitor at all times the level in the slop tanks, and if it is necessary to reduce the level in the slop tank then this can be achieved in a number of ways. The slop tank can be discharged with any bulk cargo directly, or the level line can be opened between the slops and suction taken from the port slop and continue the discharge to the starboard slop. Similarly, opening of the slop tank suction valves when the segregation valves are closed can have a similar effect.
It is important that there is effective drive pressure so that the suction pressure is always maintained. There is a possibility that the drive fluid may flow back to the tank through the eductor lines via the suction valve.
Procedure to Supply Driving Fluid to the Eductors a)
When the point is reached to use the stripping eductors, the cargo pump selected for the drive should be reduced in speed or stopped to allow for effective changeover from bulk discharge to eductor operations.
b) When the pump is ready for operations set the line suction valves and eductor discharge lines to the starboard slop tank. The starboard slop tank is designated as the dirty tank, and the port as the clean tank. c)
Open the eductor drive valves to the eductors.
d) Do not open the suction valve on the tank to be stripped by the eductors, until suction pressure is achieved at the eductor suctions.
Issue: Final Draft - November 2007
IMO No: 9323948
Section 2.3.3 - Page 3 of 3
Maersk Nautica
Deck Operating Manual
Illustration 2.3.4a Automatic Cargo Unloading System From From No.2 No.3 Vacuum Vacuum Unit Unit
No.1
VUV018
No. 3 AUS
(C30)
LOW SEP LVL
No.2
VUV 009
VUV019
100
50
Control Signals
To Vacuum Unit No.3
COMPLETION OF STRIP
LOW SEP LVL
VLV POSITION SEP LVL
0
% O
150
PI
C12
C16
% O
100
50
VLV POSITION SEP LVL
150
0
% O
150
C2 No.1 Vacuum Pump
XXX
XXX
XXX
VACUUM
XXX
0
C3
XXX
XXX
VACUUM
C49-1 C5
XXX
XXX
XXX
0
XXX
0
XXX
No.1 Motor XXX XXX
C17
0
XXX
J40 VACUUM
C8
100
50
VLV POSITION SEP LVL
J8
C10
Sealing Fresh Water
C49
To Starboard Slop Tank
LOW SEP LVL
To Vacuum Unit No.2
C1 VP Unit C6
No. 1 AUS
COMPLETION OF STRIP
VUV007
VUV 008
VUV020 No.3
No. 2 AUS
COMPLETION OF STRIP
DRAIN TK LEVEL
C67
XXX
SOURCE DC OFF ON
DRAIN TANK HIGH LEVEL
SOURCE AC OFF ON
XXX
0
C109 0.5
0.1
0.2
0.05
0
0.15
MPa
GEV CLOSE NOR
0.2
0.1 0.5
GEV CLOSE NOR
0.05
0
0.15
MPa
1.5
0
0.15
MPa
1.5
0.05
1.5
0.5
0.1
C35
GEV CLOSE NOR
0.2
Sealing Water Tank AFTER STRIP FINISH
DISCH VLV CLOSE OPEN
C20
COP STOP
DISCH VLV MAN AUT
AUS FINISH OFF ON
No.1 VP STOP
Drain from No.2 Vacuum Unit Drain from No.3 Vacuum Unit
START
VUV001
DISCH VLV CLOSE OPEN
COP RUN
DISCH VLV MAN AUT
VP RELIEF OFF
AUT
No.2
No.2 VP STOP
No.1
START
AFTER STRIP FINISH COP STOP
COP RUN
AUS FINISH OFF ON
VP RELIEF OFF
AUT
No.3
No.1
DISCH VLV CLOSE OPEN
DISCH VLV MAN AUT
No.3 VP STOP START
AFTER STRIP FINISH COP STOP
COP RUN
AUS FINISH OFF ON
VP RELIEF OFF
AUT
No.3
No.2
Control Signal VP & GEV INTERLOCK RESET
H1 LP
VP & GEV INTERLOCK RESET
VP & GEV INTERLOCK RESET
A1
LAH
A5 A23 Drain Tank 2m3
A3
J2
A9
J3
No.1 Separator 4.86m3
Main Cargo Line
Manhole
A23 HP
Steam
A22
H
CLV058
Tank Cleaning Line
H
CLV070
A20
PI A4
A10
Key
(B1) P
H
Cargo Tanks Mudhole
CLV039
No.1 Cargo Oil Pump
CLV078
Cargo Oil
CLV098
Cargo Vapour
Stripping Pump CL132 Suction from Bottom Crossover
H
CLV122
CLV065
CLV119
CLV114 Pneumatic Line Valve Normally Closed
H
To Stripping Pump CLV095
Issue: Final Draft - November 2007
Fresh Water
IMO No: 9323948
Normally Open
Section 2.3.4 - Page 1 of 4
Maersk Nautica 2.3.4 Automatic Cargo Stripping System
Deck Operating Manual Component Description Separator (A1)
Manufacturer: Model:
Shinko Industries Ltd., Hiroshima, Japan AUS5022-3
Manufacturer: No. of sets: Capacity:
Shinko Industries Ltd., Hiroshima, Japan 3 4.86m3
Introduction The automatic cargo stripping system is provided to improve the efficiency of stripping the cargo oil tanks and to assist in the maintenance of high bulk rate discharge. It utilises the cargo oil pumps to complete the stripping operation which reduces unloading time. The operation is fully automated. The basic principle of the system is to automatically prevent the suction of gas into the pump, thus enabling the cargo oil pump to complete the discharge without using a conventional small capacity reciprocating pump. The gas drawn in from the bellmouth tank suction and the cargo oil vapour produced in the suction line are separated from the cargo oil in the separator, on the suction side of the cargo oil pump. The gases gather at the top of the separator from where they are extracted by the vacuum pump system. Each pump has its own individual vacuum unit, although there are crossover valves located after the pneumatically operated gas extraction valves which allow a unit to draw on another pump’s separator. When a large volume of gas enters the separator during the stripping stage, the liquid level in the separator drops. This would normally cause the pump to lose suction and stop pumping. To prevent this condition, the discharge valve of the cargo oil pump is throttled in proportion to the liquid level of the separator and adjusts the flow rate accordingly. The lower the liquid level falls, the more the discharge valve closes, for this operation the discharge valve B1 (switch DISCH VLV. MAN AUT) must be set in automatic mode and the gas extraction valve set to normal operation (switch GEV CLOSE. NOR) on the AUS control panel. When a preset level is reached in the separator (50%) the vapour vacuum extraction pumps cut-in to draw off the vapour in the separator, this will then cause the liquid level to rise and the discharge valve is opened accordingly.
The separator is a tank on the suction side of the cargo oil pump. It contains an integrated lattice screen (a20), which assists in the separation of the gas from the liquid and protects the pump from damage by ingress of debris. The vapour collects at the top of the separator where it is extracted by the vacuum pump system (C1). A level transmitter (a3) is mounted on the side of each separator. The transmitter converts the liquid level to a pneumatic signal which controls the discharge valve (b1), vacuum pump (c2) and gas extraction valve (c30). Discharge Control Valve (B1) No. of sets: Type:
3 Pneumatically operated, non-airtight butterfly valve
The discharge control valve (B1) is a butterfly type valve driven by a pneumatic cylinder and controls the pump capacity. The valve is controlled remotely either by the automatic control signal from the level transmitter (a3) on the separator, or by the manual control signal from the manual loader on the control panel in the SCC. The selector switch is used to select automatic or manual control of the discharge valve. Three-way cocks are situated locally to enable the discharge valve to be opened in an emergency. A valve position gauge (black indication needle) which is integrated with the separator level gauge (red indication needle) is located on the AUS control panel in the cargo control console and indicates the position of this valve.
The pumps extract the gas from the top of the separators (a1) and discharge it to the port slop tank. The pumps (c2) are automatically started and stopped by a pressure switch which is operated by the pneumatic signal from each level transmitter (a3). The pumps can also be started and stopped by means of the control switches on the control panel in the SCC. Each pump is equipped with a screw-down non-return suction valve (c16) to prevent sealing water and gases from flowing back to the gas extraction line. The sealing water tank (c6) separates the gas from the sealing water and acts as a reservoir for the supply of sealing water to the vacuum pumps. Gas Extraction Valve (C30) No. of sets:
3 (one fitted to each separator)
The gas extraction valve (c30) is a pneumatically operated piston type valve. The three valves, one from each separator are located at the pump room entrance level. Each valve is installed in the gas extraction line leading from the top of the separator (A1), and is opened and closed by a solenoid valve controlled through a pressure switch, which is operated from the level transmitter (a3). A series of crossover valves after the gas extraction valves allow for a degree of redundancy in the vacuum pump units while still maintaining the AUS operations on any single cargo pump. The extraction valve opens when the separator level is less than 50% and closes when it returns to 70% or more. Drain Tank (H1) Any liquid (fresh water or cargo oil) which overflows or is drained down from the vacuum pump unit is stored in this tank. The tank is emptied by the stripping pump via non-return valve CLV132. A high level alarm unit is fitted on the tank and is indicated on the cargo control console AUS control panel. The drain tank has a capacity of 2.0m3.
Vacuum Pump Unit (C1) and Vacuum Pumps (C2) Manufacturer: Model: Capacity of vacuum pump unit: Maximum vacuum: No. of pumps:
Shinko Industries Ltd., Hiroshima, Japan NSW100 630m3/h/set -0.733 bar (555mm H2O) 3
There is a single vacuum pump unit associated with each main cargo pump which draws off vapour from the pump separator. The vacuum pumps are of the horizontal water ring type, each driven by an electric motor through an intermediate shaft which passes through the bulkhead from the engine room.
Issue: Final Draft - November 2007
IMO No: 9323948
Section 2.3.4 - Page 2 of 4
Maersk Nautica
Deck Operating Manual
Illustration 2.3.4b Vapour Extraction Crossover System and High Vapour Pressure Curves 50°C
0.2
True Vapour Pressure (Absolute bar) 0.75
0.5
1.0
1.3 50°C
Figure 1
VP RELIEF No.3
OFF
40°C Atmospheric Pressure (14.7 psi)
40°C Liquid Temperature 30°C
No.2
Reid Vapour Pressure = 0.4 bar
0.75 bar
Reid Vapour Pressure =0.55 bar 20°C
VU018V
From From No.2 No.3 Vacuum Vacuum Unit Unit
No.1
Reid Vapour Pressure = 0.7 bar
Liquid Temperature
30°C
30°C
20°C
(C30)
10°C
10°C R.V.P : Reid Vapour Pressure (Absolute bar) T.V.P : True Vapour Pressure (Absolute bar)
VU019V No.2
To Vacuum Unit No.2
50°C VU020V No.3
To Vacuum Unit No.3
C1
C49 C8 C16
Slop Tank
C17
C12
Figure 2
J8
C10
Sealing Fresh Water
VP Unit C6 Vapour Outlet from Drain Tank
50°C
C2 No.1 Vacuum Pump
40°C PI
J40
Liquid Temperature 30°C
C49-1 C5
40°C
C3
Reid Vapour Pressure = 0.4 bar
No.1 Motor
Liquid Temperature 30°C
30°C
Reid Vapour Pressure = 0.55 bar
C67
20°C
20°C
Reid Vapour Pressure = 0.7 bar
C109 C35
10°C -0.06
Sealing Water Tank
10°C -0.05
-0.04
-0.03
-0.02
-0.01
0
0.01
0.02
C20
Pump Speed (rpm)
1090
1090
1000
1000
900 -0.082 bar 800
800
700 -0.151 bar
600
545
545
IMO No: 9323948
-0.07
-0.06
-0.05 -0.04 -0.03 Minimum Suction Pressure (bar)
-0.02
-0.01
Pump Speed (rpm)
700
650 rpm
600
-0.08
Issue: Final Draft - November 2007
900
850 rpm
0
Section 2.3.4 - Page 3 of 4
Maersk Nautica Operating Procedure Setting Up the System for Automatic Stripping At the beginning and during the majority of the bulk discharge it is not always necessary to have the AUS system set to automatic operation. It is only when the separator(s) level begins to fall is it necessary to have the AUS system in automatic mode. a)
Ensure that there is sufficient water in the vacuum unit sealing tanks. The level can be topped-up by opening valve c17.
b) On the AUS automatic unloading console set the DISCH VLV MAN/AUTO switch to auto. The discharge valve will now be controlled by the separator level transmitter. c)
Set the gas extraction valve close/normal selector(s) (gev) to nor. This will allow the gas extraction valve(s) to operate automatically.
d) If it is required that a COP is to be stopped automatically by the AUS control system when it is finished discharging its last set of tanks, then set the AFTER STRIP COP STOP/COP RUN selector to STOP for the selected cargo pumps. This will cause the cargo pump to stop when the COMPLETION OF STRIP lamp flashes and the buzzer sounds, also the auto TRIP on/off selector on the selected pump must be switched to on. e)
f)
Setting the automatic unloading system auto TRIP on/off selector to on will cause the associated vacuum pump to stop, go to interlock and the gas extraction valve to close when the COMPLETION OF STRIP lamp flashes and the buzzer sounds. Set the vacuum pump switch for each pump to AUTO, this allows the vacuum pump(s) to be available as required.
g) Set the SOURCE AC and SOURCE DC switches to ON. While the liquid level in the cargo oil tank is above 70% of the separator level the automatic unloading system is not required. CAUTION Do not open the manual discharge valves from the separator to the vacuum pump unit until the cargo tank level is below the height of the sealing water tank measured up from the keel. Opening these valves when the tank level is high can result in cargo carry-over to the water sealing tank. Do not use this for filling up separator initially.
Issue: Final Draft - November 2007
Deck Operating Manual As the tank level falls, the suction pressure also falls and approaches the vapour pressure of the liquid being pumped. Part of the liquid will turn to vapour and accumulate at the top of the separator (A1) and, as a result, the separator level begins to fall. When the separator level falls below 50%, a pressure switch is actuated by the pneumatic signal from the level transmitter (A3) and the vacuum pump (C2) starts. At the same time the gas extraction valve (C30) opens and the discharge valve (B1) is throttled-in by a corresponding amount. The vacuum pump extracts the gases and the separator level rises. When the separator level recovers above 70%, the gas extraction valve (C30) closes, the vacuum pump is stopped ten seconds later. The discharge valve (B1) then opens. As the tank level falls further towards the bottom of the tank, turbulence occurs around the suction pipe and gas begins to be drawn into the bellmouth of the tank suction. This gas is separated in the same manner as previously described. When the tank level falls further, the liquid surface around the bellmouth becomes violently disturbed and a large volume of gas can be sucked from the bottom of the bellmouth. Under these conditions the level of liquid in the separator falls to a level where the signal air pressure from the level transmitter causes the discharge valve to close and decrease the flow. The speed of liquid flowing into the bellmouth decreases and the disturbance around the bellmouth also decreases, thus the amount of gas being drawn into the bellmouth decreases.
If the residual liquid appears to warrant more stripping it is possible to control the pump and the discharge valve manually, in which case set the auto TRIP on/off selector to off to release the trip condition of the vacuum pump and the gas extraction valve. This operation will allow the vacuum pump and gas extraction valve to return to automatic control if conditions warrant it. When it can be judged that there is no advantage in operating the pump continuously, the pump can be stopped manually. CAUTION Running the pump in the manual condition may result in the pump running dry, or running with the discharge valve closed longer than the manufacturer’s recommendation, resulting in serious damage to the pump and mechanical seals. The selection switches VP RELIEF OFF on the control panel are used in the event that a vacuum pump unit is out of action. With the appropriate manipulation of these switches and the crossover isolation valves located after the Gas Extraction Valves, it is possible to make a vacuum pump unit operate under the control of a signal from another separator. For example, No.1 AUS vacuum pump naturally draws from its own separator, but can if necessary draw and operate under the control from either No.2 or 3 AUS separator by moving the VP RELIEF OFF No.3 / No.2, to the correct selection position and opening the correct crossover valves. The illustration 2.3.4b shows the selection switch for No.1 AUS set to No.3 line and the corresponding crossover valves set accordingly.
When the volume of gas being drawn in to the bellmouth becomes less than the extraction capacity of the vacuum pump, the separator level begins to rise and at the same time the discharge valve begins to open gradually and the pump discharge flow begins to increase. This cycle will repeat until the discharge valve is opening only slightly while the amount of gas drawn in is increasing. When the separator level falls to below 5%, the red lamp low sep lvl, on the control panel lights up, showing that unloading has reached the stripping stage. As the stripping of the cargo oil tank advances, even though the vacuum pump is running continuously, the level in the separator does not rise. As a result the discharge valve remains closed most of the time. When the low separator level lamp has remained on for three minutes the red lamp COMPLETION OF STRIP flashes and the buzzer sounds, signifying completion of discharge. If the cop stop/run selector switch has been set at cop stop, then the cargo pump will stop automatically at this stage. However, if the switch has been set to cop run, then the cargo pump will continue to run.
IMO No: 9323948
Section 2.3.4 - Page 4 of 4
Maersk Nautica
Deck Operating Manual
Illustration 2.3.5a Mast Riser P/V Valve and Pressure Regulating Valve
Pressure Regulating Valve Type VOCON-M
Pressure Vacuum Valve Type DHC
5
8
2
6
5
6 1 4
3
4 2 3
1
7
Key 1
-
Valve Housing
1
-
Valve Housing
2
-
Cover
2
-
Seal
3
-
Pressure Seat
3
-
Valve Disk
4
-
Pressure Disc
4
-
Pressure Control Member
5
-
Vacuum Seat
5
-
Check Lift
6
-
Vacuum Disc
6
-
Port for Inspection and Setting Adjustment
7
-
Pressure Check Lift
8
-
Vacuum Check Lift
Key
Issue: Final Draft - November 2007
IMO No: 9323948
Section 2.3.5 - Page 1 of 3
Maersk Nautica 2.3.5 Pressure/Vacuum Valves Pressure/Vacuum Valves Usage: Manufacturer: No. of sets: Type: Model:
IG pressure main vent Pres-Vac Engineering A/S, Denmark 1 Flame screen DN600 Flame arrester type 2273 VFA-L
Usage: Manufacturer: No. of sets: Type: Model: Lift pressure: Lift vacuum:
IG pressure main vent Pres-Vac Engineering A/S, Denmark 1 High velocity valve DN600 Over-pressure type DHC Vacuum type DHC 1400mm H2O (0.14 bar) -0.35 bar
Usage: Manufacturer: No. of sets: Type: Model: Lift pressure: Close vacuum:
IG pressure main vent Pres-Vac Engineering A/S, Denmark 1 Pressure regulating valve DN100 Over-pressure type VOCON-M 1300mm H2O (0.13 bar) 1000mm H2O (0.10 bar)
Usage: Manufacturer: Type: No. of sets: Model: Main lift pressure: Main lift vacuum:
Cargo oil tanks (15) and slop tanks (2) Pres-Vac Engineering A/S, Denmark High velocity valve DN300 15 and 2 Over pressure HS-ISO- type 2388 Vacuum ISO-VAC-6 type 2389 1400mm H2O (0.14 bar) full flow -350mm H2O (-0.35 bar)
Twin lift pressure: Twin lift vacuum:
1300mm H2O (0.14bar) N/A
Deck Operating Manual Usage: Manufacturer: No. of sets: Type: Model: Lift pressure: Lift vacuum:
Dump tank Pres-Vac Engineering A/S, Denmark 1 High velocity valve DN65 Over pressure, HS-ISO- type 2388 Vacuum, ISO-VAC-Type 2389 1500mm H2O (0.15 bar) -350mm H2O (-0.35 bar)
The main vent riser top is fitted with a flame arrester with a drain line, which should be periodically checked. Refer to the manufacturer’s manual with regards to maintenance on all the above units. One main pressure/vacuum valve is fitted to each cargo, slop and the dump tank, they have the combined purpose of acting as a high velocity vapour release loading valve and serve to protect the cargo tanks from over-pressurisation or from vacuum without any manual operation. The valve can release gases at high velocity well clear of the deck, ensuring a safe atmosphere at deck level and with an efflux velocity of the flow cannot be less than 30m/s under all cargo flow rates. The PV valves are fitted with mesh flame screens at the air inlet. Additionally, the cargo tanks and slop tanks are fitted with a twin pressure valve in the same branch as the main, this being smaller in size and lifts at 1300mm H2O, which would be beneficial during sailing, the PV valve will operate automatically and relieve pressure 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. To further assist when the tanks might have a slow rising pressure, the main vent riser is fitted with a VOCON pressure regulating valve, which again is provided to release pressure due to temperature risers or sloshing. This will open at 1400mm H2O and close at 1000mm H2O, and this helps to reduce the likelihood of the pressure discs hammering in the seats.
The VOCON has a check lift mechanism, operated by twisting and raising the device. Note: The individual pressure check lifts and the vacuum check lifts must all be operated prior to loading, discharging and ballasting operations. WARNING The attending crew must be familiar with the normal friction in the system in order to evaluate when cleaning is required. Being able to operate the check lift handle itself by applying a great force does not mean that the moveable parts are freely moving. If a lever mechanism is used to break the disc free, the gas passageway is likely clogged.
Liquid Pressure/Vacuum Breaker In addition to the PV valves there is an independent liquid PV breaker fitted to the deck distribution main. This is located in the vicinity of No.3 centre cargo tank and it acts as a two-way liquid seal safety device. In the event of over-pressure, the liquid is blown onto the deck thereby opening the deck main and cargo spaces to atmosphere. When an excessive vacuum exists, the liquid is drawn into the deck main and opens the system to atmosphere. This is accompanied by a very distinguishable sucking noise. The liquid PV breaker is designed to operate after the PV valve. This means that it is the last line of defence in protecting the tanks from over-pressure or vacuum should the PV valves be defective or not of sufficient capacity. It operates at a pressure of approximately 1800mm H2O or a vacuum of approximately -700mm H2O. The unit consists of two vertically mounted tubular ducts fitted concentrically. The inner duct is connected to the inert gas main. The unit is charged with a mixture of 50% water and 50% antifreeze. It is fitted with sight glass, an upper and lower test cock and a wire mesh protective flame screen.
The ship is designed to carry up to three grades of cargo concurrently, in such a way that each set of cargo tanks can be isolated from the remaining tanks to prevent the risk of contamination of cargo and still remain in a safe condition, having independent PV valves protecting each cargo space. The pressure parts of the tank PV valves have a check lift to check for free movement of the mechanism. The vacuum section is tested by operating the push-up plunger located on the base of the unit. The main vent riser is fitted also with check lift mechanisms, operated by a large screw device on the top and bottom of the unit.
Issue: Final Draft - November 2007
IMO No: 9323948
Section 2.3.5 - Page 2 of 3
Maersk Nautica
Deck Operating Manual
Illustration 2.3.5b High Velocity Pressure/Vacuum Valve Main
Main
Twin
Twin Cover
Disc Unit
Upper Valve House Plug Check Lift Lever
Plug
Vacuum Disc
Vacuum Seat
Check Lift Lever
Filter Elements Lift Test Spindle
Shaft
Issue: Final Draft - November 2007
IMO No: 9323948
Section 2.3.5 - Page 3 of 3
2.4
Inert Gas System - Main and Top-Up Generator
2.4.1
System Description
2.4.2
Operation of the Main System
2.4.3 Procedure for the Operation of the Inert Gas Top-Up Generator (TUG)
Illustrations
2.4.1a Inert Gas System on Deck
2.4.1b Inert Gas System in Engine Room
2.4.2a Inert Gas Control Panels - Ship’s Control Centre
2.4.2b ECR and Bridge Inert Gas Indication Panels
2.4.2c Inert Gas Capacity Regulator
2.4.3a Inert Gas Generator Control Panel No.2
2.4.3b Oxygen Analyser
Maersk Nautica
Deck Operating Manual
Illustration 2.4.1a Inert Gas System on Deck
Flame Screen
Funnel Top P
Supply from Inert Gas Fans
NGV 009
P Recirculation to Inert Gas Scrubber
Upper Deck
600
NDV001
NGV 037
Engine Room
400
NDV002 Sea Water Steam
Sampling Point
Deck Water Seal
NGV0011
Condensate
50
600
PT
From Steam System
PZA
80
Connection Point for Water Driven Fan
Shore Connection
PT
50
NGV025
To Scrubber Water Seal
Inert Gas
NDV 045
P
Supply from Inert Gas Generator
From Deck Water Seal Pump
Key
NGV 010
600
NGV0007
A Deck
To Condensate System
50
80
NGV NGV 026 027
600
PT
To Cargo Main Line
NDV003
600
CLV109
600
NDV005 No.5 Water Ballast Tank (Port)
MTV027
Slop Tank (Port)
No.4 Water Ballast Tank (Port)
MTV025
No.5 Cargo Oil Tank (Port)
No.4 Cargo Oil Tank (Port) NDV 039
300
300
NDV 027
NDV 024
No.5 Cargo Oil Tank (Centre)
BAV034
No.2 Water Ballast Tank (Port)
MTV021
No.3 Cargo Oil Tank (Port)
MTV019
No.1 Water Ballast Tank (Port)
No.2 Cargo Oil Tank (Port)
No.1 Cargo Oil Tank (Port)
NDV 040 NDV 006 600
300
NDV 029
MTV023
To Ballast Main Line
NDV004 No.3 Water Ballast Tank (Port)
NDV 007
300
300
NDV 021
No.4 Cargo Oil Tank (Centre)
No.3 Cargo Oil Tank (Centre)
300
Vent Riser With Screen NDV041
NDV 018
NDV 015
No.2 Cargo Oil Tank (Centre)
No.1 Cargo Oil Tank (Centre)
NDV042 600
NDV 033 NDV 036 Dump Tank
300
NDV 026 300
100
NDV 023
NDV 035
300
300
100
NDV 034
300
100
600
NDV 030
450
300
300
100
300
NDV 012 VOCON
NDV 010
PV Valve
600
NDV 017 300
300
NDV 032
65
NDV 028
450
300
300
100
300
NDV 022
300
Slop Tank (Starboard)
No.5 Water Ballast Tank (Starboard)
300
No.4 Cargo Oil Tank (Starboard)
MTV026
300
NDV 016
NDV 013
NDV 038
300
No.5 Cargo Oil Tank (Starboard)
MTV028
NDV 009
NDV031
300
300
NDV 019
600
NDV 008
300
450
300
300
NDV 037 300
450
300
300
NDV 025
NDV 014 600
450
300
Issue: Final Draft - November 2007
500
NDV 020
600
450
100
P/V Breaker
No.4 Water Ballast Tank (Starboard)
IMO No: 9323948
300
No.3 Cargo Oil Tank (Starboard)
MTV024
No.3 Water Ballast Tank (Starboard)
300
No.2 Cargo Oil Tank (Starboard)
MTV022
No.2 Water Ballast Tank (Starboard)
No.1 Cargo Oil Tank (Starboard)
MTV020
No.1 Water Ballast Tank (Starboard)
Section 2.4.1 - Page 1 of 4
Maersk Nautica 2.4
Inert Gas System - main and top-up generator
2.4.1 System Description Main System Manufacturer: Type:
Smit Gas Systems BV, Nijmegen, Holland Fin 20.630- 0.1.2
Scrubber Manufacturer: Type: Model:
Smit Gas Systems BV, Nijmegen, Holland Venturi 190.12.121
Fans Manufacturer: Type: Model: Capacity: Rating:
Flebu International AS, Voyenenga, Norway Centrifugal single-stage No.1 fan: BK40-1E No.2 fan: BY31.5-1E No.1 fan 20,630m3/h at 2.16 bar (100% nominal) No.2 fan 11,000m³/h at 2.0 bar (50% nominal) No.1 fan 210kW, No.2 fan 103kW
Deck Operating Manual Introduction The inert gas system (IGS) consists of a main inert gas plant, using boiler flue gas and an independent inert gas generator plant, to provide a gas explosion protection system, ie, a low O2 content in the cargo oil tanks and slop tanks. This is achieved by maintaining a slight over-pressure in the tanks at all times. Whilst discharging the cargo, liquid pumped out of the tanks is replaced by inert gas. Pressure of the inert gas in the tanks is to be maintained above atmospheric pressure at all times. The IG used on this vessel is produced either by a conventional flue gas plant, which cools and cleans exhaust gas from the boiler uptake(s), or by an independent inert gas topping-up generator system, which burns marine diesel oil at a very low excess air setting. The resulting exhaust gas from either system is cooled and cleaned before being fed into the cargo tanks. The main system is designed to maintain a positive tank pressure of 600 ~900mmWG, with a tank O2 content of less than 5% maximum. The system is used during: • Hydrocarbon gas purging. • Tank cleaning. • Crude oil washing. • Reducing the O2 content in the tank volume.
Manufacturer: Type: Capacity:
• Emergency inerting from deck of the ballast tanks via dedicated flexible hoses. The system offers additional flexibility for inerting and purging the ballast tanks, by the IG main connecting into the ballast main piping via a spool piece on deck before the IG main block valves.
Inert Gas Sea Water Pump Manufacturer: No. of sets: Type: Model: Capacity: Scrubber consumption: TUG consumption:
Shinko Industries, Hiroshima, Japan 1 Vertical, motor-driven, centrifugal RVP250M 360m3/h at 6.0 bar 357m3/h 42m3/h
Deck Seal Sea Water Pump Manufacturer: No. of sets: Type: Model: Capacity:
Shinko Industries, Hiroshima, Japan 2 Horizontal, motor-driven, centrifugal HJ40-2M 5.0m3/h at 5.5 bar
Issue: Final Draft - November 2007
Sulphur dioxide (SO2)
< 100ppm
Nitrogen (N2)
Balance
However, during low boiler load operation, the oxygen content of the boiler exhaust gas will tend to rise, due to the higher excess air required for good combustion. WARNING When running with the boiler on a low load, the flue gas blower may draw air down the boiler funnel uptake resulting in an out of range O2 acceptability. The system consists of the following components: Inert Gas Scrubber The scrubber is of the tower type and consists of inlet water quench cooler area, tower elements and spray nozzles. The purpose of the scrubber unit is to cool the exhaust gas, remove soot particles, sulphur and sulphur dioxide from the exhaust gases drawn from the boilers and therefore produce a ‘clean’ inert gas.
• Cargo oil unloading.
Top-Up Generator System (TUG) Smit Gas Systems BV, Nijmegen, Holland Gin 500 - 0.15 BU 500m3/h (nominal)
Main Inert Gas System The flue gas from the boiler uptake is led into the plant, then cooled and cleaned. The gas is then distributed by the duty fan to the cargo oil and slop tanks via a deck water seal non-return valve and distribution piping. The system is used to purge the ullage spaces in the cargo oil tanks of hydrocarbon gases and replace them with an inert gas, keeping the oxygen content below 5% by volume. When the boilers are operating efficiently, the composition of the inert gas by volume should be:
Carbon dioxide (CO2)
approximately 13.0%
Oxygen (O2)
approximately 4-5%
IMO No: 9323948
Hot flue gases are drawn from the boiler uptake by a (duty) electrically-driven fan through the scrubber venturi quenching section where it is sprayed with sea water. In this stage, the gases are pre-washed and cooled, it is in this section that the soot and sulphur oxides are washed out. At the lower end of the scrubber, the gases are deflected through a wet filter, providing further cooling and cleaning. The gas then passes into the scrubber spray tower, which is the final cooling process. The water mist is highly efficient in removing sulphur. The spray also assists in maintaining the wet filter in a clean condition by a continuous flushing action. The scrubber section contains 5.0m3 of perforated Hackette plastic balls which serve to increase the surface area of water exposed to the gas and assist in cleaning. The clean cool gas passes through a mesh demister in the top of the scrubber tower, the demister effectively prevents water droplets from being carried over with the outlet gas flow. The gas outlet temperature from the unit is designed to be approximately 3°C above the sea water inlet temperature. The venturi cooler section in addition to its role of the initial cooling and cleaning action, also provides a water seal for the boiler uptakes. An independent cooling sea water supply pump supplies the scrubber. Emergency cooling water can be provided from either of the bilge, fire and ballast pumps. The water leaving the scrubber tower is discharged directly overboard.
Section 2.4.1 - Page 2 of 4
Maersk Nautica
Deck Operating Manual
Illustration 2.4.1b Inert Gas System in Engine Room
Fresh Air Intake
P
To Funnel
350
NGV008 H
No.1 Boiler Uptake
50
P
20
NGV 013
NGV036
NGV001 NGV 015 PI
Scrubber
No.2 Boiler Uptake
NGV 021
NGV 016
50
20
NGV 017 NGV 019
25
350
NGV040
NGV 014
500
P 400
Fresh Water for Fan Washing
TI
PZA
50
P
25
NGV009
100
NGV005
L
From Sealing Air Blower
NGV003
200
20
Steam Supply
P
TZA
500
P
700
NGV035
P
LZA
NGV004
PI
400
P
NGV 036
50
No.2 (50%)
To Deck
NGV007 NGV 038
P
NGV011
H
TZA
350
H
NGV033
TT
Inert Gas Fans
NGV 020 NGV 018
PZA 80
No.1 (100%)
25
500
NGV002
P
NGV006 50
LZA L
NGV022
400
PI
PZA
NGV038
L
NGV023
15
Control Air
P
NGV 012 100
FP056V From Scrubber Sea Water Pump Marine Diesel Oil Tank (1200 Litres) NGV 031
From Deck Seal Pump TI
TZA 20
Fresh Water P
P
50
TI
QIA
H L
20
NGV030
PI
Pilot Burner
H
H
TZA Marine Diesel Oil Pump 10
To No.1 Marine Diesel Oil Storage Tank
TZA
PZA
L
PI L
P
FI Main Burner
M
Combustion Chamber LZA
L
H
TZA Combustion Air Blower Unit
PZA 50
Inert Gas Generator
PI
Inert Gas
100
80 80
M
PI Fresh Water Hydrophore System
PZA
250 L
25
NGV029
PI
80
Fresh Water
NGV028
PIC
200
Steam
Marine Diesel Oil
Control Air
50 25
Sea Water
Air
H
TZA
From No.1 Fuel Oil Purifier
Exhaust Gas
H
P
H
Key
FI
XZA
TI PI
QT
NGV 039
Calibration Gas
50
NGV024
Issue: Final Draft - November 2007
IMO No: 9323948
Section 2.4.1 - Page 3 of 4
Maersk Nautica Inert Gas Fans Manufacturer: Type: Capacity:
Flebu International AS, Voyenenga, Norway Centrifugal single-stage 20,630m3/h and 11,000m³/h (No.1 fan rated at 100% and No.2 fan rated at 50%) (nominal)
Two electrically-driven inert gas fans are supplied. Fan No.1 is capable of supplying the full rated inert gas capacity, 20,630Nm3/h, fan No.2 is only rated for 50% of this value. They draw the gas from the boiler uptake, through the scrubber, and deliver to the deck distribution pipe system via the deck water seal with sufficient over-pressure to form a high velocity gas jet at the inlet to the cargo tanks. The blower casing of each fan is provided with fresh water washing spray nozzles and drains, the washing system is automatically controlled; during the rundown period after use, fresh water is injected onto the fan impeller in order to clear away any soot particles. Deck Water Seal Manufacturer: Type: Sealing height: Capacity:
Smit Gas Systems BV, Nijmegen, The Netherlands Displacement 2500mm WG 20,630m3/h
The deck seal forms a liquid barrier against gas leakage from the inert gas main into the machinery spaces. To do this it requires a continuous supply of sea water supplied by the deck seal pumps. The water level within the unit is kept constant by the effect of the drain overboard being set at the desired water level. Gas passes into the seal unit from the top and down through a column whose open bottom is below the water level. This forces the gas to pass through the water and into the main chamber of the unit. The effect of passing through the water further cools and cleans it. The gas now passes upwards through a set of demister screens which remove water particles, then out into the deck inert gas main. The deck seal is fitted with a steam heating coil for use during severely cold weather to prevent the water freezing. Note: The salinity of the condensate from this coil should be checked whenever steam is supplied. Due to their infrequent use corrosion may take place and eventual perforation of the coil. These coils are notorious for causing feed water contamination in older plants.
Issue: Final Draft - November 2007
Deck Operating Manual The deck seal is constantly supplied with sea water from one of two supply pumps; a pressure sensor on the sea water supply will start the standby pump which should be set to automatic, should the pressure fall below the alarm limit or the running pump fail. Pressure/Vacuum Breaker Manufacturer: No. of sets: Type: Capacity: Opening Pressure: Vacuum:
Smit Gas Systems BV, Nijmegen, The Netherlands 1 Dual pipe - liquid filled 20,630m3/h 1,800mmWg -700mmWg
A pressure/vacuum breaker is fitted to the main inert gas line on deck as indicated above. It is filled with a mixture of antifreeze (glycol) and water. It will open at a preset pressure or vacuum, thus protecting the tanks against too high a pressure or vacuum. There is a level sight glass fitted to the side of the PV breaker which should be checked before cargo operations. The correct mixture of antifreeze is 50% fresh water to 50% ethylene glycol. Testing of the density is according to the planned maintenance programme, with the results recorded in the Inert Gas Record Book parts B and C. Before topping-up of the mixture can take place, the pressure on the IG main must be reduced to slightly above or near to atmospheric, in order that the pressure on the PV breaker is relieved in order to add the antifreeze. Flue Gas Isolating Valves As the flue gas isolating valves are subject to high temperature variations they are therefore not gas tight in the closed condition. Gas leakage into the system is prevented by the automatic provision of air sealing from the boiler FD fan when the flue gas system is shut down and the boiler is operating. A manually operated valve is mounted close to each boiler uptake duct for soot cleaning on the boiler side of the flue gas isolating valve; steam for this operation comes from the low pressure steam system. Double-acting cylinders, controlled by solenoid valves, pneumatically operate the master uptake valves. These flue gas isolating valves should be steam blasted before flue gas is directed into the inert gas system.
IMO No: 9323948
Sealing Air Valve To prevent boiler flue gas leaking past the boiler uptake valves when the plant is shut down and a boiler is running, a sealing air supply line is fitted. This runs from the discharge side of the boiler forced draught fan to the pipeline between the boiler flue gas isolating valve and the downstream main valve. When the boiler uptake valves are open, the sealing air pneumatic piston operated valve is closed and vice versa. Flow Control Valves Butterfly control valves operated by pneumatic actuators, will control the flow through the system. To protect the blower motor, the valves are held in the closed position during the blower start-up period. Purge and Excess Vent Valve One butterfly valve is provided for gas purging and excess venting control. It is pneumatically operated and used to control the inert gas delivery pressure. When the plant is started with the blower running and the main deck line control valve closed, the blow-off valve will open, relieving the gas from the blower outlet to atmosphere, thus preventing overheating of the running blower. Inert Gas Delivery Control Valve One delivery control valve, driven by a pneumatic double-acting actuator, is provided on the main line. During start-up and shutdown the valve is held in the closed position. Oxygen Analyser Manufacturer: No. of sets: Model: Type:
Opsis AB, Furulund, Sweden 1 O2000 Zirconia
A fixed oxygen analyser is installed on the starboard aft side of the inert gas flat in the funnel casing by the inert gas generator control panel. The oxygen analyser samples the inert gas from the boiler directly after it has passed through the blowers and from the discharge of the inert gas generator.
Section 2.4.1 - Page 4 of 4
Maersk Nautica
Deck Operating Manual
M
IGG CARGO CONTROL ROOM PANEL 3
ER G E N C Y
E
Illustration 2.4.2a Inert Gas Control Panels - Ship’s Control Centre
STOP SEA WATER AIR INLET
SOURCE SUPPLY
CLOSED
6801
CLOSED
100%
1102
1111
OPEN
FZA-L 1703
OPEN
STBD
OPEN
SEALING AIR
OXYGEN HIGHHIGH
2114 2105
PZA-L 1505
FUEL PUMP
PZA-L 1053
M
RUNNING
TZA-H 2362
BURNER ON
1059
FUEL OIL
6071
2040
6001
6031
PURGE PZA-L 6121
TZA-H 2335
RECORDER 1 - OXYGEN CONTENT 0-10% 2 - DECK PRESSURE 0-250mBAR
DECK MAINLINE PRESSURE CONTROLLER
2202
PZA-L 2011
BLOWER
OXYGEN CONTENT SYSTEM
PZA-H 2010
M
DECKSEAL
PZA-H 2321
2203 RUNNING FAILURE
PMA
LZA-H 2322
PZA-L 2320
SEA WATER
PRESSURE/VACUUM BREAKER
OVERBOARD
FLAME FAILURE 2021/2121
2360
SEA WATER PUMP RUNNING
KS 90
LA-L 6104
OPEN
TOPPING UP GENERATOR AMBIENT AIR
OPEN
SEAL WATER
TZA-H 2312
F.W.L.T. RETURN
1013 FAILURE
HFOG OR AIR TO DECK
CLOSED
OXYGEN ANALYSER LOW FAILURE
2103
OVERBOARD
LOW-LOW
5516
OVERBOARD 1012
FUEL OIL
OXYGEN HIGH
INERTGAS
LOW
M OPEN 6814 FAILURE
QIRA 7001
TO PNEUMATIC EQUIPMENT TOPPING UP
INSTRUMENT AIR
HIGH
CLOSED
6816
RUNNING
DECK MAINLINE PRESSURE
6111 6112
LZA-L 5511
UPTAKE VALVES FAILURE
POWER FAILURE
BLOWER 2
OPEN
DECK MAIN ISOLATING VALVE
6041
6813
50% LZA-H 5512
6021
TZA-H CLOSED 6820
1132
1142
OPEN
OPEN 6804 RUNNING FAILURE
CLOSED
1141
BOILER UP TAKE
TO PNEUMATIC EQUIPMENT FUELGAS SYSTEMS
INSTRUMENT AIR
6806
CLOSED 6811
SOOT BLOWING ACTIVE
PURGE
M
PORT STEAM
PZA-L 1555
OPEN
6741
6803
BLOWER 1
1132
BOILER UP TAKE
TZA-H CLOSED 6810
CLOSED
PZA-L 1702
SCRUBBER SEA SEALING AIR WATER PUMP RUNNING
FLUE GAS GENERATOR
READY TO START
READY TO START
CCRP OPERATION
BLOWER VALVES FAILURE
POWER FAILURE
EMERGENCY STOP
POWER 24VDC
PLC BATTERY LOW
RESET
ACKNOWLEDGE
SYSTEM STANDBY FOR DELIVERY
LCRP OPERATION
OVERBOARD
EDM35
LAMP TEST
1
0
50
100
150
200
250mbar
0
20
40
60
80
100%
S
% Carlo Gavazzi
mbar
MODE SELECTION 1 - FLUE GAS MODE 2 - GAS FREEING MODE 3 - TOPPING UP MODE
2
1 2 3
TOPPING UP OPERATION SELECTION
COOLING WATER SUPPLY START / STOP
GENERATOR START / STOP
3
1
PMA
UPTAKE VALVE 1 PORT 0 - CANCEL 1 - SELECTED
INERT GAS OUTLET TEMPERATURE
UPTAKE VALVE 2 STBD 0 - CANCEL 1 - SELECTED
1
DELIVERY START / STOP
1
RITTAL 0 °C
0
100 50
0
MAIN SWITCH
1
0
Issue: Final Draft - November 2007
IMO No: 9323948
Section 2.4.2 - Page 1 of 4
Maersk Nautica 2.4.2 Operation of the Main System The flue gas system main control panel is situated in the SCC. This panel contains the programmable controller, which takes care of the start/stop/alarm functions and the running mode. On the front of the panel the system is represented in the form of a mimic diagram, with appropriate indications and pushbuttons. The panel also contains a two-pen recorder/indicator unit for IG main pressure and the IG O2% content. A sub-panel (panel No.4) on the bridge contains indication for inert gas pressure high or low, common fault alarm indication, oxygen content and alarm indicators. An additional sub-panel (panel No.5) is located in the ECR on the main control console, this panel includes alarm indication for oxygen level high, flue gas discharge temperature high, instrument air pressure low, IG deck main pressure low-low, common fault alarm and power failure indication. An IG low-low pressure alarm condition will automatically shut down the running cargo oil pumps.
Procedure for Operating the Main Inert Gas System Starting a)
In the IG room ensure that the main power supply is on at the control panel. Check that the instrument air isolating valve is open, then check and log the calibration of the oxygen analyser and set the reference airflow to 100 litres/hour.
Deck Operating Manual g) Select the duty boiler uptake valve by turning the appropriate selector switch to position 1. h) Check that all of the valve indications are showing their correct positions, if all is correct the READY TO START lamp should be illuminated on the SCC panel. i)
A control signal will be sent to open the selected flue gas isolating uptake valve. Ten seconds after this valve is fully open the selected flue gas blower will start. The discharge valve on the blower will remain in the closed position for a period of ten seconds as the blower runs up to speed. Excess vibration detected by a monitoring unit on each blower will shut down the unit immediately. CAUTION The blowers must not be started a second time for 15 minutes after a failure on the first start. This time interval is required to allow the rotor to stop before the second start. Only two starts are allowed per hour.
Manually open the scrubber sea water supply pump suction, discharge and the scrubber overboard discharge valve in the engine room. If the scrubber pump is unavailable, either of the bilge, fire and GS pumps can be utilised to supply the scrubber tower via crossover valve WS020V. Start the pump from the engine room or the selection switch on the control panel in the SCC.
d) Clean soot from the uptake valve(s) by manually operating the stream isolating valve for approximately 15 seconds. e)
Open the suction valve on the fan to be used; the not in use fan should have its suction valve closed. The valve(s) position is indicated on the main mimic panel.
f)
In the SCC turn the mode selection key switch to FLUE GAS MODE.
Issue: Final Draft - November 2007
a)
Press the DELIVERY STOP button to de-select the discharge to deck. The system will revert to purge mode, IG room valves NGV007 will close and the vent to atmosphere NGV009 will open. The manual valve NGV022 from the deck water seal supply line to the scrubber seal should be opened.
b) Ensure the fresh water cleaning hose is connected to the running fan casing cleaning line. Press the GENERATOR STOP button on the main control panel; as the blower runs down, the rinsing water valve will opened automatically (30 seconds after the rundown period has started) for approximately 30 seconds which will clean off any soot deposits as the fan comes to a stop. The sea water system for the scrubber tower should be kept running for a cooling down period, then the pump can be stopped. Ensure that the sealing air for the uptake valves is in operation.
The blower will discharge to atmosphere for a minimum of two minutes; if after this period of time has elapsed the O2 value in the inert gas is below the acceptable limit, then the SYSTEM STANDBY FOR DELIVERY indication lamp will be lit. j)
b) Ensure that the deck seal is constantly supplied with sea water by one of the deck seal supply pumps. In normal operation one pump is constantly running in manual mode, with the other pump on standby automatic back-up mode. c)
Press the GENERATOR START button.
Stopping
Press the DELIVERY START button, valve NGV007 will move to the open position while the vent to atmosphere NGV009 will close. Regulate the flow by adjusting the Up and Down arrow buttons on the capacity regulator panel (see 2.4.2c). The purge/ excess vent valve to atmosphere will open and close accordingly to regulate the delivery flow to the tanks according to the line pressure on deck.
k) Check temperatures and pressures. l)
Check and adjust the flow through the oxygen analyser flow indicator.
m) Where the deck pressure is below the low level alarm levels and the alarm lights are lit, when the deck pressure is higher than the alarm level press the RESET button to clear the alarm panel. If this is not done the cargo pumps may not be started.
IMO No: 9323948
Section 2.4.2 - Page 2 of 4
Maersk Nautica
Deck Operating Manual
Illustration 2.4.2b ECR and Bridge Inert Gas Indication Panels
INERT GAS ECR PANEL
IGG BRIDGE PANEL 4
IG OR AIR TO DECK
IGG ENGINE ROOM PANEL 5 COMMON FAULT
OXYGEN CONTENT HIGH
POWER FAILURE
DECK MAINLINE PRESSURE LOW-LOW
INSTRUMENT AIR PRESSURE LOW
M
ER G E N C ACKNOWLEDGE
Y
E
IG OR AIR TO DECK
DECK MAINLINE PRESSURE LOW - LOW
DIMMER
COMMON FAULT
LAMP TEST
STOP
COMMON FAULT
DECK PRESSURE INDICATOR mbar
ACKNOWLEDGE
LAMP TEST
200 100
OXYGEN CONTENT
%
INERT GAS OUTLET TEMPERATURE
COMMON FAULT
0
°C 10
100
5
0
Issue: Final Draft - November 2007
50
0
IMO No: 9323948
Section 2.4.2 - Page 3 of 4
Maersk Nautica
Deck Operating Manual
Capacity and Deck Main Pressure Control
Gas Freeing
The capacity control and deck main pressure are set by the capacity regulator on the SCC control panel. The signal from the capacity regulator automatically operates the vent and capacity control valves.
The IG plant is also used for purging the cargo tanks with fresh air during gas freeing operations as follows: a)
When the set point of the capacity or the deck main pressure has been reached, the control valve will partially close to maintain the set point. To maintain a flow through the system and prevent the fans overheating, the vent valve will open correspondingly Illustration 2.4.2c Inert Gas Capacity Regulator
PMA 1
b) Open the atmospheric intake cover located at the port forward side of the funnel casing at C deck level. When the blank is opened the AIR INLET light should activate on the SCC panel. c)
e)
3
mbar
1 - IG main pressure. 2 - Set point value.
7
5
4
6
Open the inlet valve for the required blower.
Turn the selection mode key switch to GASFREEING MODE.
d) Manually open the duty blower inlet valve, a proximity switch on the blower inlet valves sends a control signal to the main control unit indicating which unit is being selected for operation.
KS 90
2
• Scrubber cooling water level high (LZA-H 5512)
3 - % Modulation position of over-capacity valve; 100 = 100%, over-capacity valve fully closed, ie, fully delivery to deck. -ve 100 indicates the % value the over-capacity valve is modulating at with the IG main pressure higher than the set point value. 4 - Toggles between set point indication and over-capacity valve position. 5 - Decrease set point value. 6 - Increase set point value. 7 - Changes the controller from Automatic to Manual. When the red light is steady the unit is in auto. When the red light is flashing the controller is in manual mode.
f)
• Deck seal water pressure low (PZA-L 6121) • Instrument air pressure low (PZA-L 1505) • Blower motor failure No.1 or 2 (6804 / 6814) • Fresh air inlet plate open (GS 6837) • Uptake valve failure (GS 1102 / 1132) • Blower discharge temperature high (TZA-H 6810 / 6820) • Blower valve failure (GS 6801 / 6806 / 6811 / 6816) The following conditions give indication in the alarm system and cause the valves to go into shutdown position and the plant to stop operating, including the FO supply pump for the TUG, although not the deck seal pump: • Fuel oil pump failure (1013)
Check that all of the valve indications are showing their correct positions, if all is correct the READY TO START lamp should be illuminated.
• Fuel oil pressure low (PZA-L 1053)
Press the system GENERATOR START button. A control signal will be sent to open the selected flue gas isolating uptake valve. Ten seconds after this valve is fully open the selected flue gas blower will start. The discharge valve on the blower will remain in the closed position for a period of ten seconds as the blower runs up to speed. Excess vibration detected by a monitoring unit on each blower will shut down the unit immediately.
• Combustion air pressure high (PZA-H 2010)
g) Press the DELIVERY START button, valve NGV007 will move to the open position while the vent to atmosphere NGV009 will close. Fresh air is supplied to the cargo oil tanks in the same manner as inert gas. The IG being displaced from the tanks is discharged via the individual PV valves.
• Instrument air pressure low (PZA-L 1505) • Combustion air pressure low (PZA-L 2011) • Flame failure (XZA-L 2021 / 2121) • Combustion air pressure low (PZA-L 2011) • Cooling outlet temperature high (TZA-H 2312) • Cooling inlet pressure low (PZA-L 2320) • IG temperature after scrubber high (TZA-H 2335) • Oxygen analyser failure (7001) The following conditions give indication in the alarm system and opening of the vent to atmosphere and closing of the main discharge line valve: • High oxygen content (QIA-H 7001 7.5%)
See Section 3.6, Gas Freeing in the Deck Manual, for the procedure methods on Inerting, Purging and Gas Freeing.
The following conditions give indication in the alarm system: • Inert gas delivery failure
Inert Gas System Alarms and Trips The following conditions give indication in the alarm system, and cause complete shutdown of the plant and closure of all automatic valves except the effluent valve and the deck seal sea water supply pump: • Emergency stop
• Low water level in the deck seal The following conditions give indication in the alarm system and a shutdown signal to the cargo pumps: • Low low deck IG pressure
100mmWG
• Scrubber cooling water pressure low (PZA-L 1702) • Scrubber cooling water flow low (FZA-L 1703) • Scrubber cooling water level low (LZA-L 5511) Issue: Final Draft - November 2007
IMO No: 9323948
Section 2.4.2 - Page 4 of 4
Maersk Nautica
Deck Operating Manual
Illustration 2.4.3a Inert Gas Generator Control Panel No.2
IGG LOCAL CONTROL ROOM PANEL 2
INSTRUMENT AIR
PURGE
2114 TO PNEUMATIC EQUIPMENT
OPEN
2105
E
6031
PZA-L 1505
DELIVERY
2103
6001
M
ER G E N C
Y
1012
FUEL OIL
OPEN
6071
FUEL PUMP
M RUNNING
1013
FAILURE
PZA-L 1053
FW LT RETURN
1057
FUEL OIL
2202
AMBIENT AIR
CLOSED
TZA-H 2312
OVER BOARD
OXYGEN LOW
BURNER ON
TZA-H 2362
OXYGEN ANALYSER HIGH FAILURE
STOP
FLAME FAILURE 2021/2121
2042
PZA-L 2011
QIRA 7001
TZA-H 2335
PZA-H 2010
BLOWER
M RUNNING
2203
LZA-H 2322
FAILURE
CARGO CONTROL ROOM
SPACE HEATER ON
PZA-H 2321 FLUE GAS GENERATOR RUNNING
PZA-L 2366
COMMON FAULT
PZA-L 2320
BURNER PLATE COOLING VALVES IN CORRECT POSITION FW LT SUPPLY SEA WATER
GENERATOR READY TO START
2412
SEA WATER PUMP RUNNING
POWER 24VDC
EMERGENCY STOP
PLC BATTERY LOW
LCRP OPERATION
STAND BY FOR DELIVERY
CCRP OPERATION OVERBOARD
RESET
ACKNOWLEDGE LAMP TEST
HOURS METER
OXYGEN CONTENT SYSTEM
S
BURNER PLATE COOLING SELECTION 1 - SEA WATER COOLING 2 - FRESH WATER COOLING
1
GENERATOR START / STOP
TOPPING UP SELECTION SWITCH
%
STANDBY FOR DELIVERY START / STOP
2
SMIT
MAIN SWITCH
1
0
GAS SYSTEMS
Issue: Final Draft - November 2007
IMO No: 9323948
Section 2.4.3 - Page 1 of 3
Maersk Nautica 2.4.3 Procedure for the Operation of the Inert Gas Top-Up Generator (TUG) Starting of the inert gas generator may be carried out from the local toppingup generator (TUG) panel or from the remote panel in the cargo control room. The local panel contains the programmable controller, which takes care of the start, stop and alarm functions and the running mode. On the front of the panel, the system is represented in the form of a mimic diagram, with appropriate indications and pushbuttons. Starting the Unit Inert Gas Room / Engine Room a)
Manually open the inert gas (scrubber) sea water pump suction and discharge valves together with the overboard discharge valve in the engine room. If the scrubber sea water pump is unavailable, either of the bilge, fire and GS pumps can be utilised to supply the TUG via crossover valve WS020.
b) Check and log the calibration of the oxygen analyser. c)
Start the scrubber sea water pump.
d) Ensure that the cooling jacket sea water inlet valve is open. e)
Ensure that the marine diesel oil tank suction valve is open, and that the fuel oil pump valves are open.
f)
Ensure that the combustion air blower gearbox oil level is at its correct level.
Ship’s Control Centre g) Set the mode selection key switch in the SCC to TOPPING UP MODE. If all of the operating parameters are correct the READY TO START lamp will be illuminated. Inert Gas Space h) At the control panel in the inert gas space select the local control by pressing the TOPPING UP OPERATION SELECTION pushbutton. i)
Acknowledge and reset any alarms.
j)
The READY TO START light will illuminate.
Deck Operating Manual l)
Check and adjust the sample flow through the oxygen analyser.
m) The unit will now go through the start-up sequence. When the operating parameters are correct (at least two minutes in this condition) and the O2 value in the inert gas is below the acceptable limit, then the SYSTEM STANDBY FOR DELIVERY indication lamp will illuminate. n) Press the DELIVERY START pushbutton on the control panel. Inert gas will now be supplied through the deck seal to the inert gas main. o) Check that all temperatures and pressures are within normal operating parameters. Stopping the Unit Press the DELIVERY STOP pushbutton to de-select the discharge to deck. The system will revert to purge mode, IG room valves NGV007 will close and the vent to atmosphere NGV009 will open. The manual valve NGV022 from the deck water seal supply line to the scrubber seal should be opened. Press the GENERATOR STOP pushbutton. The combustion air blower will continue to run for a period of approximately three minutes in order to purge the IGG combustion chamber. It is recommended by the manufacturer that the sea water pump is left in running for approximately 30 minutes in order to cool down the unit. After this period the pump should be manually stopped. Deck Main Pressure Control The deck main pressure is set by the capacity regulator on the SCC control panel. The signal from this unit automatically controls the vent and capacity control valves. Control Systems When the inert gas system is in use, the pneumatic control valve and the vent valve automatically control the pressure in the inert gas main. When the fan is stopped, the control valve, uptake valves, purge valve and fan outlet valves close automatically. All the valves utilise compressed air from the control air system as the operating medium. The manually operated valves in the system are fitted with microswitches, to provide indication of the open/closed position on the mimic panel.
k) Press the GENERATOR START pushbutton.
Issue: Final Draft - November 2007
IMO No: 9323948
Section 2.4.3 - Page 2 of 3
Maersk Nautica Oxygen (O2) Analyser
Deck Operating Manual Calibration of the Oxygen Analyser
Illustration 2.4.3b Oxygen Analyser
Oxygen Analyser
For oxygen probe calibration turn the control on the front of the analyser to the required setting for the calibration gas and adjust the regulator on the bottle. Note the type and particulars of the calibration gas.
The oxygen is sampled by an OPSIS 2000 fixed oxygen analyser situated adjacent to the inert gas generator control panel in the IG space, with feeds to the IG control and alarm system in the ship’s control centre (SCC) and the IG alarm panel in the engine control room (ECR). The IG control panel in the SCC contains a two-pen chart recorder, recording the O2 content and the deck main pressure. Together with a LCD display of the O2 content in the IG main after the blowers or generator, depending which is in use.
OXYGEN ANALYSER
Zero Calibration a)
CALIBRATION OPERATING INSTRUCTION CHART
SET
ESC
The analyser is a microprocessor-based electronic unit for the continuous monitoring of the oxygen levels in the inert gas generator outlet. The gas sample continuously flows through the analyser OXYTRON OM10 sensor due to the pressure in the inert gas system. This ensures that the oxygen content is continuously measured when the system is in service. The sensor is a Zirconium Oxide (ZrO2) to obtain a measurement of the percentage in the gas sample. The analyser has a +100mV to -10mV output signal which is proportional to the oxygen content (0 to 21%) and this output is the input signal for the amplifier to the O2 indicators. When the instrument is first switched on, the upper and lower displays are illuminated for approximately three seconds and the sensor cell then warms up and stabilises. The unit then gives the O2 reading.
Using the UP ARROW key bring the O2 content to line 2 of the LCD screen and press the SET button to display O2 MAX ALARM 5.0% (adjustable).
b) Using the UP ARROW key display O2 PROBE CALIBRATION and then press the SET button to display SET O2 ZERO 1.5%. (Dependent on O2 content of calibration gas). OPSIS
O2000
OM10 Sensor
c)
FLOW INDICATOR
CALIBRATION GAS/N2
SAMPLE GAS
d) Wait until the display reading is steady then press the SET button again and the probe will be zero calibrated. CALIBRATION AIR
e)
SMIT
The analyser should have been supplied with power for a minimum of two hours before being brought into service or calibrating. This is to allow the temperature controlled sensor to stabilise at the required operating temperature.
Use the UP or DOWN ARROW keys to adjust the displayed reading if it is not the same as the gas being used for calibration.
GAS SYSTEMS
On completion of zero calibration a message should be displayed to confirm the process is complete and successful or failed.
Span Calibration a)
Using the UP ARROW key set the display to O2 SPAN.
The continued accurate operation of the analyser depends upon regular calibration checks, this should be done before every discharge and at shorter intervals if required.
b) Press the SET button to display SET O2 SPAN 20.9% . Use the UP or DOWN ARROW keys to adjust the displayed reading if it is not the same as the gas being used for calibration.
The oxygen content at of the various sections of the inert gas system and within the individual cargo tanks should be verified with portable analysing equipment.
c)
Issue: Final Draft - November 2007
Wait until the display reading is steady then press the SET button again and the probe will be calibrated.
d) On completion of zero calibration a message should be displayed to confirm the process is complete and successful or failed.
IMO No: 9323948
Section 2.4.3 - Page 3 of 3
2.5
Crude Oil Washing and Tank Cleaning System
2.5.1
System Description
2.5.2
Methods of Tank Cleaning
Illustrations
2.5.1a Crude Oil Washing System
2.5.1b Deck Mounted Tank Cleaning Machine and Capacity Rating
Maersk Nautica
Deck Operating Manual
Illustration 2.5.1a Crude Oil Washing System Key
Tank Cleaning Gun
COV002
Cargo Group I Cargo Group II
COV003
CLV076
CLV107 CLV 134
PI
CLV 133
Submerged Tank Cleaning Gun
Cargo Group III
Slop Tank (Port)
P
65
PT
Stripping Pump Line to Manifold
65
No.4 Cargo Oil Tank (Port)
65
65
COV 078
COV 076
From Compressed Air
PI
No.5 Cargo Oil Tank (Port)
COV 080
No.3 Cargo Oil Tank (Port)
65
COV 082
65
65
65
COV 086
COV 084
No.2 Cargo Oil Tank (Port)
No.1 Cargo Oil Tank (Port)
65
COV 088
COV 090
65
65
COV 092
COV 094
COV 096
350
COV004
COV005
600
CLV113
ODME Flow Meter
ODME Flow Meter H
CLV 073
CLV 096
CLV097
CLV132
PT PI
H
CLV094
CLV106
H 150
CLV117
150 CLV118
CLV092
Stripping Pump 125m3/h
CLV093
P
PI
PI
PT
PT
300
No.1
VUV020
VUV 009
VUV 007
VUV 008
PI
PT
CLV088 H CLV089 700
H
125
CLV095
H
PT PI
PI PT
CLV061
100
VUV001
P CLV098 50
650
CLV 119
CLV 122
H
PI PT
650
CLV115
CLV 123
From Air
100
65
100
COV 031 65
COV 042
100
COV 029 65
COV 032
100
350
100
100
100
COV 047 65
COV 035
COV 015 65
COV 048 100
COV 030
100
100
100
COV 025
100
350
100
100
COV 026 65
COV 022
COV069
65
COV 027
COV 023
100
100
COV067
COV 020 65
COV 050
100
100
100
65
COV 028
COV071
100
100
COV 021
100
350
100
65
COV 052 65 COV 036
100
COV 016
COV 019
COV073
65
COV 018 65 COV 045
100
100
COV 049
65
COV 041
100
100
100
COV 051 COV 017
COV 009
COV 038
100 100
100
COV 010
100 100
COV 040 65
COV 011
COV 014
65
65
65
H
CLV063
650
CLV 121
CLV116
PI
300
65
CLV 124
300
H
750
H
600
CLV074
CLV 082
100
CLV131
CLV110 H CLV054
CLV 083
CLV057
CLV067
H CLV101
CLV068
65
Slop Tank (Port)
250
CLV 030
H
CLV 009
H
CLV 010
H
COV 091
65
No.4 Cargo Oil Tank (Port) 250
CLV 023
H
CLV 020
COV 095 65
No.2 Cargo Oil Tank (Starboard)
250
550
H
CLV H 043
No.1 Cargo Oil Tank (Starboard)
No.1 Cargo Oil Tank (Port)
No.2 Cargo Oil Tank (Port) 250
CLV 017
H
COV 097
65
65
No.3 Cargo Oil Tank (Port)
550
CLV H 046
COV072 COV074 COV 093
65
No.3 Cargo Oil Tank (Starboard)
550
CLV H 049
COV068 COV070 COV 089
65
No.5 Cargo Oil Tank (Port)
500
600
H
650
CLV075 200
CLV127
250
H
550
H
CLV 128
Emergency Connection CLV091 with Ballast System 600
H
250
550
750
250
550
250
CLV008 CLV007 H
CLV 033
H
CLV 034
H
750
300
H H
COV 087
No.4 Cargo Oil Tank (Starboard)
H CLV090
COV064 COV066 COV 085
65
H
CLV 081
300
H
650
CLV125 650
Issue: Final Draft - November 2007
COV 083
No.5 Cargo Oil Tank (Starboard)
15
CLV130
COV 081 65
Slop Tank (Starboard)
200
CLV 085
650
VUV003 750
CLV100 50
COV 079
COV 077
COV060 COV062
H
550
CLV H 040
550
250
CLV 014
H
CLV 037
H
CLV 011
H
CLV 035
H
CLV 036
CLV H 050
CLV 024
H
CLV H 047
CLV 021
H
CLV H 044
CLV 018
H
CLV 026
H
CLV 027
H
550
CLV H 041
550
250
CLV 015
H
CLV 003
H
CLV H 004
CLV H 038
CLV 012
750
CLV053
CLV066
CLV126
15
100
COV 041
CLV 087
300
H
15
CLV069
100
COV056 COV058
750
P
H
100
100
COV065
65
65
COV054
CLV056
H
PI PT
From Air Sea Chest
COV 030
CLV052
H
No.3 Cargo Oil Pump (5,500m3/h)
CLV060 CLV080
COV 039 COV 036
H
H
700
PT PI
H
CLV 084
VUV002 750
CLV 120
300
H
CLV062
P CLV099 50
300
H
No.2 Cargo Oil Pump (5,500m3/h)
H No.3 Cargo CLV072 Line H
100
100
COV 007
CLV 077
100
100
H
CLV065 650
600
100
COV063
CLV055
700
PT PI
CLV 086
CLV 133 H
750
CLV114
CLV059 CLV079
COV 034 65
COV 049 65
CLV064
No.1 Cargo Oil Pump (5,500m3/h)
H No.2 Cargo CLV071 Line H
100
100
COV061
COV 033
100
65
CLV 104
PI
H
600
COV 043
65
No.2
PT VUV018
H
CLV058 CLV078
100 20
VUV019
100
H No.1 Cargo CLV070 Line H
COV 038 65 COV 052
COV 075
CLV 105
PT PI
100
600
250
COV059
100
COV 001 To Vacuum Pumps
250
Pump Room Bilge Suction
PI PT
COV057
COV 006 65
H
100
From DrainTank
H 150
350
Double Bottom
Main Deck
150
H
COV055
COV053
No.5 Cargo Oil Tank (Centre)
No.4 Cargo Oil Tank (Centre)
No.3 Cargo Oil Tank (Centre)
H H
750
H
CLV 031
H
CLV 032
500
Slop Tank (Starboard)
CLV No.2 Cargo Oil Tank 028 (Centre) CLV 029
No.1 Cargo Oil Tank (Centre) H
H
CLV 001
H
CLV 002
H
CLV005 CLV006
H
CLV H 051
250
550
CLV 025
No.5 Cargo Oil Tank (Starboard)
H
CLV H 048
250
550
CLV 022
No.4 Cargo Oil Tank (Starboard)
H
CLV H 045
250
550
CLV 019
No.3 Cargo Oil Tank (Starboard)
H 250
CLV H 042
CLV 016
550
H 250
No.2 Cargo Oil Tank (Starboard)
CLV 039
H
CLV 013
550
No.1 Cargo Oil Tank (Starboard)
CLV102 CLV108
IMO No: 9323948
Section 2.5.1 - Page 1 of 3
Maersk Nautica 2.5
Crude Oil Washing and Tank Cleaning System
2.5.1 System Description The tank cleaning system is versatile, comprehensive and self-contained. It consists of 49 Gunclean Toftejorg type TZ-73 tank washing machines. Deck Mounted Tank Cleaning Machines Manufacturer: No. of sets: Type: Operating pressure: Nozzle diameter: Capacity: Jet throw length: Length of stand pipe: Time for full cycle:
Gunclean Toftejorg 38 TZ-73 non-programmable 8-10 bar 22mm, twin nozzle 84m3/h 39.0m 4,000mm 78 minutes
Bottom Mounted Tank Cleaning Machines Manufacturer: No. of sets: Type: Operating pressure: Nozzle diameter: Capacity: Jet throw length: Length of stand pipe: Time for full cycle:
Gunclean Toftejorg 5 T-73 non-programmable 10 bar 22mm, twin nozzle 86.5m3/h 39.0m 4,900mm 78 minutes
Deck Mounted Tank Cleaning Machines Manufacturer: No. of sets: Type: Operating pressure: Nozzle diameter: Capacity: Jet throw length: Length of stand pipe: Time for full cycle:
Gunclean Toftejorg 4 TZ-73 non-programmable 8-10 bar 22mm, twin nozzle 78m3/h 39.0m 9,000mm 78 minutes
Issue: Final Draft - November 2007
Deck Operating Manual The Gunclean Toftejorg TZ-73 is a media-driven and lubricated tank cleaning machine. As it is self-lubricating, there are no lubricating substances such as oil, grease, etc, in the machine which need to be regularly changed.
No tank cleaning heater is fitted, but where heated tank cleaning medium is required, this can be supplied from the heated contents in the slop tanks, which are fitted with heating coils.
The flow of the cleaning fluid into the machine passes through a turbine, which is set into rotation. The turbine rotation is through a gearbox transformed into a combined horizontal rotation of the machine body and a vertical rotation of the nozzles. The combined motion of the machine body and the nozzles ensures a fully indexed tank cleaning coverage. After 5.3 rounds of the machine body, one coarse cleaning pattern is laid out on the tank surface. During the following rounds, this pattern is repeated 9 times, each of which is displaced a tenth (1/10th) of the mesh in the pattern. After a total of 53 rounds of the machine body, a complete cleaning pattern has been laid out, and the first pattern is repeated.
The capacity of each cargo pump is adequate for supplying driving fluid to the eductors and tank cleaning machines for at least two cargo tanks. The suction capacity of both eductors is in excess of 125% of the output of all the COW tank cleaning machines when washing both a port and starboard cargo oil tank. During crude oil or water washing, no more than eight tank washing machines, as per COW manual should be in operation at any one time to enable the eductors to keep the tank bottom almost dry.
The movement of each machine can be verified as required by shutting off the other machine in a cargo tank and observing the sound pattern. Spot washing cannot be carried out with these machines.
COTs are crude oil washed to comply with both legislation (contingency ballast requirements) and charterer’s requirements in order to achieve maximum outturn. 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.
The revolutions per minute are increased or decreased by increasing or decreasing the pressure in the drive fluid intake line. It should be noted that the throw lengths are as a maximum horizontal length at static condition. Vertical throw length upwards is approximately one third (1/3rd) less. Effective throw length varies depending on jet transverse speed over surface, substance to be removed, cleaning procedure and agent. The indicated supply pressure in the table is for pressure at the machine, and pressure drop in the supply lines between pump and machine must be taken into consideration. Note: To avoid hydraulic shock the pressure should be gradually increased on the machine. Do not exceed 12 bar inlet pressure, and the recommended operating pressure is 8 to 10 bar. High pressure in combination with high flow rate will create consumption of wear parts. The ship is provided with a separate 350mm tank cleaning line, with branches to each tank washing machine. All deck mounted machines are fitted with double block valves, whereas all bottom mounted machines have only single valves, which are fitted in the centre tanks. A main cargo pump is required to supply the driving fluid to the tank cleaning machines and the stripping eductors when they are in use. Two mesh filter baskets are fitted in the tank cleaning line, which can be isolated with the group block valves, CLV002 and CLV003, CLV004 and CLV005. Draining is carried out using the stripping eductors while the automatic stripping system fitted to each main cargo pump may be used for initial draining prior to washing. Pressure gauges are fitted on the cargo pumps and on the COW main line on the main deck. The pressure in the COW line is maintained by adjusting the speed of the cargo pump and the position of the discharge valve.
IMO No: 9323948
Crude Oil Washing
A programme for the regular crude washing of cargo tanks is to be maintained. Crude oil washing permits the removal of oil fractions adhering to or deposited 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 vessel’s 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 considerably 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 occasionally to maintain a safe ullage. 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 Saab cargo monitoring equipment.
Section 2.5.1 - Page 2 of 3
Maersk Nautica
Deck Operating Manual
Illustration 2.5.1b Deck Mounted Tank Cleaning Machine and Capacity Rating 170mm Lift Eye
170mm
15mm
Gasket Welding Ring
o 250mm
Supply Pressure (bar)
Flow Rate m³/h
Jet Throw Length (metres)
Cleaning Time for Complete Pattern = 10 cycles (minutes)
5
60.0
33.0
105
6
66.5
35.5
93
7
72
37.5
82
8
77.5
39.0
78
9
83.0
40.5
75
10
86.5
41.5
72
11
90.0
42.0
71
12
93.0
42.0
69
Deck
300mm
4000mm
The above table is based upon the certificate of type approval issued by Lloyds Register, (excluding the cleaning time). Side Elevation
77mm Total weight of extension pipe with cleaner: 77.0kg.
Model TZ-73 fixed, with 2 x 22 nozzles
Issue: Final Draft - November 2007
IMO No: 9323948
Section 2.5.1 - Page 3 of 3
Maersk Nautica 2.5.2 METHODS OF TANK CLEANING A crude oil tanker fitted with an inert gas system and approved fixed washing equipment in its cargo tanks can use crude oil from the cargo as the washing medium. This operation may take place either in port or at sea between discharge ports. When it is required to carry out crude oil washing during cargo discharge, the Master should inform the competent authority and terminal (or vessel when ship-to-ship transfer is involved) at least 24 hours in advance.
Deck Operating Manual CAUTION The tank washing lines on this ship may contain crude oil. Valves must not be operated by unauthorised personnel The tank cleaning machines fitted to the vessel are non-programmable machines and as such they can only be used when the cargo tanks have been stripped dry, then all the machines in that tank can be operated for the time required for the agreed standard of wash.
The oxygen content of the tank atmosphere should not exceed 8% by volume and the inert gas system should be in operation.
After use, the valves to the machines should be left open upon completion to allow draining of the lines. All the lines are self-draining into the associated tanks.
Before arrival the tank washing line should be pressure tested to the normal working pressure and examined for leaks. Any leaks found should be made good. All block valves should be tested for their effectiveness.
A record should be made in the Oil Record Book together with a separate record to show which tanks have undergone crude oil washing and water washing.
Mixtures of crude oil and water, ‘wet’ crude oil, can produce an electrically charged mist during washing much in excess of that produced by ‘dry’ crude oil. The use of ‘dry’ crude oil is therefore important, and before washing begins any tank which is to be used as a source of crude oil washing fluid should be partly discharged to remove any water which has settled out during the voyage. The discharge of a layer of at least one metre in depth is necessary for this purpose.
If the vessel is to conduct water washing, this may only be conducted in those tanks which have been crude oil washed, and so water washing follows on from that operation.
For the same reason, if the slop tank is to be used as a source of oil washing, it should be similarly treated. However, where there has been load on top (LOT) procedure, then the complete slop tank should be discharged and refilled with ‘dry’ crude oil.
By using a known volume in the slop tanks as the supply and return tank, any loss in volume can lead to indicate the lack of suction and as a result a poor cleaning standard would be achieved.
It should be noted that hydrocarbon gas will be generated during crude oil washing, and to minimise the venting to atmosphere of this vapour, the following should be followed.
The same strict criteria must be followed to avoid the hazard of electrical charged atmosphere, with the atmosphere tested and maintained below 8% oxygen by volume.
Heated water maybe used where it has been decided that a high standard of cleaning is required, or difficulty in removing a sludge build-up. The use of chemicals is generally not permitted, but guidance should always be sought from the owners.
• Reduce the tank pressure during discharge to a minimum prior to COW by adjusting the inert gas supply pressure. • Use the vapour return line from the shore. • Increase the discharge rate. The person supervising the operation must be suitably qualified in accordance with the requirements laid down by the flag administrator of the vessel and any port regulations. The following notice must be displayed in the cargo and engine control room, on the bridge and on notice boards.
Issue: Final Draft - November 2007
IMO No: 9323948
Section 2.5.2 - Page 1 of 1
2.6 Hydraulic Systems
2.6.1
Cargo and Ballast Valve Hydraulic System
Illustrations
2.6.1a Cargo and Ballast Valve Hydraulic System
2.6.1b Emergency Handpump
Maersk Nautica
Deck Operating Manual
Illustration 2.6.1a Cargo and Ballast Valve Hydraulic System A Deck
Hand Pump Gravity Oil Tank (1000L) 0
1
2
0 1
1
HV002
HV001 1
CLV020 CLV046 CLV021 CLV047 CLV022 CLV048 CLV007 CLV008 CLV023 CLV049 CLV024 CLV050 CLV025 CLV051 CLV033 CLV034 CLV035 CLV036 CLV009 CLV031 CLV032 CLV010
CLV030 BAV008 BAV009 BAV010 FSV006 FSV007 FSV008 FSV009 FSV010 CLV052 CLV053 CLV054 CLV055 CLV056 CLV057 CLV058 CLV059 CLV060 CLV061 CLV062 CLV063 CLV064
Bosun’s Store
Solenoid Valve Cabinet
Hydraulic Power Unit Room
2
CLV065 CLV066 CLV067 CLV068 CLV069 CLV070 CLV071 CLV072 CLV073 CLV074 CLV075 CLV081 CLV082 CLV083 CLV084 CLV085 CLV086 CLV087 CLV088 CLV089 CLV090 CLV091
1 0 0 0 0 0H
0 0 0 0 0H
HOUR METER
HOUR METER
CLV092 CLV093 CLV094 CLV095 BAV011 BAV012 BAV013 BAV014 BAV015 BAV016 BAV017 BAV018 BAV019 BAV022 BAV023 BAV024 BAV025 BAV026 BAV027 BAV028 BAV029
Solenoid Valve Cabinet
2
Hydraulic Power Pack Unit
Engine Room Water Ballast Tank (Port)
No.5 Water Ballast Tank No.5 Cargo Oil Tank (Port) BAV 014
No.4 Water Ballast Tank No.4 Cargo Oil Tank (Port)
CLV023 CLV049
CLV096 CLV097
FSV 006
CLV050 CLV024 CLV031 CLV009
CLV010
CLV036 CLV035 CLV034 CLV033 CLV008 CLV007
CLV014 CLV040
A
B
CLV051 CLV025
CLV048 CLV022
Accumulator
Hand Pump
No.1 Water Ballast Tank No.1 Cargo Oil Tank (Port)
Main Deck
BAV003 BAV002 CLV011 CLV037
BAV001 TLV003
CLV044 CLV012 CLV029 CLV028 CLV027 CLV026
CLV047 CLV021
Key
Issue: Final Draft - November 2007
BAV005 BAV004
CLV17 BAV043 BAV018 CLV044 CLV026 CLV027 CLV028 CLV029 CLV019 CLV045 BAV002 BAV003 BAV004 BAV005 BAV006 BAV007
C.G.L Hand Pump
FSV 007
Hydraulic Oil
BAV006 BAV007
TLV002
CLV017 CLV043
CLV020 CLV046
FSV 008
Upper Deck
No.2 Water Ballast Tank No.2 Cargo Oil Tank (Port)
BAV008 BAV009
BAV010
CLV030
No.3 Water Ballast Tank No.3 Cargo Oil Tank (Port)
CLV011 CLV037 CLV012 CLV038 CLV001 CLV002 CLV013 CLV039 CLV014 CLV040 CLV015 CLV041 CLV003 CLV004 CLV005 CLV006 CLV016 CLV042
CLV045 CLV019
CLV041 CLV015 CLV006 CLV005 CLV004 CLV003
CLV042 CLV016
Fore Peak Tank CLV038 CLV012 CLV002 CLV001
CLV039 CLV013
TLV001 Engine Room Water Ballast Tank (Port)
No.5 Cargo Oil Tank No.5 Water Ballast Tank (Starboard)
No.4 Cargo Oil Tank No.4 Water Ballast Tank (Starboard)
IMO No: 9323948
No.3 Cargo Oil Tank No.3 Water Ballast Tank (Starboard)
No.2 Cargo Oil Tank No.2 Water Ballast Tank (Starboard)
No.1 Cargo Oil Tank No.1 Water Ballast Tank (Starboard)
Section Section 2.6.1 x - Page x 1 of x 4
Maersk Nautica 2.6 Hydraulic Systems 2.6.1 Cargo and ballast Valve Hydraulic System Hydraulic Power Pack: Manufacturer: Tank capacity: Pump capacity: Accumulator capacity: System working pressure: Duty pump start pressure: Pump stop pressure: Unloading valve open: Unloading valve close: Low level alarm: System safety relief pressure setting:
FAP 400L Damcos 400 litres 9.6 litres per minute, each pump 2 x 35 litres each unit 135 bar 135 bar 160 bar 165 bar 140 bar 130 bar 180 bar
The high pressure hydraulic power pack is situated in the hydraulic pump room starboard side upper deck. It consists of two sets of electrically-driven hydraulic pumps and a set of two accumulators, each with a capacity of 35 litres. Each hydraulic pump is capable of operating three of the largest valves simultaneously from fully open to fully closed, or vice versa, within 60 seconds. The accumulators act as a buffer, which avoids hammer when the pump stops, and eliminates frequent operation of the control switches when only a small quantity of valves are operated. In the event of power pack failure, the accumulators’ stored power capacity will allow closing of three of the largest valves simultaneously. On the door to the solenoid valve cabinet is a keypad for use of the manufacturer’s trained technicians only. The MODE of operation is set at the hydraulic pump room control panel. The hydraulic pump control panel in the foam room is set to REMOTE operation, and both pump operating switches are placed in the STANDBY position. From the SCC panel the duty pump is normally selected for operation with the loading/unloading of the duty pump being carried out under the control of a pressure switch. A high pressure alarm is set for 165 bar, the system is protected by a safety relief valve set at 180 bar. The low pressure alarm is activated at 130 bar.
Deck Operating Manual The hydraulic pump motors will be shut down in the event of the Generator Emergency Stop in the SCC cabinet being operated. Two portable hydraulic handpumps are provided for use in an emergency. These can be connected into the supply lines to the valve actuators in the solenoid valve cabinets. Hydraulic pipes are led directly to each valve from the solenoid valve cabinets.
Procedure for the Operation of the Cargo Valve Hydraulic Power Pack a)
Ensure that the hydraulic tank is filled to its normal operating level, top-up the tank as necessary with the correct grade of hydraulic oil.
b) Ensure that the filters are clean. c)
Check that the accumulators are charged with nitrogen gas. If necessary, recharge the accumulators using the accompanying nitrogen gas bottle and reducing valve.
d) Open the accumulator isolating valves. On the discharge distribution block, ensure that the accumulator bypass valve is set to the CLOSED position and that the accumulator isolating valve is set to the OPEN position. e)
f)
Ensure the isolator switch on the local control panel for each pump is set to ON. At the cargo mimic control panel on the cargo control console check that the duty pump selection switch is set to OFF, then set the control power switch to ON. Check that there are no alarm conditions indicated on the cargo console control panel. At the local station start one hydraulic pump. Check that the pressure control is satisfactory, ie, the pump stops at the correct cut-out pressure, 160 bar.
g) Place both pumps in the STANDBY position and set the panel in the hydraulic room to REMOTE operation. h) Select the required pump configuration on the cargo console control panel.
Alarms for low hydraulic oil pressure, high and high-high temperature alarms (65°C and 80°C respectively), low and low-low level in the tank and hydraulic power pack power failure alarms are provided in the hydraulic power unit control area on the cargo oil mimic panel. The low-low level alarm (25%) and high-high (80°C) temperature alarm will trip both hydraulic pumps.
Issue: Final Draft - November 2007
Emergency Handpump Manufacturer: No. of sets: Model: Type: Working pressure: Capacity: Flow capacity: Safety Valve Setting
The emergency handpumps are stored at strategic locations, one in the pump room top and one in the port deck store close to the manifold. The reservoir should always be kept full and ready for use in an emergency:
Procedure for Operating the Emergency Handpump a)
Open the solenoid valve box which feeds the valve to be operated.
b) Close the supply and return throttling/stop valves on the valve to be operated. Make a note of the amount of turns required to close the valves in order to return them to their correct positions when the valve is put back to normal operation. Making the isolation at this point for those tank valves which have the isolations on deck may be more expedient, as there may be problems due to the weathering effect on these deck isolating valves. WARNING Failure to close the above valves could result in oil flowing into the reservoir and over-pressurising it, resulting in possible injury to the operator. c)
Remove the covers from the couplings, locally if the valve is accessible on deck or in the pump room, or at the distribution/ isolation block on deck before the piping enters the tank.
d) For main deck valves connect the hoses O and C to the corresponding O and C connections on the emergency control block mounted on the actuator. e)
IMO No: 9323948
Damcos 2 PHP 25-05 Double-acting handpump 135 bar (maximum) 5 litres 25cc per stroke 180 bar
Turn the pilot valve on the handpump to the open position and continue to pump until the actuator or pressure gauge for nominal working pressure reaches 130/135 bar. The valve is prevented from closing when the pilot valve is turned to the centre position.
Section Section 2.6.1 x - Page x 2 of x 4
Maersk Nautica
Deck Operating Manual
Illustration 2.6.1b Emergency Handpump 1
2
3
100 50
150
200
1
250 0
bar 300
Key
0
1. Handpump 2. Pilot Valve 3. Pressure Gauge 4. Air Filter 5. Sight Glass
C 2
B
A 4
3
5
Issue: Final Draft - November 2007
IMO No: 9323948
Section Section 2.6.1 x - Page x 3 of x 4
Maersk Nautica f)
Deck Operating Manual
To close, turn the pilot valve on the handpump to the closed position.
g) For pump room valves the procedure is the same EXCEPT the A and B connections are made instead of the O and C connections. On completion of the operation replace the screw caps on the threaded connections of the emergency control block, for the main deck valves replace the weatherproof packing tape and wrap around the control block and name plate, the weatherproof packing tape is used to protect the couplings against the the effects of salt and spray to minimise corrosion. Note: The solenoid valves can be operated manually by pushing the buttons protruding through the solenoid coils. WARNING Use protective clothing and goggles when operating the portable hydraulic handpumps.
Issue: Final Draft - November 2007
IMO No: 9323948
Section 2.6.1 - Page 4 of 4
2.7 Ballast System
2.7.1
System Description
2.7.2 Ballast Management Plan
Illustrations
2.7.1a Ballast System
2.7.2a Sequential Ballast Exchange Plan
Maersk Nautica
Deck Operating Manual
Illustration 2.7.1a Ballast System Upper Deck
No.5 Water Ballast Tank (Port) PT
PT
PI
PI
No.4 Water Ballast Tank (Port)
No.3 Water Ballast Tank (Port)
No.2 Water Ballast Tank (Port)
No.1 Water Ballast Tank (Port)
Emergency Connection with Cargo System
H
BAV018 BAV020 No.1 Ballast Pump
600
H
600
600
H
BAV H 023
600
BAV 022
H
H
H
H
H
BAV011
BAV010
BAV008
BAV006
BAV004
400
400
400
400
400
BAV 030
800
800
800
600
BAV 007
BAV 005
400
BAV013
Sea Chest (Starboard)
H
BAV H 024
600
600
BAV H 025
BAV 017
H
BAV 027
H
BAV 026
H
BAV 009
400 800
250
250
PT
PI
PI
PI
PI
PI
PI
PT
PT
PT
PT
H
No.1
No.2 Ballast Pump
400
H
BAV002
BAV001
BAV 003
400
H
BAV012
No.2
PT
PT
PI 300
H
400
H
H
250
BAV028
BAV021
H
H
400
PT
H BAV019
Fore Peak Tank
PI 300
250
BAV029
H
BAV 032
BAV 016
BAV 031
800
800
BAV015 BAV 035
From Inert Gas Main Line
No.5 Water Ballast Tank (Starboard)
H
800
500
ODME Sample Point
No.4 Water Ballast Tank (Starboard)
No.3 Water Ballast Tank (Starboard)
No.2 Water Ballast Tank (Starboard)
No.1 Water Ballast Tank (Starboard)
Water Ballast Tank (Port) H
500
BAV034
BAV033
BAV014
Key Sea Water
Issue: Final Draft - November 2007
IMO No: 9323948
Section 2.7.1 - Page 1 of 2
Maersk Nautica 2.7 Ballast System 2.7.1 System Description Ballast Pump No.1 (Steam Turbine) Manufacturer: No. of sets: Model: Type: Prime mover: Capacity: Power:
Shinko Industries Ltd 1 CVL450 Vertical centrifugal single stage Steam turbine 3,000m3/h at 35mth 370kW
Ballast Pump No.2 (Electric Motor) Manufacturer: No. of sets: Model: Type: Prime mover: Capacity: Power:
Shinko Industries Ltd 1 CVL450 Vertical centrifugal single stage Electric motor 3,000m3/h at 35mth 400kW
Water Ballast Stripping Eductors Manufacturer: No. of sets: Model: Suction capacity:
Temtec (previously Golar) 2 10-10-12 230m3/h at 20mwc
Introduction The vessel complies with MARPOL Protocol 73/78 as a segregated ballast tanker. Segregated ballast is carried in the fore peak tank and in five pairs of wing tanks arranged the entire length of the cargo tank area. There is also a pair of engine room ballast tanks and the aft peak tank. The vessel is designed with sufficient heavy weather ballast capacity to meet any weather condition without having to load additional ballast in the cargo tanks.
Issue: Final Draft - November 2007
Deck Operating Manual If, however, it is considered that heavy weather ballast may be required during the ballast voyage this can be carried in No.4 centre and thus this tank should be crude oil washed before departure from port.
passing through gas tight seals into the pump room. The pumps are connected to an overboard discharge via a 800mm line passing through the engine room water ballast tank (port) which exits above the deepest water ballast line.
The sailing ballast condition of the vessel must take into account the seasonal weather conditions it will encounter and therefore there cannot be a general rule on the condition of the ballast tanks. The draught at the midships marks should be not less than 9.3m and the trim should not exceed 3m by the stern.
It should be noted that the cargo oil tank overboard line of 600mm diameter passes through the tunnel space in the pump room which exits above the deepest water ballast line. The ODME equipment is connected to this overboard. When necessary the ODME will divert the flow into the starboard slop tank.
Typical draughts for a standard ballast condition:Forward 8.53m Aft 10.92m Trim 2.39m
The ballast pumps can be connected to the cargo tank system via the manually operated valve BAV030, inserting a dedicated spool piece, manually operated valve CLV108 and via check valve CLV102. Under normal circumstances this connection would not be used to ballast up No.4 centre cargo tank for heavy weather conditions.
Typical Draughts for a heavy ballast condition:Forward 10.83m Aft 13.00m Trim 2.18m
Heavy weather ballast will be delivered to No.3 centre cargo oil tank via the main cargo pump after a line wash. The ballast main system is a single 800mm line, serving No.2, 3, 4 and 5 ballast wing tanks, reducing to 600mm for No.1 ballast wing tank and, finally to 400mm for the fore peak tank. All branch lines leading off the main line are 400mm in diameter. The engine room water ballast tanks and the aft peak tank are not connected to this system.
The ballast tanks on this vessel consist of: Tank Fore peak water ballast tank No.1 water ballast tank port No.1 water ballast tank starboard No.2 water ballast tank port No.2 water ballast tank starboard No.3 water ballast tank port No.3 water ballast tank starboard No.4 water ballast tank port No.4 water ballast tank starboard No.5 water ballast tank port No.5 water ballast tank starboard E/R water ballast tank port E/R water ballast tank starboard Aft peak water ballast tank The total capacity of the segregated ballast tanks
m3 at 100% 3372.7m3 8212.8m3 8212.8m3 9599.8m3 9599.8m3 9723.8m3 9723.8m3 9466.3m3 9466.3m3 8178.4m3 9178.4m3 2292.3m3 2268.7m3 2092.7m3 100,388.7m3
The ballast pump suction lines can be interconnected via crossover valves to allow for some flexibility of operation. In addition, two stripping eductors are provided to facilitate adequate draining of the ballast tanks, the driving water can be supplied from either ballast pump. The ballast pump discharge valves are of the proportional type, ie, they can be opened between 0 and 100%. The tank suction valves are all located in the aftermost part of the tanks, as far as is practicable. The bellmouths are between 70-90mm above the shell plating, with a doubling plate of 12mm fitted directly below the bellmouth. The fore peak tank suction valve is manually operated from inside the focsle first deck and is a lever operated valve actuated hydraulically. In the event that there is leakage of cargo oil or vapour into the ballast tanks, inert gas can be directed into the ballast tanks if they are not flooded, via the ballast suction lines. A portable spool piece, manually operated valve BAV034, via the check valve BAV033 and the IG valve NDV004, facilitate this operation.
102,898.42mt at SG 1.025 33.7% of the Summer DWT (307284mt) The main ballast tanks are served by two centrifugal pumps, one being driven by a steam turbine, the other is driven by an electric motor, each with a capacity of 3,000m3/h at 35mth. The pumps are located in the pump room and provided with a common own sea chest. The turbine and electric motor for the pumps are located on the cargo oil pump turbine mezzanine deck with the drive shafts IMO No: 9323948
In the event that the tanks are flooded then a flexible hose can be rigged from the IG main onto an elbow bend with its blank removed. This will then allow IG to be layered into the ballast water tanks.
Section 2.7.1 - Page 2 of 2
Maersk Nautica
Deck Operating Manual
Illustration 2.7.2a Sequential Ballast Exchange Plan
BALLAST TANKS FPT
No.1 WBT P
No.2 WBT S
P
No.3 WBT S
P
No.4 WBT S
P
No.5 WBT S
P
S
APT
ESTIMATED DRAUGHT FP AP Metres Metres
BM
SF
%
%
STEP 0 INITIAL BALLAST CONDITION STARTING SEQUENCE FULL
FULL
FULL
FULL
FULL
FULL
FULL
FULL
FULL
50%
50%
EMPTY
8.5
10.9
82
73
FULL
FULL
EMPTY
FULL
FULL
EMPTY
50%
EMPTY
6.1
10.6
82
76
FULL
CHANGED
FULL
FULL
CHANGED
50%
50%
EMPTY
8.5
10.9
82
76
EMPTY
CHANGED
FULL
FULL
50%
EMPTY
EMPTY
6.1
10.6
82
76
STEP 1, PUMP OUT 1 PORT, 5 PORT, 3 STARBOARD FULL
EMPTY
FULL
FULL
STEP 2 REFILL 1 PORT, 5 PORT, 3 STARBOARD FULL
CHANGED
FULL
FULL
STEP 3, PUMP OUT 1 STARBOARD, 5 STARBOARD, 3 PORT FULL
CHANGED
EMPTY
FULL
FULL
STEP 4 REFILL 1 STARBOARD, 5 STARBOARD, AND 3 PORT TO ORIGINAL LEVEL FULL
CHANGED
CHANGED
FULL
FULL
CHANGED
CHANGED
FULL
FULL
50%
50%
EMPTY
8.5
10.9
82
76
STEP 5 EMPTY 2 STARBOARD, 4 PORT AND FORE PEAK FULL
CHANGED
CHANGED
FULL
EMPTY
CHANGED
CHANGED
EMPTY
FULL
50%
50%
EMPTY
6.1
10.7
93
76
FULL
CHANGED
CHANGED
CHANGED
CHANGED
FULL
50%
50%
EMPTY
7.6
11.5
70
72
EMPTY
CHANGED
CHANGED
CHANGED
CHANGED
EMPTY
50%
50%
EMPTY
6.1
10.7
93
76
CHANGED
CHANGED
CHANGED
CHANGED
CHANGED
CHANGED
CHANGED
EMPTY
8.5
10.9
82
73
STEP 6 FILL 2 STARBOARD, 4 PORT EMPTY
CHANGED
CHANGED
STEP 7 EMPTY 2 PORT, 4 STARBOARD EMPTY
CHANGED
CHANGED
STEP 8 FILL 2 PORT, 4 STARBOARD, FORE PEAK CHANGED
CHANGED
CHANGED
Issue: Final Draft - November 2007
CHANGED
IMO No: 9323948
Section 2.7.2 - Page 1 of 2
Maersk Nautica
Deck Operating Manual
2.7.2 Ballast management plan
Ballast Exchange During Voyage
Introduction
The ballast exchange may take the form of either a sequential change or by overflowing of the tanks. The sequential method is the preferred method and is the type given as an example, the overflowing of the ballast tanks is not recommended and could cause damage to the vessel. The normal ballast on departure from port is all tanks full with adjustment made for trim and list by reducing the ballast in No.6 wing tank. The following case example is a typical ballast and bunker scenario for departure from the discharge port.
Whenever ballast operations are carried out it is good practice to endeavour to ensure the minimum number of tanks are left slack. Failure to completely fill ballast tanks results in the reduction of stability for the vessel due to free surface effect and increased corrosion in the slack tanks. When tanks are emptied they should be well drained to remove sediment, prevent free surface effect and assist with the reduction of corrosion. Due to the introduction of alien marine species from foreign ballast water being discharged into their port areas and harming or disturbing the local ecological balance, several countries now have mandatory controls regarding the discharge of ballast water. The countries concerned have required that vessels arrive with ballast which has been loaded in deep sea open conditions which are, more than 200nm from the nearest land and in water of more than 200 metres in depth in accordance with IMO A 868 (20). During the ballast voyage the vessel is required to discharge the ballast tanks and re-ballast with clean deep sea water. This has to be carried out taking into consideration the effects on the stress and stability of the vessel during any ballast change and the effects of weather and crew fatigue. Ballast changes are carried out in deep sea areas over a period of time, usually discharging one or two sets of tanks at a time, subject to the stresses and stability calculations, then refilling with deep sea clean water. This sequence of changes is continued until all ballast water from the discharge port has been discharged and replaced. All changes and ballast operations are to entered in the Ballast Record Book, giving the position when the operation commenced, when completed and quantities involved. Where the situation arises that a ballast exchange has not taken place due to the voyage not being through waters over 200nm from the nearest land or in water of over 200m depth for a sufficient length of time for an exchange to take place, a statement to this effect should be made in the Ballast Record Book. Similar entries are made in the Deck Log Book. When the vessel arrives at the loading port the port authorities may inspect these documents to confirm that the entries agree. Some countries also require a chemist to take samples of ballast water and carry out tests before allowing any discharge of ballast within territorial waters. Failure to comply with requirements and accurate record keeping can result in severe penalties for both the vessel and the shipping company.
shear forces. The action to be taken and tanks involved in each step are then specified.
Ballast Condition Draught Forward Aft Mean Trim Deadweight Ballast onboard Fuel Oil onboard Miscellaneous weights Shear Force Bending Moments GM
8.53m 10.92m 9.72m 2.39m 93257mt 85124mt 6722mt 1410mt 72.9% 82.3% 20.16m
Requirements To Be Met By Plan
It will be noted that the original condition is restored after each pair of steps. A positive decision should be made at that time, taking into account the ships position, weather forecast before proceeding to the next pair of steps. If any factors are considered unfavourable the ballast exchange should be suspended or halted. Heeling effects due to asymmetrical emptying or filling have been taken into account so that all steps represent upright conditions. Actual operations must be managed so that a list does not develop during pumping. The steps in the table meet trim and draught requirements of propeller and rudder immersion, to avoid any possibility of slamming while changing ballast, and to maintain the bridge visibility within tolerable limits. It is as important to avoid underpressure in a tank due to emptying, as it is to avoid overpressure when filling. The consequences of bulkhead damage, or even tank collapse at sea will be even more significant than in port. Each step has been checked for conformity with strength and stress limitations. Checks have been made that the minimum intact stability requirements of the ship are met at every stage, and that the allowable stress limits are not exceeded. Each step is therefore safe for the ship at sea in fair weather. The table in illustration 2.7.2a is an example only and the variations are unlimited.
• The forward draught is not to be less than 8.5 at any time when either No.1 WBT or the fore peak tank are full. • The propellor to is to be immersed at all times therefore the aft draught should not be less than approximately 9.75m. • At the end of each step prior to continuing with the ballast exchange an appreciation of the forthcoming weather, etc, is to be made to ensure that the next step can be completed before being required to stop for safety considerations. Sequential Ballast Exchange Plan The following table describes a safe sequence for the exchange of ballast water using the empty-then-refill procedure, known as the sequential method. The process requires the removal of very large weights from the ship in a dynamic situation, and then their replacement. The table indicates the status of the ballast water in every tank at the start of each step, and indicates an assumed weight of fuel and domestic drinking water (aft of the engine room bulkhead), estimated draughts, bending moments and
Issue: Final Draft - November 2007
IMO No: 9323948
Section 2.7.2 - Page 2 of 2
SECTION 3: CARGO HANDLING PROCEDURES 3.1
Cargo Handling Operation Sequence Diagrams
3.1.1
3.1.2 Discharging
Loading
Maersk Nautica 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 tanks to the best advantage, bearing in mind any required segregation and the maintenance of a suitable trim, draught and stress throughout.
Check that the cargo valve hydraulic system is in operation and that all cargo valves are in the shut position. Individual IG spade blanks on each tank should be checked that they are removed and the tank lids are shut if they are no longer required to be isolated.
Deck Operating Manual
3.3
3.3.1 3.3.2
Check that the manifold drip trays are empty on both sides and that the oil spill response equipment is in the appropriate positions. Ensure all scupper plugs are in position and secure. Check that the water in all ballast tanks is free from oil.
Connect the required arms/hose to the manifold connections.
Establish communications with the shore terminal and agree the tank gauging with the terminal representatives.
Issue: Final Draft - November 2007
3.3.1 3.3.2
When all preliminaries have been completed including safety checks, signal to the terminal that the vessel is ready to commence loading.
3.3.1 3.3.2
As soon as cargo starts to flow check the hose connections for leakage, also carry out visual checks on all cargo manifolds not in use. Finally check over the side. Monitor the tank pressure and ensure the correct operation of the VEC or mast vent riser usage.
3.3.1 3.3.2
Start deballasting once the cargo is flowing at full rate according to the chief officer's loading plan, paying due regard to the stability, shear forces and bending moments, use both ballast pumps simultaneously to keep the ship upright. The port and starboard ballast tanks should be maintained at the same level.
3.3.1 3.3.2 3.7.1
When topping-off the tanks being filled or when nearing the end of loading, slow down the loading rate to the agreed level.
3.3.1 3.3.2
When all cargo has been loaded, run down the top lines to the last tank, as this will invariably be slack, ready for disconnection of arms or hoses.
3.3.1 3.3.2
On completion of cargo loading, close the manifold valves and open the drain valves to either No.4 port or starboard cargo oil tanks. Drain the manifold connections before starting to disconnect the loading arms/hoses. Agree with terminal representatives and the cargo surveyor the quantity of cargo loaded.
3.3.1 3.3.2
IMO No: 9323948
Section 3.1.1 - Page 1 of 1
Maersk Nautica 3.1.2
Deck Operating Manual
DISCHARGING
Work out a discharging plan using all top/bottom lines and the three groups of tanks to the best advantage, bearing in mind any required segregation and the maintenance of a suitable trim, draught and stress throughout.
3.4
Check that the cargo valve hydraulic system is in operation and that all cargo valves are in the shut position.
3.4.1 3.4.2 3.4.3
Check that the manifold drip trays are empty on both sides and that the oil spill response equipment is in the appropriate positions. Ensure that all scupper plugs are in position and secure.
3.4.1 3.4.2 3.4.3
Throughout the discharge ensure that the cargo tanks are maintained at a slight positive pressure by the IG system. If at any time the IG pressure nears atmospheric the discharge rate should be reduced or stopped and the IG system checked.
Start ballasting when cargo is flowing at full rate, and in accordance with the chief officer's unloading plan, paying due regard to ship stability, shear force and bending moments, use both ballast pumps simultaneously to keep the 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 the cargo pumps to completely empty the cargo tanks. Check that the ballast water is free of oil on completion of cargo discharge.
Connect the required arms/hose to the manifold connections.
When the level in the tanks to be washed has been reduced to that required, start oil washing the tanks. Only one grade of cargo can be used for tank washing at any one time.
Establish communications with the shore terminal and agree the tank gauging with the terminal representatives.
When the cargo tanks approach draining level the main bellmouth should be closed and draining carried out using the stripping bellmouth in the suction well.
3.3.1 3.3.2
When all preliminaries have been completed and agreed including safety checks, signal to the terminal that the vessel is ready to commence discharging. Ensure the Inert Gas plant is ready.
When the terminal confirm they are READY TO RECEIVE cargo, commence discharge at a slow rate. As soon as cargo starts to flow, check the arm connections for leakage, also carry out visual checks on all cargo manifolds not in use especially the outboard side. Finally check over the side. When all connections have been proven tight and the terminal confirm READY FULL RATE, increase the flow rate to the agreed maximum rate.
Issue: Final Draft - November 2007
When all cargo has been discharged, stop the cargo pumps and advise the terminal. Prepare to strip the main cargo lines and crossovers to the shore via the MARPOL line, advising the terminal upon commencement.
On completion of discharging cargo, close the manifold valves and open the drain valves to either No.4 port or starboard cargo oil tank. Drain the manifold connections before starting to disconnect the cargo arms/hoses. Agree with terminal representatives and the cargo surveyor the quantity of cargo remaining on board. Shut down the IG system when the cargo tank pressures reach the required level.
3.4.1 3.4.2 3.4.3
IMO No: 9323948
3.4.1 3.4.2 3.4.3
3.4.1 3.4.2 3.4.3 3.7.1
3.4.1 3.4.2 3.4.3
3.4.1 3.4.2 3.4.3
3.4.1 3.4.2 3.4.3
3.4.1 3.4.2 3.4.3
Section 3.1.2 - Page 1 of 1
3.2
Inerting Cargo Tanks
3.2.1
3.2.2 Use With/Without Vapour Emission Control (VEC)
3.2.3
Inert Gas Operations During Loading
3.2.4
Inert Gas Operations During Discharging
Initial Inerting
Illustrations
3.2.1a Initial Inerting
3.2.1b Displacement Inerting
3.2.2a Vapour Emission Control Monitoring and Alarm System
3.2.2b Inert Gas Return to Shore (VEC)
3.2.4a Inert Gas Operation During Discharge
Maersk Nautica
Deck Operating Manual
Illustration 3.2.1a Inital Inerting
Flame Screen
Funnel Top
NGV 010
P
From Inert Gas System
NGV0007 NGV 009
P
From Inert Gas System
600
Key 600
NDV001
NGV 037
Upper Deck
400
Inert Gas
NDV 045
NDV002
Steam
Sampling Point
Condensate
P
From Inert Gas Generator
NGV0011 50
600
PT
From Steam System
PZA
80
Connection Point for Water Driven Fan
Shore Connection
PT
50
NGV025
To Scrubber Water Seal
Sea Water
Deck Water Seal
Engine Room
From Deck Water Seal Pump
A Deck
NGV026 NGV027
To Condensate System
50 600
600
PT
80
No.5 Water Ballast Tank (Port)
MTV027
No.4 Water Ballast Tank (Port)
MTV025
No.5 Cargo Oil Tank (Port)
300
NDV 027
NDV 024
No.5 Cargo Oil Tank (Centre)
BAV034 No.2 Water Ballast Tank (Port)
MTV021
No.3 Cargo Oil Tank (Port)
MTV019
No.1 Water Ballast Tank (Port)
No.2 Cargo Oil Tank (Port)
No.1 Cargo Oil Tank (Port)
NDV 040 NDV 006 600
300
NDV 029
MTV023
To Ballast Main Line
NDV004 No.3 Water Ballast Tank (Port)
No.4 Cargo Oil Tank (Port) NDV 039
300
CLV109
600
NDV005
Slop Tank (Port)
To Cargo Main Line NDV003
NDV 007
300
300
NDV 021
No.4 Cargo Oil Tank (Centre)
No.3 Cargo Oil Tank (Centre)
300
Vent Riser With Screen NDV041
NDV 018
NDV 015
No.2 Cargo Oil Tank (Centre)
No.1 Cargo Oil Tank (Centre)
NDV042
NDV 036 Dump Tank
300
NDV 026 300
100
NDV 035
300
NDV 023 300
100
NDV 034
300
100
600
NDV 030
450
300
300
NDV 012 VOCON
NDV 017
NDV 010
PV Valve
600
300
300
NDV 032
65
NDV 028
450
300
300
100
300
NDV 022
300
Slop Tank (Starboard)
No.5 Water Ballast Tank (Starboard)
300
No.4 Cargo Oil Tank (Starboard)
MTV026
300
NDV 016
NDV 013
NDV 038
300
No.5 Cargo Oil Tank (Starboard)
MTV028
NDV 009
NDV031
300
300
NDV 019
600
NDV 008
300
450
300
300
NDV 037 300
450
300
300
NDV 025
NDV 014 600
450
300
Issue: Final Draft - November 2007
300
100
600
450
100
NDV 020 500
600
NDV 033
P/V Breaker
No.4 Water Ballast Tank (Starboard)
IMO No: 9323948
300
No.3 Cargo Oil Tank (Starboard)
MTV024
No.3 Water Ballast Tank (Starboard)
300
No.2 Cargo Oil Tank (Starboard)
MTV022
No.2 Water Ballast Tank (Starboard)
No.1 Cargo Oil Tank (Starboard)
MTV020
No.1 Water Ballast Tank (Starboard)
Section 3.2.1 - Page 1 of 2
Maersk Nautica 3.2
Inerting Cargo Tanks
3.2.1 Initial Inerting Under normal operating conditions the vessel is kept totally inerted. However, after refit or tank inspections some, or all of the tanks may be gas free. Prior to any cargo operations all the cargo oil tanks, slop tanks and the dump tank must be inerted and this is normally completed on passage to the load port. Good quality inert gas (ig) must be supplied to the tanks to be inerted and each tank is vented via the vent mast riser valve. Inert gas is heavier than air, so the displacement method is recommended. This is achieved by introducing a steady flow of ig into the bottom of each tank at low pressure and displacing the air from the top the tank via the IG line to the vent mast riser. 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 tanks to atmosphere, as this will assist in better layering of the ig in the tanks. The quality of the vented tank atmosphere is monitored at regular intervals. The efflux from each tank should be measured where possible, and at various tank levels to obtain a representative sample reading of the actual tank atmosphere. When the oxygen content is below 8% o2 the tank is considered to be inerted. However, it is advisable to reduce the oxygen level to below 5% o2 and so increasing the margins of safety.
Deck Operating Manual Position Open Open Open
Description Cross-connection from IG main to cargo main No.1, 2 and 3 COP suction valves
Open Open
No.1, 2 and 3 COP pump room bottom crossover valves No.1 cargo oil pump bypass valve No.1, 2 and 3 bulkhead master valves
Open
No.1, 2 and 3 line segregation valves
Open
Slop tank segregation valves
Open
Cargo oil tank suction valves on all cargo tanks, including the slop tanks
Assuming all cots are gas free and thus require inerting:a)
Check that the spectacle flange connecting each cargo tank to the IG main is in the open position and that all the tank lids are closed.
b) Confirm that each IG valve to the tank space is open. c)
Connect the spool piece to the cargo line adjacent valve CLV109 which connects to the IG supply line.
d) Set the cargo lines to allow IG to enter the required cargo oil tanks and vent via the vent mast riser valve. e)
Confirm that the IG plant is running and the valves are set to allow IG to be delivered to the cargo system.
Issue: Final Draft - November 2007
Open Open Open Open f)
Eductor suction valve Dump tank suction valve IG vent mast riser valve Deck main IG isolating valve
Valve CLV109 CLV055, CLV056 CVL057 CLV065, CLV066 CLV067 CLV061 CLV052, CLV053 CLV054 CLV008, CLV007 CLV026, CLV027 CLV003, CLV004 CLV001, CLV002 CLV005, CLV006 CLV028, CLV029 CLV033, CLV034 CLV035, CLV036 CLV011, CLV012 CLV013, CLV014 CLV015, CLV016 CLV017, CLV018 CLV020, CLV021 CLV023, CLV024 CLV025, CLV030 CLV031, CLV032 CLV083 CLV110 NDV010 NDV002
h) When the vent mast riser valve is closed, bring the tank pressure above the low level alarm then redirect the IG to atmosphere. Close all of the cargo line valves followed by the IG crossconnection onto the cargo main. i)
Supply IG to all of the tanks via the 600mm IG main in order to bring the tank pressures up to the normal limits.
j) When the common tank pressure is up to normal service pressure redirect the IG to atmosphere and close the deck isolating valve. Shut down the IG system. Illustration 3.2.1b Displacement Inerting
To Vent Mast Riser
Fresh Air
Inert Gas from IG Blower via the Cargo Filling Line
With the IG plant running and the O2 content less than 5%, operate the INERT GAS or AIR TO DECK switch to direct IG onto the deck main. Inert gas will now be delivered to the selected tanks with the displaced atmosphere being vented out via the vent mast riser.
g) Test the atmosphere of each tank at regular intervals with the portable gas monitoring equipment. When the oxygen content is less than 8% throughout each tank, it is then assumed that the tanks are fully inerted. It is recommended to reduce the oxygen content to 5% or below. It may be necessary to close selected cargo tanks in order to get the oxygen content to the required level in the other tanks.
IMO No: 9323948
Section 3.2.1 - Page 2 of 2
Maersk Nautica
Deck Operating Manual
Illustration 3.2.2a Vapour Emission Control Monitoring and Alarm System
Ship’s Control Centre
Detection Cabinet in the Port Midship Deck Stores
VAPOUR ALARM SYSTEM OVS 2.1 OP ABOVE 8% OXYGEN CONTENT % O2
FLOW FAILURE
SYSTEM FAILURE
FLOW INDICATOR
OXYGEN SENSOR (EExia)
Exhaust
MAX MIN
Junction Box
LOW PRESSURE VAPOUR PRESSURE mbar
HIGH PRESSURE
Purge/Calibration Switch Pressure Sensor (EExia 0 - 200mbar)
SYSTEM FAILURE
ALARM ACCEPT ALARM
RESET ALARM
ACCEPTED LAMP TEST
BUZZER
‘B’
No.4 Water Ballast Tank (Port)
FILTER
ON/OFF
MTV023
90µ Filter
‘C’
MTV021
No.4 Cargo Oil Tank (Port)
Instrument Air Supply (Maximum 8 bar)
OMICRON
No.3 Water Ballast Tank (Port)
NDV 039
No.3 Cargo Oil Tank (Port)
NDV 040
Purge Switch NDV 006
Air Filter / Water Trap
600
NDV 007
300
300 NDV 021
No.4 Cargo Oil Tank (Centre)
Selector Switch ‘A’
No.3 Cargo Oil Tank (Centre)
NDV 034 100
NDV 020 500
NDV041 NDV042 600
NDV 033
P/V Breaker
Intrinsically Safe Barrier Board
Vent Riser With Screen
100
300
300
PV NDV Valve 012 VOCON 600
NDV 010
600 450
300
300
600 NDV 008
Key NDV 037
Inert Gas
300
NDV 019
NDV 009
NDV 038 300 No.4 Cargo Oil Tank (Starboard) No.4 Water Ballast Tank (Starboard)
Issue: Final Draft - November 2007
IMO No: 9323948
300 No.3 Cargo Oil Tank (Starboard)
MTV024
No.3 Water Ballast Tank (Starboard)
MTV022
Section 3.2.2 - Page 1 of 4
Maersk Nautica 3.2.2 Use With/Without Vapour Emission Control (VEC) New legislation in some ports may demand that the vessel operates in VEC mode. This basically involves connecting a vapour return arm to the IG main at the manifold so that the entire displaced cargo oil tank atmosphere is processed ashore rather than being vented directly to atmosphere. The vessel is fitted with two 600mm manifold valves port and starboard amidships, which are connected into the cargo oil tank IG main line. Four reducers of 300mm (12 inch) nominal bore for presentation flange (principal fitting) and two reducers of 400mm (16 inch) are supplied in accordance with OCIMF requirements. Care must be taken to ensure that the pressure in the IG main remains within the operational parameters. Most load ports at present allow venting to atmosphere. Where venting is permitted during loading, excess vapour is vented to atmosphere through the vent mast riser, with individual tank PV valves fitted acting as a safety device. The ship’s maximum loading rate is contracted as 21,400m3/h, with a maximum loading rate to each wing and slop tank of 3,951m3/h. Note: The pressure in a cargo tank should not exceed 80% of the PV valve set point. The tank main PV valves are set to 1500mmWG, therefore the tank pressure should not exceed 1200mmWG.
Alarm and Monitoring Unit An Omicron oxygen/vapour pressure monitoring and alarm system is used to monitor the inert gas pressure and its corresponding O2 % content during the transfer of the displaced inert gas to the shore facility during loading operations when vapour emissions control (VEC) is required. The alarm panel mounted in the cargo control room (CCR) gives alarm indication for the oxygen content, if the vapour pressure is too low or too high and also if there is a fault condition on the level of gas flow into the measuring device. Additionally, there is also a digital read out display for the oxygen content and vapour pressure. Alarm Set Points Oxygen content high: Vapour pressure high: Vapour pressure low: Low flow:
8% 1200mmWG (0.12kg/cm2) 100mmWG (0.01kg/cm2) No Flow
Deck Operating Manual The detection cabinet which is located in the in the port midships deck near the manifolds has a series of selection valves which must be set prior to the VEC monitoring operation and are identified in illustration 3.2.2a. Valve ‘A’ is turned to either port forward or aft and starboard forward or aft manifold and is used to select the appropriate sampling line for the VEC manifold connection which is to be used. Valve ‘B’ is for the mode selection, either it will be set to oxygen/vapour sampling or clean air purging/gas calibration. Valve ‘C’ is used to purge and blow through the sampling line back to the individual manifold connection point with instrument air. The gas flow indicator is a floating ball and reed switch arrangement. If the flow rate drops below a predetermined level, ie, 2.5 litres per minute, an alarm is indicated on the control panel in the CCR. If the non-flow alarm is indicated, then the fault could either be in the sampling line from the manifold or the inline 90µ filter could be blocked.
Procedure for Setting Up the Monitoring Unit for VEC Operations a)
Ensure the instrument air is available to the detector cabinet.
b) Open the sampling isolating valve at the vapour manifold that the VEC return hose is to be connected to and also the vapour header pressure isolating sample valve. c)
In the detector cabinet, rotate the sampling line selection valve to the correct position.
d) Rotate the mode selection valve to PURGE/CALIB then move the air purge stop valve into the vertical position for a few moments, air will now blow through the sample line into the vapour manifold connection point. e)
After a short period return the stop valve to the horizontal position and the mode selection valve back to the SAMPLING position. Adjust the gas flow to 150 litres/h, measured at the top of the ball.
f)
At the monitoring and alarm panel in the CCR, push the ON/ OFF button to turn the system ON, this will cause the buzzer to sound, press the BUZZER SILENCE button on the control panel to silence the buzzer. The digital display units will now show the alarm set points for a few moments before the actual measured readings are displayed.
Procedure for Calibrating the Oxygen Sensor a)
Turn on the system and allow the sensors to stabilise.
b) Check that the PURGE valve is in the closed position. c)
Rotate the MODE valve to the PURGE/CALIB position.
d) Reduce the flow through the sensor to zero by rotating the regulating valve on the flow meter. e)
Supply nitrogen gas from the test bottle via the quick connector and adjust the flow at the flow meter to 150 litres/h.
f)
If the oxygen content reading does not stabilise at zero then the zero point must be adjusted by turning the ZERO pot inside the sensor casing.
g) The unit is now spanned, close the flow meter regulating valve. h) Supply clean instrument air via the quick connector and adjust the flow to 150 litres/h. i)
If the oxygen content reading does not stabilise at 20.8% or more the sensor’s span must be adjusted by turning the SPAN pot inside the sensor casing.
j)
Verify the zero and span, repeat the calibration if necessary.
CAUTION The sampling test point isolating valves must be closed before a pressure test is put on the inert gas pressure header in order to protect the transmitter and sampling device. The sensitivity of the oxygen detector head deteriorates with time, it is essential that the zero level and the span are checked prior to loading on each occasion.
Note: The warming-up period for the pressure transmitter is approximately 5 minutes after which the sensor will read the actual pressure in the vapour return lines.
Issue: Final Draft - November 2007
IMO No: 9323948
Section 3.2.2 - Page 2 of 4
Maersk Nautica
Deck Operating Manual
Illustration 3.2.2b Inert Gas Return to Shore (VEC)
Flame Screen
Funnel Top
NGV 010
P
From Inert Gas System
NGV0007 NGV 009
P
From Inert Gas System
600
Key 600
NDV001
NGV 037
Upper Deck
400
Inert Gas
NDV 045
NDV002
Steam
Sampling Point
Condensate
P
From Inert Gas Generator
NGV0011 50
600
PT
From Steam System
PZA
80
Connection Point for Water Driven Fan
Shore Connection
PT
50
NGV025
To Scrubber Water Seal
Sea Water
Deck Water Seal
Engine Room
From Deck Water Seal Pump
A Deck
NGV026 NGV027
To Condensate System
50 600
600
PT
80
No.5 Water Ballast Tank (Port)
MTV027
No.4 Water Ballast Tank (Port)
MTV025
No.5 Cargo Oil Tank (Port)
300
NDV 027
NDV 024
No.5 Cargo Oil Tank (Centre)
BAV034 No.2 Water Ballast Tank (Port)
MTV021
No.3 Cargo Oil Tank (Port)
MTV019
No.1 Water Ballast Tank (Port)
No.2 Cargo Oil Tank (Port)
No.1 Cargo Oil Tank (Port)
NDV 040 NDV 006 600
300
NDV 029
MTV023
To Ballast Main Line
NDV004 No.3 Water Ballast Tank (Port)
No.4 Cargo Oil Tank (Port) NDV 039
300
CLV109
600
NDV005
Slop Tank (Port)
To Cargo Main Line NDV003
NDV 007
300
300
NDV 021
No.4 Cargo Oil Tank (Centre)
No.3 Cargo Oil Tank (Centre)
300
Vent Riser With Screen NDV041
NDV 018
NDV 015
No.2 Cargo Oil Tank (Centre)
No.1 Cargo Oil Tank (Centre)
NDV042
NDV 036 Dump Tank
300
NDV 026 300
100
NDV 035
300
NDV 023 300
100
NDV 034
300
100
600
NDV 030
450
300
300
NDV 012 VOCON
NDV 017
NDV 010
PV Valve
600
300
300
NDV 032
65
NDV 028
450
300
300
100
300
NDV 022
300
Slop Tank (Starboard)
No.5 Water Ballast Tank (Starboard)
300
No.4 Cargo Oil Tank (Starboard)
MTV026
300
NDV 016
NDV 013
NDV 038
300
No.5 Cargo Oil Tank (Starboard)
MTV028
NDV 009
NDV031
300
300
NDV 019
600
NDV 008
300
450
300
300
NDV 037 300
450
300
300
NDV 025
NDV 014 600
450
300
Issue: Final Draft - November 2007
300
100
600
450
100
NDV 020 500
600
NDV 033
P/V Breaker
No.4 Water Ballast Tank (Starboard)
IMO No: 9323948
300
No.3 Cargo Oil Tank (Starboard)
MTV024
No.3 Water Ballast Tank (Starboard)
300
No.2 Cargo Oil Tank (Starboard)
MTV022
No.2 Water Ballast Tank (Starboard)
No.1 Cargo Oil Tank (Starboard)
MTV020
No.1 Water Ballast Tank (Starboard)
Section 3.2.2 - Page 3 of 4
Maersk Nautica To Load at a Shore Terminal with VEC
Deck Operating Manual e)
Prior to any cargo operations the following vapour recovery parameters must be established at the pre-transfer conference. • Present vapour pressure in the cargo tanks. • Lowest setting of the vessel’s vacuum relief valves. • Highest setting of the vessel’s relief valves. • The initial loading rate and the maximum flow rate of all concurrent cargo. • The maximum vapour transfer the shore facility can handle, including both system and berth limitations. • Types of vapours which will be discharged from the present as well as previous cargoes. • The maximum pressure drop from the cargo tanks to the vessel’s vapour manifold connection during the maximum cargo loading flow rate. • The operating pressure to be maintained in the cargo tanks. • The maximum and minimum vapour operating pressures. • The facility’s alarm and trip set points for high and low pressures. • Verify that all level alarms have been tested within the last 24 hours. • Verify that all vapour recovery valves are in the correct position.
Procedure to Return Vapour to Shore During Cargo Operations a)
Verify that the ig deck isolating valve, NDV002 and NDV005 are shut.
b) Make sure the ig deck main is made common with all individual cargo oil tank ig spectacle flanges in the open position and the tank lids closed. c)
Ensure that the yellow vapour connection piece is in place. Check that the shore hose has a current certification of a pressure test and that it is free from any defects.
f)
Open the drain valves on the vapour header to ensure that all condensate is drained off. When completed, shut these valves. Initiate the setting up of the monitoring and alarm system as previously explained. Open the amidships manifold valve to which the vapour recovery arm is connected, either NDV006, NDV007, NDV008 or NDV009.
g) Should the tank pressure drop to 100mmWG (0.01kg/cm2), the low pressure alarm will sound and it will be necessary to shut-in the vec manifold until loading has commenced or the flow rate is increased. Cargo transfer operations are then carried out so that all vapour emissions are contained within a closed system. Ensure that tank pressures, flow rates and oxygen levels are constantly being monitored.
Procedure to Vent the Atmosphere of the Cargo Oil Tanks Via the Mast Riser During Loading Operations All valves are initially shut. a)
Verify that the ig deck isolating valves NDV002 and NDV005 are shut.
b) Make sure the ig deck main is made common with all individual cargo oil tank ig spectacle flanges in the open position and that the tank lids are closed. c)
Open the vent mast riser valve NDV010.
d) Start loading operations. e)
Monitor the ig main pressure regularly.
At a Shore Terminal Without VEC There will be occasions where, due to lack of the shore terminal vapour control systems, it will be necessary to carry out cargo transfers without their use. In this situation it will be necessary to make use of the vessel’s vent mast riser to control the tank pressure during loading. As with the enclosed system operation the pre-transfer conference will require the same information with the exception of those items relating to the vapour recovery to the shore facility. During loading the vent mast riser valve NDV010 should be adjusted manually to ensure no over-pressurising of the cargo tanks occur. The vent mast riser is fitted with a flame arrester and in when venting through the mast riser, it is designed to release the vapour at a rate that will propel the released vapour away from the vessel’s decks and clear of any danger areas. For low volumes the pressure regulating valve (VOCON) is operational when the pressure reaches 1300mmWG, lifting to the open position venting up through the vent mast riser, closing off at 1000mmWG. No manual operation is involved. During the use of the vent mast riser, care must be taken to ensure that changes in the climatic conditions, ie, lightning or very calm conditions, do not interfere with the safety of the operations.
d) Connect the vapour hose, using a new joint if necessary, ensuring the hose is correctly supported.
Issue: Final Draft - November 2007
IMO No: 9323948
Section 3.2.2 - Page 4 of 4
Maersk Nautica
Deck Operating Manual
3.2.3 INERT GAS OPERATIONS DURING LOADING
Single Grade During the loading operation the main IG plant is shut down and the tank pressure is controlled via VEC manifold or the vent mast riser. See illustration 3.2.2b which shows the paths via the VEC. If the vapour is not being discharged via the VEC to the shore, the path will be similar, however, venting via the mast riser to the atmosphere. Each individual IG tank isolating valve should be in the open position and the spectacle flange in the open position with the tanks at the normal operating pressure. a)
With the VEC system in operation, open the manifold arm connected to the vapour line.
Position Open
Description VEC manifold valve in use port side or VEC manifold valve in use starboard side
Valve NDV006, NDV007 NDV008, NDV009
b) Without the VEC system in operation, then open the vent mast riser valve. Position Open
Description Vent mast riser valve
Valve NDV010
Multigrade The same basic principle applies to loading more than one grade with respect to the venting arrangements. However, when loading in groups, due consideration should be made regarding the venting of each group and vapour compatibility. All the cargo oil wing tanks have 300mm diameter vent lines connecting to the 450mm crossover lines onto the 600mm diameter IG main line. The cargo oil centre tanks have 300mm diameter vent lines connecting to the same 600mm diameter common IG main line. When loading cargoes which have incompatibility cargo vapours, then the tanks not being loaded in that group can be firstly isolated from the IG main line using the individual tank IG isolating valve. These should be carefully identified and recorded when isolated. The tank venting is now reliant upon the PV valve in the tank. Note: Prior to the tank isolating valves being closed it is essential to ensure that the PV valves are operating correctly. A lever is attached to each valve for this purpose.
Issue: Final Draft - November 2007
IMO No: 9323948
Section 3.2.3 - Page 1 of 1
Maersk Nautica
Deck Operating Manual
Illustration 3.2.4a Inert Gas Operation During Discharge
Flame Screen
Funnel Top
NGV 010
P
From Inert Gas System
NGV0007 NGV 009
P
From Inert Gas System
600
Key 600
NDV001
NGV 037
Upper Deck
400
Inert Gas
NDV 045
NDV002
Steam
Sampling Point
Condensate
P
From Inert Gas Generator
NGV0011 50
600
PT
From Steam System
PZA
80
Connection Point for Water Driven Fan
Shore Connection
PT
50
NGV025
To Scrubber Water Seal
Sea Water
Deck Water Seal
Engine Room
From Deck Water Seal Pump
A Deck
NGV026 NGV027
To Condensate System
50 600
600
PT
80
No.5 Water Ballast Tank (Port)
MTV027
No.4 Water Ballast Tank (Port)
MTV025
No.5 Cargo Oil Tank (Port)
300
NDV 027
NDV 024
No.5 Cargo Oil Tank (Centre)
BAV034 No.2 Water Ballast Tank (Port)
MTV021
No.3 Cargo Oil Tank (Port)
MTV019
No.1 Water Ballast Tank (Port)
No.2 Cargo Oil Tank (Port)
No.1 Cargo Oil Tank (Port)
NDV 040 NDV 006 600
300
NDV 029
MTV023
To Ballast Main Line
NDV004 No.3 Water Ballast Tank (Port)
No.4 Cargo Oil Tank (Port) NDV 039
300
CLV109
600
NDV005
Slop Tank (Port)
To Cargo Main Line NDV003
NDV 007
300
300
NDV 021
No.4 Cargo Oil Tank (Centre)
No.3 Cargo Oil Tank (Centre)
300
Vent Riser With Screen NDV041
NDV 018
NDV 015
No.2 Cargo Oil Tank (Centre)
No.1 Cargo Oil Tank (Centre)
NDV042
NDV 036 Dump Tank
300
NDV 026 300
100
NDV 035
300
NDV 023 300
100
NDV 034
300
100
600
NDV 030
450
300
300
NDV 012 VOCON
NDV 017
NDV 010
PV Valve
600
300
300
NDV 032
65
NDV 028
450
300
300
100
300
NDV 022
300
Slop Tank (Starboard)
No.5 Water Ballast Tank (Starboard)
300
No.4 Cargo Oil Tank (Starboard)
MTV026
300
NDV 016
NDV 013
NDV 038
300
No.5 Cargo Oil Tank (Starboard)
MTV028
NDV 009
NDV031
300
300
NDV 019
600
NDV 008
300
450
300
300
NDV 037 300
450
300
300
NDV 025
NDV 014 600
450
300
Issue: Final Draft - November 2007
300
100
600
450
100
NDV 020 500
600
NDV 033
P/V Breaker
No.4 Water Ballast Tank (Starboard)
IMO No: 9323948
300
No.3 Cargo Oil Tank (Starboard)
MTV024
No.3 Water Ballast Tank (Starboard)
300
No.2 Cargo Oil Tank (Starboard)
MTV022
No.2 Water Ballast Tank (Starboard)
No.1 Cargo Oil Tank (Starboard)
MTV020
No.1 Water Ballast Tank (Starboard)
Section 3.2.4 - Page 1 of 2
Maersk Nautica
Deck Operating Manual
3.2.4 Inert gas operationS during discharge
Single Grade Part of the pre-discharge safety checks is to ensure that the IG system is set up and fully operational and to try out alarms and trips. Prior to commence discharge of the cargo it is necessary to start the IG plant, with the deck isolating valve closed and recirculating until the oxygen level is below 6%, start the IG recorder in the CCR. Refer to Section 2.4 for the inert gas operation.
Where the cargo vapours are not compatible, then each grade will need to be discharged separately with the individual IG tank isolating valves closed on the cargo tanks not being discharged. The deck isolating valves will operate as set by the pressure controller, and keep the discharging cargo oil tanks at the required pressure. It is only when once again the isolating valves are open that the tank pressure can be equalised and controlled by the IG pressure controller. Note: Prior to the tank isolating valves being closed it is essential to ensure that the PV valves are operating correctly. A lever is attached to each valve for this purpose.
When the quality of the IG is satisfactory, regulate the supply of IG to the tanks by adjustment of the pressure controller; ie, the automatic control of the deck isolating valve NDV002 and the capacity valves. Start the cargo pumps and observe the pressure of the IG as the discharge rate increases. The nominal capacity of the flue gas system is 20,630m3/hr, that is 125% of cargo pump’s discharge rating, with No.1 IG fan rated at 100% and No.2 IG fan rated at 50% of the cargo pumps discharge rating. At the initial discharge period with minimum ullage space, ensure a relatively high tank pressure is maintained, this should avoid the likelihood of a vacuum developing.
Procedure to Supply Inert Gas to the Cargo Tanks During the Discharge Operation Single Grade Each individual IG tank isolating valve should be in the open position and the spectacle flange in the open position with the tanks at the normal operating pressure. Position Open
Description Deck main isolating valves
Valve NDV002, NDV005
Adjust as required the set point for the pressure controller to maintain the required pressure in the cargo oil tanks. The maximum discharge rate whilst using three bottom lines is 16,500m3/h.
Multigrade Where there is more than one grade to discharge and the cargo vapours are compatible the procedure is the same as for a single grade.
Issue: Final Draft - November 2007
IMO No: 9323948
Section 3.2.4 - Page 2 of 2
3.3
Loading Cargo
3.3.1
Loading a Single Grade Cargo
3.3.2
Loading a Two and Three Grade Cargo
Illustrations
3.3.1a Loading a Single Grade Cargo
3.3.2a Loading a Two Grade Cargo
3.3.2b Loading a Three Grade Cargo
Maersk Nautica
Deck Operating Manual
Illustration 3.3.1a Loading a Single Grade Cargo
50 700
CLV192 CLV176
CLV 129
700
From Inert Gas Main Line
700
200 200
CLV 184
CLV 185
25
350
To Tank Cleaning Main
No.4 Cargo Oil Tank (Port)
Double Bottom
CLV113 600
ODME Flow Meter
ODME Flow Meter H
CLV 073
H
CLV 096
H
100
From DrainTank CLV132
PT PI
CLV097
H 150
Stripping Pump 125m3/h
CLV093
PT
PT
VUV 007
PI
VUV018
H 700
H
PT PI
CLV070 H
700
600
125
CLV095
H
PI PT
VUV001
650
CLV 119
CLV114
CLV 122
H
PT PI
PI PT
H
CLV059 CLV079 700
CLV065
CLV099 50
650
CLV 120
CLV 123
PT
PT PI
CLV072
CLV066
CLV060 CLV080
25
CLV100 50
H
Sea Chest
CLV116
650
CLV 121
PI
CLV 124
CLV069
CLV 081
CLV125 650
600
H
H CLV074
CLV 082
750
CLV130
Issue: Final Draft - November 2007
CLV101
CLV068
H
CLV 009
H
CLV 010
250
CLV 030
H
CLV131
CLV110 H CLV054
CLV 083
CLV057
CLV127
250
CLV 191 200
200
550
CLV H 049
250
CLV 023
H
550
CLV H 046
No.2 Cargo Oil Tank (Port)
No.3 Cargo Oil Tank (Port)
CLV 020
250
550
H
CLV H 043
H
550
600
H
650
CLV075
200
H
CLV 128
Emergency Connection CLV091 with Ballast System 600
H
250
550
750
250
250
CLV 017
H
550
250
CLV008 CLV007 H
CLV 033
H
CLV 034
H
100
CLV067
H
500
H CLV090
750
300
H
650
CLV126
15
25
CLV 190 200
No.4 Cargo Oil Tank (Port)
No.5 Cargo Oil Tank (Port)
Slop Tank (Port)
H
15 15
From Compressed Air
300
H
H
CLV 189
25
CLV 169
CLV173
200
CLV 085
650
750
Compressed Air
300
25
CLV 168
CLV193 CLV179
CLV 087
750
P
CLV 188
CLV 167
200
300
VUV003
CLV183 CLV 166
50
H
CLV H 050
No.1 Cargo Oil Tank (Port)
550
CLV H 040
250
CLV 014
H
550
CLV 037
H
CLV 011
H
CLV 035
H
CLV 036
CLV 024
H
CLV H 047
CLV 021
H
CLV H 044
CLV 018
H
CLV 026
H
CLV 027
H
550
CLV H 041
250
CLV 015
H
CLV 003
H
CLV H 004
550
CLV H 038
CLV 012
750
CLV053 H
H
PI PT
H
CLV 172
CLV161
CLV160
50
25
From Compressed Air
CLV056
No.3 Cargo Oil Pump 5,500m3/h
CLV063
H
CLV 104
CLV159
CLV158
CLV182
CLV052
H H
CLV171
CLV177 CLV178
CLV107 CLV 134
CLV 133
H
H
700
H
700
CLV153
200
300
750
CLV115
600
CLV 105
CLV 084
VUV002
P
H
700
CLV055
700
CLV062
300
H
No.2 Cargo Oil Pump 5,500m3/h
CLV071
CLV 086
CLV 133 H
650
H
No.4 Cargo Oil Tank (Starboard)
CLV064
750
CLV098 50
700
PT
H
300
100
P
CLV058 CLV078
H
No.1 Cargo Oil Pump 5,500m3/h
CLV061
CLV152
700
CLV 077
PI
CLV089
PT PT
No.2
PT
H
250
CLV181
150
VUV019
CLV088
700
CLV 076
No.1
PT PI
100
H
CLV157
CLV170
PI 300
100
VUV 008
CLV156
100
VUV020
VUV 009
To Vacuum Pumps
250
PI
CLV155
CLV 165
100
100
350
600
PI
CLV154
CLV 164
700
P
CLV092
25
CLV 163
CLV151
P
150
CLV 187
700
CLV118 H
CLV106
Pump Room Bilge Suction
CLV117
PI PT
H 150 CLV094
CLV174 CLV175
ODME Control Signal
Main Deck
150
50
Key Cargo Grade 1
200
25
CLV 162
CLV180
200
CLV 186
25
CLV103 CLV109
150
200
No.5 Cargo Oil Tank (Centre)
No.4 Cargo Oil Tank (Centre)
No.3 Cargo Oil Tank (Centre)
H H
750
H
CLV 031
H
CLV 032
500
Slop Tank (Starboard)
CLV No.2 Cargo Oil Tank 028 (Centre) CLV 029
No.1 Cargo Oil Tank (Centre) H
H
CLV 001
H
CLV 002
H
CLV005 CLV006
H
CLV H 051
250
550
CLV 025
No.5 Cargo Oil Tank (Starboard)
H
CLV H 048
250
550
CLV 022
No.4 Cargo Oil Tank (Starboard)
H
CLV H 045
250
550
CLV 019
No.3 Cargo Oil Tank (Starboard)
H 250
CLV H 042
CLV 016
550
No.2 Cargo Oil Tank (Starboard)
H 250
CLV 039
H
CLV 013
550
No.1 Cargo Oil Tank (Starboard)
CLV102 CLV108
IMO No: 9323948
Section 3.3.1 - Page 1 of 4
Maersk Nautica 3.3
Loading Cargo
Prior to arrival at the loading port, a number of communications take place between the loading terminal and the vessel. These are based on the International Safety Guide for Oil Tankers and Terminals (isgott) guide checklists. Particular attention should be given to:
Deck Operating Manual b) Check that the ig deck isolating valves, NDV002 and NDV005 are closed. When preparing the system to load cargo, it is important to ensure that all cargo valves are in the closed position prior to the setting of the cargo lines. c)
• Emergency shutdown procedures • Closed loading techniques • Topping-off techniques • Oil spill response procedures • The manifold area and the mooring systems WARNING The greatest free surface effect is when the ballast water level has cleared the trunkway in the side tanks and is solely in the double bottom area. If, at the same time the cargo level is low, the combined effect of a relatively small displacement and the free surface effect of the cargo and ballast tanks could result in a negative metacentric height (GM). This may lead the vessel developing an angle of loll.
3.3.1 Loading a Single Grade Cargo Prior to arrival at the load port a number of checks and tests must be carried out to verify the correct operation of the cargo hydraulic and monitoring systems. The check lifts on each pressure vacuum valve (PV) must be operated to confirm that the valves are free to operate on their seats before loading. In addition the check lifts fitted to the main vent riser PV valve should be operated, and the check lift on the pressure regulating valve situated at the main vent riser. After planning the stability, taking into consideration the maximum permissible draught, bunkers, water and extras, the loading of a single grade homogeneous cargo can be relatively straightforward. Note: All loading operations are carried out via the Damcos computer workstation, all remote hydraulic valves are operated using the Damcos computer control switches, both for the open/close and proportional type. All manually operated valves only have their location indicated on the screen display. a)
Ensure that all of the tank isolating valves to the inert gas (IG) line are open and that all spectacle pieces are swung to the open position and the tank hatches are securely closed.
Ensure that all overboard valves are in the closed/locked and sealed position and that the spectacle pieces are swung and closed in the closed position. These may be sealed at the load port by shore personnel.
d) Ensure that all unused manifold valves are blanked and shut. All manifolds may be sealed after loading by shore personnel. e)
The main vent mast riser manual valve NDV012, will need constant adjustment during loading. The pressure regulating valve (VOCON) is in operation during loading. Refer to Section 3.2.2 for loading with Vapour Emsission Control (VEC).
f)
Open the pump bypass loading valves, the pump room bulkhead master valves and the required tank suction valve.
g) Open the manifold valves to which the loading arms are connected. h) Commence loading cargo at the agreed slow rate into one tank. When cargo is confirmed as coming into the selected tank, other tank valves may be opened as required and the loading rate increased to the agreed figure. Note: It is important to note that in order to prevent any slops passing into adjacent tanks when loading into the slop tanks which already contain slops; do not load into the slop tanks until the cargo tanks are at a slightly higher ullage than the slop tanks. This vessel would normally carry slops in the starboard slop tank. i)
j)
Create an appropriate stagger for controlled topping-off and reduce the loading rate in ample time. The small slop tanks may fill well ahead of the other cargo tanks. Ensure the ballast operations are completed in advance of the final topping-off.
The trimming tanks are the slack cargo oil tanks (cots) resulting from trim, draught or nominated cargo restrictions. These are normally cargo centre tanks. Using centre tanks No.1 and No.3 for final trim and draught requirements may prove advantageous.
Trimming tanks are filled to pre-planned ullages and then shut. They are brought to their final ullage towards the end of loading, at a reduced loading rate. It is always advisable to complete loading in a slack tank in order to reduce the risk of a carry-over of cargo to the inert gas main. Deballasting is to be started in accordance with the loading plan, which is generally after bulk loading is under way. Consideration should be made to ensure adequate stern trim is maintained during the ballast tank stripping. Refer to Section 3.7, Ballasting of this manual. This load plan is for a single grade cargo and has all bottom cargo tank lines common. All tanks are loaded simultaneously for a maximum loading rate, providing stability and trim criteria can be met during the loading and deballasting operation. If such acceptable criteria cannot be met, consider reducing the number of tanks open at any one time, or loading can follow the illustrated multigrade load. Position Close Close As required Open Open Open Open Open Open Open
Description Deck main IG isolating valve Deck main IG isolating valve Adjust manually the mast riser valve No.1 cargo oil pump bypass valve No.2 cargo oil pump bypass valve No.3 cargo oil pump bypass valve No.1 bottom line bulkhead valve No.2 bottom line bulkhead valve No.3 bottom line bulkhead valve Lines No.1, 2 and 3 segregation valves
Open Open
No.5 centre tank valves No.1, 2, 3 and 4 manifold valves port or No.1, 2, 3 and 4 manifold valves starboard
Valve NDV002 NDV005 NDV012 CLV061 CLV062 CLV063 CLV052 CLV053 CLV054 CLV001, CLV002 CLV003, CLV004 CLV005, CLV006 CLV007, CLV008 CLV026, CLV027 CLV028, CLV029 CLV033, CLV034 CLV035, CLV036 CLV024, CLV050 CLV157, CLV156 CLV155, CLV154 or CLV161, CLV160 CLV159, CLV158
Note: No.4 manifold is always common with No.3 line and manifold.
Issue: Final Draft - November 2007
IMO No: 9323948
Section 3.3.1 - Page 2 of 4
Maersk Nautica
Deck Operating Manual
Illustration 3.3.1a Loading a Single Grade Cargo
50 700
CLV192 CLV176
CLV 129
700
From Inert Gas Main Line
700
200 200
CLV 184
CLV 185
25
350
To Tank Cleaning Main
No.4 Cargo Oil Tank (Port)
Double Bottom
CLV113 600
ODME Flow Meter
ODME Flow Meter H
CLV 073
H
CLV 096
H
100
From DrainTank CLV132
PT PI
CLV097
H 150
Stripping Pump 125m3/h
CLV093
PT
PT
VUV 007
PI
VUV018
H 700
H
PT PI
CLV070 H
700
600
125
CLV095
H
PI PT
VUV001
650
CLV 119
CLV114
CLV 122
H
PT PI
PI PT
H
CLV059 CLV079 700
CLV065
CLV099 50
650
CLV 120
CLV 123
PT
PT PI
CLV072
CLV066
CLV060 CLV080
25
CLV100 50
H
Sea Chest
CLV116
650
CLV 121
PI
CLV 124
CLV069
CLV 081
CLV125 650
600
H
H CLV074
CLV 082
750
CLV130
Issue: Final Draft - November 2007
CLV101
CLV068
H
CLV 009
H
CLV 010
250
CLV 030
H
CLV131
CLV110 H CLV054
CLV 083
CLV057
CLV127
250
CLV 191 200
200
550
CLV H 049
250
CLV 023
H
550
CLV H 046
No.2 Cargo Oil Tank (Port)
No.3 Cargo Oil Tank (Port)
CLV 020
250
550
H
CLV H 043
H
550
600
H
650
CLV075
200
H
CLV 128
Emergency Connection CLV091 with Ballast System 600
H
250
550
750
250
250
CLV 017
H
550
250
CLV008 CLV007 H
CLV 033
H
CLV 034
H
100
CLV067
H
500
H CLV090
750
300
H
650
CLV126
15
25
CLV 190 200
No.4 Cargo Oil Tank (Port)
No.5 Cargo Oil Tank (Port)
Slop Tank (Port)
H
15 15
From Compressed Air
300
H
H
CLV 189
25
CLV 169
CLV173
200
CLV 085
650
750
Compressed Air
300
25
CLV 168
CLV193 CLV179
CLV 087
750
P
CLV 188
CLV 167
200
300
VUV003
CLV183 CLV 166
50
H
CLV H 050
No.1 Cargo Oil Tank (Port)
550
CLV H 040
250
CLV 014
H
550
CLV 037
H
CLV 011
H
CLV 035
H
CLV 036
CLV 024
H
CLV H 047
CLV 021
H
CLV H 044
CLV 018
H
CLV 026
H
CLV 027
H
550
CLV H 041
250
CLV 015
H
CLV 003
H
CLV H 004
550
CLV H 038
CLV 012
750
CLV053 H
H
PI PT
H
CLV 172
CLV161
CLV160
50
25
From Compressed Air
CLV056
No.3 Cargo Oil Pump 5,500m3/h
CLV063
H
CLV 104
CLV159
CLV158
CLV182
CLV052
H H
CLV171
CLV177 CLV178
CLV107 CLV 134
CLV 133
H
H
700
H
700
CLV153
200
300
750
CLV115
600
CLV 105
CLV 084
VUV002
P
H
700
CLV055
700
CLV062
300
H
No.2 Cargo Oil Pump 5,500m3/h
CLV071
CLV 086
CLV 133 H
650
H
No.4 Cargo Oil Tank (Starboard)
CLV064
750
CLV098 50
700
PT
H
300
100
P
CLV058 CLV078
H
No.1 Cargo Oil Pump 5,500m3/h
CLV061
CLV152
700
CLV 077
PI
CLV089
PT PT
No.2
PT
H
250
CLV181
150
VUV019
CLV088
700
CLV 076
No.1
PT PI
100
H
CLV157
CLV170
PI 300
100
VUV 008
CLV156
100
VUV020
VUV 009
To Vacuum Pumps
250
PI
CLV155
CLV 165
100
100
350
600
PI
CLV154
CLV 164
700
P
CLV092
25
CLV 163
CLV151
P
150
CLV 187
700
CLV118 H
CLV106
Pump Room Bilge Suction
CLV117
PI PT
H 150 CLV094
CLV174 CLV175
ODME Control Signal
Main Deck
150
50
Key Cargo Grade 1
200
25
CLV 162
CLV180
200
CLV 186
25
CLV103 CLV109
150
200
No.5 Cargo Oil Tank (Centre)
No.4 Cargo Oil Tank (Centre)
No.3 Cargo Oil Tank (Centre)
H H
750
H
CLV 031
H
CLV 032
500
Slop Tank (Starboard)
CLV No.2 Cargo Oil Tank 028 (Centre) CLV 029
No.1 Cargo Oil Tank (Centre) H
H
CLV 001
H
CLV 002
H
CLV005 CLV006
H
CLV H 051
250
550
CLV 025
No.5 Cargo Oil Tank (Starboard)
H
CLV H 048
250
550
CLV 022
No.4 Cargo Oil Tank (Starboard)
H
CLV H 045
250
550
CLV 019
No.3 Cargo Oil Tank (Starboard)
H 250
CLV H 042
CLV 016
550
No.2 Cargo Oil Tank (Starboard)
H 250
CLV 039
H
CLV 013
550
No.1 Cargo Oil Tank (Starboard)
CLV102 CLV108
IMO No: 9323948
Section 3.3.1 - Page 3 of 4
Maersk Nautica
Deck Operating Manual
k) Commence loading at the agreed slow rate until the initial safety and integrity checks are completed and cargo is being received into the first cargo tank, then open all tanks in the loading plan and slowly increase to the agreed full loading rate. As loading is through the pump room frequent checks should be made in the pump room. Position Open Open Open Open Open
Description No.1 centre tank cargo valves No.2 centre tank cargo valves No.3 centre tank cargo valves No.4 centre tank cargo valves No.1 wing tank cargo valves
Open
No.2 wing tank cargo valves
Open
No.3 wing tank cargo valves
Open
No.4 wing tank cargo valves
Open
No.5 wing tank cargo valves
Open
Slop tank cargo valves (dependent upon ullage)
l)
Valve CLV012, CLV038 CLV015, CLV041 CLV018, CLV044 CLV021, CLV047 CLV011, CLV037 CLV013, CLV039 CLV014, CLV040 CLV016, CLV042 CLV017, CLV043 CLV019, CLV045 CLV020, CLV046 CLV022, CLV048 CLV023, CLV049 CLV025, CLV051 CLV030, CLV031 CLV032
Shut the required trimming tanks at a suitable ullage, adjusting the loading rate as required. It is important to ensure that both valves on the tanks are closed when the correct ullage is achieved.
m) Create an appropriate stagger for controlled topping-off and reduce the loading rate in sufficient time, remembering that loading may be undertaken through the smaller stripping suctions for greater control of the final flow into each tank. n) Top-off the wing tanks first, then top-off the centre tanks and finally finish on the trimming tanks. It is important to ensure that both valves on the tanks are closed when the correct ullage is achieved.
p) Agree the ship/shore figures and disconnect the loading arms, ensuring that the manifolds are shut and the drain valves have cleared the connections. q) Ensure the tank pressure is kept at an acceptable level for the tank survey and for safety. r)
Climatic conditions may dictate leaving all main cargo lines open into the last loaded tank only, to allow for thermal expansion, until it can be established that this is no longer required.
s)
Record all operations in the Port Deck Log Book.
t)
Record details in the official Oil Record Book as required for the cargo loaded.
CAUTION The main cargo valves are not proportional valves, and so can only be set either fully open or fully closed and usually take 1 minute to move to the requested position. As such, great care must be taken when toppingoff so as not to over-pressurise the pipelines during final topping-off. Final adjustments can be made to the tank levels via loading through the stripping suction valves, only when the load rate is reduced. The above illustrated load procedure shows the optimum manifold connections in use with all pipelines common in the bottom lines. Sometimes the vessel may not be presented with all four manifold connections, and in such cases the pipeline configuration can be adjusted to ensure all lines and tanks are common. The final line set-up will depend upon a various range of circumstances and criteria, but the options available to the vessel are to common the deck lines at the deck line crossover valves, CLV151, CLV152 and CLV153, adjacent to the manifolds. For loading rates, refer to the VECS Manual and Load Rate XL Sheet.
o) On completion of the cargo loading leave the final finishing tank open to drain down the lines. Manifold drain down is accomplished via drains into No.4 starboard cargo tank for starboard manifold loading, and into No.4 port cargo tank for port side manifold loading. Be advised by the port procedure regarding hose draining.
Issue: Final Draft - November 2007
IMO No: 9323948
Section 3.3.1 - Page 4 of 4
Maersk Nautica
Deck Operating Manual
Illustration 3.3.2a Loading a Two Grade Cargo
50 700
CLV192 CLV176
CLV 129
700
From Inert Gas Main Line
700
200 200
CLV 184
25
350
To Tank Cleaning Main
No.4 Cargo Oil Tank (Port)
Double Bottom
CLV113 600
50
CLV174 CLV175
200
25
CLV 163
CLV154
CLV 164
CLV155
CLV156
CLV157 CLV181
Main Deck
150
CLV 073
H
CLV 096
100
From DrainTank CLV132
PT PI
H CLV097
H 150
PT
PT
VUV 007
PI
H H CLV089 700
H
PT PI
125
CLV095
H
PI PT
VUV001
PT
600
650
CLV 119
CLV114
CLV 122
H
PT PI
PI PT
700
650
CLV 120
CLV115
600
CLV 123
PT PI
CLV072 H
CLV100 50
Compressed Air H
Sea Chest
CLV116
650
CLV 121
PI
CLV 124
CLV069
300
H
CLV074 750
CLV125 650
CLV131
CLV110
300
H
H CLV054
CLV 083
CLV057
CLV067
H
CLV130
Issue: Final Draft - November 2007
CLV101
CLV068
H
CLV 009
H
CLV 010
250
CLV 030
H
CLV127
250
CLV 189
CLV 168
25
200
CLV 169
25
CLV 190
CLV 191 200
200
550
CLV H 049
250
CLV 023
H
550
CLV H 046
No.2 Cargo Oil Tank (Port)
No.3 Cargo Oil Tank (Port)
CLV 020
250
550
H
CLV H 043
600
H
650
CLV075
200
H
CLV 128
Emergency Connection CLV091 with Ballast System 600
H
550
H
250
550
750
250
250
CLV 017
H
550
250
CLV008 CLV007 H
CLV 033
H
CLV 034
H
100 300
H
650
CLV126
15
600
CLV 082
CLV 085
650
H
500
H
15 15
From Compressed Air
750
750
750
CLV 188
25
No.4 Cargo Oil Tank (Port)
No.5 Cargo Oil Tank (Port)
Slop Tank (Port)
H
CLV H 050
No.1 Cargo Oil Tank (Port)
550
CLV H 040
250
CLV 014
H
550
CLV 037
H
CLV 011
H
CLV 035
H
CLV 036
CLV 024
H
CLV H 047
CLV 021
H
CLV H 044
CLV 018
H
CLV 026
H
CLV 027
H
550
CLV H 041
250
CLV 015
H
CLV 003
H
CLV H 004
550
CLV H 038
CLV 012
750
CLV053
CLV066
VUV003
25
CLV 167
CLV193 CLV179
H CLV090
300
H
CLV063
P
CLV060 CLV080
25
CLV 081
CLV056
H
PI PT
200
CLV062
H
No.3 Cargo Oil Pump 5,500m3/h
CLV 166
CLV173
H
700
H
CLV183
50
200
CLV052
H
H
CLV 172
CLV161
CLV160
50
CLV 087
300
CLV159
CLV158
CLV182
From Compressed Air
H
750
CLV099 50
H
CLV 084
VUV002
P
CLV059 CLV079
300
H
CLV065
700
CLV071
300
H
No.2 Cargo Oil Pump 5,500m3/h
H
700
CLV055
650
H
CLV 104
H
CLV 133 H
750
CLV098 50
CLV 086
CLV171
200
CLV064 CLV061
100
P
CLV058 CLV078 700
H
No.1 Cargo Oil Pump 5,500m3/h
CLV070
700
CLV153
CLV177 CLV178
CLV107 CLV 134
CLV 133
PI
H
No.4 Cargo Oil Tank (Starboard)
No.2
PT
CLV088 250
CLV 105
VUV019
VUV018
H
700
PT
No.1
PT PI
100
700
CLV 077
PI 300
100
VUV 008
CLV152
700 150
100
VUV020
VUV 009
To Vacuum Pumps
250
PI
CLV 076
100
350
600
P
PI
PT
700
P
150
CLV092
Stripping Pump 125m3/h
CLV093
700
CLV118 H
CLV106
CLV151
Pump Room Bilge Suction
CLV117
PI PT
H 150 CLV094
PT
CLV170
ODME Flow Meter H
Cargo Grade 2
CLV 165
100
ODME Flow Meter
Key Cargo Grade 1
CLV 187
25
CLV 162
CLV180
200
CLV 186
25
CLV103 CLV109
150
200
CLV 185
No.5 Cargo Oil Tank (Centre)
No.4 Cargo Oil Tank (Centre)
No.3 Cargo Oil Tank (Centre)
H H
750
H
CLV 031
H
CLV 032
500
Slop Tank (Starboard)
CLV No.2 Cargo Oil Tank 028 (Centre) CLV 029
No.1 Cargo Oil Tank (Centre) H
H
CLV 001
H
CLV 002
H
CLV005 CLV006
H
CLV H 051
250
550
CLV 025
No.5 Cargo Oil Tank (Starboard)
H
CLV H 048
250
550
CLV 022
No.4 Cargo Oil Tank (Starboard)
H
CLV H 045
250
550
CLV 019
No.3 Cargo Oil Tank (Starboard)
H 250
CLV H 042
CLV 016
550
No.2 Cargo Oil Tank (Starboard)
H 250
CLV 039
H
CLV 013
550
No.1 Cargo Oil Tank (Starboard)
CLV102 CLV108
IMO No: 9323948
Section 3.3.2 - Page 1 of 6
Maersk Nautica
Deck Operating Manual
3.3.2 Loading a two and three grade Cargo Prior to arrival at the load port a number of checks and tests must be carried out to verify the correct operation of the cargo hydraulic and monitoring systems. The check lifts on each PV valve must be operated to confirm that the valves are free to operate on their seats before loading. In addition the check lifts fitted to the main vent riser PV valve should be operated, and the check lift on the pressure regulating valve situated at the main vent riser. After planning the stability, taking into consideration the maximum permissible draught, bunkers, water and extras, the procedure to load a multigrade crude oil cargo is very similar to that for a single grade, the worst case scenario being that three grades are to be loaded whilst maintaining a two valve separation. Note: All loading operations are carried out via the Damcos computer workstation, all remote hydraulic valves are operated using the Damcos computer control switches, both for the open/close and proportional type. All manually operated valves only have their location indicated on the screen display. The following load plan assumes that the vapours from each grade are compatible with the other grades being loaded, and thus can be loaded concurrently. If this is not the case, loading sequentially is necessary and then the smallest number of non-compatible vapour tanks should be isolated by shutting the valve to the IG line and loading with these tanks venting via the PV valve. It should be noted that each main cargo tank is fitted with Pres-Vac high velocity valve type HS-ISO with twin valve. This enables pressure to be released by the twin pressure valve at 1400mmWG for low volumes, or the main set pressure of 1500mmWG for greater volume flow output. Refer to the Pres-Vac manufacturer’s manual. a)
Ensure all the tank isolating valves to the IG line are open and that all spectacle pieces are swung to the open position, and the tank hatches are securely closed.
b) Check that the IG deck isolating valves, NDV002 and NDV005 are closed. When preparing the system to load cargo, it is important to ensure that all cargo valves are in the closed position prior to setting the cargo lines. c)
Set the cargo lines ensuring that the required valve segregation is observed. Double check the line settings prior to commencing cargo operations. Use the Damcos computer to set the cargo segregating valves to the padlocked position, to avoid accidental
Issue: Final Draft - November 2007
opening. Refer to the Damcos computer workstation user manual.
segregated groups will make a major determination of which tanks to use as trimming tanks. All groups can finish on a selected centre tank.
d) Ensure that all overboard valves are in the closed position and that spectacle pieces are swung and secured in the closed position. These may be sealed at the load port by shore personnel.
Trimming tanks are filled to a pre-planned ullage and then shut. They are brought to their final ullage towards the end of loading, at a reduced loading rate.
e)
f)
Ensure that all unused manifold valves are blanked and shut. Identify the appropriate manifold for the grade with suitable labelling. All manifolds may be sealed after loading by shore personnel. The main vent mast riser manual valve NDV012, will need constant adjustment during loading. The pressure regulating valve VOCON is only suitable for initial commencement of loading where there is a low flow to the cargo tanks.
It is always advisable to complete loading in a slack tank in order to reduce the risk of a carry-over of cargo to the inert gas main. Deballasting is to be started in accordance with the loading plan, which is generally after bulk loading is under way. Consideration should be made to ensure adequate stern trim is maintained during the ballast tank stripping. Refer to Section 3.7, Ballasting of this manual. For loading rates, refer to the VECS Manual and Load Rate XL Sheet.
g) Open the pump bypass loading valves for that group, the pump room bulkhead master valves and the required tank suction valves for the group. h) Open the manifold valves to which the loading arms are connected i)
Commence loading cargo at the agreed slow rate into one tank. When cargo is confirmed as coming into the selected tank, other tank valves in that group only can be opened as required and the loading rate increased.
Note: It is important to note that in order to prevent any slops passing into adjacent tanks when loading into the slop tanks which already contain slops; do not load into the slop tanks until the cargo tanks are at a slightly higher ullage than the slop tanks. This vessel would normally carry slops in the starboard slop tank. j)
Ensure no cargo is entering the segregated tanks in the other groups.
k) Create an appropriate stagger for controlled topping-off, and reduce the loading rates in ample time. The small slop tanks may fill ahead of the other cargo tanks. l)
Ensure the ballast operation is completed in advance of the final topping-off.
The trimming tanks are the slack COTs resulting from trim, draught or nominated cargo restrictions. These are usually centre tanks and restrictions on
IMO No: 9323948
Section 3.3.2 - Page 2 of 6
Maersk Nautica
Deck Operating Manual
Illustration 3.3.2a Loading a Two Grade Cargo
50 700
CLV192 CLV176
CLV 129
700
From Inert Gas Main Line
700
200 200
CLV 184
25
350
To Tank Cleaning Main
No.4 Cargo Oil Tank (Port)
Double Bottom
CLV113 600
50
CLV174 CLV175
200
25
CLV 163
CLV154
CLV 164
CLV155
CLV156
CLV157 CLV181
Main Deck
150
CLV 073
H
CLV 096
100
From DrainTank CLV132
PT PI
H CLV097
H 150
PT
PT
VUV 007
PI
H H CLV089 700
H
PT PI
125
CLV095
H
PI PT
VUV001
PT
600
650
CLV 119
CLV114
CLV 122
H
PT PI
PI PT
700
650
CLV 120
CLV115
600
CLV 123
PT PI
CLV072 H
CLV100 50
Compressed Air H
Sea Chest
CLV116
650
CLV 121
PI
CLV 124
CLV069
300
H
CLV074 750
CLV125 650
CLV131
CLV110
300
H
H CLV054
CLV 083
CLV057
CLV067
H
CLV130
Issue: Final Draft - November 2007
CLV101
CLV068
H
CLV 009
H
CLV 010
250
CLV 030
H
CLV127
250
CLV 189
CLV 168
25
200
CLV 169
25
CLV 190
CLV 191 200
200
550
CLV H 049
250
CLV 023
H
550
CLV H 046
No.2 Cargo Oil Tank (Port)
No.3 Cargo Oil Tank (Port)
CLV 020
250
550
H
CLV H 043
600
H
650
CLV075
200
H
CLV 128
Emergency Connection CLV091 with Ballast System 600
H
550
H
250
550
750
250
250
CLV 017
H
550
250
CLV008 CLV007 H
CLV 033
H
CLV 034
H
100 300
H
650
CLV126
15
600
CLV 082
CLV 085
650
H
500
H
15 15
From Compressed Air
750
750
750
CLV 188
25
No.4 Cargo Oil Tank (Port)
No.5 Cargo Oil Tank (Port)
Slop Tank (Port)
H
CLV H 050
No.1 Cargo Oil Tank (Port)
550
CLV H 040
250
CLV 014
H
550
CLV 037
H
CLV 011
H
CLV 035
H
CLV 036
CLV 024
H
CLV H 047
CLV 021
H
CLV H 044
CLV 018
H
CLV 026
H
CLV 027
H
550
CLV H 041
250
CLV 015
H
CLV 003
H
CLV H 004
550
CLV H 038
CLV 012
750
CLV053
CLV066
VUV003
25
CLV 167
CLV193 CLV179
H CLV090
300
H
CLV063
P
CLV060 CLV080
25
CLV 081
CLV056
H
PI PT
200
CLV062
H
No.3 Cargo Oil Pump 5,500m3/h
CLV 166
CLV173
H
700
H
CLV183
50
200
CLV052
H
H
CLV 172
CLV161
CLV160
50
CLV 087
300
CLV159
CLV158
CLV182
From Compressed Air
H
750
CLV099 50
H
CLV 084
VUV002
P
CLV059 CLV079
300
H
CLV065
700
CLV071
300
H
No.2 Cargo Oil Pump 5,500m3/h
H
700
CLV055
650
H
CLV 104
H
CLV 133 H
750
CLV098 50
CLV 086
CLV171
200
CLV064 CLV061
100
P
CLV058 CLV078 700
H
No.1 Cargo Oil Pump 5,500m3/h
CLV070
700
CLV153
CLV177 CLV178
CLV107 CLV 134
CLV 133
PI
H
No.4 Cargo Oil Tank (Starboard)
No.2
PT
CLV088 250
CLV 105
VUV019
VUV018
H
700
PT
No.1
PT PI
100
700
CLV 077
PI 300
100
VUV 008
CLV152
700 150
100
VUV020
VUV 009
To Vacuum Pumps
250
PI
CLV 076
100
350
600
P
PI
PT
700
P
150
CLV092
Stripping Pump 125m3/h
CLV093
700
CLV118 H
CLV106
CLV151
Pump Room Bilge Suction
CLV117
PI PT
H 150 CLV094
PT
CLV170
ODME Flow Meter H
Cargo Grade 2
CLV 165
100
ODME Flow Meter
Key Cargo Grade 1
CLV 187
25
CLV 162
CLV180
200
CLV 186
25
CLV103 CLV109
150
200
CLV 185
No.5 Cargo Oil Tank (Centre)
No.4 Cargo Oil Tank (Centre)
No.3 Cargo Oil Tank (Centre)
H H
750
H
CLV 031
H
CLV 032
500
Slop Tank (Starboard)
CLV No.2 Cargo Oil Tank 028 (Centre) CLV 029
No.1 Cargo Oil Tank (Centre) H
H
CLV 001
H
CLV 002
H
CLV005 CLV006
H
CLV H 051
250
550
CLV 025
No.5 Cargo Oil Tank (Starboard)
H
CLV H 048
250
550
CLV 022
No.4 Cargo Oil Tank (Starboard)
H
CLV H 045
250
550
CLV 019
No.3 Cargo Oil Tank (Starboard)
H 250
CLV H 042
CLV 016
550
No.2 Cargo Oil Tank (Starboard)
H 250
CLV 039
H
CLV 013
550
No.1 Cargo Oil Tank (Starboard)
CLV102 CLV108
IMO No: 9323948
Section 3.3.2 - Page 3 of 6
Maersk Nautica Loading a Two Grade Cargo Concurrently Assuming that a two valve separation is required to be maintained between the grades it is necessary to load using a combination of the loading tank groups. This could be tank group I for the first grade and tank group II for the second grade. Any combination of the tank groups can be used subject to the quantities required, the stress and stability requirements. Crude oil washing (COW) considerations must be taken into account when planning the load sequence, particularly with regards to the use of the slop tanks. This load plan is for a two grade cargo load, grade one (1) into tank group II option two, and the grade two (2) into tank group I. Concurrent loading of each grade is carried out in this example, providing stability and trim criteria can be met during the loading and deballasting operation. If such acceptable criteria cannot be met, consider reducing the number of tanks open at any one time; or loading individual grades sequentially. It is assumed that two grades are being loaded concurrently, commencing with loading the smaller grade.
Deck Operating Manual b) Check all the other tanks not in use for this grade, and as loading is through the pump room frequent checks should be made in the pump room. Position Open Open Open Open Open Open Open
It is assumed in this scenario that the first grade to start is connected to No.1 and No.2 manifold connections, using cargo lines No.1 and No.2 all common.
Grade One (Option Two) Tanks: 1 wings, 1 centre, 2 wings, 3 wings, 3 centre, 4 wings, 5 centre, slop tanks. Position Description Valve Open No.1 cargo oil pump bypass valve CLV061 Open No.2 cargo oil pump bypass valve CLV062 Open No.1 bulkhead master valve CLV052 Open No.2 bulkhead master valve CLV053 Open Line No.1 segregation valves CLV003, CLV004 CLV007, CLV008 CLV026, CLV027 Open Line No.2 segregation valves CLV001, CLV002 CLV033, CLV034 Open No.5 centre tank valves CLV024, CLV050 Open No.1 and 2 manifold valve - port CLV157, ClV156 or or No.1 and 2 manifold - starboard CLV161, CLV160 a)
Commence loading at the agreed slow rate until the initial safety and integrity checks are completed and cargo is being received into the first cargo tank, then open all tanks as required in that group. When cargo is confirmed to be coming into the selected tanks, the loading rate may be slowly increased to the agreed rate.
Issue: Final Draft - November 2007
Description No.1 centre tank cargo valves No.3 centre tank cargo valves No.1 wing tank cargo valves
Valve CLV012, CLV038 CLV018, CLV044 CLV011, CLV037 CLV013, CLV039 No.2 wing tank cargo valves CLV014, CLV040 CLV016, CLV042 No.3 wing tank cargo valves CLV017, CLV043 CLV019, CLV045 No.4 wing tank cargo valves CLV020, CLV046 CLV022, CLV048 Slop tank valves (depending upon ullage) CLV030, CLV031 CLV032
Position Open Open
c)
Position Close Close As required Open Open Open Open
a)
Description Deck main IG isolating valve Deck main IG isolating valve Adjust manually the mast riser valve No.3 cargo pump bypass valve No.3 bulkhead master valve No.4 centre tank valves No.3 and 4 manifold valves port or No.3 and 4 manifold valves starboard
Valve NDV002 NDV005 NDV012 CLV063 CLV054 CLV021, CLV047 CLV155 CLV154 or CLV159 CLV158
Commence loading at the agreed slow rate until the initial safety and integrity checks are completed and cargo is being received into the first cargo tank, then open all tanks as required in that group. When cargo is confirmed to be coming into the selected tanks, the loading rate may be slowly increased to the agreed rate.
Valve CLV015, CLV041 CLV023, CLV049 CLV025, CLV051
Shut the required trimming tanks at a suitable ullage, adjusting the loading rate as required. It is important to ensure that both valves on the tanks are closed when the correct ullage is achieved.
d) Create an appropriate stagger for controlled topping-off and reduce the loading rate in sufficient time, remembering that loading may be undertaken through the smaller stripping suctions for greater control of the final flow into each tank. e)
Top-off the wing tanks first in that group, then top-off the centre tanks and finally finish on the trimming tanks. It is important to ensure that both valves on the tanks are closed when the correct ullage is achieved. The sequence of events will depend upon the load rate of each grade.
f)
On completion of the cargo loading leave the final finishing tank open to drain down the lines. Manifold drain down is accomplished via drains into No.4 starboard cargo tank for starboard manifold loading, and into No.4 port cargo tank for port side manifold loading. Be advised by the port the procedure regarding hose draining. Cross contamination can be expected from any drain down to No.4 wing tanks.
Grade Two (Option Two) Tanks: 2 centre, 4 centre, 5 wings.
Description No.2 centre cargo tank valves No.5 wing tanks cargo valves
g) Agree ship/shore figures and disconnect the loading arms, ensuring that the manifolds are shut and the drain valves have cleared the connections. h) Ensure the tank pressure is kept at an acceptable level for survey and safety. i)
Climatic conditions may dictate leaving all main cargo lines open into the last loaded tank only, to allow for thermal expansion, until it can be established that this is no longer required.
j)
Record all operations in the Port Deck Log Book.
k) Record details in the official Oil Record Book as required regarding the cargo loaded.
b) Check all the other tanks not in use for this grade, and as loading is through the pump room frequent checks should be made in the pump room.
IMO No: 9323948
Section 3.3.2 - Page 4 of 6
Maersk Nautica
Deck Operating Manual
Illustration 3.3.2b Loading a Three Grade Cargo
50
CLV192 CLV176
CLV 129
700
From Inert Gas Main Line
700
200 200
CLV 184
25
To Tank Cleaning Main
No.4 Cargo Oil Tank (Port)
Double Bottom
CLV113 600
CLV174 CLV175
200
CLV 187
25
CLV 162
50
200
CLV 186
25
CLV180 350
200
CLV 185
CLV103 CLV109
150
CLV 163
CLV154
Cargo Grade 2
25
CLV 164
CLV155
CLV 165
CLV156
CLV181
Main Deck
150
ODME Flow Meter H
CLV 073
H
CLV 096
100
From DrainTank CLV132
PT PI
H CLV097
CLV094
CLV106
H 150
P
PI
PT
PT
VUV 007
VUV 008
PI
H CLV089 700
125
CLV095
H
PT PI
PI PT
CLV061
100
VUV001
P
CLV058 CLV078 600
650
CLV 119
CLV114
CLV 122
H
PT PI
PI PT
700
650
CLV 120
CLV115
600
CLV 123
PT PI
H
CLV100 50
Compressed Air H
Sea Chest
CLV116
650
CLV 121
PI
CLV 124
CLV069
300
CLV074 750
CLV125 650
CLV131
CLV110
300
H
H CLV054
CLV 083
CLV057
CLV067
H
CLV130
Issue: Final Draft - November 2007
CLV101
CLV068
500
H
CLV 009
H
CLV 010
250
CLV 030
H
CLV127
250
25
200
CLV 169
25
CLV 190
CLV 191 200
200
550
CLV H 049
250
CLV 023
H
550
CLV H 046
No.2 Cargo Oil Tank (Port)
No.3 Cargo Oil Tank (Port)
CLV 020
250
550
H
CLV H 043
600
H
650
CLV075
200
H
CLV 128
Emergency Connection CLV091 with Ballast System 600
H
550
H
250
550
750
250
250
CLV 017
H
550
250
CLV008 CLV007 H
CLV 033
H
CLV 034
H
100 300
H
650
CLV126
15
600
CLV 082
CLV 085
650
H
H
15 15
From Compressed Air
750
750
750
CLV 189
No.4 Cargo Oil Tank (Port)
No.5 Cargo Oil Tank (Port)
Slop Tank (Port)
H
CLV H 050
No.1 Cargo Oil Tank (Port)
550
CLV H 040
250
CLV 014
H
550
CLV 037
H
CLV 011
H
CLV 035
H
CLV 036
CLV 024
H
CLV H 047
CLV 021
H
CLV H 044
CLV 018
H
CLV 026
H
CLV 027
H
550
CLV H 041
250
CLV 015
H
CLV 003
H
CLV H 004
550
CLV H 038
CLV 012
750
CLV053
CLV066
VUV003
CLV 188
25
CLV 168
CLV193 CLV179
H CLV090
300
H
CLV063
P
CLV060 CLV080
25
CLV 081
CLV056
H
PI PT
25
CLV 167
50
H
CLV062
H
No.3 Cargo Oil Pump 5,500m3/h
CLV072
200
H
700
H
CLV183 CLV 166
CLV173
CLV052
H
H
CLV 172
CLV161
CLV160
50
200
H
750
CLV099 50
300
CLV159
CLV158
CLV182
From Compressed Air
CLV 087
CLV 084
VUV002
P
CLV059 CLV079
300
H
CLV065
700
CLV071
300
H
No.2 Cargo Oil Pump 5,500m3/h
H
H
700
CLV055
650
H
CLV 104
H
CLV 133 H
750
CLV098 50
CLV 086
CLV171
200
CLV064
No.1 Cargo Oil Pump 5,500m3/h
CLV070
700
H
700
CLV153
CLV177 CLV178
CLV107 CLV 134
CLV 133
PI
H
H
450
CLV 105
PT
CLV088
H
No.4 Cargo Oil Tank (Starboard)
No.2
PT VUV018
H
700
PT
VUV019
100
250
CLV 077
100
No.1
PT PI
100
CLV152
700 150
PI 300
VUV020
VUV 009
To Vacuum Pumps
700
CLV 076
100
350
250
PI
PT
700
P
150
CLV092
Stripping Pump 125m3/h
CLV093
CLV151 700
CLV118 H
PT
CLV170
Pump Room Bilge Suction
CLV117
PI PT
H 150
600
Cargo Grade 3
CLV157
100
ODME Flow Meter
Key Cargo Grade 1
700
No.5 Cargo Oil Tank (Centre)
No.4 Cargo Oil Tank (Centre)
No.3 Cargo Oil Tank (Centre)
H H
750
H
CLV 031
H
CLV 032
500
Slop Tank (Starboard)
CLV No.2 Cargo Oil Tank 028 (Centre) CLV 029
No.1 Cargo Oil Tank (Centre) H
H
CLV 001
H
CLV 002
H
CLV005 CLV006
H
CLV H 051
250
550
CLV 025
No.5 Cargo Oil Tank (Starboard)
H
CLV H 048
250
550
CLV 022
No.4 Cargo Oil Tank (Starboard)
H
CLV H 045
250
550
CLV 019
No.3 Cargo Oil Tank (Starboard)
H 250
CLV H 042
CLV 016
550
No.2 Cargo Oil Tank (Starboard)
H 250
CLV 039
H
CLV 013
550
No.1 Cargo Oil Tank (Starboard)
CLV102 CLV108
IMO No: 9323948
Section 3.3.2 - Page 5 of 6
Maersk Nautica
Deck Operating Manual
Loading a Three Grade Cargo
Grade Two (Tank Group II)
Assuming that a two valve separation is required to be maintained between the grades it is necessary to load using a combination of the loading tank groups. COW considerations must be taken into account when planning the load sequence, particularly with regards to the use of slop tanks.
Tanks: 3 centre, 1 wings, 4 wings, slop tanks. Position Description Open No.3 centre tank cargo oil valves Open No.1 wing tank cargo oil valves
This load plan is for a three grade cargo load, grade one (1) into tank group I for the first load and grade two (2) into tank group II and grade three (3) into tank group III. Concurrent loading of each grade is carried out in this example, providing that stability and trim criteria can be met during the loading and deballasting operation. If such acceptable criteria cannot be met, consider reducing the number of tanks open at any one time; or loading individual grades sequentially. It is assumed that three grades are being loaded concurrently, commencing with the loading of grade three. The previous load procedure is of a similar pattern, which has been omitted here for the sake of clarity. Position Close Close As required Open Open Open Open Open Open Open
Description Deck main IG isolating valve Deck main IG isolating valve Adjust manually the mast riser valve No.1 cargo oil pump bypass valve No.2 cargo oil pump bypass valve No.3 cargo oil pump bypass valve No.1 bulkhead master valve No.2 bulkhead master valve No.3 bulkhead master valve No.3 and No.4 manifold valves - port or No.3 and No.4 manifold valves-starboard
Valve NDV002 NDV005 NDV012 CLV061 CLV062 CLV063 CLV052 CLV053 CLV054 CLV155, CLV154 or CLV159, CLV158
Open
No.4 wing tank cargo oil valves
Open Open
Slop tank crossover valves Slop tank cargo oil valves
Open
No.2 manifold valve - port or No.2 manifold valve -starboard
Grade Three (Tank Group III) Tanks: 1 centre, 2 centre, 4 centre, 5 wings. Position Description Open Line No.3 segregation valves Open No.1 centre tank cargo oil valves Open No.2 centre tank cargo oil valves Open No.4 centre tank cargo oil valves Open No.5 wing tanks cargo oil valves Open
a)
Grade One (Tank Group I) Tanks: 2 wings, 3 wings, 5 centre. Position Description Open Line No.1 segregation valves Open No.5 centre tank cargo oil valves Open No.2 wing tanks cargo oil valves Open
No.3 wing tanks cargo oil valves
Open
No.1 manifold valve - port or No.1 manifold valve - starboard
Issue: Final Draft - November 2007
Valve CLV007, CLV008 CLV024, CLV050 CLV014, CLV040 CLV016, CLV042 CLV017, CLV043 CLV019, CLV045 CLV157 or CLV161
Valve CLV018, CLV044 CLV011, CLV037 CLV013, CLV039 CLV020, CLV046 CLV022, CLV048 CLV033, CLV034 CLV030, CLV031 CLV032 CLV156 or CLV160
No.3 and No.4 manifold valves - port or No.3 and No.4 manifold valves-starboard
e)
Ensure the tank pressure is kept at an acceptable level for the tank survey and for safety.
f)
Climatic conditions may dictate leaving all main cargo lines open into the last loaded tank of that group only, to allow for thermal expansion, until it can be established that this is no longer required.
g) Record all operations in the Port Deck Log Book. h) Record details in the official Oil Record Book as required for the cargo loaded. CAUTION The main cargo valves are not proportional valves, and so can only be set either fully open or fully closed and usually take 1 minute to move to the requested position. As such, great care must be taken when toppingoff so as not too over pressurise the pipelines during final topping-off. Final adjustments can be made to the tank levels via loading through the stripping suction valves, only when the load rate is reduced.
Valve CLV005, CLV006 CLV012, CLV038 CLV015, CLV041 CLV021, CLV047 CLV023, CLV049 CLV025, CLV051 CLV155, CLV154 or CLV159, CLV158
Commence loading at the agreed slow rate until the initial safety and integrity checks are completed and cargo is being received into the first cargo tank, then open all tanks in the loading plan for this grade, and slowly increase to the agreed full loading rate. As loading is through the pump room frequent checks should be made there also. Check all the other tanks not in use for this grade.
b) Commence loading the second grade followed by the third in the same manner as earlier examples. c)
Top-off each group as required, reducing the loading rate on the appropriate grade.
d) Agree the ship/shore figures and disconnect the loading arms, ensuring that the manifolds are shut and the drain valves have cleared the connections. IMO No: 9323948
Section 3.3.2 - Page 6 of 6
3.4 Discharging Cargo
3.4.1
Full Discharge
3.4.2
Full Discharge of a Single Grade Cargo with Crude Oil Washing of Both Slop Tanks, No. 2 and No. 4 Centre Tanks
3.4.3 Discharging a Three Grade Cargo with 100% Crude Oil Washing with Minimum Pipeline Admixture
Illustrations
3.4.1a Procedure for Line Draining
3.4.2a Single Grade Discharge
3.4.2b Crude Oil Washing of No.2 Centre Tank
3.4.3a Three Grade Discharge
3.4.3b Crude Oil Washing of No.1 and 4 Port Wing Tanks
3.4.3c Crude Oil Washing of Slop Tanks
3.4.3d Crude Oil Washing of No.5 Centre Tank
3.4.3e Crude Oil Washing of No.5 Wing Tanks
3.4.3f Stripping Slop Tanks
Maersk Nautica 3.4
discharging cargo
Prior to arrival at the discharge port, a number of communications take place between the receiving terminal and the vessel. These are centred around the isgOtt guide check lists and are summarised in the company Marine Operations Manual section on cargo operations. Particular attention should be given to: • Emergency shutdown procedures • Crude oil washing pre-arrival checks • Manning levels for various procedures • Oil spill response procedures • The manifold area and the mooring systems The discharge of all the cargo should be carried out in close co-operation with the installation representative who can give advice upon segregation and achieving the desired discharge rate. At all times, cargo operations should be conducted in accordance with the agreed ship/shore checklist, ISGOTT and the discharge plan. The discharge plan should give details of the intended discharge sequence, the tanks which may be required to be crude oil washed, the ballasting requirements and illustrate the expected time schedule for each operation. The purpose of the cargo plan is also to provide all watch-keeping officers with full details of the cargo to be discharged at the port. Each watch-keeping officer must study the discharge plan and when understood, sign the plan to acknowledge that they are fully aware of the cargo handling operation. ISGOTT should be referred to for safety checks before, during and at the completion of the cargo handling operation. Upon arrival, ullage, temperatures and water dips must be taken of each tank and the results recorded. Only those valves required for the discharge operation should be open and those not required should be proved positively, as far as the system will allow, to be shut and lashed. Many shore installations use a common line for both loading and discharging and may not be fitted with a non-return valve. It is essential therefore, that the manifold valves remain shut until the shore is ready to receive cargo and the cargo pumps are in the process of being started. Tanks not being used must be checked regularly to ensure that the ullage in those tanks remains the same. It is essential, for an efficient discharge in the shortest time, that the pumps are run at their designed speed when the line pressure restrictions permit.
Issue: Final Draft - November 2007
Deck Operating Manual Close co-operation between the vessel’s staff and the installation personnel should be maintained, as the latter alone can assess the local conditions and determine when a reduction in pumping rate is necessary. The maximum rate of discharge will normally be determined by the ability of the shore to receive cargo, but occasionally by the pumping capacity of the ship, especially during crude oil washing operations. In either case it is the duty of the vessel’s staff to see that the maximum rate is maintained throughout the entire discharge operation. Draining The vessel’s staff should be fully conversant with the operation and capabilities of the cargo and ballast pumps. Close co-operation must be maintained between the deck and engineer officers to avoid frequent over speeding and tripping of the pumps. While draining operations are in progress a responsible person must be positioned at the pump controls and the tachometer should be observed so that the speed of the pumps may be regulated as necessary. Particular attention should be paid to the vessel trim, the tank pressure and ullage of all tanks throughout the discharge operation. Cargo tanks, lines and pumps must be drained as far as possible in order to achieve the maximum out-turn figures and to aid gas freeing. In order to facilitate draining, the build-up of scale and sediment must be kept to a minimum. On completion of discharge, all lines, both top and bottom, must be drained to the shore terminal. The stripping drain line terminating outboard of the manifold valves should be used for this purpose. Records of all operations undertaken at the discharge port should be recorded in the Port Deck Log Book, and the correct entries for the official Oil Record Book.
Pump Room Security and Safety
from the bottom of the pump room venting to atmosphere thus creating an inflow though the main doors. The low fan suction should be in use. • Prior to entry check that there are no alarms on the pump room gas detection system and that the oxygen reading is 21% and the LEL 0%. • The duty deck officer is to note the readings from the gas detection system panel in the Cargo Log Book and advise the personnel who are to enter of the findings. • Test radio communication between the duty deck officer and the personnel who are making the pump room entry. • The duty officer is to note the names of personnel entering, time of entry and to agree a communication schedule. • The duty officer is to regularly communicate with personnel while they are inside the pump room at the agreed time intervals. • The pump room should be entered and visually checked on an hourly basis throughout the cargo operation. • Where there has been a major change in the status of the valves and or pumps, entry and visual checks should be made of the pump room. • When the bridge is manned the duty officer is normally the bridge watch-keeping officer. • Where communication is apparently lost with the personnel in the pump room the duty officer is to advise the Master and chief officer immediately. No further entry is to be made without instructions from the Master and or chief officer. Additional guidance can be found in the Company Safety and Operating Manuals, the COSWP and the IOTTSG guide.
The safety of cargo operations and the personnel involved is very much dependent on a competent approach to and understanding of the hazards associated with cargo pump rooms. A carefully defined procedure for entry and checking of the pump room both during cargo operations and at any other time is essential. The entry procedure is to be posted in a prominent position by both pump room entrance doors and included in the instructions given to all personnel. The pump room gas detection system, fire detection system and the bilge alarms, are the three prime methods of continuous monitoring of pump room integrity and safe entry requirements followed by entry and visual inspection by duty personnel. The following items should be included in any ship procedure: • The correct pump room ventilation procedure should be in use, the pump room fan should be set to draw the atmosphere IMO No: 9323948
Section 3.4 - Page 1 of 1
Maersk Nautica
Deck Operating Manual
Illustration 3.4.1a Procedure for Line Draining
50 700
CLV192 CLV176
CLV 129
700
From Inert Gas Main Line
700
200 200
CLV 184
25
350
To Tank Cleaning Main
No.4 Cargo Oil Tank (Port)
Double Bottom
CLV113 600
ODME Flow Meter
ODME Flow Meter H
CLV 073
H
CLV 096
H
100
From DrainTank CLV132
PT PI
CLV097
H 150
Stripping Pump 125m3/h
CLV093
100
VUV 007
VUV 008
250
PI
H CLV089 700
125
CLV095
H
PT PI
CLV070 H
PI PT
CLV061
100
VUV001
P
CLV058 CLV078 600
650
CLV 119
CLV114
CLV 122
H
PI PT
CLV059 CLV079 700
650
CLV 120
CLV115
600
CLV 123
PT PI
CLV072
Compressed Air H
Sea Chest
CLV063
CLV116
650
CLV 121
PI
CLV 124
CLV069
300
600
H
CLV074
CLV 082
750
CLV125 650
CLV131
CLV110
300
H
H CLV054
CLV 083
CLV057
CLV067
H
CLV130
Issue: Final Draft - November 2007
CLV101
CLV068
H
CLV 009
H
CLV 010
250
CLV 030
H
CLV127
250
CLV 189
CLV 168
25
200
CLV 169
25
CLV 190
CLV 191 200
200
550
CLV H 049
250
CLV 023
H
550
CLV H 046
No.2 Cargo Oil Tank (Port)
No.3 Cargo Oil Tank (Port)
CLV 020
250
550
H
CLV H 043
600
H
650
CLV075
200
H
CLV 128
Emergency Connection CLV091 with Ballast System 600
H
550
H
250
550
750
250
250
CLV 017
H
550
250
CLV008 CLV007 H
CLV 033
H
CLV 034
H
100 300
H
650
CLV126
15
500
H
15 15
From Compressed Air
750
CLV 085
650
H
CLV 188
No.4 Cargo Oil Tank (Port)
No.5 Cargo Oil Tank (Port)
Slop Tank (Port)
H
CLV H 050
No.1 Cargo Oil Tank (Port)
550
CLV H 040
250
CLV 014
H
550
CLV 037
H
CLV 011
H
CLV 035
H
CLV 036
CLV 024
H
CLV H 047
CLV 021
H
CLV H 044
CLV 018
H
CLV 026
H
CLV 027
H
550
CLV H 041
250
CLV 015
H
CLV 003
H
CLV H 004
550
CLV H 038
CLV 012
750
CLV053
CLV066
VUV003
CLV182
CLV 167
25
CLV193 CLV179
H CLV090
300
H
750
CLV100 50
CLV 081
750
P
CLV060 CLV080
25
200
CLV056
H
PI PT
CLV 166
CLV173
CLV062
H
No.3 Cargo Oil Pump 5,500m3/h
H
CLV183
200
H
H
H
CLV 172
CLV161
CLV160
50
CLV 087
300
CLV159
CLV158
50
25
From Compressed Air
CLV052
700
H
CLV 104
H
750
CLV099 50
CLV171
200
CLV 084
VUV002
P
H
300
H
H
700
PT PI
300
700
CLV153
CLV177 CLV178
CLV107 CLV 134
H
CLV065
No.2 Cargo Oil Pump 5,500m3/h
CLV071
H
700
CLV055
650
H
CLV O86
CLV 133 H
750
CLV098 50
No.4 Cargo Oil Tank (Starboard)
CLV064
No.1 Cargo Oil Pump 5,500m3/h
H
700
H
700
PT
CLV 133
PI
H
CLV152
100
CLV 105
PT
CLV088 250
PT
No.2
PT
PT
150
CLV 077
VUV019
VUV018
H
CLV181
700
No.1
PT PI
100
700
CLV 076
PI VUV020
VUV 009
To Vacuum Pumps
CLV157
CLV170
PT
300
CLV156
100
100
350
600
PI
PT
CLV155
CLV 165
700
P
PI
CLV154
CLV 164
CLV151
P
150
CLV092
25
CLV 163
700
CLV118 H
CLV106
Pump Room Bilge Suction
CLV117
PI PT
H 150 CLV094
CLV174 CLV175
ODME Control Signal
Main Deck
150
50
Key Cargo
200
CLV 187
25
CLV 162
CLV180
200
CLV 186
25
CLV103 CLV109
150
200
CLV 185
No.5 Cargo Oil Tank (Centre)
No.4 Cargo Oil Tank (Centre)
No.3 Cargo Oil Tank (Centre)
H H
750
H
CLV 031
H
CLV 032
500
Slop Tank (Starboard)
CLV No.2 Cargo Oil Tank 028 (Centre) CLV 029
No.1 Cargo Oil Tank (Centre) H
H
CLV 001
H
CLV 002
H
CLV005 CLV006
H
CLV H 051
250
550
CLV 025
No.5 Cargo Oil Tank (Starboard)
H
CLV H 048
250
550
CLV 022
No.4 Cargo Oil Tank (Starboard)
H
CLV H 045
250
550
CLV 019
No.3 Cargo Oil Tank (Starboard)
H 250
CLV H 042
CLV 016
550
H 250
No.2 Cargo Oil Tank (Starboard)
CLV 039
H
CLV 013
550
No.1 Cargo Oil Tank (Starboard)
CLV102 CLV108
IMO No: 9323948
Section 3.4.1 - Page 1 of 2
Maersk Nautica 3.4.1 Full Discharge The following factors are to be considered prior to a full discharge: • Maximum available draught at the berth • Maximum allowable freeboard on the berth
Deck Operating Manual Note: During draining it may be necessary to reduce the speed of the other cargo pumps, thereby reducing the back-pressure and improving draining performance. j)
The spool piece between the cargo oil and ballast systems must be removed and the lines blanked.
• Grade segregation, if carrying multiple grades
• Maintenance of satisfactory trim and stress
k) The crossover valves between the cargo lines in the pump room can be opened to optimise COP performance, but care must be exercised. Top lines are normally kept isolated to improve draining performance.
• Ballasting operations
l)
• Crude oil washing requirements • Heavy weather ballast requirements
All cow valves are to be closed.
b) Ensure that all overboard valves and sea suctions are closed and where sealed, the seal numbers are recorded. Any spool pieces should always be removed. c)
The cargo pumping system and the ig plant is to be prepared for operation.
d) Open the main lines from the cots to the main cargo pumps and then up to the manifolds. Whilst it may be assumed that all the bottom lines may be considered full, to avoid unnecessary pressure onto the pumps it is good practise to open a tank suction first, then valves leading to the pumps. Open one set of cots to each cargo oil pump (COP).
f)
Open the manifold valves that the discharge arms are connected to. If these were sealed, the seal numbers should be recorded.
g) Start each COP and run at minimum speed, watching the backpressures carefully. h) When pumps and pressures are balanced, debottom all tanks by 1m in preparation for crude oil washing. If it is intended that the slop tanks are to be used for crude oil washing, they should be discharged and refilled with fresh ‘dry’ crude oil. i)
Increase to full speed discharge as per the discharge plan and in agreement with the shore installation.
Issue: Final Draft - November 2007
Valve CLV052, CLV053 CLV054
Open
No.1, 2 and 3 COP discharge valves to top lines No.1, 2 and 3 line segregation valves
CLV058, CLV059 CLV060 CLV001, CLV002 CLV003, CLV004 CLV005, CLV006 CLV007, CLV008 CLV026, CLV027 CLV028, CLV029 CLV033, CLV034 CLV035, CLV036 CLV070, CLV071 CLV072
Open
Open
No.1, 2 and 3 COP discharge valves to top crossover
Open
No.1, 2 and 3 COP pump bypass valves
CLV061, CLV062 CLV063
m) The COW operation can only commence when the selected tanks are empty.
Open
No.1 and 2 eductor drive valves
CLV088, CLV089
Open
No.1, 2 and 3 COP discharge pneumatic control valves No.1 COP stripping valves connecting to bypass check valve and vacuum unit
CLV078, CLV079 CLV080 CLV114, CLV119 CLV122
n) Upon completion of discharge, the cargo lines must be drained to the shore tanks.
Open
Procedure for Line Draining
Open
No.2 COP stripping valves connecting to bypass check valve and vacuum unit
CLV115, CLV120 CLV123
This can be achieved by draining all lines with the stripping pump and pumping ashore via the MARPOL line. During draining of the lines, the vacuum in the cargo lines must be broken via vacuum breaker valves. The spectacle flanges on the vacuum breakers are normally in the open position.
Open
No. 3 COP stripping valves connecting to bypass check valve and vacuum unit Stripping pump suction drain valves
CLV116, CLV121 CLV124 CLV092, CLV095
Stripping pump discharge valve to MARPOL line No.1 and 2 eductor suction valves
CLV094
a) e)
Description Pump room bulkhead master valves
When a cargo oil tank reaches a sounding of approximately 1.5m, the vacuum pump system can be started and the automatic stripping system activated. Always be guided by the pump suction and discharge pressure, the pump speed and discharge rate to avoid pump casing gassing-up and subsequent cavitation.
When preparing the system to discharge cargo, it is important that all valves are in the closed position prior to setting the lines for discharge and all tank ig connections are set up as required. a)
Position Open
Open Open
Set the cargo valves as follows to drain the pumps and cargo lines.
Open
b) Start the stripping pump and observe the vacuum on the line. Listen to the flow at the manifold. Open the vacuum breaking valves as required.
Open
c) On completion of line draining close all valves and agree ship/ shore figures. Position Open Open
Description No.1, 2 and 3 COP suction valves to bottom lines No.1, 2 and 3 COP pump room bottom crossover valves
IMO No: 9323948
Valve CLV055, CLV056 CLV057 CLV065, CLV066 CLV067
Open Open
CLV081, CLV082 CVL083, CLV084 CLV085, CLV086 CLV087 MARPOL line block valves port to CLV165, CLV164 whichever loading hose is connected CLV163, CLV162 or or MARPOL line block valves starboard to CLV169, CLV168 whichever loading hose is connected CLV167, CLV166 Deck line crossover valves CLV151, CLV152 CLV153 Vacuum breaker valves CLV172, CLV173
Section 3.4.1 - Page 2 of 2
Maersk Nautica
Deck Operating Manual
Illustration 3.4.2a Single Grade Discharge
50 700
CLV192 CLV176
CLV 129
700
From Inert Gas Main Line
700
200 200
CLV 184
25
350
To Tank Cleaning Main
No.4 Cargo Oil Tank (Port)
Double Bottom
CLV113 600
ODME Flow Meter
ODME Flow Meter H
CLV 073
H
CLV 096
H
100
From DrainTank CLV132
PT PI
CLV097
H 150
Stripping Pump 125m3/h
CLV093
100
VUV 007
VUV 008
250
PI
H H CLV089 700
CLV095
H
PT PI
CLV070 H
PI PT
CLV061
100
VUV001
P
CLV058 CLV078 600
650
CLV 119
CLV114
CLV 122
H
H
PI PT
CLV059 CLV079 700
CLV099 50
650
CLV 120
CLV 123
PT PI
CLV072 H
CLV066
CLV100 50
Compressed Air H
Sea Chest
CLV063
CLV116
650
CLV 121
PI
CLV 124
CLV069
600
H
CLV074
CLV 082
750
CLV125 650
CLV131
CLV110
300
H CLV054
CLV 083
CLV057
CLV067
H
CLV130
Issue: Final Draft - November 2007
CLV101
CLV068
H
CLV 009
H
CLV 010
250
CLV 030
H
CLV127
250
CLV 189
CLV 168
25
200
CLV 169
25
CLV 190
CLV 191 200
200
550
CLV H 049
250
CLV 023
H
550
CLV H 046
No.2 Cargo Oil Tank (Port)
No.3 Cargo Oil Tank (Port)
CLV 020
250
550
H
CLV H 043
600
H
650
CLV075
200
H
CLV 128
Emergency Connection CLV091 with Ballast System 600
H
550
H
250
550
750
250
250
CLV 017
H
550
250
CLV008 CLV007 H
CLV 033
H
CLV 034
H
100 300
H
650
CLV126
15
300
H
H
500
H
15 15
From Compressed Air
750
CLV 085
650
750
CLV 188
No.4 Cargo Oil Tank (Port)
No.5 Cargo Oil Tank (Port)
Slop Tank (Port)
H
CLV H 050
No.1 Cargo Oil Tank (Port)
550
CLV H 040
250
CLV 014
H
550
CLV 037
H
CLV 011
H
CLV 035
H
CLV 036
CLV 024
H
CLV H 047
CLV 021
H
CLV H 044
CLV 018
H
CLV 026
H
CLV 027
H
550
CLV H 041
250
CLV 015
H
CLV 003
H
CLV H 004
550
CLV H 038
CLV 012
750
CLV053 H
VUV003
CLV182
CLV 167
25
CLV193 CLV179
H CLV090
750
P
CLV060 CLV080
25
CLV 081
CLV056
H
PI PT
200
300
H
No.3 Cargo Oil Pump 5,500m3/h
CLV 166
CLV173
CLV062
700
H
CLV183
200
H
H
H
CLV 172
CLV161
CLV160
50
CLV 087
300
CLV159
CLV158
50
25
From Compressed Air
CLV052
750
CLV115
600
CLV 104
CLV 084
VUV002
P
H
CLV171
200
H
700
PT PI
H
CLV065
No.2 Cargo Oil Pump 5,500m3/h
CLV071
300
700
CLV153
CLV177 CLV178
CLV107 CLV 134
H
300
700
CLV055
650
H
H
CLV 133 H
750
CLV098 50
No.4 Cargo Oil Tank (Starboard)
CLV064
No.1 Cargo Oil Pump 5,500m3/h
H
700
125
700
PT
CLV 133
PI H
CLV152
100
CLV 105
PT
CLV088 250
PT
No.2
PT
PT
150
CLV 077
VUV019
VUV018
H
CLV181
700
No.1
PT PI
100
700
CLV 076
PI VUV020
VUV 009
To Vacuum Pumps
CLV157
CLV170
PT
300
CLV156
100
100
350
600
PI
PT
CLV155
CLV 165
700
P
PI
CLV154
CLV 164
CLV151
P
150
CLV092
25
CLV 163
700
CLV118 H
CLV106
Pump Room Bilge Suction
CLV117
PI PT
H 150 CLV094
CLV174 CLV175
ODME Control Signal
Main Deck
150
50
Key Cargo
200
CLV 187
25
CLV 162
CLV180
200
CLV 186
25
CLV103 CLV109
150
200
CLV 185
No.5 Cargo Oil Tank (Centre)
No.4 Cargo Oil Tank (Centre)
No.3 Cargo Oil Tank (Centre)
H H
750
H
CLV 031
H
CLV 032
500
Slop Tank (Starboard)
CLV No.2 Cargo Oil Tank 028 (Centre) CLV 029
No.1 Cargo Oil Tank (Centre) H
H
CLV 001
H
CLV 002
H
CLV005 CLV006
H
CLV H 051
250
550
CLV 025
No.5 Cargo Oil Tank (Starboard)
H
CLV H 048
250
550
CLV 022
No.4 Cargo Oil Tank (Starboard)
H
CLV H 045
250
550
CLV 019
No.3 Cargo Oil Tank (Starboard)
H 250
CLV H 042
CLV 016
550
H 250
No.2 Cargo Oil Tank (Starboard)
CLV 039
H
CLV 013
550
No.1 Cargo Oil Tank (Starboard)
CLV102 CLV108
IMO No: 9323948
Section 3.4.2 - Page 1 of 4
Maersk Nautica
Deck Operating Manual
3.4.2 Full Discharge of a Single Grade Cargo with Crude oil washing of both Slop Tanks, No.2 and No.4 Centre tanks The following factors are to be considered prior to a full discharge: • Maximum available draught at the berth
Position Open Open Open
• Maximum allowable freeboard on the berth • Grade segregation, if carrying multiple grades • Heavy weather ballast requirements • Maintenance of satisfactory trim and stress
Position Open
• Ballasting operations The following procedure is a guide to discharging a full cargo and simultaneously crude oil washing the selected cargo oil tanks. After the tanks to be washed are discharged ashore, they are then given a complete cleaning pattern. No.1 cargo oil pump (COP) is used in this procedure as the drive pump for the crude oil washing (COW) and one eductor with suction along No.3 bottom line, taking supply from the tanks on No.1 bottom line, with the tank washings being discharged into the starboard slop tank. In this method dry crude is used and thus it not necessary to strip the slop tanks at an early stage and refill; (unless load on top procedure was performed at the load port) and thus discharge rate can be kept at an optimum pumping rate ashore.
c)
When preparing the system to discharge cargo, it is important that all valves are in the closed position prior to setting the lines for discharge and all tank ig connections are set up as required. The inert gas system should be prepared for discharge, and the cargo pumps should be warmed through. All tank survey operations must be completed prior to opening cargo lines. Set up the cargo system and tanks ready to commence the discharge of the cargo. Description Deck IG isolating valves
Open
No.2 and 4 centre tank suction valves
Open
No.1, 2 and 3 bulkhead master valves
Issue: Final Draft - November 2007
Valve NDV002 NDV005 CLV015, CLV041 CLV021, CLV047 CLV052, CLV053 CLV054
Description Valve Manifold valves connected to the shore CLV157, CLV156 lines - port CLV155, CLV154 or or Manifold valves connected to the shore CLV161, CLV160 lines - starboard CLV159, CLV158
Start the COPs as described in Section 2.3.
d) Commence the discharge at minimum speed, carrying out all the safety and integrity checks as each of the COPs are started. e)
If the terminal does not supply all manifold connections, the manifold crossover valves can be utilised.
Position Open
Valve CLV055, CLV056 CLV057 No.1, 2 and 3 COP pump room bottom CLV065, CLV066 crossover valves CLV067 No.1, 2 and 3 COP discharge valves CLV058, CLV059 CLV060
b) When the shore terminal confirm they are ready to receive cargo, the vessel can open the manifold valves connected to the shore line and commence discharge.
• Crude oil washing requirements
a)
Description No.1, 2 and 3 COP suction valves
f)
Once the system has been proved, and with the shore terminal’s agreement, increase the pump speeds until the maximum permitted back-pressure or flow rate is achieved. Balance each pump to work at a similar performance. Debottom all the tanks by at least 1.0m to remove any water and sediment traces which may have accumulated there.
Position Open
Description No.1 line segregation valves
Open
No.1, 3, and 5 wing tank suction valves
Open Open
Slop tank segregation valves Slop tank suction valves
Valve CLV007, CVL008 CLV026, CLV027 CLV011, CLV037 CLV013, CLV039 CLV017, CLV043 CLV019, CLV045 CLV023, CLV049 CLV025, CLV051 CLV033, CLV034 CLV030, CLV031 CLV032
At this stage of discharge, the selected tanks are brought down to such a level that the pumps begin to work less efficiently, and then they should be isolated onto individual lines by closing the pump room bottom crossover valves. The stripping of the tanks can begin in conjunction with the vacuum units and the stripping valves as described in Section 2.3. Note: It is not necessary to strip either slop tank at this stage, and closing these off at a low level is acceptable, unless load on top procedure (LOT) was performed at the load port then these tanks must be stripped. Position Close Close
Valve CLV030, CLV031 CLV032 No.1, 2 and 3 COP pump room crossover CLV065, CLV066 valves CLV067
The stripping of the port wing tanks should be completed first, using one of the ballast tanks to give a slight port list. Thereafter by listing to port, the centres and the starboard wing tanks can be stripped ashore, and thus COW of the centre tanks would be conducted with the vessel listing to port. As each group of tanks are stripped ashore, the pumps can be returned to bulk discharge of the remaining tanks and COW can commence. All COT valves are located on the port side of each tank, therefore only a slight port list is required when stripping, except No.5 COT where the tank valves are located on the starboard side, however, the tank construction is such that the flow is directed toward the suction when the vessel is upright. Position Close
Description No.2 and 4 centre tank suction valves
Close
No.1, 3 and 5 wing tank suction valves
Open
No.1, 3 and 5 centre tank suction valves
Open
No.2 and 4 wing tank suction valves
Open Open
No.2 line segregation valves No.2 and 3 COP pump room bottom crossover valves No.3 COP pump suction valve
Close
IMO No: 9323948
Description Slop tank suction valves
Valve CLV015, CLV041 CLV021, CLV047 CLV011, CLV037 CLV013, CLV039 CLV017, CLV043 CLV019, CLV045 CLV023, CLV049 CLV025, CLV051 CLV012, CLV038 CLV018, CLV044 CLV024, CLV050 CLV014, CLV040 CLV016, CLV042 CLV020, CLV046 CLV022, CLV048 CLV001, CVL002 CLV066, CLV067 CLV057
Section 3.4.2 - Page 2 of 4
Maersk Nautica
Deck Operating Manual
Illustration 3.4.2b Crude Oil Washing of No.2 Centre Tank Key
Slop Tank (Port)
P Tank Cleaning Gun
Cargo
COV002
COV003
CLV076
Submerged Tank Cleaning Gun
CLV107 CLV 134
PI
CLV 133
65
PT
Stripping Pump Line to Manifold
65
No.4 Cargo Oil Tank (Port)
65
65
COV 078
COV 076
From Compressed Air
PI
No.5 Cargo Oil Tank (Port)
65
65
COV 084
COV 082
COV 080
No.3 Cargo Oil Tank (Port)
No.2 Cargo Oil Tank (Port)
65
65
COV 086
No.1 Cargo Oil Tank (Port)
65
65
COV 090
COV 088
65
COV 094
COV 092
COV 096
350
COV004
COV005
600
CLV113
ODME Flow Meter
ODME Flow Meter H
CLV 073
CLV 096
CLV097
CLV132
PT PI
CLV106
H 150
150 CLV118
CLV092
Stripping Pump 125m3/h
CLV093
CLV117
PI PT H
CLV094
P
PI
PI
PT
PT
300
No.1
VUV020
VUV 009
VUV 007
VUV 008
PI
H
H
CLV089 700
No.1 Cargo Oil Pump (5,500m3/h)
PT PI
PI PT
H
125
CLV095
H
100
VUV001
P
PT
CLV098 50
600
CLV114
650
CLV 119
CLV 122
CLV061
H
PI PT
650
CLV 120
CLV115
PT PI
CLV 123
PI PT
H
CLV 104
From Air
COV 041
100
100
65
65
COV 032
100
350
100
100
100
65
100
100
100
100
100
350
100
100
65
100
100
65
COV 028
100
100
100
350
100
65
COV 019
100
65
COV 041
100
100
100
COV 051 COV 017
COV 009
COV 038
100 100
100
100 100
COV 040
COV 010 65
COV 011
COV 014
65
65
65
COV 052 65 COV 036
COV 016
COV 021
COV073
65
COV 018 65 COV 045
100
100
COV 049
COV 026
COV 025 COV 022
COV 035
COV 030
COV 048
100
COV 047
COV 029
COV 031 COV 042
CLV100 50 CLV116
CLV 121
PI
Slop Tank (Starboard)
CLV063
CLV 124
300
300
CLV090
H
750
H
600
CLV074
CLV 082
CLV130
Issue: Final Draft - November 2007
CLV101
100
CLV131
CLV110 H CLV054
CLV 083
CLV057
CLV067
CLV068
H
CLV 009
H
CLV 010
250
CLV 030
600
H
650
CLV075 200
CLV127
250
COV 097
65
65
65
No.2 Cargo Oil Tank (Starboard)
H
No.4 Cargo Oil Tank (Port)
550
CLV H 049
250
CLV 023
H
No.3 Cargo Oil Tank (Port)
550
CLV H 046
CLV 020
250
550
H
CLV H 043
H
550
H
CLV 128
CLV 033
H
CLV 034
H
No.1 Cargo Oil Tank (Starboard)
No.2 Cargo Oil Tank (Port) 250
CLV 017
H
No.1 Cargo Oil Tank (Port)
550
CLV H 040
550
250
CLV 014
H
CLV 037
H
CLV 011
600
250
550
750
250
550
250
H
CLV 035
H
CLV 036
CLV H 050
CLV 024
H
CLV H 047
CLV 021
H
CLV H 044
CLV 018
H
CLV 026
H
CLV 027
H
550
CLV H 041
550
250
CLV 015
H
CLV 003
H
CLV H 004
CLV H 038
CLV 012
750
No.5 Cargo Oil Tank (Centre)
No.4 Cargo Oil Tank (Centre)
No.3 Cargo Oil Tank (Centre)
H H
750
H
CLV 031
H
CLV 032
500
Emergency Connection CLV091 with Ballast System
H
CLV008 CLV007 H
H
750
300
H
H
CLV126
COV 095
COV 093
65
No.3 Cargo Oil Tank (Starboard)
No.5 Cargo Oil Tank (Port)
500
H
CLV 081
300
H
650
CLV125 650
COV 091
COV 089 65
65
No.4 Cargo Oil Tank (Starboard)
Slop Tank (Port)
15 15
65
No.5 Cargo Oil Tank (Starboard)
H
200
CLV 085
650
H
COV 087
COV 085
65
H
750
650
COV 083
COV 081 65
COV072 COV074
COV068 COV070
COV064 COV066
COV060 COV062
CLV053
CLV066
VUV003
COV 079 65
CLV 087
300
H
750
From Air
CLV069
100
65
COV 077 65
CLV056
H
P
15
100 100
COV 015 65
COV 027
COV 023
COV 050
CLV052
H
No.3 Cargo Oil Pump (5,500m3/h)
H
100
COV056 COV058
H
H
700
Sea Chest
100
65
COV 036
COV054
CLV 084
VUV002 750
CLV099 50
300
H
CLV062
P
CLV060 CLV080
COV 039
100
100
CLV064 300
H
700
PT PI
H
CLV065
No.2 Cargo Oil Pump (5,500m3/h)
H No.3 Cargo CLV072 Line H
COV 033
COV 020 65
65
COV071
COV069
65
CLV055
650
600
100
100
COV 007
CLV 077
100
100
COV 030
COV067
COV065
PI
CLV 086
CLV 133 H
750
CLV058 CLV078
CLV059 CLV079
100
65
CLV088
No.2 Cargo CLV071 Line H
100
100
COV 034 65
65
COV 049
100
COV 075
No.2
PT VUV018
H
H
100 20
VUV019
100
H No.1 Cargo CLV070 Line H
COV 043
COV 052
CLV 105
PT PI
100
600
250
COV 038 65
COV063
COV061
100
COV 001 To Vacuum Pumps
250
Pump Room Bilge Suction
COV059
COV057
COV 006 65
H
100
From DrainTank
H 150
350
Double Bottom
Main Deck
150
H
COV055
COV053
Slop Tank (Starboard)
CLV No.2 Cargo Oil Tank 028 (Centre) CLV 029
No.1 Cargo Oil Tank (Centre) H
H
CLV 001
H
CLV 002
H
CLV005 CLV006
H
CLV H 051
250
550
CLV 025
No.5 Cargo Oil Tank (Starboard)
H
CLV H 048
250
550
CLV 022
No.4 Cargo Oil Tank (Starboard)
H
CLV H 045
250
550
CLV 019
No.3 Cargo Oil Tank (Starboard)
H 250
CLV H 042
CLV 016
550
No.2 Cargo Oil Tank (Starboard)
H 250
CLV 039
H
CLV 013
550
No.1 Cargo Oil Tank (Starboard)
CLV102 CLV108
IMO No: 9323948
Section 3.4.2 - Page 3 of 4
Maersk Nautica Once the necessary safety checks are completed and the terminal has granted permission, the vessel can commence crude oil washing. Use the eductor to ensure that the tank bottom is dry before commencing COW. g) Commence COW of No.2 centre cargo oil tank, opening all of the machines in the tank, then the COW line block valve COV001, so as to avoid any potential for hydraulic shock. Prior to diverting some of the flow gradually from the eductor, it may be necessary to slow the cargo pump and shut down the discharge valve to ease the opening operation of the manual valve COV001 throughout the COW operation. h) When No.2 centre tank has completed the wash cycle proceed to wash No.4 centre tank, and return to each tank then for final stripping, allowing for any run down from the tank sides and draining of the short COW branches. This is achieved by closing the COW line block master COV001, followed by the individual machine block valves. These lines are self-draining. Position Open Open
Open
Open
Open Close Open Open Close
Close Open Open
Description Valve No.1 eductor discharge valve to starboard CLV075 slop tank No.1 eductor drive and suction valves CLV088, CLV086 CLV084, CLV085 CLV083 No.2 centre tank COW machine valves COV045, COV015 COV016, COV019 COV049 COW in line strainer valves set:- port COV002, COV003 or or starboard COV004, COV005 No.1 COP pump room top crossover CLV070 valve No.1 COP discharge valve CLV058 No.2 centre tank stripping suction valve CLV041 COW line master block valve COV001 No.2 centre tank COW machine valves COV045, COV015 COV016, COV019 COV049 No.2 centre tank stripping suction valve CLV041 No.4 centre tank stripping suction valve CLV047 No.4 centre tank COW machine valves COV050, COV033 COV049, COV032 COV029
Issue: Final Draft - November 2007
Deck Operating Manual CAUTION Careful observation of the starboard slop tank ullage is to be maintained throughout this stage. i)
During the COW operation, the level of the starboard slop tank can be controlled by opening the suction valves of the slop tank to allow this excess quantity to be discharged ashore, and to keep the starboard list to a minimum whilst draining of the centre tanks. A port list is preferred.
Position Open Close j)
Description Starboard slop tank suction valves Starboard slop tank suction valves
Valve CLV031, CLV032 CLV031, CLV032
Upon completion of COW of No.4 centre the slop tanks can be stripped ashore in readiness for crude oil wash of these tanks. By using No.3 COP for stripping of the slop tanks ashore with the automated vacuum stripping (AUS) in use, and during the COW of these tanks, bulk discharge can continue with the remaining pumps.
l)
Keep the vessel upright and commence crude oil wash of both of the slop tanks at the same time.
m) Drive for the COW is provided once again by No.1 COP taking supply from the remaining tanks, and common with No. 2 COP via the pump room bottom crossover valves. Note: Whilst using the No.3 COP to strip out the slop tanks during COW, it is preferable to have this discharge line isolated from the remaining manifold connections due to the low flow and back-pressure involved in stripping. Position Open Open Open Open Close
Description Slop tank COW machine valves COW line master block valve No.1 and 2 COP pump room bottom crossover valves No.1 COP pump room top crossover valve No.1 COP discharge valve
Valve COV076, COV077 COV001 CLV065, CLV066 CLV070 CLV058
n) Warm through the stripping pump for the line drain. Position Close
Close Open Close Close Close
Open Open Close Open Open Close
Description No.4 centre tank COW machine valves
Valve COV050, COV033 COV049, COV032 COV029 No.4 centre tank stripping suction valve CLV047 No.1 COP discharge valve CLV058 No.1 COP pump room top crossover CLV070 valve COW line master block valve COV001 No.1 eductor drive and suction valves CLV088, CLV086 CLV084, CLV085 CLV083 No.3 COP suction valve CLV057 No.3 line slop tank segregation valves CLV035, CLV036 No.2 line slop tank segregation valves CLV033, CLV034 Slop tank suction valves CLV030, CLV031 CLV032 No.3 line slop tank segregation valves CLV035, CLV036 No.2 and 3 COP pump room bottom CLV066, CLV067 crossover valves
o) Upon completion of the washing and stripping of the slop tanks, the pumps should be isolated onto each group and final stripping ashore of all the tanks. Any listing can be supplied by the ballast tanks. Position Open Close Close Close Close
Description No.1 COP discharge valve No.1 COP pump room top crossover valve COW line master block valve Slop tank COW machine valves No.2 line segregation valves
Valve CLV058 CLV070 COV001 COV076, COV07 CLV001, CLV002
Complete the final stripping of all the tanks and stop the COPs when the tanks are drained. This completes the bulk discharge, and now the line stripping should follow, as described in Section 3.4.1 of this manual.
k) Strip out the slop tanks with No.3 COP using the vacuum unit as required.
IMO No: 9323948
Section 3.4.2 - Page 4 of 4
Maersk Nautica
Deck Operating Manual
Illustration 3.4.3a Three Grade Discharge
50 700
CLV192 CLV176
CLV 129
700
From Inert Gas Main Line
700
200 200
CLV 184
CLV 185
25
To Tank Cleaning Main
No.4 Cargo Oil Tank (Port)
Double Bottom
CLV113 600
ODME Flow Meter
ODME Flow Meter H
CLV 073
H
CLV 096
H
100
From DrainTank CLV132
PT PI
CLV097
H 150
Stripping Pump 125m3/h
CLV093
VUV 007
VUV 008
CLV088
700
H H
CLV089
CLV070 H
CLV061
100
VUV001
P
CLV058 CLV078 700
PI PT
600
650
CLV 119
CLV114
CLV 122
H
H
No.2 Cargo Oil Pump 5,500m3/h
PT PI
PI PT
CLV059 CLV079 700
CLV099 50
650
CLV 120
CLV 123
PT PI
CLV072 H
CLV100 50
H
CLV116
650
CLV 121
PI
CLV 124
CLV069
750
600
H
H CLV074
CLV 082
750
CLV125 650
CLV131
CLV110
300
H CLV054
CLV 083
CLV057
CLV067
H
CLV130
Issue: Final Draft - November 2007
CLV101
CLV068
500
H
CLV 009
H
CLV 010
200
250
CLV 030
H
550
CLV H 049
250
CLV 023
H
550
CLV H 046
CLV 020
250
550
H
CLV H 043
CLV127
250
H
550
600
H
650
CLV075
200
H
CLV 128
Emergency Connection CLV091 with Ballast System 600
H
250
550
750
250
200
No.2 Cargo Oil Tank (Port) 250
CLV 017
H
550
250
CLV008 CLV007 H
CLV 033
H
CLV 034
H
100 300
H
650
CLV126
15
CLV 191
No.3 Cargo Oil Tank (Port)
No.4 Cargo Oil Tank (Port)
No.5 Cargo Oil Tank (Port)
Slop Tank (Port)
H
15 15
From Compressed Air
300
H
H
CLV 190 200
CLV 169
25
CLV193 CLV179
H CLV090
CLV 085
650
750
Compressed Air Sea Chest
CLV063
P
CLV060 CLV080
25
CLV 081
750
VUV003
CLV 189
CLV 168
25
50
H
CLV H 050
No.1 Cargo Oil Tank (Port)
550
CLV H 040
250
CLV 014
H
550
CLV 037
H
CLV 011
H
CLV 035
H
CLV 036
CLV 024
H
CLV H 047
CLV 021
H
CLV H 044
CLV 018
H
CLV 026
H
CLV 027
H
550
CLV H 041
250
CLV 015
H
CLV 003
H
CLV H 004
550
CLV H 038
CLV 012
750
CLV053
CLV066 H
PI PT
CLV 188
CLV 167
25
CLV173
CLV056 H
No.3 Cargo Oil Pump 5,500m3/h
CLV 166
200
200
300
H
700
H
CLV 172
CLV161
CLV160
CLV183
CLV182
CLV052
H
H
300
CLV159
CLV158
25
From Compressed Air
CLV 087
CLV 084
VUV002 750
CLV115
600
CLV 104
H
CLV062
P
H
300
H
CLV065 650
CLV071
300
CLV171
CLV055
700
H
H
700
50
200
H
CLV 133 H
750
CLV098 50
CLV 086
700
CLV153
CLV177 CLV178
CLV107 CLV 134
CLV064
No.1 Cargo Oil Pump 5,500m3/h
PT PI
No.4 Cargo Oil Tank (Starboard)
H
CLV095
700
H
125
700
PT
CLV 133
PI
H
250
CLV152
100
CLV 105
PT
PT PT
No.2
PI
VUV018
H
CLV181
150
CLV 077
VUV019
PT
CLV157
700
No.1
PT PI
100
100 250
CLV 076
PI VUV020
VUV 009
To Vacuum Pumps
CLV156
Cargo Line No.3
CLV170
PT
300
CLV155
CLV 165
100
100
350
600
PI
PT
CLV 164
700
P
PI
CLV154
Cargo Line No.2
25
CLV 163
CLV151
P
150
CLV092
CLV 187
700
CLV118 H
CLV106
Pump Room Bilge Suction
CLV117
PI PT
H 150 CLV094
CLV174 CLV175
ODME Control Signal
Main Deck
150
50
Key Cargo Line No.1
200
25
CLV 162
CLV180 350
200
CLV 186
25
CLV103 CLV109
150
200
No.5 Cargo Oil Tank (Centre)
No.4 Cargo Oil Tank (Centre)
No.3 Cargo Oil Tank (Centre)
H H
750
H
CLV 031
H
CLV 032
500
Slop Tank (Starboard)
CLV No.2 Cargo Oil Tank 028 (Centre) CLV 029
No.1 Cargo Oil Tank (Centre) H
H
CLV 001
H
CLV 002
H
CLV005 CLV006
H
CLV H 051
250
550
CLV 025
No.5 Cargo Oil Tank (Starboard)
H
CLV H 048
250
550
CLV 022
No.4 Cargo Oil Tank (Starboard)
H
CLV H 045
250
550
CLV 019
No.3 Cargo Oil Tank (Starboard)
H 250
CLV H 042
CLV 016
550
No.2 Cargo Oil Tank (Starboard)
H 250
CLV 039
H
CLV 013
550
No.1 Cargo Oil Tank (Starboard)
CLV102 CLV108
IMO No: 9323948
Section 3.4.3 - Page 1 of 12
Maersk Nautica 3.4.3 DischargING A THREE GRADE CARGO WITH 100% CRUDE OIL WASHING with minimum pipeline admixture It should be noted that two valve segregation on the cargo lines is always maintained in the following procedure, but some pipeline admixture will occur. To enable two valve segregation throughout, each grade in their individual group should be discharged sequentially; this is due to there only being single valve segregation on the pump room top and bottom crossover valves when crude oil washing would be in progress. By permitting further pipeline mixing, it may be possible therefore to use more than one pump per grade, providing adequate stripping of these lines is undertaken after each grade is discharged. Note: Consideration should be made into protecting the incorrect COW machine valves from being opened in error. Further, it should be noted that there is only a single valve segregation on some of the centre tank COW machines, and procedures should be in place to protect against contamination. The discharge procedure would be a single grade to be discharged leaving sufficient drive in the slop tanks for crude oil washing of that grade, and the discharge stopped. COW of the tanks would then begin. Thereafter the tanks are drained and all lines are finally stripped ashore. Then the following tanks with the next grade are discharged and the tanks cleaned in the same manner, and then the final grade. Each cargo grade is used as the washing medium for that grade only. The following factors are to be considered prior to discharge: • Maximum available draught at the berth • Maximum allowable freeboard on the berth • Grade segregation • Crude oil washing requirements • Heavy weather ballast requirements • Maintenance of satisfactory trim and stress • Ballasting operations When preparing the system to discharge cargo, it is important that all valves are in the closed position prior to setting the lines for discharge and all tank ig connections are set up as required.
Issue: Final Draft - November 2007
Deck Operating Manual The disposition of the three grades of cargo and the group allocation is as follows:
c)
Start the COP as described in Section 2.3.
d) Commence the discharge at minimum speed, carrying out all the safety and integrity checks as the COP is started.
Group I (No.3 line) No.1, 2 and 4 centre tanks No.5 wing tanks Group II (No.2 line) No.3 centre tank No.1 and 4 wing tanks Slop tanks Group III (No.1 line) No.5 centre tank No.2 and 3 wing tanks To carry out a 100% COW it will be necessary to obtain shore permission to permit the use of the slop tanks for crude oil washing back-filled with the other grades than what they were originally filled with.
e)
Once the system has been proved, and with the shore terminal’s agreement, increase the pump speed until the maximum permitted back-pressure or flow rate is achieved.
f)
Debottom all the tanks in that group only, by at least 1.0m to remove any water and sediment traces which may have accumulated there.
Position Open
Description No.4 wing tank suction valves
Open Open Open
No.3 centre tank suction valves Slop tank segregation valves Slop tank suction valves at 14m ullage
First Stage:- Group II a)
The inert gas system should be prepared for discharge, and the cargo pumps should have been warmed through. All tank survey operations must be completed prior to opening cargo lines. Set up the cargo system and tanks ready to commence the discharge of the cargo.
Position Open
Description Deck IG isolating valves
Open
No.1 wing tank suction valves
Open Open Open
No.2 bulkhead master valve No.2 COP suction valve No.2 COP discharge valve
Valve NDV002 NDV005 CLV011, CLV037 CLV013, CLV039 CLV053 CLV056 CLV059
b) When the shore terminal confirm they are ready to receive cargo, the vessel can open the manifold valve connected to the shore line and commence discharge. Position Open
Description Manifold valve connected to the shore line - port or manifold valve connected to the shore line - starboard. Manifold crossover valves, as appropriate.
IMO No: 9323948
Valve CLV156 or CLV160 CLV151,CLV152 or CLV153
Valve CLV020, CLV046 CLV022, CLV048 CLV018, CLV044 CLV033, CLV034 CLV030, CLV031 CLV032
g) If the slop tanks have had previous cargo residues which have been commingled with the present grade, under the load on top procedure, it will be necessary to empty these tanks prior to COW and refill to 14.0m ullage with crude from the remaining tanks. Otherwise stop these tanks at 14.0m ullage. h) Once the tanks have been stripped ashore, the vessel can prepare for crude oil washing of the tanks and internal stripping of these tanks, then resume discharge of the final section of this grade from the slop tanks. i)
Close off each tank as it is completed then stop No.2 COP, ceasing discharge ashore.
Position Close
Description Slop tank suction valves at 14m ullage
Close Close
Slop tank segregation valves No.1 wing tank suction valves
Close
No.4 wing tank suction valves
Close Close Close
No.3 centre tank suction valves No.2 COP suction valve No.2 COP discharge valve
Valve CLV030, CLV031 CLV032 CLV033, CLV034 CLV011, CLV037 CLV013, CLV039 CLV020, CLV046 CLV022, CLV048 CLV018, CLV044 CLV056 CLV059
Section 3.4.3 - Page 2 of 12
Maersk Nautica
Deck Operating Manual
Illustration 3.4.3b Crude Oil Washing of No.1 and 4 Port Wing Tanks Key
Slop Tank (Port)
P Tank Cleaning Gun
Cargo Group III
COV002
COV003
CLV076
Cargo Group II Submerged Tank Cleaning Gun
Cargo Group I
CLV107 CLV 134
PI
CLV 133
65
PT
Stripping Pump Line to Manifold
65
No.4 Cargo Oil Tank (Port)
65
65
COV 078
COV 076
From Compressed Air
PI
No.5 Cargo Oil Tank (Port)
COV 080
No.3 Cargo Oil Tank (Port)
65
65
COV 084
COV 082
No.2 Cargo Oil Tank (Port)
65
65
COV 086
No.1 Cargo Oil Tank (Port)
65
COV 088
COV 090
65
65
COV 092
COV 094
COV 096
350
COV004
COV005
600
CLV113
ODME Flow Meter
ODME Flow Meter H
CLV 073
CLV 096
CLV097
CLV132
PT PI
H
CLV094
CLV106
H 150
CLV117
150 CLV118
CLV092
Stripping Pump 125m3/h
CLV093
P
PI
PI
PT
PT
300
No.1
VUV020
VUV 009
VUV 007
VUV 008
PI
PT
CLV088 H CLV089 700
H
125
CLV095
H
PT PI
PI PT
CLV061
100
VUV001
P CLV098 50
650
CLV 119
CLV 122
H
PI PT
650
CLV115
PT PI
CLV 123
H CLV069
From Air
COV 041
100
65
100
COV 029 65
COV 032
100
350
100
100
100
COV 047 65
COV 035
COV 015 65
COV 048 100
100
COV 030
100
100
COV 025
100
350
100
100
COV 026 65
COV 022
COV069
65
COV 027
COV 023
100
100
COV 031 COV 042
CLV 104
100
100
65
COV 028
COV071
100
100
COV 021
100
350
100
65
COV 052 65 COV 036
100
COV 033
COV 019
COV073
65
COV 018 65 COV 050
100
100
COV 049
65
COV 041
100
100
100
COV 051 COV 017
COV 009
COV 038
100 100
100
COV 010
100 100
COV 040 65
COV 011
COV 014
65
65
65
H
CLV116
PI
300
CLV063
CLV 124
H
750
600
CLV074
CLV 082
300
100 300
CLV131
CLV110 H
300
CLV054 CLV 083
CLV057
CLV067
H
CLV126 CLV101
CLV068
H
CLV 009
H
CLV 010
250
CLV 030
600
H
650
CLV075 200
CLV127
250
H
COV 089
COV 091
65
250
CLV 023
H
550
CLV H 046
CLV 020
COV 095 65
No.2 Cargo Oil Tank (Starboard)
250
550
H
CLV H 043
No.1 Cargo Oil Tank (Starboard)
No.1 Cargo Oil Tank (Port)
No.2 Cargo Oil Tank (Port) 250
CLV 017
H
COV 097
65
65
No.3 Cargo Oil Tank (Port)
No.4 Cargo Oil Tank (Port)
COV072 COV074 COV 093
65
No.3 Cargo Oil Tank (Starboard)
550
CLV H 049
COV068 COV070
H
CLV 128
CLV 033
H
CLV 034
H
550
CLV H 040
550
250
CLV 014
H
CLV 037
H
CLV 011
600
H
250
550
750
250
550
250
H
CLV 035
H
CLV 036
CLV H 050
CLV 024
H
CLV H 047
CLV 021
H
CLV H 044
CLV 018
H
CLV 026
H
CLV 027
H
550
CLV H 041
550
250
CLV 015
H
CLV 003
H
CLV H 004
CLV H 038
CLV 012
750
No.5 Cargo Oil Tank (Centre)
No.4 Cargo Oil Tank (Centre)
No.3 Cargo Oil Tank (Centre)
H H
750
H
CLV 031
H
CLV 032
500
Emergency Connection CLV091 with Ballast System
H
550
CLV008 CLV007 H
H
750
CLV 085
H
650
CLV125 650
500
CLV053
H
H
COV 087 65
No.5 Cargo Oil Tank (Port)
Slop Tank (Port)
CLV090
COV 085
No.4 Cargo Oil Tank (Starboard)
H
CLV 081
COV064 COV066
65
No.5 Cargo Oil Tank (Starboard)
15
Issue: Final Draft - November 2007
COV 083 65
H
CLV056
650
VUV003
CLV130
COV 081 65
Slop Tank (Starboard)
200
300
CLV066
650
CLV 121
65
COV060 COV062
CLV 087
CLV 084
H
750
CLV100 50
H
COV 079
COV 077
CLV062
H
15 15
100
COV067
COV 020 65
COV 050
100
COV056 COV058
COV054
750
P
From Air Sea Chest
100
COV065
65
65
H
H
PI PT
H
H
No.3 Cargo Oil Pump (5,500m3/h)
CLV060 CLV080
100
COV 030
COV 033
100
100
65
COV 036
CLV052
700
H No.3 Cargo CLV072 Line H
COV 039
H
750
CLV 120
300
VUV002
P CLV099 50
300
H
700
600
100
100
H
CLV065
No.2 Cargo Oil Pump (5,500m3/h)
CLV059 CLV079
100
100
COV 007
CLV 077
COV 034 65
COV063
CLV055
650
PT PI
CLV 086
CLV 133 H
750
CLV114
No.2 Cargo CLV071 Line H
100
CLV064
No.1 Cargo Oil Pump (5,500m3/h)
H
100
100
COV061
65
COV 049
100
65
PI
H
600
COV 043
65
No.2
PT VUV018
H
CLV058 CLV078
100 20
VUV019
100
H No.1 Cargo CLV070 Line H
COV 038 65 COV 052
COV 075
CLV 105
PT PI
100
600
250
COV059
100
COV 001 To Vacuum Pumps
250
Pump Room Bilge Suction
PI PT
COV057
COV 006 65
H
100
From DrainTank
H 150
350
Double Bottom
Main Deck
150
H
COV055
COV053
Slop Tank (Starboard)
CLV No.2 Cargo Oil Tank 028 (Centre) CLV 029
No.1 Cargo Oil Tank (Centre) H
H
CLV 001
H
CLV 002
H
CLV005 CLV006
H
CLV H 051
250
550
CLV 025
No.5 Cargo Oil Tank (Starboard)
H
CLV H 048
250
550
CLV 022
No.4 Cargo Oil Tank (Starboard)
H
CLV H 045
250
550
CLV 019
No.3 Cargo Oil Tank (Starboard)
H 250
CLV H 042
CLV 016
550
No.2 Cargo Oil Tank (Starboard)
H 250
CLV 039
H
CLV 013
550
No.1 Cargo Oil Tank (Starboard)
CLV102 CLV108
IMO No: 9323948
Section 3.4.3 - Page 3 of 12
Maersk Nautica Position Close
Description Manifold valve connected to the shore line - port or Manifold valve connected to the shore line - starboard
Deck Operating Manual Valve CLV156
Position Open
or CLV160
Open
Open Open
Close
No.3 centre tank COW machine valves
Open
Once the necessary safety checks are completed and the terminal has granted permission, the vessel can commence the crude oil washing programme. j)
Description No.1 and 4 port wing tank stripping suction valves No.1 and 4 port wing tank COW machine valves COW in line strainer valves set:- port or starboard COW line master block valve No.1 and 4 port wing tank COW machine valves No.1 and 4 port wing tank stripping suction valves No.1 and 4 starboard wing tank stripping suction valves No.1 and 4 starboard wing tank COW machine valves No.1 and 4 starboard wing tank COW machine valves No.1 and 4 starboard wing tank stripping suction valves No.3 centre tank stripping suction valve No.3 centre tank COW machine valves
Start No.2 COP as described in Section 2.3.
k) Once the system has been proved, increase the pump speed and obtain the correct drive pressure onto the eductor line. This procedure takes drive from the port slop tank and discharges into the starboard slop tank.
Open Close Close Open Open
Position Open
Description Port slop tank pump room suction valve
Valve CLV064
Open
No.2 COP pump room bottom crossover valve No.2 COP pump room top crossover valve No.1 eductor drive and suction valves
CLV066
Open Open Open Open
CLV071 CLV088, CLV086 CLV084, CLV082
No.1 eductor discharge valve to starboard CLV075 slop tank Slop tank levelling line valves CLV009, CLV010
Note: Whilst this procedure is ongoing, it is important to keep a careful watch on the slop tank ullages, as the tank strippings may increase the ullage higher than planned; due to excessive accumulation of tank residues.
l)
Once a sufficient drive pressure on the eductor is obtained and a vacuum on the suction side, then the proposed tanks to be washed can be opened and then COW recommence in the sequence of the port wings, then the starboard wings and finally the centre tank.
Close Close
Close
Position Close
COV096, COV094 COV084, COV082 COV002, COV003 or COV004, COV005 COV001 COV096, COV094 COV084, COV082 CLV037, CLV046
Close Close
CLV039, CLV048 COV097, COV095 COV085, COV083 COV097, COV095 COV085, COV083 CLV039, CLV048 CLV044 COV048, COV023 COV026 COV022, COV047 COV048, COV023 COV026, COV022 COV047 CLV044
Open Open Close Close Close Close Close
Open
Description Manifold valve connected to the shore line - port or manifold valve connected to the shore line - starboard. Manifold crossover valves, as appropriate No.2 COP discharge valve
IMO No: 9323948
Valve CLV156 or CLV160 CLV 151,CLV 152 CLV 153 CLV059
Valve CLV071
o) When the slop tanks have been stripped, and the cargo pump stopped, lines that have been used for that grade must be stripped dry in the method as described in Section 3.4.1a.
Second Stage:- Group III This stage is used to wash the slop tanks whilst the eductors discharge to No.5 centre cargo oil tank.
n) Inform the shore terminal that the vessel is ready to resume discharge ashore, from the remaining cargo in the slop tanks. When permission has been granted, the discharge can resume initially from the port slop tank, and then from both of the slop tanks down to stripping with the vacuum unit in use.
Position Open
Description No.2 COP pump room top crossover valve COW line master block valve COW in line strainer valves set:- port or starboard Slop tank suction valves
COV001 COV002, COV003 or COV004, COV005 CLV030, CLV031 CLV032 Slop tank segregation valves CLV033, CLV034 No.2 COP pump suction valve CLV056 Port slop tank pump room suction valve CLV064 No.2 COP pump room bottom crossover CLV066 valve Slop tank levelling line valves CLV009, CLV010 No.1 eductor drive and suction valves CLV088, CLV086 CLV084, CLV082 No.1 eductor discharge valve to CLV075 starboard slop tank
Open
a)
m) A list to port will facilitate the stripping of all the tanks, this can be achieved by adjusting the ballast tanks. Wing tanks mid platform bulkheads do not have lightening holes.
Issue: Final Draft - November 2007
No.3 centre tank stripping suction valve
Valve CLV037, CLV046
The inert gas system should be in operation, and the cargo pump should be ready. All cargo valves should have been closed upon completion of the first grade discharged ashore. Set up the cargo system and tanks ready to commence the discharge of this grade.
Position Open
Description Deck IG isolating valves
Open Open Open Open
No.5 centre tank suction valves No.1 bulkhead master valve No.1 COP suction valve No.1 COP discharge valve
Valve NDV002 NDV005 CLV024, CLV050 CLV052 CLV055 CLV058
Section 3.4.3 - Page 4 of 12
Maersk Nautica
Deck Operating Manual
Illustration 3.4.3c Crude Oil Washing of Slop Tanks
Slop Tank (Port)
P
Key
Tank Cleaning Gun
Cargo
COV002
COV003
CLV076
CLV107 CLV 134
PI
CLV 133
Submerged Tank Cleaning Gun
65
PT
Stripping Pump Line to Manifold
65
No.4 Cargo Oil Tank (Port)
65
65
COV 078
COV 076
From Compressed Air
PI
No.5 Cargo Oil Tank (Port)
65
65
COV 084
COV 082
COV 080
No.3 Cargo Oil Tank (Port)
No.2 Cargo Oil Tank (Port)
65
65
COV 086
No.1 Cargo Oil Tank (Port)
65
COV 090
COV 088
65
65
COV 094
COV 092
COV 096
350
COV004
COV005
600
Main Deck
150
CLV113
ODME Flow Meter
ODME Flow Meter H
H
CLV 073
CLV 096
CLV097
CLV132
PT PI
CLV106
H 150
150 CLV118
CLV092
Stripping Pump 125m3/h
CLV093
CLV117
PI PT H
CLV094
P
PI
PI
PT
PT
300
No.1
VUV020
VUV 007
VUV 008
PI
H
H
CLV089 700
H
125
CLV095
H
PT PI
PI PT
CLV061
100
VUV001
P
PT
CLV098 50
650
CLV 119
CLV 122
H
PI PT
650
CLV115
PT PI
CLV 123
H
CLV 104
CLV069
From Air
100
350
100
100
65
100
100
65
COV 035
100
COV 030
100
100
100
COV 047
COV 029
COV 032
100
65
COV 022
100
100
65
COV 028
100
100
100
350
100
65
COV 019
COV 052 65 COV 036
100
100 100
65
COV 017
COV 009
COV 038
COV 041
100
100
100
COV 051
COV 033
COV 021
COV073
65
COV 018 65 COV 045
100
100
COV 049
COV 026
COV 025
100
350
100
100
100 100
COV 040
COV 010 65
COV 011
COV 014
65
65
65
CLV063
650
CLV 121
CLV116
PI
300
CLV 124
300
CLV090
H
750
H
600
CLV074
CLV 082
CLV130
Issue: Final Draft - November 2007
CLV101
CLV068
H
CLV 009
H
CLV 010
250
CLV 030
100
CLV131
CLV110 H CLV054
CLV 083
CLV057
600
H
650
CLV075 200
CLV127
250
COV 095
COV 093
65
COV 097
65
65
65
No.2 Cargo Oil Tank (Starboard)
H
No.4 Cargo Oil Tank (Port)
550
CLV H 049
250
CLV 023
H
No.3 Cargo Oil Tank (Port)
550
CLV H 046
CLV 020
250
550
H
CLV H 043
H
550
H
CLV 128
CLV 033
H
CLV 034
H
No.1 Cargo Oil Tank (Starboard)
No.2 Cargo Oil Tank (Port) 250
CLV 017
H
No.1 Cargo Oil Tank (Port)
550
CLV H 040
550
250
CLV 014
H
CLV 037
H
CLV 011
600
250
550
750
250
550
250
H
CLV 035
H
CLV 036
CLV H 050
CLV 024
H
CLV H 047
CLV 021
H
CLV H 044
CLV 018
H
CLV 026
H
CLV 027
H
550
CLV H 041
550
250
CLV 015
H
CLV 003
H
CLV H 004
CLV H 038
CLV 012
750
No.5 Cargo Oil Tank (Centre)
No.4 Cargo Oil Tank (Centre)
No.3 Cargo Oil Tank (Centre)
H H
750
H
CLV 031
H
CLV 032
500
Emergency Connection CLV091 with Ballast System
H
CLV008 CLV007 H
H
750
CLV067
H
500
H
300
H
650
CLV126
65
No.3 Cargo Oil Tank (Starboard)
No.5 Cargo Oil Tank (Port)
Slop Tank (Port)
15
CLV125 650
COV 091
COV 089
65
No.4 Cargo Oil Tank (Starboard)
H
CLV 081
300
H
H
65
No.5 Cargo Oil Tank (Starboard)
H
200
CLV 085
650
VUV003
COV 087
COV 085
65
CLV053
CLV066
750
CLV100 50
COV 083
COV 081
COV072 COV074
COV068 COV070
COV064 COV066
COV060 COV062
65
Slop Tank (Starboard)
CLV 087
300
H
15 15
65
COV 079 65
750
P
H
100
100
COV 015 65
COV 048
COV071
COV069
65
COV 027
COV 023
65
COV 077 65
CLV056
H
PI PT
From Air Sea Chest
100
CLV052
H
No.3 Cargo Oil Pump (5,500m3/h)
CLV060 CLV080
100
COV 031 COV 042
65
COV 050
100
COV056 COV058
H
H
700
H No.3 Cargo CLV072 Line H
100
COV 041 65
COV 036
COV054
CLV 084
VUV002 750
CLV 120
300
H
CLV062
P CLV099 50
300
H
700
PT PI
H
CLV065
No.2 Cargo Oil Pump (5,500m3/h)
600
100
COV067
COV065 COV 020 65
CLV055
650
CLV059 CLV079
COV 039
COV 033
100
100
COV 030
PI
CLV 086
CLV 133 H
750
CLV114
No.2 Cargo CLV071 Line H
100
100
COV 007
CLV 077
100
100
CLV064
No.1 Cargo Oil Pump (5,500m3/h)
H
100
65
CLV088
600
100
100
100
COV 075
No.2
PT VUV018
H
CLV058 CLV078
100 20
VUV019
100
H No.1 Cargo CLV070 Line H
COV 049
COV063
COV061 COV 034 65
65
COV 052
CLV 105
PT PI
100
600
250
COV 013
100
VUV 009
COV 001 To Vacuum Pumps
250
Pump Room Bilge Suction
COV059
COV057 COV 038 65
COV 006 65
H
100
From Drain Tank
H 150
350
COV055
COV053 Double Bottom
Slop Tank (Starboard)
CLV No.2 Cargo Oil Tank 028 (Centre) CLV 029
No.1 Cargo Oil Tank (Centre) H
H
CLV 001
H
CLV 002
H
CLV005 CLV006
H
CLV H 051
250
550
CLV 025
No.5 Cargo Oil Tank (Starboard)
H
CLV H 048
250
550
CLV 022
No.4 Cargo Oil Tank (Starboard)
H
CLV H 045
250
550
CLV 019
No.3 Cargo Oil Tank (Starboard)
H 250
CLV H 042
CLV 016
550
No.2 Cargo Oil Tank (Starboard)
H 250
CLV 039
H
CLV 013
550
No.1 Cargo Oil Tank (Starboard)
CLV102 CLV108
IMO No: 9323948
Section 3.4.3 - Page 5 of 12
Maersk Nautica
Deck Operating Manual
b) When the shore terminal confirm they are ready to receive cargo, the vessel can open the manifold valve connected to the shore line and commence discharge.
Close Close
Description Manifold valve connected to the shore line - port or Manifold valve connected to the shore line - starboard No.1 COP discharge valve No.1 line segregation valves
Open Open Open
Slop tank segregation valves No.2 bulkhead master valve No.1 eductor drive and suction valves
d) Commence the discharge at minimum speed, carrying out all the safety and integrity checks as the COP is started.
Open
e)
Open
No.1 eductor discharge valve to No.5 centre tank No.1 COP pump room top crossover valve No.5 centre tank suction valves
Position Open
c)
f)
Description Manifold valve connected to the shore line - port or Manifold valve connected to the shore line - starboard
Valve CLV157 or CLV161
Start No.1 COP as described in Section 2.3.
Once the system has been proved, and with the shore terminal’s agreement, increase the pump speed until the maximum permitted back-pressure or flow rate is achieved. Debottom all the tanks in that group only, by at least 1.0m to remove any water and sediment traces which may have accumulated there.
Position Close
Open
Open
Description No.1 line segregation valves No.2 and 3 wing tank suction valves
Valve CLV007, CVL008 CLV026, CLV027 CLV014, CLV040 CLV016, CLV042 CLV017, CLV043 CLV019, CLV045
g) Continue discharging until No.5 centre tank reaches 10.0m and then stop discharge from all tanks. h) Close all of the tank valves and prepare for COW of both slop tanks. Position Close Close
Description No.5 centre tank suction valves No.2 and 3 wing tank suction valves
Issue: Final Draft - November 2007
Valve CLV024, CLV050 CLV014, CLV040 CLV016, CLV042 CLV017, CLV043 CLV019, CLV045
CLV161 CLV058 CLV007, CVL008 CLV026, CLV027 CLV033, CLV034 CLV053 CLV088, CLV086 CLV084, CLV082 CLV074 CLV070 CLV024, CLV050
i)
Start No.1 COP as described in Section 2.3.
j)
Once the system has been proved, increase the pump speed and obtain the correct drive pressure onto the eductor line. This procedure takes drive from No.5 centre tank and discharges back into No.5 centre tank.
Note: Whilst this procedure is ongoing, it is important to keep a careful watch on No.5 centre ullage, as the tank strippings may increase the ullage higher than planned; due to excessive accumulation of tank residues. Position Open
Valve CLV157 or
k) Once a sufficient drive pressure on the eductor is obtained and a vacuum on the suction side, then the proposed tanks to be washed can be opened and the COW can commence. l)
The vessel should remain upright as all the slop suctions are close to the centre line bulkhead.
Position Open
Description Slop tank suction valves
Open Open
Slop tank COW machine valves COW in line strainer valves set:- port or starboard COW line master block valve
Open
Valve CLV030, CLV031 CLV032 COV076, COV077 COV002, COV003 or COV004, COV005 COV001
If the terminal are ready to receive immediately upon completion of the COW of the slop tanks, then the flow can be diverted from the COW line and eductors without stopping the cargo pump, as illustrated below.
IMO No: 9323948
m) Inform the shore terminal that the vessel is ready to resume discharge ashore, from the remaining cargo in the tanks. When permission has been granted, the discharge can resume. Position Open
Open Close Close Close Close Close
Close
Description Manifold valve connected to the shore line - port or Manifold valve connected to the shore line - starboard No.1 COP discharge valve No.1 COP pump room top crossover valve No.1 eductor drive and suction valves No.1 eductor discharge valve to No.5 centre tank COW line master block valve COW in line strainer valves set:- port or starboard Slop tank COW machine valves
Valve CLV157 or CLV161 CLV058 CLV070 CLV088, CLV086 CLV084, CLV082 CLV074 COV001 COV002, COV003 or COV004, COV005 COV076, COV077
n) Backfill the slop tanks to about 14.0m via gravity from the remaining cargo tanks, whilst discharge continues. Position Open
Open Open
Description No.1 COP pump room bottom crossover valve No.2 COP pump room bottom crossover valve No.2 COP suction valve No.2 and 3 wing tank suction valves
Close
Slop tank suction valves
Close Close Close Close
Slop tank segregation valves No.2 bulkhead master valve No.2 COP suction valve No.1 COP pump room bottom crossover valve No.2 COP pump room bottom crossover valve
Open
Close
Valve CLV065 CLV066 CLV056 CLV014, CLV040 CLV016, CLV042 CLV017, CLV043 CLV019, CLV045 CLV030, CLV031 CLV032 CLV033, CLV034 CLV053 CLV056 CLV065 CLV066
Section 3.4.3 - Page 6 of 12
Maersk Nautica
Deck Operating Manual
Illustration 3.4.3d Crude Oil Washing of No.5 Centre Tank Slop Tank (Port)
P
Key
Tank Cleaning Gun
Cargo
COV002
CLV076
COV003
CLV107 CLV 134
PI
CLV 133
Submerged Tank Cleaning Gun
65
PT
Stripping Pump Line to Manifold
65
No.4 Cargo Oil Tank (Port)
65
65
COV 078
COV 076
From Compressed Air
PI
No.5 Cargo Oil Tank (Port)
65
65
COV 084
COV 082
COV 080
No.3 Cargo Oil Tank (Port)
No.2 Cargo Oil Tank (Port)
65
65
COV 086
No.1 Cargo Oil Tank (Port)
65
COV 090
COV 088
65
65
COV 094
COV 092
COV 096
350
COV004
COV005
600
Main Deck
150
CLV113
ODME Flow Meter
ODME Flow Meter H
H
CLV 073
CLV 096
CLV097
CLV132
PT PI
CLV106
H 150
150 CLV118
CLV092
Stripping Pump 125m3/h
CLV093
CLV117
PI PT H
CLV094
P
PI
PI
PT
PT
300
No.1
VUV020
VUV 007
VUV 008
PI
H
H
CLV089 700
H
125
CLV095
H
PT PI
PI PT
CLV061
100
VUV001
P
PT
CLV098 50
650
CLV 119
CLV 122
H
PI PT
650
CLV115
PT PI
CLV 123
H
CLV 104
H CLV069
From Air
100
65
100
65
100
100
100
100
100
350
100
100
65
100
100
65
COV 028
100
100
100
350
100
65
COV 019
COV 052 65 COV 036
100
100 100
65
COV 017
COV 009
COV 038
COV 041
100
100
100
COV 051
COV 016
COV 021
COV073
65
COV 018 65 COV 045
100
100
COV 049
COV 026
COV 025 COV 022
COV 035
COV 030
COV 048
100
COV 047
COV 015 65
100
100 100
COV 040
COV 010 65
COV 011
COV 014
65
65
65
CLV063
CLV116
300
CLV 124
300
CLV090
H
750
H
600
CLV074
CLV 082
CLV130
Issue: Final Draft - November 2007
CLV101
CLV068
H
CLV 009
H
CLV 010
250
CLV 030
100
CLV131
CLV110 H CLV054
CLV 083
CLV057
600
H
650
CLV075 200
CLV127
250
COV 097
65
65
65
No.2 Cargo Oil Tank (Starboard)
H
No.4 Cargo Oil Tank (Port)
550
CLV H 049
250
CLV 023
H
No.3 Cargo Oil Tank (Port)
550
CLV H 046
CLV 020
250
550
H
CLV H 043
H
550
H
CLV 128
CLV 033
H
CLV 034
H
No.1 Cargo Oil Tank (Starboard)
No.1 Cargo Oil Tank (Port)
No.2 Cargo Oil Tank (Port) 250
CLV 017
H
550
CLV H 040
550
250
CLV 014
H
CLV 037
H
CLV 011
600
250
550
750
250
550
250
H
CLV 035
H
CLV 036
CLV H 050
CLV 024
H
CLV H 047
CLV 021
H
CLV H 044
CLV 018
H
CLV 026
H
CLV 027
H
550
CLV H 041
550
250
CLV 015
H
CLV 003
H
CLV H 004
CLV H 038
CLV 012
750
No.5 Cargo Oil Tank (Centre)
No.4 Cargo Oil Tank (Centre)
No.3 Cargo Oil Tank (Centre)
H H
750
H
CLV 031
H
CLV 032
500
Emergency Connection CLV091 with Ballast System
H
CLV008 CLV007 H
H
750
CLV067
H
COV 095
COV 093
65
No.3 Cargo Oil Tank (Starboard)
No.5 Cargo Oil Tank (Port)
500
H
300
H
650
CLV126
COV 091
COV 089 65
65
No.4 Cargo Oil Tank (Starboard)
Slop Tank (Port)
15
CLV125 650
65
No.5 Cargo Oil Tank (Starboard)
H
CLV 081
300
H
H
COV 087
COV 085
65
H
200
CLV 085
650
VUV003
650
PI
COV 083
COV 081
COV072 COV074
COV068 COV070
COV064 COV066
COV060 COV062
CLV053
CLV066
15 15
100
350
100
COV 029
COV 032
65
Slop Tank (Starboard)
CLV 087
300
H
750
CLV 121
65
750
P CLV100 50
COV 079
COV 077 65
CLV056
H
PI PT
From Air Sea Chest
100
100
CLV052
H
No.3 Cargo Oil Pump (5,500m3/h)
CLV060 CLV080
65
COV056 COV058
H
H
700
H No.3 Cargo CLV072 Line H
100
65
COV054
CLV 084
VUV002 750
CLV 120
300
H
CLV062
P CLV099 50
300
H
700
PT PI
H
CLV065
No.2 Cargo Oil Pump (5,500m3/h)
600
100
COV 031 COV 042
COV 023
COV 050
100
COV 041 65
COV 036
100
65
COV071
COV069
65
COV 027
CLV055
650
CLV059 CLV079
100
COV067
COV065 COV 020 65
PI
CLV 086
CLV 133 H
750
CLV114
No.2 Cargo CLV071 Line H
COV 039
100
100
CLV064
No.1 Cargo Oil Pump (5,500m3/h)
H
100
100
COV 007
CLV 077
100
100
65
CLV088
600
100
COV 075
No.2
PT VUV018
H
CLV058 CLV078
100
100
VUV019
100
H No.1 Cargo CLV070 Line H
100 20
COV 030
COV 033
COV 049
100
COV063
COV061 COV 034 65
65
COV 052
CLV 105
PT PI
100
600
250
COV 043
100
VUV 009
COV 001 To Vacuum Pumps
250
Pump Room Bilge Suction
COV059
COV057 COV 038 65
COV 006 65
H
100
From Drain Tank
H 150
350
COV055
COV053 Double Bottom
Slop Tank (Starboard)
CLV No.2 Cargo Oil Tank 028 (Centre) CLV 029
No.1 Cargo Oil Tank (Centre) H
H
CLV 001
H
CLV 002
H
CLV005 CLV006
H
CLV H 051
250
550
CLV 025
No.5 Cargo Oil Tank (Starboard)
H
CLV H 048
250
550
CLV 022
No.4 Cargo Oil Tank (Starboard)
H
CLV H 045
250
550
CLV 019
No.3 Cargo Oil Tank (Starboard)
H 250
CLV H 042
CLV 016
550
No.2 Cargo Oil Tank (Starboard)
H 250
CLV 039
H
CLV 013
550
No.1 Cargo Oil Tank (Starboard)
CLV102 CLV108
IMO No: 9323948
Section 3.4.3 - Page 7 of 12
Maersk Nautica
Deck Operating Manual
o) Continue discharge of No.2 and 3 wing tanks, along with No.5 centre, using the vacuum unit whilst draining these tanks. p) Stop No.1 COP and prepare for COW of these tanks. The stripping of the port wing tanks should be completed first, and then COW of these tanks using one of the ballast tanks to maintain a slight port list. Thereafter by listing to port, the centre and the starboard wing tanks can be stripped to the slop tank, and thus COW of the centre tank and wing tanks would be conducted with the vessel listing to port. Position Close
Close Close
No.5 centre tank suction valves Manifold valve connected to the shore line - port or Manifold valve connected to the shore line - starboard No.1 COP discharge valve No.1 COP suction valve Port slop tank pump room suction valve
Close Close Open Position Open Open Open Open Open
Description No.2 and 3 wing tank suction valves
Description No.1 COP pump room bottom crossover valve No.1 COP pump room top crossover valve No.1 eductor drive and suction valves No.1 eductor discharge valve to starboard slop tank Slop tank levelling line valves
Valve CLV014, CLV040 CLV016, CLV042 CLV017, CLV043 CLV019, CLV045 CLV024, CLV050 CLV157 or CLV161 CLV058 CLV055 CLV064 Valve CLV065
Position Open
Open Open
Description No.2 and 3 port wing tank stripping suction valves No.2 and 3 port wing tank COW machine valves COW in line strainer valves set:- port or starboard COW line master block valve No.2 and 3 port wing tank COW machine valves No.2 and 3 port wing tank stripping suction valves No.2 and 3 starboard wing tank stripping suction valves No.2 and 3 starboard wing tank COW machine valves No.2 and 3 starboard wing tank COW machine valves No.2 and 3 starboard wing tank stripping suction valves No.5 centre tank stripping suction valve No.5 centre tank COW machine valves
Close
No.5 centre tank COW machine valves
Close
No.5 centre tank stripping suction valve
Open Open
Open Close Close Open Open Close Close
Position Open
COV092, COV090 COV086, COV088 COV002, COV003 or COV004, COV005 COV001 COV092, COV090 COV086, COV088 CLV040, CLV043
Open Open Open
CLV042, CLV045
Close
COV093, COV091 COV089, COV087 COV093, COV091 COV089, COV087 CLV042, CLV045 CLV050 COV036 COV041, COV052 COV036 COV041, COV052 CLV050
CLV070 CLV088, CLV086 CLV081 CLV075
If the terminal are ready to receive immediately upon completion of the COW of the tanks, then the flow can be diverted from the COW line and eductors without stopping the cargo pump, as illustrated below. t)
CLV009, CLV010
q) Start No.1 COP as described in Section 2.3. r)
Once the system has been proved, increase the pump speed and obtain the correct drive pressure onto the eductor line. This procedure takes drive from the port slop and discharges into the starboard slop tank.
s)
Once a sufficient drive pressure on the eductor is obtained and a vacuum on the suction side, then the proposed tanks to be washed can be opened and the COW can commence.
Issue: Final Draft - November 2007
Valve CLV040, CLV043
Inform the shore terminal that the vessel is ready to resume discharge ashore, from the remaining cargo in the slop tanks. When permission has been granted, the discharge can resume initially from the port slop tank, and then from both of the slop tanks down to stripping with the vacuum unit in use.
Position Open
Open Close
Description Manifold valve connected to the shore line - port or Manifold valve connected to the shore line - starboard No.1 COP discharge valve No.1 COP pump room top crossover valve IMO No: 9323948
Valve CLV157 or
Close Close Close Close
Close
Description Slop tank suction valves
Valve CLV030, CLV031 CLV032 Slop tank segregation valves CLV033, CLV034 No.2 COP pump suction valve CLV056 No.2 COP pump room bottom crossover CLV066 valve Port slop tank pump room suction valve CLV064 Slop tank levelling line valves CLV009, CLV010 No.1 eductor drive and suction valves CLV088, CLV086 CLV081 No.1 eductor discharge valve to CLV075 starboard slop tank COW in line strainer valves set:- port COV002, COV003 or or starboard COV004, COV005 COW line master block valve COV001
u) When the slop tanks have been stripped, and the cargo pump stopped, lines that have been used for that grade must be stripped dry in the method as described in Section 3.4.1a.
Third Stage:- Group I a)
The inert gas system should be in operation, and the cargo pump should be ready. All cargo valves should have been closed upon completion of the last grade discharged ashore. Set up the cargo system and tanks ready to commence the discharge of this grade.
Position Open Open Open Open Open
Description Deck IG isolating valves No.4 centre tank suction valves No.3 bulkhead master valve No.3 COP suction valve No.3 COP discharge valve
Valve NDV002, NDV005 CLV021, CLV047 CLV054 CLV057 CLV060
b) When the shore terminal confirm they are ready to receive cargo, the vessel can open the manifold valve connected to the shore line and commence discharge.
CLV161 CLV058 CLV070
Section 3.4.3 - Page 8 of 12
Maersk Nautica
Deck Operating Manual
Illustration 3.4.3e Crude Oil Washing of No.5 Wing Tanks Key
Slop Tank (Port)
P Tank Cleaning Gun
Cargo
COV002
CLV076
COV003
CLV107 CLV 134
PI
CLV 133
Submerged Tank Cleaning Gun
65
PT
Stripping Pump Line to Manifold
65
No.4 Cargo Oil Tank (Port)
65
65
COV 078
COV 076
From Compressed Air
PI
No.5 Cargo Oil Tank (Port)
65
65
COV 084
COV 082
COV 080
No.3 Cargo Oil Tank (Port)
No.2 Cargo Oil Tank (Port)
65
65
COV 086
No.1 Cargo Oil Tank (Port)
65
COV 090
COV 088
65
65
COV 094
COV 092
COV 096
350
COV004
COV005
600
Main Deck
150
CLV113
ODME Flow Meter
ODME Flow Meter H
H
CLV 073
CLV 096
CLV097
CLV132
PT PI
CLV106
H 150
150 CLV118
CLV092
Stripping Pump 125m3/h
CLV093
CLV117
PI PT H
CLV094
P
PI
PI
PT
PT
300
No.1
VUV020
VUV 007
VUV 008
PI
H
H
CLV089 700
H
125
CLV095
H
PT PI
PI PT
CLV061
100
VUV001
P
PT
CLV098 50
650
CLV 119
CLV 122
H
PI PT
650
CLV115
PT PI
CLV 123
H
CLV 104
H CLV069
From Air
65
100
100
COV 047 65
COV 035
COV 030
COV 048 100
100
100
100
100
65
COV 022
100
350
100
100
100
65
COV 028
100
100
100
350
100
65
COV 019
COV 052 65 COV 036
100
100 100
65
COV 017
COV 009
COV 038
COV 041
100
100
100
COV 051
COV 033
COV 021
COV073
65
COV 018 65 COV 045
100
100
COV 049
COV 026
COV 025
100
100 100
COV 040
COV 010 65
COV 011
COV 014
65
65
CLV063
CLV116
300
CLV 124
300
CLV090
H
750
H
600
CLV074
CLV 082
CLV130
Issue: Final Draft - November 2007
CLV101
CLV068
H
CLV 009
H
CLV 010
250
CLV 030
100
CLV131
CLV110 H CLV054
CLV 083
CLV057
600
H
650
CLV075 200
CLV127
250
COV 095
COV 093
65
COV 097
65
65
65
No.2 Cargo Oil Tank (Starboard)
H
No.4 Cargo Oil Tank (Port)
550
CLV H 049
250
CLV 023
H
No.3 Cargo Oil Tank (Port)
550
CLV H 046
CLV 020
250
550
H
CLV H 043
H
550
H
CLV 128
CLV 033
H
CLV 034
H
No.1 Cargo Oil Tank (Starboard)
No.1 Cargo Oil Tank (Port)
No.2 Cargo Oil Tank (Port) 250
CLV 017
H
550
CLV H 040
550
250
CLV 014
H
CLV 037
H
CLV 011
600
250
550
750
250
550
250
H
CLV 035
H
CLV 036
CLV H 050
CLV 024
H
CLV H 047
CLV 021
H
CLV H 044
CLV 018
H
CLV 026
H
CLV 027
H
550
CLV H 041
550
250
CLV 015
H
CLV 003
H
CLV H 004
CLV H 038
CLV 012
750
No.5 Cargo Oil Tank (Centre)
No.4 Cargo Oil Tank (Centre)
No.3 Cargo Oil Tank (Centre)
H H
750
H
CLV 031
H
CLV 032
500
Emergency Connection CLV091 with Ballast System
H
CLV008 CLV007 H
H
750
CLV067
H
65
No.3 Cargo Oil Tank (Starboard)
No.5 Cargo Oil Tank (Port)
500
H
300
H
650
CLV126
COV 091
COV 089
65
No.4 Cargo Oil Tank (Starboard)
Slop Tank (Port)
15
CLV125 650
65
No.5 Cargo Oil Tank (Starboard)
H
CLV 081
300
H
H
COV 087
COV 085
65
H
200
CLV 085
650
VUV003
650
PI
COV 083
COV 081
COV072 COV074
COV068 COV070
COV064 COV066
COV060 COV062
CLV053
CLV066
15 15
100
COV 015 65
65
65
Slop Tank (Starboard)
CLV 087
300
H
750
CLV 121
65
750
P CLV100 50
COV 079
COV 077 65
CLV056
H
PI PT
From Air Sea Chest
100
350
100
COV 029
CLV052
H
No.3 Cargo Oil Pump (5,500m3/h)
CLV060 CLV080
100
100
COV 015
COV056 COV058
H
H
700
H No.3 Cargo CLV072 Line H
100
65
COV054
CLV 084
VUV002 750
CLV 120
300
H
CLV062
P CLV099 50
300
H
700
PT PI
H
CLV065
No.2 Cargo Oil Pump (5,500m3/h)
600
65
COV 023
COV071
COV069
65
COV 027
CLV055
650
CLV059 CLV079
100
COV 031 COV 042
65
COV 050
100
COV 041 65
COV 036
100
COV067
COV065 COV 020 65
PI
CLV 086
CLV 133 H
750
CLV114
No.2 Cargo CLV071 Line H
COV 039
100
COV 030
COV 033
100
100
CLV064
No.1 Cargo Oil Pump (5,500m3/h)
H
100
100
COV 007
CLV 077
100
100
65
CLV088
600
100
100
COV 075
No.2
PT VUV018
H
CLV058 CLV078
100 20
VUV019
100
H No.1 Cargo CLV070 Line H
COV 049
100
COV063
COV061 COV 034 65
65
COV 052
CLV 105
PT PI
100
600
250
COV 013
100
VUV 009
COV 001 To Vacuum Pumps
250
Pump Room Bilge Suction
COV059
COV057 COV 038 65
COV 006 65
H
100
From Drain Tank
H 150
350
COV055
COV053 Double Bottom
Slop Tank (Starboard)
CLV No.2 Cargo Oil Tank 028 (Centre) CLV 029
No.1 Cargo Oil Tank (Centre) H
H
CLV 001
H
CLV 002
H
CLV005 CLV006
H
CLV H 051
250
550
CLV 025
No.5 Cargo Oil Tank (Starboard)
H
CLV H 048
250
550
CLV 022
No.4 Cargo Oil Tank (Starboard)
H
CLV H 045
250
550
CLV 019
No.3 Cargo Oil Tank (Starboard)
H 250
CLV H 042
CLV 016
550
No.2 Cargo Oil Tank (Starboard)
H 250
CLV 039
H
CLV 013
550
No.1 Cargo Oil Tank (Starboard)
CLV102 CLV108
IMO No: 9323948
Section 3.4.3 - Page 9 of 12
Maersk Nautica Position Open
c)
Description Manifold valves connected to the shore lines - port or Manifold valves connected to the shore lines - starboard
Deck Operating Manual Valve CLV155, CLV154 or CLV159, CLV158
Start No.3 COP as described in Section 2.3
d) Commence the discharge at minimum speed, carrying out all the safety and integrity checks as the COP is started. e)
f)
Once the system has been proved, and with the shore terminal’s agreement, increase the pump speed until the maximum permitted back-pressure or flow rate is achieved. Debottom all the tanks in that group only, by at least 1.0m to remove any water and sediment traces which may have accumulated there.
Position Open Open
Description No.3 line segregation valves No.5 wing tank suction valves
Open
No.1 and 2 centre tank suction valves
Valve CLV005, CVL006 CLV023, CLV049 CLV025, CLV051 CLV012, CLV038 CLV015, CLV041
Position Open
Description No.3 COP pump room bottom crossover valve
Valve CLV067
h) Continue discharge of No.5 wing tanks, along with No.1, 2 and 4 centre tanks, using the vacuum unit whilst draining these tanks. i)
Stop No.3 COP and prepare for COW of these tanks.
The stripping of the wing tanks should be completed first, and then COW of these tanks. Thereafter by listing to port, the centre tanks can be stripped to the slop tank, and thus COW of the centre tanks would be conducted with the vessel listing to port. Position Close Close Close
Open Open
Description No.3 COP suction valve No.3 COP discharge valve Manifold valves connected to the shore lines - port, or Manifold valves connected to the shore lines - starboard Port slop tank pump room suction valve No.3 COP pump room bottom crossover valve
Valve CLV057 CLV060 CLV155, CLV154 or CLV159, CLV158 CLV064 CLV067
g) Discharge these tanks to 10.0m ullage, and the slop tanks can be backfilled to 14.0m ullage. Position Open
Open Open Open Open
Description No.3 COP pump room bottom crossover valve No.2 COP pump room bottom crossover valve No.2 COP pump suction valve No.2 bulkhead master valve Slop tank segregation valves Slop tank suction valves
Close
Slop tank suction valves
Close Close Close Close
Slop tank segregation valves No.2 bulkhead master valve No.2 COP pump suction valve No.2 COP pump room bottom crossover valve
Open
Issue: Final Draft - November 2007
Valve CLV067
Position
Description
Valve
Open
CLV072
CLV066
Open
No.3 COP pump room top crossover valve No.1 eductor drive and suction valves
CLV056 CLV053 CLV033, CLV034 CLV030, CLV031 CLV032 CLV030, CLV031 CLV032 CLV033, CLV034 CLV053 CLV056 CLV066
CLV088, CLV086 CLV084, CLV085 CLV083
Open
No.1 eductor discharge valve to starboard CLV075 slop tank
Open
Slop tank levelling line valves
j)
l)
Once a sufficient drive pressure on the eductor is obtained and a vacuum on the suction side, then the proposed tanks to be washed can be opened and then COW recommence in the sequence of the wings and then the centre tanks.
m) Wash No.5 wings with the vessel upright. A list to port will facilitate the stripping of the starboard wing tank and for the centre tanks. This can be achieved with the ballast tanks. Note: Whilst this procedure is ongoing, it is important to keep a careful watch on the slop tank ullages, as the tank strippings may increase the ullage higher than planned; due to excessive accumulation of tank residues. Position Open Open
Description No.5 wing tank stripping suction valves No.5 wing tank COW machine valves
Open
Open Close
COW in line strainer valves set:- port or starboard COW line master block valve No.5 wing tank COW machine valves
Close Open Open
No.5 wing tank stripping suction valves No.1 centre tank stripping suction valve No.1 centre tank COW machine valves
Position Close
Description No.1 centre tank COW machine valves
Close Open Open
No.1 centre tank stripping suction valve No.2 centre tank stripping suction valve No.2 centre tank COW machine valves
Close
No.2 centre tank COW machine valves
Close Open Open
No.2 centre tank stripping suction valve No.4 centre tank stripping suction valve No.4 centre tank COW machine valves
CLV009, CLV010
Start No.3 COP as described in Section 2.3.
k) Once the system has been proved, increase the pump speed and obtain the correct drive pressure onto the eductor line. This procedure takes drive from the port slop tank and discharges into the starboard slop tank.
IMO No: 9323948
Valve CLV049, CLV051 COV080, COV078 COV081, COV079 COV002, COV003 or COV004, COV005 COV001 COV080, COV078 COV081, COV079 CLV049, CLV051 CLV038 COV041, COV052 COV036, COV040 COV011, COV051 Valve COV041, COV052 COV036, COV040 COV011, COV051 CLV038 CLV041 COV045, COV015 COV019, COV016 COV049 COV045, COV015 COV019, COV016 COV049 CLV041 CLV047 COV050, COV033 COV049, COV032 COV029
Section 3.4.3 - Page 10 of 12
Maersk Nautica
Deck Operating Manual
Illustration 3.4.3f Stripping Slop Tanks
50 700
CLV192 CLV176
CLV 129
700
From Inert Gas Main Line
700
200 200
CLV 184
CLV 185
25
350
To Tank Cleaning Main
No.4 Cargo Oil Tank (Port)
Double Bottom
CLV113 600
ODME Flow Meter
ODME Flow Meter H
CLV 073
H
CLV 096
100
From DrainTank CLV132
PT PI
H CLV097
H 150
Stripping Pump 125m3/h
CLV093
VUV 007
300
PI
VUV018
H
PT PI
CLV070
125
CLV095
H
PI PT
VUV001
600
650
CLV 119
CLV114
CLV 122
H
PI PT
CLV059 CLV079 700
650
CLV 120
CLV115
600
CLV 123
PT
PT PI
CLV072
CLV060 CLV080
25
CLV100 50
Compressed Air H
Sea Chest
CLV063
CLV116
650
CLV 121
PI
CLV 124
CLV069
CLV 081
CLV125 650
600
H
H CLV074
CLV 082
750
CLV130
Issue: Final Draft - November 2007
CLV101
CLV068
200
200
500
H
CLV 009
H
CLV 010
250
CLV 030
H
550
CLV H 049
250
CLV 023
H
550
CLV H 046
No.2 Cargo Oil Tank (Port)
No.3 Cargo Oil Tank (Port)
No.4 Cargo Oil Tank (Port)
No.5 Cargo Oil Tank (Port)
Slop Tank (Port)
CLV131
CLV110
300
H CLV054
CLV 083
CLV057
CLV127
250
CLV 020
250
550
H
CLV H 043
H
550
600
H
650
CLV075
200
H
CLV 128
Emergency Connection CLV091 with Ballast System 600
H
250
550
750
250
250
CLV 017
H
550
250
CLV008 CLV007 H
CLV 033
H
CLV 034
H
100
CLV067
H
CLV 191
65
H CLV090
750
300
H
650
CLV126
15
300
H
H
CLV 190 200
CLV 169
25
CLV193 CLV179
H
15 15
From Compressed Air
200
CLV 085
650
750
CLV 189
CLV 168
25
CLV173
750
P
CLV 188
CLV 167
25
50
H
CLV H 050
No.1 Cargo Oil Tank (Port)
550
CLV H 040
550
250
CLV 014
H
CLV 037
H
CLV 011
H
CLV 035
H
CLV 036
CLV 024
H
CLV H 047
CLV 021
H
CLV H 044
CLV 018
H
CLV 026
H
CLV 027
H
550
CLV H 041
250
CLV 015
H
CLV 003
H
CLV H 004
550
CLV H 038
CLV 012
750
CLV053
CLV066
VUV003
CLV 166
200
CLV056
H
PI PT
300
CLV 172
CLV161
CLV160
CLV183
CLV182
From Compressed Air
CLV 087
300
H
No.3 Cargo Oil Pump 5,500m3/h
H
H
CLV159
CLV158
25
CLV052
H
700
H
CLV 104
H
H
H
CLV171 50
200
CLV 084
VUV002 750
CLV099 50
300
H
CLV062
P
H
300
H
700
PT PI
700
CLV153
CLV177 CLV178
CLV107 CLV 134
CLV 133
H
CLV065
No.2 Cargo Oil Pump 5,500m3/h
CLV071
700
CLV055
650
H
CLV 086
CLV 133 H
750
CLV098 50
700
No.4 Cargo Oil Tank (Starboard)
CLV064 CLV061
100
P
CLV058 CLV078 700
H
No.1 Cargo Oil Pump 5,500m3/h
H
CLV 105
PI
H
CLV152
No.2
PT
700
PT
PT
VUV019
CLV089
PT
700
No.1
PT PI
H
250
CLV181
150
CLV 077
PT
CLV088
700
CLV 076
PI
100
H
250
PI
PT
100
VUV 008
CLV157
100
VUV020
VUV 009
To Vacuum Pumps
CLV156
CLV170
100
350
600
PI
CLV155
CLV 165
700
P
CLV092
CLV154
CLV 164
CLV151
P
150
25
CLV 163
700
CLV118 H
CLV106
CLV117
PI PT
H 150 CLV094
Pump Room Bilge Suction
CLV 187
100
ODME Control Signal
Main Deck
150
50
CLV174 CLV175
Key Cargo
200
25
CLV 162
CLV180
200
CLV 186
25
CLV103 CLV109
150
200
No.5 Cargo Oil Tank (Centre)
No.4 Cargo Oil Tank (Centre)
No.3 Cargo Oil Tank (Centre)
H H
750
H
CLV 031
H
CLV 032
500
Slop Tank (Starboard)
CLV No.2 Cargo Oil Tank 028 (Centre) CLV 029
No.1 Cargo Oil Tank (Centre) H
H
CLV 001
H
CLV 002
H
CLV005 CLV006
H
CLV H 051
250
550
CLV 025
No.5 Cargo Oil Tank (Starboard)
H
CLV H 048
250
550
CLV 022
No.4 Cargo Oil Tank (Starboard)
H
CLV H 045
250
550
CLV 019
No.3 Cargo Oil Tank (Starboard)
H 250
CLV H 042
CLV 016
550
No.2 Cargo Oil Tank (Starboard)
H 250
CLV 039
H
CLV 013
550
No.1 Cargo Oil Tank (Starboard)
CLV102 CLV108
IMO No: 9323948
Section 3.4.3 - Page 11 of 12
Maersk Nautica Position Close
Description No.4 centre tank COW machine valves
Close
No.4 centre tank stripping suction valve
Deck Operating Manual Valve COV050, COV033 COV049, COV032 COV029 CLV047
n) Inform the shore terminal that the vessel is ready to resume discharge ashore, from the remaining cargo in the slop tanks. When permission has been granted, the discharge can resume initially from the starboard slop tank, and then from both of the slop tanks down to stripping with the vacuum unit in use. Position Open
Open Close Open Open Open Open Open Open Position Close Close Close
Close Close Close
Description Valve Manifold valves connected to the shore CLV155, CLV154 lines - port, or Manifold valves connected to the shore or lines - starboard CLV159, CLV158 No.3 COP discharge valve CLV060 No.3 COP pump room top crossover CLV072 valve Slop tank suction valves CLV030, CLV031 CLV032 Slop tank segregation valves CLV033, CLV034 No.2 bulkhead master valve CLV053 No.2 COP pump suction valve CLV056 No.2 COP pump room bottom crossover CLV066 valve No.3 COP pump room bottom crossover CLV065 valve Description Port slop tank pump room suction valve Slop tank levelling line valves No.1 eductor drive and suction valves
Valve CLV064 CLV009, CLV010 CLV088, CLV086 CLV084, CLV085 CLV083 No.1 eductor discharge to starboard slop CLV075 tank valve COW line master block valve COV001 COW in line strainer valves set:- port COV002, COV003 or or starboard COV004, COV005
o) When the slop tanks have been stripped, and the cargo pump stopped, all the lines must be stripped dry in the method as described in Section 3.4.1a.
Issue: Final Draft - November 2007
IMO No: 9323948
Section 3.4.3 - Page 12 of 12
3.5
Crude Oil Washing and Tank Cleaning System
3.5.1
Crude Oil Washing
3.5.2
Water Wash (Cold or Hot)
Illustrations
3.5.1a Crude Oil Washing Program
3.5.2a Closed Cycle Washing
Maersk Nautica
Deck Operating Manual
Illustration 3.5.1a Crude Oil Washing Progam
Port Slop
No.5 Port Wing
No.5 Centre
No.4 Port Wing
No.3 Port Wing
No.2 Port Wing
No.1 Port Wing
No.4 Centre
No.3 Centre
No.2 Centre
No.1 Centre
No.4 Stb'd Wing
No.3 Stb'd Wing
No.2 Stb'd Wing
No.1 Stb'd Wing
Dump Tank
Stb'd Slop
No.5 Stb'd Wing
Key 1st Voyage 2nd Voyage
3rd Voyage
4th Voyage
Heavy Weather Ballast
Issue: Final Draft - November 2007
IMO No: 9323948
Section 3.5.1 - Page 1 of 2
Maersk Nautica 3.5
Crude Oil Washing and Tank Cleaning System
3.5.1 Crude Oil Washing Cargo oil tanks are crude oil washed to comply with both legislation (contingency ballast requirements) and charterer’s requirements in order to achieve maximum out-turn. This usually would be No.3 centre cargo oil tank only if determined to be used for heavy weather ballast and one quarter of the remainder. However, no tank requires to be washed more than once in four months, with the exception of ballast requirements.
Deck Operating Manual Before commencing cow it is necessary to debottom all cargo oil tanks, including the slop tanks. This will remove any water that may have settled during transit, this debottoming will considerably reduce the risk of any static charges that may be created during washing. Where any tank has been used for load on top and it is intended to use them for COW, they should be discharged in their entirety and then recharged, the levels of which are arbitrary but must be of a sufficient ullage to maintain adequate pump suction and close to the balance line outlet. The balance line outlet is at approximately 14m above the tank floor level in the port ‘clean’ slop tank, and the inlet 0.4m above the tank bottom in the starboard ‘dirty’ slop tank.
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 the 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 washing will be necessary if the tank is to be used for clean ballast.
If both of the slop tanks are to be used for crude oil washing, this method is described as a closed cycle wash. This permits monitoring of the tank ullages and any subsequent loss or gain is better detected and controlled, and it is isolated from the bulk discharge of the cargo. It is quite feasible to utilise a single slop tank for the operation, reducing the level occasionally to maintain a safe ullage.
A typical crude oil washing program is as follows:
Cargo oil tanks can be crude oil washed during discharge by pumping dry crude, at a back-pressure of about 8 bar, bled from the discharge of one of the cargo oil pumps via the tank cleaning line to the tank cleaning machines while discharging from a cargo tank, known as open cycle washing. Should the pressure to the tank cleaning guns drop below 6 bar then crude oil washing must be stopped until the pressure can be raised to a satisfactory level.
1st voyage
No.1 and 3 wing tanks
2nd voyage
No.1 centre tank, No.2 wing tanks and a slop tank
3rd voyage
No.4 and 5 wing tanks
4th voyage
No.2, 3, and 5 centre tanks and one slop tank
The heavy weather ballast tank must be washed at every discharge, ie, No.3 centre cargo oil tank. Leakage of crude oil from the cow system is a potential fire and pollution hazard. Before use, the system should be pressure tested to the maximum working pressure and any leaks made good. Reference should be made to the vessel’s approved Crude Oil Washing Manual. During COW operations the system must be kept under continuous observation and the tanks fully inerted. Crude oil washing must be stopped immediately if there are any signs of leakage or a malfunction is detected, or there is a failure of the Inert Gas (IG) system.
When the slop tanks are used for COW, the eductors are driven by the same cargo oil pump that is being used to drive the cow machines. It is also used to drain the oil fractions from the cargo tank bottom to a slop tank. Good draining is essential during cow operations. The stripping suctions are in wells and an appropriate slight list during draining could be beneficial. Do not open the eductor suctions to the COTs until the drive fluid pressure is 10 bar or more at the eductor inlet, otherwise the drive fluid may run back through the eductors into the cargo tanks. During COW operations one of the major factors in ensuring the tank top and bulkheads are cleaned of all residues, is the level of solvency in the crude oil washing medium. As the period of crude oil washing continues, this level of solvency will diminish if only one source is being used and is known then as wet crude. The number of tanks required to be crude oil washed as per the charterer’s instructions (possibly a full wash of all tanks) may well be above the minimum MARPOL requirement. It may be necessary to crude oil wash partly during discharge of the cargo in an open cycle wash, then use of the slop tanks in a closed cycle, and after a number of tanks have been washed to recharge the slop tanks with fresh ‘dry’ crude. During the transit period to the discharge port it is advisable when hand dipping the tanks to gauge the degree of sediment and sludge residues at the tank bottom. The degree of sediment present can influence the amount of time it will
Issue: Final Draft - November 2007
IMO No: 9323948
take to conduct a COW of the individual tanks and the quantity of remaining on board (ROB) at the finish of discharge. Therefore, when formulating the discharge plan, it may be necessary to take this information into account when setting the stagger for the tanks. The suitability of the crude oil to be used for COW must be considered. Attention is drawn to the difficulties which may be encountered with certain crude oils. During the discharge of crude oils that exhibit the necessary criteria that would create either pumpability problems or sludge deposition, crude oil washing of each tank scheduled for such an operation should be carried out concurrently with the discharging of the particular tank in order to minimise the effect on the crude oil residues cooling. Cooling will increase both the kinematic and dynamic viscosities of the tank residues and therefore affect the efficency of the crude oil washing programme. Kinematic viscosity of a fluid is described as the measure of resistance to flow with gravitation under its own mass force. This is normally reported in centistokes (cSt or mm²/s). Dynamic viscosity of a fluid is described as the measure of resistance to flow with an induced shear stress or at a known rate of shear. This is normally reported in centipose (cps) or millipascal seconds (mPas). It is commonly perceived as ‘thickness’, or resistance to pouring. Thus for simplicity, water is ‘thin’, having a low viscosity, while crude oil is ‘thick’ having a high viscosity. As a general guidance to the suitability of an oil for crude oil washing on board this vessel, the following criteria should be considered for aromatic crude oils, which make up to about 10% of the crude oils, whose linematic viscosity is the temperature controlling characteristics: • The kinematic viscosity of the oil used for crude oil washing should not exceed 60 CSE at the oil wash medium temperature. • The cargo should be discharged at a temperature which exceeds its pour point by at least 10ºC. • All necessary precautions should be taken to prevent the washing oil from solidifying in the COW piping. Potentially difficult crude oils due to their high pour point or high viscosity: Amna, Ardjuna, Bu Affitel, Cabinda, Cinta, Duri, Jatibarang, Labuan, Laguna, Lagunillas, Lucina, Maya, Minas (Sumatra Light), Sarir, Shengali, Tapis, Tia Juana Pesado and Tila. The above is not to be regarded as exhaustive and the charterers should always be consulted with regards to suitability for the oil to be used for crude oil washing.
Section 3.5.1 - Page 2 of 2
Maersk Nautica
Deck Operating Manual
Illustration 3.5.2a Closed Cycle Washing Key
Tank Cleaning Gun
COV002
Cargo Line No.2
Slop Tank (Port)
P COV003
CLV076
Submerged Tank Cleaning Gun
CLV107 CLV 134
PI
CLV 133
65
PT
Stripping Pump Line to Manifold
65
No.4 Cargo Oil Tank (Port)
65
65
COV 078
COV 076
From Compressed Air
PI
No.5 Cargo Oil Tank (Port)
COV 080
No.3 Cargo Oil Tank (Port)
65
65
COV 084
COV 082
No.2 Cargo Oil Tank (Port)
65
65
COV 086
No.1 Cargo Oil Tank (Port)
65
COV 090
COV 088
65
65
COV 092
COV 094
COV 096
350
COV004
COV005
600
CLV113
ODME Flow Meter
ODME Flow Meter H
CLV 073
CLV 096
CLV097
CLV132
PT PI
H
CLV094
CLV106
H 150
CLV117
150 CLV118
CLV092
Stripping Pump 125m3/h
CLV093
P
PI
PI
PT
PT
300
No.1
VUV020
VUV 009
VUV 007
VUV 008
PI
H
H
CLV089 700
No.1 Cargo Oil Pump (5,500m3/h)
PT PI
PI PT
H
125
CLV095
H
100
VUV001
P
PT
CLV098 50
650
CLV 119
CLV 122
CLV061
H
PI PT
650
CLV 120
CLV115
PT PI
CLV 123
H
CLV 104
CLV069
From Air
COV 041
100
100
COV 031 65
COV 014
100
350
100
100
COV 029 65
COV 032
100
65
COV 035
COV 048
100
100
COV 025
100
COV 026 65
COV 022
100
350
100
100
100
65
100
350
100
65
COV 019
COV 052 65 COV 036
100
COV 016
COV 021
COV073
65
COV 018 65
100
100
COV 049 COV 028
100
100
COV071
COV 045
COV 030
100
100
100
COV 047
COV 015 65
65
COV 041
100
100
100
COV 051 COV 017
COV 009
COV 038
100 100
100
COV 010
100 100
COV 040 65
COV 011
COV 014
65
65
65
CLV100 50
CLV063
650
CLV 121
CLV116
PI
300
CLV 124
300
CLV130
Issue: Final Draft - November 2007
CLV101
CLV068
COV 087
COV 089
65
COV072 COV074 COV 093
COV 091
65
65
No.3 Cargo Oil Tank (Starboard)
COV 095
COV 097
65
65
65
No.2 Cargo Oil Tank (Starboard)
No.1 Cargo Oil Tank (Starboard)
500
H H
CLV 009
H
CLV 010
250
CLV 030
H
550
CLV H 049
250
CLV 023
H
550
CLV H 046
CLV 020
250
550
H
CLV H 043
No.1 Cargo Oil Tank (Port)
No.2 Cargo Oil Tank (Port)
No.3 Cargo Oil Tank (Port)
No.4 Cargo Oil Tank (Port)
No.5 Cargo Oil Tank (Port)
Slop Tank (Port)
CLV090
H
750
H
600
CLV074
CLV 082
100
CLV131
CLV110 H CLV054
CLV 083
CLV057
600
H
650
CLV075 200
CLV127
250
H
550
H
CLV 128
CLV 033
H
CLV 034
H
250
CLV 017
H
550
CLV H 040
550
250
CLV 014
H
CLV 037
H
CLV 011
600
250
550
750
250
550
250
H
CLV 035
H
CLV 036
CLV H 050
CLV 024
H
CLV H 047
CLV 021
H
CLV H 044
CLV 018
H
CLV 026
H
CLV 027
H
550
CLV H 041
550
250
CLV 015
H
CLV 003
H
CLV H 004
CLV H 038
CLV 012
750
No.5 Cargo Oil Tank (Centre)
No.4 Cargo Oil Tank (Centre)
No.3 Cargo Oil Tank (Centre)
H H
750
H
CLV 031
H
CLV 032
500
Emergency Connection CLV091 with Ballast System
H
CLV008 CLV007 H
H
750
CLV067
H
COV 085
No.4 Cargo Oil Tank (Starboard)
H
300
H
650
CLV126
COV068 COV070
COV064 COV066
65
No.5 Cargo Oil Tank (Starboard)
15
CLV125 650
COV 083 65
H
CLV 081
300
H
H
COV 081 65
Slop Tank (Starboard)
200
CLV 085
650
750
COV060 COV062
CLV053
CLV066
VUV003
COV 079 65
CLV 087
300
H
15 15
100
COV069
65
COV 027
COV 023
65
COV 077 65
750
P
H
100 100
COV056 COV058
CLV056
H
PI PT
From Air Sea Chest
100
COV067
COV 020 65
65
COV 050
CLV052
H
No.3 Cargo Oil Pump (5,500m3/h)
CLV060 CLV080
100
65
COV 036
H
H
700
H No.3 Cargo CLV072 Line H
COV 039
COV054
CLV 084
VUV002 750
CLV099 50
300
H
CLV062
P
600
COV 033
100
100
CLV064 300
CLV065
700
PT PI
H
H
No.2 Cargo Oil Pump (5,500m3/h)
CLV059 CLV079
100
100
COV 007
CLV 077
100
100
COV 030
COV065
CLV055
650
No.2 Cargo CLV071 Line H
100
COV 034 65
COV063
PI
CLV 086
CLV 133 H
750
CLV114
H
100
100
COV061
65
65
CLV088
600
COV 043 COV 049
100
COV 075
No.2
PT VUV018
H
CLV058 CLV078
100 20
VUV019
100
H No.1 Cargo CLV070 Line H
COV 038 65 COV 052
CLV 105
PT PI
100
600
250
COV059
100
COV 001 To Vacuum Pumps
250
Pump Room Bilge Suction
PI PT
COV057
COV 006 65
H
100
From DrainTank
H 150
350
Double Bottom
Main Deck
150
H
COV055
COV053
Slop Tank (Starboard)
CLV No.2 Cargo Oil Tank 028 (Centre) CLV 029
No.1 Cargo Oil Tank (Centre) H
H
CLV 001
H
CLV 002
H
CLV005 CLV006
H
CLV H 051
250
550
CLV 025
No.5 Cargo Oil Tank (Starboard)
H
CLV H 048
250
550
CLV 022
No.4 Cargo Oil Tank (Starboard)
H
CLV H 045
250
550
CLV 019
No.3 Cargo Oil Tank (Starboard)
H 250
CLV H 042
CLV 016
550
No.2 Cargo Oil Tank (Starboard)
H 250
CLV 039
H
CLV 013
550
No.1 Cargo Oil Tank (Starboard)
CLV102 CLV108
IMO No: 9323948
Section 3.5.2 - Page 1 of 2
Maersk Nautica 3.5.2 Water Wash (Cold or Hot) Cold washing of cargo oil tanks is required for the following purposes: • Prior to the ballasting of cargo oil tanks which have previously been crude oil washed, where the ballast is to be treated as clean ballast. • Prior to refit, or the inspection of cargo oil tanks that have previously been crude oil washed. Hot water washing maybe due to charterer’s requirements or where sludge build-up has been detected and proved difficult to remove in previous cold washing. See Section 2.2.4 for the operation of the slop tank heating.
Procedure for the Operation of the Tank Cleaning System When preparing the system for tank cleaning, it is important to ensure that all valves are in the closed position prior to setting the lines. A line wash must be carried out before the operation can commence; see 3.7.3 Line Cleaning. This will therefore have the slop tanks partly filled with sea water for washing. a)
Ensure the cargo oil tanks to be washed are inerted and that the oxygen content is less than 8%.
b) Drain all crude oil from the tank cleaning main to the slop tank by opening a slop tank cleaning machine and one of the cleaning machines at the forward end of the tank cleaning main. Ensure these valves are closed prior to commencement of tank cleaning. c)
Line up No.2 COP to take direct suction from the port slop tank, to the eductor and discharging into the starboard slop tank, with the balance line open in the slop tanks.
d) Ensure adequate pressure is delivered to the eductor and there is a vacuum at the eductor suction prior to opening the tanks. e)
Establish the tank is stripped dry, and the COW machines are set to the correct wash pattern.
f)
During the wash cycle, ensure the COW machines are operating correctly by the sound pattern.
g) Monitor the slop tank levels and the tank washing is draining correctly. h) When using a hot water wash, maintain a watch on the slop tank temperatures.
Issue: Final Draft - November 2007
Deck Operating Manual A full cycle of the machines with a pressure of 8 bar takes 78 minutes. Washing a tank should consist of two full cycles, the actual duration required will be found with experience and depend on the cleaning requirements. The stripping suction valves in the cargo oil tanks are in stripping wells, therefore the vessel should be given a slight list during draining and a trim of at least 3m by the stern where possible. The above method of water wash is entitled ‘Closed Cycle’, and is considered to be the most manageable and controlled method of tank washing.
Position Open
Description COW line intermediate valves
Open
COW line master block valve
e)
Stop the machines upon completion of the wash, strip the tank dry and before stopping the pump, ensure that the stripping suction is closed, to avoid any possible flow back through the eductor.
f)
Close all valves upon completion.
Closed Cycle Washing Assume that No.3 centre cargo oil tank is to be cold water washed for tank inspection.
Valve COV002, COV003 or COV004, COV005 COV001
Commence with all valves closed. a)
Start No.2 COP and adjust the pump to supply the correct pressure to the eductor, then further for the COW machines in operation.
b) When a vacuum is shown at the eductor, open the stripping suction valve to No.3 centre tank. c)
Confirm the tank is drained, then commence the water wash of this tank.
d) Monitor the slop tank levels, the COW machines and the stripping of No.3 centre. Position Open Open
Open
Description Port slop tank pump room suction valve No.2 COP pump room bottom crossover valve No.2 COP pump room top crossover valve No.1 eductor drive valve No.1 eductor discharge to starboard slop tank No.1 eductor suction valves
Open Open Open Open
Slop tank levelling line valves No.2 line bulkhead master valve No.3 centre stripping suction valve No.3 centre COW machine valves
Open Open Open
IMO No: 9323948
Valve CLV064 CLV066 CLV071 CLV088 CLV075 CLV086, CLV084 CLV082 CLV009, CLV010 CLV053 CLV044 COV048, COV023 COV026, COV022 COV047
Section 3.5.2 - Page 2 of 2
3.6
Gas Freeing
3.6.1
Gas Freeing for Entry Procedure
3.6.2
Gas Freeing for Hot Work
Illustrations
3.6.1a Gas Freeing
Maersk Nautica
Deck Operating Manual
Illustration 3.6.1a Gas Freeing Flammability Composition 15
Note: This diagram is illustrative only and should not be used for deciding upon acceptable gas compositions in practical cases.
Upper Flammable Limit Inert Gas
10 Dil
uti
on
5
wit
hA
Dilution with
Hydrocarbon Gas Percentage by Volume
ir
Flammable Mixture
Critica
l Diluti
on wit
h Air
Dilution w
ith Air
Lower Flammable Limit 0
5
10
15
20 21
Oxygen - Percentage by Volume
Gas Freeing
Purging by Displacement
Fresh Air Ventilation Fresh Air
To Vent Mast Riser
To Vent Mast Riser
Portable Fan
Hydrocarbon/Inert Gas Mixture Discharging Via Common Venting Arrangement
Portable Fan
Inert Gas with Less Than 2% HC
Fresh Air
Inert Gas Into Tank Via Cargo Filling Line
Issue: Final Draft - November 2007
Fresh Air from IG Blower via the Cargo Filling Line
IMO No: 9323948
Section 3.6 - Page 1 of 3
Maersk Nautica 3.6 gas freeing Cargo oil tanks must be water washed, purged and gas freed prior to inspection and must never be entered when inerted. Prior to gas freeing any cargo oil tank or gaseous space, the hydrocarbon content must be below 2% Hc by volume thus ensuring that the space will not pass through the flammable envelope as the oxygen percentage increases. (See Flammability Composition Diagram - Hydrocarbon Gas/Air/Inert Gas Mixture.) It is important to locally isolate tanks that are to be gas freed, so that inert gas cannot enter these tanks from adjacent, inerted tanks, or conversely that air cannot enter inerted tanks. All portable gas measuring equipment must be tested and calibrated with their results logged. The first stage in the gas freeing process is called purging. Common practice is to purge several tanks at a time and monitor the gas emitted from the vent riser and sample points, until it is below 2% hc. This method is termed replacing a tank atmosphere by displacement, where the heavier inert gas slowly displaces the gaseous atmosphere through the vent riser. Maximum IG pressure during purging should not exceed 200mmWG.
3.6.1 Gas Freeing for Entry Procedure a)
Line up the inert gas (IG) plant to supply ig to the tanks to be purged via the cargo tank suction valves, with the IG spectacle flange in the open position. The tanks should be vented via the mast riser.
b) Start the supply of inert gas and blow IG to the cargo oil tanks to be purged via the removable spool piece cross-connecting into the cargo top line. All lines must have been water washed and well drained. Monitor the atmosphere of each tank until the hydrocarbon meter readings are less than 2% Hc. c)
Upon completion of purging, the ig plant must be stopped, the pressure of the ig main minimised and the tank isolating valves closed on the tanks to be gas freed.
d) The spectacle flange is to be swung to the closed position on those tanks to be gas freed. The tank hatch can now be opened and the tank gas freed using the portable fans. e)
Monitor the tank atmosphere for oxygen until the readings are 21% o2.
f)
Carefully monitor for lower explosive limit (lel) and ensure that the reading is consistently below 1%.
Deck Operating Manual g) Test the cot for h2s to ensure that it is within acceptable limits.
Alternative Method for Gas Freeing After the Cargo Oil Tanks Have Been Purged In the event that several, or all of the cargo oil tanks are to be gas freed; after the tanks have been purged, the inert gas fan(s) can be changed over to blow air to the tanks. a)
Check that all the cargo oil tanks to be gas freed have their spectacle flanges swung to the open position. The remaining tanks should be isolated by the IG tank valve and the spectacle flange swung to the closed position.
b) Line up the inert gas plant to supply fresh air to the tanks to be gas freed via the cargo suctions, with the IG spool piece connection inserted. c)
Check that the IG pressure in all of the cargo oil tanks is reduced to between 25 and 50mmWG.
d) Change over the IG blowers to fresh air blowing. Ensure the IG deck isolating valve remains shut. e)
Restart the blower and blow air to the cargo oil tanks to be gas freed via the removable spool piece cross-connecting into the cargo top line. All lines must have been well drained.
f)
Initially vent through the vent gas riser. Gas free only sufficient tanks at any one time which will allow a good outflow of vapour from each tank.
g) Towards the end of the gas freeing, the tank hatch can be opened, and the portable air blowers can be utilised. Thereafter, flow from the IG blowers along the cargo line can be stopped. h) Monitor the oxygen at all levels in the cargo tank until 21% o2 is achieved. i)
Carefully test the tank for lel and ensure that the lel is below 1%. Test the cargo oil tanks for h2s to ensure that it is within acceptable limits.
For tank entry a competent person is to make an assessment. Competent persons are the Master, Chief Engineer, chief officer and second engineer. In the case of cargo tanks, the chief officer will normally make the initial assessment. The level of risk must be defined in accordance with the Company Safety Operations Manual. Full account is to be taken of the potential dangers and the hazards associated with the space to be entered.
Additionally, more details and recommendations can be found in the Company Safety Operations Manual, the Global Ship Management System, COSWP and ISGOTT books. A Responsible Person is to Take Charge A responsible officer will take charge of the entry operation, this person will be appointed by the Master, Chief Engineer or chief officer. Potential Hazards to be Identified Oxygen deficiency and/or the presence of toxic substances or flammable vapours. Space Prepared and Secured for Entry 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, and of preventing them from being operated while entry is taking place. The officer of the watch (oow) on the bridge, or on the main deck, is to be informed of any tank entry. Atmosphere Tested The COT atmosphere is to be tested for both oxygen and LEL, at different levels and sections, and if remote checking cannot take place, entry is to be made wearing breathing apparatus, in a fully controlled manner. A Permit to Work Certificate, of limited duration, will be required. Entry into a space, without the use of breathing apparatus, is only permitted when the oxygen content is 21%, and the flammable gas content is nil. Where readings have been steady for some time, up to 1% LEL is acceptable in conjunction with the 21% oxygen. Permit to Work Completed A Permit to Work must be completed before entry. The permit should be of limited duration and should, in any case, not have a validity in excess of 24 hours. Pre-Entry Preparations Made The space must be thoroughly ventilated and the atmospheres tested and found safe for entry without breathing apparatus. Rescue and resuscitation equipment is to be at the entrance to the space, along with a responsible person who will maintain constant and full communications with the personnel throughout the time they are in the space. They should also maintain communications with the OOW. All equipment is to be checked as being intrinsically safe.
Issue: Final Draft - November 2007
IMO No: 9323948
Section 3.6 - Page 2 of 3
Maersk Nautica
Deck Operating Manual
Procedures During Entry
3.6.2 Gas Freeing for Hot Work
Ventilation is to be continued during the entry period. Should the ventilation fail, the operation is to be stopped and personnel in the tank are to return to the deck immediately.
In addition to the requirements of Section 3.6 and 3.6.1 the following are to be complied with:
The atmosphere must be tested at regular intervals to verify that is still safe. Careful monitoring of personnel in the tank is to be carried out. Should the responsible person note any adverse signs he is to issue the recall signal immediately and advise the OOW, who will sound the alarm and summon assistance. In a similar manner, should any person in the tank feel adversely affected in any way, they are to warn their companions and vacate the tank immediately.
All the necessary terminal and port authority approvals are to be obtained. Company procedures are to be followed and approval taken. Additional requirements as per procedures.
The person assigned to be in attendance at the tank entrance should remain in constant contact with the OOW and should not be involved in any other duties. In the event of an emergency, under no circumstances should the attending crew member enter the tank before help has arrived. The lines of communication for dealing with emergencies should be clearly established and understood by all concerned.
If hot work is to be undertaken outside of the engine room, then a Hot Work Permit must be issued after direct consultation with the Managing Operations office.
WARNING No hot work is allowed during cargo loading or discharging, COW and tank cleaning, tank purging or gas freeing operations.
If the hot work is to be carried out on the main deck then the hot work permit to be issued must confirm the following: • That the cargo tanks are at a Hc gas level below 2% and an oxygen level below 8%. • The chief officer has carried out all appropriate gas checks and that they are within the acceptable limits.
• All adjacent cargo tanks, including diagonally positioned tanks must be cleaned and gas freed, or cleaned, inerted and purged to less than 1% Hc gas by volume. If hot work is to be carried out on bulkheads of an adjacent tank, then these adjacent tanks must also have a LEL of less than 1% Hc gases. • Other tanks are to be purged to less than 2% Hc gases. • Any adjacent ballast tanks are to be tested to ensure that they are gas free. • All interconnecting pipelines with other compartments are to be flushed through, drained and isolated from the compartment in which hot work is to be carried out. • These cargo lines can then be kept flooded with sea water or alternatively purged. • All sludge scale and sediment for a distance of at least ten metres around the hot work area must be removed, including from the reverse side of frames and bulkheads. • Areas immediately below the place of hot work is also to be cleared. • Any hot work adjacent to fuel oil tanks cannot be carried out unless that space is certified as being safe.
• No combustible material is in the area.
• Hot work permission is to be obtained from the company/ chemist as appropriate and a gas free certificate issued.
• Tanks below the main deck where hot work is to be carried out must have been water washed and gas freed.
• The inert gas in all other cargo tanks is to be reduced slightly to just above the alarm limit, ie, approximately 350mmWG.
• Appropriate fire fighting equipment is to be ready for immediate use, including hoses run out and the fire pumps running. • Blanket cooling water is to be available on the deck to stop the build-up of hot debris from the use of gas cutting equipment. • All the equipment to be used has been tested and proved satisfactory.
All cargo and pump room valves are to be locked closed, or inhibited with a DO NOT OPERATE sign, posted for the duration of the repair period. When the ship is in dry dock, then the shipyard hot work procedures and work permits will apply.
• Only competent persons are to carry out the repair work. Hot work must not reduce the vessel’s fire fighting potential. After completion of the hot work all equipment and materials must be stowed away or secured. If hot work is to be carried out inside cargo, ballast, fuel oil tanks or void spaces then the following requirements must be met: • Tanks in which hot work is to be undertaken must have an oxygen level of 21% and less than 1% LEL Hc gases. • The tanks in which hot work is to be undertaken must be continuously vented throughout the work. Issue: Final Draft - November 2007
IMO No: 9323948
Section 3.6 - Page 3 of 3
3.7 Ballasting and Deballasting Operations
3.7.1 Ballast Operations
3.7.2 Heavy Weather Ballasting
3.7.3
Line Cleaning
3.7.4
Oil Discharge Monitoring Equipment (ODME)
Illustrations
3.7.1a Ballasting Operation
3.7.1b Deballasting Operation
3.7.2a Heavy Weather Ballasting
3.7.2b Heavy Weather Deballasting
3.7.3a Line Wash with No.3 Cargo Oil Pump
3.7.3b Line Wash with No.1 Cargo Oil Pump
3.7.3c Line Wash Using No.3 Cargo Oil Pump with the Eductors
3.7.3d Educting No.3 Line
3.7.4a Oil Discharge Monitoring System
3.74b Oil Discharge Monitoring Equipment Display
Maersk Nautica
Deck Operating Manual
Illustration 3.7.1a Ballasting Operation Upper Deck
No.5 Water Ballast Tank (Port) PT
PT
PI
PI
No.4 Water Ballast Tank (Port)
No.3 Water Ballast Tank (Port)
No.2 Water Ballast Tank (Port)
No.1 Water Ballast Tank (Port)
Emergency Connection with Cargo System
H
BAV018 BAV020 No.1 Ballast Pump
600
H
600
600
H
BAV H 023
600
BAV 022
H
H
H
H
H
BAV011
BAV010
BAV008
BAV006
BAV004
400
400
400
400
400
BAV 030
800
800
800
400
600
BAV013
Sea Chest (Starboard)
H
BAV H 024
600
600
BAV H 025
BAV 017
H
BAV 027
H
BAV 026
H
BAV 009
400 800
250
250
PT
PI
PI
PI
PI
PI
PI
PT
PT
PT
PT
H
No.1
No.2 Ballast Pump
400
H
BAV 005
400
H
BAV002
BAV001
BAV 003
400
H
BAV012
No.2
PT
PT
PI 300
H
BAV 007
H
250
BAV028
BAV021
H
H
400
PT
H BAV019
Fore Peak Tank
PI 300
250
BAV029
H
BAV 032
BAV 016
BAV 031
800
800
800
BAV015 BAV 035
From Inert Gas Main Line
No.5 Water Ballast Tank (Starboard)
H
500
ODME Sample Point
No.4 Water Ballast Tank (Starboard)
No.3 Water Ballast Tank (Starboard)
No.2 Water Ballast Tank (Starboard)
No.1 Water Ballast Tank (Starboard)
Water Ballast Tank (Port) H
500
BAV034
BAV033
BAV014
Key Sea Water
Issue: Final Draft - November 2007
IMO No: 9323948
Section 3.7.1 - Page 1 of 4
Maersk Nautica 3.7
Ballasting and deballasting operations
3.7.1 Ballast Operations
Deck Operating Manual d) Fill the majority of ballast tanks very close to the tank coaming (ie, ensure that ballast tanks are at least 98% full without overfilling them). This ensures that the possibility of steel corrosion is minimised.
Ballasting
e)
Shut down the ballast system upon completion of ballasting.
The ballast system is normally empty and dry prior to ballasting, it is therefore essential to start ballasting slowly in order to avoid damaging the ballast line with surge pressure. This can be achieved by opening the valves in the order of firstly from the sea chest, progressing finally to the ballast tank valves, when the line is known to be empty or slack.
f)
Always inspect the quality of the ballast as soon as possible after completion in order to ensure that it is clean.
Note: To avoid confusion between valves with the same numbers as part of different systems the following prefixes are used: • CLV Cargo system line valve • BAV Ballast system line valve • NDV Inert Gas system line valve Upon commencing discharge of the cargo and in accordance with the discharging plan, line up the ballast system to run in permanent ballast to the selected tanks. Where possible, do not stop running into a tank until the double bottom is full and the water level is into the side tank area. This is in order to minimise the free surface effects. Care is essential to ensure that excessive stress, trim and list are avoided and that draught restrictions are not exceeded. a)
Prior to commencing cargo or ballast operations check that valves CLV108 and BAV030, the emergency cargo oil line connection valves, are closed and that the spool piece in the connection to the cargo system is removed. Also check that valve BAV033 and the isolation valve from the IG main NDV004 is closed and that spool piece is removed.
b) Run in ballast to approximately the draught of the vessel, ie, to a level whereby pumping ballast would prove more efficient than running ballast. c)
Reset the ballast lines so that both pumps are pumping from sea to the ballast tanks.
Issue: Final Draft - November 2007
Description Ballast pump bypass valve Ballast pump suction valves No.5 wing ballast tank suction valves No.1 and 2 ballast pump discharge valves
Valve BAV016 BAV023, BAV024 BAV011, BAV012 BAV018, BAV019
d) On completion of ballasting operations shut the pumps down and close all valves. e)
Procedure to Run In Ballast
Make suitable entries in the Ballast Water Record Book and Ballast Water Management Record Book.
Commence with all valves closed. Position Open Open Open Open Close a)
Description Ballast line sea chest valve Ballast pump bypass valve Ballast line crossover valve No.5 wing ballast tank suction valves No.5 wing ballast tank suction valves
Valve BAV013 BAV016 BAV017 BAV011, BAV012 BAV011, BAV012
Run sea water into No.5 WBTs until the level is into the side of the tank then change to another pair of WBTs. When all the ballast tanks have completed running in it will be necessary to use the pumps.
Ballast Exchange Depending upon the next load port it may be necessary, due to port and sea area requirements, that a ballast exchange must be conducted. The Ballast Water Exchange Manual will give the sequence order in which the exchange should be carried out in order to limit the stress and bending forces while maintaining stability. The Ballast Water Exchange Manual will give full details in respect to the effect of total discharge of a tank and the flow through method. Also see Section 2.7, of this manual, illustration 2.7.2a Sequential Ballast Exchange Plan. If a ballast exchange is not required by the port and sea area requirements, it is still good practice to conduct a ballast water exchange in deep water in order to reduce the silt build-up inside the tanks.
Procedure to Pump Ballast a)
Ensure that both ballast pumps have been prepared for the operation by the duty engineer.
b) Line up the ballast pumps and with the discharge valves from the pumps still shut, (BAV018 and BAV019) start one ballast pump. When the first pump is running open the discharge valve to the required position and ensure the correct flow is achieved. Thereafter start the second pump and bring both gradually up to speed, and with similar back-pressure and pump load. c)
During ballasting each pump should operate on similar load and back-pressures, this ensuring both pumps are operating most efficiently. In the event of a list developing, then various ballast tanks should be closed to correct the situation. The suction valves are not proportional and are of the open/close type.
Position Close Open Open Open
When topping-off the ballast tanks stop one ballast pump and reduce the pump discharge rate on the running pump by throttling-in on the pump discharge valve. Stop filling each tank at the required ullage.
IMO No: 9323948
Deballasting Deballasting should commence as soon after loading commences as practicable but in accordance with the loading plan and port requirements on draught and deadweight. However, careful planning is essential to maintain the vessel at a suitable draught and trim consistent with weather conditions and any berth limitations. The freeboard may need to be limited to that which can be safely accommodated by the loading booms or flexible hoses. WARNING The greatest free surface effect is when the ballast tanks are at a sounding when the water level has cleared the trunkway in the side tanks and is solely in the double bottom area. If, at the same time, the cargo level is low, the combined effect of a relatively small displacement and the free surface effect in the cargo ballast tanks could result in a negative GM which may lead to the vessel developing an angle of loll.
Section 3.7.1 - Page 2 of 4
Maersk Nautica
Deck Operating Manual
Illustration 3.7.1b Deballasting Operation Upper Deck
No.5 Water Ballast Tank (Port) PT
PT
PI
PI
No.3 Water Ballast Tank (Port)
No.2 Water Ballast Tank (Port)
No.1 Water Ballast Tank (Port)
BAV020
No.1 Ballast Pump
600
H
600
600
H
BAV H 023
600
BAV 022
H
H
H
H
H
BAV011
BAV010
BAV008
BAV006
BAV004
400
400
400
400
400
BAV 030
800
800
800
400
600
BAV013
Sea Chest (Starboard)
H
BAV H 024
600
600
BAV H 025
BAV 017
H
BAV 027
H
BAV 026
H
BAV 009
400 800
250
250
PT
PI
PI
PI
PI
PI
PI
PT
PT
PT
PT
H
No.1
No.2 Ballast Pump
400
H
BAV 005
400
H
BAV002
BAV001
BAV 003
400
H
BAV012
No.2
PT
PT
PI 300
H
BAV 007
H
250
BAV028
BAV021
H
H
400
PT
H BAV019
Fwd Peak Tank
Emergency Connection with Cargo System
H BAV018
No.4 Water Ballast Tank (Port)
PI 300
250
BAV029
H
BAV 032
BAV 016
BAV 031
800
800
800
BAV015 From Inert Gas Main Line
No.5 Water Ballast Tank (Starboard)
H
BAV 035
500
ODME Sample Point
No.4 Water Ballast Tank (Starboard)
No.3 Water Ballast Tank (Starboard)
No.2 Water Ballast Tank (Starboard)
No.1 Water Ballast Tank (Starboard)
Water Ballast Tank (Port) H
500
BAV034
BAV033
BAV014
Key Sea Water
Issue: Final Draft - November 2007
IMO No: 9323948
Section 3.7.1 - Page 3 of 4
Maersk Nautica Procedure for Deballasting a)
Set the ballast lines for the running out the ballast and run the selected ballast tanks down to sea.
b) When the first set have run down to sea, shut them off and run the remaining ballast tanks down to sea in the planned sequence. c)
Shut the sea valve and line up both ballast pumps, pumping from selected tanks to sea through the high overboard discharge.
d) Systematically pump out the bulk of the ballast from all of the ballast tanks. e) f)
Set up the pumps for stripping when tank levels are at the stripping level. Drain one set of tanks at a time to minimise turbulence at the tank suctions.
g) Suspend bulk discharge of the ballast and line up either of the ballast pumps on the eductor system, taking driving water from the sea suction. h) Commence educting the ballast tanks ensuring that the backpressure of the ballast pump is 4 bar through the eductor. i)
j)
Reduce the sounding in all tanks to the minimum possible. This will avoid the possibility of dead freight, mud formation and excessive bottom corrosion.
Position Open Open Open Open Close
Commence with all valves closed.
Description No.5 wing ballast tank suction valves Ballast line crossover valve Ballast line isolating valve Ballast overboard valve No.5 wing ballast tank suction valves
Valve BAV011, BAV012 BAV017 BAV015 BAV014 BAV011, BAV012
b) Run out No.5 WBTs to sea level then change to another pair of WBTs. When all the ballast tanks have completed running out and pumping would prove more efficient, change over to pump discharging operations. c)
Procedure for Educting the Water Ballast Tanks Commence with all valves closed. Position Open Open Open Open Open a)
Ensure that both ballast pumps have been prepared for the operation by the duty engineer.
d) With the discharge valves from the pumps still shut, start one ballast pump. When the first pump is running, open the discharge valve to the required position and ensure the correct flow is achieved. Thereafter start the second pump and bring both gradually up to speed, and with similar back-pressure and pump load. Position Open Close Open Open
Description No.5 wing ballast tank suction valves Ballast line crossover valve No.1 and 2 ballast pump suction valves No.1 and 2 ballast pump discharge valves
Valve BAV011, BAV012 BAV017 BAV022, BAV025 BAV018, BAV019
e)
Pump out and drain the WBTs in a sequence with the loading of the cargo.
f)
When the tanks near draining level, change over the ballast system to stripping with the ballast eductors. Suspend bulk discharging and completely shut down the all the ballast valves.
Shut down the ballast system upon completion of draining.
Procedure to Run Out Ballast
a)
Deck Operating Manual
Description Ballast line sea chest valve No.1 ballast pump suction valve No.1 eductor drive valve No.1 eductor suction valve Ballast overboard valve
Valve BAV0013 BAV023 BAV028 BAV027 BAV015
With the discharge valve from No.1 ballast pump still shut, start the ballast pump. When the pump is up to speed, open the discharge valve to the required position to give the required pressure at the eductor drive.
b) When there is a vacuum at the suction, open the appropriate tank valve to strip out. c)
On completion of deballasting operations shut the pumps down and close all valves.
d) Fill in the Ballast Water Record Book and Ballast Water Management Record Book as necessary.
Prior to commencing cargo or ballast operations check that valves CLV108 and BAV030, the emergency cargo oil line connection valves are closed, and that the spool piece in the connection to the cargo system is removed. Also check that valve BAV033 and the isolation valve from the IG main NDV004 is closed, and that the spool piece is removed.
Issue: Final Draft - November 2007
IMO No: 9323948
Section 3.7.1 - Page 4 of 4
Maersk Nautica
Deck Operating Manual
Illustration 3.7.2a Heavy Weather Ballasting
50 700
CLV192 CLV176
CLV 129
700
From Inert Gas Main Line
700
200 200
CLV 184
25
350
To Tank Cleaning Main
600
ODME Flow Meter
ODME Flow Meter H
CLV 073
H
CLV 096
H
100
From DrainTank CLV132
PT PI
CLV097
COV 001
H 150
Stripping Pump 125m3/h
CLV093
VUV 007
VUV 008
PI
H H
CLV089
CLV070 H
CLV061
100
VUV001
P
CLV058 CLV078 700
PI PT
600
650
CLV 119
CLV114
CLV 122
H CLV065
PT PI
PI PT
CLV059 CLV079 700
650
CLV 120
CLV115
600
CLV 123
PT PI
H
CLV066
CLV100 50
H
Sea Chest
CLV116
650
CLV 121
PI
CLV 124
CLV069
CLV074 750
CLV125 650
CLV131
CLV110
300
H CLV054
CLV 083
CLV057
CLV067
H
CLV130
Issue: Final Draft - November 2007
CLV101
CLV068
500
H
CLV 009
H
CLV 010
250
CLV 030
CLV 188
CLV 189
CLV 168
25
CLV 169
25
CLV 190 200
No.4 Cargo Oil Tank (Port)
550
CLV H 049
H
CLV127
250
CLV 191 200
250
CLV 023
H
No.3 Cargo Oil Tank (Port)
550
CLV H 046
CLV 020
250
550
H
CLV H 043
600
H
650
CLV075
200
H
CLV 128
Emergency Connection CLV091 with Ballast System 600
H
550
H
250
550
750
250
200
No.2 Cargo Oil Tank (Port) 250
CLV 017
H
550
250
CLV008 CLV007 H
CLV 033
H
CLV 034
H
100 300
H
650
CLV126
15
300
H
H
H
15 15
From Compressed Air
600
CLV 082
CLV 085
650
750
Compressed Air
750
750
VUV003
No.5 Cargo Oil Tank (Port)
H
CLV H 050
No.1 Cargo Oil Tank (Port)
550
CLV H 040
250
CLV 014
H
550
CLV 037
H
CLV 011
H
CLV 035
H
CLV 036
CLV 024
H
CLV H 047
CLV 021
H
CLV H 044
CLV 018
H
CLV 026
H
CLV 027
H
550
CLV H 041
250
CLV 015
H
CLV 003
H
CLV H 004
550
CLV H 038
CLV 012
750
CLV053 H
CLV063
P
CLV060 CLV080
25
CLV090
CLV056
H
PI PT
CLV 081
300
H
No.3 Cargo Oil Pump 5,500m3/h
CLV072
Slop Tank (Port)
H
CLV062
700
H
CLV182
CLV 167
25
CLV193 CLV179
H
H
H
H
CLV 166
25
CLV173
CLV052
750
CLV099 50
CLV183
200
200
CLV 084
VUV002
P
CLV 172
CLV161
CLV160
50
CLV 087
300
CLV159
CLV158
CLV177 CLV178
From Compressed Air
H
700
CLV071
300
H
H
No.2 Cargo Oil Pump 5,500m3/h
H
300
CLV171
CLV055
650
H
CLV 104
H
CLV 133 H
750
CLV098 50
H
700
CLV153
200
CLV064
No.1 Cargo Oil Pump 5,500m3/h
PT PI
CLV 086
700
50
CLV107 CLV 134
H
CLV095
700
H
125
700
No.4 Cargo Oil Tank (Starboard)
CLV 133
PI
H
CLV152
700
PT
CLV 105
PT
CLV088 250
PT
No.2
PT
PT
100
VUV019
VUV018
H
CLV181
150
CLV 077
No.1
PT PI
100
100
700
CLV 076
PT
300
CLV157
CLV170
PI VUV020
VUV 009
To Vacuum Pumps
250
PI
PT
CLV156
100
100
350
600
PI
CLV155
CLV 165
700
P
CLV092
CLV154
CLV 164
CLV151
P
150
25
CLV 163
700
CLV118 H
CLV106
Pump Room Bilge Suction
CLV117
PI PT
H 150 CLV094
CLV174 CLV175
ODME Control Signal
Main Deck
150
50
No.4 Cargo Oil Tank (Port)
Double Bottom
CLV113
Key Ballast
200
CLV 187
25
CLV 162
CLV180
200
CLV 186
25
CLV103 CLV109
150
200
CLV 185
No.4 Cargo Oil Tank (Centre)
No.5 Cargo Oil Tank (Centre)
No.3 Cargo Oil Tank (Centre)
H H
750
H
CLV 031
H
CLV 032
500
Slop Tank (Starboard)
CLV No.2 Cargo Oil Tank 028 (Centre) CLV 029
No.1 Cargo Oil Tank (Centre) H
H
CLV 001
H
CLV 002
H
CLV005 CLV006
H
CLV H 051
250
550
CLV 025
No.5 Cargo Oil Tank (Starboard)
H
CLV H 048
250
550
CLV 022
No.4 Cargo Oil Tank (Starboard)
H
CLV H 045
250
550
CLV 019
No.3 Cargo Oil Tank (Starboard)
H 250
CLV H 042
CLV 016
550
H 250
No.2 Cargo Oil Tank (Starboard)
CLV 039
H
CLV 013
550
No.1 Cargo Oil Tank (Starboard)
CLV102 CLV108
IMO No: 9323948
Section 3.7.2 - Page 1 of 4
Maersk Nautica 3.7.2 Heavy Weather Ballasting The normal ballast operations are as described in Section 3.7.1. In the event of extreme weather conditions, where the Master considers that it would be prudent to ballast additional cargo oil tanks, then the following procedure should be adopted: a)
Ensure that at the discharge port, heavy weather ballast tank is suitably prepared in accordance with MARPOL 73/78 requirements. Normally No.3 centre cargo oil tank is used.
Deck Operating Manual Commence with all valves closed. a) Line up the stripping pump to take suction from the sea line, discharging to the starboard slop tank. b) Start the stripping pump and when a vacuum shows on the suction side of the pump, open No.2 COP pump room bottom crossover line valve. When a vacuum shows on the suction side of the stripping pump open the intermediate sea valve. Continue monitoring the line vacuum and when a vacuum shows on the suction side of the pump then open the main sea chest valve.
b) Ensure that all the cargo lines have been well drained. c)
Carefully calculate the stress, trim and stability. To avoid sloshing, aim to ballast each COT to 98% capacity.
d) One of the cargo oil pumps may be used utilising the main sea valves and the pump room direct loading lines. e)
Where ballast is put into a tank which has been crude washed but not water rinsed, then the ballast in that tank is to be treated as dirty ballast.
A cargo oil tank may not be used for additional ballast unless it was crude washed at the discharge port. At the onset of improved weather, or as soon after as is practicable, the additional ballast should be discharged. This cargo oil tank ballast must be discharged according to Marpol 73/78 Regulations in sea areas acceptable to the signatories, with the ODME operational. Initially, a line wash should be carried out. In this case scenario, the stripping pump will be used to wash the line into the starboard slop tank, then No.3 COP, before changing over to ballast No.4 centre cargo oil tank with No.3 COP.
Procedure to Ballast No.3 Centre Cargo Oil Tanks Using No.2 Cargo Oil Pump In this instance it is assumed that No.3 centre has been crude oil washed but not been water washed and is therefore classed as dirty ballast. The spectacle flange adjacent valve CLV068 in the pump room will require swinging into the open position. Ensure all of the manifold blanks are in place and secured. Throughout this operation the tank pressure should be monitored, and excess can be vented through the vent mast riser.
Issue: Final Draft - November 2007
Position Open Open Open Open Open Open
Description Stripping pump discharge valve Slop tank discharge line valve Pump room discharge valve to the starboard slop tank No.2 COP pump room bottom crossover valve Intermediate sea valve Main sea chest valve
Valve CLV096 CLV077 CLV075 CLV066 CLV068 CLV069
c) Verify that there is flow to the starboard slop tank. d) The stripping pump is used to flush No.2 line via the MARPOL line through the manifolds, along the top pump room crossover line, then to the slop tank via No.2 COP pump bypass valve.
Position Close
Description No.2 COP discharge valve to top line
Valve CLV059
e) Start No.2 COP and flush into the starboard slop tank. f) Verify there is flow to the starboard slop tank via No.2 COP. g) Stop the stripping pump and close the valves on the pump, slop tank suctions and all manifold valves. h
Open No.3 centre and use No.2 COP to fill with ballast, once satisfied that the lines and pump are flushed adequately. Open No.2 centre tank stripping suction to flush this section.
Position Close Close Close Open Close Close Close Close
Description Stripping pump discharge valve No.2 manifold valves port and starboard No.2 manifold drain valves port and starboard to the MARPOL line No.2 COP discharge valve to top line No.2 COP pump room top crossover valve Pump room top discharge line valve Slop tank discharge line valve Pump room discharge valve the starboard slop tank No.3 centre tank suction valves Starboard slop tank suction valves Slop tank segregation valves
Valve CLV094 CLV156, CLV160 CLV164, CLV168 CLV059 CLV071 CLV073 CLV077 CLV075
Position Open
Description No.2 manifold valves port and starboard
Valve CLV156, CLV160
Open Close Close
Open
No.2 manifold drain valves port and starboard to the MARPOL line No.2 COP discharge valve to top line
CLV164, CLV168
i)
CLV071 j)
The appropriate entry should be made in the official Oil Record Book.
Open
No.2 COP pump room top crossover valve Stripping pump discharge valve to MARPOL line Pump room top discharge line valve
Upon completion of ballasting the sea chest valve should be closed, the intermediate sea valve and the spectacle flange swung to the closed position. Drain all lines to the starboard slop tank and then close all the valves.
Close
Stripping pump discharge valve
CLV096
Open
No.2 COP pump bypass valve
CLV062
Open
No.2 COP bulkhead master valve
CLV053
Open
Slop tank segregation valves
CLV033, CLV034
Open
Starboard slop tank suction valves
CLV031, CLV032
Open Open Open
IMO No: 9323948
CLV059
CLV094 CLV073
CLV018, CLV044 CLV031, CLV032 CLV033, CLV034
CAUTION Close the sea valves immediately if the pump is stopped. When restarting, use the stripping pump to obtain a vacuum, as described, prior to restarting the cargo oil pump.
Section 3.7.2 - Page 2 of 4
Maersk Nautica
Deck Operating Manual
Illustration 3.7.2b Heavy Weather Deballasting
50 700
CLV192 CLV176
CLV 129
700
From Inert Gas Main Line
700
200 200
CLV 184
25
350
To Tank Cleaning Main
No.4 Cargo Oil Tank (Port)
Double Bottom
CLV113 600
ODME Flow Meter
ODME Flow Meter H
CLV 073
H
CLV 096
H
100
From DrainTank CLV132
PT PI
COV 001
H 150
VUV 007
VUV 008
PI
H CLV089 700
125
CLV095
H
PT PI
CLV070
PI PT
CLV061
100
VUV001
P
CLV058 CLV078 600
650
CLV 119
CLV114
CLV 122
H
PI PT
CLV059 CLV079 700
650
CLV 120
CLV115
600
CLV 123
PT PI
CLV072
Compressed Air H
Sea Chest
CLV063
CLV116
650
CLV 121
PI
CLV 124
CLV069
300
750
600
H
CLV074
CLV 082
750
CLV125 650
CLV131
CLV110
300
H
H CLV054
CLV 083
CLV057
CLV067
H
CLV130
Issue: Final Draft - November 2007
CLV101
CLV068
No.5 Cargo Oil Tank (Port)
500
H
CLV 009
H
CLV 010
250
CLV 030
CLV127
250
25
CLV 189
CLV 168
25
200
CLV 169
25
CLV 190
CLV 191 200
No.4 Cargo Oil Tank (Port)
550
CLV H 049
H
250
CLV 023
H
No.3 Cargo Oil Tank (Port)
550
CLV H 046
CLV 020
250
550
H
CLV H 043
600
H
650
CLV075
200
H
CLV 128
Emergency Connection CLV091 with Ballast System 600
H
550
H
250
550
750
250
200
No.2 Cargo Oil Tank (Port) 250
CLV 017
H
550
250
CLV008 CLV007 H
CLV 033
H
CLV 034
H
100 300
H
650
CLV126
15
From Compressed Air
Slop Tank (Port)
H
15 15
CLV 188
CLV 167
CLV193 CLV179
H CLV090
CLV 085
650
H
25
CLV182
H
No.1 Cargo Oil Tank (Port)
550
CLV H 040
550
250
CLV 014
H
CLV 037
H
CLV 011
H
CLV 035
H
CLV 036
CLV H 050
CLV 024
H
CLV H 047
CLV 021
H
CLV H 044
CLV 018
H
CLV 026
H
CLV 027
H
550
CLV H 041
250
CLV 015
H
CLV 003
H
CLV H 004
550
CLV H 038
CLV 012
750
CLV053
CLV066
750
CLV100 50
CLV 081
750
P
CLV060 CLV080
25
200
300
H
VUV003
CLV 166
CLV173
CLV056
H
PI PT
CLV183
50
200
CLV062
H
No.3 Cargo Oil Pump 5,500m3/h
H
CLV 172
CLV161
CLV160
50
CLV 087
300
CLV159
CLV158
CLV177 CLV178
From Compressed Air
H
700
H
CLV 104
CLV052
H
H
CLV171
CLV107 CLV 134
CLV 133
H
750
CLV099 50
700
CLV153
200
CLV 084
VUV002
P
H
300
H
CLV065
700
PT PI
300
H
No.2 Cargo Oil Pump 5,500m3/h
CLV071
H
700
CLV055
650
H
No.4 Cargo Oil Tank (Starboard)
H
CLV 133 H
750
CLV098 50
CLV 086
700
PT
CLV064
No.1 Cargo Oil Pump 5,500m3/h
H
700
H
CLV152
100
PI
H
H
CLV 077
CLV 105
PT
CLV088 250
PT
No.2
PT
PT
700
VUV019
VUV018
H
CLV181
150
No.1
PT PI
100
100
700
CLV 076
PT
300
CLV157
CLV170
PI VUV020
VUV 009
To Vacuum Pumps
250
PI
PT
CLV156
100
100
350
600
PI
CLV155
CLV 165
700
P
CLV092
CLV154
CLV 164
CLV151
P
150
25
CLV 163
700
CLV118
Stripping Pump 125m3/h
CLV093
CLV117
PI PT H
CLV106
Pump Room Bilge Suction
CLV097
H 150 CLV094
CLV174 CLV175
ODME Control Signal
Main Deck
150
50
Key Ballast
200
CLV 187
25
CLV 162
CLV180
200
CLV 186
25
CLV103 CLV109
150
200
CLV 185
No.4 Cargo Oil Tank (Centre)
No.5 Cargo Oil Tank (Centre)
No.3 Cargo Oil Tank (Centre)
H H
750
H
CLV 031
H
CLV 032
500
Slop Tank (Starboard)
CLV No.2 Cargo Oil Tank 028 (Centre) CLV 029
No.1 Cargo Oil Tank (Centre) H
H
CLV 001
H
CLV 002
H
CLV005 CLV006
H
CLV H 051
250
550
CLV 025
No.5 Cargo Oil Tank (Starboard)
H
CLV H 048
250
550
CLV 022
No.4 Cargo Oil Tank (Starboard)
H
CLV H 045
250
550
CLV 019
No.3 Cargo Oil Tank (Starboard)
H 250
CLV H 042
CLV 016
550
H 250
No.2 Cargo Oil Tank (Starboard)
CLV 039
H
CLV 013
550
No.1 Cargo Oil Tank (Starboard)
CLV102 CLV108
IMO No: 9323948
Section 3.7.2 - Page 3 of 4
Maersk Nautica
Deck Operating Manual
Procedure to Deballast No.3 Centre Cargo Oil Tanks Using No.2 Cargo Oil Pump Inert gas will be required during this operation. See Section 3.2.4 a)
Swing the overboard discharge spectacle piece between valves CLV078 and CLV107 into the open position.
b) Line up No.2 COP to take suction from No.3 centre cargo oil tank. Position Description Valve No.3 centre tank suction valves CLV018, CLV044 Open Open
No.2 line bulkhead master valve
CLV053
Open
No.2 COP suction valve
CLV056
Open
No.2 COP pump room top crossover valve Pump room top discharge line
CLV071
CLV075
Open
Pump room discharge valve to the starboard slop tank Manual overboard valve
Auto
ODME overboard discharge valve
CLV076
Auto
ODME slop tank discharge valve
CLV077
Open Open
c)
CLV073
Gradually reducing the pump speed, throttling down on the discharge valve CLV079 and closing the main suction valve CLV018, as the sounding level approaches the last few metres will reduce turbulence at the suction and this in turn will help reduce the drawing down of any surface oil film. g) The ODME should divert the final stage of stripping to the starboard slop tank as traces of oil are detected. Thus, No.4 centre tank can be drained into the starboard slop tank, ensuring the overboard valve CLV107 is also closed. h) Stop No.2 cop and use the stripping pump to drain No.3 centre and the cargo lines to the starboard slop tank. All the drainings are thus consolidated into one slop tank ready for decanting after a suitable settling period. i)
Return the overboard discharge spectacle blank to the closed position and ensure all valves are closed.
j)
Make the appropriate entries in the official Oil Record Book.
In a similar manner, any of the other cargo oil tanks could be ballasted or deballasted if necessary.
CLV107
Complete all checks on the ODME.
The ODME will regulate the automatic operation of the discharge line valves to either the starboard slop tank via valve CLV077 or directly overboard via valve CLV076. d) Start No.2 COP, maintain the pump at minimum speed and observe the overboard discharge. The pump will initially discharge to the starboard slop tank until the discharge on the ODME registers an oil content below 30 litres per nautical mile. When this value is reached, the ODME automatically changes the overboard valves CLV077 and CLV076 to divert the discharge of ballast water to overboard. e)
Slowly increase the pump speed to full flow for the bulk discharge.
f)
As the sounding in No.3 COTs nears the bottom, reduce the pump speed and maintain a good overside watch.
Issue: Final Draft - November 2007
IMO No: 9323948
Section 3.7.2 - Page 4 of 4
Maersk Nautica
Deck Operating Manual
Illustration 3.7.3a Line Wash with No.3 Cargo Oil Pump
50 700
CLV192 CLV176
CLV 129
700
From Inert Gas Main Line
700
200 200
CLV 184
25
350
To Tank Cleaning Main
No.4 Cargo Oil Tank (Port)
Double Bottom
CLV113 600
ODME Flow Meter
ODME Flow Meter H
CLV 073
H
CLV 096
100
From DrainTank CLV132
PT PI
H CLV097
CLV106
H 150
Stripping Pump 125m3/h
CLV093
VUV 007
VUV 008
H CLV089 700
PT PI
CLV070 H
125
CLV095
H
PI PT
VUV001
600
650
CLV 119
CLV114
CLV 122
H CLV065
PI PT
CLV059 CLV079 700
650
CLV 120
CLV115
600
CLV 123
PT PI
H
CLV066
CLV060 CLV080
25
CLV100 50
H
Sea Chest
CLV116
650
CLV 121
PI
CLV 124
CLV069
300
CLV074 750
CLV131
CLV125 650
H CLV054
CLV 083
CLV057
CLV067
H
CLV130
Issue: Final Draft - November 2007
CLV101
CLV068
No.5 Cargo Oil Tank (Port)
500
H
CLV 009
H
CLV 010
250
CLV 030
H
CLV127
250
200
CLV 169
25
CLV 191
CLV 190 200
No.4 Cargo Oil Tank (Port)
550
CLV H 049
250
CLV 023
H
No.3 Cargo Oil Tank (Port)
550
CLV H 046
CLV 020
250
550
H
CLV H 043
600
H
650
CLV075
200
H
CLV 128
Emergency Connection CLV091 with Ballast System 600
H
550
H
250
550
750
250
200
No.2 Cargo Oil Tank (Port) 250
CLV 017
H
550
250
CLV008 CLV007 H
CLV 033
H
CLV 034
H
CLV110
300
H H
H
100 300
H
650
CLV126
15
Slop Tank (Port)
H
15 15
From Compressed Air
600
CLV 082
CLV 085
650
750
Compressed Air
750
750
CLV063
P
CLV 189
CLV 188
CLV 168
25
CLV193 CLV179
H
CLV H 050
No.1 Cargo Oil Tank (Port)
550
CLV H 040
250
CLV 014
H
550
CLV 037
H
CLV 011
H
CLV 035
H
CLV 036
CLV 024
H
CLV H 047
CLV 021
H
CLV H 044
CLV 018
H
CLV 026
H
CLV 027
H
550
CLV H 041
250
CLV 015
H
CLV 003
H
CLV H 004
550
CLV H 038
CLV 012
750
CLV053 H
VUV003
CLV182
CLV 167
25
50
H CLV090
CLV056
H
PI PT
CLV 081
300
H
No.3 Cargo Oil Pump 5,500m3/h
CLV072
200
CLV062
700
H
CLV 166
CLV173
H
H
H
CLV 172
CLV161
CLV160
CLV183
200
CLV052
750
CLV099 50
300
CLV159
CLV158
25
From Compressed Air
CLV 087
CLV 084
VUV002
P
H
CLV 104
H
700
PT PI
300
H
H
No.2 Cargo Oil Pump 5,500m3/h
CLV071
300
CLV171
CLV055
650
H
H
700
50
200
H
CLV 133 H
750
CLV098 50
CLV 086
700
CLV153
CLV177 CLV178
CLV107 CLV 134
CLV064 CLV061
100
P
CLV058 CLV078 700
H
No.1 Cargo Oil Pump 5,500m3/h
H
No.4 Cargo Oil Tank (Starboard)
CLV 133
PI
H
700
PT
CLV 105
PT
CLV088 250
CLV152
No.2
PI
VUV018
H
PT
100
VUV019
PT
PT
700
No.1
PT PI
100
CLV181
150
CLV 077
PT
300
100
700
CLV 076
PI VUV020
VUV 009
To Vacuum Pumps
250
PI
PT
CLV157
CLV170
100
350
600
PI
CLV156
700
P
CLV092
CLV155
CLV 165
CLV151
P
150
CLV154
CLV 164
700
CLV118 H
CLV094
CLV117
PI PT
H 150
COV 001
Pump Room Bilge Suction
25
CLV 163
100
ODME Control Signal
Main Deck
150
50
CLV174 CLV175
Key Sea Water
200
CLV 187
25
CLV 162
CLV180
200
CLV 186
25
CLV103 CLV109
150
200
CLV 185
No.5 Cargo Oil Tank (Centre)
No.4 Cargo Oil Tank (Centre)
No.3 Cargo Oil Tank (Centre)
H H
750
H
CLV 031
H
CLV 032
500
Slop Tank (Starboard)
CLV No.2 Cargo Oil Tank 028 (Centre) CLV 029
No.1 Cargo Oil Tank (Centre) H
H
CLV 001
H
CLV 002
H
CLV005 CLV006
H
CLV H 051
250
550
CLV 025
No.5 Cargo Oil Tank (Starboard)
H
CLV H 048
250
550
CLV 022
No.4 Cargo Oil Tank (Starboard)
H
CLV H 045
250
550
CLV 019
No.3 Cargo Oil Tank (Starboard)
H 250
CLV H 042
CLV 016
550
H 250
No.2 Cargo Oil Tank (Starboard)
CLV 039
H
CLV 013
550
No.1 Cargo Oil Tank (Starboard)
CLV102 CLV108
IMO No: 9323948
Section 3.7.3 - Page 1 of 8
Maersk Nautica 3.7.3 line cleaning Periodically it becomes necessary to wash and gas free all the cargo tanks and pipelines for inspection and possible repairs. In order to achieve this it is necessary to flush all pumps and lines with sea water, ensuring that at all lines have been washed and are subsequently clean and gas free upon completion. Lines must be washed to the slop tanks, and the slop tanks can then be decanted after the contents have settled, in accordance with MARPOL 73/78. The extent to which the lines are washed will be dependent upon the type of maintenance required. The following is for a full comprehensive line wash, with the main cargo lines undergoing flow in both directions. It is important not to overpressurise the lines, particularly when going from large diameter lines to smaller lines. By monitoring the pressure gauges, the outflow into the slop tanks and having a means of diverting the flow direct into the slop tank, this should avoid unnecessary excess pressure. By adjusting the flow pattern along the bore of the pipe, by means of increasing and decreasing the volume and pressure, any oil clinging to the sides, plus small dead ends are more likely to be disturbed and flushed out. This can be achieved by adjusting the pump revolutions and the pump discharge valve. Additionally, the brief opening and then closing of other valves along the flow can flush out further dead ends.
Line Washing Sequence a)
It is important to ensure that all tanks and lines are well stripped ashore upon completion of cargo. See Section 3.4.1.
b) All crude oil washing machine valves should be opened and allowed to drain any oil residues. c)
All manifold drains, the MARPOL line and the cargo top line drains should have been allowed to drain down into the tanks.
d) Prior to washing the lines, all valves should be in the closed position and the manifold blanks securely fitted. e)
Normal cargo operation safety precautions should be undertaken throughout this operation.
f)
Carry out the first line flush using No.3 COP, washing the top line, around the manifold section back down No.1 line to the bottom lines.
Issue: Final Draft - November 2007
Deck Operating Manual g) A similar routine is carried out with No.1 COP, thereafter the slop tanks can be used with No.2 COP and the sea valves closed. Note: The slop tanks should be filled close to levelling line discharge height in the slop tanks, assuming that water washing is to take place after the line wash. If the slop tanks reach this level prior to completion of the flush from the sea chest, then the pump suction should be taken directly from the slop tank and the sea chest valves closed.
Procedure for Line Washing With No.3 Cargo Oil Pump a)
Line up the stripping pump to take suction from the sea line, discharging to the starboard slop tank.
b) Start the stripping pump and when a vacuum shows on the suction side of the pump, open No.3 COP pump room bottom crossover line valve. When a vacuum shows on the suction side of the stripping pump open the intermediate sea valve. Continue monitoring the line vacuum and when a vacuum shows on the suction side of the pump then open the main sea chest valve.
e)
The pump discharge can now be directed up No.3 COP discharge line, around the manifolds and into the MARPOL line and return to No.1 line via the manifolds and down into all the bottom lines, and finally into the starboard slop tank.
f)
Verify flow is detected along the top lines and check flow is detected entering the starboard slop tank.
Where a valve position is open/close this is to indicate a short flush to remove oil residues in that line section. Position Open Open Open Open Open Open Open
Description No.3 and 4 manifold valves port side No.3 and 4 manifold drain valves port side No.1 manifold drain valve starboard No.1 manifold valve starboard No.1 COP bypass valve No.1 line bulkhead master valve No. 1, 2 and 3 line segregation valves
Valve CLV155,CLV154 CLV163, CLV162 CLV169 CLV161 CLV061 CLV052 CLV008, CLV007 CLV003, CLV004
Position Open Open Open Open Open Open
Description Stripping pump discharge valve Slop tank discharge line valve Pump room discharge valve to the starboard slop tank No.3 COP pump room bottom crossover valve Intermediate sea valve Main sea chest valve
Valve CLV096 CLV077 CLV075 CLV067 CLV068 CLV069
c) Verify that there is flow to the starboard slop tank. d) No.3 COP can be started, and this is initially flushed into the starboard slop tank, and the stripping pump can be stopped. Position Open Open Close
Description No.3 COP pump room top crossover valve Pump room top discharge line valve Stripping pump discharge valve
Valve CLV072 CLV073 CLV096
CLV001, CLV002 CLV006, CLV005 Open Open Open Close
Slop tank segregation valves Starboard slop tank suction valves No.3 COP discharge valve No.3 COP pump room top crossover valve No.1 line manifold crossover valve Open No.3 line manifold crossover valve Open Open/Close Vacuum breaker valves to No.4 centre Open/Close MARPOL drain valves to No.4 port and starboard wing tank
CLV151 CLV153 CLV172, CLV173 CLV170, CLV171
g) The arrangement at the manifolds can be changed to flush through the other sections. Position Open Open
IMO No: 9323948
CLV029,CLV028 CLV036, CLV035 CLV031, CLV032 CLV060 CLV072
Description No.3 and 4 manifold valves starboard side No.3 and 4 manifold drain valves starboard side
Valve CLV159, CLV158 CLV167, CLV166
Section 3.7.3 - Page 2 of 8
Maersk Nautica
Deck Operating Manual
Illustration 3.7.3b Line Wash with No.1 Cargo Oil Pump
50 700
CLV192 CLV176
CLV 129
700
From Inert Gas Main Line
700
200 200
CLV 184
25
350
To Tank Cleaning Main
No.4 Cargo Oil Tank (Port)
Double Bottom
CLV113 600
ODME Flow Meter
ODME Flow Meter H
CLV 073
H
CLV 096
H
100
From DrainTank CLV132
PT PI
CLV097
CLV106
H 150
Stripping Pump 125m3/h
CLV093
VUV 007
VUV 008
PI
H CLV089 700
125
CLV095
H
PT PI
CLV070 H
PI PT
CLV061
100
VUV001
P
CLV058 CLV078 600
650
CLV 119
CLV114
CLV 122
H
PI PT
CLV059 CLV079 700
650
CLV 120
CLV115
600
CLV 123
PT PI
CLV072
CLV100 50
H
Sea Chest
CLV116
650
CLV 121
PI
CLV 124
CLV069
From Compressed Air
300
600
H
CLV074
CLV 082
750
CLV125 650
CLV131
CLV110
300
H
H CLV054
CLV 083
CLV057
CLV067
H
CLV126
Issue: Final Draft - November 2007
CLV101
CLV068
No.5 Cargo Oil Tank (Port)
500
H
CLV 009
H
CLV 010
250
CLV 030
H
CLV127
250
25
CLV 189
CLV 168
25
200
CLV 169
25
CLV 191
CLV 190 200
No.4 Cargo Oil Tank (Port)
550
CLV H 049
250
CLV 023
H
No.3 Cargo Oil Tank (Port)
550
CLV H 046
CLV 020
250
550
H
CLV H 043
600
H
650
CLV075
200
H
CLV 128
Emergency Connection CLV091 with Ballast System 600
H
550
H
250
550
750
250
200
No.2 Cargo Oil Tank (Port) 250
CLV 017
H
550
250
CLV008 CLV007 H
CLV 033
H
CLV 034
H
100 300
H
650
CLV130
Slop Tank (Port)
H
15 15
15
750
CLV 085
650
H
CLV 188
CLV 167
CLV193 CLV179
H CLV090
750
VUV003
25
H
CLV H 050
No.1 Cargo Oil Tank (Port)
550
CLV H 040
250
CLV 014
H
550
CLV 037
H
CLV 011
H
CLV 035
H
CLV 036
CLV 024
H
CLV H 047
CLV 021
H
CLV H 044
CLV 018
H
CLV 026
H
CLV 027
H
550
CLV H 041
250
CLV 015
H
CLV 003
H
CLV H 004
550
CLV H 038
CLV 012
750
CLV053
CLV066
750
Compressed Air
CLV 081
300
H
CLV063
P
CLV060 CLV080
25
200
CLV056
H
PI PT
CLV 166
CLV173
CLV062
H
No.3 Cargo Oil Pump 5,500m3/h
H
CLV183
50
200
H
H
H
CLV 172
CLV161
CLV160
50
CLV 087
300
CLV159
CLV158
CLV182
From Compressed Air
CLV052
700
H
CLV 104
H
750
CLV099 50
CLV171
200
CLV 084
VUV002
P
H
300
H
CLV065
700
PT PI
300
700
CLV153
CLV177 CLV178
CLV107 CLV 134
H
H
No.2 Cargo Oil Pump 5,500m3/h
CLV071
H
700
CLV055
650
H
CLV 086
CLV 133 H
750
CLV098 50
No.4 Cargo Oil Tank (Starboard)
CLV064
No.1 Cargo Oil Pump 5,500m3/h
H
700
H
700
PT
CLV 133
PI
H
CLV152
100
CLV 105
PT
CLV088 250
PT
No.2
PT
PT
700
CLV 077
VUV019
VUV018
H
CLV181
150
No.1
PT PI
100
700
CLV 076
PI
100
CLV157
CLV170
PT
300
VUV020
VUV 009
To Vacuum Pumps
250
PI
PT
CLV156
100
100
350
600
PI
CLV155
CLV 165
700
P
CLV092
CLV154
CLV 164
CLV151
P
150
25
CLV 163
700
CLV118 H
CLV094
Pump Room Bilge Suction
CLV117
PI PT
H 150
COV 001
CLV174 CLV175
ODME Control Signal
Main Deck
150
50
Key Sea Water
200
CLV 187
25
CLV 162
CLV180
200
CLV 186
25
CLV103 CLV109
150
200
CLV 185
No.5 Cargo Oil Tank (Centre)
No.4 Cargo Oil Tank (Centre)
No.3 Cargo Oil Tank (Centre)
H H
750
H
CLV 031
H
CLV 032
500
Slop Tank (Starboard)
CLV No.2 Cargo Oil Tank 028 (Centre) CLV 029
No.1 Cargo Oil Tank (Centre) H
H
CLV 001
H
CLV 002
H
CLV005 CLV006
H
CLV H 051
250
550
CLV 025
No.5 Cargo Oil Tank (Starboard)
H
CLV H 048
250
550
CLV 022
No.4 Cargo Oil Tank (Starboard)
H
CLV H 045
250
550
CLV 019
No.3 Cargo Oil Tank (Starboard)
H 250
CLV H 042
CLV 016
550
H 250
No.2 Cargo Oil Tank (Starboard)
CLV 039
H
CLV 013
550
No.1 Cargo Oil Tank (Starboard)
CLV102 CLV108
IMO No: 9323948
Section 3.7.3 - Page 3 of 8
Maersk Nautica Position Close Close Open Open Close Close
Description No.3 and 4 manifold valves port side MARPOL drain valves to No.3 and 4 manifolds port side MARPOL drain valve to No.1 manifold drain port side No.1 manifold valve port side MARPOL drain valve to No.1 manifold starboard side No.1 manifold valve starboard side
Deck Operating Manual Valve CLV155, CLV154 CLV163, CLV162 CLV165 CLV157 CLV169 CLV161
h) During this next section, a short flush can be undertaken through both the cargo tank suction valve and the stripping valve of all the cargo tanks. Position Description Open/Close No.1, 2, 3, 4, and 5 centre tank suction valves Open/Close No.1, 2, 3, 4, and 5 centre tank stripping suction valves Open/Close No.1, 2, 3, 4, and 5 wing tank suction valves
Open/Close Port slop tank suction valve
Valve CLV012, CLV015 CLV018, CLV021 CVL024 CLV038, CLV041 CLV044, CLV047 CVL050 CLV011, CLV013 CLV014, CLV016 CVL017, CLV019 CLV020, CLV022 CLV023, CLV025 CLV030
Procedure for Line Washing With No.1 Cargo Oil Pump a)
Line up No.1 COP to discharge to the starboard slop, and when running stop No.3 COP and close that pump down.
b) The pump discharge can now be directed up No.1 line, around the manifolds and down No. 3 line into the starboard slop tank. Position Open Open Close Close
Description No.1 COP pump room top crossover valve No.1 COP pump room bottom crossover valve No.3 COP pump room bottom crossover valve No.3 COP discharge valve
Issue: Final Draft - November 2007
Valve CLV070 CLV065 CLV067 CLV060
Position Open Open Close Open Close
Close Close Open Open Open c)
Description No.3 COP pump bypass valve No.3 line bulkhead master valve Slop tank segregation valves Slop tank segregation valves No.1, 2 and 3 line segregation valves
No.1 COP discharge valve No.1 COP discharge valve No.1 line segregation valves No.1 COP discharge valve Slop tank levelling line valves
Valve CLV063 CLV054 CLV036, CLV035 CLV034, CLV033 CLV005, CLV006 CLV002, CLV001 CLV007, CLV008 CLV058 CLV058 CLV027, CLV026 CLV058 CLV009, CLV010
Verify flow is detected along the top lines and check flow is detected entering the starboard slop tank.
d) The arrangement at the manifolds can be changed to flush through other sections and down No.2 line into the starboard slop tank. Position Open Open Close Close Open Close Open Open Open Open Close Close
Description MARPOL drain valve to No.2 manifold drain port side No.2 manifold valve port side MARPOL drain valve to No.1 manifold drain port side No.1 manifold valve port side No.2 line vacuum breaker valve No.3 line vacuum breaker valve No.2 manifold valve starboard side MARPOL drain valve to No.2 manifold starboard side No.2 COP bypass valve No.2 line bulkhead master valve No.3 and 4 manifold valves starboard side MARPOL drain valves to No.3 and 4 manifold valves starboard side
Valve CLV164 CLV156 CLV165 CLV157 CLV152 CLV153 CLV160 CLV168 CLV062 CLV053 CLV155, CLV154 CLV163, CLV164
CAUTION Close the sea valves immediately if the pump is stopped. When restarting, use the stripping pump to obtain a vacuum, as described, prior to restarting the cargo oil pump.
IMO No: 9323948
Procedure for Line Washing With No.2 Cargo Oil Pump a)
Line up No.2 COP to discharge to the starboard slop, and when running stop No.1 COP and close that pump down.
b) The pump discharge can now be directed up No.2 line, around the manifolds and down No.3 line into the starboard slop tank. Position Open Open Close Close Close Close Open c)
Description No.2 COP pump room top crossover valve No.2 COP pump room bottom crossover valve No.1 COP pump room bottom crossover valve No.1 COP discharge valve No.1 COP pump bypass valve No.1 line bulkhead master valve No.2 COP discharge valve
Valve CLV071 CLV066 CLV065 CLV058 CLV061 CLV052 CLV059
Verify flow is detected along the top lines and check flow is detected entering the starboard slop tank.
d) The arrangement at the manifolds can be changed to flush through other sections and down No.3 line into the port slop tank. Position Open Open Close Close
Description No.2 manifold valve port side MARPOL drain valve to No.2 manifold port side No.2 manifold valve starboard side MARPOL drain valve to No.2 manifold valve starboard side
Valve CLV156 CLV164 CLV160 CLV168
e)
This completes the flushing of the pumps and lines from sea, further washing is carried out via the drive from the slop tank and uses the eductors to strip the tanks and lines.
f)
Close the sea chest valves and intermediate sea valve, stop the pump and swing the spectacle flange into the closed position, adjacent valve CLV068.
g) Close all valves prior to resuming any further operations.
Section 3.7.3 - Page 4 of 8
Maersk Nautica
Deck Operating Manual
Illustration 3.7.3c Line Wash Using No.3 Cargo Oil Pump with the Eductors
50
CLV192 CLV176
CLV 129
700
From Inert Gas Main Line
700
200 200
CLV 184
25
350
To Tank Cleaning Main
No.4 Cargo Oil Tank (Port)
Double Bottom
CLV113 600
ODME Flow Meter
ODME Flow Meter H
CLV 073
H
CLV 096
H
100
From DrainTank CLV132
PT PI
CLV106
CLV093
VUV 007
VUV 008
PI
H CLV089 700
125
CLV095
H
PT PI
CLV070 H
PI PT
CLV061
100
VUV001
P
600
650
CLV 119
CLV114
CLV 122
H
PI PT
CLV059 CLV079 700
650
CLV 120
CLV115
600
CLV 123
PT PI
CLV072
Compressed Air H
Sea Chest
CLV063
CLV116
650
CLV 121
PI
CLV 124
CLV069
300
750
600
H
CLV074
CLV 082
750
CLV125 650
CLV131
CLV110
300
H
H CLV054
CLV 083
CLV057
CLV067
H
CLV130
Issue: Final Draft - November 2007
CLV101
CLV068
500
H
CLV 009
H
CLV 010
250
CLV 030
CLV127
250
25
CLV 168
25
200
CLV 169
25
CLV 190
CLV 189
CLV 191 200
H
No.4 Cargo Oil Tank (Port)
550
CLV H 049
250
CLV 023
H
No.3 Cargo Oil Tank (Port)
550
CLV H 046
CLV 020
250
550
H
CLV H 043
600
H
650
CLV075
200
H
CLV 128
Emergency Connection CLV091 with Ballast System 600
H
550
H
250
550
750
250
200
No.2 Cargo Oil Tank (Port) 250
CLV 017
H
550
250
CLV008 CLV007 H
CLV 033
H
CLV 034
H
100 300
H
650
CLV126
15
From Compressed Air
No.5 Cargo Oil Tank (Port)
Slop Tank (Port)
H
15 15
CLV 188
CLV 167
CLV193 CLV179
H CLV090
CLV 085
650
H
CLV 166
25
CLV182
H
No.1 Cargo Oil Tank (Port)
550
CLV H 040
250
CLV 014
H
550
CLV 037
H
CLV 011
H
CLV 035
H
CLV 036
CLV H 050
CLV 024
H
CLV H 047
CLV 021
H
CLV H 044
CLV 018
H
CLV 026
H
CLV 027
H
550
CLV H 041
250
CLV 015
H
CLV 003
H
CLV H 004
550
CLV H 038
CLV 012
750
CLV053
CLV066
750
CLV100 50
CLV 081
750
P
CLV060 CLV080
25
200
300
H
VUV003
CLV183
50
CLV173
CLV056
H
PI PT
CLV 172
CLV161
CLV160
50
CLV 087
300
CLV159
CLV158
200
CLV062
H H
CLV171
CLV177 CLV178
From Compressed Air
H
H
No.3 Cargo Oil Pump 5,500m3/h
H
CLV 104
CLV052
700
H
CLV107 CLV 134
CLV 133
H
750
CLV099 50
700
CLV153
200
CLV 084
VUV002
P
H
300
H
CLV065
700
PT PI
300
H
No.2 Cargo Oil Pump 5,500m3/h
CLV071
H
700
CLV055
650
H
No.4 Cargo Oil Tank (Starboard)
H
CLV 133 H
750
CLV098 50
CLV 086
700
PT
CLV064
No.1 Cargo Oil Pump 5,500m3/h
H
700
H
CLV152
100
PI
H
CLV058 CLV078
CLV 077
CLV 105
PT
CLV088 250
PT
No.2
PT
PT
700
VUV019
VUV018
H
CLV181
150
No.1
PT PI
100
100
700
CLV 076
PT
300
CLV157
CLV170
PI VUV020
VUV 009
To Vacuum Pumps
250
PI
PT
CLV156
100
100
350
600
PI
CLV155
CLV 165
700
P
CLV092
CLV154
CLV 164
CLV151
P
150
25
CLV 163
700
CLV118
Stripping Pump 125m3/h
H 150
CLV117
PI PT H
CLV094
Pump Room Bilge Suction
CLV097
H 150
COV 001
CLV174 CLV175
ODME Control Signal
Main Deck
150
50
Key Sea Water
200
CLV 187
25
CLV 162
CLV180
200
CLV 186
25
CLV103 CLV109
150
200
CLV 185
No.5 Cargo Oil Tank (Centre)
No.4 Cargo Oil Tank (Centre)
No.3 Cargo Oil Tank (Centre)
H H
750
H
CLV 031
H
CLV 032
500
Slop Tank (Starboard)
CLV No.2 Cargo Oil Tank 028 (Centre) CLV 029
No.1 Cargo Oil Tank (Centre) H
H
CLV 001
H
CLV 002
H
CLV005 CLV006
H
CLV H 051
250
550
CLV 025
No.5 Cargo Oil Tank (Starboard)
H
CLV H 048
250
550
CLV 022
No.4 Cargo Oil Tank (Starboard)
H
CLV H 045
250
550
CLV 019
No.3 Cargo Oil Tank (Starboard)
H 250
CLV H 042
CLV 016
550
No.2 Cargo Oil Tank (Starboard)
H 250
CLV 039
H
CLV 013
550
No.1 Cargo Oil Tank (Starboard)
CLV102 CLV108
IMO No: 9323948
Section 3.7.3 - Page 5 of 8
Maersk Nautica
Deck Operating Manual
Procedure for Line Washing With No.3 Cargo Oil Pump with the Eductors The final part of this line washing operation is to flush through the eductors, and at the same time strip all of the tanks and all the lines, removing any remaining trapped oil and water residues. Commence with all valves closed. a)
Line up No.3 COP to take suction from pump room direct line from the port slop tank, to both of the eductors and discharging into the starboard slop tank, using the levelling line in the slop tanks to ensure clean water is used.
b) All lines, the unused pumps and the tanks can be educted. c)
Start No.3 COP and increase until adequate pressure is being delivered to the eductors and a vacuum is obtained on the eductor suction, thereafter commence educting.
Position Open Open Open Open Open Open Open
Description No.1 and 2 eductor discharge valve to starboard slop tank No.1 and 2 eductor drive valves No.3 COP pump room top crossover valve No.3 COP pump room bottom crossover valve Port slop tank pump room suction valve Slop tanks levelling line valves No.1 and 2 eductor suction valves
Valve CLV075 CLV089, CLV088 CLV072
CLV064 CLV010, CLV009 CLV086, CLV087 CLV085, CLV084
Where a valve position is open/close this is to indicate when stripping a tank, the valve is open only until the tank is drained.
Open Open
Description No.1 and 2 eductor suction valve to No.1 line No.1 line bulkhead master valve No.1 line segregation valves
Open/Close No.2 wing tank stripping suction valves Open/Close No.3 wing tank stripping suction valves
Issue: Final Draft - November 2007
Open Open Open Close Close Close Close Close Open Open Open Open
CLV067
d) Firstly strip No.1 line group of tanks, then the top line and finally the No.1 COP.
Position Open
Position Open/Close Close Open Open Open
Valve CLV081 CLV052 CLV008, CLV007 CLV026, CLV027 CLV040, CLV042 CLV043, CLV045
Open Close Close Close Close Close e)
Description No.5 centre tank stripping suction valve No.1 line bulkhead master valve No.1 COP bypass valve No.1 manifold valves port and starboard MARPOL drain valves to No.1 manifold port and starboard MARPOL drain valves to No.4 port and starboard wing tanks Vacuum breaker master valves to No.4 centre tank No.1 line vacuum breaker valve No.1 manifold valves port and starboard MARPOL drain valves to No.1 manifold port and starboard No.1 line vacuum breaker valve No.1 COP bypass valve No.1 and 2 eductor suction valve to No.1 line No.1 COP suction valve No.1 COP pneumatic discharge valve No.1 COP discharge valve No.1 COP stripping valves to bypass check valve, pump and vacuum unit Stripping line block valve No.1 COP suction valve No.1 COP pneumatic discharge valve No.1 COP discharge valve No.1 COP stripping valves to bypass check valve, pump and vacuum unit Stripping line block valve
Valve CLV050 CLV052 CLV061 CLV157, CLV161 CVL165, CLV169 CLV170, CLV171 CLV173, CLV172 CLV151 CLV157, CLV161 CVL165, CLV169 CLV151 CLV061 CLV081 CLV055 CLV078 CLV058 CLV114, CLV119 CLV122 CLV095 CLV055 CLV078 CLV058 CLV114, CLV119 CLV122 CLV095
Secondly, strip No.2 line group of tanks, then the top line and finally No.2 COP.
Position Open
Description No.1 and 2 eductor suction valve to No.2 line No.2 line bulkhead master valve Open Open/Close No.1 wing tank stripping suction valves Open/Close No.4 wing tank stripping suction valves Open/Close No.3 centre tank stripping suction valve Close No.2 line bulkhead master valve
IMO No: 9323948
Valve CLV082 CLV053 CLV037, CLV039 CLV046, CLV048 CLV044 CLV053
Position Open Open Open
Close
Description No.2 COP bypass valve No.2 manifold valves port and starboard MARPOL drain valves to No.1 manifold port and starboard No.2 line vacuum breaker valve No.2 manifold valves port and starboard MARPOL drain valves to No.2 manifold port and starboard No.2 line vacuum breaker valve No.2 COP bypass valve No.1 and 2 eductor suction valve to No.2 line No.2 COP suction valve No.2 COP pneumatic discharge valve No.2 COP discharge valve No.2 COP stripping valves to bypass check valve, pump and vacuum unit Stripping line block valve No.2 COP suction valve No.2 COP pneumatic discharge valve No.2 COP discharge valve No.2 COP stripping valves to bypass check valve, pump and vacuum unit Stripping line block valve
f)
Finally, strip No.3 line group of tanks and the top line.
Open Close Close Close Close Close Open Open Open Open Open Close Close Close Close
Position Open Open Open Open/Close Open/Close Open/Close Open/Close Close Close Open Open
Description No.1 and 2 eductor suction valve to No.3 line No.3 line bulkhead master valve No.3 line segregation valves No.5 wing tank stripping suction valves No.1 centre tank stripping suction valve No.2 centre tank stripping suction valve No.4 centre tank stripping suction valve No.3 line segregation valves No.3 line bulkhead master valve No.3 COP bypass valve No.3 and 4 manifold valves port and starboard
Valve CLV062 CLV156, CLV160 CVL164, CLV168 CLV152 CLV156, CLV160 CVL164, CLV168 CLV152 CLV062 CLV082 CLV056 CLV079 CLV059 CLV115, CLV120 CLV123 CLV095 CLV056 CLV079 CLV059 CLV115, CLV120 CLV123 CLV095
Valve CLV083 CLV054 CLV005, CLV006 CLV049, CLV051 CLV038 CLV041 CLV047 CLV005, CLV006 CLV054 CLV063 CLV155, CLV154 CLV159, CLV158
Section 3.7.3 - Page 6 of 8
Maersk Nautica
Deck Operating Manual 50
Illustration 3.7.3d Educting No.3 Line
CLV192 CLV176
CLV 129
700
From Inert Gas Main Line
700
200 200
CLV 184
25
350
To Tank Cleaning Main
No.4 Cargo Oil Tank (Port)
Double Bottom
CLV113 600
ODME Flow Meter
ODME Flow Meter H
CLV 073
H
CLV 096
100
From DrainTank CLV132
PT PI
H CLV097
CLV106
H 150
Stripping Pump 125m3/h
CLV093
VUV 007
VUV 008
H CLV089 700
PT PI
CLV070 H
125
CLV095
H
PI PT
VUV001
600
650
CLV 119
CLV114
CLV 122
H CLV065
PI PT
CLV059 CLV079 700
650
CLV 120
CLV115
600
CLV 123
PT PI
H
CLV066
CLV060 CLV080
25
CLV100 50
H
Sea Chest
CLV116
650
CLV 121
PI
CLV 124
CLV069
300
CLV074 750
CLV131
CLV125 650
H CLV054
CLV 083
CLV057
CLV067
H
CLV130
Issue: Final Draft - November 2007
CLV101
CLV068
No.5 Cargo Oil Tank (Port)
500
H
CLV 009
H
CLV 010
250
CLV 030
H
CLV127
250
200
CLV 169
25
CLV 191
CLV 190 200
No.4 Cargo Oil Tank (Port)
550
CLV H 049
250
CLV 023
H
No.3 Cargo Oil Tank (Port)
550
CLV H 046
CLV 020
250
550
H
CLV H 043
600
H
650
CLV075
200
H
CLV 128
Emergency Connection CLV091 with Ballast System 600
H
550
H
250
550
750
250
200
No.2 Cargo Oil Tank (Port) 250
CLV 017
H
550
250
CLV008 CLV007 H
CLV 033
H
CLV 034
H
CLV110
300
H H
H
100 300
H
650
CLV126
15
Slop Tank (Port)
H
15 15
From Compressed Air
600
CLV 082
CLV 085
650
750
Compressed Air
750
750
CLV063
P
CLV 189
CLV 188
CLV 168
25
CLV193 CLV179
H
CLV H 050
No.1 Cargo Oil Tank (Port)
550
CLV H 040
250
CLV 014
H
550
CLV 037
H
CLV 011
H
CLV 035
H
CLV 036
CLV 024
H
CLV H 047
CLV 021
H
CLV H 044
CLV 018
H
CLV 026
H
CLV 027
H
550
CLV H 041
250
CLV 015
H
CLV 003
H
CLV H 004
550
CLV H 038
CLV 012
750
CLV053 H
VUV003
CLV182
CLV 167
25
50
H CLV090
CLV056
H
PI PT
CLV 081
300
H
No.3 Cargo Oil Pump 5,500m3/h
CLV072
200
CLV062
700
H
CLV 166
CLV173
H
H
H
CLV 172
CLV161
CLV160
CLV183
200
CLV052
750
CLV099 50
300
CLV159
CLV158
25
From Compressed Air
CLV 087
CLV 084
VUV002
P
H
CLV 104
H
700
PT PI
300
H
H
No.2 Cargo Oil Pump 5,500m3/h
CLV071
300
CLV171
CLV055
650
H
H
700
50
200
H
CLV 133 H
750
CLV098 50
CLV 086
700
CLV153
CLV177 CLV178
CLV107 CLV 134
CLV064 CLV061
100
P
CLV058 CLV078 700
H
No.1 Cargo Oil Pump 5,500m3/h
H
No.4 Cargo Oil Tank (Starboard)
CLV 133
PI
H
700
PT
CLV 105
PT
CLV088 250
CLV152
No.2
PI
VUV018
H
PT
100
VUV019
PT
PT
700
No.1
PT PI
100
CLV181
150
CLV 077
PT
300
100
700
CLV 076
PI VUV020
VUV 009
To Vacuum Pumps
250
PI
PT
CLV157
CLV170
100
350
600
PI
CLV156
700
P
CLV092
CLV155
CLV 165
CLV151
P
150
CLV154
CLV 164
700
CLV118 H
CLV094
CLV117
PI PT
H 150
COV 001
Pump Room Bilge Suction
25
CLV 163
100
ODME Control Signal
Main Deck
150
50
CLV174 CLV175
Key Sea Water
200
CLV 187
25
CLV 162
CLV180
200
CLV 186
25
CLV103 CLV109
150
200
CLV 185
No.5 Cargo Oil Tank (Centre)
No.4 Cargo Oil Tank (Centre)
No.3 Cargo Oil Tank (Centre)
H H
750
H
CLV 031
H
CLV 032
500
Slop Tank (Starboard)
CLV No.2 Cargo Oil Tank 028 (Centre) CLV 029
No.1 Cargo Oil Tank (Centre) H
H
CLV 001
H
CLV 002
H
CLV005 CLV006
H
CLV H 051
250
550
CLV 025
No.5 Cargo Oil Tank (Starboard)
H
CLV H 048
250
550
CLV 022
No.4 Cargo Oil Tank (Starboard)
H
CLV H 045
250
550
CLV 019
No.3 Cargo Oil Tank (Starboard)
H 250
CLV H 042
CLV 016
550
H 250
No.2 Cargo Oil Tank (Starboard)
CLV 039
H
CLV 013
550
No.1 Cargo Oil Tank (Starboard)
CLV102 CLV108
IMO No: 9323948
Section 3.7.3 - Page 7 of 8
Maersk Nautica Position Open Open Close Close Close Close Close
Description MARPOL drain valves to No.3 and 4 manifolds port and starboard No.3 line vacuum breaker valve No.3 and 4 manifold valves port and starboard MARPOL drain valves to No.3 and 4 manifolds port and starboard No.3 line vacuum breaker valve No.3 COP bypass valve No.1 and 2 eductor suction valve to No.3 line
Deck Operating Manual Valve CVL163, CLV162 CLV167, CLV166 CLV153 CLV155, CLV154 CLV159, CLV158 CLV163, CLV162 CLV167, CLV166 CLV153 CLV063 CLV083
g) Stop No.3 COP and close the slop tank suction. h) Line up the stripping pump to drain the remaining lines and No.3 COP. Position Close Open Close Open Open Open Open Open
Description Port slop tank pump room suction valve Starboard slop tank pump room discharge valve Pump room top discharge line valve Stripping pump discharge valve No.3 COP stripping valves to bypass check valve, pump and vacuum unit No.3 COP pneumatic discharge valve Stripping line block valve No.1 and 2 eductor stripping suction valves
Valve CLV064 CLV075 CLV073 CLV096 CLV116, CLV121 CLV124 CLV080 CLV095 CLV084, CLV085
This completes the line wash and stripping, and the stripping pump should be stopped and all valves closed.
Issue: Final Draft - November 2007
IMO No: 9323948
Section 3.7.3 - Page 8 of 8
Maersk Nautica
Deck Operating Manual
Illustration 3.7.4a Oil Discharge Monitoring System
Foam Room
Cargo Control Room Cleantoil 2005
Pneumatic Control Unit
Measuring Cell
Sample Pump
Pump Room
Sample Out
Air Supply
08V
Sample In
Back Flash Warming
JOWA Type Approved Acc. 0801 IMO Res. MEPC.108(49) 05
Alarm
ODME
P
P
077V
076V
To Slop Tank
To Overboard
Sample Outlet
Air Supply Analysing Unit
Zener/ Solenoid Module
Sample Outlet
Sample Change Over Valve
Sample Inlet
Engine Room Sample Inlet
Sample Change Over Valve
From Ballast Overboard Discharge
Flow Meter Transmitter Block
Flow Meter Transmitter Block
Key Ballast Water Flow Meter
Fresh Water Supply for Back Flush
H CLV073
H CLV096
Air Fresh Water
Cargo Pump Discharge
Stripping Pump Discharge
Electrical Signal
Issue: Final Draft - November 2007
IMO No: 9323948
Section 3.7.4 - Page 1 of 5
Maersk Nautica 3.7.4 OIL DISCHARGE MONITORING EQUIPMENT Manufacturer: Model:
Jowa Cleantoil 2005
The Jowa Cleantoil 2205 oil monitoring equipment and control system is certified to meet the requirements of IMO Resolution A.586 (14) and MEPC.51(32) and is fully suitable for monitoring oil-like substances that IMO have stated. The control unit automatically handles the information about oil content, flow rate of discharge, ship speed, date and time and status of the overboard valve control system. The valves are controlled by the system with interlocks which are operated remotely when the unit is powered up. The unit has a measuring range of 0-1000ppm, and is fitted with a self-cleaning device. Procedures for ballast handling and line washing in compliance with regulations 9 of Annex I of MARPOL 73/78. Line draining shall be carried out in accordance with the procedures detailed in the approved Crude Oil Washing Operation and Equipment Manual prior to any discharge of extraordinary dirty ballast, oil contaminated water and slops. Regulation 15 (3) (a) of Annex I of MARPOL 73/78 specifies that the approved oil discharge monitoring and control system shall be in operation when there is any discharge of oil contaminated water into the sea. For this vessel, this means all extraordinary dirty ballast water. For instance, line flushing and tank washing water from the cargo space must be monitored using the high overboard discharge.
Deck Operating Manual All ballast and effluent discharge operations will be clearly recorded in the Oil Record Book Part II which is placed on board in accordance with Regulation 20 of Annex I of MARPOL 73/78. It is recommended that the ODME printout is attached to the corresponding entries and be made available for port state inspection when required. Subject to charter party agreement, oil contaminated water and slop may be discharged to a shore reception facility at the loading port. Monitoring of discharge in this case is not required. Prior to the discharge of ballast and oil contaminated water the cargo officer shall use the portable cargo monitoring/interface detector, in accordance with the manufacturer’s instructions, to determine the position of the oil/water interface and shall record the resulting measurement prior to the commencement of monitored discharge. It should be ensured that all valves not required for the particular operation being undertaken are kept in a fully closed position.
Introduction The oil discharge monitoring equipment is installed on this vessel to provide the control of overboard discharge by measuring oil outflow concentration. It also computes the rate of discharge and total quantity of oil discharged per ballast voyage. The system monitors the oil content, discharge ratio of oily mixture and discharged oil quantity. It automatically stops the overboard discharge of the oily mixture and returns the discharge to the slop tank when the oil content exceeds the limitation of the preset value. The system fitted to this vessel consist of the following main elements:
The discharge monitoring of segregated ballast is not required by Annex I of MARPOL 73/78. Such ballast should be subject of surface examination prior to discharge.
Sampling System
Issue: Final Draft - November 2007
From the sample pump discharge, the sample is routed directly to the analyser unit. The sample passes through the in-line flow detector/indicator, a manually operated flow regulating valve and a three-way backflush pneumatic valve before being discharged to the slop tank. A supply of fresh water is available for system flushing and calibration. Monitoring System - Engine Room The signal is derived from the analysis of the sample water being passed through the measuring vessel from the sampling pump. Control Unit - Ship’s Control Centre
The discharge monitoring of clean ballast is not required by Annex I of MARPOL 73/78, providing such ballast is contained in a tank previously the subject of tank washing coming after carriage of oil. The ballast discharge must not produce visible traces of oil or sludge to the surface of clean calm water. It is recommended however, that all such extraordinary clean ballast be monitored in order that evidence can be collected to determine that the oil content of such discharge does not exceed 15ppm notwithstanding the presence of visible traces.
Prior to any discharge overboard, the oil monitoring and control system shall undergo prestart checks and the input of data variables. The system will remain fully operational during all phases of discharge and the printed record confirming time and data will be retained on board for a period of at least three years.
During operation, the oil monitoring sample pump extracts a sample from the probe, which is situated in the overboard discharge and routed through a local, manually operated probe isolating valve to the control valve assembly.
• Sampling system
The control unit provides the means of total supervision of the monitoring and sampling system and performs the function of a computer and recording device in respect of allowable discharge operations. The digital visual display unit shows the data for any current discharge situation and gives instantaneous alarm indication. A printer is incorporated to record data required in compliance with IMO Resolution A.586 (XIV). Discharge of Ballast and Contaminated Water Ensure that line flushing has been completed prior to discharging any ballast or oil contaminated water. All valves not being used for the discharge are to be kept shut.
• Monitoring system • Control system Their description is detailed in the following sections:
Access to data input, operating mode, etc, is through the keyboard located on the unit.
The major components required for the sampling of contaminated oil discharge are located in the hazardous area and consist of: • A sampling pump and motor assembly located on the bulkhead between pump room and engine room. • The oil content meter and measuring vessel penetration located above the sampling pump. • A control valve assembly.
IMO No: 9323948
Section 3.7.4 - Page 2 of 5
Maersk Nautica
Deck Operating Manual
Control Unit - Alarms, Controls and VDU Displays
• Printer paper failure
• Date (Day/Month/Year) and time (24 hours GMT)
Introduction
• Ship’s speed too high > 20 knots
• Channel selected - manually selected (No.l)
• Ship’s speed too low
• State of discharge (permitted/prohibited)
• Discharge valve wrongly open
• Position of discharge valve (open/closed)
The control unit has a users access code, which must be input prior to the changing of input data.
• Flow rate input value Control Unit Panel Facilities • VDU intensity control • Mains supply indicator • Alarm indicator / Acknowledge pushbutton • Auto/Manual key switch • Keyboard • Visual display unit • Printer
Automatic and Manual Input
• Total oil limit in litres - manually input
Automatic Inputs
• Power on/power off
Concentration of oil in parts per million (ppm) which is a real value derived from the installed oil content meter.
• Monitoring
Time (based on GMT and date). Pre-programmed until the year 2020. Memory is maintained for a maximum of three months by a rechargeable battery backup regardless of mains disconnection.
• Total quantity of oil discharged
Effluent outflow rate is obtained from the installed flow meter system.
• Instantaneous rate of discharge of oil in litre/mile • Input value of oil content in ppm • Ship speed input value
Ship’s speed is obtained from the ship’s speed log.
Other data is listed or VDU displayed as appropriate according to specific operating parameters or malfunctions, ie, vessel under voyage etc.
Manual Inputs
Starting Interlock
Manual inputs are not normally required except for the verification of sample channel and the selection of total oil reset, total oil limit and ship situation data.
The Resolution A.586 (X1V) requirement for a starting interlock is satisfied by electrical control between the control unit and a relay based on interlock circuits contained in the cargo valve console.
Outputs Stored in Computer Memory
Discharge Valve Control
Alarms and VDU Displays In case of an alarm condition the (red) alarm indicator will illuminate together with an audible alarm from the control unit. Pressing the alarm indicator pushbutton will acknowledge the specific alarm condition and cancel the audible alarm. The alarm indicator lamp will stay lit until the fault is rectified. Any message currently displayed on the VDU will be accompanied by a new message at the bottom of the screen, detailing which alarm parameter has occurred and (where applicable) the rectification procedure that should be followed can be displayed upon demand. The alarms (programmed and non-programmed) incorporated within the control unit microprocessor include as follows:
Introduction As per MARPOL Regulation 108(49) of the 1st January 2005, it is not compulsory to have a printed record of the outputs from the control unit, in this case the vessel is not fitted with a printer unit. The outputs from the control unit are stored in the computer memory for up to three years then overwritten by the oldest record.
Full automatic discharge valve control is arranged in compliance with paragraph 3.3 of Res. A.586 (X1V) by the mutual operation of CLV073, the overboard discharge valve CLV076 and the starboard slop tank return valves CLV077 and CLV075. It is also possible to have No.5 centre tank set as the return tank. Flow Rate Indicating System
• Total oil limit exceed
• Each time the equipment is switched on
• 15ppm passed or 100ppm passed
• Each time an alarm is raised
• 999ppm range exceed
• Each time data is changed or revised
The ODME control unit is provided with automatic input rate of effluent discharge from the discharge line leading to the port high overboard discharge line. The flow rate indicating system consists of a probe located in the vertical rising section of the upstream discharge line of the ODME sampling probe. Linked to the probe is a DP transmitter, the low pressure and high pressure impulse lines from the probe are connected to the transmitter mounting valve block.
• Water failure
• Each time there is an increase of 10 litres/nautical mile in the quantity of oil being discharged
Ship’s Speed Indicating System
• Pre-alarm at 25 litres/nautical mile • 30 litres/nautical mile exceeded
• Motor pump wrongly powered
The following data will be stored every 10 minutes during operation and will provide immediate and additional listings such as:
The system consists of a speed log, the transmitted signal of which is cabled directly to the ODME control unit.
• Calibration failure
Notified Outputs
• Oil content meter failure
The following data according to the sampling mode will also be stored in the computer memory:
• Flow meter failure Issue: Final Draft - November 2007
IMO No: 9323948
Section 3.7.4 - Page 3 of 5
Maersk Nautica Pre-Operational Checks for Oil Discharge Monitoring and Control System Prior to setting the oil discharge monitoring and control system and commencement of ballast or oil contaminated water discharge, the following checks must carried out : Engine Room a)
Ensure that the power supply is available to the sample pump motor starter.
b) Check that the power supply to the analyser unit is ‘ON’. c)
Ensure that the air supply to the oil content meter is available.
Pump Room a)
Ensure adequate air supply is available to the monitoring system.
b) Check and adjust the regulator serving and supplying control air. c) Open the fresh water flushing/calibration shut-off valve.
Deck Operating Manual d) Start up the hydraulic power pack, set the ODME mimic panel valves ready for the operation and open the relevant cargo valves. e)
c)
Programme the ballast monitor as described in the manufacturer’s manual for the following: • Select the sample point • Select the oil type
Inform the officer on watch (OOW) of impending discharge. Make an initial entry in the Oil Record Book.
• Check the oil discharge mode select OIL DISCHARGE this also selects discharge rate limit 30 litres/nm
Operation of the ODME Ballast Monitor
• Select the sample point to be used
Programming Procedure for Ballast Monitor
• Check and adjust the manual flow rate, the auto entry is in brackets
When the line flushing and pre-operational checks have been carried out, the following operating procedure is carried out at the control unit panel. a)
• Check or adjust the manual speed input, the automatic entry is in brackets
Inform the bridge watch (and engine room) that discharge of ballast or slops is in progress. The bridge lookout should report to the OOW of any oil or discolouration noticeable in the outflow or wake of the vessel. A seaman, equipped with radio, should ideally be stationed above the overboard discharge to warn of any cargo oil discolouration to the officer, especially when approaching a low tank level.
• Check the total quantity of oil discharged and the total quantity alarm level. • Press the RESET key on the computer to erase any old alarms d) Prepare and start the discharging system then PRESS the OBV button to start the discharge.
b) Set the control unit main switch ‘ON’.
d) Check all drains valves in the monitoring system are closed. Illustration 3.7.4b Oil Discharge Monitoring Equipment Display
Note: Do not adjust the hydraulic flow regulating valve unless absolutely necessary. The valve is preset during commissioning to give a sample flow of between 700 and 750 litres/hour through the ODME system. e)
Cleantoil 2005
Open the sample probe isolating valve.
On Deck a)
Take oil/water interface readings of heavy weather ballast tank(s) and/or of tank washings contained in the slop tanks by using the Hermatic/MMC UTI detector.
Ensure that 220V power is available to the ODME control unit.
b) Check that the control unit printer has sufficient paper. c)
Request the engine room for cargo pump service.
Issue: Final Draft - November 2007
Sample Out
Warming
JOWA Type Approved Acc. 0801 IMO Res. MEPC.108(49) 05
IMO No: 9323948
08V
Sample In
Back Flash
Ship’s Control Centre a)
Measuring Cell
Sample Pump
Alarm
ODME
Section 3.7.4 - Page 4 of 5
Maersk Nautica Commencement of Ballast or Contaminated Oil Discharge a)
Ensure all line flushing/tank washing operations are properly completed.
b) Ensure pre-operational checks for the ballast monitor system have been completed. c)
Check the IG plant is available and placed on standby and that all relevant IG/vent distribution systems and valves are set to their correct respective positions.
d) Set up the ODME mimic panel and control unit as described previously.
The important parameters being: • Ship’s situation
Deck Operating Manual Note: Always ensure the overboard valve CLV076 closes and the recirculating valve CLV077 opens upon reaching an operational or alarm status, and that CLV075 or CLV074 remains open throughout. Shut Down Procedure
c)
Stop the discharge pump.
b) Open the recirculating valve CLV077 and CLV075 or CLV074, the overboard valve CLV076 should be closed along with the manual overboard valve CLV107. c)
a)
Ensure that the ODME system executes full calibration/flushing cycle to completion.
• Total oil limit
d) Ensure that the print recorder shows completion of operations.
e)
Execute a manual calibration/flushing procedure.
e)
f)
PRESS the OBV button to start the discharge. f)
Periodic Checks During the Discharge
i)
a)
Carefully observe any diminishing tank levels.
b) Reduce the outflow as the tank level decreases, and further slow down the discharge pump when there is approximately a one metre level remaining in the tank, in order to avoid vortex formation and possible disturbance to the oil layer. c)
Station a watch-keeper with a radio above the discharge point to provide early warning of water discolouration.
d) Be prepared to stop discharging at the 30 litres/nautical mile alarm limit. e)
Be prepared to stop discharging at Total Limit Alarm.
Issue: Final Draft - November 2007
Switch off the oil content meter and control unit and open the sample pump isolator (as long as automatic flushing is not required). Isolate the sample probe and the fresh water supply valves (as long as automatic 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. Make the appropriate entry in the Oil Record Book - Part II. The Master must then countersign the record book.
Note: The system should execute an automatic calibration/flushing cycle every 24 hours when in STANDBY mode. When this is not required ensure that the power switch on the control unit is in the OFF position and the above items e) and f) are isolated. Action in Case of ODME Alarm In the case of exceeding an operational limit or receiving an equipment malfunction alarm, all overboard discharge operations will be stopped by the control system pending further effluent processing (if possible) or system rectification. The action, in the case of manual (override) operation, consists of stopping the discharge pump and closing the overboard valves.
IMO No: 9323948
If it is known that contamination has occurred, immediately use clean water to flush the lines into the starboard slop tank.
d) Take interface readings. e)
Try discharging again at a reduced flow rate, carefully observing the outflow quantity.
f)
If a further discharge is impossible even though not exceeding the 30 litres/nautical miles limit, retain the oil contaminated water for discharge to a shore reception facility at a later date.
• Type of product
Slowly run up the discharge pump to induce suction and prevent surging and divert the flow into the starboard slop tank through the recirculating valve. When the instantaneous rate of discharge is stabilised at a low reading, the secondary overboard discharge valve will open and the recirculating valve will close. Run the discharge pump at a suitable speed with the required outflow rate and observe the litre/mile instantaneous rate output carefully.
Stop the discharge pump and secure the cargo system main valves.
b) Allow further time for oil/water interface formation.
On completion of discharge operations: a)
If the Instantaneous Rate of Discharge (30 Litres/Nautical Miles) is Exceeded
If the Total Quantity Limit is Reached a)
Stop the discharge pump immediately and secure the cargo system.
If the ODME Suffers a Malfunction or Failure a)
Stop the discharge pump and secure the cargo system.
b) Depending on the malfunction, attempt to rectify the fault using the troubleshooting page shown on the control unit display. Six Monthly System Test Test can be performed with the system stopped or running. • Check the mounting of the unit in general and check the hinged door for proper closing and water tightness, check bulkhead penetrations for sign of deterioration and damage. • Check the interior of the analysing unit for leakage, corrosion or obvious defects. • Check the mounting of the sample feed pump visually for signs of damage or leakage also check the oil level in the shaft seal reservoir. • Inspect the condition and the mounting of the sampling probe, also the mounting of the sample piping for condition and leakage
Section 3.7.4 - Page 5 of 5
Maersk Nautica
Deck Operating Manual
• Inspect the differential sensor and the flow meter armature for condition and also check the mounting. • Look at the converter unit and connecting pipes and cables and the related bulkhead penetrations, checking the mountings and general condition. • Check the interior of the converter unit for condition, damage, loose wires and any other obvious defects. • The computer unit should be looked at externally for proper mounting and any sign of damage. • Look at the spares inventory and make sure adequate stocks are held on board. • Function test can only be performed with the system ready for operation and not during operation. • Test and calibrate as shown in the instruction manual (chapter 3) • Disconnect the inlet pipe to sample feed pump and outlet from analysing unit, connect hoses leading to a bucket of clean water. • Start the monitor, operating on the bucket in the water, check system for correct function. • Add oil (eg, marine diesel oil) to the water to a 100ppm concentration and mix well. Take note of the type of oil used and enter into computer record. • Simulate the real operation as described in the operation manual. • Inspect the sample pump for correct function. • It will be necessary to check the measuring cell is being flushed for about 5 seconds per minute. • Stop the monitor and observe the system is performing the correct shutdown procedure, also inspect the sample pump to make sure it is now running in the reverse direction. • Restore the monitor to normal operating mode. • At all times refer to manufacturer’s operating manual.
Issue: Final Draft - November 2007
IMO No: 9323948
Section x - Page x of x
SECTION 4: CARGO OPERATIONS - CONTROL AND INSTRUMENTATION 4.1
Control Systems
4.1.1
Control System Overview
4.1.2
Cargo and Ballast Mimic Panels
4.1.3
Control of Valves and Pumps
4.1.4
Loading Computer
Illustrations
4.1.1a Cargo Control System Overview
4.1.1b Cargo Control System
4.1.2a Mimic Diagram for the Cargo Tanks
4.1.2b Mimic Diagram for the Cargo Pump Room
4.1.2c Mimic Diagram for the Ballast System
4.1.2d Main Menu System
4.1.2e Mimic Diagram for Cargo Survey
4.1.3a Cargo Pump Control Panel
Maersk Nautica
Deck Operating Manual
Illustration 4.1.1a Cargo Control System Overview Cargo Console
Workstation Number 1
230V AC
Modbus RTU SAAB
Modbus RTU SF Control
Modbus RTU SF Control
Master
Master
Slave
Workstation Number 2
Loading Computer
230V AC
UPS
UPS Tank Controller
P-Net Connection Box Power Supply 24V DC
Internal Single P-Net Field bus
Input for: 2 pcs. Inclinometers (Internal Wired) Redundant P-Net Field Bus
Aft Ship
Forward Ship
Hazardous Area
Valve Panel Type Q88 Up to 88 pcs. Controls Power Supply 230V AC
Hydraulic Valve Actuators with Volumetric Indication
Hydraulic Valve Actuators with Volumetric Indication and Power Unit
Issue: Final Draft - November 2007
Valve Panel Type S-36 Up to 36 pcs. Controls Power Supply 230V AC
Input for: 4 pcs. Pressure Sensors (Hazardous Area)
IMO No: 9323948
Section 4.1.1 - Page 1 of 2
Maersk Nautica 4.1
Control Systems
4.1.1 Control System Overview The management of the cargo loading and discharge operations is carried out from the Ship’s Control Centre (SCC), which is situated on the starboard side of A deck. From the SCC the following can be controlled and monitored: • The cargo and ballast mimic on the Damcos workstation. • The cargo and ballast pump control panels. • The automatic tank stripping system.
Deck Operating Manual If any item of equipment to be used for loading or discharge proves to be defective during the checks made prior to arrival in port, the equipment must be replaced or repaired. If an item of equipment cannot be replaced or repaired a plan must be devised which will allow the desired operations to take place using alternative systems. In the case of failure of the hydraulic valve system or an hydraulic valve actuator, the hand pumps must be prepared or the emergency operating procedure adopted. The cargo and ballast pumps are controlled from the cargo control console located in the ship control centre. Each cargo pump has its own control lever which allows the speed to be regulated. No.1 ballast pump is controlled similarly, whereas No.2 ballast pump is electrically-driven and controlled by throttling-in on the discharge valve. The control panel also incorporates gauges which allow for monitoring of the cargo, stripping and educting systems.
• Saab cargo and ballast tank display. • A comprehensive temperature and alarm management system. • Overfilling of the tanks is avoided by use of the Saab overfill alarm system. • Local dipping of the tanks is carried out using the MMC UTI ullage/temperature equipment. • The use of an on-line loading computer to maintain stress and stability calculation in real time mode. Cargo loading or discharge requires that the correct valves for a particular tank and the manifold valves for that tank be open in order for the cargo to flow as required. It is essential that the duty officer and others involved in cargo loading or discharge know and understand the procedures involved. Planning prior to loading or discharge is essential and all systems to be used for these procedures must be checked before the operations are commenced. The hydraulic valve system should be started in order to ensure that it can operate as required during cargo loading or discharge. The cargo pump operating panel must be checked, as must the control system for the cargo pumps. Cargo and ballast tank levels are displayed on the Damcos workstation and the ship’s on-line loading computer. The operation of the cargo tank level system must be verified before discharge. Readings of tank levels must be taken before and after discharge/loading in order to compute the amount of cargo discharged from a particular tank or loaded into a tank. The loading computer program can prepare suitable figures in printed format. Tank venting and the inert gas systems must be prepared as required and these must be controlled correctly during their operation. Where ballasting/deballasting is to take place at the same time as discharge/ loading, the ballast system must be prepared and the ballast display checked for operation.
Issue: Final Draft - November 2007
The control and display cabinet for the remote gas detection system is located in the cargo control centre. This unit continuously samples the atmosphere within the ballast tanks, void spaces and the pump room.
When discharging the duty officer must agree a discharge rate with the terminal and discharge must commence at a low rate and be increased to the agreed rate when the ship and shore officers are satisfied that discharge is proceeding correctly. Efficient communications between the cargo control centre and the shore terminal are essential at all times for safe and incident-free loading or discharge. During both loading and discharge operations a manifold watch should be in place, to visually check this area for leaks, the hose connections and the pipeline gauge pressures. The outboard manifold should be patrolled to ensure no leaks are apparent at that side. The manifold watch should be aware of the emergency procedure for raising the alarm with the shore operators and the operation of the ship’s emergency pump trips located at the manifold. Illustration 4.1.1b Cargo Control System
It is essential that all instruments involved in cargo operations are fully functioning before the cargo operations commence. Checks must be made on all systems prior to the arrival of the vessel in port to ensure that there will be no delay in cargo operations. Operating systems such as the remote valve system and the cargo pump drive system must be prepared prior to arrival and the control systems for such devices must be checked as operational as soon as practicable. Valve and pump control panels, tank level gauges and other instruments involved in cargo operations are located in the ship control centre where radio communication systems are also located. The ship control centre must be manned at all times during cargo operations. The hydraulic power pack for the remotely operated valves is located in the power pack room next to the foam room but is operated from the ship control centre (see Section 2.6). The duty officer in the ship control centre can set up the majority of the ballast, cargo and pump room valves using the Damcos workstation but a number of the valves are manually operated and must be set locally. The manual valves are not provided with a memory indicator at mimic panels to allow the duty officer to see immediately if a valve is open or closed. When loading, the duty officer must request an initial low loading rate from the terminal and only when satisfied that the system is correctly set and the cargo is going into the desired tank should an increased rate be requested. If at any time during the loading procedure should the tank level monitoring system fail the duty officer should immediately request a stop to the loading procedure whilst the system is corrected or an alternative arranged. Loading should never take place if the duty officer is unable to determine the level in the tank being filled. At all times the duty officer must be in complete control of loading operations.
IMO No: 9323948
Section 4.1.1 - Page 2 of 2
Maersk Nautica
Deck Operating Manual
Illustraion 4.1.2a Mimic Diagram for the Cargo Tanks Cargo Control ALARM
Trim:
0.00 m
List:
0.0º
AFT:
1.00 m
FOR:
COT 5 PS
SLOP PS
1.00 m
83 .
COT 4 PS
0%
0%
COT 5 C
COT 2 PS
COT 3 PS
0%
COT 1 PS
0%
COT 4 C
0%
COT 2 C
COT 3 C
COT 1 C
COP3
0%
0%
0%
0%
COP2 0%
COP1 SLOP SB
COT 5 SB
COT 4 SB
0%
0%
COT 3 SB
0%
COT 2 SB
0%
COT 1 SB
0% Key Cargo Group I Cargo Group II
Main
Issue: Final Draft - November 2007
Cargo Survey
Pump Room
Ballast
IMO No: 9323948
Fuel and Water
Cargo Group III
Section 4.1.2 - Page 1 of 5
Maersk Nautica
Deck Operating Manual
Illustration 4.1.2b Mimic Diagram for the Cargo Pump Room Pump Room
ALARM
No.1 Main Line
No.2 Main Line
No.3 Main Line
0.0 Bar
0.0 Bar
0.0 Bar
Prod17
Prod3
Prod1
83 . Stripping O/B Manual Deck
Prod9
To Drain Tank
P/R Bilge
Strip Pump Strip Slop PS
0.0 Bar
Strip No. 5C
Tank Cleaning
No.1 Strip Slop SB No.2
COP #1 No.1
Strip Dump Tank
COP #2 No.2
Strip Slop SB
COP #3 No.3 COP Slop PS
Vent
Emergency Connection to Ballast System
S/C Compressed Air
Main
Issue: Final Draft - November 2007
Cargo Survey
Drain
Pump Room
Cargo Group II Cargo Group III
Ballast
IMO No: 9323948
Key Cargo Group I
Fuel and Water
Section 4.1.2 - Page 2 of 5
Maersk Nautica
Deck Operating Manual
Illustration 4.1.2c Mimic Diagram for the Ballast System Ballast Control
Trim:
0.00 m
List:
0.0º
AFT:
1.00 m
6%
Emergency Connection with Cargo System
FOR:
ALARM
1.00 m
83 .
No.5 PS
No.4 PS
No.3 PS
No.2 PS
No.1 PS
62.6 m3
127.0 m3
138.1 m3
133.6 m3
75.0 m3
100.0
100.0
100.0
100.0
100.0
100.0
100.0
100.0
100.0
100.0
100.0
100.0
100.0
100.0
100.0
FPT 100.0
6%
100.0
100.0
100.0
100.0
4.1 m3 100.0
100.0
6%
100.0
100.0
6%
100.0
100.0
100.0
100.0
100.0
100.0
100.0
100.0
100.0
100.0
100.0
100.0
100.0
100.0
100.0
100.0
100.0
100.0
100.0
100.0
Overboard 62.6 m3
127.0 m3
138.1 m3
133.6 m3
75.0 m3
No.5 SB
No.4 SB
No.3 SB
No.2 SB
No.1 SB
Key Ballast Water
Main
Issue: Final Draft - November 2007
Cargo Survey
Pump Room
Ballast
IMO No: 9323948
Fuel and Water
Section 4.1.2 - Page 3 of 5
Maersk Nautica 4.1.2 Cargo and Ballast Mimic Panels
Introduction There are no traditional fitting of cargo mimic panels on the cargo control console, as these are now supplied within two visual display units from the Damcos workstation.
Deck Operating Manual The graphics are operated from a main menu and from here each system can be selected, and then again from each sub-menu further details can be accessed. Thus the selection can be changed from the cargo to the ballast system mimic displays, or each of the mimics can be displayed individually on the VDUs. Illustration 4.1.2d Main Menu System
The mimic panels illustrated within the Damcos workstation show all the pipeline and valve positions in the tanks, on deck and in the pump room required for most operations. All automatic hydraulic valves are operated through the Damcos workstation, and the manual valves are only represented with their relative location within the pipeline system. The ODME in the cargo console is a small mimic panel which is used in conjunction with the unit to set the automatic/manual features of the overboard return line valves to the starboard slop and the dump tank. The Damcos Workstation Minimum 1.7GHz processor
M/T MAERSK NAUTILUS
Minimum 40GB hard dics Monitor at resolution 1280x1024 (2 display units VDU) Printer with full colour P-Net connection Lan network for the ships local PC network The Damcos software (system 3) is a graphic user interface for the complete tank monitoring and control system, with four different program running. • VIEW is the program the operator will use for his daily operations • PROJECT is the project configuration tool, used for set-up of the complete system. The project is protected by password and the operator will not use this program. • VIGO is the software driver for the PC to communicate out onto the P-Net field bus. • ALARM is the alarm list for the tank monitoring and control system.
Issue: Final Draft - November 2007
IMO No: 9323948
Section 4.1.2 - Page 4 of 5
Maersk Nautica
Deck Operating Manual
Illustration 4.1.2e Cargo Survey
Cargo Survey . No User . 02 Aug 2007 . ALARM 83
File Edit User Control Window Status Help
Cargo Survey 0.00 m
Trim:
0.0°
List:
Aft:
SLOP PS 100.0
1.00 m
Fore: 1.00 m
COT 4 PS
COT 5 PS
2156.1 m3
100.0
2156.1 m3
100.0
2156.1 m3
2156.1 m3
75.0
50.0
0.000 m
50.0
0.0
Prod2
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
50.0
COT 5 C 100.0
75.0
50.0
Prod7
75.0
0.000 m Prod1
50.0
0.000 m Prod11
50.0
COT 4 C 100.0
2156.1 m3
COT 3 C
2156.1 m3
100.0
2156.1 m3
75.0
0.000 m Prod1
0.000 m Prod3
50.0
Prod17
75.0
50.0
COT 2 C 100.0
75.0
50.0
2156.1 m3 0.000 m Prod4
75.0
50.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
2156.1 m3
COT 5 SB 100.0
2156.1 m3
COT 4 SB 100.0
2156.1 m3
75.0
50.0
0.000 m
50.0
0.0
Prod18
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Main
Prod18
50.0
Cargo control
Prod4
50.0
Ballast
For Help, press F1
0.000 m Prod2
75.0
2156.1 m3
50.0
0.000 m Prod22
Pump room
13.000 m Prod3
0.0 m3 0.000 m Prod2
COT 1 SB 100.0
0.0°C
0.000 m
75.0
2156.1 m3
COT 1 SB 100.0
75.0
0.000 m
75.0
COT 3 SB 100.0
0.0 m3
COT 1 C 100.0
0.0
0.0
Issue: Final Draft - November 2007
50.0
0.000 m
0.0
SLOP SB 100.0
0.000 m
75.0
2156.1 m3
COT 2 PS 100.0
0.0°C
Prod18
75.0
COT 2 PS 100.0
75.0
0.000 m
75.0
COT 3 PS 100.0
75.0
50.0
0.0 m3 13.000 m Prod23
Fuel & water NUM
IMO No: 9323948
Section 4.1.2 - Page 5 of 5
Maersk Nautica 4.1.3 Control of Valves and Pumps
Deck Operating Manual Illustration 4.1.3a Cargo Pump Control Panel
Control of Pumps The control of the main cargo pumps is by the speed control levers on the cargo console which are pneumatic controllers which operate the pump governors. Once control has been passed to the cargo control panel the pump speed can be raised and lowered by turning the lever into the direction require, ‘raise’ and ‘lower’.
10
20
5
0
3
2
4
bar
3
0
-1
No.2 Cargo Oil Pump & Turbine Suction Pressure
4
bar
No.1 Cargo Oil Pump & Turbine Suction Pressure
The speed increase and decrease shall also be gradually altered, not only ensuring that no pumping damage is created along the pumps path, but to allow the engine management of the boilers to adjust to the new steam demand.
5 1
0
1.5
5
1
The maximum pipeline pressure may be achieved before the maximum pump revolutions is reached, so that would then be the maximum pump speed at that time. At no time should the pump speed be increased higher than the maximum rate for that pump.
2
bar
No.1 Cargo Oil Pump & Turbine Vacuum Pressure
9
6
When operating the Automatic Unloading System some degree of control is undertaken by that system. Refer to Section 2.3.4, Automatic Cargo Stripping System.
X1000 RPM
0
15
LOWER
STEADY
bar
RAISE
LOWER
STEADY
15
20
5
0
25
No.2 Cargo Oil Pump & Turbine Steam Chest Pressure
15
No.1 Cargo Oil Pump & Turbine Tachometer Receiver
20
0
25
X1000 RPM
0
10
5
No.3 Cargo Oil Pump & Turbine Steam Chest Pressure
The control of No.2 ballast pump (electric driven) is preset by the engine room kilowatt load, and the local operator can only throttle the discharge valve within a set range to keep the pump supplied within set limits.
15
15
10 20
bar
X1000 RPM
12
3
No.2 Cargo Oil Pump & Turbine Tachometer Receiver
15
5
0
12
0
9
6
3
No.3 Cargo Oil Pump & Turbine Tachometer Receiver
10
9
6 12
3
It may be noticed that the pump revolutions may increase without the operator adjusting the control levers. This may be caused by a decreasing tank level and thus the head on the pump decreasing, which would allow the pump to turn faster. It should be noted therefore that the setting of the pump speed control does not set the revolutions at the desired amount, but the steam supply to the pump turbine.
bar
25
No.1 Cargo Oil Pump & Turbine Steam Chest Pressure
RAISE
LOWER
STEADY
RAISE
No.1/2/3 COPT Em’cy STOP
The cargo stripping pump is controlled by the speed setting, and monitored by the stroke counter. There is a delay between adjusting the setting and the pump speed adjusting, and therefore once again this should be adjusted gradually to allow the air control valve to respond to the control and thus the steam supply.
Issue: Final Draft - November 2007
25
bar
No.1 Cargo Oil Pump & Turbine Discharge Pressure
3
-1
No.3 Cargo Oil Pump & Turbine Suction Pressure
0
1
0
4
20
2
1
0
bar
25
bar
15
5
No.2 Cargo Oil Pump & Turbine Discharge Pressure
2
1
-1
20
0
No.3 Cargo Oil Pump & Turbine Discharge Pressure
Raising and lowering the pump speed should be made in conjunction with the opening and closing of the discharge valve, so that the pump is always operating in the most efficient manner. It is particularly important to avoid cavitation and close monitoring of the pressure and vacuum gauges, plus the vibration panel can help to avoid cavitation and subsequent damage that this may cause.
10
5
25
bar
15
10
15
No.3 COP MECH Seal Leakage
No.3 COP Trip Master
IMO No: 9323948
No.2 COP MECH Seal Leakage
No.3 COP Running
No.2 COP Trip Master
No.1 COP MECH Seal Leakage
No.2 COP Running
No.1 COP Trip Master
No.1 COP Running
Section 4.1.3 - Page 1 of 2
Maersk Nautica Control of Valves Cargo and ballast valves which are hydraulically operated are activated from the Damcos workstation. The hydraulic movement of the main cargo suction valves, stripping suction, pump room valves and ballast valves has been set to operate from fully open to fully closed in sixty (60) seconds.
Deck Operating Manual Continuous Valves (DPI-C) When activating the valve icon with the pointer, the below control opens. From here it is possible to give a valve a command between 0-100%. The position system for the modulating valves can be calibrated when the ‘more’ details is shown. With the valve closed activate the ‘set 0%’ button and the value will be set to 0%. Thereafter open the valve and activate the ‘set 100%’ button and the value will be set to 100%.
On/Off Valves (VPI-E) When activating the valve icon with the pointer, the below control opens. From here it is possible to give a set point for the valve to open/close.
The continuous valves are those which are proportional valves, being able to be set to any percentage of open/close position. These valves are located in the cargo tanks on the stripping suctions. Additionally, the cargo pump and ballast pump overboard discharge valves are similarly controlled. When the dialogue is opened with ‘more’ details it is possible to see the valve operating status as well. The status is indicated with icons, illustrating when the status is ‘OK’ or ‘FAULT’, plus the valve position from closed, middle and open position. It is possible for the valve to be blocked, indicated with a ‘padlock’ symbol, when the opening of this valve is not permitted. This would be locked out of the system when the valve is for example a segregation valve and is to remain closed to maintain cargo segregation.
In the case when the modulating position system is faulty, the feedback value is fixed at 50%. It is then possible to reset the position system at the ‘reset’ button. If this has not corrected the error, the system requires a technical engineer to check the feedback signal is within the range of 200-2000 ohms. Issue: Final Draft - November 2007
IMO No: 9323948
Section 4.1.3 - Page 2 of 2
Maersk Nautica 4.1.4 Loading Computer Manufacturer: IBM Transport and Logistics Type: LOADSTAR Version 1.0 Mark 3 Serial: 2521 LOADSTAR is an advanced loading program designed for use with a PC and facilitates the planning and control of various loading conditions on board the vessel.
General Description The Loadstar loading computer software is installed on a windows environment PC with a 17 inch flat panel monitor located in the ship’s control centre adjacent to the cargo control console area. Data from the measuring system for the cargo and ballast tanks, plus selected fuel oil, diesel oil, lubricating oil and fresh water tanks are relayed to the Loadstar computer. The tanks which are monitored can be identified as having an icon of a head when the tank contents are viewed in ‘Tabular View’ format, when viewed via the ‘Graphical Tank View’ the monitored tanks have a green square next to the individual tank name. Additionally, when viewing the ‘Tabular View’ screen each monitored tank has a circular indication button which will be highlighted in green when the transmission from the monitoring system is on-line. If required the on-line indication icon can be changed either to a tick box or green square icon, this is carried out by selecting any tank and right clicking with the mouse, from the pop-up menu the operator should use the ‘Online Check Type’ option to make the change. This will then change the ‘Online’ icon for each tank. Capacity details from the tanks which are not part of the on-line monitoring system must be entered by hand.
Deck Operating Manual During cargo operations the software will calculate the flow rates both for the ballast and cargo oil tanks which can be viewed in the ‘Tabular View’ window.
Operation of the Software The toolbar at the top of the page contains menu headings. When the mouse cursor is left clicked on one of these menu headings a pop-down sub-menu appears. There is the facility to make pop-down menu selections and to navigate through these modules with the keyboard, to do this press and hold down the ALT key then key in the letter which is underlined in the toolbar, but primarily the system is designed for use with the mouse cursor.
The GZ curve (righting lever) for the ship’s condition can be viewed as an individual screen as indicated in the image below, additionally the GMt line is indicated on this graph. There are options within this screen to view the data in a normal or advanced data image, right clicking with the mouse brings up a pop-up menu where the selection can be made. Refer to the user guide, in Adobe reader format, as installed with the Loadstar software.
Tank Contents There are two ways in which to view the tank contents, either tabular or graphical. The tabular format is similar to the PC Windows Explorer directory and sub-directory system. Clicking on the + sign next to the group heading will open the sub-directory for the individual tanks under that group heading. The values for each tank can be viewed (and inserted where necessary), either as a volume, sounding, weight or % full. As data is filled in for each tank, the FSM, LCG, TCG and VCG figures will be displayed. During cargo operations the transfer rates will also be indicated for each group, both for each tank and for the summation of the tank’s group. In the graphical view window, each group type is able to be viewed separately. Right clicking in this window allows the operator to select which tank grouping is to be displayed plus a few other operations including input settings. Input settings allow the operator to select whether the tank data is for an individual tank or across the group or for all tanks.
With the aid of the Loadstar loading computer, the chief officer who is responsible for formulating a loading/discharging plan can construct a plan to ensure that for a loading/discharging condition and ballast transfer the ship will remain inside the stress and stability limitations at all times. In addition, if it is necessary for the ship to conduct a ballast water exchange, then a simulation can be constructed to ensure that during the ballast exchange stages the ship’s stresses and stability remain inside any limitations. See illustration 2.7.2a of Section 2.7 of this manual for an example of a Sequential Ballast Exchange Plan.
Double clicking with the left mouse button in the selected tank opens up the dialog box for entering the data for that tank. The data fields are identical as for the tabular style window. A representation of the tank location in a plan view is given in this format.
If at any stage the calculations carried out by the software indicates that a limit has been exceeded, then the area in question will be highlighted in red. Also, if the shear or bending forces are exceeded then the value will be indicated in the ‘Condition Status’ window, additionally, the position where the stress levels are at the highest are indicated on the ‘Stress Curve View (Sea or Harbour)’.
When Graphical View is selected, the Stress Curve and Condition Status windows open as default. As data for each tank is received or filled in, the stress curves and ship condition information is calculated and immediately updated.
Issue: Final Draft - November 2007
of the ship both in harbour and sea condition modes and the stability data for intact stability, weather criterion, trim and draught, GMt and GZ values.
In this format, when a tank (or stores/spare gear/provisions/crew, etc, in the miscellaneous group) has reached 98% capacity, the colour will change from a green to royal blue. If a tank is selected as 100% full then the colour will change to dark blue.
When cargo operations are complete the Loadstar loading computer can be used to generate a survey report on the condition of the ship which includes all data from the monitored tanks and for those which require manual input of data. Included in this survey report is the condition of the latitudinal strength
IMO No: 9323948
Section 4.1.4 - Page 1 of 1
4.2
Centralised Control Room Console and Panels
Illustrations
4.2a
Ship’s Control Centre Layout
4.2b
Cargo Control Console Layout
4.2c
Ship’s Control Centre Fire Station Locker
Maersk Nautica
Deck Operating Manual
Illustration 4.2a Ship’s Control Centre Layout
Fire Station Locker
Quick-Close Valve Box
Cargo Console
Walkie-Talkie Multicharger
Load Computer
Table
Sink
Fire Control Station
Vapour Alarm Electronic Panel
Issue: Final Draft - November 2007
Cargo Control Station
Omicron Alarm Panel
IGS Mimic Panel
Saab Radar Level and Overfill Alarm
IMO No: 9323948
Emergency Alarm Panel
Section 4.2 - Page 1 of 3
Maersk Nautica 4.2
Centralised Control Room Console and Panels
The Ship’s Control Centre (SCC) is located on A deck starboard side within the accommodation area, where all the necessary equipment and controls are located to permit the centralised administration and supervision of cargo loading and discharging operations, ballast operations and the Loadstar calculations and data entries. The ship’s fire station is located in the area of the SCC adjacent to the cargo control console as indicated in the illustration.
Deck Operating Manual Illustration 4.2c Ship’s Control Centre Fire Station Locker
CO2 RELAY BOX
FIRE OFF
The layout and function of the different areas in the SCC are as follows: • Entrance into the SCC is from the working alleyway on A deck. Moving left along the after bulkhead next to the Saab TankRadar unit is a general alarm pushbutton, and below that is the duty-watch cabin call unit. • Immediately next along the aft bulkhead is the Saab TankRadar STaR unit, adjacent to this is the Inert gas mimic panel and inert gas data recording panel and next to that are the two Omicron alarm panels (gas sampling system for ballast tanks and gas alarm system for the pump room). • To the right on entering are hand protection and washing facilities which are located above a sink. .• There is a small conference table and chairs in the centre of the space, and two computer stations on the forward bulkhead. • A centre division bulkhead is made from the cargo control console and the remaining room space, which is fitted with a selection of lockers. • The emergency fire pump start, fan stops and emergency alarms are also located in this section.
ON
MAIN POWER ON
More Events
Fault
Mute Panel
Function Disabled OFF
EMERGENCY POWER ON
Function Delayed
Silence Alarms
Fire Brigade Signalled ON
Power
Reset System
CO2 RELEASE TO ENGINE RM ESS1 ER FANS
CO2 RELEASE TO PUMP RM
ESS2 OIL PUMPS
CO2 LEAKAGE INDICATION RUNNING
START REQUEST
START REQUEST
START
START RUNNING
START RUNNING
STOP
STOP
STOP
ESS4 PR FANS
SPARE
FIRE & BALLAST PUMP
FIRE & GS PUMP
EMCY STOP PUSHBUTTON BOX
ESS3 ACCOM
LAMP TEST
UNITOR
• The cargo operations console is positioned towards the front of the left-hand side of the SCC, from this console the cargo operations are conducted. The load computer is situated on the front desk space.
RUNNING
• The fire locker station immediately backs onto the cargo console and contains the CO2 release control panel for individual sections. The quick-closing valves for the engine room are situated adjacent. See illustration 4.2c.
START
CE
Issue: Final Draft - November 2007
IMO No: 9323948
ESS5 MAIN DG
STOP
EMCY STOP PUSHBUTTON BOX
EMGY FIRE PUMP
Section 4.2 - Page 2 of 3
Maersk Nautica
Deck Operating Manual
Illustration 4.2b Cargo Control Console Layout
7
11
12
9
8
0
3
0
0
0
0
0
0
0
0
0
25
bar
AEO
4 7
6
25
20
5
25
bar
15
10 20
5
25
bar
15
10 20
5
25
bar
15
10 20
5
25
bar
15
10 20
5
25
bar
15
10 20
5
25
bar
15
10 20
5
25
bar
15
10 20
5
10
bar
15
10 8
2
10
bar
6
4 8
2
2
8
6
4
1
10
rpm
5 2
1
-1
-1
bar
2
1 3
0
4
bar
2
1 3
0
-1
-1
-1
-1
-1
4
bar
2
1
-1
-1
3
0
4
bar
2
1 3
0
4
bar
2
1 3
0
3
0
4
bar
2
1 3
0
4
bar
2
1 3
0
4
bar
2
1 3
0
4
bar
2
1 3
0
4
-1
4
bar
Key 6 1 -
DAMCOS Keyboards and Mouse
2 -
DAMCOS Workstation
3 -
SAAB Overfill Alarm System
4 -
Cargo/Ballast Pumps Vibration Alarm System
5 -
Pump Room Fan Control
15
5
600 1000
4
0
A
6
4
800
400
3000
0
bar
6
4 8
2
200
10
0
bar
6
4 8
2
10
0
bar
6
4 8
2
10
0
23
8
2
0
bar
10
LOWER
3
Pump Room Lights Control
7 -
Deck Lights Control
8 -
Lamp Test
9 -
Automatic Stripping Control Panel
10 -
Pump Temperature Indicators
11 -
Sound Powered Telephone
12 -
Remote Alarm/Distress Box
13 -
Cargo Pump Alarm Panel Indicator
14 -
No.1 Ballast Pump Control
15 -
Cargo/Ballast Pump Gauges
16 -
Stripping Pump Speed Setter
17 -
Internal Telephone
18 -
VHF Telephone
19 -
Kongsberg Alarm Operator Control Panel
9
6
C.O. SHRIP.P.
12
3
0
20
X1000 RPM
0
2
bar
0
12
3
15
X1000 RPM
9
6 12
3
15
X1000 RPM
9
6
15
5
1 1.5
1
16
10
0
15
X1000 RPM
12 15
10
0
LOWER
0
STEADY
25
0
bar
15
10 20
5
25
20
5
0
bar
25
13
14
RAISE
bar
15
10 20
5
25
bar
15
10
Thrane & Thrane
20
5
6 -
RAISE
5
5
22
LOWER
STEADY
RAISE
LOWER
STEADY
RAISE
LOWER
STEADY
RAISE
21
2 No. 1 AUS
No. 2 AUS
No. 3 AUS
TEMP INDICATOR
24 Cleantoil 2005
100
50
0
% O
100
50
150
0
% O
0
20
100
50
150
% O
Measuring Cell
Sample Pump
Sample Out
150
Warming
Kongsberg Alarm System Display Unit
22 -
Cargo Pump Controls
23 -
Cargo Pump Pressure Gauges
24 -
ODME Unit
25 -
Stripping Pump Stroke Counter
Issue: Final Draft - November 2007
0
0.15
0.05
ODME
0.2
0
0.15
0.2
10 0.10
0.2
0.1 0.05
0
0.15
MPa
0.5
0.5
0
0.15
0.2
0.1 0.05
0
0.15
MPa
0.2
0.5
0.05
0.1 0.05
0
0.15
MPa
1.5
21 -
0.2
0
1.5
Ship’s Public Address Panel
0.05
0.15
0.05
Alarm
JOWA
0.10
0.10
1.5
20 -
Type Approved Acc. 0801 IMO Res. MEPC.108(49) 05 0.10
08V
Sample In
Back Flash
0.2
17
18
19
11
1 9
IMO No: 9323948
Section 4.2 - Page 3 of 3
4.3
Cargo Tank Instrumentation System
4.3.1
4.3.2 Remote Sounding and Draught Gauge System
4.3.3
Overfill Alarm System
4.3.4
Gas Detection System
Saab Tank Level Measurement System
Illustrations
4.3.1a Saab TankRadar STaR
4.3.1b TankRadar STaR Shutdown Procedure
4.3.2a Remote Sounding and Draught Gauge System
4.3.3a Overfill Alarm System
4.3.4a Gas Detection Alarm Panels
Maersk Nautica
Deck Operating Manual
Illustration 4.3.1a Saab TankRadar STaR
I/O Box Workstation
Interface to Load Calculator
Level Unit and Overflow Unit
15 COT 2 Slop Tanks 17 Vapour Pressure Sensors 3 Temperature Sensors Slop Tanks
SLOP P
SLOP S
Issue: Final Draft - November 2007
Safe Area Hazardous Area
CT 5 P
CT 4 P
CT 3 P
CT 2 P
CT 1 P
CT 5 C
CT 4 C
CT 3 C
CT 2 C
CT 1 C
CT 5 S
CT 4 S
CT 3 S
CT 2 S
CT 1 S
IMO No: 9323948
Section 4.3.1 - Page 1 of 2
Maersk Nautica 4.3
Cargo Tank Instrumentation System
4.3.1 Saab Tank Level Measurement System Manufacturer: Type:
Saab Marine Electronics Saab TankRadar STaR
Deck Operating Manual Level Unit
c)
The level unit located in the SCR contains terminals for the intrinsically safe connection of the transmitters. It contains the electronics used for processing the signals from the transmitters for calculating the tank parameters, such as a trim/list corrected ullage, average cargo temperature and for communicating with the workstation.
General Description of the Saab TankRadar System
Alarms.
The radar transmitters on the top of the tank emit microwaves, directed by an antenna, towards the surface of the tank contents. The antenna picks up the echo from the surface. The difference in frequency between the transmitted and reflected signal is directly proportional to the measured distance, ie, ullage.
High level volume alarm adjustable between 0-95%
System Advantages • Radar waves are extremely robust to any conditions in the tank. • Radar waves are not usually affected by the atmosphere above the product in the tank. • The antenna is the only part located inside the tank and there are no moving parts. • Reliable and accurate The Saab TankRadar system, which is part of the Damcos cargo tank control system, is made up of the following units:
High level alarm adjustable between 0-30m ullage
• Cargo oil tanks and slop tanks overflow unit • Cargo oil tanks and slop tanks transmitters • Temperature monitoring and display for the slop tanks. Workstation The Damcos workstation located in the cargo control console is used by the operator for monitoring the cargo tank ullage, temperatures of the slop tanks, level alarms and overfill alarms handled by the Saab TankRadar. The workstation takes care of the alarm handling of the measured values. It also communicates with other systems, such as load calculators and electric-pneumatic level gauging systems (such as ballast) and supervises the transmitter and level unit computers.
Issue: Final Draft - November 2007
See illustration 4.3.1b. In the SCU cabinet as shown in the illustration SCB1 for level monitoring is located top left of the cabinet, SCB2 for overfill monitoring is located top right of the cabinet. SCC2 for overfill monitoring is located bottom right of the cabinet and SCC1 for level monitoring is located above. SCT1 for level monitoring and SCT2 for overfill monitoring are located as shown in the illustration.
Low level volume alarm adjustable between 0-95% The system automatically measures the ullage more frequently on cargo tanks that are either being loaded or discharged.
Illustration 4.3.1b TankRadar STaR Shutdown Procedure
Overfill Alarm Unit. Radar-based with the alarm panel situated in the ship’s control centre, set points for each tank are set at 98% and the alarm is not adjustable. Level SCB 1
Transmitters The transmitters measure the distance to the product surface, using a continuous radar signal, and have an electronic box that generates and processes the radar signal. The transmitters are of the standard type with a high performance parabolic antenna.
• Damcos workstation • Cargo oil tanks and slop tanks level unit
When the power LED on the SCC has turned off it is safe to shut down the system, eg, using the circuit-breaker for the SCC, SCT and SCB, be sure to select the correct circuit-breaker.
Shutdown Procedure for TankRadar STaR System The supply and communications unit (SCU) cabinet which is located on the aft bulkhead of the ship’s control centre consists of two independent systems, SCC1 which is for the level system which is connected to the internal UPS and SCC2 which is the overfill system and is connected to the vessel’s low voltage supply. When it becomes necessary to shut the system down it is important to follow the correct procedure as follows: a)
Overfill SCB 2
Overfill SCT 2
Level SCT 1 Level SCC 1
Overfill SCC 2
Press and hold the shutdown SCC switch on the SCB connected to the SCC to be shut down, ie, SCC2 with SCB2. Hold the switch until the power LED on the SCB starts to flash.
b) Wait until the power LED on the SCC turns off. The power LED will be lit for as long as the SCC is processing data, turning off the system at this time can cause serious malfunction in the SCC.
IMO No: 9323948
Section 4.3.1 - Page 2 of 2
Maersk Nautica
Deck Operating Manual
Illustration 4.3.2a Remote Sounding and Draught Gauge System To Cargo Control Room
No.5 Heavy Fuel Oil Tank (Port)
No.5 Water Ballast Tank (Port)
Fresh Water Tank (Port) No.4 Heavy Fuel Oil Tank (Port)
No.4 Water Ballast Tank (Port)
No.5 Cargo Oil Tank (Port)
Slop Tank (Port)
No.3 Water Ballast Tank (Port)
No.3 Cargo Oil Tank (Port)
No.4 Cargo Oil Tank (Port) Deck Store (Port)
No.3 Heavy Fuel Oil Tank (Port)
Foam Room
No.4 Cargo Oil Tank (Centre)
No.3 Cargo Oil Tank (Centre)
No.1 Heavy Fuel Oil Tank (Starboard)
From Control Air System
Slop Tank (Starboard)
Distilled Water Tank (Port) Fresh Water Tank (Starboard)
No.5 Cargo Oil Tank (Centre)
No.2 Heavy Fuel Oil Tank Constant Flow Regulator (Starboard)
Pump Room
No.5 Cargo Oil Tank (Starboard) No.5 Water Ballast Tank (Starboard)
No.4 Water Ballast Tank (Starboard)
No.2 Water Ballast Tank (Port)
Hydraulic Power Room
No.3 Cargo Oil Tank (Starboard)
No.4 Cargo Oil Tank (Starboard)
No.3 Water Ballast Tank (Starboard)
No.1 Water Ballast Tank (Port)
No.2 Cargo Oil Tank (Port) No.1 Cargo Oil Tank (Port)
Indicator
No.2 Cargo Oil Tank (Centre)
Purge Pipe
Air Supply
No.1 Cargo Oil Tank (Centre)
Fore Peak Tank
P: Measuring Depth Pressure H: Liquid Level Height g: Specific Gravity
P
CL
P = Hg H = P
No.1 Cargo Oil Tank (Starboard)
g
H P
Measuring 'Zero' Point Dead Zone Purge Mouth
Issue: Final Draft - November 2007
No.2 Cargo Oil Tank (Starboard) No.2 Water Ballast Tank (Starboard)
IMO No: 9323948
Key No.1 Water Ballast Tank (Starboard)
Air
Section 4.3.2 - Page 1 of 2
Maersk Nautica
Deck Operating Manual
4.3.2 Remote Sounding and Draught Gauge System
speed controllers. Ensure that the supply pressure is on before opening any line valve.
Manufacturer: Type: Model:
The constant air flow is routed to the measuring lines. The fuel oil and diesel oil tanks are fitted with a non-return valve in the transmitter line. The draught system lines are each fitted with a ship side isolating valve. The two domestic fresh water tanks are fitted with a pneumatic 1:1 converter.
SF Control Electric-Pneumatic LevelDatic 100S
Introduction The ballast tanks (including the fore peak and aft peak), heavy fuel oil, diesel oil and fresh water tanks are fitted with an independent electro-pneumatic level and draught gauge system. The indicators for this system are located on the SCC console. The system configuration is as shown in illustration 4.3.2a. The engine room tanks are also displayed on the engine room console. Draught gauge level transmitters fitted to the vessel are linked into the Damcos display. The vessel’s draught, trim and list can be viewed through the various screens on the Damcos displays. The forward transmitter is located in the fore peak tank, the aft transmitter in the engine room and the midships transmitters in No.3 port and starboard ballast tanks. Each of the draught gauges is isolated by a manual hydraulic valve operated from on deck. The midships draught gauge operating units are to be found in the port deck house and the forward unit inside the bosun’s store, middle platform along the operating unit for the fore peak tank.
The tank level height creates a hydrostatic counter-pressure on the air flowing out of the sounding pipe or the pneumatic 1:1 converter. This pressure acts on the electric pressure sensors located in the LD100S cabinet and is converted to a digital signal (frequency). An atmospheric sensor is located inside the LD100S cabinet which is used as a reference point in the hydrostatic pressure calculations. In pressurised tanks, differential measurement with two measuring points is used with one of the points being the reference sensor. From the digital signal the central processing unit calculates the pressure and the level height, taking into account the sensor’s pressure and temperature coefficients, as well as the measurement point specific settings. These output signals from the LD 100S cabinet are sent to the Damcos monitoring system, the loading computer and to the alarm and monitoring system, where the values are used to calculate the liquid volume and weight or the ship’s trim and list.
Copper multi-core tubing is used to connect the transmitters in the tanks to the control cabinet. Here the pneumatic signal is converted to an electronic signal which is then passed to the display gauges in the control room console.
Operating Principle The operating principle is based upon the measurement of the hydrostatic pressure at the bottom of the tank by the injection of air through a bubbling probe. The output pneumatic signal of the modulator is fed into a P/I converter where the pneumatic signal is converted to an electrical signal which is connected to the display and digital indicator. Clean dry instrument air at approximately 7kg/cm2 from the control air system is supplied to the LD 100S cabinets where it is regulated down to an operating pressure of 5kg/cm2. This regulated pressure is internally channelled to parallel pneumatic constant flow speed controllers. The flow is set to approximately 0.5 litres/min for normal operation using the flow adjustment screw, this current flow being indicated by the flow meter located on the front panel of the constant flow
Issue: Final Draft - November 2007
IMO No: 9323948
Section 4.3.2 - Page 2 of 2
Maersk Nautica
Deck Operating Manual
Illustration 4.3.3a Overfill Alarm System
Overfill Alarm System
Channel 1
Channel 2
Channel 3
CT 1P
CT 1C
CT 1S
CT 2P
CT 2C
CT 2S
CT 3P
CT 3C
CT 3S
CT 4P
CT 4C
CT 4S
CT 5P
CT 5C
CT 5S
SLOP P
SLOP S
CE Saab Tank Radar STaR
Issue: Final Draft - November 2007
IMO No: 9323948
Section 4.3.3 - Page 1 of 2
Maersk Nautica
Deck Operating Manual
4.3.3 Overfill Alarm system Manufacturer: Type:
Saab Marine Electronics Saab TankRadar STaR
The overfill or high level alarm duties are undertaken within this unit, along with level monitoring and temperature measurements. The combined unit meets all the international regulations regarding independent high level measurement and alarm. The unit is radar-based with no moving internal tank parts, and is based around two completely separate systems contained in one unit. Thus there are two separate signals into two channels all independently working and designed around two separate intrinsically safe systems. Each system is separately wired with its own power supply. Automatic self-testing is incorporated in the CCR panel to ensure reliable function and meet the regulations governing testing and the unit operation. The alarm panel is situated in the ship’s control centre on the cargo control panel. The set points for each tank are at 98% which are non-adjustable after the installation of the unit and final manufacturer’s settings are programmed into the system.
Issue: Final Draft - November 2007
IMO No: 9323948
Section 4.3.3 - Page 2 of 2
Maersk Nautica
Deck Operating Manual
Illustration 4.3.4a Gas Detection Alarm Panels GAS SAMPLING SYSTEM OGS 3.1/25 GAS ALARM SYSTEM OGS 2.1/4-3-1
1. FPT
2. NO.1 WBT FORE P
3. NO.1 WBT FORE S
4. NO.1 WBT AFT P
5. NO.1 WBT AFT S
6. NO.2 WBT FORE P
7. NO.2 WBT FORE S
8. NO.2 WBT AFT P
9. NO.2 WBT AFT S
10. NO.3 WBT FORE P
11. NO.3 WBT FORE S
12. NO.3 WBT AFT P
13. NO.3 WBT AFT S
14. NO.4 WBT FORE P
15. NO.4 WBT FORE S
16. NO.4 WBT AFT P
17. NO.4 WBT AFT S
18. NO.5 WBT FORE P
19. NO.5 WBT FORE S
20. NO.5 WBT AFT P
21. NO.5 WBT AFT S
22. ER WBT (P) FWD
23. ER WBT TANK (S) FWD
24. ER WBT AFT PORT
LOW GAS ALARM NO.1 HC SENSOR 2ND PLAT. M. % LEL
HIGH GAS ALARM
SYSTEM FAILURE
LOW GAS ALARM NO.2 HC SENSOR FLOOR PORT % LEL
HIGH GAS ALARM
SYSTEM FAILURE
LOW GAS ALARM NO.3 HC SENSOR FLOOR M. % LEL
HIGH GAS ALARM
SYSTEM FAILURE
LOW GAS ALARM NO.4 HC SENSOR FLOOR STBD % LEL
HIGH GAS ALARM
SYSTEM FAILURE
25. ER AFT STBD
LOW GAS ALARM HIGH GAS ALARM
NO.1 H2S SENSOR FLOOR. M. PPM
LOW ALARM
HIGH ALARM
ACCEPTED
FLOW FAILURE
ACCEPTED
DISABLED
ACTIVE
SYSTEM FAILURE
LOW GAS ALARM HIGH GAS ALARM
NO.2 H2S SENSOR FLOOR. PORT PPM
MANUAL MODE MANUAL SAMPLING
SYSTEM FAILURE
LOW GAS ALARM HIGH GAS ALARM
NO.3 H2S SENSOR FLOOR. STBD PPM
CONNECTION CONTROL
SYSTEM FAILURE
LOW CONTENT LOW LOW CONT.
OXYGEN SENSOR FLOOR. M. % VOL.
AUTOMATIC MANUAL
DIM
ACCEPTED
CALIBRATION BUZZER SILENCE
ACCEPT RESET
BUZZER
LAMP TEST
SAMPLEPOINT
UP DIM
SYSTEM FAILURE
ALARM
PURGE
ON/OFF
BUZZER SILANCE
SAMPLE
ACCEPT/ RESET
BUZZER
POWER RESTORE
DOWN
SELECTOR
LAMP TEST
ON/OFF
OMICRON
OMICRON
Issue: Final Draft - November 2007
IMO No: 9323948
Section 4.3.4 - Page 1 of 3
Maersk Nautica 4.3.4 gas detection system Manufacturer: Model: Model:
Deck Operating Manual The sampling system has three modes of operation:
Omicron OGS 3.1/25 (for ballast tanks and void spaces) OGS 2.1 ( for the pump room)
• Automatic • Manual • Calibration 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 operation of the system.
Description The Omicron Gas Sampling System is a gas detection system, which monitors and detects explosive gases in the ballast tanks and other spaces.
The gas detection system consists of four primary units:
The main system monitors for hydrocarbon explosive gases in the ballast tanks and void spaces. The system has twenty-five (25) external sampling points and one internal point for sampling the atmosphere inside the detector cabinet itself. Of these sampling points twenty-five (25) are designated to cover the ballast tanks, there are two sample points per ballast tank, one in the fore peak tank and none in the upper void space. The sampling points are each fitted with a non-return valve.
Display Units
The alarm settings for ballast tanks and other spaces are as follows.
The operating panel continuously displays the last sampling point and measured value.
Low alarm HC 10% LEL High alarm HC 38% LEL
Low Alarm 10% LEL 10ppm 19.5% Vol
High Alarm 30% LEL 15ppm 17.5% VOL
The gas detection system is an automatic scanning, permanently installed gas detection system. The automatic scanning function ensures that the detector is connected to the different sampling points in a predetermined sequence. After a sample has been drawn and analysed the sample point is purged. This avoids unnecessary quantities of dust, dirt, salt and moisture being drawn into and retained in the individual sample pipes in the system and avoids the necessity of in-line filters which are a known source of faults. At the end of each sampling sequence the air in the gas cabinet is analysed, during this phase GAS CABINET CHECK is displayed on the LCD screen.
Issue: Final Draft - November 2007
Special attention should be made to the ballast tank sampling system. When individual ballast tanks are filled, each sample point in that tank must be disabled from the scanning cycle at the control unit and disconnected by a ball valve. When disconnected, the display unit will send a counter air pressure flow down the line, this is sufficient to ensure that no water can enter the system, which might otherwise cause damage. The non-return valve on each sample tube is a back-up in case the disabling is not carried out.
Pump Room Display Unit Start Up a)
The detector cabinet is situated in the foam room and contains all functions for gas detection and transportation of the test samples, as well as an internal sampling point for monitoring internal gas leakage. The power to the detector cabinet will automatically be shut off should gas be detected in the cabinet. The hydrocarbon gas detection for the ballast spaces is carried out by a SEARCHPOINT OPTIMA PLUS infra-red gas detector, The pump room sensors are as follows: HC Sensepoint Combustible 0-100% LEL H2S Sensepoint Toxic 0-50ppm O2 Sensepoint 1-25% External Alarm Panels
Switch on the system by pressing the ON/OFF button.
b) The buzzer will start sounding and can be silenced by pressing the BUZZER SILENCE button. c)
Detector Cabinet Unit
The pump room system monitors for hydrocarbon, O2 and H2S content using eight (8) sensors; four (4) hydrocarbon combustible (LEL measurement), three (3) for hydrogen sulphide and one (1) for oxygen. The pump room detector cabinet has eight (8) sample points, seven in the bottom platform, 1 H/C in O/B platform and one internal point for sampling the atmosphere inside the cabinet itself. Pumproom Alarm Settings Combustible HC Toxix H2S Toxic 02
The display unit contains all the control and checking functions of the system and is located in the SCC. The display unit is divided into two parts - the gas alarm panel and the operating panel. The gas alarm panel is activated when a gas alarm situation is detected. The sampling point number, alarm level and the actual gas detector in alarm are displayed.
It is important that the control/instrument air supply to the system is never isolated during the normal operation of the control units. The individual sampling line isolation valves must also remain open during normal sampling operations, these are located in the foam room.
The system will now initialise and the sensors warm-up for sixty seconds. During this period the display will show configured alarm settings for each alarm.
d) After the warm-up phase the unit will automatically show the correct sensor values. Response to Alarms All alarms are indicated by the buzzer on the panel, LEDs on the panel and external air horn and light. Acknowledging alarms is in two steps: a)
Press the BUZZER SILENCE button to switch off the audible and visual alarm indicators.
b) Press the ALARM/RESET button, the actual alarm LED will go from flashing to steady or disappear if the alarm condition has gone. External alarm relays will be reset irrespective of whether the alarm condition is still present or not.
The function of this panel is to indicate alarms/faults visually and audibly on the bridge.
Ballast Spaces Display Unit
Pipe System
Prior to starting-up, this display unit the operating mode must be selected on the display panel. The normal operating mode is AUTOMATIC. In this mode the start-up and response procedure is the same as for the pump room system.
The pipe system transports the test samples from sampling points to the detector cabinet and incorporates shut-off valves and flame traps, which are located at the detector cabinet.
IMO No: 9323948
Section 4.3.4 - Page 2 of 3
Maersk Nautica Gas in Cabinet To ensure safe operation, the gas sampling system analyses the atmosphere in the interior of the detector cabinet for hydrocarbon gas content. During sampling of the cabinet this is shown on the LCD display. Sampling is carried out during the start-up phase and between the last and first sample points. If a gas concentration above the permissible level is detected all power and communication to the Gas Cabinet will be shut off. The buzzer can be silenced, but this FATAL SYSTEM FAILURE alarm cannot be reset with the ACCEPT/ RESET button. WARNING The only way to restore the system is by use of the POWER RESTORE button. Power and communication to the detector cabinet is only to be restored after the cabinet has been ventilated and the fault corrected due to the danger of explosion. After activating the POWER RESTORE button the display will show:
POWER ON AFTER GAS IN CABINET
Calibration Span Calibration The gas detection system has built-in automatic calibration and test facilities. When starting up the system set the MODE selector to CALIBRATION. On completion of the system initialising the following will be displayed: SENSOR CALIBRATION USING TEST GAS SAMPLING TEST GAS GAS 1 0% LEL(OR PPM) SAMPLING TEST GAS GAS 2 0% LEL(OR PPM) SAMPLING TEST GAS GAS 3 0% LEL(OR PPM) The above lines for different gases will depend on the number and type of sensors. Note: The test gas as supplied by Omicron is 50% LEL N-Butane in air (DIPPR standard). Test gas can be manufactured to other standards, therefore, always check the test gas value and standard before calibration. Where the test gas is manufactured to ISO standards the system will theoretically show 41.7% LEL. The test gas flow during calibration must be between 150-200 litres/h, this can be done by adjusting the test gas regulator.
Issue: Final Draft - November 2007
Deck Operating Manual Zero Calibration When the system is in the MANUAL IDLE mode the system will analyse the detector cabinet interior atmosphere. With clean air the reading will be 0% LEL for and HC sensor. Alternatively, a clean air supply can be connected instead of the test gas bottle. CAUTION Do not use a pressurised air supply.
Flow Failure Alarm The most likely alarm from the system is the FLOW ALARM. The system will continuously monitor the vacuum in the system to ensure valid samples are being drawn to the sensor. The OGS3.1 has two vacuum pumps. The main pump is used to draw the samples from the sample tubes in the detector cabinet, this ensures fresh samples to the sensor. The sample pump feeds the sample to the sensor, if this flow is restricted it will lead to a FLOW FAILURE ALARM.
In the MANUAL mode the system will relieve the sample pump by taking air from the cabinet when the vacuum exceeds the FLOW FAILURE level, but will try to sample the restricted sample point again after the ACCEPT/RESET button has been pressed. The steady ORANGE LED will remain until the restriction is cleared. Note: The most common cause for this alarm is forgetting to DISABLE the sample points to ballast tanks which are filled with water. Condensation and water in the sample lines, clogged flame arresters and sticking non-return valves are also common causes. For further information and operating instructions refer to the manufacturer’s operating manual.
The alarm buzzer will sound and the BUZZER SILENCE and ACCEPT/ RESET buttons will light up. The LCD display will show the following:
XX SAMPLE POINT NAME
FLOW FAILURE ALARM
The sample point LED will change from a steady GREEN to a slow flashing ORANGE. Note: The sample point LED only changes colour when the unit is in the automatic mode. Press the BUZZER SILENCE button to stop the buzzer sounding, the red light in this button will also be cancelled. Press the ACCEPT/RESET button, the red light is this button will be extinguished and the sample point LED changes from slow flashing ORANGE to a steady ORANGE colour. In the AUTOMATIC mode the system will move to the next sample point and commence to purge the restricted sample point. The restricted sample point will be selected and sampled during the next sequence. The steady ORANGE LED will remain until the restriction is cleared.
IMO No: 9323948
Section 4.3.4 - Page 3 of 3
SECTION 5: EMERGENCY SYSTEMS AND PROCEDURES 5.1
Emergency Systems and Procedures - Deck
5.1.1
5.1.2 Deck Foam System
5.1.3 Discharge of Cargo from a Damaged Tank
5.1.4
Cargo Spillage
5.1.5
Emergency Inerting
5.1.6 Pump Room Bilge System
5.1.7 Deck Drainage and Scuppers
5.1.8
Galley Fire Extinguishing Systems
5.1.9
CO2 Fire Extinguishing System
5.1.10 Fresh Water Mist Fire Extinguishing System
Fire Hydrant System
Illustrations
5.1.1a Fire Hydrant System on Deck
5.1.2a Deck Foam System
5.1.5a Emergency Inerting of a Ballast Tank
5.1.6a Pump Room Bilge System
5.1.7a Oil Spill Pump System
5.1.8a Galley Deep Fat Fryer - Wet Chemical Extinguishing
5.1.9a CO2 System
5.1.10a Water Mist Fire Extinguishing System
Maersk Nautica
Deck Operating Manual
Illustration 5.1.1a Fire Hydrant System on Deck No.5 Sea Water Ballast Tank (Port) Slop Tank (Port)
EWV034
EWV033
EWV005
80
No.2 Sea Water Ballast Tank (Port)
No.4 Cargo Oil Tank (Port)
No.3 Cargo Oil Tank (Port)
No.2 Cargo Oil Tank (Port)
EWV031
No.5 Cargo Oil Tank (Centre)
EWV008
50
EWV032
EWV027 No.3 Cargo Oil Tank (Centre)
EWV007
50
EWV051
EWV029
No.4 Cargo Oil Tank (Centre) 50
50
EWV006
150
50
EWV042
EWV036
50
From Additional Fire Pump
Fill for Swimming Pool
No.3 Sea Water Ballast Tank (Port)
No.5 Cargo Oil Tank (Port)
To Accommodation Space 100
No.4 Sea Water Ballast Tank (Port)
50
50
EWV009
150 50
50
EWV030
EWV025
EWV028
EWV023
No.2 Cargo Oil Tank (Centre) 50
EWV010
EWV011
50
EWV026
50
EWV024
EWV022
50
EWV035
No.4 Cargo Oil Tank (Starboard)
No.3 Cargo Oil Tank (Starboard)
No.2 Cargo Oil Tank (Starboard)
No.4 Sea Water Ballast Tank (Starboard)
No.3 Sea Water Ballast Tank (Starboard)
No.2 Sea Water Ballast Tank (Starboard)
No.5 Cargo Oil Tank (Starboard)
Slop Tank (Starboard)
No.5 Sea Water Ballast Tank (Starboard) EWV037 Steering Gear Room
150
To Deck Fire Main No.2 Sea Water Ballast Tank (Port)
250
PI EWV053 EFV001
Upper Deck
EWV019
Pump Room EWV038
To Foam System
EWV002
No.1 Cargo Oil Tank (Port)
125
150
EWV039
EWV001 EWV001
Hawse Pipe
EWV021 Oil Cooler For Emergency Fire Pump
No.1 Cargo Oil Tank (Centre)
50
Deck Foam Room
80
80
EWV018
80
EWV040 CP EWV048
PI EWV049
EWV043
50
EWV045 EWV041 EWV004 EWV047
EWV016 125
125 80
50
From Bilge Fire/GS Pump Fire System in Engine Room
EWV012
EWV044
EWV017
EWV013 22,700A/B
EWV020 No.1 Cargo Oil Tank (Starboard)
EWV050
80
EWV014 Ejector Void Space Bilge
EWV015
Ejector For Chain Locker Bilge
Key Fire Main
Sea Chest
EWV003
EWV004 Emergency Fire Pump
No.2 Sea Water Ballast Tank (Starboard)
Ejector For Bosun Store Bilge
EWV046
Sea Water
Issue: Final Draft - November 2007
IMO No: 9323948
Section 5.1.1 - Page 1 of 2
Maersk Nautica 5.1
Emergency SYSTEMS AND Procedures Deck
5.1.1 FIRE HYDRANT SYSTEM Bilge, Fire and General Service Pump Manufacturer: No. of sets: Type: Model: Capacity: Rating: Emergency Fire Pump Manufacturer: No. of sets: Model: Type: Capacity: Rating:
Shinko Industries Ltd 2 Vertical centrifugal motor-driven self-priming RVP200-2MS 185/350m3/h at 11/4.5 bar 440V, 105kW at 1,800 rpm
Deck Operating Manual Introduction
Preparation for the Operation of the Fire Hydrant System
The bilge, fire and general service pumps are permanently set up for the fire and foam main service with the discharge and suction valves open.
The following is the procedure to start supply to the fire main remotely. This requires the engine room pumps and valves to be left configuired for remote operation.
The pumps in the engine room take suction from the main sea water crossover line in the engine room, the suction for the additional fire pump is from the port side cargo oil pump main sea chest. The emergency fire pump supplies all of the following services, but at a reduced rate. It is an electro-hydraulically driven self-priming vertical centrifugal pump and is situated in the cargo pump room. The power supply for this pump is taken from the emergency switchboard. The above pumps can supply sea water to the following services: • The fire hydrants in the engine room
Shinko Industries Ltd 1 GVP130M Vertical, hydraulic motor-driven, centrifugal 75m3/h x 90mth (plus 12m3/h for the hydraulic cooler) 34kW at 2,000 rpm
• The fire hydrants on deck • The fire hydrants serving the accommodation block • The fire hydrant in the pump room • Main foam system • Hawse pipe anchor wash • Forward bilge eductors • IGG room water spray
Emergency Fire Pump Hydraulic Unit Hydraulic Pump Manufacturer: No. of sets: Model: Type: Flow rate: Rating:
Uchida Hydraulics Co., Ltd 1 A10VO 100DR/31-PPC12N00M Fixed displacement 150 litre/min, delivery pressure 210 bar 62kW at 1,750 rpm
Hydraulic Motor Manufacturer: No. of sets: Model: Type: Flow rate required: Rating:
Uchida Hydraulics Co., Ltd 1 A2FM63/61-VBB020 Fixed displacement 133 litre/min, effective pressure 180 bar 34kW at 2,000 rpm
Issue: Final Draft - November 2007
• Water to the tank cleaning system (indirectly) The pumps can be started and stopped from the following locations: • Locally • Main switchboard group starter panel • Ship’s control centre in the fire station area • Bridge after bulkhead panel under outdoor light control panel. The fire and wash down main runs the full length of the vessel and is branched off to the fire hydrants, which are located so that two jets can be directed onto the fire source. The fire main also has a cross-connection onto the foam system at the foam room. Isolating valves are positioned along the main deck, between each set of hydrants on the fire main line.
IMO No: 9323948
a)
All of the intermediate isolating valves along the fire main on the upper deck must be open.
b) All fire hydrant outlet valves must be closed. c)
Set up the valves as shown in the tables below:
Bilge, Fire and General Service Pump Position Open Open
Description Engine room master fire main supply valve Engine room secondary fire main supply valve
Valve. EWV001 EWV002
d) Activate the remote start. Emergency Fire Pump The emergency fire pump is located in the main cargo pump room, taking supply from the port sea chest. Due to its location the pump should be left ready to run from the remote starting position at all times. However, this does not include the pump overhead water spray, which should only be deployed when needed. The following is the list of valves which should be left open, which includes the pump cooling unit and the overboard for this unit. Position Open Open Open Open Open a)
Description Sea suction valve Discharge valve Oil cooler inlet valve Oil cooler outlet valve Oil cooler overboard valve
Valve EWV003 EWV004 EWV043 EWV045 EWV045
Activate the remote start.
Section 5.1.1 - Page 2 of 2
Maersk Nautica
Deck Operating Manual
Illustration 5.1.2a Deck Foam System No.5 Sea Water Ballast Tank (Port)
No.4 Sea Water Ballast Tank (Port) No.4 Cargo Oil Tank (Port)
No.5 Cargo Oil Tank (Port)
Slop Tank (Port)
EFV020
No.3 Cargo Oil Tank (Port)
EFV024
EFV023
No.2 Sea Water Ballast Tank (Port)
No.3 Sea Water Ballast Tank (Port)
No.2 Cargo Oil Tank (Port)
EFV028
EFV027
No.1 Sea Water Ballast Tank (Port) No.1 Cargo Oil Tank (Port)
EFV030
EFV032
EFV016 65
EFV015
EFV019
Foam Station Box
65
150
EFV002 15
65
EFV003
No.5 Cargo Oil Tank (Centre)
65
Foam Station Box
150 200
EFV013
EFV014 150
65
EFV004
65
EFV005
No.4 Cargo Oil Tank (Centre)
65
150
EFV006
150
200
No.3 Cargo Oil Tank (Centre)
EFV034
EFV010 65
EFV007
150
EFV009 65
EFV008
No.2 Cargo Oil Tank (Centre)
Foam Station Box
EFV018
150
150
EFV011
EFV012
150
No.1 Cargo Oil Tank (Centre)
Foam Station Box
EFV017 EFV021 Slop Tank (Starboard)
No.5 Cargo Oil Tank (Starboard) No.5 Sea Water Ballast Tank (Starboard)
Deck Foam and Fire Control Station Room
EFV025
EFV022
EFV026
EFV029
No.4 Cargo Oil Tank (Starboard)
No.3 Cargo Oil Tank (Starboard)
No.2 Cargo Oil Tank (Starboard)
No.4 Sea Water Ballast Tank (Starboard)
No.3 Sea Water Ballast Tank (Starboard)
No.2 Sea Water Ballast Tank (Starboard)
EFV033
No.1 Cargo Oil Tank (Starboard) No.1 Sea Water Ballast Tank (Starboard)
Foam Starter Panel EFV039
‘A’ Deck
25 50
EFV038
FOAM STARTER PANEL
P POWER ON
HEATER ON
RUNNING
200
Deck Foam Concentrate Tank 6m³
HOUR COUNTER
AMMETER 0
10
20
30
40
2 001000 3
50
A
Valve B
h
EFV040
EFV037
50
EFV031
P
STOP
EFV041
EFV044
O
OFF
Valve G
50
Foam Concentrate Pump 50
Foam Line EFV036 EFV034
Valve C
EFV035
50
Flushing Line
Issue: Final Draft - November 2007
250
START
Key
LAMP TEST
Foam System
P UNITOR
EFV042
Fire Main
Valve A
From Sea Water Fire Wash Deck System EFV001
IMO No: 9323948
Section 5.1.2 - Page 1 of 2
Maersk Nautica 5.1.2 Deck Foam System
Foam System Manufacturer: Type: Tank capacity: Foam Pump: Model: Capacity:
Deck Operating Manual During normal service the seven foam main isolating valves along the main deck would be left open. The capacities of the various pumps are as follows:
Unitor Regular protein 6,000 litres 1 x vertical centrifugal DPVF 18-70 16.5m³/h at 11 bar
1 engine room pump:
1 monitor, 1 deck hydrant
2 engine room pumps:
2 monitors, 1 deck hydrant or 1 monitor, 2 deck hydrants
Additional fire pump:
1 deck hydrant
Procedure for Making the Foam System Operational a)
Foam proportioner: Capacity:
1 x PP200/80 2,875 to 13,100 litres/min
Foam monitor: Capacity: Throw length:
9 x FJM150/DIN 5,500 litres/min at 7 bar 70 metres in still air
Introduction The Unitor foam system supplies foam to nine monitors and sixteen hydrants at various points along the upper deck. The foam is made by mixing sea water supplied by the bilge, fire and general service pumps or the additional fire pump with foam-making chemical. The foam is generated by mixing the foammaking chemical with sea water at a ratio of 6% chemical solution to 94% sea water. The fluro-protein foam-making chemical is stored in a 6,000 litre tank located inside the foam room on the upper deck. The chemical is supplied to the foam proportioner by means of the foam liquid pump. In the proportioner the liquid foam chemical mixes with sea water and the combined sea water and liquid foam pass into the foam main. There are nine directable foam monitors which allow foam to be sprayed over the deck area of which two are located just in front of the accommodation block. In addition to the fixed monitors, several sets of portable foam fire fighting appliances are located in labelled foam boxes, located at the following positions: • No.2 cargo oil tank main deck • No.5 cargo oil tank main deck • A deck, port and starboard sides Inside each of the foam boxes is a portable hand applicator and a hose which can connect to the foam main via one of the sixteen foam hydrant valves.
Issue: Final Draft - November 2007
Ensure that there is sufficient foam chemical in the foam tank.
b) Check that the foam main isolating valves on deck are all open and the drain valves are closed. c)
If the weather is cold, the foam pump heater must be left on.
Procedure for Operating the Foam System from the Fire Control Station The following sequence and the valve numbers used relate to illustration 5.1.2a shown above: a)
Ensure that power is available to the equipment and if necessary start a standby generator.
g) The system is at its optimum with one monitor and two portable applicators in use. Should it be necessary to exceed the recommended limits, the effectiveness of the system will be reduced. h) Check that foam is issuing from the monitor and applicator so that the foam can be sprayed where it is required. WARNING The discharge from the monitors should not be directed at the fire until foam begins to issue from the nozzle(s). The foam should be directed so that it spreads over the surface of the burning oil and gradually smothers the fire. The foam should not be aimed directly at the oil in case it causes it to splash and spread. Also use the prevailing wind and slope of the deck to assist in creating a blanket whenever possible.
Procedure for Cleaning and Preparing the Foam System a)
After finishing with the deck foam system shut down the additional fire pump or the bilge, fire and general service pump(s), and the foam pump.
b) Close the foam tank outlet valve EFV037 (marked as valve B in the foam room). c)
Open the flushing valve EFV035 (marked as valve C in the foam room).
b) Ensure the system flushing valve EFV035 (marked as valve C in the foam room) is closed, and that only required monitors are open, no more than two.
d) Start the duty fire pump and the foam liquid pump. Open the forward monitor on the tank deck until clean sea water is discharged and then operate all other monitors and hydrants to remove foam residues from the lines.
c)
e)
Stop the duty fire pump and the foam liquid pump.
f)
Revert all valves to their standby positions.
Ensure that the fire water supply isolating valve from the engine room EFV001 (marked as valve A in the foam room) is open. Start either the bilge, fire or general service pumps in order to deliver the required capacity.
d) Open the foam tank system outlet valve EFV037 (marked as valve B in the foam room) and open the foam pump outlet valve to the proportioner EFV036 (marked as valve G in the foam room). e)
Press the START button on the foam pump starter and check that pump runs up to speed.
f)
Open the monitor and hydrant valves nearest to the fire as required. If a manual foam applicator is to be used it should be connected before the hydrant valve is opened. IMO No: 9323948
g) Refill the foam tank as soon as possible. When the ship is operating in cold weather climates, it will be necessary to ensure that the foam line on deck is thoroughly drained down and the two drain line isolation valves aft EFV018 and EFV019 are left in the open position. During cargo operations in these climates it would be expedient to have the drain line valves closed for that period in order that the system is ready for immediate use.
Section 5.1.2 - Page 2 of 2
Maersk Nautica
Deck Operating Manual
5.1.3 DISCHARGE OF CARGO FROM A DAMAGED TANK
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 corrective action is taken promptly, oil will continue to flow into the sea until 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. If it is suspected that leakage is from a fracture on the bottom plating or lower shell plating, then the level in the tank, if full, should be reduced and then a 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 valve, for that matter) may be carried by the current to another part of the ship before it surfaces and is noticed. This is particularly so in the area of the bilge keels. For example, oil leaking from a sea valve can be carried forward by the current, entrapped below the bilge keel, to surface in the fore part of the ship. Where action is taken to prevent or minimise oil spillage, preventive measures should take priority over cargo segregation and quality concerns. Similarly, no action must be undertaken that could jeopardise the safety of the personnel on board the ship and on shore. With double hull construction, if a ballast tank and void space is also breached then oil from a breached cargo tank can flow into the sea through the breaches in the ballast tank and void space, in this case it may be possible to transfer the cargo from the damaged cargo tank to another slack cargo tank if available, however, careful consideration must be given to this procedure before executing.
Damage between cargo tanks.
No
Cargo tank to ballast tank.
Yes
Actions as per SOPEP. Check all ballast tanks for hydrocarbons and liquid. Initial message to HQ. Stop cargo operations. Assess the situation.
Yes
To avoid further bulkhead damage maintain equal ullages during either loading or discharging in both tanks affected.
Initial Casualty message to MAERSK HQ. After discussion at disport, both tanks will need to be washed, if a repair or inspection is to be carried out.
No Outer and inner hulls breached
Actions as per SOPEP. MAERSK CASUALTY tlx Counter flood leasing with HQ to maintain the vessel in a safe and stable condition.
Carry out emergency inerting of the ballast tank. If cargo is passing into a ballast tank, endeavour to transfer cargo out of the damaged cargo tank, lowering the ullage to a level below the hole.
Liase with MAERSK HQ to determine the best option for minimising any environmental or safety hazard. OPTIONS If the vessel is at sea the best option would be a ship to ship transfer of all or part of the cargo. OPTIONS If the vessel is at disport, the cargo would be discharged in such a manner as to minimise pollution and stress. If the vessel is at loadport, loading would be discontinued and one or both of the previous options utilised.
Issue: Final Draft - November 2007
Short load the vessel. Put water in the ballast tank to an ullage at which the ingress of oil is stopped, stress permitting. Discharge the ballast tank to shore reception facilities after discharging the cargo tank.
IMO No: 9323948
Section 5.1.3 - Page 1 of 1
Maersk Nautica 5.1.4
Deck Operating Manual
Cargo Spillage CARGO SPILLAGE
Stop all Cargo Operations Sound alarm Muster Ship's Oil Pollution Emergency Response team
OIL OVERBOARD
YES
NO
ACTIONS As required by SOPEP manual Master contacts terminal supervisor gives advice of incident and that nil overside pollution has taken place.
Master will carry out a basic investigation into the incident, when clean up is completed and all parties are satisfied as to the reasons for the spillage cargo operations can be resumed.
Full report to MAERSK Headquarters.
Issue: Final Draft - November 2007
COMMUNICATIONS As required by SOPEP manual
Chief Officer takes charge of deck and recovery clean up requirements. Chief Engineer provides technical advice, I/C engine room.
Master contacts terminal supervisor requesting activation terminal oil spill response team and rigging of oil boom around vessel.
If oil on deck use salvage pump etc to transfer spillage to drip trays, or suitable receptacles, lower IG pressure, to drain drip tray to residual slop tank.
Contact Maersk HQ by secure means and give initial report. Advise P&I Club. Master will continue to liaise with terminal and authorities as required.
The designated AB will lead the clean up team during the operation, the containment team will stop or minimise source of spill and rig temporary booms as required.
IMO No: 9323948
Master formulates final report when all facts known and advises Maersk Headquarters.
Section 5.1.4 - Page 1 of 1
Maersk Nautica
Deck Operating Manual Flame Screen
Illustration 5.1.5a Emergency Inerting of a Ballast Tank
A Deck NGV 010
Funnel Top P
From Inert Gas System
NGV0007 400
Key 600
NDV001
NGV 037
NGV 009
P
From Inert Gas System
600
Sea Water Sampling Point
Deck Water Seal
Condensate
NGV0011
80
NGV025 To Condensate System
600
80
NGV026 NGV027
NDV003
No.4 Water Ballast Tank (Port)
MTV025
No.5 Cargo Oil Tank (Port)
300
NDV 027
NDV 024
No.5 Cargo Oil Tank (Centre)
NDV 036 300
300
100
NDV 035
300
300
450
300
No.1 Cargo Oil Tank (Port)
300
NDV 021 No.3 Cargo Oil Tank (Centre)
500
100
300
Vent Riser With Screen NDV041 NDV042
NDV 020 300
100
300
NDV 018
NDV 015
No.2 Cargo Oil Tank (Centre)
No.1 Cargo Oil Tank (Centre)
600
NDV 033
P/V Breaker
NDV 012 VOCON
PV Valve
600
NDV 017
NDV 010 300
300
NDV 032
65
NDV 028
100
300
300
Slop Tank (Starboard)
NDV 022
NDV 037
300
MTV028
No.5 Water Ballast Tank (Starboard)
NDV 009
NDV 038
300
No.4 Cargo Oil Tank (Starboard)
MTV026
No.4 Water Ballast Tank (Starboard)
MTV024
IMO No: 9323948
300
NDV 016
300
No.3 Cargo Oil Tank (Starboard) No.3 Water Ballast Tank (Starboard)
NDV 013
300
No.2 Cargo Oil Tank (Starboard)
MTV022
NDV031
300
300
NDV 019
600
NDV 008
300
450
300
300
No.5 Cargo Oil Tank (Starboard)
450
300
300
NDV 025
300
450
300
300
NDV 014 600
450
300
Issue: Final Draft - November 2007
MTV019
No.1 Water Ballast Tank (Port)
No.2 Cargo Oil Tank (Port)
600
450
NDV 030
MTV021
300
NDV 034
600 100
NDV 007
NDV 023 300
100
No.2 Water Ballast Tank (Port)
No.3 Cargo Oil Tank (Port)
No.4 Cargo Oil Tank (Centre)
NDV 026
To Ballast Main Line
BAV034
NDV 040 NDV 006 600
300
NDV 029
MTV023
NDV004 No.3 Water Ballast Tank (Port)
No.4 Cargo Oil Tank (Port) NDV 039
300
To Cargo Main Line
CLV109
600
No.5 Water Ballast Tank (Port)
MTV027
Connection Point for Water Driven Fan
600
PT
NDV005
Slop Tank (Port)
Shore Connection
PT
50
50
600
PT
From Steam System
PZA
50
Dump Tank
Steam
P
From Inert Gas Generator
To Scrubber Water Seal
Inert Gas
NDV002
Upper Deck Engine Room
From Deck Water Seal Pump
NDV 045
No.2 Water Ballast Tank (Starboard)
No.1 Cargo Oil Tank (Starboard)
MTV020
No.1 Water Ballast Tank (Starboard)
Section 5.1.5 - Page 1 of 2
Maersk Nautica
Deck Operating Manual
5.1.5 EMERGENCY INERTING Opposite each ballast tank there is a spur from the inert gas main, with a blank flange and valve to facilitate emergency inerting of the ballast tanks. Each ballast tank has deck penetration fitted with a purge pipe of 300mm diameter which does not extend below deck level and a side spur of 100mm diameter and valve. These fitments are situated at the centre of each ballast and there are two Winel tank vent head check valves fitted forward and aft, which can be used to vent the IG. Tank access hatches for the ballast tanks are provided. A portable flexible hose is connected between the tank inerting valve on the IG main and the flange at the purge pipe on the ballast tank. It would be expected to run the inert gas system continuously with the excess been dispelled through the Winel vents.
To Carry out Emergency Inerting of No.4 Port Ballast Tank a)
Shut the individual COT inert gas isolation valves.
b) Remove the blank from the spur with the valve on the IG main. c)
Remove the blank from the ballast tank inerting pipe.
d) Connect the portable flexible hose between the tank valve and the purge pipe. e)
The Winel vents can be utilised for venting the IG vapour.
f)
Open the IG line valve on the spur line NDV035 to the hose and the ballast tank.
g) The IG system should now be running and ready for use. h) Open the deck isolating valves NDV002 and NDV005 for the IG main. Inert gas will now be sent to No.4 port ballast tank, entering via the flexible hose and valve. Continue inerting until the oxygen reading at the vent pipe is consistently below 8%, at which point the tank can be considered inert. Alternatively, it is possible to inert the tank by connecting the inert gas line and the ballast bottom lines via ballast valve number BAV034, the spool piece and IG valve NDV004. The ballast suction valve can then be opened and venting through both Winel vents. This procedure is only valid if the tank is empty and there is no water at the bellmouth.
Issue: Final Draft - November 2007
IMO No: 9323948
Section 5.1.5 - Page 2 of 2
Maersk Nautica
Deck Operating Manual
Illustration 5.1.6a Pump Room Bilge System
Pump Room
Pump Room Top H
30
Pump Room Top H Cargo Oil Stripping Pump System Counter
0
Lower
Raise
rpm
Steam Pressure Gauge
Cargo Oil Stripping Pump
I
Inlet Pressure Control Valve
Discharge Gauge
Suction Gauge
P
Steam Control Valve
Steam Supply
Discharge to ‘MARPOL’ Line Manifold
Steam Exhaust
To Starboard Slop Tank via ODME Line
Exhaust Pressure Control Valve
Double Bottom Pump Room Bilge Suction
H
CLV113 Stroke Transmitter
H
CLV117
H
CLV097
CLV096
Accumulator
CLV132
FM
CLV094
CLV118 From Drain Tank
Cargo Stripping Pump 400m3/h
H
From Slop Tanks and Eductor Suction
CLV106
CLV092 H
CLV093 Key
CLV133
PA
Hydraulic Oil
Steam Pressure Transmitter
PA
Discharge Transmitter
PA
Suction Transmitter
Stripping Line Air Exhaust Steam
From Cargo Pump Room Bottom Crossover Line
Saturated Steam Control Air
Issue: Final Draft - November 2007
IMO No: 9323948
Section 5.1.6 - Page 1 of 2
Maersk Nautica 5.1.6 pump room bilge system Stripping Pump Manufacturer: No. of sets: Model: Type: Speed rating: Capacity:
Shinko 1 KPH150 Steam reciprocating pump 25 double strokes 125m³/h at 150mth
Deck Operating Manual f)
Monitor the level in the slop tanks. When the bilge pumping is completed, stop the pump and close all of the valves.
g) The bilge suction strainers should be inspected and cleaned in readiness for their next use. h) Return the bilge well suction valves to their normally open positions. Operation of the stripping pump locally whenever possible may give more precise control of the pump and the stripping of the bilges.
General The cargo stripping pump is primarily used to strip lines ashore via the MARPOL line at the end of cargo operations. Additionally, it is used to pump out the bilge wells in the pump room when required, discharging them to the starboard slop tank. There are two bilge suction valves in the pump room, one to port and one to starboard, these valves are normally kept open while a third valve CLV097 which is manually operated from a deck stand situated on the main deck inside the pump room entrance is normally left in the closed position. The stripping pump discharge valve CLV096 is also operated from a deck stand adjacent to that for valve CLV097 at the top of the pump room. There is a further suction to the double-bottom below the pump room, which is connected to the same system.
Procedure to Pump the Pump Room Bilges a)
Open the stripping pump discharge line valve to the slop tanks CLV077.
b) Open the stripping pump suction valve from the pump room bilge system, CLV097. Ensure the remaining pump suction valves are closed. c)
Open the pump discharge line valve to the starboard slop tank CLV075.
d) Open the required pump room bilge suction valve, either CLV117 or CLV118 if not already open. Ensure that the AUS vacuum unit drain tank valve is closed. e)
From the SCC console start the stripping pump.
Issue: Final Draft - November 2007
IMO No: 9323948
Section 5.1.6 - Page 2 of 2
Maersk Nautica 5.1.7 Deck drainage and scuppers
Deck Operating Manual Illustration 5.1.7a Oil Spill Pump System
General In addition to the scuppers provided at regular intervals down the length of the upper deck which drain overboard, deck drains are provided in the aft port and starboard corners of the main deck. The drains are provided with a manually operated scupper drain valves DKV001 and DKV002 which permit any fluid on deck to drain direct to the dump tank situated on the starboard side of No.5 centre tank.
Key Bilge
DKV002
DKV001
CAUTION The opening of the deck scuppers and deck drains should be carefully supervised so as not to allow any contaminated water to be accidentally discharged overboard.
DKV003
Heavy Fuel Oil Tank Heavy Fuel Oil Tank
Dump Tank
Pump Room
Issue: Final Draft - November 2007
IMO No: 9323948
Section 5.1.7 - Page 1 of 1
Maersk Nautica 5.1.8 Galley fire extinguishing systems
Deck Operating Manual Illustration 5.1.8a Galley Deep Fat Fryer - Wet Chemical Extinguishing
Manufacturer: System: Cylinder capacity:
Deep Fat Fryer Wet Chemical System Manufacturer: System: Cylinder capacity:
Kang Li Faer East PTE Ltd. Wet chemical 4.8 litres
Galley Ventilation Exhaust Duct System Unitor CO2 high pressure 13.4 litres
Discharge Nozzles
Description The galley exhaust duct fire extinguishing system consists of a 13.4 litre CO2 cylinder with handwheel valve attached to a release cabinet, a microswitch and also two axial nozzles positioned in the ventilation hood. Opening the release cabinet door will trigger the fire alarms and shut off the galley hood extraction fans.
Description The galley deep fat fryer has a built-in fire extinguishing system, which comprises two nozzles, a fusible link, a manual release mechanism and a selfpressurised extinguisher containing 4.8 litres of APC (Aqueous Potassium Carbonate) wet agent, which works by producing a foam layer that smothers the fire and serves to prevent reflash to allow the oil to cool, a pressure gauge is fitted to the extinguisher.
Operation. To operate the system close all fire dampers and the door to the dry provision store, open the release cabinet to activate the alarm and stop the galley fans, turn the handwheel anti-clockwise to commence the flow of CO2 to the galley hood, immediately leave the galley closing the door behind you, during which time the fire teams will be mustering to take further action if necessary.
Operation. The extinguishing system can be triggered either manually or automatically by the fusible link.The fusible link will break at 182°C (360°F). As the link breaks the tensioned wire connection will automatically trigger the CO2 cartridge in the control box and energise the extinguisher to eject the wet chemical foam through the two nozzles, one nozzle covers the area above the frying tank and the other covers the exhaust hood area. To manually extinguish the fire pull the pin as indicated, the pin is located at the bottom right side of the front panel of the fryer unit. When the extinguishing system is activated the power to the deep fat fryer unit is cut off and the built-in alarm will activate.
IN CASE OF FIRE PULL
PIN
IN CASE OF FIRE * To Activate the System _ Pull out the ‘Safety Ring Pin’
Control Panel
Issue: Final Draft - November 2007
IMO No: 9323948
Section 5.1.8 - Page 1 of 1
Maersk Nautica
Deck Operating Manual
Illustration 5.1.9a CO2 System Fire Control Station
CO2 Room Control Cylinders
Control Cylinders Key CO2 Line Engine Room
Pump Room
Engine Room
Pump Room
A1 B1
C1 D1
A2 B2
C2 D2
CO2 Room
Time Delay Time Delay
To Free Air PS
Booster Valve
Plug for Test
Plug for Test
CO2 Room
Pump Room
Issue: Final Draft - November 2007
Engine Control Room
Purifier Room
346 x 45kg Cylinders Engine Room = 346 Pump Room = 76
IMO No: 9323948
Engine Room
Section 5.1.9 - Page 1 of 4
Maersk Nautica 5.1.9 �� Co2 Fire extinguishing System Manufacturer: Type: Capacity: For engine room: For pump room:
Unitor ASA, Oslo, Norway High pressure 346 cylinders each containing 67.5 litres (45kg) 346 74
Introduction WARNING DANGER OF ASPHYXIATION Re-entry to a CO2 flooded area should not be made until the area has been thoroughly ventilated. WARNING Due to the hazard of electrostatic shock during gas release, the gas bottles must not be touched. Depending upon the application, CO2 is normally employed at levels of between 30% and 45% by volume to produce an oxygen deficiency and thus extinguish a fire. This level of oxygen deficiency is not sufficient to sustain life. Fixed high pressure CO2 fire extinguishing systems are therefore designed to include safeguards which prevent the automatic or accidental release of CO2 whilst the protected area that is occupied. CO2 is an asphyxiant, but not toxic and it does not produce decomposite products in a fire situation. The CO2 cylinders are fitted with a safety device called a bursting disc which will relieve excess pressures caused by high temperatures. To avoid these discs bursting, it is recommended that the cylinders are located in areas where the ambient temperature will not exceed 45°C. Note: Some gaseous extinguishing agents may cause low temperature burns when in contact with the skin. In such cases the affected area should be thoroughly irrigated with clean water and afterwards dressed by a first aid trained person.
System Description Areas Protected The central bank CO2 system installed in the ship protects the following areas:
Deck Operating Manual Central Bank CO2 System
In the Event of Fire in the Engine Room
The central bank CO2 system consists of 346 cylinders each containing 45kg of CO2 located in the CO2 room, which is situated on the aft side of the accommodation block on the upper deck. These cylinders are connected to discharge nozzles within the protected space via cylinder manifolds and distribution pipework.
The system is designed to discharge the required number of cylinders into the protected space at the same time. Each protected space requires a certain number of cylinders to give a 40% concentration of CO2. When the release system is activated for a particular protected space, only the required number of cylinders for that space are released. The system may be released either from the fire control station adjacent to the ship’s control centre on the port side of A deck or from the CO2 room on the upper deck. The fire control station also includes a relay unit which incorporates power supply switches for the system, both main and emergency supplies. Additionally, the relay unit gives visual indication of the release of CO2 into the engine room or pump room plus a visual alarm indication if CO2 has leaked from a cylinder(s) into the manifold. The system is fitted with a booster valve located just before the engine room distribution valve, the booster valve is used to allow a portion of the main line pressure up through the booster valve and onto the control operation line via control valves No.1 and 2, and therefore assist in the activation of the remaining cylinders in the gang. Protected Space Engine room (including the engine room casing) Pump room
No of Cylinders Required 346 74
It has to be appreciated that if any of the cylinders are released to protect a space then there is no longer sufficient capacity to provide protection to the other space, therefore efforts must be made to ensure that the CO2 cylinders are replenished at the next port. WARNING Release of CO2 into any space must only be considered when all other options have failed and then only on the direct instructions of the Chief Engineer, who will have consulted the Master.
Obtain the key from one of the master keyholders.
b) Go to the master control cabinet located in the CO2 room or fire control station. c)
A pressure gauge and pressure switch are fitted to the main CO2 manifold.
• Engine room
Ensure all personnel have evacuated the engine room and have been accounted for.
d) Close and check that all doors, hatches and fire flaps are shut. e)
Stop the main engine, generating engines and auxiliary boilers.
f)
Operate the HFO, MDO and LO tank quick-closing valves, stop the engine room fans and pumps via the emergency stops as required. A list of the emergency stops is given in the previous section (4.3).
The opening one of the engine room valve release cabinet doors will initiate audible and visual alarms throughout the engine room, including the engine control room, separator room, workshops and steering flat. Valve Release Cabinet CO2 valve release control cabinets are located in the following places: • Fire control station • CO2 room The system is operated by a supply of CO2 separate from the main fire extinguishing CO2. It is stored in small control cylinders, each containing 8.04 litres (13kg) which are installed within the operation control cabinet. The control cylinders are connected to the main pilot system pipework via two isolation valves installed within the valve control release cabinet. Isolation valve No.1 is connected via a pilot gas line to open the line distribution valve to the protected spaces, isolation valve No.2 is connected via a separate small bore pilot gas pipework to the cylinder bank to open the cylinders after a time delay (a 2 litres [4kg] CO2 cylinder) of approximately 60 to 90 seconds. Valve No.2 cannot be moved until valve No.1 has been operated. The control cylinder operating valves are positioned so that the valve release cabinet door cannot be closed with the valves in the open position. It is also arranged that the valve release cabinet door will operate the switches when in the open position, to initiate audible and visual alarms and shut down the ventilation system for the space. The time delay CO2 cylinder unit is located in the pilot CO2 pipeline to the main storage bottles, this unit allows for a time delay of about 60 to 90 seconds between the opening of the distribution valve to the protected area and the
• Pump room
Issue: Final Draft - November 2007
a)
IMO No: 9323948
Section 5.1.9 - Page 2 of 4
Maersk Nautica
Deck Operating Manual
Illustration 5.1.9a CO2 System Fire Control Station
CO2 Room Control Cylinders
Control Cylinders Key CO2 Line Engine Room
Pump Room
Engine Room
Pump Room
A1 B1
C1 D1
A2 B2
C2 D2
CO2 Room
Time Delay Time Delay
To Free Air PS
Booster Valve
Plug for Test
Plug for Test
CO2 Room
Pump Room
Issue: Final Draft - November 2007
Engine Control Room
Purifier Room
346 x 45kg Cylinders Engine Room = 346 Pump Room = 76
IMO No: 9323948
Engine Room
Section 5.1.9 - Page 3 of 4
Maersk Nautica release operation of the cylinder valves. This delay offers time for personnel in the protected spaces to evacuate the area after the CO2 release alarm has sounded. A pressure gauge is fitted to the pilot CO2 pipeline to indicate pilot CO2 pressure.
Operating Procedure for the Engine Room Compartment from the Fire Control Station a)
On discovering a fire in the engine room that requires the activation of the CO2 system, shut down the machinery spaces together with fuel supplies and ventilating systems. Close all doors, ventilators and other openings, having first ensured that all personnel have been evacuated.
Deck Operating Manual g) When the pilot pressure gauge within the control box is zero, close both pilot isolation valves. Note: Allow time for structural cooling before opening the space and ventilating the CO2 gas. WARNING Do not enter a CO2 flooded space without using breathing apparatus.
Operating Procedure for the Pump Room from the Fire Control Station a)
b) Conduct a muster of all personnel ensuring that everyone is accounted for. The gas must not be released until any missing persons are accounted for and are known not to be in the protected space where CO2 is to be released. c)
Obtain the key for the control release cabinet door.
d) Open the valve control release cabinet door for the engine room compartment. Upon opening the door an audible alarm will sound and the ventilation fans for the space will stop if they have not been stopped already via the emergency stop switches. Open the valve on one of the control CO2 cylinders, then pull downwards the control valves No.1 and 2. Pilot CO2 will be used to open the required number of cylinders for the engine room after the time delay unit and will also open the main distribution valve. The gas is released to the engine room after the time delay period. e)
Check that the indication lamp on the relay unit shows that CO2 is being directed into the engine room. If necessary go to the CO2 room and check that the distribution valve for the selected area has opened and the correct number of cylinders have been released. If not, open any remaining cylinders by hand.
WARNING Although the piping system is gas tight and the fan for the CO2 room should be running, it is prudent not to enter the CO2 room without using breathing apparatus to check that all of the cylinders have been released. f)
After 10 minutes, close the pilot control cylinder handwheel valve.
Issue: Final Draft - November 2007
On discovering a fire in the pump room that requires the activation of the CO2 system, shut down the pump room together with the ventilating systems. Close all doors, ventilators and other openings, having first ensured that all personnel have been evacuated.
b) Conduct a muster of all personnel ensuring that everyone is accounted for. The gas must not be released until any missing persons are accounted for and are known not to be in the protected space where CO2 is to be released. c)
Obtain the key for the control release cabinet door.
d) Open the valve control release cabinet door for the pump room. Upon opening the door an audible alarm will sound and the ventilation fans for the space will stop if they have not been stopped already via the emergency stop switches. Open the valve on one of the control CO2 cylinders, then pull downwards the control valves No.1 and 2. Pilot CO2 will be used to open the required number of cylinders (74) for the pump room after the time delay unit and will also open the main distribution valve. The gas is released to the pump room after the time delay period. e)
Check that the indication lamp on the relay unit shows that CO2 is being directed into the pump room. If necessary go to the CO2 room and check that the distribution valve for the selected area has opened and the correct number of cylinders have been released. If not, open any remaining cylinders by hand.
f)
After 10 minutes, close the pilot control cylinder handwheel valve.
g) When the pilot pressure gauge within the control box is zero, close both pilot isolation valves. Note: Allow time for structural cooling before opening the space and ventilating the CO2 gas. WARNING Do not enter a CO2 flooded space without using breathing apparatus.
Manual Operating Procedure from the CO2 Room Should the pilot CO2 cylinders fail to open the main CO2 cylinders for the protected compartment, then these must be opened manually. The main line valve to the protected compartment must also be operated manually. The CO2 cylinders for each protected compartment are grouped together. Only the designated number of cylinders must be manually opened for the pump room compartment. All of the cylinders will be released when flooding the engine room compartment. The procedure for opening the main cylinders is as below; these should be opened by operation of the manual release lever on top of each CO2 cylinder as follows: a)
Open the distribution line valve leading to the protected space.
b) Remove the manual release handles from stowage box. c)
Insert the end of the handle into the hole in the release lever. Pull the handle back as far as possible in order to operate the release mechanism for at least two cylinders. This operation on two cylinders will allow their contents to pressurise the main line. The booster valve will now operate, allowing a portion of the main line pressure up through the booster valve and onto the control operation line, and therefore will activate the remaining cylinders without any further manual intervention. If the pressurising of the main line does not open the remaining valve, it will be necessary to manually open each cylinder valve until the specified number have been discharged.
WARNING Although the piping system is gas tight and the fan for the CO2 room should be running, it is prudent not to enter the CO2 room without using breathing apparatus to check that the required number of cylinders have been released.
IMO No: 9323948
Section 5.1.9 - Page 4 of 4
Maersk Nautica
Deck Operating Manual
Illustration 5.1.10a Water Mist Fire Extinguishing System Local FireFighting System Wheelhouse Indicator Panel
FO Separator Room
Main Engine
Auxiliary Boiler No.1
Inert Gas Generator
Incinerator
Local Fire Fighting System Release Logic Unit (Located in SCC) FIRE
Paint Store More Events
Fault Function Disabled Function Delayed
No.3 Diesel Generator
Auxiliary Boiler No.2
No.2 Diesel Generator
No.1 Diesel Generator
Mute Panel Silence Alarms
Fire Brigade Signalled Power
Reset System
Main Fire Detection Panel in the Fire Control Station
To VDR
Drain Line Local Release Panel in ECR Water Mist Unit Pump Starter Panel
From Fresh Water Generator
Supply from Supply from Emergency Main Switchboard Switchboard
XM011V Fresh Water Tank 202.9m3 (Port)
LAL
XM013V
Water Mist Pump 9.25m3/h x 12.4 bar
Minimum Capacity for Water Mist Unit 18m3
Fresh Water Tank 202.9m3 (Starboard)
To Fresh Water Hydrophore System
XM004V
XM003V
LS
Air Test Connection Point
EW001V EW002V
EW003V
LS
LAL
Minimum Capacity for Water Mist Unit 18m3 Key Fresh Water Compressed Air Electrical Signal
Issue: Final Draft - November 2007
IMO No: 9323948
Section 5.1.10 - Page 1 of 4
Maersk Nautica 5.1.10 fresh water mist fire Extinguishing System System manufacturer: Pump manufacturer: Model: No. of sets: Type: Capacity:
York - Novenco Fire Fighting A/S, Denmark Grundfos CR10-9 1 Vertical multi-stage centrifugal 9.25m3/h at 12.4 bar
Introduction High pressure water forced through atomiser heads will break down into very fine droplets. These droplets have a very effective extinguishing effect on fires, even oil fires. The fine droplets remain suspended in the air and so they do not disturb the oil surface, nor do they settle to form a water layer on which burning oil could float. Fine water droplets present a large surface area to the fire and so they exert a cooling effect as the droplets rapidly evaporate. The large droplet concentration and the evaporation have the effect of reducing the local oxygen level. The cooling effect and the reduced local oxygen concentration result in the fire being extinguished. The fresh water mist fire extinguishing system relies upon the delivery of high pressure water to nozzle heads located at sites of fire risk. Ten areas are protected by the water mist system, these are the main engine, three generator engines, two auxiliary boilers, the separator room, the paint store, the incinerator and the inert gas generator. The areas to be protected are provided with a number of nozzle heads fitted in branch pipes which are connected to the main supply line to that compartment. The main supply line to the compartment has a solenoid operated isolating valve. The solenoid valve is activated by the fire control system when a fire detector senses a fire in the protected compartment. The main mist pump is started when one of the protected compartment fire detectors detects a fire, and the protected space solenoid valve opens when the second fire detector in the compartment is activated. Each protected space has at least two fire detectors which are of the heat and smoke type or are flame detectors. Each protected space has a manual mist release pushbutton located outside of the compartment and this may be pressed to release water mist manually into the protected space. There are facilities at the pump starter panel and the Release Logic Unit (RLU) panel for manual operation of mist release into any protected space. The water mist unit has a local pump starter panel which is situated at the water mist unit. The water mist unit is located in the steering gear room.
Issue: Final Draft - November 2007
Deck Operating Manual The pump starter panel has the following features: • A main switch • Ammeter • Pump starter switch with AUTO/OFF/LOCAL positions • Running indicator lamp • Thermal fault indicator lamp • Power on indicator lamp • Space heater indicator lamp • Hour counter The water mist fire extinguishing system is controlled by a Release Logic Unit (RLU) which has its own panel located in the Fire Control Station adjacent to the Ship’s Control Centre (SCC) on A Deck. The RLU panel contains the following: • OFF/AUTO switch • Reset Release switch • Reset Buzzer pushbutton
The fresh water is taken from the port and starboard fresh water tanks via the line which is separate to the supply line to the hydrophore unit. There must always be sufficient water in the duty fresh water tank for 20 minutes operation of the water mist unit on the largest protected space which is the main engine. The water mist system must normally always be set to automatic operation. During day-work periods when the engine room is manned, the water mist sprinkler pump control panel selector switch for the pump may be set to the LOCAL position, this will allow the engine room staff to assess a fire situation before activation of the sprinkler system. When the engine room is in UMS unattended condition, the water mist pump selector switch on the water mist control panel MUST be set to AUTO. The fresh water mist system releases water mist into a compartment automatically when a fire is detected by at least two fire detection heads which are active at the same time. It may also be activated by pressing the appropriate local compartment pushbutton, these pushbutton units are adjacent to the area protected. There is also a full set of release buttons in the engine control room. In the event of failure of the remote operating system it is possible to start the pump locally in the steering gear room and operate the appropriate release valve manually.
• Power On indicator lamp • Pump Fault indicator lamp • Pressure in System indicator lamp • General Alarm OFF/ON switch • Main Power switch In addition the RLU panel contains a manual release sub-panel which contains manual release pushbuttons for all ten protected spaces. The fire detector heads, which control the operation of the water mist system via its own dedicated fire alarm panel, are in addition to the detector heads which relay a fire signal to the ship’s main fire alarm monitoring system. When a detector head is activated an alarm is initiated, and the water mist pump is started. An additional alarm is issued at the alarm and monitoring display. If a second detector in the same protected space is activated whilst the first detector is still active, the protected space solenoid valve is opened. Under actual smoke/fire conditions, it may be expected that alarms will be indicated on both the ship’s main fire alarm and water mist fire alarm panels at the same time. The operator should be aware that the local address identification number on the separate fire alarm panels for the same area are not the same.
There are a total of 39 spray nozzles situated as follows: Protected Space Main engine No.1 diesel generator No.2 diesel generator No.3 diesel generator No.1 auxiliary boiler burner unit No.2 auxiliary boiler burner unit Separator room Paint store Inert gas generator Incinerator
No. of Nozzles 10 2 2 2 2 2 10 5 2 2
The water mist fire extinguishing system uses fresh water in order to reduce the risk of corrosion, but the lines are dry between the solenoid valves and the spray heads unless the system is actually operating.
IMO No: 9323948
Section 5.1.10 - Page 2 of 4
Maersk Nautica
Deck Operating Manual
Illustration 5.1.10a Water Mist Fire Extinguishing System Local FireFighting System Wheelhouse Indicator Panel
FO Separator Room
Main Engine
Auxiliary Boiler No.1
Inert Gas Generator
Incinerator
Local Fire Fighting System Release Logic Unit (Located in SCC) FIRE
Paint Store More Events
Fault Function Disabled Function Delayed
No.3 Diesel Generator
Auxiliary Boiler No.2
No.2 Diesel Generator
No.1 Diesel Generator
Mute Panel Silence Alarms
Fire Brigade Signalled Power
Reset System
Main Fire Detection Panel in the Fire Control Station
To VDR
Drain Line Local Release Panel in ECR Water Mist Unit Pump Starter Panel
From Fresh Water Generator
Supply from Supply from Emergency Main Switchboard Switchboard
XM011V Fresh Water Tank 202.9m3 (Port)
LAL
XM013V
Water Mist Pump 9.25m3/h x 12.4 bar
Minimum Capacity for Water Mist Unit 18m3
Fresh Water Tank 202.9m3 (Starboard)
To Fresh Water Hydrophore System
XM004V
XM003V
LS
Air Test Connection Point
EW001V EW002V
EW003V
LS
LAL
Minimum Capacity for Water Mist Unit 18m3 Key Fresh Water Compressed Air Electrical Signal
Issue: Final Draft - November 2007
IMO No: 9323948
Section 5.1.10 - Page 3 of 4
Maersk Nautica Procedure for Setting the Water Mist System for Operation a)
Check that the fresh water tank to be used has sufficient water. The fresh water tanks are fitted with low level alarms which are activated when the tank level falls to the point where there is only sufficient water for 20 minutes operation of the water mist unit on the largest protected space.
b) Open the supply valve from the FW tank to be used; EM002V for the port tank or EM003V for the starboard tank. Note: The FW tank system is such that neither tank would ever be empty as the tank not being used to supply water to the domestic system would be in the process of being filled by the FW generator. There should be sufficient fresh water available to cover the largest section for a minimum of 20 minutes. c)
Ensure that the inlet valve EW001V to the water mist unit is open.
Note: At the water mist unit each protected space has a manually operated line valve after the solenoid valve; this line valve must normally be in the open position. The test/drain valve located between the solenoid valve and the manual line valve must normally be closed. d) Ensure that the test and drain valves are closed and the line manual valves at each solenoid valve are open. e) f)
Ensure that the buffer tank is filled to the correct level and that the pressurising air system is operating. At the RLU panel turn the main switch to the ON position and set the system switch to the AUTO position. Operate the RESET RELEASE switch in order to reset the system and press the BUZZER RESET pushbutton to cancel the buzzer if it operates. Check that the Power On lamp is illuminated and that there are no alarm conditions.
g) At the sprinkler pump control panel ensure that the isolation supply breaker at the side of the panel is set to ON and the Power On and Heater lamps are illuminated. Set the sprinkler pump space heater to AUTO. The system is supplied from the emergency switchboard.
Deck Operating Manual The nozzle heads and valves should be checked at intervals in order to detect any leakage. The spray heads have plastic protective covers which should be kept in place; they blow off when the system operates. The isolating valves and each associated drain valve are fitted with a microswitch which indicates a fault warning on the local control panel, ‘PUMP FAULT’, if any of the valves are not in their normal operational position.
System Testing The fresh water mist system must be tested at monthly intervals. Procedure for Testing the Fresh Water Mist System a)
Close all line isolating valves located after the solenoid valves and open the test/drain valve for the section to be tested.
b) Release a section manually by pressing the section pushbutton on the local control panel. c)
Check that the pump starts, that the section solenoid valve opens and that water is released at the test/drain valve.
Purging the System After the release of fresh water mist into the protected space the lines must be cleared of water using compressed air. There is a compressed air line connection at the water mist unit and compressed air is supplied from the starting air system via a 30/10 bar reducing valve and valves AS020V and AS021V. A flexible hose is used to connect the air line to the water mist unit. After the water mist pump has been stopped and the fire is extinguished the section pipeline may be purged of water using compressed air when it is safe to enter the space in which the fire has occurred. The pump control switch is turned to the OFF position so that the pump cannot be operated. The solenoid valve for the protected space is open as is the line isolating valve; the test/drain valve for that section must be closed. The air supply valve on the water mist unit is opened. Compressed air will flow through the section lines forcing water out of the line and drying the pipe. Air should be allowed to flow through the line for several minutes after the water has all been cleared from the line in order to ensure that the section pipes are dry. After drying of the section line the section solenoid valve is closed. The air supply valve on the water mist unit is closed. The flexible hose connecting the working air system to the water mist unit is disconnected.
d) Check that the section release alarm has been activated and indicated on the console and in the wheelhouse. e)
When water has been released reset the alarm at the local control panel and check that the section solenoid valve closes and that the water mist pump stops.
f)
Close the test/drain valve.
g) Repeat the test procedure in steps a) to e) above for the other sections. h) When all tests have been completed, check that all test/drain valves are closed and open all line isolating valves after the solenoid valves. i)
Check that there is sufficient water in the fresh water tank and change over tanks if necessary.
j)
Record the water mist system test in the log book.
h) The fresh water mist system is now operational and the pump will operate to maintain pressure in the pipe system.
Issue: Final Draft - November 2007
IMO No: 9323948
Section 5.1.10 - Page 4 of 4
5.2
Emergency Systems and Procedures - Navigation
5.2.1
Steering Gear Failure
5.2.2
Collision and Grounding
5.2.3
Man Overboard
5.2.4
Towing and Being Towed
5.2.5
Oil Spill and Pollution Prevention
5.2.6
Emergency Steering
5.2.7
Emergency Reporting
Illustrations
5.2.3a Search Patterns
Maersk Nautica
Deck Operating Manual
5.2
Emergency SYSTEMS AND Procedures - Navigation
5.2.1
STEERING GEAR FAILURE
Steering Control Modes
Automatic Steering Autopilot A
Automatic Steering Autopilot B
Wheel Steering Engaged
NO Has the In-use Autopilot Failed ?
YES
YES
Has the Back-up Autopilot Failed ?
NO
Has Wheel Steering Failed ?
Local Steering Gear Room Control
Has NFU Steering Failed ? NO
YES
YES
NO Change to Local Steering (Rudder Servo Unit or Torque Motor) Control
NO Rectify the Original Autopilot Problem
Has the Local Steering Control Failed ?
YES
Change to Steering Column Control. Use Helsman to Steer. Advise Master and Duty Engineer of Any Problems
Call Master and Chief Engineer to advise of the Problem
Use Local Steering (Rudder Servo Unit or Torque Motor) Control
Rectify the Steering Stand Problem Rectify the Autopilot Problem
Normal Operations
Inform the Master and Chief Engineer
Prepare for Anchoring if in Shallow Waters
Exhibit 'Not Under Control' Shapes or Lights
Evaluate the Need for Tug Boat Escort or Assistance
Commence Sound Signalling Prepare Engines for Manoeuvring Take the Way off the Ship
Issue: Final Draft - November 2007
Evaluate the Need for Salvage Broadcast an URGENCY Message to Ships in the Vicinity
IMO No: 9323948
Section 5.2.1 - Page 1 of 1
Maersk Nautica
Deck Operating Manual
5.2.2 COLLISION AND GROUNDING
• Location of fire on the vessel
c)
• Evacuating casualties
Minimising Damage
• Current helm/engine situation
• Using full or emergency astern power it is possible to bring the stern of the ship up into the weather to stay off a lee shore.
• Momentum of own vessel
If a collision is inevitable, damage can be minimised by striking a glancing blow.
• Availability of helm/engines
• Where the rudder is jammed in the hard-over position, careful ahead manoeuvring can keep the ship’s head into the weather.
• Proximity of other hazards
Collision amidships of either ship must be avoided whenever possible and a bow to bow, quarter to quarter or bow to quarter situation is preferable.
• Effect of the wind on fire/smoke • Effect on vessel of currents, tides and wind
Grounding Particular attention must be paid to the possible changes in a vessel’s stability due to grounding. A grounded ship is similar to a ship in dry dock. Since the vessel is no longer floating, the pressure on the ship’s bottom has exactly the same effect as an equal weight being removed from that level within the ship. Consequently the centre of gravity rises and the GM is reduced. Grounding at low water on soft mud presents little danger. This is because the ship will settle into the mud and, as the tide rises, the pressures decrease and the centre of gravity falls once more. Grounding at high water on a hard sea bed is potentially dangerous. Firstly, the ship cannot settle and secondly, as the tide falls so the centre of gravity will rise and a point may be reached where the GM becomes negative and the ship unstable. The ship may lie over on her side, causing further damage and / or flooding. The greatest danger arises when the vessel grounds at high water on an uneven hard bottom. Manoeuvring a Vessel After a Collision Following a collision or other incident that could result in oil spilling from the vessel whilst under way, the subsequent movement of the vessel could be 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 are to be considered and are intended to assist in making the right decision. Consider the following: • Sources of ignition • Oil in the water
• The effect of propeller revolutions on a free-flapping rudder is such that the rudder will generally go to the hard-tostarboard position with either ahead or astern revolutions and will stay there as long as the engine revolutions are maintained.
Options to be Considered 1) When the vessel is stopped or nearly stopped, putting an astern movement on the vessel to contain the effects of any fire forward of the accommodation block.
or
d) A laden tanker, without steering or propulsion, can best be towed and is easier to turn: • By the bow when on even keel or trimmed by the stern
2) When the vessel is moving ahead, continuing movement ahead to clear any spilled oil and/or alter course to minimise the effects of fire and smoke.
• By the stern when trimmed by the head e)
3) When aground or locked with another vessel in a collision situation, no movement to prevent further damage or spillage, also refer to vessel response plan.
When steering failure occurs, judicious use of the main engine can be helpful in changing the drift direction and speed or even in stopping the ship altogether. Tests have shown that:
In an emergency, in good conditions, even a relatively small tug may be of value. Although it may not be powerful enough to turn the ship, it may be able to influence the direction of drift.
Disabled Vessel 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 points are: a)
The single most effective action which can be taken to influence the direction of drift is to deliberately manoeuvre the ship so that, when stopped, the wind is on a particular side. That is, the direction of drift can vary substantially with the wind on one side of the ship or the other.
b) When steering capability is lost, the drift direction and speed can still be influenced by: • Giving the ship a list • Changing from stern to head trim • Putting the rudder hard-over to the downwind position (putting the rudder hard-over in the upwind position has virtually no effect at all).
• Oil on fire • Gas cloud formation and position Issue: Final Draft - November 2007
IMO No: 9323948
Section 5.2.2 - Page 1 of 1
Maersk Nautica
Deck Operating Manual
Illustration 5.2.3a Search Patterns Williamson Turn
Ease the helm and steady on Reciprocal Course
Sector Search Pattern
Square Search Pattern
5S miles
2nd Crossleg
S miles 3S miles
Datum
1st Leg S miles
3rd Crossleg
3rd Leg
2nd Leg
5S miles
3S miles
S miles
60° − 70° 2S miles
4S miles
First Search
When the ship's head is 60° off original course, put helm Hard to Port
Second Search 2S miles
Note: The leg length is dependent upon visibility and the size of the object. Each leg is 120° to starboard. The second search is commenced 30° to starboard of the original track.
4S miles
Note: The individual leg length 'S' is dependent upon visibility and the size of the object, increasing by a factor of one every third leg.
Man Overboard to Starboardput helm to Starboard
Original Course
Issue: Final Draft - November 2007
IMO No: 9323948
Section 5.2.3 - Page 1 of 2
Maersk Nautica 5.2.3 Man Overboard
Procedure In the event of a man overboard the following actions should be taken: a)
Put the helm hard-over toward the side on which the person fell.
Deck Operating Manual g) Establish communications with all other surface units and SAR aircraft involved in the SAR operation. h) Follow instructions from the RCC and on-scene commander for executing SAR operations. i)
Plot positions, courses and speeds of other assisting units.
j)
Prepare engines for manoeuvring when near to the distress location.
b) Release the appropriate lifebuoy from the bridge wing. c)
Mark the position on the ARCS display (OSCAR) and the GPS.
d) Sound the General Alarm and make a PA announcement. e)
Post a lookout to continuously keep sight of the person.
f)
Continue executing the turn, the type of which will be dictated by the situation and the positions of ships close by.
g) Ring the engines to standby. h) As parties close up to emergency stations, the rescue boat can be prepared for lowering. i)
Hoist the appropriate flag signals and use the VHF to warn vessels in the vicinity.
Sector Search Pattern a)
Where the position of a person is known within reasonable limits, the Sector Search Pattern should be used first.
b) All turns are 120° to starboard. c)
The length of the leg is dependent on the state of visibility and the size of the search object, in as much as the length of each leg is the same.
k) Monitor X-band radar for locating the survival craft transponder (SART) signals using 6 or 12 mile ranges.
d) The first leg of the search should begin in the direction where the person is most likely to be seen.
l)
e)
Post extra lookouts for sighting flares, and switch on searchlights at night.
m) Prepare the rescue boat, pilot ladder and nets for assisting in the recovery of survivors when sighted.
Should the person still be missing on completion of the initial search pattern and it is known they are within the area, a second pattern should be commenced with the heading 30° to starboard of the initial search pattern heading.
Square Search Pattern
General The Williamson Turn is a proven method of returning the ship, via a reciprocal course, to the original position of the person overboard. Performance of a Williamson Turn will considerably reduce the ship’s speed. The rapid posting of lookouts is vital in order to locate the person and/or to keep them in sight.
a)
If the sector search pattern has failed to find the person, the ship should commence the square search pattern from the same datum point.
b) All turns are 90° to starboard. The length of the leg is dependent on the state of visibility and the size of the search object. After the first square has been completed, the subsequent increase in search leg is increased accordingly.
Search and Rescue a)
Check the position of the vessel in distress with respect to own ship’s position.
b) Relay the distress message, if no acknowledgement is received from the shore station. c)
Proceed at maximum safe speed to the distress location and inform the rescue control centre (RCC).
d) Inform the owners/charters/operators of the deviation. e)
Maintain a continuous listening watch on all distress frequencies.
f)
Consult the IAMSAR manuals.
Issue: Final Draft - November 2007
Search Patterns
IAMSAR
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:
The IAMSAR manuals are a useful source of additional information. Search patterns including those suitable for use with more than one ship and aircraft are described.
Note: Refer to the International Aeronautical and Merchant Ships Search and Rescue Book, and the Wheelhouse Poster - Man Overboard Rescue Manoeuvre.
IMO No: 9323948
Section 5.2.3 - Page 2 of 2
Maersk Nautica 5.2.4 TOWING AND BEING TOWED
Deck Operating Manual Commencing Tow
The vessel is fitted with a specially designed Emergency Towing Apparatus (ETA). Forward there are two Panama fairleads, two sections of towing chain and two towing brackets. On the poop is situated the automated equipment which allows the towing wire to be released and deployed by one man. The forward and aft towing arrangements are described in Section 6.1.3 Towing Another Ship There are many factors, which determine the most suitable method of taking another vessel in tow. Type and size of the ship to be towed, the urgency of the situation, the duration of the tow and the route to be taken. Taking into account the size of this vessel, and the equipment fitted, it is extremely unlikely that the towing of another vessel will be undertaken except in the case of extreme emergency, for example preventing a vessel from grounding when neither a tug nor more suitable vessel is available. Items Yes/No/Remarks: Initial Information Required.
Towing vessel to make way very gradually, using her engines in short bursts of minimum revolutions.
Increase speed in stages of five revolutions per minute.
Do not alter course until both vessels are moving steadily.
When altering course do so in stages of 5°.
Towing vessel should use its steering gear in conjunction with towing vessel.
If towed vessel’s steering is not available her rudder should be placed amidships and locked.
The towed vessel should not use her engines unless requested to do so.
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 vessel’s engines are used the propeller race can cause the rudder to assume a hard-over position.
Urgency of situation, time available before grounding. Tonnage of other vessel. Type of towing equipment.
The disabled vessel’s trim if possible should be as follows:
Towed by the bow trim should be one in one hundred by the stern.
Towed by the stern trim should be one in eighty by the head.
Steer directly into wind to minimise yaw.
Some larger vessels yaw the least on a heading twenty to thirty degrees off the wind.
Is power available for deck equipment? Manpower available.
Connecting the Tow
Decision made by Masters as to equipment usage.
Use towing vessel’s ETA (preferred due to poop configuration).
Use towed vessel’s ETA.
Passing Tow Line Alternatives
Establish continuous radio communication between the vessels.
Pass a light line between the vessels.
Use line throwing apparatus to pass an initial light line followed by heavier lines.
Connect to ETA buoy line and deploy when other vessel ready.
Tow wire connected to other vessel.
If picking up another vessel’s tow wire, the aft emergency towing line can be deployed from the poop deck and connected to the tow line from the other ship.
Issue: Final Draft - November 2007
A helicopter with a lift capacity of two to three tons could be used to facilitate the connection. Note: It should be remembered that speed and yaw have a considerable effect on the forces acting against a tow. In the case of speed, the forces vary directly as the speed squared.
IMO No: 9323948
Section 5.2.4 - Page 1 of 1
Maersk Nautica 5.2.5 OIL SPILL AND POLLUTION PREVENTION The following are guidelines for quick reference. The vessel’s SOPEP manual covers this subject in depth as does the Company SMS.
Oil When carrying out cargo and or bunker operations both in port or at sea two wheelie bins stencilled OIL SPILL EQUIPMENT are to be deployed near the manifolds with the following suggested list of suitable equipment:
Oil dispersant 450 litres
Falcon sprayers x 2
Tank shovels x 3
Tank buckets x 6
Goggles x 6
Absorbent pads, booms and pom poms
Wilden pumps x 2
Dedicated hoses for above
Squeegees x 3
Wringer buckets
Set of suitable spanners for all cargo/bunker and tank cleaning connections
3 x 20kg bags of absorbent granules
20 heavy duty large bags 1.45m x 0.61m
A pollution control team must be assigned. An example of their duties and responsibilities is as follows:
Master is responsible for external communications
Chief Engineer will supply technical advice to the pollution control team
Chief officer is in overall charge of the on board clean-up/ prevention operation
Deck duty officer assists the chief officer in cleaning up any spillage and the prevention of further pollution
Duty seaman and additional crew members used as required
Deck Operating Manual In order to comply with the ISM code, a record must be kept of the drills, the effectiveness of the team and any recommendations for improvement. Note: The oil dispersant is for use on deck and must not be used over the side without the permission of the local authorities. Booms should be laid down to direct the flow of oil, or to create pools, in order to assist the clean-up and prevent oil running the full length of the deck. Pads may need to be turned over in order to allow both sides to absorb oil. Absorbent granules should be used in conjunction with the booms to directing or pool the oil. They are also used to extend and stop breaches in the boom.
Garbage • The vessel shall ensure that all garbage is disposed of in accordance with MARPOL 73/78 Annex V. • Plastics and oil wastes shall not be disposed of overboard under any circumstances. • All aerosols are to be landed to shore reception facilities for disposal. The following shall be considered the order of preferred disposal for garbage where operational conditions permit: • Disposal to shore reception facilities. • Incineration.
Atmospheric Emissions
• Disposal to sea in permitted areas.
Funnel Smoke
• Wherever possible, food waste is to be ground or comminuted before disposal to sea.
The engineer officer on duty is responsible for monitoring the funnel smoke indicators, adjusting the combustion as required to ensure the smoke colour which is lighter than shade two on the Ringlemann scale. The deck officer of the watch is responsible for informing the engineer officer on duty, should excessive smoke emission be observed issuing from the funnel.
• Any permitted item, which is liable to float, should be disposed of as far as practicable from land/wildlife areas, but never less than 25 miles from designated areas. A Garbage Disposal Record Book is to be maintained.
Cargo Vapour Emissions Where both vessel and terminal are suitably equipped, and the Master and terminal are in agreement, vapour recovery systems are to be used, whilst the vessel is loading in order to minimise emissions to the atmosphere. The shipboard incinerator is not to be used when the vessel is alongside/ moored to a cargo terminal/carrying out cargo operations which may involve the release of vapours. In these circumstances preference is given to the use of shore reception facilities. Where solid materials are disposed of in the incinerator this is to be recorded in the Garbage Disposal Record Book. Where waste oil products are disposed of in the incinerator this is to be recorded in the Oil Record Book.
Drills must be carried out on a regular basis, practising the team in all aspects of their duties and responsibilities. Issue: Final Draft - November 2007
IMO No: 9323948
Section 5.2.5 - Page 1 of 1
Maersk Nautica
Deck Operating Manual
5.2.6 Emergency Steering
Emergency Operation
If failure occurs in the remote operating system from the wheelhouse, the steering can be operated from the steering gear room.
During emergency operation, the operator has direct control of one pump unit. As it would be impossible to simultaneously move the controls to both units in an identical fashion, emergency steering must only be carried out with one pump running:
Description The steering gear consists of a tiller, turned by a four cylinder hydraulic system, that in turn is driven by two electric motors. In accordance with IMO 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 communication with the bridge via the telephone system. A telephone is located on the steering gear compartment platform.
CAUTION Operating the steering gear from the servo cabinet position requires two personnel as the operator cannot see the rudder angle indicator nor is there any means of communicating with the bridge. As such, it does NOT qualify as an emergency steering position.
a)
Contact the bridge by telephone or talkback.
b) Ensure that only one pump is running and the appropriate rudder servo in LOCAL control, with the AUTOPILOT/RUDDER CONTROL switch on the main cabinet turned OFF. Remove the safety pin, marked in red from the servo control arm. c)
Move the torque motor arm clear, then take hold of the red servo control arm and control the gear according to bridge instructions. Moving the lever will induce port or starboard movement in the rudder, bringing it back to the neutral position will hold the rudder in its current position.
d)
Follow steering instruction as directed by the bridge.
Emergency Steering Drill Emergency steering drill should be carried out at least once every three months when traffic and navigational restrictions permit. It is to consist of the direct operation of the main steering gear by using the manual control within the steering flat. This operation is to be directed from the navigation bridge. After each drill, details and the date it was carried out are to be entered in the Official Log Book and Particulars and Records Book.
b) Place the rudder servo unit in LOCAL control. c)
Start a pump if one is not already running.
d) Operate the steering gear using the NFU port and starboard pushbuttons on the rudder servo cabinet. If this system should fail, manual operation of the steering gear can be carried out as follows with one pump unit operating:
Issue: Final Draft - November 2007
IMO No: 9323948
Section 5.2.6 - Page 1 of 1
Maersk Nautica 5.2.7 Emergency Reporting The particulars of all accidents or incidents involving the ship and/or her personnel must be sent as soon as possible to Head Office by a secure means. Initial incident reporting may be advised via the telephone, the contents of the call being confirmed by telex. A full report must be made at the earliest opportunity. It would be beneficial to keep a template of the following Initial Incident Report ready for use on each telex communication system.
Initial Incident Report • Date and time (UTC) of the incident (a six figure group; first two figures, day of the month, last four figures, the hours and minutes using the twenty-four hour clock). • Nature of the incident; collision, grounding, fire, etc. Sufficient detail must be given to allow an overall appreciation to be made. • Position of ship. Latitude and longitude is preferred along with a general statement of where the vessel is. • Name, nationality and type of any other ship involved. • Nature and extent of damage. • To own vessel. • To any other vessel or installation involved. • Casualties if any, including those missing: • To own vessel. • To any other vessel or installation involved. • State of sea and weather. • If immobilised and towage or other assistance may be necessary, the following additional information must be included. • Set and drift of current. • An estimate of how long the vessel can safely remain without assistance under the prevailing circumstances. • Nature of any assistance required. • Give the names and positions of any company ships contacted, and those of associated companies in the vicinity. • Estimated time of readiness to proceed. • Details of cargo, etc, lost overboard.
Deck Operating Manual Note: Nil reports, as applicable, must be made under each heading. This is particularly important in the case of casualty reporting. Plain language should be used in preference to code.
Checklists for Specific Accidents In the following it will not always be necessary to report on each item listed 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 of an accident and, therefore, to enable them to act accordingly. Grounding Incident Voyage from - to Date and time of grounding Position of grounding (latitude and longitude for clarity) Courses steered, prior to grounding Engine movements prior to grounding Heading at time of grounding Estimated speed of ship at time of grounding Heading of ship in grounded position Bridge manning at time of grounding Navigation aids in use Pilot involvement Position and movement of other ships in the vicinity where relevant Condition of Vessel Draught of ship Tidal conditions Current, set and drift Chart or charts in use Identify grounded section of ship Nature of bottom Damage incurred or suspected Oil pollution actual or potential Cargo/ballast and bunkers on board, where stored Soundings plan, prior to grounding, at time of grounding and repeated as necessary at various stages between high and low water
• Any other relevant information.
Issue: Final Draft - November 2007
IMO No: 9323948
Weather Weather conditions at time of grounding Wind force and direction Sea state Visibility Actions Following Incident Involvement of other parties Tugs Port Authorities Classification Societies P & I Club (involved if third party damage incurred) View on cause of grounding Manoeuvring Incident/Collision Incident Voyage from - to Date and time Position (latitude and longitude) Berth Describe manoeuvre being carried out Describe circumstances leading up to accident Courses steered Engine movements Pilot involvement Condition of Vessel Damage incurred or suspected Oil pollution actual or potential Cargo/ballast and bunkers on board, where stored Soundings plan, prior to grounding, at time of grounding and repeated as necessary at various stages between high and low water Weather Weather conditions at time of grounding Wind force and direction Sea state Visibility
Section 5.2.7 - Page 1 of 2
Maersk Nautica Actions Following Incident Involvement of other parties Tugs Port Authorities Classification Societies P& I Club (involved if third party damage incurred) Surveyors View on cause of incident Heavy Weather Incident Incident Voyage from - to Date and time Position (latitude and longitude) Circumstances leading up to the damage Course steered (include adjustments made because of the weather) Engine revolutions (include adjustments made because of the weather) Condition of Vessel List of damaged equipment requiring replacement Oil pollution actual or potential Cargo/ballast and bunkers on board, where stored Soundings plan, prior to grounding, at time of grounding and repeated as necessary at various stages between high and low water Weather Weather conditions at time of incident Wind force and direction Sea state Visibility
Deck Operating Manual Loss of Anchors Incident Voyage from - to Date and time Position (latitude and longitude) Operation in progress Anchoring Weighing anchor At anchor Method in use Walking out On the brake? Condition of Vessel Which anchor and how much cable lost Any other damage Weather Weather conditions at time of incident Wind force and direction Sea state Visibility Actions Following Incident Any action taken to make good the loss Outstanding repairs P& I Club (involved if third party damage incurred) View on cause of incident
Actions Following Incident Any action taken to make good the damage Outstanding repairs P& I Club (involved if third party damage incurred) View on cause of incident
Issue: Final Draft - November 2007
IMO No: 9323948
Section 5.2.7 - Page 2 of 2
Section 6: Deck Equipment 6.1
Mooring
6.1.1
6.1.2 Anchoring Arrangement
6.1.3
6.1.4 Anchoring and Mooring Procedures
6.1.5
Mooring Arrangement
Emergency Towing Arrangements
Fire Wire Reel
Illustrations
6.1.1a Mooring Arrangement
6.1.1b Mooring Hydraulic System
6.1.3a Forward Emergency Towing Arrangement
6.1.3b Emergency Towing Arrangement
6.1.4a Ship-to-Ship Mooring Arrangement
6.1.5a Fire Wire Reel
Maersk Nautica
Deck Operating Manual
Illustration 6.1.1a Mooring Arrangement
Stern Lines Breast Lines Breast Lines Additional Moorings
Springs
Springs
Additional Moorings
Head Lines
H W1 M5
M7 M6
Engine Casing
M3
Accommodation
W2
M8 M4 WINCH
M2
M1
ONLY
Issue: Final Draft - November 2007
IMO No: 9323948
Section 6.1.1 - Page 1 of 3
Maersk Nautica 6.1
MOORING
6.1.1 MOORING ARRANGEMENT
In addition to the mooring wires on drums vessel is also equipped with two polypropelene mooring ropes 2 forward and 2 aft to be used as spare ropes if in need for tugs. Drum Two clutching split drums with band brakes.
Mooring Winch Manufacturer:
Deck Operating Manual
CSIC-Wuhan Marine Machinery Plant
300kN
Dimensions:
710mm diameter x 1,510mm length (rope drum)
710mm diameter x 1,030mm length (wire drum)
Rope capacity:
400m of 80mm diameter synthetic mooring rope
• One (with two split drums) on the starboard side of the focsle combined with a windlass - W1 (used for head lines)
300m of 44mm diameter wire
• One (with two split drums) on the port side of the focsle combined with a windlass - W2 (used for head lines)
Clutch control:
Manual
Brake control:
Manual
Winding speed:
0.25m/s maximum
Slack line speed:
Approximately 45m/min
The mooring winches fitted are electro-hydraulic high pressure winches equipped with split wire drums and one warping end. Each is fitted with a manual handle type brake and a manual lever operated clutch. Ten mooring winches are located as follows:
• One (with three split drums) on the starboard side of the main deck, forward - M1 (used for breast lines) • One (with two split drums) on the starboard side of the main deck, forward - M2 (astern of M1 and used for additional moorings) • One (with two split drums) on the port side of the main deck forward - M3 (used for spring lines)
Pull:
The forward mooring windlass and winches are powered from the hydraulic power packs located in the focsle space. It is possible to select either one or two units for the winches and these can be made common for operating the windlass when heaving anchor or working multiple winch loads.
Procedure to Operate the Hydraulic Power Units a)
Check oil level in the hydrophore tank is up to 75% full, if less pump-up using the handpump, after pumping shut the hydraulic oil tank suction valve for the handpump.
b) Maintain 1 bar on the hydrophore gauge if the charge air is less. c)
Go to the group starter panel and start the pumps for the mooring winches as required, observe the hydrophore, the air pressure and oil level will drop, charge as necessary, however, if the oil level or air pressure drops further, over time, this could indicate a leak in the system, in this case shut the system down and call the Chief Officer and Chief Engineer.
Note: If the units are operating in cold conditions (ambient temperature below +3°C), the winches should be rotated slowly on the low speed setting until the hydraulic motor and control valves are warm, thereafter use the system as normal.
Operation of the Drum a)
Check the winch gearbox casing oil level, top-up as required with the correct grade of oil.
• One (with two split drums) on the starboard side of the main deck aft - M4 (used for spring lines)
The aft mooring winches, including the main deck winches are powered from the hydraulic power packs located in the steering gear room.
b) When the pre-operational checks are completed on the hydraulic units, start one of the hydraulic pumps.
• One (with two split drums) on the port side of the main deck aft - M5 (used for additional moorings)
Remote control stands for each mooring winch are provided on both sides of the vessel.
c)
• Three on the stern, two of which are the two split drum type (M7 starboard and M8 port, used for stern lines) and one with a three split drums on the centre stern - M6 (for breast lines)
Winch Controls
The split drums are designed to be used with wires and ropes, as follows: Winch W1: Winch W2: Winch M1: Winch M2: Winch M3: Winch M4: Winch M5: Winch M6: Winch M7: Winch M8:
2 wire drums 2 wire drums 3 wire drums 2 wire drums 2 wire drums 2 wire drums 2 wire drums 3 wire drums 2 wire drums 2 wire drums
Issue: Final Draft - November 2007
Local
With the clutches disengaged turn the winches over in both directions and if all is satisfactory engage and lock the clutch on the units to be used. The drums not being used should have their drive clutches locked out.
d) Release the band brake.
A local control valve is mounted on each hydraulic motor and is activated by a variable speed lever, which, on release, is spring-centred to the stop position. This controls the direction of rotation for the winch to either ‘heave’ or ‘lower’. The small lever at the local control station is labelled port and starboard, selection of this lever will hand over control to the remote control stand either port side or starboard side as appropriate. Remote Eight remote stands are positioned at the ship’s side in positions with a clear view of the forward and after mooring operations. The controls are identical to the local controls both in appearance and operation. With the exception of winches W1, W2, M7 and M8, each winch may be operated from either side of the vessel.
IMO No: 9323948
e)
Pay out or haul in the rope/wires as required.
f)
Stop the winch by releasing the control lever which will return to the NEUTRAL position.
g) Engage the drum brake and disengage the clutch lever. h) Turn off the power pack units.
Section 6.1.1 - Page 2 of 3
Maersk Nautica
Deck Operating Manual
Illustration 6.1.1b Mooring Hydraulic System
M4 M5 M2 M3 M1
M6 M3 M8 M5
W1
W1
M8 M7
M6 M2
M1
W2
W2
Brake Control Valves
M7 M4 M6
M2 M3 M1 M4 M5
In
M Out
Key Hydraulic Oil
Issue: Final Draft - November 2007
Hydraulic Power Aft Winches
Hydraulic Power Forward Winches
IMO No: 9323948
Section 6.1.1 - Page 3 of 3
Maersk Nautica 6.1.2 ANCHORING ARRANGEMENT Manufacturer:
Wingsbo Kaibong Shipmachinery Co Ltd
Anchors are of the stockless Spek bower type, each weighing 17,250kg. Grade 3 stud link chain in shackles of 27.5m is fitted, 12 shackles to port anchor and 13 shackles to the starboard anchor. The chain is connected to the anchor with a swivel and Kenter joining shackle, a further joining shackle is fitted every 27.5m. The end of each anchor cable is secured at the upper part of the chain locker with a quick-release system that can be operated from outside the locker. Windlass The windlass consist of one clutch controlled cast steel cable lifter with band brake. There is a bellmouth with chain stopper included for each cable lifter. Chain diameter/grade: Clutch control: Brake control: Reduction gears: Performance of cable lifter:
117mm diameter, Grade LR U3 Manual Hydraulic remote control Enclosed type gearing
Deck Operating Manual Cable Lifter The cable lifter is of five whelp construction equipped with chain stopper. Situated outboard of each cable lifter is a roller type chain compressor. The chain compressor is of welded steel construction with a cast steel roller and a manual stopper of the bar type. Turnbuckles and steel wire ropes are provided for securing the anchor cable. Two high holding power anchors of cast steel construction are fitted along with an anchor chain of extra high strength steel. The chain is connected to the anchor with a swivel and Kenter joining shackle. A further joining shackle is fitted every 27.5m. The end of each anchor cable is secured at the upper part of the chain locker with a release system which can be operated from outside the locker. Lowering the Anchor by the Motor a)
Reduction Gears The reduction gears have open gear transmission. Power is transmitted from the hydraulic motor to the main shaft through an open-step spur gearing. The gear and bearings are grease lubricated.
The mooring/windlass units can be operated locally. Additionally, these units are fitted with remote operating stands. These stands provide speed and directional control from a position at the side of the vessel with a clear view of the forward mooring operation. Issue: Final Draft - November 2007
Engage the chain stopper, then disengage and lock-out the clutch on completion.
Hauling in the Anchor a)
Carry out the pre-operation checks as previously described for lowering the anchor, a) to c).
b) Ensure that the claw clutches of the winch drums and windlass are disconnected and that the winch drum brakes are fully on. With both hydraulic power packs running turn over the drive in the heave and lower direction, if the operation is satisfactory, engage the claw clutch of the windlass and lock it in position. c)
Release the chain stopper.
d) Release the windlass brake band. Start individually and ensure full operation and power is online.
Note: If the units are operating in cold conditions (ambient temperature below +3°C), the winches should be rotated slowly on the low speed setting until the hydraulic motor and control valves are warm, thereafter use the system as normal. Always select low speed for heaving the anchor. d) Ensure that the claw clutches of the winch drums and windlass are disconnected and that the winch drum brakes are fully on. Clear the anchor, ie, ensure the chain stopper is secure then release the chain lashing and remove the spurling pipe covers.
e)
Start the duty fire pump and open the chain washing isolating valve.
f)
Operate the control lever in the HEAVE direction.
g) Haul in the anchor, slow down the heaving speed as the anchor approaches its fully housed position. h) When fully housed engage the brake band and chain stopper. i)
Disengage the claw clutch lever. Stop the chain washing and stop the duty fire pump if it is no longer required.
e)
Turn over the drive in the heave and lower direction to ensure correct operation.
j)
f)
Engage the claw clutch of the windlass, use the locking pin to secure the clutch in position.
k) Stop the hydraulic power pack pump if the system is no longer required.
Driving Unit The deck machinery driving unit is a high pressure hydraulic motor, operated by two control valves mounted on each hydraulic motor. The first is activated by a 3 position lever, which, on release, is spring-centred to the stop position, this lever controls the direction of rotation for the winch to either ‘heave’ or ‘lower’. A second control valve is activated by a 2 position lever which controls the speed of the winch and is set to either ‘high’ or ‘low’ speed as required. The hydraulic power is supplied from the hydraulic power packs.
Check that the oil level in the gearbox is satisfactory, if necessary top-up with the correct grade of oil.
b) The hydraulic power packs should be made ready for operation, using both units common. c)
The tensioning winch is combined with the anchor windlass and equipped with two split drums, for wire ropes and one warping end.
l)
m) Shut down the hydraulic power packs.
640kN rated pull at 0 to 9m/min
Combined Mooring Winch
k) When the command is given, walk-out the anchor to give the required shackles on deck and apply the brake.
g) Disengage the chain stopper.
l)
Refit the anchor lashing wires and replace the spurling pipe covers.
h) Check over the side to ensure that it is clear. i)
Release the cable lifter band brake.
j)
Lower the anchor to the waterline, controlling the speed of descent with the control lever on the unit.
IMO No: 9323948
Section 6.1.2 - Page 1 of 1
Maersk Nautica
Deck Operating Manual
Illustration 6.1.3a Forward Emergency Towing Arrangement
Locking Pawl Stage 2 Stage 1
Tug Towing Line Lashed with Stopper
Chain Stopper Chafing Chain Messenger Rope
Tug Towing Line
E4
Panama Centre Lead
Locking Pawl
Chain Stopper
Stage 3 E5
Tug Towing Line Lashed with Stopper
Chain Stopper Chafing Chain
To Tug
Messenger Rope
E3 Tug Towing Line E1
E2 Tug Towing Line
Locking Pawl
Chafing Chain Stage 4 Chafing Chain
Chain Stopper
Tug Towing Line
Issue: Final Draft - November 2007
IMO No: 9323948
Section 6.1.3 - Page 1 of 4
Maersk Nautica 6.1.3 Emergency Towing arrangements
Deck Operating Manual Emergency Procedure
Forward Emergency Towing Equipment
a)
Manufacturer: Safe working load: Chain stopper: Chaffing chain:
b) Pass a heaving line (sand lead rope) to the tug though the towing fairlead. The tug will attach a messenger rope to the heaving line.
China National Shipbuilding Equipment Corp. 2,000kN L 900mm x W 510mm x H 720mm Tongue type 76mm diameter, 8.39m long
c)
Aft Emergency Towing Equipment Manufacturer: Safe working load: Pick-up rope: Messenger rope: Towing rope:
China Shipbuilding Equipment and Materials. 2,000kN 18mm diameter, 31.1m long 44mm diameter, 100m long 76mm diameter, 100m long
The forward arrangement comprises the chafing chain and chain stopper. The chain stopper forms the strongpoint and transmits the load to the vessel’s structure through the strengthened area that it is mounted upon. The chain is locked into the chain stopper by a manually operated swinging arm that abuts the chain link when in the locked position. The leverage is arranged so that as load increases on the chain from the towing action, the force exerted on the lever serves to lock it even more securely. It is not possible to release the stopper when there is load on the chain. To do so, a rope can be attached to the free end of the chain and around a pedestal roller to the mooring winch. This can be used to haul back on the chain and relieve the load on the stopper, thus allowing the arm to be swung up clear of the chain link. The chafing chain passes through the Panama chock and terminates with a link to which the tow rope is attached. As its name suggests, the chafing chain is used for the section of the tow where chafing could result in damage to the equipment, as it passes through the Panama chock.
Issue: Final Draft - November 2007
Retrieve the heaving line and pass the line through the chain stopper and around the roller pedestals E5, E4, E3, E2, E1 as shown in illustration 6.1.3a, through the other chain stopper back to the tug via the return fairlead.
d) The tug will heave the attached messenger line on board and around the fittings and back to the tug, and then heave the towing line across to the vessel. (Stage 1). e)
Description and Operation of Forward Towing Equipment The emergency towing arrangement is designed to comply with IMO Resolution MSC 35(63), Chapter V Regulation 15-1 as Amended in SOLAS 1994 and Classification Society Regulations.
Remove the securing wires from the chafing chain and lock open the chain stopper pawl.
The tug will continue heaving until the towing line has passed through the fairlead. At this point the towing line must be secured to a point close to the bow stopper.
f) Unshackle the messenger line from the secured towing line and attach to the one end of the chafing chain with the shackle. Request the tug to take the weight on the messenger line which will draw the end of the chafing chain across in front of the bow stopper and close to the towing line. g) Transfer the messenger line to the free end of the chafing chain, and this can be heaved gradually across and up through the chain stopper. (Stage 2). h
When the chain has entered the chain stopper, engage the pawl mechanism and thus securing the end of the chain. (Stage 3).
i)
Attach the towing line to the outboard end of the chafing chain and remove the lashing from the towing line. Request the tug to take the weight on the towing line which will draw the chafing chain out through the fairlead. (Stage 4).
j)
Once the slack has been removed, the tug can start to tow.
Note: Where the tug or towing vessel is unable to provide a suitable joining shackle, one of the ship’s spare anchor joining shackles may be used.
IMO No: 9323948
WARNING As with any mooring operation, safe handling of lines and chains requires clear communication between all parties and constant awareness of the situation. All the safety procedures observed during mooring operations are to be employed at this time.
Description and Operation of the Aft Emergency Equipment The aft towing arrangement is intended for quick-release and easy retrieval. A storage box contains the pick-up gear, marker buoys, pick-up and messenger ropes. The towing pennant and retrieval rope are stored on the storage drum situated on the poop deck forward of the fairlead and strongpoint. Storage Drum The storage drum houses the towing pennant and retrieval rope and it is fitted with a manual brake used to regulate the pay-out tension of the ropes and thus prevent the rope from running away and becoming foul on the drum. An air motor is engaged to the drum and used to wind in the pennant and rope when finished with. Fairlead and Strongpoint The fairlead is the strongpoint in the system and is mounted on a strengthened part of the deck, able to withstand the forces exerted during the tow. It is arranged with a tapered entry point so that the shackle linking the towing pennant to the retrieval rope cannot pass through. Pick-Up Gear The pick-up gear is stored in a box mounted at the aft centre railings near the centre line close to the storage drum. The box has a swing open cover and is arranged so that when the lid is opened, the pick-up gear can be easily removed and dropped into the sea. The pick-up gear is attached to the end of the towing pennant through the fairlead and is therefore ready for use with no attaching of the gear necessary. The pick-up gear comprises two floats and two self-igniting lights attached to a pick-up rope. The pick-up rope is buoyant and brightly coloured to make it easily visible and is attached to a heavier gauge messenger wire which is used by the towing vessel to haul the towing pennant on board.
Section 6.1.3 - Page 2 of 4
Maersk Nautica
Deck Operating Manual
Illustration 6.1.3b Aft Emergency Towing Arrangement
Brake
Storage Box For Pick-up Gear
Storage Drum
Marker Buoy Plastic Float
Hard Eye Thimble
Towing Pennant
Fairlead
Strong Point
Stopper Socket
Deck Level
Messenger Rope
Pick-up Rope
Ship's Side
Retrieval Rope
Pick-up Gear
Aft Emergency Towing Arrangement
Issue: Final Draft - November 2007
IMO No: 9323948
Section 6.1.3 - Page 3 of 4
Maersk Nautica Emergency Procedure a)
At the pick-up gear container remove the locking pin and open the cover.
b) Take the light buoys out of the container, check that the lights are working and throw them, one at a time, into the sea. c)
Start feeding the messenger rope and wire into the sea. Make sure that the pick-up gear is falling freely into the sea.
d) Once the towing vessel has retrieved the pick-up gear, it will secure the messenger wire and start to pull on it at a low load, release the manual brake. Control the speed that the drum is revolving at using the brake to ensure the pennant pays out smoothly. e)
When the towing pennant is fully paid out, the stopper will come up against the towing bracket. At this point, the towing vessel can secure the towing pennant and towing can commence.
WARNING Never deploy the towing pennant with the air motor connected to the storage drum. The towing vessel should not use its engines to pull out the towing pennant. The pennant should be allowed to free-fall until the pennant stopper is in position against the towing bracket, at which point tow may commence.
Towing Procedures When towing or being towed, the following shall be the main priority at all times during the operation: a)
The safety of personnel, vessel and cargo. This includes other ships, floating hoses, mooring boats, tugs or any other object in the vicinity. Remember a safe operation is an efficient operation.
b) Safe mooring should also include use of proper clothing, teamwork, communications, use of a mooring plan, team selection and briefing prior to arrival. c)
All operations should comply with the Code of Safe Working Practices for Merchant Seamen.
Issue: Final Draft - November 2007
Deck Operating Manual Towing Another Ship
Commencing the Tow
There are many factors which determine the most suitable method of taking another vessel in tow. The type and size of the ship to be towed, the urgency of the situation, and the duration and route to be taken. Taking into account the size of the vessel, and the equipment fitted, it is extremely unlikely that the towing of another vessel will be undertaken except in the case of extreme emergency. This may occur when trying to prevent a vessel from grounding when either a tug or more suitable vessel is not available. In such situations, the following should be considered: The initial information required: • The urgency of the situation and the time available before grounding • The size of the other vessel • The type of towing equipment available • Is power available for deck equipment? • Available manpower
• The towing vessel is to make way very gradually, using her engines in short bursts of minimum revolutions • Increase speed in stages of five revolutions per minute. Do not alter course until both vessels are moving steadily • When altering course do so in stages of 5° • The towing vessel should use its steering gear in conjunction with the towed vessel • If the towed vessel’s steering is not available her rudder should be placed amidships and locked • The towed vessel should not use her engines unless requested to do so by the towing vessel Steering Problems If towing by the stern and the rudder is not locked, the rudder may assume the hardover position. If towing by the bow and the disabled vessel’s engines are used, the propeller race can cause the rudder to assume a hardover position.
Connecting the Tow • Decision made by Master as to the equipment usage • Use the towing vessel’s emergency towing apparatus. • Use towed vessel’s emergency towing apparatus • Establish continuous radio communication between the two vessels and any other that may be involved in the operation • Pass a light line between the vessels • Connect to emergency towing apparatus buoy line and deploy when the other vessel is ready • Tow wire connected to other vessel If picking up other the vessel’s tow wire, rig a bridle between two of the poop winches using their wires and connect to the tow wire using a suitable shackle. Note: The designed brake load on each winch is not more than 80% of the wire breaking strain with the wire at the inner level of the drum. The load at which the brake starts to render will vary depending on the number of layers of wire remaining on the drum and the condition of the brake linings.
IMO No: 9323948
The disabled vessel’s trim should if possible be as follows: • Towed by the bow the trim should be one in one hundred by the stern • Towed by the stern the trim should be one in eighty by the head • Steer directly into wind to minimise yaw • Some larger vessels yaw the least on a heading 20° to 30° off the wind Passing Tow Line Alternatives Use line throwing apparatus to pass an initial light line followed by heavier lines. A helicopter with a lift capacity of two to three tons could be used to facilitate the connection. It should be remembered that speed and yaw have a considerable effect on the forces acting against a tow. In the case of speed, the forces increase considerably.
Section 6.1.3 - Page 4 of 4
Maersk Nautica
Deck Operating Manual
Illustration 6.1.4a Ship to Ship Mooring Arrangement
H W1 M5
M7 M6
Engine Casing
M3
Accommodation
W2
M8 M4 WINCH
M2
M1
ONLY
Springs
Springs
Stern Lines Head Lines
Issue: Final Draft - November 2007
IMO No: 9323948
Section 6.1.4 - Page 1 of 4
Maersk Nautica 6.1.4 Anchoring and Mooring procedures
Deck Operating Manual e)
General When anchoring, mooring or towing, the following shall be the main priority at all times during the operation: 1) The safety of personnel, vessel, cargo, as well as prevention of damage to the terminal jetty. This includes other ships, floating hoses, mooring boats, tugs or any other object in the vicinity. Remember a safe operation is an efficient operation. 2) Safe mooring should also include use of proper clothing, teamwork, communications, use of a mooring plan, team selection and briefing prior to arrival.
f)
h) Anchors that are housed and are not required should be secured against accidental release. i)
j)
Anchoring Procedure Clearing the anchors is the term used for removing the anchor securing chains. Prior to removing the chains, the windlass should be turned over with full hydraulic pressure, then operated in the heave mode, to check that the brake is secure. Once it is certain that the brake is secure, the chains may be removed. However, the cable stoppers are to remain in the lowered position.
Ensure that the windlass operator and others in the vicinity wear full personal protective clothing.
g) Ensure that adequate communication is established and maintained between bridge and focsle.
3) All operations should comply with the Code of Safe Working Practices for Merchant Seamen, terminal and port requirements.
a)
Slight stern way can then be allowed to build up, with the anchor cable developing a lead and the cable being paid-out under control, usually in sections of one shackle or shot, which is 27.5 metres (15 fathoms) (emergencies excepted).
When the vessel has completed anchoring and the brake applied, ensure that the cable stoppers are lowered and correctly positioned with lashings to prevent jumping. Cable stoppers form an integral part of cable restraint equipment and are designed to take the anchoring loads. After heaving-up the anchor and before entering open seas, ensure that the anchor is not twisted in the hawse pipe and that the flukes are gently heaved hard-up against the hull. Cable stoppers must also be in position, together with securing chains.
k) To prevent flooding of the chain locker at sea, the spurling pipes should be properly covered and chain lashed.
b) Before lowering, letting-go (and heaving-in), always check that the area below and in the vicinity of the anchor is clear of small craft, tugs, etc.
It is good seamanship for all deck officers to become acquainted with the method used to secure the cables within the lockers, since the need to slip a cable may be both unexpected and urgent. A prolonged search for the bitter end release mechanism, only to find it seized is not in keeping with good seamanship. Always keep the mechanism lubricated and free of obstructions.
c)
Mooring Procedures
Before letting-go, always ‘walk’ (lower in gear) the anchor out of the hawse pipe close to the waterline. In waters up to 20 metres deep, the anchor and cable can be let-go on the run. In waters over 20 metres deep, the anchor should be first walked out close to the sea bed and then let-go. This ensures the anchor will not be damaged after falling a considerable distance onto a hard sea bed, or that the cable will not run out of control.
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 knot in water depths up to 20 metres. Where the water depth is in excess of 20 metres it is preferable to have zero speed over the ground, until it is confirmed that the anchor is on the bottom.
Issue: Final Draft - November 2007
a)
Surfaces of fairleads, bollards, bitts and drum ends should be kept clean and maintained in good condition. Rollers and fairleads should turn freely and be in a sound condition.
b) Decks of mooring areas should be treated to ensure anti-slip properties. This can easily be accomplished by spreading fine salt-free sand on top of wet paint or using dedicated anti-slip paint. c)
Always ensure that there are sufficient personnel available at each mooring station to accomplish their assigned tasks safely.
IMO No: 9323948
Changing Moorings and Moving the Vessel If the vessel’s position changes, in relation to the cargo hoses or booms, the terminal may request that cargo operations be suspended and the vessel repositioned. If necessary, the cargo lines should be disconnected and the accommodation ladder or gangway hoisted clear of the berth. If there is any possibility that the main engine will be required the Chief Engineer should be informed and the engine made ready for immediate use. Sufficient power should be available to operate the mooring winches on full tension. If there is a strong offshore wind or current, a tug may be required to hold the vessel alongside. Sufficient manpower should be made available to complete the operation safely and efficiently. If the pipeline is not disconnected a crew member should be stationed at the manifold area with a radio during the shift. It should be noted that if the ship is well moored and the lines properly tended, the vessel should remain in position in almost all weathers.
Handling Moorings The following guidelines should be followed: NEVER surge synthetic ropes on drum ends. NEVER stand too close to the winch drum or bitts when holding a line under tension; if the line jumps the operator could be pulled into the drum or bitts. Stand back and hold the line at a point about one metre away from the drum or bitts. NEVER apply too many turns on a warping drum, generally 4 turns is sufficient. NEVER bend the rope excessively. NEVER stand in the bight of a rope. NEVER leave loose objects in the line handling area; if a line breaks it may throw such objects around as it snaps back. NEVER have more people than necessary in the vicinity of a line. NEVER hold a line in position by standing on it. NEVER lead wires through excessive angles.
Section 6.1.4 - Page 2 of 4
Maersk Nautica NEVER use leads out of alignment with the spool or drum end. NEVER leave winches and windlasses running unattended. NEVER attempt to handle a wire or rope on the drum end, unless a second person is available to assist in removing the build-up of slack. NEVER allow a rope or wire being paid-out to run out of control. Always ensure a line has one turn on the bitts before being paid-out. Wires on unpowered stowage reels (not mooring winches) must never be paid-out directly from the reel. NEVER have more than one full layer on the smaller part of the split drum. NEVER use dangerously worn lines. ALWAYS take care when letting-go lines, as the end of a line can whiplash and cause injury or snag. To avoid this, it may be necessary to rig a slip line to assist in controlled slacking. ALWAYS wear full personal protective clothing.
Deck Operating Manual In order that sufficient wire can pay-out to enable tugs to tow effectively, sufficient slack should be retained between the bollard and the fairlead, and be prevented from running out by a rope yarn or some other, easily broken, means. There are various means for rigging emergency towing wires, and the arrangement may vary from terminal to terminal. The vessel is normally informed when a particular method is required.
General Mooring Procedures Mooring to Berth, Sea Islands or STS a)
b) Consult with the pilot for mooring requirements at the berth and construct the final plan. c)
ALWAYS wear gloves when handling wires. ENSURE that adequate communications are established before starting operations. ENSURE that properly trained and experienced persons only are permitted to operate winches. ALWAYS use all split spool drums correctly, with the last few turns changed to the narrow part of the split drum. This will prevent the wire or rope becoming embedded in the part that is left on the reel and make letting-go easier. ENSURE all winch controls are clearly marked. Have an axe and sharp knife always available, and a flashlight for night operations.
Fire Wires Towing-off wires of adequate strength and condition should be made fast to bollards, forward and aft. These should be led out through a suitable Panama lead or fairlead and the eye maintained at, or about, the waterline on the offshore side of the vessel. The inboard end should be turned up with a least 6 full turns around the bollards. At buoy berths, the wires should be hung on the opposite side to the hose strings.
Brief all officers in charge of mooring stations regarding the mooring plan. Ensure they understand all requirements and that the plan meets with their approval.
e)
A chain stopper lashing bar is provided to avoid accidental release of the SBM chain.
Mooring to an MBM Multiple buoy mooring (MBM) consists of securing a ship to several (normally five) permanently anchored buoys in conjunction with use of the ship’s own anchor. This type of mooring may also be called conventional buoy mooring or ‘CBM’. MBMs are usually sited at terminals where weather and sea conditions are mild to moderate. The terminal normally requires the ship to provide the necessary mooring equipment. During the mooring operation mooring lines will be paid-out on both port and starboard sides. Two lines may require to be sent to all or some of the buoys.
d) Prepare mooring stations forward and aft. Lines should be run to fairleads in accordance with the plan.
Wire mooring lines are preferred in order to reduce the ship’s drift, although some CBMs require rope.
e)
Have messengers of natural fibre rope and heaving lines of appropriate size ready in advance.
f)
Nobody should attend mooring stations unless they are wearing appropriate personal protective clothing.
Some berths provide wires, which are permanently attached to the buoy and are towed to the ship with a launch. In this case, handling of the wire can be difficult. If it is made fast to the ship’s bollard, care must be taken to ensure the tension is on the winch brake and not on the shore wire. The wire must be led to bitts or bollards using a chain or stopper.
g) Fire wires, fore and aft on the seaward side, must be rigged according to terminal requirements, or with the eye maintained 1m above water level at all times, along with 6 full turns on a pair of bitts.
Mooring to an SBM a)
As the pilot may stay on the focsle to advise the vessel, full cooperation and communication with the pilot is required to avoid any hazardous occurrence.
b) Equipment employed in the mooring of a ship at a single point mooring such as Smitt bracket, bar type chain stopper or pawl type chain stopper, must be ready for use at any time. c)
Issue: Final Draft - November 2007
Select and brief the teams of the known situation prior to the pilot boarding.
d) Lower the ship’s messenger by heaving line to the mooring boat through the central closed fairlead. The terminal messenger is attached to the vessel’s messenger and heaved-in until the chain attached to the SBM hawser is in position for the chain stopper.
Keep a lifebuoy with a line ready for immediate use on the focsle. IMO No: 9323948
Notes on Mooring to an SBM/MBM When running lines via a launch, always keep a careful watch on the launch and ensure that the appropriate amount of line is paid-out. Keep clear of running lines, which should be paid-out under control. Good communication between bridge and poop are essential to avoid lines (or boat) being caught in the ship’s propeller. 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 bitts, should be done carefully and by experienced seamen. Always have readily available an axe, sharp knife, sledgehammer, large crowbar, 2 x 150 metres messenger lines and a portable light for night-time operations.
Section 6.1.4 - Page 3 of 4
Maersk Nautica At a single buoy mooring SBM, the hawser pick-up rope must never be used to check the ship or heave the ship into position. Chafe chains should be led through Panama fairleads and not through roller fairleads. 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 officer should be stationed to watch the mooring hawser. If load starts to come on the hawser during the securing operation, the officer should warn the crew to stand clear and slacken the line.
Deck Operating Manual When the lines are brought on board it should be ensured that a correct lead in to the warping drum end is maintained. Use the pedestal rollers where necessary to ensure the correct lead-in onto the winch warping drums during the hauling in of the mooring lines. Never allow fenders to ride-up on either vessel. A deck watch should be maintained at all times to monitor the mooring lines, fenders and cargo oil hose. Fire wires for emergency use must be rigged as described previously.
Slackening a line under tension via a warping drum is difficult, if not impossible, to control. The turns will start to ride off the end of the drum. The persons working the warping drum (drum end) should be ready to clear the area if the line starts to run. To avoid this danger and other associated dangers of using a warping drum at an SBM, every effort should be made to use a spool drum, upon which the pick-up line can be more safely reeled. In this case, only use leads assigned to the respective winch. Once moored to an SBM, a constant bow watch must be maintained to ensure the vessel does not ride-up on the buoy and/or hoses. If in any doubt, call the pilot.
Ship-to-Ship (STS) Mooring Operation This operation consists of mooring two different sized ships alongside each other, with the initial mooring usually carried out under way. Once the moorings on both vessels are secure, the vessel to be lightened will normally anchor.
Environmental Effects on Ship-to-Ship Operations A bridge watch should be maintained on at least one of the vessels to monitor the weather conditions, in order to give adequate time to stop operations and disconnect the vessels prior to the onset of unfavourable weather conditions. The moorings of a ship must resist environmental forces for example: Wind Forces Wind forces vary with the amount of exposed area of the ship, the wind force and the direction from which it is blowing. Ensure the moorings are sufficient to keep the vessel securely moored in any expected adverse weather conditions. Local weather reports should give an indication of any impending adverse weather conditions.
The standard procedure is to have the lightering vessel come alongside on the starboard side of the mother vessel. This is mainly due to the fact that on single screw vessels the normal direction of rotation of the propeller is clockwise when viewed from aft, which means that when the lightering vessel casts off from the mother vessel at dead slow ahead the ship’s head will naturally veer off to starboard making the clearing operation easier. Lightering can take place on both sides at the same time, but clearing the port side vessel may not be as easy as for that of the starboard side vessel. During STS operations all mooring lines must pass through closed chocks, this will prevent the lines chafing against each other, the ships or the fenders. This is critical in view of the large relative free board changes between the ships. Illustration 6.1.4a shows a typical STS mooring arrangement with the lightering vessel on the starboard side of the mother vessel. It is good practice to have the mooring wires fitted with synthetic rope tails; this is to aid in maintaining electrical discontinuity between the vessels, a degree of elasticity in the moorings and allow the cutting of the moorings in the event of an emergency breakaway. Issue: Final Draft - November 2007
IMO No: 9323948
Section 6.1.4 - Page 4 of 4
Maersk Nautica
Deck Operating Manual
Illustration 6.1.5a Fire Wire Reel
Winch Drum
Fire Wire
Direction Lever
Portable Air Motor
Locking Nuts
Air Supply In Air Motor Exhaust
Air Hose Connection
Air Supply In-line Filters Deck Level
Issue: Final Draft - November 2007
IMO No: 9323948
Section 6.1.5 - Page 1 of 2
Maersk Nautica 6.1.5 fire wire reel Manufacturer: Reel type: Safe working load: Hoisting speed: Wire size: Air motor type: Air pressure: Air consumption: Operating limits:
Dalian Lushun Xinfei Marine Machinery Co., Ltd. 1000kg-10m 1000kg Approximately 10m/min 42mm diameter x 80m length SMP-5P-300D 0.5-0.7mPa Approximately 5.5m3/min 5° heel, 2° trim
General Terminal requirements dictate that upon mooring, vessels must deploy a so-called ‘fire wire’. This is a wire lowered down over the offshore side of the vessel and rigged in such a way that a tug can connect a tow to pull the vessel clear of the terminal in the event of a fire or an explosion, without the assistance of the vessel’s crew.
Deck Operating Manual Note: Some terminals may require that an alternative arrangement for the deployment of the fire wire be employed and if this is the case, the terminals requirements should be followed. The wire should be monitored on a regular basis during loading/discharge and adjusted as necessary to ensure that the eye of the wire is maintained at 1 metre above the water. Procedure for Recovering the Wire a)
Remove the turns of wire from the mooring bollard and heaveup on the drum until all the slack, including that flaked-out for towing, is spooled up on the drum.
b) Remove the easily broken lashing. c)
Continue heaving on the drum until all the wire is spooled onto the drum.
d) Secure the winch and shut down the air supply.
The fire wire drum is located at the stern of the vessel, to starboard of the centre line. Procedure for Deploying the Wire a)
Prior to operating the reel, ensure that the air hose connections are tight and that the oil level is satisfactory.
b) Ensure air is available at a pressure of between 0.5-0.7MPa. c)
Operate the winch control lever to pay-out on the drum and pull the wire to the Panama lead.
d) Continue to pay-out on the drum and lower until the eye of the wire is 1 metre above the water. e)
Secure the wire at the mooring bollard with a lashing that can be easily broken by the tug.
f)
Continue to pay-out on the winch and flake-out sufficient wire for towing, between the mooring bollard and the Panama lead.
g) Continue to pay-out on the winch until there is enough wire to enable at least five turns on the mooring bollard and secure. h) The top turns on the mooring bollard should be lashed together to ensure the turns do not spring free. Issue: Final Draft - November 2007
IMO No: 9323948
Section 6.1.5 - Page 2 of 2
6.2
Lifting and Access Equipment
6.2.1 Hose Handling Crane
6.2.2 Provision and Stores Cranes
6.2.3 Accommodation and Pilot Ladders
Illustrations
6.2.1a Starboard Hose Handling Crane
6.2.2a Starboard Provisions Crane
6.2.2b Radio Remote Control Unit
6.2.3a Accommodation Ladder
Maersk Nautica
Deck Operating Manual
Illustration 6.2.1a Starboard Hose Handling Crane
22.480m
SWL 20T 4.5-22.5m
80 60 40
3.353m
20 0
Operator’s Stand
Mid Deck Hose 4.500m
Main Deck
Minimum Outreach 4.500m Maximum Outreach 22.500m SWL 20 tonnes
Operator’s Stand
Issue: Final Draft - November 2007
IMO No: 9323948
Section 6.2.1 - Page 1 of 2
Maersk Nautica 6.2 lifting and access equipment 6.2.1 Hose handling Crane Hose Handling Crane Manufacturer: TTS Marine ASA Type: GP 710-20-22,5 No. of sets: 2 SWL: 20 tonnes Working radius: 22.5m, maximum 4.5m, minimum Hoisting speed No Load: 0 to 20m/min Hoisting speed at SWL: 0 to 10m/min Slewing sector: 360° Slewing speed: 0.5 rpm Luffing: 120 seconds Lifting height: 45m (hook travel height) List/trim, maximum: 5° list / 2° trim Weight of crane: 24.1 tons approximately
Description Each hose handling crane consists of a base column, slewing ring, column and gear, jib and hoisting gear facilitating 360° movement and a 22.5m reach. All electrical, hydraulic and mechanical units required for the operation of the crane are housed inside the slewing column. Driving Units The crane is electro-hydraulically operated with hoisting, slewing and jib movement driven by hydraulic operation. A single hydraulic pump supplies the hydraulic motors for the hoisting, slewing and luffing operations. Crane Controls The hoisting, luffing and slewing movements of the crane are steplessly controlled by hydraulic control levers and carried out from the control stand position with a remote Start/Stop switch positioned on the lower platform deck level. The starter cabinet situated in the hydraulic power unit room starboard side of the upper deck has the following features: • Main on/off isolating switch • Start button
Issue: Final Draft - November 2007
Deck Operating Manual Procedure to Shutdown
• Stop button • Source light
a)
• Ammeter
Slew the crane to the normal secured position.
• Space heater switch and light
b) Lower the jib into its support cradle.
• Running hours meter
c)
Safety Features
Lower hook block and re-attach the securing strop.
d) Carefully hoist the hoist to put the strop under a slight tension.
The crane is provided with the following safety features: • Spring-loaded multiple disc brakes automatically activated when the crane control lever is returned to neutral, or in the event of power failure • Hydraulic over-pressurisation protection by means of a pressure limiting relief valve
e)
When the crane is secure, press the red STOP pushbutton to stop the motor.
f)
Leave the main and control panel isolation switches in the ON position to ensure the space heater remains in operation.
• Emergency stop lever located at the operation control stand
Possible Hazards
• Upper and lower limit switches for hoisting operations
During the operation of the crane the levers must be operated slowly and smoothly in order not to induce a swinging motion in the hanging load. Extreme care must also be taken when operating the crane in the winch-up or jib-up motion, where the jib angle is nearing its maximum value and the hook is close to the hook stop, as the load may hit the underside of the jib. The operator must always be able to see the landing area for the load, or be in direct contact with somebody who can see the landing area.
• Emergency handpump to rest the load in the event of a total power failure • All control levers are of the ‘Dead Man’ type and return to the neutral position on release • The hydraulic cylinder is fitted with a load holding valve which automatically blocks movement of the cylinder should a hose failure occur
Operation of the Hose Handling Crane a)
The main and control panel isolation switches in the foam room should be left in the ON position in order to ensure the space heater remains in operation when the crane is not in use.
b) Check the system oil level and temperature via the sight glass located below the operations platform. c) Press the green START pushbutton. d) Lower the hook and unlash the securing strop. Luff the jib out of its support cradle. e)
Operate the crane using the control levers as required.
The unit is designed to operate in an ambient air temperature of -10°C to +45°C, although, if the system oil temperature is below -10°C, the system should be allowed to run unloaded until it reaches +10°C.
IMO No: 9323948
Section 6.2.1 - Page 2 of 2
Maersk Nautica
Deck Operating Manual
Illustration 6.2.2a Starboard Provisions Crane
SWL 3 tonnes
4.030m
1.596m
1.300m
Remote Control Unit
C Deck
Minimum Outreach 4.100m
Maximum Outreach 20.500m SWL 3 tonnes Operator’s Stand
Provisions Crane Working Areas 5.5° 21.5°
15°
29° 120°
15m
Aft
Forward 3.5m 45° 20.5m
Issue: Final Draft - November 2007
IMO No: 9323948
Section 6.2.2 - Page 1 of 3
Maersk Nautica
Deck Operating Manual
6.2.2 Provision and Stores Cranes
General Description
Introduction
Each provision crane consists of a base column, slewing ring, column and gear, jib and hoisting gear facilitating a 14.5m reach. Both cranes are limited in their slew range and radius in way of the accommodation and funnel. All electrical, hydraulic and mechanical units required for the operation of the crane are housed inside the slewing column.
Two electro-hydraulically driven provision cranes, located one port and starboard on C deck, are provided for handling deck/engine stores and the Suez mooring boats.
+
_ +
ON + _
_
Crane Control
Port Crane Manufacturer: Model: No. of sets: SWL: Radius maximum: Radius minimum: Maximum lift: Hoisting speed at SWL: Slewing sector: Slewing speed: Luffing: List/trim: Weight of crane:
Illustration 6.2.2b Radio Remote Control Unit
TTS Marine ASA GP 260-10-17,5 1 10 tonnes 17.5m 3.5m 50m (hook travel height) 10m/min Limited 0.6 rpm 95 seconds 5° list / 2° trim 13.5 tonnes approximately
Each crane is controlled via its own radio remote control unit. Additionally, each crane can be operated from its local control stand via conventional operating levers. Control functions on the remote control unit for each crane are identical and include directional controls, jib up and down, hoist up and down, power on-off switch, stop and emergency stop.
START
STOP
Each provision crane’s main starter/control cabinet, which is located in the Air Conditioning Room starboard side C Deck, includes the following instrumentation: • On/off switch • Start and stop pushbuttons • Power available (source) indication lamp • Running indication lamp • Motor space heater indication lamp • Low voltage indication lamp
Starboard Crane Manufacturer: Model: No. of sets: SWL: Radius maximum:
TTS Marine ASA GP 115-3-20,5 1 3 tonnes 20.5m (see illustration 6.2.2a above for slewing angles) Radius minimum: 3.5m Maximum lift: 40m (hook travel height) Hoisting speed at SWL: 10m/min Slewing sector: Limited (see illustration 6.2.2a above for slewing angles) Slewing speed: 1.0 rpm Luffing: 80 seconds List/trim: 5° list / 2° trim Weight of crane: 6.5 tonnes approximately
Issue: Final Draft - November 2007
• Emergency stop pushbutton Remote Control Unit Two remote control units have been supplied to the vessel, they are radio controlled units, but can also be used as an optional wired unit, however, these cables have not been supplied to the vessel. The radio remote handset controllers are stored in the Ship’s Control Centre. CAUTION The operator must remember that the remote control unit contains electronic equipment and treat it accordingly. Driving Units The crane is electro-hydraulically operated with hoisting, slewing and jib movement driven by hydraulic operation. A single hydraulic pump supplies the hydraulic motors for the hoisting, slewing and luffing operations.
IMO No: 9323948
Section 6.2.2 - Page 2 of 3
Maersk Nautica
Deck Operating Manual
Safety Features
this control will not function. Between the two joysticks are the LED indicators to show battery power remaining, rapid flashing will indicate a low battery.
The cranes are provided with the following safety features: • Spring-loaded multiple disc brakes automatically activated when the crane control lever is returned to neutral, or in the event of power failure
i)
• Hydraulic over-pressurisation protection by means of a pressure limiting relief valve
j)
• Emergency stop lever located at the operation control stand • Emergency stop buttons are located on each remote control box, also on each side of the upper deck in a box on the bulkhead close to the lifeboats.
Lower the hook to remove from the rope strop attached to the deck pad eye. Ease the crane out of its jib support then check that all movements (hoist-luffing-slewing) are operational without load. Illustration 6.2.2b Radio Remote Control Unit
• Upper and lower limit switches for hoisting operations • Emergency handpump to rest the load in the event of a total power failure
+
_ +
ON + _
The operator must be aware of the emergency stop button located on the right side of the remote control unit.The remote control facility will only function in line of sight of the receiving unit located at the local control stand of the crane.
Possible Hazards Whilst Using Deck Cranes During the operation of any crane, the controls must be operated slowly and smoothly in order not to induce a swinging motion in the hanging load. Extreme care must also be taken when operating the crane in the winch-up or jib-up motion, where the jib angle is nearing its maximum value and the hook is close to the hook stop, as the load may hit the underside of the jib. The operator must always be able to see the landing area for the load, or be in direct contact with somebody who can see the landing area.
_
• All control levers are of the ‘Dead Man’ type and return to the neutral position on release
Starting Procedure a)
START
Check that the wire is run correctly in the sheaves and that the wire rope ends are securely clamped.
STOP
b) Check that the wires, winches and sheaves have been adequately lubricated. c)
At the main starter panel ensure that power is available and that the motor isolators are in. Switch on the base transmitter unit.
k) The crane is ready for use.
d) Ensure that the remote radio control unit has a charged battery. e) f)
Ensure that the emergency stop button is reset on the remote radio control unit.
Parking the Provisions Crane a)
Turn the key switch on.
g) Flick the spring-loaded hydraulic power unit to the start position. h) Press the start button located on the left side of the radio remote controller next to the key switch, if necessary, the speed of the crane operation can be set at half the normal value by selecting the switch represented by the tortoise symbol. The left joystick lever controls luffing and slewing, the right joystick lever controls hook raising and lowering, also to extend the jib boom, however, the jib cannot be extended on this vessel, so
Issue: Final Draft - November 2007
Park the crane with the jib in a horizontal position and resting on the jib support cradle.
b) Stop the crane. c)
Attach the hook to the deck pad eye, using the rope strop, apply a slight tension in the hoist wire to secure the hook and the strop to the pad eye.
d) Switch off the power on the radio remote control unit by turning the key switch, restow the control unit, place the battery on charge.
IMO No: 9323948
Section 6.2.2 - Page 3 of 3
Maersk Nautica Illustration 6.2.3a Accommodation Ladder Rail For Davit
Shifting Guide Sheave
Deck Operating Manual Plan
Shifting Winch
Rail For Upper Platform
Shifting Air Motor
Pilot Boarding Mark
Rests Oiler Unit
Oiler and Filter
Profile
Hoisting Winch
Stowing Davit
Turntable
Platform
Pilot Reel
Upper Deck
Upper Platform Rail 9m
Shifting Winch
22°
Upper Deck
Accommodation Ladder 33°
Hoisting Winch
Three Sets of Sunken Eyes for Lashing the Pilot and Accommodation Ladder
Stowing Davit Rail Pilot Ladder
55°
Issue: Final Draft - November 2007
IMO No: 9323948
Section 6.2.3 - Page 1 of 3
Maersk Nautica 6.2.3 Accommodation and pilot Ladders Accommodation Ladder Manufacturer: Length: Breadth: Ladder test weight: Winch motor type: Rope hoisting speed: Winch hoisting load: Winch supporting load: Drum capacity: Operating air pressure:
Jianyan City Marine Outfitting Co. Ltd. 26.7m 0.70 metres 2025kg over the 12m length area PD16 D-H, air operated 7m-11m/min 16kN 3x16kN 15mm wire, 2x40mm 0.59MPa
Introduction One aft facing aluminium alloy accommodation ladder is provided on each side of the vessel’s upper deck. The ladder is operated by means of two compressed air motors controlled from an operator’s stand situated at the ship’s side, aft of each ladder unit. One motor controls the stowing winch while the other motor controls the hoisting winch. Air is supplied from the upper deck compressed air service main at a pressure of 6kg/cm2. The accommodation ladder is designed to reach the lowest ballast waterline draught, with an angle of inclination of not more than 55°. The accommodation ladder can be used in conjunction with a pilot ladder which is supported on a trackway, the trackway allows the pilot ladder reel to be easily moved between its designated positions.
Deck Operating Manual WARNING This procedure requires work to take place outside of the ship’s rails. Appropriate personal protective equipment should be donned including lifelines attached to a suitable strongpoint. At night there must be adequate illumination to safely complete the task. Rigging a)
b) Ensure the air supply valve is open, carefully blow the air supply line free of water. Check there is sufficient oil in the oiler unit and drain the water filter. c)
Accommodation Ladder Securing Arrangements Davit arm sliding rail
1 drop-in pin
Top platform sliding rail
1 drop-in pin
Wire lashings with wing nut
8
Wing bolt lashings
8
Issue: Final Draft - November 2007
The ladder will need to be raised clear of the stowing rests. For greater control, this should be done by means of the manual crank handle.
i)
The ladder is now rigged and can be lowered when required, keeping an eye on the torque on the ropes at all times.
j)
Once the accommodation ladder is in position, the pilot ladder reel can be moved to its required position on the trackway if necessary, utilising its own dedicated air-driven motor.
k) Check there is a lifebuoy available, that the deck is clear of obstructions and a heaving line is ready. Ensure adequate lighting. If using the ladder in port, a safety net is to be rigged.
Securing a)
Hoist the accommodation ladder by means of the LADDER HOIST controller, pressing the lever in the UP direction until the handrails are just below the davit.
b) One man wearing a harness and a self-inflating life jacket unlashes the platform ropes.
d) At the remote control stand, press the lever at the LADDER STOW controller in the OUT direction. The ladder davit and upper platform, which are mounted on rails, will now push the ladder outboard until it is clear of the ship’s side. When the accommodation ladder has been pushed out to the ship’s side to its full extent, and before lowering the ladder, locate the locking pins for the ladder davit and upper platform sliding rails.
c)
e)
At the remote control stand, press the lever at the LADDER HOIST controller in the DOWN direction. The ladder will now descend. Continue lowering until there is sufficient room beneath the davit for a man to pass.
e)
When the men are clear, continue hoisting the ladder until it is clear of the ship’s side and above the height of the stowing rests. Remove the locking pins to the upper platform sliding rail and davit arm sliding rail
f)
The upper platform stanchions and rails are permanently rigged.
f)
At the remote control stand, press the lever at the LADDER STOW controller in the IN direction. The ladder will now be tracked in to its stowed position. A limit switch prevents the ladder being pulled in too far
Procedure for Lowering the Accommodation Ladder The accommodation ladder controls are located on a control stand, aft of the accommodation ladders. The controls consist of two levers, one to stow and unstow the accommodation ladder and the other for hoisting and lowering the accommodation ladder. Compressed air is used to drive the winch motors of both ladders.
From the stowed position, remove all of the lashing wires and wing nut securing dogs on the accommodation ladder, also remove the locking pins to the upper platform sliding rail and the davit sliding rail. Additionally, the lower platform will need to be adjusted by means of the locking pins in order that the platform is horizontal when the ladder is deployed.
pad eyes are provided on the lower platform stanchion rail for this purpose, with a corresponding number on the ladder itself.
g) One person is to go down the accommodation ladder until they are just below the davit, and raise each handrail in turn. The person at the ladder top secures the two short handrail sections attached to the main handrails to the upper platform rails with the pins. In order to move up and down the accommodation ladder safely, the safety harness can be attached to wire lashings. h) Rig the lower platform stanchion rail and locate into sockets provided, rope rigging of the lower platform is then carried out,
IMO No: 9323948
Swivel and remove the stanchions from the lower platform of the ladder.
d) The second person, wearing a harness and an inflatable life jacket removes the pins from the top, securing the ladder handrails to the upper platform, one at a time. He then lowers each handrail in turn, so that the handrails rest flat on the ladder.
g) Lower the ladder onto the rests secure the lashing wires and the wing nut securing dogs, also locate and engage the locking pins to the upper platform sliding rail and the davit arm sliding rail. h) Close the main air supply valve. Apply the covers to both winches and air motors. Remove the hoses from the air motors and stow them to ensure that the deck is kept clear.
Section 6.2.3 - Page 2 of 3
Maersk Nautica Drum Mounted Rope Pilot Ladder Manufacturer: Motor type: Drum load: Traversing speed: Hoisting speed: Rated speed: Working pressure: Rope ladder size:
Jiangyan City Marine Outfitting Co. Ltd. ATP-2.5P-300S 3kN 2.8m/min 6m-35m/min 300 rpm 0.59MPa 37m
The vessel is equipped with two drum-mounted rope pilot ladders which are mounted on rails, one on each side of the vessel, inboard of the accommodation ladders. They are traversed fore and aft to the desired position by means of a chain-drive, powered by an air motor fitted with a control lever. For traversing, the air motor is mounted to a reduction gearbox at rail level. For operation of the drum to lower or hoist the rope pilot ladder, it is necessary to reposition the air motor to the reduction gearbox located on the side of the drum. In both locations, the motor is attached by means of two hinged bolts and secured with wing nuts.
Procedure for Operation of the Pilot Ladder For safety reasons, three people should be employed in the deployment of the pilot ladder. Once the pilot ladder drum has been tracked to the desired position, it should be secured and the air motor transferred to the drum reduction gearbox. Rigging a)
Ensure that the air supply is available
b) Remove the chains at the ship’s side in way of the pilot ladder access. c)
f)
Secure the winch and secure the manropes to the pad eyes provided at the ladder access.
At light draughts, where the height from the waterline to the upper deck exceeds nine metres, both the pilot ladder and the accommodation ladder must be secured to the ship’s side to prevent swinging. The lashing arrangement takes the form of three sunken eyes, two for the pilot ladder and one for the accommodation ladder. WARNING This procedure requires work to take place outside of the ship’s rails. Appropriate personal protective equipment should be donned including lifelines attached to a suitable strongpoint. At night there must be adequate illumination to safely complete the task. g) One person, wearing a harness and self-inflating lifejacket descends the accommodation ladder and secures the lashings, two in the top pair of eyes for the pilot ladder and one lashing in the bottom eye for the accommodation ladder. h) Ensure that a lifebuoy is sited at the ladder, along with a heaving line. Confirm that the area is clear of obstructions, and if operating at night or other periods of low lighting, ensure that adequate illumination is provided. Securing a)
One person, wearing a harness and self-inflating lifejacket, descends the accommodation ladder and removes the lashings of the pilot ladder and accommodation ladder from the three sunken eyes, and returns to deck.
b) If not already fitted, install the air motor in the reduction gearbox for the winch. c)
Remove covers and lashings from the drum.
d) While one man controls the winch, turning the drum in the desired direction, the other two manually pull the ladder off the drum, to ensure no slack turns and that the ladder does not become fouled on deck obstructions. e)
Deck Operating Manual
The winch driver operates the control lever to commence heaving up the pilot ladder, with the other two persons monitoring the ascent of the ladder and its correct spooling onto the drum.
d) When fully stowed, remove the manropes, re-secure the chains at the ship’s side and lash and cover the drum as necessary. e)
Shut off the air supply.
When the ladder has been paid out to the ship’s side, continue lowering while the men at the ship’s side ensure that the ladder continues to lower without obstruction to the desired height.
Issue: Final Draft - November 2007
IMO No: 9323948
Section 6.2.3 - Page 3 of 3
6.3
Lifesaving Equipment
Illustrations continued
6.3.1
6.3.2 Rescue Boat and Davit
6.3.3
Liferafts
6.3.4
Lifeboat Survival Guide
6.3.5
Fire Fighting Equipment Plans
6.3.6
Lifesaving Equipment Plans
6.3.7
Fire Protection Equipment
Lifeboats and Davits
Illustrations
6.3.5g Fire Fighting Equipment - Upper Deck Accommodation
6.3.5h Fire Fighting Equipment - Engine Room 1st, 2nd, 3rd Deck and Steering Flat
6.3.5i Fire Fighting Equipment - Engine Room Floor and Turbine Flat
6.3.5j Fire Fighting Equipment - Main Deck
6.3.6a Lifesaving Equipment and Escape Routes - Navigation Deck
6.3.6b Lifesaving Equipment and Escape Routes - D and E Deck
6.3.6c Lifesaving Equipment and Escape Routes - C Deck
6.3.6d Lifesaving Equipment and Escape Routes - B Deck 6.3.6e Lifesaving Equipment and Escape Routes - A Deck
6.3.1a Lifeboat
6.3.1b Lifeboat and Davit
6.3.2a Rescue Boat and Davit
6.3.6f Lifesaving Equipment and Escape Routes - Upper Deck Accommodation
6.3.3a Righting a Capsized Liferaft
6.3.6g Lifesaving Equipment and Escape Routes - Engine Room 2nd and 3rd Deck
6.3.3b Liferaft Release Mechanism
6.3.5a Fire Fighting and Lifesaving Equipment Symbols
6.3.5b Fire Fighting Equipment - Navigation Deck
6.3.5c Fire Fighting Equipment - D and E Deck
6.3.5d Fire Fighting Equipment - C Deck
6.3.5e Fire Fighting Equipment - B Deck
6.3.5f Fire Fighting Equipment - A Deck
6.3.6h Lifesaving Equipment and Escape Routes - Main Deck
Maersk Nautica
Deck Operating Manual
Illustration 6.3.1a Lifeboat 5
12
6
11
1
1 4
3 2
2 9 7
8 10
17
17
Key
1. Hook 2. Pillar 3. Fire Extinguisher 4. Handrail 5. Jotron Indicating Light 6. Steering Wheel and Steering Console 7. Engine and Sprinkler Pump 8. Fuel Tank 12
16
12 12 12
NO.1
14
12
9VKP9
13
12
12
9. Water Tank 15
16
10. Air Cylinders x 3 11. Side Hatch 12. Sprinkler Line
12
13. Aft Door 14. Top Hatch for Coxswain 15. Top Hatch Forward
11
16. Bollard 17. Steering Nozzle and Propeller
Issue: Final Draft - November 2007
IMO No: 9323948
Section 6.3.1 - Page 1 of 4
Maersk Nautica 6.3
LifeSaving Equipment
6.3.1 Lifeboats and Davits Lifeboats Manufacturer: Qing Dao Beihai No. of sets: 2 Model: BH7B fire protected Dimensions (L x B x H): 7.1m x 2.3m 1.3m Number of persons: 34 Weight fully loaded: 5920 Kg Weight light: 3320 Kg Engine manufacturer: BUKH Model: DV 10/24 Engine type: Diesel Starting system: Electric motor Speed: 6 knots
General Description
Deck Operating Manual There is a sprinkler pump rated at 1,200 litres/min which is driven directly from the lifeboat engine and is used to protect the lifeboat to give an external water spray on the canopy of the boat, providing the outside of the boat with a protective layer of water should fire be encountered on the surface of the sea. The spray water is delivered to the spray rail via an isolating valve inside the lifeboat. Three air cylinders, each with a capacity of 45 litres are installed in the boat which, when operated, will provide the passengers and engine with air at a controlled rate for at least 10 minutes. Natural ventilation is achieved via an automatic valve located at the after end of the canopy. This valve prevents the cabin from becoming dangerously under-pressurised when the engine is running. An over-pressure relief valve is mounted aft directly below the after hatch door inside the canopy. This valve prevents the cabin from becoming dangerously over-pressurised when the emergency air system is in operation.
CAUTION The lifeboat engine should not be run for an extended period whilst not water-borne (in excess of five minutes) as there is no cooling. During this period the propeller clutch must not be engaged, otherwise the propeller gland seal will be damaged. f)
The three emergency air system cylinders are pressurised to 200 bar and should be topped-up if the pressure drops to less than 190 bar. A fuel shut-off valve is situated on top of the fuel tank. The centre section of the boat contains the water tank, fuel tank and equipment tanks, with access available to the drain plug. A manual bilge pump is provided.
Each lifeboat is moulded from fire retardant polyester resins and fibreglass, with the space between the seat, hull, canopy and canopy liner filled with polyurethane buoyancy foam, which provides the craft with enough buoyancy to remain afloat and upright, even if holed below the waterline. The lifeboat is totally self-righting when fully loaded and flooded. The craft is fitted with two lifting hooks, which are designed to be released simultaneously from inside the craft when the hydrostatic release unit has operated as the lifeboat becomes fully water-borne. WARNING It is possible to release the hooks when the boat is out of the water, but this procedure is EXTREMELY DANGEROUS and must only be considered in very special circumstances. The steering position is arranged so that there is an adequate view forward, aft and both sides for safe launching and manoeuvring. The main engine starting battery and the emergency starting battery are contained in watertight boxes.
Issue: Final Draft - November 2007
Lifeboat Lowering Procedure a)
Ensure that the lifeboat painter is rigged to a suitable set of bollards on the main deck, it has a quick-release cable located inside at the bow of the lifeboat.
b) Withdraw the toggle pin and release the davit arm gripe lashings slip hook, one at the forward and aft end, the lashings will now be released as the boat is rigged out.
With the lifeboat personnel secure, pull continuously and with constant force on the brake remote control wire at the helmsman position until the lifeboat reaches the water, or lift the brake lever manually on the boat deck, or use the remote wire pull located at the aft end of the davit at deck level.
g) When the lifeboat reaches the waterline, release the brake remote control wire and operate the falls hook quick-release lever from the helmsman console as follows:
The ship is equipped two lifeboats which are identical. The davit winch gear for the lifeboats is designed to hoist this boat with a load of 3,230kg, which equates to the weight of the lifeboat plus two persons in the boat (average weight of 75kg per person).
On the main console turn the starter switch to the RUN position then press the START pushbutton, release the START pushbutton when the engine has fired and bring the speed control lever back to the idle position. Ensure the clutch unit is not engaged until water-borne. Disconnect the battery cable before lowering commences.
Look through the glass cover. Check knob B and ensure the arrow is pointing to position OK, rotate and pull out the locking pin A from the release handle E, pull the release handle E fully to position F to activate the release mechanism. Full operating instructions are posted inside to the right of the helmsman position.
h) Check that the falls have released from the hooks and are clear. i)
When ready, release the toggle painter using the quick-release cable at the bow, also release the skates using the release pins provided on the hull, either side of the helmsman position, these are clearly marked, move ahead on the engine and steer away from the vessel.
d) Ensure all personnel are wearing their life jackets. Embark all personnel through the side door, ensure an even distribution of weight and that they are strapped in. The seating positions and seat belts are clearly marked. The seat belts are colour coded to ensure that the personnel choose the correct matching straps. Close the hatch and secure.
j)
As soon as practical the hydrostatic release system should be reset in preparation for when the lifeboat returns to the falls.
Firstly to reset the release handle, pull the position pin D outwards, push the release handle from position F to position E with the right hand reinstall the locking pin A.
e)
Secondly to reset the hook, rotate the tail of the hook to the fully closed position with one hand so that the tail moves back as far as possible, make sure the release handle has been reset correctly as described above, rotate the relocking lever fully
c)
Open the entrance door at the rear of the boat, the helmsman should enter first and fit the boat drain plug, then prepare to start the engine. It has an electric start.
To start the engine, turn either of the battery supply switches to the ON position. Check that the engine control lever is in the neutral position, this is carried out by pulling the lever outwards, the lever can now be moved it to its maximum position.
IMO No: 9323948
Section 6.3.1 - Page 2 of 4
Maersk Nautica
Deck Operating Manual
Illustration 6.3.1b Lifeboat and Davit
Key 1
-
Head Tackle
2
-
Floating Tackle
3
-
Boat Fall Chain
4
-
Davit Arm
5
-
Guide Tackle
6
-
Davit Frame
7
-
Hanging-off Pendant
8
-
Skid
9
-
Pivot Unit
1 2 4
3
5 1
6
7
9 8
Deck
Manual Release Winch 20°
Remote Release from the Lifeboat
The Proper Rotating Orientation of Drum
Remote Release from the Ship Side
The Proper Rotating Orientation of Draw
Shorter Wire Rope Longer Wire Rope
Issue: Final Draft - November 2007
IMO No: 9323948
Section 6.3.1 - Page 3 of 4
Maersk Nautica with the other hand, try to rotate the tail of the hook to the open position to ensure this cannot be done as the tail of the hook will be stopped by the flat to flat contact with the cam pin. Confirm once again and look between the side plates to observe the locking status. Consult the operating instructions as required.
Emergency Release of the Falls a)
Issue a warning to the lifeboat passengers that the boat is about to drop into the water.
b) Rotate and pull out the locking pin A from the release handle E, remove knob cover G by turning and pulling out, turn the knob B with left hand and ensure the arrow points to position OK and pull release handle E to position F with right hand to activate the release. c)
When ready, release the toggle painter and the skates, move ahead on the engine and steer away from the vessel.
WARNING It is possible to release the hooks when the boat is out of the water, but this procedure is EXTREMELY DANGEROUS and must only be considered in very special circumstances.
Deck Operating Manual Operation of the Emergency Air Supply System
Davits
Ensure that the three air cylinder isolating valves are open. Open the shut-off valve which is located at the steering console. Air will now be supplied to the lifeboat interior for a period of approximately 10 minutes.
Manufacturer: Model: Lowering speed: Davit hoisting load: Winch hoisting load Davit winch: Motor rating: Hoisting speed: Designed condition: Wire rope dia:
Lifeboat Recovery Procedure a)
b) Reset the lifting hook quick-release mechanism inside the lifeboat before coming back alongside below the falls. c)
To operate the water spray, pull back on the sprinkler operating lever, the pump will now start and run continuously until the lever is returned to the stop position.
Ensure the switch for the winch motor is set to the ON position.
d) Hook on the fall suspension chains to the forward and aft hooks on the lifeboat. When recovering the lifeboat, ensure that the brake release lever is lowered. e)
Signal the deck party to begin hoisting the lifeboat.
f)
Push the UP button on the winch motor control unit to start raising the lifeboat. When the lifeboat is just clear of the water stop hoisting and check that the hydrostatic release indicator has moved to the locked position. Visually check the amplifying arms and cam release are still in their correct position. If all is correct continue to hoist the boat. The engine should now be stopped and the battery power selection switch turned to the vertical OFF position.
Operation of the Sprinkler System The sprinkler pump is directly driven from the front of the lifeboat engine by a belt drive and runs continuously. A series of four loops on the canopy ensure that the canopy and helm position is adequately covered by a water spray when the system is in operation.
Reset the toggle pin at the brake lever on the winch.
Note: The winch motor will lift the lifeboat with a maximum of two persons on board. g) Check that limit switches operate and stop the winch motor just short of the fully raised position. h) Engage the winch handle and manually wind in the lifeboat the remainder of the way, then remove the winding handle. i)
Disembark the lifeboat crew members.
j)
Connect the slip hooks on the gripes and secure.
Qingdao Beihai Shipbuilding Heavy Industry Co. BD-PV60 hinged gravity type 40-60m/min 40kN 30kN BW-HL50 6.5kW 5m/min Heel 20°, trim 10° 16mm
Requirements The davit is designed to permit boarding of the lifeboat when in the stowed position. The lifeboat may be lowered without stopping, as swinging out and lowering is a continuous movement. The winch brake release lever is released remotely from inside the lifeboat, or alternatively manually from the deck. Davits are capable of swinging out the lifeboats against a list of 20°; skates are fitted to each boat to facilitate this. When the lifeboat is water-borne the skates can be released by operating the four release devices from inside the boat. Winch An electric motor mounted on the winch is used to hoist the lifeboats. Safety devices automatically cut off power before the davit arms reach the stops. The winch is equipped with a centrifugal brake, manual lowering brake, non-return clutch and manual hoisting handle. The falls can be manually wound out. Limit Switch Device Two limit switches are installed to cut-out the winch motor before the boat and davit arm comes to rest on the frame. This prevents the boat falls continuing to be wound by the motor and causing a potential overload situation developing. Davit Arm Cradle Stopper The davit arm cradle stopper is used to secure the boat in the fully housed position and consists of a locking lever device. A slip hook device and wire holds the locking lever in place to prevent accidental release.
k) Re-connect the forward toggle painter to the quick-release mechanism, and re-connect the battery charging cable.
Issue: Final Draft - November 2007
IMO No: 9323948
Section 6.3.1 - Page 4 of 4
Maersk Nautica
Deck Operating Manual
Illustration 6.3.2a Rescue Boat and Davit
Key 1.
Manual Winding Handle Location
2.
Control Wire Drum
3.
Brake Assembly
4.
Release Lever for Rigging Out (Slewing Valve)
5
Control Box
6
Hydraulic Storage Tank
7
Cradle Support Locking Pins
8
Slewing Control Valve
9
Slewing Out Control Hand Pull
10
Brake Release Hand Pull
11
Lifting/Release Hook
SW
L.
I.IT
10
2 9 11 3 1 5
8
4
6 Rescue Boat Elevation
7 Deck
Issue: Final Draft - November 2007
IMO No: 9323948
Section 6.3.2 - Page 1 of 3
Maersk Nautica 6.3.2 Rescue Boat and Davit The vessel is fitted with a rescue boat located on the port side of the upper deck, astern of the port lifeboat. Manufacturer: Model: Dimensions (LxB): Number of persons: Weight: Load weight: Davit SWL:
Ernst Hatecke RB 430 4.39m x 1.9m 6 550kg, with equipment 1000kg 10kN
Engine manufacturer: Engine type: Horsepower: Speed:
Yamaha Outboard 40 6 knots in calm water with six persons on board, endurance of at least 4 hours
Rescue Boat Launching Procedure a)
Remove the protection covers from the boat and prior to removing the lashings, ensure that there is no slack in the boat fall.
b) Ensure that the turning out area is clear of obstructions. c)
Check the boat drain plug is secured.
Deck Operating Manual h) Ensure the weight is on the davit wire, then slide back cradle support locking pins The design of the cradle is such that the rescue boat may be slewed out without the need to first raise the boat. i)
At the davit, lift the slewing control lever and keep lifted until the davit is slewed to the lowering position. Alternatively, from within the boat, pull down firmly on the yellow control line grip. This will operate the slewing control lever. Slewing may also be achieved by use of the manual crank handle.
• 1 first aid outfit in waterproof case • 2 buoyant rescue quoits attached to 30m of buoyant line • 1 radar reflector • 1 x 50m towline • 1 fire extinguisher: 2kg • 1 boarding ladder • 1 searchlight • 1 repair kit
j)
With the area clear below the landing area and the crew secure in the boat, lift the brake lever, the boat will now descend under gravity to the water. Alternatively, from within the boat, pull down firmly on the red control line grip. This will operate the brake.
• 1 whistle
Rescue Boat Recovery Procedure Recovery should be conducted with a maximum of 6 persons in the boat.
k) When the rescue boat is near water level start the engine. a) l)
When the boat is water-borne operate the hook release mechanism, this is a manual method, simply pull back on the spring-loaded hook guard and remove the hook holding the handle on the hook.
b) Secure the rescue boat to the painter line. c)
f)
On the slewing accumulator, turn the valve lever through 90° to the OPEN position. At the rescue boat davit control panel ensure the power switch is turned to the ON position, this will start the hydraulic pump. A series of lights, emergency stop button and hoisting button are arranged on the front of the control cabinet attached to the rescue boat davit. Turning out and winching down may be carried out from either the side of the rescue boat davit, or from within the boat itself.
g) Embark all rescue boat personnel wearing survival suits and selfinflating life jackets. Ensure the safety release hook is secure.
Ensure that sufficient slack falls wire remains on the hook, if necessary use the winding handle on the winch gearbox to lower the fall wire.
m) Move ahead on the engine and release the rescue boat painter. Ensure that the engine emergency stop lanyard is secured to the coxswain of the boat.
d) Reconnect the release hook to the boat and lock it in position.
n) Stop the hydraulic pump motor.
e)
Press the BOAT WINCH HOISTING pushbutton on the front of the control box. Alternatively, use the manual crank handle.
f)
When the boat is clear of the water, stop heaving and double check that the hook mechanism is correctly secured, then stop the engine.
CAUTION Do not run the engine for more than one minute when out of the water.
d) Rig and secure the rescue boat painter to the ship’s side. e)
Manoeuvre the boat below the falls.
Rescue Boat Equipment List
g) Resume heaving, returning the boat back to embarkation level, and ensure that the remote control wire is properly spooled at the same time.
• 2 buoyant oars • 1 boathook • 1 buoyant bailer with lanyard • 1 container with distress signal • 1 compass • 1 sea anchor with hawser and tripping line
h) When the boat reaches the full hoisting position (see caution) release the winch BOAT WINCH HOISTING pushbutton and slew the boat inboard by pressing down on the slewing control lever. The rescue boat and davit is now slewed inboard. i)
• 1 x 15m painter • 2 thermal protective aids • 1 knife
When the boat is fully inboard and above its cradle release the slewing control lever. Carefully lift the brake lever to slowly lower the boat back onto its cradle. Disembark the boat crew, then stow the boat in the chocks and secure as required.
• 1 signal lamp with 1 spare set battery and 1 spare bulb Issue: Final Draft - November 2007
IMO No: 9323948
Section 6.3.2 - Page 2 of 3
Maersk Nautica
Deck Operating Manual
CAUTION During boat recovery, the final WINCHING should as far as design permits always be carried out by hand, this will avoid the risk of excessive strain on the wire runners. Operation of the limit switches is to be verified.
Lowering of the Rescue Boat from Inside the Boat In the event that the rescue boat has to be launched from within the boat itself: a)
Rig and secure the rescue boat painter to the ship’s side.
b) Ensure that the turning out area is clear of obstructions. c)
Turn the power switch on the side of the control cabinet to the ON position. Check that the slew control valve is in the OPEN position.
d) Embark all rescue boat personnel wearing survival suits and self-inflating life jackets. Ensure the safety release hook is secure. Ensure that the drain plug is in place and that all of the lashing, slip hooks and safety pins released. e)
Pull on the yellow control line handle. This will operate the slewing lever and the hydraulic pressure pump will start allowing the crane to be slewed out. When the jib is fully turned out release the turning out pull wire, then pull on the red control line handle. This will lift the brake lever allowing the boat to descend.
f)
Start the engine just before the boat is water-borne.
g) When the boat is fully water-borne release the hook manually holding the handle to keep hands clear of the hook. Ensure that the engine emergency stop lanyard is secured to the coxswain of the boat. Release the painter line and steer away from the ship.
Issue: Final Draft - November 2007
IMO No: 9323948
Section 6.3.2 - Page 3 of 3
Maersk Nautica
Deck Operating Manual
Illustration 6.3.3a Righting a Capsized Liferaft
Direction Of Wind
Direction Of Wind
Direction Of Wind
Right Here
Right Here
Swim to the side of the liferaft where the CO2 cylinder is attached (the place is marked 'Right Here')
Swim to the capsized liferaft
Direction Of Wind
Stand with feet on the cylinder, hold onto the righting strap (placed across the bottom of the raft)
Issue: Final Draft - November 2007
Manoeuvre the liferaft so that the opposite side is facing the wind
Direction Of Wind
Throw the body backwards while holding onto the righting straps and keeping the feet on the cylinder
IMO No: 9323948
Embark the liferaft and bail out the water. Adopt survival techniques as outlined in section 6.3.4.
Section 6.3.3 - Page 1 of 2
Maersk Nautica 6.3.3 Liferafts Liferafts Manufacturer: Type: Number of sets: Type: Number of sets: Type: Number of sets:
Viking 16DK 2 x 16 persons (1 each side of the upper deck) 20DK 2 x 20 persons (1 each side of the upper deck) 6DK 1 x 6 persons (on the focsle)
Hydrostatic Release Units Manufacturer: Type:
Hammar H20
General There are two liferafts, one with a capacity of 16 persons and one with a capacity of 20 persons, stowed on each side of the upper deck, just astern of the lifeboats. Additionally, there is a six person liferaft stowed on the focsle. Each liferaft, with the exception of the focsle mounted liferaft, is fitted with a hydrostatic release unit (HRU). The focsle liferaft is designed to be hand launched and next to it is a boarding ladder to assist boarding the liferaft. This liferaft may be hand-carried and launched from either side. Six life jackets and six immersion suits are stowed in the bosun’s store inside the focsle. All the liferafts are constructed with twin buoyancy chambers, one above the other. The bottom and the canopy of the liferafts are of double construction and may be inflated by bellows. The liferafts are provided with boarding ladders, inside and outside gripping lines, capsize stabilisers and a salt water activated battery for both internal and external lighting. Accessories supplied are a rescue line with rubber quoit, repair outfit, hand bellows, floating knife, operational instructions, sea anchor (drogue) and an emergency pack to SOLAS standards.
Deck Operating Manual However, after inflation of the liferaft, sufficient drag is applied to break the weak link and allow the liferaft to float free. The liferafts may be released manually by unfastening the slip hook securing the lashing around the liferaft container. When the liferaft is thrown over the side, the painter is pulled out until the CO2 cylinder is activated and the liferaft inflates.
Initial Actions on Boarding a Liferaft a)
b) Manoeuvre the liferaft so that the opposite side is facing into the wind. c)
Throw the body backwards whilst holding onto the righting strap and keeping the feet on the cylinder.
When the wind is very strong, the lifeline can be tied around the waist to prevent the liferaft being blown away.
b) Paddle away from the danger zone using the paddles placed in a bag close to the entrance of the liferaft.
A non-swimmer should keep hold of the righting strap and allow the liferaft to fall back on him (the rubber raft will not injure him). He can then work his way back to the liferaft entrance under water, holding onto the strap of the lifeline.
c)
Alternatively, one of the lifeboats or the MOB boat could be used to tow the liferaft clear.
Illustration 6.3.3b Liferaft Release Mechanism Liferaft Retaining Straps
When the liferaft is full of survivors, others can hold onto the lifeline around it. The liferaft is capable of supporting double the number of persons it is certified to carry. d) When clear of the danger zone, if no other survival craft can be seen/reached, stream the sea anchor or drogue.
Slip Hook
If other liferafts/survival craft are visible, act to move towards them or attract their attention if they are motorised. Once all survival craft are together, deploy all available sea anchors. The sea anchor stabilises the raft and helps to minimise drift. e)
Close the canopy openings, inflate the canopy and the bottom of the liferaft as this gives excellent insulation against the cold. To do this, connect the bellows to each topping-up valve. Valves are placed in the liferaft floor and the inner canopy.
Liferaft Painter Hammar Hydrostatic Release Unit
The bellows are located in a bag at the entrance.
Weak Link (Red)
After a long stay in the liferaft it may be necessary to top-up the two buoyancy tubes. Connect the bellows’ pastic tube to the yellow topping-up valves.
Righting a Capsized Liferaft
Release of Liferafts
If an empty liferaft should capsize, the following procedure should be adopted.
Issue: Final Draft - November 2007
Stand with the feet on the cylinder, hold onto the righting strap (placed across the bottom of the liferaft).
After launching and boarding the liferaft, the painter must be cut with the knife provided to avoid the liferaft being pulled under.
Each liferaft is fitted with a waterproof identification tube, which contains the ship’s identification name and reference numbers.
Hammar H20 Hydrostatic Release Units (HRU) are fitted to each liferaft, which will activate when submerged to a depth of between 1.5 and 4 metres, releasing the liferafts to float towards the surface. After activation of the HRU, the liferaft will still be connected to the vessel by a weak link.
a)
Cradle Shackle
Note: The side of the liferaft where the CO2 cylinder is attached lies deepest in the water. The place is marked ‘right here’.
IMO No: 9323948
Section 6.3.3 - Page 2 of 2
Maersk Nautica 6.3.4 Lifeboat Survival Guide In the unfortunate event that the vessel has to be abandoned, it is necessary to make some very important decisions and carry out certain actions quickly. These are summarised as follows:
Procedure Prior to Abandonment a)
Put on extra clothing.
b) Put on a life jacket. c)
Take extra clothing or blankets, if possible.
d) Drink water if possible. e)
Take water in sealed containers.
In addition to the statutory lifeboat equipment, eg, emergency radio, water, rations, first-aid kit, etc, the following extra items would be useful: • Extra life jackets • Extra survival bags • Small plastic bags • Extra medical supplies • Extra electric torches and batteries • Paper and pencil • Portable radio receivers, books, playing cards, etc • Navigational instruments, books chart and chronometer
Abandoning Vessel Procedure a)
All personnel should, if possible, board the lifeboat without getting wet.
b) If, for some reason, this is not possible and a jump into the water has to be made, remember: • Make sure it is clear to jump • Hold your nose • Hold down the life jacket • Put your feet together • Look ahead when jumping
Issue: Final Draft - November 2007
Deck Operating Manual Additional duties, which should be allocated on the lifeboat, muster list: • SARTS to the lifeboats • GMDSS portable radio to lifeboat • EPIRB to lifeboat • Blankets and provisions
To minimise drift, rig the sea anchor, issue anti-seasickness tablets and ensure that any persons in the water are accommodated in the lifeboat as soon as possible. Listen for whistles and look for survivors, signalling lights and lights of other rafts, ships or aircraft. The lookouts should be properly briefed in their duties regarding the collection of useful debris, how to keep a lookout, sector searches and the use of pyrotechnics, including when to use them.
Aboard the Survival Craft Proceed Towards the Nearest Land
First Actions: • Elect a leader. This will normally be the most senior officer or the person appointed on the muster list.
In some circumstances this will be the most obvious choice. Factors to take into consideration are:
• Take a muster of persons on board.
• Was a distress alert sent?
• Search the area for other survivors or survival craft.
• If there is no EPIRB in the boats, search the area of the sinking to see if it has surfaced.
• Liaise with any other survival craft to ensure that all persons are accounted for. • Assess the situation. Is rescue likely and how long will it take? • Assess the need to stay close to the position of the sinking or proceed towards the nearest land? • Put the food and water under the control of one person who will be responsible for distributing the rations. • Collect in all additional food, clothing and sharp objects or weapons that may have been brought into the survival craft. • The leader must confirm to all that no food or water will be issued for the first 24 hours. • The leader should nominate different people to the following positions; first aid, signalman, hull repairs, engine repairs, recorder of voyage log, navigator, helmsman and lookouts.
• How far is it to the nearest land? Is the nearest land within the fuel range of your craft? Indications of the proximity of land are changes in the wind direction around sunset and sunrise. The land and sea breeze effect can be quite distinct in some areas. A good indication of land is a single cumulus cloud or occasionally 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 on the underside of the clouds in low latitudes, the direction that birds fly either early in the morning or in the evening, also the change in colour of the sea from green or blue to a lighter colour. Do not approach land at night unless you know exactly where you are and that the landing area or harbour entrance can be safely transited. During the hours of darkness, lookouts should keep a good watch for the sound of surf and report to the watch leader any visual or audible occurrences.
• Give an anti-seasickness tablet to all personnel. • Stay close to position of abandonment. With the improvements brought about by the GMDSS system in maritime search and rescue, staying close to the position of abandonment is the most likely decision that will be made. Prior to taking to the lifeboat a Distress Alert would be sent out, this can be done at the touch of a single button. In addition, there are the EPIRB and SARTS which should be taken to the lifeboats when abandoning ship. The EPIRB, when activated, allows the MRCC to locate the position of survivors and guide vessels and aircraft to your rescue. Should the EPIRB not be in the survival craft when the vessel sinks, the HRU will automatically release the EPIRB which will then start its transmissions. Where possible it is therefore beneficial for all the survival craft to stay together by tying the survival craft together. The SARTS should be positioned on the extension pole, switched on and mounted as high as possible.
IMO No: 9323948
Settling Down to a Period Before Rescue Having made an assessment of how long it will be before rescue is likely, it is now necessary to decide how the available food and water will be divided and issued. The following are a few guidelines: The minimum daily water ration should be around 450 to 500ml given in three separate issues at sunrise, noon and sunset. This quantity will be sufficient to avoid severe dehydration.
Section 6.3.4 - Page 1 of 2
Maersk Nautica
Deck Operating Manual
The daily food ration should consist of 800 to 850kJ of the emergency rations given in three equal amounts, this equates to around 500gms. To make the decision as to how much should be issued, take the total available, separate one third as emergency stock and should rescue not be forthcoming when expected, then apportion the remainder on the above basis as a minimum.
Do not consume food high in protein as this causes defecating which in turn causes body fluids to be used which will be irreplaceable. If possible keep a good flow of fresh air through the boat as this will help to reduce seasickness. Ensure that all take the anti-seasickness tablets for the first two days, as after this most seaman will be acclimatised to the motion of the craft.
In a lifeboat there should be 3 litres of water and 10,000kJ of food for each person that the boat is certified to carry. It should be noted that the emergency rations consist mainly of carbohydrates, some fat and minimal protein. These rations do not require the consumption of water or body fluid for them to be digested, which is of great importance.
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 heat dries the clothing and reduces the internal body temperature.
Food and water should be issued in such a way that all can see that it is fair. Everyone will become thirsty and as time passes, human nature will make the ration distribution a very difficult and harrowing experience and also the highlight of the day. If a desalination plant is available this should be put into operation immediately and its output used in preference to the internal water.
Passing the Time The leader has to face and resolve the following problems: Maintain morale. This is best approached by giving duties to each person which are meaningful and ensuring that they are carried out. Duties such as lookout, helmsman and baler should be rotated at intervals of not more than one hour, as this will prevent boredom and lack of vigilance from setting in. Continually show confidence that rescue will take place. Do not allow 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. If a portable radio is available tune it in and listen to the various programmes. Playing card games is useful, as considerable concentration is required.
Maintaining the Health of all On Board, Both Mental and Physical Routines can be counter-productive and where possible restrict movement to a minimum, as all movement consumes body fluid. Body fluid is probably the most significant single factor to controlling whether or not you survive.
As thirst grows the temptation increases to drink sea water. This must be prevented, as ultimately death will certainly ensue. 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 of sunburn or frostbite. If the water ration is at least one litre per person daily, then fishing can be a worthwhile exercise. Remember that fish are high in protein which brings its own problems as previously mentioned. The blood of sea birds is quite nutritious. To catch these, try putting some of the fish guts on a piece of wood with a hook in the middle and allow it to float a little way from the craft. Do not encourage swimming as a form of exercise as this will use up energy and put the individuals at risk from sharks.
Injuries, Ailments and Treatment Injuries A first aid kit is supplied with every lifeboat and a leaflet describing simple first aid is enclosed with each kit. Frostbite This usually occurs in extremities, ie, fingers, toes, ears. Wear protective clothing if possible. Reduce lookout periods in very cold weather, watch each other’s conditions. Wriggle nose and cheeks and exercise hands and feet to keep circulation going. Do not massage affected area once signs of frostbite have appeared. Warm the area by holding a hand against it.
Urine Retention This can be dangerous, so overcome ‘mental blockage’ early before urine production is reduced by rationing. Ensure that everyone urinates within the first 24 hours. If retention occurs, dangling hands in the water may help out, but whilst this is being done keep a wary eye for sharks. After a period in a survival craft, urine will appear dark and smoky. This is normal and no action is necessary. Sunburn Avoid excessive exposure to the sun by keeping under cover. Keep head, neck and other exposed areas covered. A very gradually acquired suntan may be beneficial. Salt Water Boils These are due to the skin becoming sodden with sea water. Do not squeeze or prick boils. Keep them clean and cover with a dry dressing. Keep the area as dry as possible to avoid chafing. Dry Mouth and Cracked Lips Swill water around the 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. Hypothermia There is a risk of hypothermia in water below about 25°C. Extra clothing will delay the onset of hypothermia even if immersed, and of course will provide extra warmth for the survivor in the lifeboat even if immersion takes place. Totally enclosed or partially enclosed lifeboats provide far better protection from the elements than the older open type, but extra clothing is still essential for warmth in nearly all climates. If a survivor has been immersed in water and has hypothermia, strip off wet outer clothing and replace with any available dry garments. Warm the patient with extra layers of clothing and use life jackets as extra insulation. Use a thermal protective aid (plastic survival bag) if available.
The initial withholding of food and water for 24 hours puts the body into a slightly dehydrated state which is the ideal situation for a prolonged period in a survival craft. During this period all persons should be encouraged to urinate, as this will assist in reducing urinary retention problems later. Issue: Final Draft - November 2007
IMO No: 9323948
Section 6.3.4 - Page 2 of 2
Maersk Nautica
Deck Operating Manual
6.3.5 Fire Fighting Equipment Plans Illustration 6.3.5a Fire Fighting and Lifesaving Equipment Symbols Emergency fire pump
Fire Fighting Equipment
International shore connection
A
Ventilation remote control shut-off (Accommodation and service spaces)
Fuel pump remote shut-off
F 9
M
Ventilation remote control shut-off (Machinery spaces)
Lubricating oil pump remote shut-off
CO2 Fire extinguisher (5kg CO2) 5
C
Ventilation remote control shut-off (Cargo spaces)
15m
Hose box with spray/jet fire nozzle (Hose length 15m)
P 50
Fire extinguisher (50kg dry powder)
Fire damper for accommodation and service spaces
20m
Hose box with spray/jet fire nozzle (Hose length 20m)
F 45
Wheeled fire extinguisher (45 litre Foam)
Fire damper for machinery spaces
25m
Hose box with spray/jet fire nozzle (Hose length 25m)
F 135
Wheeled fire extinguisher (135 litre Foam)
A
M
C
W
W
Portable foam fire extinguishers (9L)
M
CO2
A-Class fire door, self-closing
Fire alarm air typhoon
Lifebuoy
A-Class fire door, magnetic lock
Alarm bell
Lifebuoy with lifeline
Hospital alarm bell
Embarkation ladder
Remote control for fuel oil valves
H
CO2
Fixed fire extinguisher installation (CO2 Battery)
H
Hospital pushbutton
Line throwing device (230m line)
IG
Inert Gas installation
C
Cold chamber pushbutton
Search and rescue transponder (SART)
Cold chamber alarm bell
Two-way VHF radiotelephone apparatus
Signal light column (General, Fire, CO2 release, Machinery, Telegraph alarms)
Satellite EPIRB
Heat detector for galley
Rocket parachute flares
Fire Detection Equipment F
Fire damper for cargo spaces
F
Foam release station
A
Closing device for ventilation inlet or outlet (Accommodation and service spaces)
F
Fixed fire extinguisher installation (Foam)
CO2 Wheeled fire extinguisher (9kg CO2) 9
Closing device for ventilation inlet or outlet (Machinery spaces)
Remote control fast closing for lubricating oil valves
L
M
Closing device for ventilation inlet or outlet (Cargo spaces)
OYO fire axe 286 with insulated shaft
W
C
Fire alarm central panel
FS Portable foam applicator unit
Repeater panel 80° Pushbutton for general alarm
Space protected by local application water-based system Space protected by local application water-based system DP
Portable air compressor for breathing devices
W
CO2 Fire extinguisher 5 (5kg CO2)
Remote control for fire ballast and fire general service pumps
P 12
Remote control for emergency fire pump
Space protected by water spray system EX
CO2
Fire extinguisher (12kg dry powder)
Space protected by fire extinguishing system (CO2)
20
Isolating valve
Ventilator with ventilator number DP
LOCAL
Remote control for fire ballast service pump
Butterfly valve
Non-return valve
Ventilator start/stop station ES
Control station
F
Foam monitor
Fire blanket
Foam pump
W
Fire hydrant
Gate valve
W
F
Fire main section valve (Water) Foam section valve
20
Fan with number
Pushbutton for general alarm ES
Fire pump
F
Foam nozzle
Issue: Final Draft - November 2007
Spare charges
FIRE PLAN
Fire control and safety plan
A-Class fire door
IMO No: 9323948
Emergency generator
Manually operated call point
Muster station
Emergency generator switchboard
Manually operated call point (Damp proof)
Primary escape route
Fire locker
Manually operated call point (Intrinsically safe)
Secondary escape route
Lifesaving Equipment Emergency escape breathing device
Space monitored by smoke detector
Lifeboat (34 persons) totally enclosed
Space monitored by smoke detector (Damp proof)
Rescue boat (6 persons)
TM
Training manual
Inflatable liferaft (number of persons)
ML
Muster list and emergency instruction
Space monitored by smoke detector (Intrinsically safe)
20
Space monitored by flame detector
Immersion suit
Stretcher
Space monitored by flame detector (Intrinsically safe)
Lifebuoy with self-igniting light and activating smoke signal
Life jacket with a light / whistle (Adult)
Space monitored by heat detector
Lifebuoy with self-igniting light
Hand Flare
Section 6.3.5 - Page 1 of 10
Maersk Nautica
Deck Operating Manual
Illustration 6.3.5b Fire Fighting Equipment - Navigation Deck Navigation Deck
W
20m
W
Key 20
Fan with number
A
Closing device for ventilation inlet or outlet (Accommodation and service spaces)
M
Closing device for ventilation inlet or outlet (Machinery spaces)
A M C
Ventilation remote control shut-off (Accommodation and service spaces) Ventilation remote control shut-off (Machinery spaces)
P 12
A
Ventilation remote control shut-off (Cargo spaces) A-Class fire door
M
Lift Top
CO2 5
M
24
A
Converter Room
A-Class fire door, magnetic lock Funnel
Wheelhouse
Manually operated call point M
Fire alarm central panel W
Fire hydrant
P 12 20m
W
A M CO2 5
A Fire Locker
Fire extinguisher (12kg dry powder)
FIRE PLAN
C
M
Toilet
Hose box with spray/jet fire nozzle (Hose length 20m)
CO2 5
CO2 Fire extinguisher (5kg CO2) 5 FIRE PLAN
Fire control and safety plan
Fire locker
Spare charges
W
20m
W
Issue: Final Draft - November 2007
IMO No: 9323948
Section 6.3.5 - Page 2 of 10
Maersk Nautica
Deck Operating Manual
Illustration 6.3.5c Fire Fighting Equipment - D and E Deck D Deck
E Deck
Key
20
Fan with number
A
Closing device for ventilation inlet or outlet (Accommodation and service spaces)
M
Closing device for ventilation inlet or outlet (Machinery spaces)
M
W
W
20m
Lift
Chief Engineer’s Bedroom
A-Class fire door
Cable Duct
A-Class fire door, self-closing
CGL
W
Lift
P 12 M
Captain’s Day Room
Funnel A
Fire extinguisher (12kg dry powder) OYO fire axe 286 with insulated shaft
M Electrical Equipment Room
A 22
CO2 5
M A
W
Hose box with spray/jet fire nozzle (Hose length 20m)
Battery Room
M
Chief Engineer’s Office
P 12 A
A 20m
P 12
CGL
Chief Engineer’s Day Room
A-Class fire door, magnetic lock
Fire hydrant
P 12
Captain’s Bedroom
Cable Duct
Manually operated call point W
20m
W
A
W
20m
W
Captain’s Office
P 12
23
A
W
20m
W
CO2 Fire extinguisher (5kg CO2) 5
Issue: Final Draft - November 2007
IMO No: 9323948
Section 6.3.5 - Page 3 of 10
Maersk Nautica
Deck Operating Manual
Illustration 6.3.5d Fire Fighting Equipment - C Deck C Deck Dn
W 20m
W
1st Engineer’s Day Room
Up
Key
P 12 A-Class fire door A-Class fire door, self-closing M
A-Class fire door, magnetic lock
A
Closing device for ventilation inlet or outlet (Accommodation and service spaces)
M
Closing device for ventilation inlet or outlet (Machinery spaces)
20 LOCAL
1st Engineer’s Bedroom
Dn M
M
18
19
Conference Room Lift
Fan with number
Cable Duct
Pilot
DP Funnel
Ventilator start/stop station
P 12
Manually operated call point
DP W
Manually operated call point (Damp proof)
20m
W
Air Conditioning Room
M M 21
Fire extinguisher (12kg dry powder) OYO fire axe 286 with insulated shaft
Officer’s Smoking Room
M
Fire hydrant
P 12
1st Officer’s
M
M
M 20
M
17 CO2 5 LOCAL LOCAL
Dn
16
Chief Officer’s Bedroom
DP
Hose box with spray/jet fire nozzle (Hose length 20m)
A
P 12
A Up
CO2 Fire extinguisher (5kg CO2) 5
Chief Officer’s Day Room W 20m
W
A Dn 15
Issue: Final Draft - November 2007
IMO No: 9323948
Section 6.3.5 - Page 4 of 10
Maersk Nautica
Deck Operating Manual
Illustration 6.3.5e Fire Fighting Equipment - B Deck B Deck W Up
20m
W
A
Dn Ship’s Assistant (G)
Spare Officer (A)
P 12 Officer’s Dressing Room
Spare (F) Key
A-Class fire door
Dn
Up
2nd Engineer
Spare (E)
Lift Machinery Room
Spare (D)
Lift
Spare (C)
Cable Duct
A-Class fire door, self-closing M
20 A
Engine Casing
A-Class fire door, magnetic lock Fan with number
CO2
W
Space protected by fire extinguishing system (CO2)
CO2
15m
W
M P 12
Fire extinguisher (12kg dry powder)
W
20m
W
Hose box with spray/jet fire nozzle (Hose length 15m) Hose box with spray/jet fire nozzle (Hose length 20m)
Dn
Spare Officer (D) Lockers Lockers
Spare Officer (F)
Up
M
Spare (B)
Spare (A)
OYO fire axe 286 with insulated shaft 15m
Spare Officer (C)
Ship’s Assistant (F)
W
Fire hydrant
P 12
Spare Officer (B)
CGL
Closing device for ventilation inlet or outlet (Accommodation and service spaces) Manually operated call point
CO2
14
2nd Officer P 12
Chief Steward’s Bedroom
Spare Officer (E) Chief Steward’s Day Room
Dn Up
Issue: Final Draft - November 2007
IMO No: 9323948
W
20m
W
Section 6.3.5 - Page 5 of 10
Maersk Nautica
Deck Operating Manual
Illustration 6.3.5f Fire Fighting Equipment - A Deck
A Deck Up
Dn W
Key
W
A-Class fire door
Dn
20
A-Class fire door, magnetic lock M
Fan with number
A M
Closing device for ventilation inlet or outlet (Machinery spaces)
Beer Store
Meat Room
Dn
Fire locker A
Fire damper for accommodation and service spaces
A
Ventilation remote control shut-off (Accommodation and service spaces)
Fire blanket
M
Ventilation remote control shut-off (Machinery spaces)
Cold chamber alarm bell
C
Ventilation remote control shut-off (Cargo spaces)
Repeater panel
Ventilator start/stop station
Signal light column (General, Fire, CO2 release, Machinery, Telegraph alarms)
IG
Inert Gas installation
Remote control fast closing for lubricating oil valves
CO2 Wheeled fire extinguisher (9kg CO2) 9
Remote control fast closing for fuel oil valves
CO2 Fire extinguisher (5kg CO2) 5
Fuel pump emergency stop
P 12 FIRE PLAN
Control station
Fire extinguisher (12kg dry powder)
Ship’s Assistant (B)
Lift
12
Engine Casing
Dry Provisions Store
CO2
A P 12
DP 13
Up
M
A
A
Ship’s Assistant (C)
CGL
A
CO2
A
A
Dn
Dn
IG
M
Ship’s Assistant (E)
DP
CO2 Galley 5
M
CO2
W
Space protected by fire extinguishing system (CO2) Fire hydrant
Issue: Final Draft - November 2007
W
CO2
M
CO2
LOCAL
LOCAL
Dining Saloon
FIRE PLAN
Swimming Pool
Remote control for fire ballast service pump
20m
C
A
P 12
Manually operated call point
DP
FIRE PLAN
A
A
Fire control and safety plan
Remote control for emergency fire pump
Manually operated call point (Damp proof)
Ship’s Assistant (D)
A
OYO fire axe 286 with insulated shaft
Emergency escape breathing device
Ship’s Assistant (A)
Bonded Store
M
A
Lubricating oil pump emergency stop
M
26
P 12
Dome Store
M
Closing device for ventilation inlet or outlet (Accommodation and service spaces)
LOCAL
Crew’s Day Room
Vegetable Room
A-Class fire door, self-closing M
20m
Hose box with spray/jet fire nozzle (Hose length 20m)
DP
Ship’s Control Centre with Fire Control Station
Duty Mess Room Dn
A
x4 W
Remote control for fuel oil valves
20m
W
Up Dn
IMO No: 9323948
Section 6.3.5 - Page 6 of 10
Maersk Nautica
Deck Operating Manual
Illustration 6.3.5g Fire Fighting Equipment - Upper Deck Accommodation
Upper Deck
W
20m
W
FIRE PLAN
Key
A
A-Class fire door A-Class fire door, self-closing M
20
A-Class fire door, magnetic lock
Closing device for ventilation inlet or outlet (Accommodation and service spaces)
M
Closing device for ventilation inlet or outlet (Machinery spaces)
C
Closing device for ventilation inlet or outlet (Cargo spaces)
A
Fire damper for accommodation and service spaces
M
Ventilation remote control shut-off (Machinery spaces)
LOCAL
DP
Deck Store
A
Fan with number
A
Dirty Dressing Area
5 P 12
CO2 5
A
M
A
Emergency Generator Room
M
A
Garbage Room
A A
7
A DP
Changing Area
Lamp Store 6
Engine Casing
CO2 Room
15m
W
Pump Room
Linen Locker
C
CO2
F 45
Control station
EX
CGL
A
P 12
P 12
Cable Duct
LOCAL
Ventilator start/stop station
Gymnasium
Dn
Lift
M
25
P 12
Deck Store Toilet
CO2
Rescue Locker
M
EX
CO2
Manually operated call point (Intrinsically Safe)
W
Manually operated call point
DP
Manually operated call point (Damp proof) Signal light column (General, Fire, CO2 release, Machinery, Telegraph alarms)
DP CO2
W
Emergency generator CO2
P 12
Fire extinguisher (12kg dry powder) CO2
CO2 Fire extinguisher (5kg CO2) 5 FIRE PLAN F 45
Fire control and safety plan
F
Space protected by fire extinguishing system (CO2)
AC.
International shore connection
OX.
Hose box with spray/jet fire nozzle (Hose length 15m)
OYO fire axe 286 with insulated shaft
20m
Hose box with spray/jet fire nozzle (Hose length 20m)
W
A
Lockers
Ship’s Laundry
8
9
Paint Store CO2 5
W
Hydraulic Power Unit Room A
A
Swimming Pool
Deck Store
Remote control for fuel oil valves
15m
W
Cofferdam
Fixed fire extinguisher installation (CO2 Battery)
Fixed fire extinguisher installation (Foam)
A
A
Fire hydrant
Wheeled fire extinguisher (45 litre Foam)
Issue: Final Draft - November 2007
CO2
Space protected by water spray system
A
A
10
Suez Crew Room
P 12
Infirmary
A
F
11
A
FIRE PLAN
A W
Foam Room
A 20m
W
IMO No: 9323948
Section 6.3.5 - Page 7 of 10
Maersk Nautica
Deck Operating Manual
Illustration 6.3.5h Fire Fighting Equipment - Engine Room 1st, 2nd, 3rd Deck and Steering Flat
1st Deck (Control Room Top) 2nd Deck
3rd Deck
No.2 Heavy Fuel Oil Bunker Tank (Port)
No.3 Heavy Fuel Oil Bunker Tank (Port)
LSFO LSFO HFO FO Service Settling Service Settling Tank Tank Tank Tank
No.1 Heavy Fuel Oil Bunker Tank (Port)
No.3 Heavy Fuel Oil Bunker Tank (Port)
No.2 Heavy Fuel Oil Bunker Tank (Port)
27
No.1 Heavy Fuel Oil Bunker Tank (Port)
M Electric Workshop Store Room
Pipe Duct Void Space
M
CO2
CO2
Purifier Room
P 12
P 12
No.2 Cylinder Oil Storage Tank
P 12
No.2 Marine Diesel Oil Storage Tank
W
No.1 Cylinder Oil Storage Tank
P 12
15m
W
P 12
CO2
Pump Room Access
CO2
P 12
FIRE PLAN CO2 5
P 12
Pump Room Access
P 12
P 12
CO2
CO2 CO2
M
CO2 5
M P 12
CO2
M
P 12
Engine Control Room
CO2
No.2
W
15m
W
No.1
P 12
P 12
Fuel Valve Test Room
P 12
FS
F 135
CO2
W
15m
W
P 12
W Steering Flat
P 12
15m
W
CO2
No.1
No.2
P 12
Pipe Duct No.2 Heavy Fuel Oil Bunker Tank (Starboard)
No.1 Heavy Fuel Oil Bunker Tank (Starboard)
No.2 Heavy Fuel Oil Bunker Tank (Starboard)
No.1 Heavy Fuel Oil Bunker Tank (Starboard)
20m
W
Key
P 12
A-Class fire door, self-closing 20 M M
Fan with number Closing device for ventilation inlet or outlet (Machinery spaces) Ventilation remote control shut-off (Machinery spaces)
Issue: Final Draft - November 2007
W M Fire damper for machinery spaces Emergency escape breathing device
Fire hydrant 15m
W
20m
W
Hose box with spray/jet fire nozzle (Hose length 15m) Hose box with spray/jet fire nozzle (Hose length 20m)
IMO No: 9323948
F 45
Wheeled fire extinguisher (45 litre Foam)
F 135
Wheeled fire extinguisher (135 litre Foam)
CO2 Fire extinguisher (5kg CO2) 5
Portable foam applicator unit
P 12
FS
Fire extinguisher (12kg dry powder)
FIRE PLAN CO2
Fire control and safety plan Space protected by fire extinguishing system (CO2)
Section 6.3.5 - Page 8 of 10
Maersk Nautica
Deck Operating Manual
Illustration 6.3.5i Fire Fighting Equipment - Engine Room Floor and Turbine Flat Cargo Pump Turbine Flat
Engine Room Floor
CO2
W
P 12 No.1
15m
W
DN P 12 CO2
DN
UP
No.2
P 12
CO2
Main Engine
W
CO2
No.3
P 12
Pump Room Access Pump Room
W
P 12 15m
W
UP
UP
CO2
Fire hydrant
P 12 15m
W
CO2
CO2
P 12
Key W
UP
Fire extinguisher (12kg dry powder) Hose box with spray/jet fire nozzle (Hose length15m) Space protected by fire extinguishing system (CO2) Fire pump Emergency fire pump (in pump room) Emergency escape breathing device
Issue: Final Draft - November 2007
IMO No: 9323948
Section 6.3.5 - Page 9 of 10
Maersk Nautica
Deck Operating Manual
Illustration 6.3.5j Fire Fighting Equipment - Main Deck
Elevation
W
20m
W
x4
F
F
F
F
F
F
F
P 12 W
20m
W
C
W
20m
C
W
LOCAL
W
20m
W
M
F 9
25m
F
F
W
W
W
20m
W
W
20m
W
W
M
W
W
20m
W
20m
20m
W
W
W
F
W
F 9
F
W
W
F
25m
20m
W
F
F
M
1
20m
W
25m
F
25m
F
W
20m
W
F
F
W
20m
W
P 12
F
20m
P 12
W
F 20m
W
W
A 20m
F 20m
W
W
20m
W
A
P 12
C A
C
2
Key
20
Fan with number
A
Closing device for ventilation inlet or outlet (Accommodation and service spaces)
M
Closing device for ventilation inlet or outlet (Machinery spaces)
Issue: Final Draft - November 2007
LOCAL
C
C
Control station
Ventilator start/stop station Fire damper for cargo spaces Closing device for ventilation inlet or outlet (Cargo spaces)
Foam release station
F F 9
Portable foam fire extinguishers (9L)
IMO No: 9323948
F P 12 W
Foam monitor Fire extinguisher (12kg dry powder)
20m
Hose box with spray/jet fire nozzle (Hose length 20m)
25m
Hose box with spray/jet fire nozzle (Hose length 25m)
W
F
Fire hydrant
Section 6.3.5 - Page 10 of 10
Maersk Nautica
Deck Operating Manual
6.3.6 Lifesaving Equipment Plans Illustration 6.3.6a Lifesaving Equipment and Escape Routes - Navigation Deck Navigation Deck
Key Primary escape route
ML
Muster list and emergency instruction Life jacket
ML
x12
Line throwing device (230m line) Search and rescue transponder (SART)
x12
Funnel
x2
Two-way VHF radiotelephone apparatus
x2
Satellite EPIRB
x3
Rocket parachute flares Lifebuoy with Self-Igniting Light and Activating Smoke Signal Immersion Suit Hand Flare
Issue: Final Draft - November 2007
IMO No: 9323948
Section 6.3.6 - Page 1 of 8
Maersk Nautica
Deck Operating Manual
Illustration 6.3.6b Lifesaving Equipment and Escape Routes - D and E Deck D Deck
E Deck
Key Primary escape route
Issue: Final Draft - November 2007
IMO No: 9323948
Section 6.3.6 - Page 2 of 8
Maersk Nautica
Deck Operating Manual
Illustration 6.3.6c Lifesaving Equipment and Escape Routes - C Deck
C Deck
1st Engineer’s Day Room
1st Engineer’s Bedroom
Conference Room Lift
Pilot
Key Primary escape route
TM
Cable Duct
1st Officer’s
Funnel
Training manual Officer’s Smoking Room Air Conditioning Room
TM
Chief Officer’s Bedroom
Chief Officer’s Day Room
Issue: Final Draft - November 2007
IMO No: 9323948
Section 6.3.6 - Page 3 of 8
Maersk Nautica
Deck Operating Manual
Illustration 6.3.6d Lifesaving Equipment and Escape Routes - B Deck B Deck
Ship’s Assistant (G)
Spare (F)
Dn
Up
Engine Casing
Key
Spare Officer (A) Officer’s Dressing Room 2nd Engineer
Spare (E)
Lift Machinery Room
Spare (D)
Lift
Spare (C)
Cable Duct
Spare Officer (B)
CGL Primary escape route
Spare Officer (C)
Ship’s Assistant (F)
M
M
Spare (B)
Spare (A)
Dn
Spare Officer (F)
Up
Spare Officer (D) Lockers Lockers 2nd Officer
Chief Steward’s Bedroom
Spare Officer (E) Chief Steward’s Day Room
Issue: Final Draft - November 2007
IMO No: 9323948
Section 6.3.6 - Page 4 of 8
Maersk Nautica
Deck Operating Manual
Illustration 6.3.6e Lifesaving Equipment and Escape Routes - A Deck A Deck
Crew’s Day Room
Vegetable Room Dome Store
TM
Beer Store
Meat Room
Ship’s Assistant (A)
Bonded Store Ship’s Assistant (B)
Lift
Engine Casing Dry Provisions Store
Primary escape route
Muster list and emergency instruction
TM
Training manual
Ship’s Assistant (D)
M
Emergency escape breathing device
ML
Ship’s Assistant (C)
CGL
Key
M
Ship’s Assistant (E) Galley
M
ML
Dining Saloon Swimming Pool
Ship’s Control Centre with Fire Control Station
TM ML Duty Mess Room
x4
TM
Issue: Final Draft - November 2007
IMO No: 9323948
Section 6.3.6 - Page 5 of 8
Maersk Nautica
Deck Operating Manual
Illustration 6.3.6f Lifesaving Equipment and Escape Routes - Upper Deck Accommodation Upper Deck
Dirty Dressing Area
Garbage Room Deck Store
Emergency Generator Room
Changing Area
Lamp Store
Rescue Locker
x17
Gymnasium
Deck Store Toilet
Dn
Lift
Dn
Cable Duct
Key
CGL
Primary escape route
CO2 Room
Engine Casing
Linen Locker
Immersion Suit
Pump Room
Stretcher M
Lockers x17
Paint Store
Cofferdam
AC. OX. Deck Store
Issue: Final Draft - November 2007
Swimming Pool
IMO No: 9323948
Suez Crew Room
Infirmary
Ship’s Laundry
Hydraulic Power Unit Room
Foam Room
Section 6.3.6 - Page 6 of 8
Maersk Nautica
Deck Operating Manual
Illustration 6.3.6g Lifesaving Equipment and Escape Routes - Engine Room 2nd and 3rd Deck
2nd Deck
No.3 Heavy Fuel Oil Bunker Tank (Port)
3rd Deck
No.2 Heavy Fuel Oil Bunker Tank (Port)
No.1 Heavy Fuel Oil Bunker Tank (Port)
No.3 Heavy Fuel Oil Bunker Tank (Port)
Pipe Duct
No.1 Heavy Fuel Oil Bunker Tank (Port)
No.2 Heavy Fuel Oil Bunker Tank (Port)
LSFO LSFO HFO FO Service Settling Service Settling Tank Tank Tank Tank
Void Space No.2 Cylinder Oil Storage Tank
No.1 Cylinder Oil Storage Tank
Engine Control Room Purifier Room
No.2 Marine Diesel Oil Storage Tank
Pump Room Access
Pump Room Access
Main Engine Spare and Tools No.1
Electric Workshop Store Room
No.2
No.1 Fuel Valve Test Room
No.2
Pipe Duct
Key No.2 Heavy Fuel Oil Bunker Tank (Starboard)
No.1 Heavy Fuel Oil Bunker Tank (Starboard)
No.2 Heavy Fuel Oil Bunker Tank (Starboard)
No.1 Heavy Fuel Oil Bunker Tank (Starboard)
Primary escape route Secondary escape route Emergency escape breathing device
Issue: Final Draft - November 2007
IMO No: 9323948
Section 6.3.6 - Page 7 of 8
Maersk Nautica
Deck Operating Manual
Illustration 6.3.6h Lifesaving Equipment and Escape Routes - Main Deck
Elevation
Engine Control Room
ML
x2
Bosun Store
x2
x6
x6
Key Primary escape route Secondary escape route
ML
Muster list and emergency instruction
Immersion suit Life jacket with a light / whistle (Adult)
x17 16
20
16
20
6
Lifebuoy with lifeline
Lifebuoy with self-igniting light
Rescue boat (6 persons)
Lifeboat (34 persons) totally enclosed 20
Inflatable liferaft (20 persons)
16
Inflatable liferaft (16 persons)
6
Inflatable liferaft (6 persons)
x17
Embarkation ladder
Muster station
Issue: Final Draft - November 2007
IMO No: 9323948
Section 6.3.6 - Page 8 of 8
Maersk Nautica
Deck Operating Manual
6.3.7 Fire Protection Equipment
Spare charges.
SCBA
Spare charges are kept on board located in the Fire locker aft of the Navigation deck. Stocks kept on board are as follows:
Manufacturer: Model: No Sets:
Scott Sabre Sigma 2 4
SCBA Compressor Manufacturer: Model: Rating:
Bauer Mariner 200E 0.2m³/min @ 330 bar.
Co2 cartridges for P12 extinguisher BC powder for P12 extinguisher Co2 charge for 135l foam extinguisher AFF foam charge for 135l foam extinguisher Co2 cylinder for P45 extinguisher BC powder for P45 extinguisher Co2 extinguishers
29 29 1 1 2 2 10
The SCBA compressor is located in the Emergency generator room port side aft upper deck. The fire protection equipment is located in the two fire lockers, which are at the Fire Control Station in the Ship’s Control Centre starboard side of A deck and the Fire Locker aft of the Navigation deck. Each fire locker contains two complete sets of equipment, each set contains the following equipment: 1 set SCBA with fully charged bottle. 2 spare fully charged air bottles. 1 pair safety boots. 1 fireman’s oufit. 1 safety lamp. 1 lifeline 33m. 1 safety belt. 1 fire axe
Issue: Final Draft - November 2007
IMO No: 9323948
Section 6.3.7 - Page 1 of 1
6.4 Portable Gas Detection and Safety Equipment
6.4.1 Hydrocarbon and Oxygen Detector
6.4.2 Hand Pump with Tube Detection
6.4.3 Personal Multigas Analyser
6.4.4
Fire Detection System
Illustrations
6.4.1a Portable Gas Detection Equipment
6.4.4a Fire Detection System
6.4.4b Fire Alarm and Detection Equipment - Navigation Deck
6.4.4c Fire Alarm and Detection Equipment - D Deck and E Deck
6.4.4d Fire Alarm and Detection Equipment - C Deck
6.4.4e Fire Alarm and Detection Equipment - B Deck
6.4.4f Fire Alarm and Detection Equipment - A Deck
6.4.4g Fire Alarm and Detection Equipment - Upper Deck Accommodation
6.4.4h Fire Alarm and Detection Equipment - Engine Room 1st, 2nd, 3rd Deck and Steering Gear Room
6.4.4i Fire Alarm and Detection Equipment - Engine Room Floor and Turbine Flat
Maersk Nautica
Deck Operating Manual
Illustration 6.4.1a Portable Gas Detection Equipment
FLO
ENTER ALARM
POWER POWER
_ SPAN + PUMP
PEAK
MODE
OXY vol%
G
HC %LEL/vol%
ZERO
ESC
G
MULTI GAS DETECTOR H2S ppm
H2S ppm Primary Tube
MODEL
RX-517
RIKEN KEIKI
G
Riken Hydrocarbon and Oxygen Analyser
TIP BREAKER
NH3 ppm n=1
Rubber Tube
Chemical Formula of the Target Substance Analysing Tube Standard Number of Dump Strokes (n)
G
CASTEC
HC
2 5 10 15 20 25 30
2 5 10 15 20 25 30
NH3
Detector Tube Number QC Number
ppm n=1
131L 60341
Gastec GV-100 Handpump Analyser Unit and Detector Tubes Riken GX-2001 Personal H2S, HC and O2 Analyser
Issue: Final Draft - November 2007
IMO No: 9323948
Section 6.4.1 - Page 1 of 3
Maersk Nautica 6.4
portable gas detection and Safety equipment
The portable gas detection equipment on board is both comprehensive and well proven. Each instrument is certificated and comes with manufacturer’s operating instructions and recommended spares and test kits. The certificates are to be suitably filed and the monthly tests recorded.
Standard Issue Equipment Instruments 2 sets of Riken RX-517 3 sets of Riken GX-2001B 2 sets of Gastec Pump Calibration Equipment 2 bottles of span Gas for HC% LEL 50% LEL n-Buthane 1 bottle of span Gas for HC% LEL 8% VOL n-Buthane, 14% CO2 1 bottle of span Gas for O2, 99.9% N2 1 bottle of span MultiMix GX-2001, 50%LEL, 12%O2, 25ppm H2S 50ppm CO2 1 bottle of span gas for H2S, 25ppm, N2 balance 1 set of calibration adaptor for GX2001 2 sets of valves for Span Gas bottles 1 set of gas bag 2 litres for HC% LEL 1 set of gas bag 2 litres for HC% VOL 1 set of gas bag 2 litres for O2 zero 1 set of full tool kit Sampling Equipment 1 set of hose 30m with connector and floating head for HC%VOl 1 set of hose 30m with connector and floating head for HC%LEL, O2 2 sets of hoses 10m with connector 1 set of sampling kit for GX-2001 1 set of hose 10m for Gastec pump 1 log book folder and instruction manuals where all usage, calibration and maintenance is to be recorded. Folder will also contain calibration and maintenance instructions, short user quides and certificates.
Issue: Final Draft - November 2007
Deck Operating Manual 6.4.1 Hydrocarbon and OXYGEN Detector Manufacturer: Model: No. of sets:
Riken Riken RX-517 2
The model RX-517 is designed for measurement of hydrocarbon gas/vapours of crude oil, etc, in inert gas or air, and can accurately measure the concentration of hydrocarbon gas/vapours with a wide range of 0% to 100%. The oxygen levels are measured in a range from 0-25%. The element to detect the sample gas consists of two types: a non-dispersive infra-red element is used for measuring the hydrocarbon gasses, while a galvanic cell is used to measure the oxygen content. The battery charge should allow 40 hours on continuous usage between recharging, while the response time of the unit when sampling should be expected within 30 seconds. Procedure to Calibrate the Riken RX-517 Prior to use the instrument should be calibrated as follows:
Calibration H2S (High) a)
b) Fill the sampling bag with calibration gas. For calibration of H2S (high) use 25ppm H2S, multimix or similar span gas. c)
a)
Turn the unit on and perform zero adjust with fresh air if necessary.
b) To commence calibrating, simultaneously press ZERO and PUMP buttons for about 3 seconds until the display shows SPANGAS HC. c)
Fill the sampling bag with calibrating gas, for calibrating % VOL use 8% VOL n-butane, 14% CO2 in N2 or similar span gas.
d) Connect the sampling bag to the gas inlet. Press ENTER to start and allow the reading on the display to stabilise, if the reading on the display differs from the calibration gas (it should show the same reading as the percentage of the gas) adjust the reading by pressing either the plus (+) or minus (-) key until it matches the percentage reading of the gas. e)
Next press ENTER to confirm. The display will show SPAN SET OK, then SPANGAS OXY, remove the sampling bag and press ESC briefly to return to normal operating mode.
IMO No: 9323948
Connect the sampling bag to the gas inlet. Press ENTER to start and allow the reading on the display to stabilise, if the reading on the display differs from the calibration gas (it should show the same reading as the percentage of the gas) adjust the reading by pressing either the plus (+) or minus (-) key until it matches the percentage reading of the gas.
d) Next press ENTER to confirm. The display should show SPAN SET OK, then SPANGAS H2S. Remove the sampling bag, then press ESC briefly to return to normal operating mode. Calibration %LEL, 02 , H2S (low) a)
Calibration % VOL HC
Turn the unit on, switch to H2S high. Only H2S ppm is displayed. Enter calibration mode by pressing ZERO and PUMP, the display will show SPANGAS H2S.
Turn the RX-517 unit on and perform a zero adjust with fresh air if necessary.
b) To start calibration, simultaneously press ZERO and PUMP keys for about 3 seconds until the display shows SPANGAS HC. c)
Fill the sampling bag with 50% LEL n-butane in air, or similar span gas.
d) Connect the sampling bag to the gas inlet. Press ENTER to start, and allow the reading on the display to stabilise, if the reading on the display differs from the calibration gas (it should show the same reading as the percentage of the gas) adjust the reading by pressing either the plus (+) or minus (-) key until it matches the percentage reading of the gas. e)
Once finished press ENTER to confirm, the display should show SPAN SET OK, then SPANGAS OXY. Remove the sampling bag.
f)
Fill another sampling bag with Nitrogen pure (0% 02), or low 02 gas.
g) Connect the sampling bag to the gas inlet and Press ENTER to start, and repeat step d) above. Once completed press ENTER to confirm. The display should show SPAN SET OK, then SPANGAS H2S. Remove the sampling bag.
Section 6.4.1 - Page 2 of 3
Maersk Nautica
Deck Operating Manual
h) Fill a sampling bag with 25 ppm H2S, multimix or similar H2S gas and repeat the procedure as in step d) above for the H2S (low) sensor. When completed this stage the display should show SPANGAS H2S. Press ESC to return to normal operating mode. Record all calibrations in the log book file folder supplied with the instrument kit. Consult the Manufacturer’s operating manual as necessary. Normal Operating Mode a)
Inspect the RX-517 and verify that the accessories are present and ready for use, carrying case, sampling probe, filter, sampling hose, inspect the filter and replace if necessary.
b) Press POWER button for about 5 seconds to turn the instrument on, and observe the display, when asked PROBE OK? check that the filter is properly connected and then press ENTER, the RX-517 will enter a self-test sequence and will complete the sequence in about 30 seconds. The display will show 0.0% LEL and 20.9% O2 and 0.0ppm H2S. c)
If the display does NOT show 0.0% LEL, 20.9% 02 and 0.0ppm H2S take the RX-517 to fresh air and press and hold the ZERO button until FRESH AIR is displayed, confirm by pressing ENTER, the RX-517 will zero adjust.
d) Check the filter tube with the flow monitor, replace the cotton wool if humid or dirty, by holding your finger in front of the inlet will check for leaks, the white flow indicator will disappear and the pump will stop. Restart the pump by briefly pressing the ESC button. e)
The RX-517 is now ready for use.
f)
To turn off press and hold the POWER button for about 5 seconds.
On a monthly basis, each unit should be tested for gas sensitivity with the span gas test sampling bags which are stored in the SCC. The use of the equipment and any maintenance carried out should be logged in the file folder as supplied with the gas detection equipment outfit.
Issue: Final Draft - November 2007
IMO No: 9323948
Section 6.4.1 - Page 3 of 3
Maersk Nautica 6.4.2 Handpump with tube detection Manufacturer: Model: No. of sets:
Gastec Gastec GV-100 2
The ship carries two Gastec GV-100 sampling pumps for testing the atmosphere in tanks that have been gas freed for tank entry, to detect toxic gases using Gastec tubes. Prior to use the pump should be leak tested as follows: a)
Check the pump inlet clamping nut is firmly tightened.
b) Check that the pump handle is fully retracted, the guideline on handle shaft should not be showing. c)
Insert a fresh unbroken detector tube into the rubber inlet of the pump.
Deck Operating Manual e)
Pull the handle out to its (full extent for 100ml sampling or halfway for 50ml sampling) along the guideline on the pump handle to the lock position.
f)
Wait for one minute or the required sampling time, then unlock the handle by turning it quarter of a turn and allow the handle to slowly retract back to the starting position. The completion of sampling time can be confirmed by the flow indicator on the handle retracting.
g) Remove tube from pump, read and record the tube marking at the end of the change of colour layer. h) Apply any corrections as necessary to the reading. The use of the equipment and any maintenance carried out should be logged in the file folder supplied with the gas detection equipment. The tubes used with the pump have an expiry date.
d) Align the red guide line on the pump backplate and the 100ml mark on the handle. e)
Pull the handle out to its full extent along the guideline on the pump handle to the lock position and wait one minute.
f)
Wait for one minute then unlock the handle by turning it more than a quarter of a turn and allow it to slowly retract as the vacuum created pulls the handle back to its starting position. Should the handle not fully retract then there is leakage.
Procedure to Take Measurements with the Sample Pump a)
Choose the type of detector tube best suited for the gas to be tested for. Note the number of strokes required and the capacity of the stroke either 50 or 100ml.
b) Break off both ends of the detector tube in the tip breaker provided on the pump and cover the outer tube end with a rubber tip (protection for fingers). c)
Check that the pump handle is fully retracted (the guideline on handle shaft is not showing). Insert the tube into the pump inlet with the arrow pointing towards the handle.
d) Align the red guideline on the pump backplate and the 100ml mark on the handle, or the 50ml mark if required by the tube.
Issue: Final Draft - November 2007
IMO No: 9323948
Section 6.4.2 - Page 1 of 1
Maersk Nautica 6.4.3 Personal MultiGas Analyser Manufacturer: Model: Type: No. of sets:
Riken GX-2001B H2S, Hc and O2 3
The ship carries three Riken GX-2001 personal H2S, HC ppm and O2 % detectors which are designed to be clipped to the clothing of the operator. Operation and calibration instructions are printed on the inside of the stowage container. Hydrogen sulphide, which is becoming more common in crude oil cargoes, is classed as an enzyme inhibitor which has the effect of temporarily stopping the transport of oxygen between body tissues. The gas, which is heavier than air, invisible to the naked eye and highly explosive, will kill immediately in concentrations over 1,000ppm The gas, which has a smell similar to rotten eggs, will kill the sense of smell in 3 to 15 minutes when in concentrations above 100ppm, there will also be a stinging of the eyes and throat. In concentrations above 200ppm there will additionally be losses of the sense of reasoning and balance. Above 500ppm unconsciousness will quickly set in with respiratory paralysis within 30 to 45 minutes. At 700ppm, breathing will stop unless immediate artificial resuscitation is administered in a safe area. The instrument comes in a sturdy high impact plastic and metal case which is radio frequency resistant. The unit is dust and weather resistant. The control buttons are of the glow in the dark type. In operation the device can be carried on the operator’s belt using the rugged belt clip on the back of the instrument. The device has the following incorporated: • Three-button operation
Deck Operating Manual • Check that the gas ranges are operational and zeroed correctly • The instrument has a valid calibration certificate
a)
Switch the instrument on in fresh air and check that the battery pack is fully charged (icon in top right corner of display). Press the MODE/POWER button until the unit beeps.
b) The buzzer will sound and the LCD backlight flash. c)
Release the button when the LCD screen is blank, the unit is off.
Basic Operation
• All segments • Date/Time and battery voltage • O2, H2S, CO, HC c)
Press and hold the AIR button until the LCD displays ADJ. Release the AIR button and the GX-2001 is ready for operation. If the alarm is on, press MODE to shut off the alarm.
d) Perform a demand ZERO to test the instrument: • Place the instrument in a fresh air environment • Press and hold the AIR button for about three seconds to allow the GX-2001 to set the ZERO reading for HC, CO, H2S and to set the span for O2 Note: While pressing the AIR button, the LCD displays HOLD, this is a prompt to maintain holding down the button. • When the ZERO readings have been set the display shows ADJ which is the prompt to release the AIR button Pressing the DISP button allows the operator to cycle through and display the readings for the four gases. When the required gas is displayed press the Mode button displays the following where available for the type of gas:
• Audible and visual preset alarms
• Mode button pressed twice displays the STEL value • Mode button pressed three times displays the TWA value
Pre-Use Checks
• Check that the battery pack is fully charged, in good condition and installed correctly
Press and hold the MODE/POWER button for about five seconds to turn off the unit.
b) The display cycles through the following:
• Mode button pressed once displays the PEAK value
• Visually inspect that the instrument is clean and in good condition
a)
Each time the instrument is used the following procedure shall be carried out:
• LCD with backlighting
Prior to use a number of basic checks shall be carried out:
Procedure to Turn Off the GX-2001
The instrument has one basic mode of operation which provides monitoring of all four gas ranges with the full range of alarms. a)
To turn the instrument ON, press and hold the MODE/POWER button until the buzzer beeps, this will initiate the instrument warm-up indicated by the unit cycling through the displays ending with individual gases, the alarm lights flash and the vibrator activates.
b) Once the buzzer beeps press the AIR button until the display indicates ADJ, the unit is now ready for operation. The current displayed range can be changed by a single press of the MODE/ POWER button. The display will now show each gas being monitored together with the current gas level. The unit has a built-in preset alarm limit for each gas monitored, so that the alarm will activate when any gas concentration exceeds the alarm set point level. The alarms are reset by a press of the MODE/POWER button once the gas level has fallen below the alarm level or above as in the case of oxygen. The LEL range has two alarms (HIGH and LOW) which are differentiated by the speed of the audible/visual alarm signal. The HIGH alarm is twice as fast as the LOW alarm. The oxygen range has RISING and FALLING alarms. The unit will automatically display the highest priority alarm. All calibration, maintenance and repairs should be logged in the file folder supplied with the gas detection equipment.
Pressing the Mode button once more returns the unit to measuring mode. Should an alarm occur to reset the alarm press the MODE button for about one second.
• Check that the filters are clean and in good condition
Issue: Final Draft - November 2007
IMO No: 9323948
Section 6.4.3 - Page 1 of 2
Maersk Nautica
Deck Operating Manual
Alarm Levels Gas O2 HC CO H2S
Alarm 1 19.5% decreasing 10% 25ppm 10ppm
Alarm 2 23.5%
STEL None
TWA None
50% 50ppm 30ppm
None 200ppm 15ppm
None 25ppm 10ppm
h) Attach the regulator to the cylinder, the fixed flow regulator automatically starts introducing the calibration sample to the sensors. i)
Note: STEL is an acronym for Short Term Exposure Limit, showing the average reading for H2S and CO over the previous fifteen minutes. TWA is an acronym for Time Weighted Average, it shows the average reading over the last eight hours for H2S and CO. If eight hours have not passed since the last time the readings were cleared, the missing time is assigned a zero value in the readings.
Let the gas flow for two minutes, then press the MODE/POWER button to perform auto calibration for all sensors.
Note: If FAIL displays on the LCD and the buzzer sounds while auto calibration is taking place, it may be necessary to replace one or more sensors. Press the MODE/POWER button to see what sensors have failed. j)
The Model GX-2001 will enter the start-up sequence if none of the sensors failed the auto calibration cycle.
k) Remove the regulator from the cylinder, remove the adaptor plate from the instrument and store the calibration test kit.
Calibration
The instrument can now either be returned to the measuring mode ready to be used or stored.
Calibration is carried out by connecting the Calibration Check Kit to the calibration check gas cylinder (a specified four or three gas concentration with balance of nitrogen).
The use of the equipment and any maintenance carried out should be logged in the appropriate file in the ship’s computer system.
a)
Connect the adaptor plate to the instrument.
b) Attach the calibration tubing to the adaptor plate and the opposite end to the regulator. c)
Set the zero readings for the target gases as previously described.
d) Turn off the GX-2001. e)
Press and hold the AIR button then press and hold the MODE/ POWER button at the same time. Release both buttons when the buzzer sounds. The LCD screen displays CAL, the battery level, the date and time.
f)
Press either the DISP or AIR button to enter the Auto Calibration Mode. AUTO is displayed next to the battery icon at the top of the LCD.
g) Press the MODE/POWER button again. Use of the DISP or AIR buttons allows the operator to cycle through the preset calibration settings of the sensors starting with oxygen. To skip this section press the MODE/POWER button a second time to proceed.
Issue: Final Draft - November 2007
IMO No: 9323948
Section 6.4.3 - Page 2 of 2
Maersk Nautica
Deck Operating Manual
Illustration 6.4.4a Fire Detection System Wheelhouse
Fire Control Station
Central Unit in Bridge Console Flush Console Mounted Autrosafe - BS-320M
Engine Control Room Repeater Panel
Repeater Panel
FIRE FIRE
FIRE
More Events
Fault Function Disabled Function Delayed
Fault
Mute Panel
Function Delayed
Function Disabled Function Delayed
More Events
Mute Panel Silence Alarms
Fire Brigade Signalled
Power Fault
More Events
Function Disabled
Silence Alarms
Fire Brigade Signalled
Power
Reset System
Reset System
Mute Panel Silence Alarms
Fire Brigade Signalled Power
Battery 2x18Ah In Cabinet
Reset System
Testing
1
2
3
4
5
6
7
8
9
C
0
Ext. Alarm Disabled Ext. Alarm Fault System Fault Alarm Devices Disabled Alarm Device Fault
i
x
AUTRO SAFE
Mounting Plate
!
!C
!
!
!C
!
Detector Loop No. 01
Detector Loop No. 04
Fire Alarm to Engine Room Light Column
Engine Room
Undelayed
Fire Alarm to Elevator Fire Alarm in Engine Room Elevator
Fire Alarm to Ship’s Alarm System Failure Alarm to Ship’s Alarm System CH. Over Warning to Ship’s Alarm System
2 Minute Delay
Fire Alarm to Public Address System
Voyage Data Recorder
Programmable Control Outputs 7 PCS
Earth to Ship’s Hull
Control of Local Fire Extinguishing System 10 Zones
Ship’s Supply 230V AC Mains Supply 230V AC Emergency Supply
Issue: Final Draft - November 2007
6A 6A
M
M
10xDoor Holding Magnets 24V DC
IMO No: 9323948
Section 6.4.4 - Page 1 of 12
Maersk Nautica 6.4.4 FIRE DETECTION SYSTEM Manufacturer: Type: Model:
Autronica Fire and Security AS, Trondheim, Norway Interactive Autrosafe
General Description The Autronica Autrosafe Fire Detection system is a computerised, fully addressable menu-driven fire detection and alarm system. The operating panel, control unit and power supply are contained in a central cabinet on the bridge. There are four detection loops connected to the system and an internal 36Ah battery system is provided as back-up in the event of both main and emergency power failure. A full listing of the loops, the address number and associated detector types is available on the bridge, in the ship’s control centre (SCC) and the engine control room (ECR).
Deck Operating Manual Keys ALARM MUTE:
Operation This key is used to acknowledge the fire alarm and mute the buzzers.
Keys RESET:
Operation Fault handling key used to reset the faults.
ALARM RESET:
This key is used to reset the fire alarm.
ON, OFF, TIMER:
Operation keys used to choose the operation to perform.
ALARMS IN QUEUE: LEDs indicate multiple alarms which may be scrolled through using this key. Each alarm is listed in the alphanumeric display.
LIST:
List handling keys, the LIST key is used to open the list function. The arrow keys are used to scroll through the lists.
Indicators EXT. CONTROL ACTIVATED:
Description LED indicating that an external control output is active.
POWER ON:
Illuminated when the power is on.
DISCONNECTION:
General disconnection of detectors indicator.
SECTION/ DETECTOR NOT RESET:
LED indicating that an alarm reset has been attempted but failed. (Detector still in alarm)
TEST:
Is illuminated when the central unit is in test mode.
The Autronica Autrosafe system comprises a wide range of detectors and sensors to suit different requirements and conditions. It includes detector heads for different alarm parameters, for example, smoke, heat and flame. Manual call points, short-circuit isolators and a timer are connected to the loop where required. A fault in the system or a false alarm is detected immediately as the function of the individual detectors and other installed loop units are automatically and continuously tested.
Operating Panel
Two fire alarm repeater alarm units are also fitted, one is located in the ECR control and manoeuvring console and the other is located in the fire control section SCC.
Keys F1, F2, F3, F4:
The operating panel is used for controlling the system and to display extra information in case of a fire alarm. The alphanumeric display is used as a complement to the numeric display on the fire alarm panel, as a communication medium when operating the system and to display guiding texts for the function keys. Under normal conditions, when the central unit is in normal status, the text ‘Salwico CS3004’ is displayed together with the date and time. Operation Function keys, used for choosing functions from the menus in the display and for entering certain characters with no keys of their own.
In the event of alarm condition, a supervised relay in the central control panel provides a signal which activates the vessel’s central alarm system and a signal is provided to activate the automatic door closers in the cross alleyways etc.
0-9:
Numeric keys.
Central Unit Panel
Correction key:
The last key stroke is erased.
The central unit panel is divided into two parts, the fire alarm panel and the operating panel. The fire alarm panel is activated when there is a fire alarm in the system. The operator verifies and supervises the system by using the different keys and the display on the operating panel.
Return key:
The system returns to normal status, ‘Salwico CS3004’ is displayed.
S, D, SD, EA, EC, AD:
Command keys used to choose the unit (section/ detector No. etc) to operate.
MUTE:
Fault handling key used to acknowledge faults and to mute the buzzers.
ALARM TRANSFER: Is illuminated when the dedicated fire output is activated (steady light) and is flashing when the door is open, the fire output is deactivated. EXTERNAL ALARM:
Is illuminated when an external alarm output is disconnected or faulty.
DELAY OFF:
Is illuminated when the time delay is deactivated.
SYSTEM FAULT:
Is illuminated when a fault occurs in the system.
ABNORMAL COND: Is illuminated when an abnormal condition has occurred.
Fire Alarm Panel The fire alarm panel is activated when a fire alarm is detected on the system. The FIRE indicator flashes and the section number and detector address in alarm are displayed on the numeric display.
Issue: Final Draft - November 2007
IMO No: 9323948
Section 6.4.4 - Page 2 of 12
Maersk Nautica Fire Detection System Operation Detection of a Fire Alarm
Deck Operating Manual g) 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 out for 5 seconds.
FIRE lamp is flashing: A fire alarm is detected in the system. a)
At the main control panel on the bridge, open the cabinet door and press ALARM MUTE, to mute and acknowledge the fire alarm.
b) The FIRE indicator stops blinking and becomes steady red. The audible fire alarm, including the internal buzzer is permanently silenced when the ALARM MUTE is pressed. c)
The section number and detector address in alarm are displayed on the fire alarm panel and on the alphanumerical display on the operating panel.
Reset Fire Alarm Only one fire alarm may be reset at a time, ie, the displayed fire alarm. a)
b) Press ALARM RESET to reset the fire alarm. The system tries to reset the fire alarm. c)
d) The section number and the detector address are displayed on the first line and additional information about the location is displayed on the second line, if provided. ALARMS IN QUEUE lamp is flashing: There is more than one fire alarm in the system. a)
Press ALARM MUTE repeatedly, to mute and acknowledge all the fire alarms.
b) The FIRE and ALARMS IN QUEUE indicators stop flashing and become steady red when all the fire alarms are muted. The audible fire alarm is permanently silenced when the ALARM MUTE is pressed. c)
The section number and detector address in alarm are displayed on the fire alarm panel and on the alphanumerical display on the operating panel.
d) The address of the first fire alarm is displayed on the first line and additional information about the alarming unit is displayed on the second line, if provided. The address of the latest fire alarm is displayed on the third line and additional information about this unit is displayed on the fourth line. The total number of fire alarms is shown to the right on line one. e)
Press the ALARMS IN QUEUE button to display the next fire alarm.
f)
The second fire alarm address is displayed both on the fire alarm panel and on the alphanumerical display. The fire alarm is presented on the two first lines on the display. Five seconds after pressing ALARMS IN QUEUE, the first fire alarm is displayed again.
Issue: Final Draft - November 2007
Press the ALARMS IN QUEUE button repeatedly to select the appropriate fire alarm.
When a fire alarm is reset it disappears from the display and the fire alarm is moved to the fire alarm history list. The next fire alarm is then displayed, or if there are no more fire alarms the system returns to normal status, ‘Salwico CS3004’ is displayed with date and time.
d) If the fire alarm does not reset, the reason is displayed on line three. The indicator SECTION/DET NOT RESET is displayed. This could be because the detector still detects high levels of smoke, fumes and/or ionisation etc. The actual detector may also be faulty and should be investigated. Fire Alarms That Do Not Reset A detector that cannot be reset may be listed in two ways. Press the LIST or ALARMS IN QUEUE key. The ALARMS IN QUEUE key can only list the non-resettable fire alarms if all fire alarms are acknowledged and reset (ie, the ALARMS IN QUEUE LEDs are not illuminated ) and if all faults are acknowledged. If this is not the case, the ALARMS IN QUEUE key will only list the fire alarms that are not reset. a)
Press ALARMS IN QUEUE repeatedly to select the appropriate fire alarm. The fire alarm address is displayed on the fire alarm panel and the operating panel alphanumerical display.
b) Press ALARM RESET. The system tries to reset the fire alarm. If no key is depressed for about 60 seconds the display returns to the first nonresettable fire alarm. If the fire alarm is reset it disappears from the display and from the fire alarm list. The display then returns to the next fire alarm or if there are no more fire alarms it returns to normal status, ‘Salwico CS3004’ is displayed. If the alarm does not reset, the reason is displayed on line three. The problem should be investigated. The non-resettable fire alarm is displayed again.
IMO No: 9323948
The LIST key may always be used regardless of system status. Pressing LIST shows the fire alarms one by one on the first line of the alphanumerical display. They may then be reset in the normal way one by one. If the alarm does not reset, the reason is displayed on line three. The problem should be investigated. The not resettable fire alarm is displayed again. Fault Indication The FAULT indicator is flashing and the internal buzzer is sounding. One or more faults are detected in the system and the latest fault is displayed on the alphanumeric display. The first line displays the word FAULT, a fault code followed by the section number, the detector address, and a fault message. Additional text is displayed on line two, if provided The fault codes are listed in the manufacturer’s manual. Only one fault may be acknowledged at a time. Press M in the FAULT field to acknowledge the fault and mute the buzzer. The FAULT indication stops flashing and becomes steady yellow. The internal buzzer is permanently silenced. The fault is placed in a fault list and the alphanumeric display is changed. The next fault is displayed if there are more faults. Otherwise the display is changed and it returns to its previous status. The number of faults in the system and the order they occurred is displayed on line three. The fault list may be scrolled through by using the up and down arrow keys.
To Reset Faults a)
Press LIST to open the list function. Faults may only be reset from the fault list.
b) Press F2 to select the fault list. The latest fault is always displayed first. The fault list may be scrolled through using the list key. The LED on the arrow key isilluminated if there are more faults to be listed. c)
Press the arrow keys until the appropriate fault is displayed.
d) Press R in the FAULT field to reset the fault. The system attempts to reset the fault. e)
The fault is reset if it disappears from the list. The next fault is displayed after about 5 seconds. If the fault list is empty, the text LIST EMPTY is displayed, and the system returns to normal status, ‘Salwico CS3004’ is displayed. If the fault is not reset, the reason is displayed on line three. Investigation is required.
Section 6.4.4 - Page 3 of 12
Maersk Nautica
Deck Operating Manual
Disconnections
Disconnection of an Individual Detector Head
Different parts of the fire alarm system may be disconnected, for instance, sections, detectors, manual call points, section units, alarm devices, external control devices and loops. This may be useful when there is hot work being carried out in a particular section or the removal of detectors is required due to structural shipboard work, etc. A whole section may be disconnected permanently or for a defined time interval by using the timer function. The disconnected section may only be reconnected from the ‘Disconnections’ list.
a)
When operating the system a mistake may be corrected using the BACK key to erase one step at a time backwards. To interrupt the disconnection function and return to normal status, press the RETURN key. The system returns to normal status and ‘Salwico CS3004’ is indicated.
b) Enter a section number, eg, 1.
Select MENU then enter the four digit access code 2222, press S to select the section.
b) Enter a section number. If only a certain type of detector in the whole section is to be selected for disconnection press one of the following after having first selected the section number:
Press ‘D’ for a detector or Press ‘SD’ for a smoke detector or Press F4 (menu) followed by F3 for a thermal detector
c)
Press OFF to disconnect the section. All detectors or type of detectors that were selected in that section will immediately be disconnected.
Press ‘SD’ for a smoke detector followed by the detector address ID number, eg, 40. This would then indicate section 1 detector 40, which corresponds to ‘SD1040 - A- DECK STAIRWAY’.
or, section number, eg, 2,
Press F4 (menu) followed by F3 for a thermal detector followed by the detector address ID number, eg, 3. This would then indicate section 2 detector 3, which corresponds to ‘FD203 FORE PEAK STORE’.
Disconnection of a Whole Section a)
Select MENU then enter the four digit access code 2222, press S to select the section.
c)
Press OFF to disconnect the selected detector. When the section is disconnected the text on line three is changed to ORDER DONE. The DISCONNECTION LED is illuminated if this is the first active disconnection in the system.
Disconnection of an Individual Detector Head for a Defined Time Period It is possible to disconnect a detector head, a whole section or a series of detectors in a section that will be reconnected automatically after a set time period. The maximum time allowable for this procedure is 24 hours. The example described is for a single head, for details of the other examples please consult the manufacturer’s manual which indicates the steps to be followed. a)
Select MENU then enter the four digit access code 2222, press S to select the section.
d) When the section is disconnected the text on line three is changed to ORDER DONE.
b) Enter a section number, eg, 1.
e)
The DISCONNECTION LED is illuminated if this is the first active disconnection in the system.
f)
A message is displayed on line three, for about five seconds, if the system cannot disconnect the section. The system then returns to the previous menu.
g) Continue to define the next disconnection or, if finished, return to normal by pressing RETURN.
Issue: Final Draft - November 2007
d) Press OFF to set the disconnection. The section, detector and time allowed will be indicated on the first line. When the section is disconnected the text on line three is changed to ORDER DONE. The DISCONNECTION LED is lit if this is the first active disconnection in the system.
c)
Press ‘SD’ for a smoke detector followed by the detector address ID number, eg, 49. This would then indicate section 1 detector 49, which corresponds to ‘UPPER DECK (LAUNDRY)’.
Reconnection of a Detector The monitoring system must be in standby condition in order to select detectors or sections to be reconnected. a)
Press either the ON or LIST button. The display will show a series of lists that may be selected, FIRE ALARM, FAULT, DISCONN or MORE.
b) Press F3 for DISCONN. A list will be presented on the display, the last disconnection the was made will be shown first along with its identification address and the total amount of disconnections that are in the list. c)
Use the up and down arrow keys to scroll through the list until the selected detector is displayed. The LED on the arrow keys will light up if there are more disconnections listed.
d) When the detector has been identified, press the ON button, the display will show EXECUTING ORDER. When the reconnection is complete the display will show ORDER DONE. If further reconnections are to be carried out use the arrow keys to select the required detector, then follow the procedure as indicated above. e)
If no further reconnections are to be made the system will return to normal status after a period of time. If all of the detectors have been reconnected the display will indicate LIST EMPTY. After five seconds the system will return to normal status and ‘Salwico CS3004’ will be displayed on screen.
Further in-depth operations are available from the manufacturer’s manual.
Selection of detector or a thermal detector follows the same pattern as previously described, except use ‘D’ or F4 followed by F3 respectively. Press TIMER followed by the time required in hh:mm using the 24 hour clock.
IMO No: 9323948
Section 6.4.4 - Page 4 of 12
Maersk Nautica
Deck Operating Manual
Illustration 6.4.4b Fire Alarm and Detection Equipment - Navigation Deck Navigation Deck
DP
Lift Top Key
24
A-Class fire door M
Converter Room
A-Class fire door, magnetic lock Manually operated call point
DP
Funnel
Wheelhouse
Space monitored by smoke detector M DP
Space monitored by smoke detector (Damp proof) Fire alarm central panel
Fire Locker
Toilet
Issue: Final Draft - November 2007
IMO No: 9323948
Section 6.4.4 - Page 5 of 12
Maersk Nautica
Deck Operating Manual
Illustration 6.4.4c Fire Alarm and Detection Equipment - D Deck and E Deck D Deck
E Deck
Key
A-Class fire door
M
Lift
A-Class fire door, self-closing
Cable Duct
Cable Duct
A-Class fire door, magnetic lock
CGL
CGL Chief Engineer’s Day Room
Manually operated call point
DP
Space monitored by smoke detector (Intrinsically Safe) Space monitored by smoke detector (Damp proof)
Captain’s Day Room
M
M Electrical Equipment Room
Chief Engineer’s Office
Battery Room
Captain’s Office
ES
DP
Issue: Final Draft - November 2007
Captain’s Bedroom
Funnel
Space monitored by smoke detector
ES
Lift
Chief Engineer’s Bedroom
IMO No: 9323948
Section 6.4.4 - Page 6 of 12
Maersk Nautica
Deck Operating Manual
Illustration 6.4.4d Fire Alarm and Detection Equipment - C Deck C Deck Dn
1st Engineer’s Day Room
Up
1st Engineer’s Bedroom
Dn Conference Room
Key
Lift A-Class fire door A-Class fire door, self-closing M
DP A-Class fire door, magnetic lock
Cable Duct
Pilot
1st Officer’s
Funnel
Manually operated call point
DP
Manually operated call point (Damp proof)
DP
DP
Space monitored by smoke detector
DP
M
Officer’s Smoking Room
Air Conditioning Room
Space monitored by smoke detector (Damp proof)
DP Chief Officer’s Bedroom Dn
DP
Up
Chief Officer’s Day Room
Dn
Issue: Final Draft - November 2007
IMO No: 9323948
Section 6.4.4 - Page 7 of 12
Maersk Nautica
Deck Operating Manual
Illustration 6.4.4e Fire Alarm and Detection Equipment - B Deck B Deck Up Dn Crew Dressing Room
Ship’s Assistant (G)
Officer’s Dressing Room
Ante (F)
Dn
Up
2nd Engineer
Ante (E)
Lift Machinery Room
Ante (D)
Lift
Ante (C)
Cable Duct
Key Engine Casing
A-Class fire door A-Class fire door, self-closing M
DP
DP
Spare Officer (B)
CGL
DP
A-Class fire door, magnetic lock
Spare Officer (A)
Spare Officer (C)
Ship’s Assistant (F)
Manually operated call point Space monitored by smoke detector
M DP
Space monitored by smoke detector (Damp proof)
M
Ante (B) DP
DP
Stew Ante (A)
Dn
Spare Officer (D)
Lockers Lockers PPE 2
Spare Officer (F)
Up
2nd Officer
Chief Steward’s Bedroom
Spare Officer (E) Chief Steward’s Day Room
Dn Up
Issue: Final Draft - November 2007
IMO No: 9323948
Section 6.4.4 - Page 8 of 12
Maersk Nautica
Deck Operating Manual
Illustration 6.4.4f Fire Alarm and Detection Equipment - A Deck A Deck Up
Dn
Dn
Crew’s Day Room
Vegetable Room Dome Store
C
Key
A-Class fire door
Dn
A-Class fire door, magnetic lock
DP
Dry Provisions Store
Manually operated call point
DP
DP
DP
Up
M
Space monitored by smoke detector (Damp proof)
Dn
Cold chamber alarm bell
Dn
Repeater panel
80°
Ante (D)
M
Ante (E)
80°
Space monitored by flame detector
Signal light column (General, Fire, CO2 release, Machinery, Telegraph alarms)
Ante (C)
Clean Locker
DP
DP
Cable Duct
Space monitored by smoke detector
DP
Ante (B)
Lift
Engine Casing
Manually operated call point (Damp proof)
Ship’s Assistant (A)
Bonded Store
C
A-Class fire door, self-closing M
Beer Store
Meat Room
Galley DP
80°
DP
M
Toilet
Heat detector for galley DP
Dining Saloon C
Cold chamber pushbutton
Swimming Pool
Ship’s Control Centre with Fire Control Station Duty Mess Room
Dn
Up Dn
Issue: Final Draft - November 2007
IMO No: 9323948
Section 6.4.4 - Page 9 of 12
Maersk Nautica
Deck Operating Manual
Illustration 6.4.4g Fire Alarm and Detection Equipment - Upper Deck Accommodation Upper Deck
Dirty Dressing Area
Garbage Room
Rescue Locker
DP
DP
Deck Store
Key
Lamp Store
Emergency Generator Room
A-Class fire door
DP
A-Class fire door, magnetic lock
DP
Toilet
DP
Manually operated call point
DP
Dn
Lift
Manually operated call point (Intrinsically Safe)
EX
Gymnasium
Deck Store
A-Class fire door, self-closing M
Changing Area
Cable Duct
DP
CGL
Manually operated call point (Damp proof)
DP
Engine Casing
DP
Signal light column (General, Fire, CO2 release, Machinery, Telegraph alarms)
H 80°
Space monitored by flame detector (Intrinsically Safe)
AC.
Hospital pushbutton
OX.
Heat detector for galley
M
80°
Space monitored by smoke detector (Damp proof)
ES
ES
Pump Room
CO2 Room
Space monitored by smoke detector (Intrinsically Safe)
DP
DP
Linen Locker
Space monitored by smoke detector
ES
EX
DP
DP
Cofferdam
Deck Store
Swimming Pool
DP
ES
Suez Crew Room
Lockers
Paint Store
ES
Infirmary
Ship’s Laundry
Hydraulic Power Unit Room
Foam Room
H
Issue: Final Draft - November 2007
IMO No: 9323948
Section 6.4.4 - Page 10 of 12
Maersk Nautica
Deck Operating Manual
Illustration 6.4.4h Fire Alarm and Detection Equipment - Engine Room 1st, 2nd, 3rd Deck and Steering Gear Room 1st Deck (Control Room Top)
3rd Deck 2nd Deck
No.2 Heavy Fuel Oil Bunker Tank (Port)
No.2 Heavy Fuel Oil Bunker Tank (Port)
No.3 Heavy Fuel Oil Bunker Tank (Port)
No.1 Heavy Fuel Oil Bunker Tank (Port)
LSFO LSFO HFO FO Service Settling Service Settling Tank Tank Tank Tank
No.1 Heavy Fuel Oil Bunker Tank (Port)
Electric Workshop Store Room
DP
DP
Void Space
DP
DP
DP
DP
DP
DP
DP
DP No.2 Marine Diesel Oil Storage Tank
Purifier Room
DP
ES
DP
DP DP
DP DP Pump Room Access
DP
DP
ES Pump Room Access
DP
DP
DP DP
EX
DP
EX DP
DP
DP
DP
DP DP Steering Gear Room
DP DP
DP
DP
DP DP DP
DP DP
DP
No.1
No.2
DP
DP DP
DP DP
Fuel Valve Test Room
DP DP DP DP
Pipe Duct
No.2 Heavy Fuel Oil Bunker Tank (Starboard)
No.2 Heavy Fuel Oil Bunker Tank (Starboard)
No.1 Heavy Fuel Oil Bunker Tank (Starboard)
No.1 Heavy Fuel Oil Bunker Tank (Starboard)
DP DP
Key Manually operated call point EX
DP
Manually operated call point (Damp proof)
Issue: Final Draft - November 2007
Manually operated call point (Intrinsically safe) ES Space monitored by smoke detector DP
Space monitored by smoke detector (Intrinsically safe) Space monitored by smoke detector (Damp proof)
IMO No: 9323948
Space monitored by flame detector Signal light column (General, Fire, CO2 release, Machinery, Telegraph alarms)
Repeater panel
Section 6.4.4 - Page 11 of 12
Maersk Nautica
Deck Operating Manual
Illustration 6.4.4i Fire Alarm and Detection Equipment - Engine Room Floor and Turbine Flat Turbine Flat
Floor Plan
DP DP DN
No.1
DN
UP
DP DP
DP
No.2
ES
No.3 DP
DP
Main Engine
DP
DP
ES
DP UP
UP
UP
DP
Key
DP
ES DP
DP
Manually operated call point (Damp proof) Space monitored by smoke detector (Intrinsically safe) Space monitored by smoke detector (Damp proof) Signal light column (General, Fire, CO2 release, Machinery, Telegraph alarms)
Issue: Final Draft - November 2007
IMO No: 9323948
Section 6.4.4 - Page 12 of 12
Section 7: Bridge Layout and Equipment 7.1 Bridge Layout and Equipment
7.1.1 Bridge Consoles and Equipment
Illustrations
7.1.1a Bridge Layout
7.1.1b Bridge Main Console
7.1.1c Bridge Chart Table Forward and Planning Console
7.1.1d Bridge Radio Table Layout and Overhead Display
7.1.1e Aft Bulkhead Lighting and Alarm Control Panel
7.1.1f Bridge Wing Console
Maersk Nautica
Deck Operating Manual
Illustration 7.1.1a Bridge Layout 5
5
BRIDGE WATCH MONITORING SYSTEM
1 4 7
2
HCTAW EGDIRB METSYS GNIROTINOM
1
3
5
6
8
9
0
AISGPS
Lat 59° 0.232' N Long 18° 0.255' E
12 May 09:50
?
1
S
MMSI 4000 4001 4002 4003 4004 4005 4006 4007 4008 Extended Info
3 6 9
2
1
5
4
8
7
0
MODE
STATUS E
2
POSITIONING SYSTEM
N W
NAME ISABELLE CATRINE MICHELLE YVETTE ANNA BETTAN CAROLA DAGNY ELIZA Send SRM
RNG 0.3 1.3 2.5 3.6 4.8 6.0 7.1 8.2 9.3
BRG 72 43 32 28 30 28 28 28 28
ABC
2 DEF
5
6
MNO
PQR
7
8
STU
VWX
. +
0
KELVIN HUGHES
3 GHI
4 JKL
9
KELVIN HUGHES
'
24
Kelvin Hughes ECDIS
-
340
350
000
010
RM(T) HDG 020
330
TX A (S) MASTER
N UP
030
320
WGS84
060
290
Charts
070
280
080
RANGE T BRG CPA TCPA COG SOG BCR BCT
(No Results Selected)
090
270
CTS
Dist to WOP Time to WOP
260
ETA at final WP
100
Tools 55°33.267’N 009°46.463’E
Rng Brg
110
250
Select/ Query Feature
-
PM HL EVENT ENH OFF GAIN RAIN SEA TUNE
Context Menu
+ SYS FAIL
BRIGHTNESS
POWER
230
210
-
150
+
200
190
180
170
160
CENTRE
AZ
PI
ARPA
SYSTEM
NAV
TRIAL
MAPS
BRILL
(This Line is used for Permanent Prompts) (This Line is used for Temporary Prompts) SYS FAIL
-
F6
6 T
F C
8 U
H B
9 I
J N
F9
F8
F7 7
Y
G V
F10
F11
50
0
16
6
PUSH TO OPEN
SYS FAIL
POWER
+ SYS FAIL
BRIGHTNESS
POWER
20
0 50
50 10
LOCAL SIGNAL LIGHTS CONTROL
30
150 150
RPM
150 150 AHEAD
0
bar
LOCAL SIGNAL LIGHTS CONTROL
NAVIGATION LIGHTS CONTROL MAIN
NAVIGATION LIGHTS CONTROL RESERVE
40
AHEAD
Esc
P
L <
9
0
F12
0 O
K M
+
BRIGHTNESS
50
5 R
D X
F5
F4 4
E
S Z
NAVTEX RECEIVER
3
5 8
6
v3.05
150 150ASTERN
F3 3
W A
16
TOOLS
ASTERN
F2 2
Q
9
0
POWER
100 100
F1 1
2
4 7
3
5 8
130 140
220
AFC BRIGHTNESS
Esc
2
4 7
LAT 13°52.410 N LON 042°55.940 E LOC 14:32:11 W84
120
AUTO
1
1
TARGET ---.- NM ---.- ° --.- NM --.- MIN ---.- ° --.- KT -.- NM -- MIN
OWN POSITION (NAV)
964 m 271.1°
240
NAV
NO ALARMS
Routes
MANUAL STEERING (No Results Selected)
Alt.
XTE
COG 060.3°
T VECTORS 12.0 MIN T TRAILS LONG 3MIN EBL 1 OFF RRM 1 OFF EBL 2 OFF VRM 2 OFF
050
300
009°47.386’E
Datum
060°
SOG 14.3 KT
040
310
STBY
MP
D Simulator 1
55°33,257’N
NM
RR 4 NM
Main Menu
Heading T 065.9° Speed W 01.0 kts 065.9° COG DR SOG 01.0 kts Time +01H 16:58:24 Depth Sim1 22.3 m Sensor
+
RANGE
YZ
!?&
Sort By Bearing
F1 1
F2 2
Q
>
F3 3
W A Z
5 R
D X
6 T
F C
F6
F5
F4 4
E
S
8 U
H B
9 I
J N
F9
F8
F7 7
Y
G V
F10
F11
F12
0 O
K M
P
L <
>
1
1 1
KELVIN HUGHES
2 5
6
8
9
7 KELVIN HUGHES
2
3
3 4
4 4 7
2
3
KELVIN HUGHES
5
6
8
9
7
5
6
8
9
0
KELVIN HUGHES
0
0
Wheelhouse
LMX 420 Navigation System Professional GPS Navigator
1
NAV
GPS STATUS
GPS1
SNR 42 39 48 50 44 47 50
18 26 14
1
23 21
Used sats :
26
17
5
11 24
4
12
PLOT JKL
3
W
6
Visible sats : Available sats : Elevation mask :
ABC
2
RTE DEF
3
WPT GHI
N 21
40 30 PRN 12
14
5
TIDE MNO
6
AUX PRQ
E 1
7
POS
8
GPS
STU
VWX
E
CFG
9
DGPS YZ
23
7.5°
S
0
C
KELVIN HUGHES
Longitudinal Speed WT
SAL SD4-2
BT
0735 05
Transverse Speed
Mode
Mode
WT
p/ Total Tri
Press 2 sec Reset Trip
Test
-
+
Esc Menu Enter
3
DIM
4
Radio Equipment Room
Lift Top
Converter Room
Toilet Fire Locker
Dn
Up
Dn
Key 1 -
Forward Chart Table - See Illustration 7.1.1c
2 -
Bridge Main Console - See Illustration 7.1.1b
3 -
Planning Console - See Illustration 7.1.1c
4 -
Bridge Radio Table - See Illustration 7.1.1d
5 -
Bridge Wing Console - See Illustration 7.1.1f
Issue: Final Draft - November 2007
IMO No: 9323948
Section 7.1.1 - Page 1 of 7
Maersk Nautica 7.1
bridge layout and equipment
7.1.1 bridge consoles and equipment The bridge consists of four main areas: the main navigation and steering console, the forward chart table, the planning console and the radio space. There are also bridge and overhead consoles. Main Control Console The main navigation and steering console occupies the starboard forward area of the wheelhouse and contains the following main equipment:
Deck Operating Manual Forward Chart Table
• Digital compass repeater
The forward chart table is used in the routine navigation of the vessel and contains the following equipment:
• Digital echo sounder display
• X-band radar
• Waypoint display
• ECDIS display Also overhead in the starboard forward corner of the wheelhouse is the pirate radar.
• Speed log indicator • AIS display • No.1 DGPS unit • Bridge watch alarm monitoring
• S-band radar Planning Console
• Steering system and associated controls
The planning console is used as the passage planning and routing chart table. It contains the following equipment:
• No.1 VHF/DSC transceiver and handset • VHF remote handset • Echo sounder display • Whistle controller • Automatic telephone • Sound powered telephone • Public address control panel • Main engine RPM, horse power and starting air pressure indicators • Bridge alarm panel • Bridge watch unit
On the after bulkhead, at the rear of the radio space are located the following items: • Master clock system • Fog gong and bell control panel
• ECDIS • Main engine controls
• Rudder angle display
• Public address system • Inert gas monitoring panel
• No.2 DGPS unit
• Deck lighting panel
• DGPS printer
• Fire alarm system
• Speed log indicator
• Gas alarm panels
• Bridge watch alarm monitoring panel
• Local fire fighting indicator panel • Course recorder
Radio Space The radio space occupies the starboard aft area of the bridge and contains the following equipment: • GMDSS console with Inmarsat-C system, MF/HF DSC transceiver, battery charger control panel and shared printer for Inmarsat-C and the MF/HF transceiver
Bridge Wing Consoles The bridge wing consoles house the following manoeuvring equipment: • Mini wheel and take-over panel • Speed log indicator • Rudder angle indicator
• Navigation lights main and spare panels
• Inmarsat-F handset, distress alarm unit, monitor, PC, facsimile machine and printer
• Signal light panel
• Iridium telephone
• VHF handset
• International signal light panel
• LAN computer and printer
• Main engine control panel • Whistle pushbutton
• Emergency stop pushbuttons for fans • Computer and monitor for DC C20 workstation
Overhead Console
• VDR remote alarm panel
At forward end of the wheelhouse there is an overhead console containing the following instruments:
• NAVTEX • Analogue telephone for Inmarsat-F • Remote DSC panel • No.2 VHF/DSC transceiver and handset • Bridge watch monitoring alarm panel
Issue: Final Draft - November 2007
• Talk-back station with microphone
• Slave clock
Wheelhouse Port Work Surface On the work surface close to the door: • 3 GMDSS VHF handsets and charger
• Main wind display • Rate of turn indicator • Speed log indicator • Main engine RPM indicator IMO No: 9323948
Section 7.1.1 - Page 2 of 7
Maersk Nautica
Deck Operating Manual
Illustration 7.1.1b Bridge Main Console
3
12
6
13
20 15
1
2
1
5
4
4 7
8
9
2 5
6 9 16
11
21 -
+ SYS FAIL
BRIGHTNESS
54
46
48
50
50
150 150ASTERN
57
55
58
61
47
53 52
49
56
0
20
0 50
100 100
ASTERN
50 10
30
150 150
RPM
150 150 AHEAD
0
2 5
7
8
9
0
16
27 PUSH TO OPEN
26
51
32
bar
POWER
23
25
28
29
30
+ SYS FAIL
BRIGHTNESS
POWER
40
43
LOCAL SIGNAL LIGHTS CONTROL
39
LOCAL SIGNAL LIGHTS CONTROL
38
NAVIGATION LIGHTS CONTROL MAIN
37
35
NAVIGATION LIGHTS CONTROL RESERVE
40
AHEAD
33
41
44
45 42
16
18
Esc
F1 1
F2 2
Q
W A
2
3
5
6
7
8
9
5 R
D X
6 T
F C
F6
F5
F4 4
E
S Z
1 4
F3 3
Y
G V
8 U
H B
9 I
J N
F9
F8
F7 7
O K
M
F10
F11
F12
0 P
19
L <
>
KELVIN HUGHES
1
2
3
4
5
6
7
8
9
36
1
2
3
4
5
6
7
8
9
34
0
KELVIN HUGHES
0
59
31 NAVTEX RECEIVER
3 6
14
-
60
1 4
22
3
8 0
10
7
24
17
0
50
Key 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18
-
Steering Gear Control and Alarm Panel Echo Sounder Display Steering Compass Repeater Main Engine Horse Power Meter Dimmer Panel for Magnetic Compass Window Wiper Control Unit Dimmer for Digital Echo Sounder Repeater Dimmer for Overhead Waypoint Indicator Dimmer for Wind Indicator Dimmer Control Panel No.1 VHF DSC Transceiver Window Heater Controls Gooseneck Light with Dimmer No.1 VHF DSC Handset S-Band Radar Display S-Band Radar Trackball ECDIS Display ECDIS Keyboard
Issue: Final Draft - November 2007
19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36
-
ECDIS Trackball No.2 VHF DSC Transceiver with Handset Fire Alarm Manual Call Point Off Course Alarm Panel Bridge Watch Monitoring Alarm Panel Remote DSC Panel Buzzer for Bridge Watch Monitoring System VDR Remote Alarm Panel Gooseneck Light with Dimmer Pump Room Fans Emergency Stop Pushbutton Accommodation Fans Emergency Stop Pushbutton Engine Room Fans Emergency Stop Pushbutton NAVTEX Monitor for DC C20 Workstation Operator Control Panel for DC C20 Workstation Automatic Telephone Public Address Alarm Panel Analogue Telephone for Inmarsat-F
IMO No: 9323948
37 38 39 40 41 42 43 44 45 46 47 48 49 50 51 52 53 54
-
Navigation Lights Reserve Panel Navigation Lights Main Panel Local Signal Light Panel International Signal Lights Panel Automatic Telephone Main Engine Control Panel (ACP & LTU) Main Engine Starting Air Pressure Indicator Buzzer for LTU Control Panel Buzzer for ACP Control Panel Main Engine RPM Indicator Gyrocompass Selection Switch No.2 Micropilot Display and Control Panel Steering Mode Selector Switch NFU Tiller Helm Wheel Compass Monitoring and Selector Panel Dual LED Dimmer Call Up Mode Display Unit
55 56 57 58 59 60 61
-
No.1 Micropilot Display and Control Panel Sound Powered Telephone Bridge Alarm Panel Whistle Controller Public Address Control Panel Bridge Watch Unit VHF Remote Handset
Section 7.1.1 - Page 3 of 7
Maersk Nautica
Deck Operating Manual
Illustration 7.1.1c Bridge Chart Table Forward and Planning Console
Aft Planning Console With Chart Table
Foward Chart Table 1
12
AISGPS
N
POSITIONING SYSTEM
5
6
6 MODE
STATUS W E
Lat 59° 0.232' N Long 18° 0.255' E
S
MMSI 4000 4001 4002 4003 4004 4005 4006 4007 4008
12 May 09:50
?
Extended Info
1
2
NAME ISABELLE CATRINE MICHELLE YVETTE ANNA BETTAN CAROLA DAGNY ELIZA Send SRM
RNG 0.3 1.3 2.5 3.6 4.8 6.0 7.1 8.2 9.3
BRG 72 43 32 28 30 28 28 28 28
ABC
2
3
DEF
5
GHI
4
5
6
JKL
MNO
PQR
7
3
7
8
STU
VWX
. +
0
9 YZ
'
Main Menu
Heading T Speed W COG DR SOG Time +01H Depth Sim1
11
10 ESC
KELVIN HUGHES
2 1
NAV
GPS STATUS
1
23 21
Used sats :
26
17
6
Visible sats : Available sats : Elevation mask :
ABC
4
12
PLOT JKL
3
W
5
11 24
23
7.5°
S
14
2
RTE DEF
5
TIDE MNO
3
010
RM(T) HDG 020
GHI
7
8
GPS
STU
VWX
E
CFG
0
040 050 060
300 290
(No Results Selected)
070
280
080
270
090
RANGE T BRG CPA TCPA COG SOG BCR BCT
9
YZ
XTE
CTS
260
100
Dist to WOP Time to WOP
4
Rng Brg
240 PM HL EVENT ENH OFF GAIN RAIN SEA TUNE
964 m 271.1°
Longitudinal Speed
Select/ Query Feature
WT
SAL SD4-2
BT
0735 05
Context Menu
Transverse Speed
-
Mode
230
Mode
WT
Trip/ Total
Reset Trip
-
Esc Menu Enter
NM ° NM MIN ° KT NM MIN
SYS FAIL
17
4
12
PLOT JKL
3
W
5
14
S
2
RTE DEF
5
TIDE MNO
3
WPT GHI
6
AUX PRQ
E 1
7
POS STU
23
8
GPS
VWX
0
CFG
9
DGPS YZ
C
KELVIN HUGHES
3
4
Longitudinal Speed WT
SAL SD4-2
BT
0735 05
Transverse Speed
Mode
Press 2 sec Mode
WT
Trip/ Total
Reset Trip
Esc Menu Enter
Test
-
+ DIM
210
150 200
190
180
170
160
CENTRE
TOOLS
AZ
PI
ARPA
SYSTEM
NAV
TRIAL
MAPS
BRILL
140
220 AUTO AFC
(This Line is used for Permanent Prompts) (This Line is used for Temporary Prompts)
v3.05
+
BRIGHTNESS
Test
TARGET ---.---.--.--.---.--.-.--
26 6
11 24 7.5°
130
Press 2 sec
23 21
E
LAT 13°52.410 N LON 042°55.940 E LOC 14:32:11 W84
120
1
Visible sats : Available sats : Elevation mask :
OWN POSITION (NAV)
Tools 55°33.267’N 009°46.463’E
3
110
250
ETA at final WP KELVIN HUGHES
ABC
N 21 18 26
14
Used sats :
NO ALARMS
DGPS
C
SNR 42 39 48 50 44 47 50
30 PRN 12
NAV
T VECTORS 12.0 MIN T TRAILS LONG 3MIN OFF EBL 1 OFF RRM 1 OFF EBL 2 OFF VRM 2
MANUAL STEERING
PRQ
Alt. POS
320
SOG 14.3 KT
WGS84
(No Results Selected)
6
AUX
1
NAV
GPS STATUS
GPS1
COG 060.3°
060°
40
N UP
030
Routes
WPT
E 1
000
22.3 m
009°47.386’E
N 21 18 26
14
350
310
MP
01.0 kts 16:58:24
D Simulator 1
Charts
Professional GPS Navigator
340 330
STBY
065.9°
55°33,257’N
LMX 420 Navigation System
GPS1
065.9° 01.0 kts
Sensor Datum
40
-
TX A (S) MASTER
8 PAGE
1
SNR 42 39 48 50 44 47 50
Professional GPS Navigator
NM
RR 4 NM
Kelvin Hughes ECDIS
Sort By Bearing
13 LMX 420 Navigation System
24
4
9
30 PRN 12
KELVIN HUGHES
+
RANGE KELVIN HUGHES
!?&
11
+
POWER
+
BRIGHTNESS
SYS FAIL
12
10
POWER
DIM
7
8 Esc
F1 1
F2 2
Q
F3 3
W A
S Z
5 R
D X
6 T
F C
F6
F5
F4 4
E
G V
8 U
H B
9 I
J N
F9
F8
F7 7
Y
K M
F10
F11
9
F12
0 O
P
L <
>
KELVIN HUGHES
KELVIN HUGHES
Key 1
-
Automatic Identification System (AIS)
2
-
No.1 DGPS Unit
3
-
Speed Log Indicator
4
-
Bridge Watch Monitoring Alarm Panel
5
-
Back-up ECDIS Console
6
-
Radar Console (X-Band)
7
-
Back-up ECDIS Keyboard
8
-
Back-up ECDIS Trackball
9
-
X-Band Radar Trackball
10 -
Buzzer for Bridge Watch Monitoring System
11 -
DGPS Print
12 -
DGPS Switch
13 -
No.2 DGPS Unit
Issue: Final Draft - November 2007
IMO No: 9323948
Section 7.1.1 - Page 4 of 7
Maersk Nautica
Deck Operating Manual
Illustration 7.1.1d Bridge Radio Table Layout and Overhead Display
Pirate Watch Radar
Wheelhouse Overhead Console 1
Key
2
3
4
5
6
7
8
9 FURUNO
1
-
Slave Clock
2
-
Wind Main Display
3
-
Rate of Turn Repeater
4
-
Speed Indicator
5
-
Main Engine RPM Indicator
6
-
Digital Compass Repeater
7
-
Echo Sounder Display
8
-
Rudder Angle Indicator
9
-
Waypoint Indicator
GaAs FET FRONT END 8-TONE DAYLIGHT DISPLAY
0 10
10
0 50
360
PORT
50
SAL
SD2-1 U/N 701151
20 270
20
100
100
90
HDG / G 287.4°
40
STBD
40
30
m/s kts
RUDDER ANGLE
30
SELECT CANCEL
SELECT
MODE Approvals:
150
BSH/88/26L/96 DRA-TT/35/94-02
30
180 DEIF MALLING
30 PORT
STBD
Test
WT
BT
knots
ASTERN
m/s
rpm
20
150
10
AHEAD
CANCEL
20 10
MENU MENU
DIM
ACQ ENTER
ACQ
ENTER
GUARD GUARD
RANGE RANGE EBL/VRM SELECT EBL/VRM SELECT GAIN GAIN
HM_OFF _OFF A/C HM SEA A/C SEA
F1
A/C RAIN F1 A/C RAIN
F2
EBL/VRM CONTROL EBL/VRM CONTROL
TLL TLL
A/C AUTO A/C AUTO BRILL BRILL ST BY TX ST BY TX
F2
POWER POWER
R
Key
1
NEW
1
ABC
JKL DIM STU
4 7
SHIFT
*
DISTRESS
MENU
EDIT DEF
REDIAL
2
MNO
5
VWX
8 0
DEL GHI
PQR
YZ
OK
3 6
2
9 #
IRIDIUM
1
-
Iridium Telephone Handset
2
-
Inmarsat-F Distress Alarm Unit
3
-
Monitor for Inmarsat-F
4
-
Printer
5
-
Double AC220V Socket
6
-
HC4500 MF/HF Control Unit
7
-
Monitor for LAN
8
-
Printer
9
-
SAT-C Data Terminal
Issue: Final Draft - November 2007
6
SAILOR
Handset
SAILOR H4500 MF/HF CONTROL UNIT
Rx LOG Tx CALL
CALL
5
ADDR BOOK
ALARM
TEL DSC SCAN
1
STO
SCAN
ABC
ABC
PWR PQR
3
6
1
DEF
DEL
2
GHI
7
VWX
DIM STU
SQ
3
JKL
SPK
INT-C
4
ALARM
8
YZ.
9
MNO
2182 DIST FREQ
5
DISTRESS DISTRESS
FUNC .
0
SHIFT
ON/OFF
4
9 8
SAILOR H2095C SAT-C Transceiver
BATTERY 1
V
BAT 1-2
A
5
DIM
BATTERY 2
EMERGENCY LIGHT
7
Press Key for 5 seconds to send alarm
MUTE TEST 1
BATTERY ALARM
2
IMO No: 9323948
1
AC ALARM
2
Section 7.1.1 - Page 5 of 7
Maersk Nautica
Deck Operating Manual
Illustration 7.1.1e Aft Bulkhead Lighting and Alarm Control Panel
INSERT GAS BRIDGE PANEL
FIRE ALARM SYSTEM
10 I M C O S TM
1
IGG BRIDGE PANEL 4
FIRE Gitiesse More Events
Fault Function Disabled Function Delayed
IMCOS
7
Mute Panel Silence Alarms
Fire Brigade Signalled Power
9
Reset System
3 Testing
1
2
3
4
5
6
7
8
9
C
0
11
Ext. Alarm Disabled
COMMON FAULT
Ext. Alarm Fault
DECK MAINLINE PRESSURE
System Fault Alarm Devices Disabled Alarm Device Fault
mbar 200 100
x
i
0
AUTO SAFE
Key
SEC
MANUAL
MANUAL
A C / D C D U A L S U P P LY P OW E R A M P L I F I E R
ALARM PANEL
1. AC Light Distribution Board 2. Course Recorder Printer 3. Inert Gas Bridge Panel 4. Local Fire Fighting Indicator Panel 5. Gas Alarm Panels 6. Elevator Telephone 7. Fire Alarm System Control Panel 8. Deck Lighting Control Panel 9. IMCOS Communication Panel 10. Public Address System 11. CD Player 12. Master Clock Control Panel 13. Fog Gong and Bell Control Panel
8
YORK FIRE FIGHTING
ELEVATOR TELEPHONE
A LA R M S
PEAK
ON
12
FFWD
FFWD
UTC
LOCAL TIME
FBACKWD
UTC MONITOR
LOCAL TIME MONITOR
Gitiesse
Gitiesse
AUTO
OUTDOOR LIGHTING CONTROL PANEL -1H
FA U LT
+1H
(+11H) STEP
OV E R L OA D
IMCOS J504 - Master Clock Gitiesse Girotecnica - Genova - Italia
P OW E R
4
13
A C / D C D U A L S U P P LY P OW E R A M P L I F I E R
STEP
I M C OS T M - 3 1 2 1 B e l l & Gon g D u a l F o g S y s t e m
B E LL MANUAL
A U TOM AT I C F OG S I GN A L S
M ON I TOR
GON G MANUAL
ON
A U TO
5 ” B E LL 5 ” C ON G
OF F 6 0 ” PA U S E
P OW E R
A LA R M S
GAS ALARM SYSTEM OGS 2.1/3-2-1
BUZZER
LAMP TEST
OMICRON
ON
OV E R L OA D P OW E R
5 ACCEPT ALARM
PEAK
FA U LT
6
GAS SAMPLING SYSTEM OGS 2.1
A C / D C D U A L S U P P LY P OW E R A M P L I F I E R ACCEPT ALARM
BUZZER
A C / D C D U A L S U P P LY P OWE R A M P L I F I E R
LAMP TEST
OMICRON
A LA R M S
PEAK
ON
FA U LT
A LA R M S
PEAK
ON
FA U LT
OV E R L OA D
OV E R L OA D P OW E R
A C / D C D U A L S U P P LY P OW E R A M P L I F I E R
P OW E R
A C / D C D U A L S U P P LY P OW E R A M P L I F I E R
2 A LA R M S
PEAK
ON
FA U LT
A LA R M S
PEAK
ON
FA U LT
OV E R L OA D
OV E R L OA D P OW E R
P OW E R
A C / D C D U A L S U P P LY P OW E R A M P L I F I E R
A LA R M S
PEAK
ON
FA U LT
OV E R L OA D P OW E R
A C / D C D U A L S U P P LY P OW E R A M P L I F I E R
A LA R M S
PEAK
ON
FA U LT
OV E R L OA D P OW E R
Issue: Final Draft - November 2007
IMO No: 9323948
Section 7.1.1 - Page 6 of 7
Maersk Nautica
Deck Operating Manual
Illustration 7.1.1f Bridge Wing Console
1
2
3
BRIDGE WATCH RUDDER ANGLE MONITORING SYSTEM
40
40
30 20
4
50
30 10
10
20
20
50
100
100
150
150
10
30
0
40
BRIDGE WATCH MONITORING SYSTEM
5 EMERGENCY STOP
8
SAILOR
10
0
10
KONGSBERG
20
20
BWU C20
40
40
30
30
STEERING CONTROL
6
7
Key
Issue: Final Draft - November 2007
1.
Speed Log Indicator
6.
VHF Telephone
2.
Rudder Angle Indicator
7.
Steering Control
3.
Kongsberg Main Engine Alarm Panel
8.
Main Engine Control
4.
Public Address System
9.
Main Engine RPM Indicator
5
Bridge Watch Monitoring System
10.
Main Engine Starting Air Indicator
IMO No: 9323948
Section 7.1.1 - Page 7 of 7
7.2
Integrated Navigation System
7.2.1 Radar
7.2.2
ECDIS System
7.2.3
Voyage Planning
7.2.4 Use of the ECDIS System on Passage
7.2.5
7.2.6 Radar Interface
7.2.7 Pirate Watch Radar
Safety Features
Illustrations
7.2.1a Radar and ECDIS System
7.2.1b Radar Display
7.2.2a ECDIS Display and Control Panel
7.2.3a Route Planning
7.2.4a Route Monitoring
7.2.5a Safety Settings
7.2.7a Pirate Watch Radar
Maersk Nautica
Deck Operating Manual
Illustration 7.2.1a Radar and ECDIS System 12 Foot S-Band Scanner Unit
8 Foot X-Band Scanner Unit
Turning Unit
Turning Unit
Transceiver
Transceiver
Soft Start
Interswitch Unit
UPS
220V AC 1ph Supply
UPS
220V AC 1ph Supply
UPS
220V AC 1ph Supply
350 350
000
Sensor
X-Band Display
009°47.386’E WGS84
Routes
MANUAL STEERING (No Results Selected) (No Results Selected)
XTE
CTS
Dist to WOP Time to WOP ETA at final WP Tools 55°33.267’N 009°46.463’E
Rng Brg
090
110
120
130
230
140 150
210 160 190
180
170
POWER
-
+
BRIGHTNESS
SYS FAIL
POWER
UPS
Back up ECDIS
ARPA Processor
Voyage Data Recorder
Sensor
S-Band Display
100
240
Context Menu
200
SYS FAIL
060
080
+
BRIGHTNESS
Main Menu
065.9° Heading T Speed W 01.0 kts COG 065.9° DR SOG 01.0 kts Time +01H 16:58:24 Depth Sim1 22.3 m
050
070
964 m 271.1°
220 Select/ Query Feature
-
Kelvin Hughes ECDIS 040
300 060
Charts
Alt.
030
050
310
300
D Simulator 1
55°33,257’N
KELVIN HUGHES
020
320 040 310
065.9° Heading T Speed W 01.0 kts COG 065.9° DR SOG 01.0 kts Time +01H 16:58:24 Depth Sim1 22.3 m
Datum
030
320
Main Menu
010
330
020
330
Kelvin Hughes ECDIS
000
340
010
340
KELVIN HUGHES
220V AC 1ph Supply
440V AC 3ph Supply
070
D Simulator 1
55°33,257’N
009°47.386’E
Datum
WGS84 Charts
080
Routes
MANUAL STEERING (No Results Selected)
Alt.
090
(No Results Selected)
XTE 100
CTS
Dist to WOP Time to WOP ETA at final WP
110
Tools 55°33.267’N 009°46.463’E
240
120
Rng Brg
964 m 271.1°
130
230
140
220
Select/ Query Feature
150
210
190
180
170
-
+
BRIGHTNESS
Context Menu
160
200
-
+
BRIGHTNESS
SYS FAIL
SYS FAIL
POWER
POWER
Gyrocompass Signal Converter Doppler Speed Log
NAVTEX
ARPA Processor
Main ECDIS
Autopilot Anemometer
GPS
Rudder Angle
AIS
Echo Sounder
Engine Room Monitoring System
Issue: Final Draft - November 2007
IMO No: 9323948
Section 7.2.1 - Page 1 of 8
Maersk Nautica 7.2
Integrated navigation system
Deck Operating Manual displays and their specific scanner selection, can be monitored from either display unit in the system.
The following modes of operation and presentation are available for selection:
7.2.1 Radar Manufacturer: Type:
Kelvin Hughes Manta 2300 (X-band 3cm and S-band 10cm)
Basic Principle of Radar Radar is an acronym of Radio Detection and Ranging and uses a transceiver to transmit a high energy 30kW pulse at high frequency from a rotating antenna. This antenna consists of a slotted waveguide designed to produce the correct polar pattern for a narrow beam width, the same antenna is used for transmission and reception. The very small energy echoes from the target are highly amplified prior to being displayed on the Plan Position Indicator (PPI). The exact time delay can be measured and the distance of the medium calculated. The direction from which the wave is received can be easily measured as an azimuth bearing with reference to a selected datum point.
Equipment Description The vessel is fitted with two fully inter-switched ARPA (Automatic Radar Plotting Aid) equipped radars. One radar operates in the X-band with an 8 foot scanner; and the other radar operates in the S-band with a 12 foot scanner. Both radars are fitted with target and NAVLINE data capable of being transferred between each radar and the ECDIS via NMEA interfaces. Each radar comprises a scanner, bulkhead mounted transceiver and a display unit with a high definition colour 23” TFT screen. Information regarding the current settings and configuration of the radar is displayed around the edge of the screen. Each 23 inch display unit is fitted with a control panel, which is mounted immediately below the screen. This panel contains a simple pointing device (a trackball, referred to as the cursor control) with three associated keys which are used to control the radar and its display. Target motion is displayed both graphically on the TFT screen and, for selected targets, a digital read out is provided with all the information necessary to assess the risk of collision. Up to 50 targets can be plotted simultaneously. To assist in the monitoring of the vessel’s navigational track in coastal waters, a facility is available to both draw and save navigation lines for the preprogramming of parallel index lines.
Operation
1) Relative Motion, Relative Trails RM(R)
The entire operation of the radar (apart from power ON/OFF switching) can be controlled by using the trackball and the three pushbutton keys located on a specially designed, ergonomic control unit.
2) True Motion, True Trails TM(T) 3) Relative Motion, True Trails RM(T) 4) Head Up
A cursor is moved by the trackball inside and outside the radar circle (PPI). When the cursor is moved to be within the confines of a ‘Status Box’ (located outside the PPI) the box is automatically highlighted; drop-down boxes provide abbreviated pushbutton functionality as a labelled diagrammatic view of the three pushbuttons in the ‘Pushbutton Selection Box’. The functions are accessed by pressing the appropriate pushbutton. The ‘Status Box’ changes to display the new status and the cursor can then be moved back to the PPI or to another function box. When the cursor is inside the PPI, the three buttons are used for plotting targets, positioning markers and mapping graphics. The PPI range scales are: 0.125nm, 0.25nm, 0.5nm, 0.75nm, 1.5nm, 3nm, 6nm, 12nm, 24nm, 48nm and 96nm. Off-centre is not available on the maximum 96nm range. Plotting Automatic Radar Plotting Aid (ARPA) offers manual and automatic acquisition and automatic tracking. Relative Motion RM(R), True Motion TM(T) and Relative Motion RM(T) modes incorporate True Motion and ARPA (Automatic Radar Plotting Aid) facilities.
5) North Up 6) Course Up Options (True Motion and Relative Motion with True Trails) ������� True Motion (True Trails), TM(T) is available - where own-ship moves across the screen at a velocity equivalent to the own-ship’s speed and heading. Relative Motion (True Trails) RM(T) mode offers relative motion, fixed centred or off-centred own-ship’s position, with true trails. Off Centre The display can be off-centred by up to two thirds, on all range scales, except 96nm, which cannot be off-centred as the distance between the ship and the furthest point would exceed the maximum range. Own-ship and Plotting Parameters Own-ship and Plotting parameters are displayed in a box (located on the righthand side of the screen) which contains Gyro, Heading, Speed, Set & Drift Input, Vector, Trails, CPA and TCPA. Target Data
Target Acquisition Zones 1) Guard zones: Two zones are available, one preset in range, the other variable – both are variable in bearing. Targets are acquired as they transit the zone.
Target data is displayed on demand, for any selected tracked target, in a box located beneath the own-ship and Plotting parameter data box. Parallel Index Lines
2) Footprint Acquisition Zone (FAZ): A fully variable, selfdesignated area around the vessel that will acquire all targets within the area.
Four colour-coded Parallel Index Lines are provided to enable the operator to navigate in difficult areas (for example: an estuary). Each line is independent.
3 Zone Acquisition: Fourteen inclusion or exclusion sectors are available.
Automatic Radar Plotting Aid (ARPA)
A display unit can be connected via the inter-switch to either scanner unit and can be selected as the master or slave display. The master/slave status of both
Issue: Final Draft - November 2007
Screen Modes of Operation
IMO No: 9323948
The Automatic Radar Plotting Aid (ARPA) facility complies with and exceeds the IMO requirements for an Automatic Radar Plotting aid. Up to 50 targets can be acquired (automatically or manually) and tracked. The ARPA includes Simulations and Trial Manoeuvres.
Section 7.2.1 - Page 2 of 8
Maersk Nautica
Deck Operating Manual
Illustration 7.2.1b Radar Display
TXA X
MP
PM
350
000
010
340
020
330
030
320
Correlator OFF
GAIN SEA RAIN 040
Rings
2
North up Centred 050
310
VIDEO NORM
Range 12 HDG 358.6 deg
RM(R) 060
300
HL OFF 070
290
080
280
270
L SPD COG SOG
STAB SET
0.0 kt _ _ _ . _ deg _ _ . _ kt SEA SEA
SEA DRIFT R PAST POSN OFF R VECTOR 15 min SEA R TRAILS 3 min SEA CPA LIMIT 1.0 nm TCPA LIMIT 15 min
LAT LON
NO NAV SYS NO NAV SYS
090
260
100
Area for Warnings and Target Data Windows 110
250
240
120
5.63 VRM nm OFF
140
220
0
3"*/
Issue: Final Draft - November 2007
4&"
("*/
290.0 T EBL deg OFF 0
130
230
5.63 nm 327.2°(T)
150
210
0
CURSOR
160
200 190
180
ACQ
170
IMO No: 9323948
Deselect
VRM OFF
WPt
NAV
Plot
Maps
Trial
VDU
Section 7.2.1 - Page 3 of 8
Maersk Nautica Screen Cursor The cursor is shown on the screen inside the radar display area as a marker (+) and is shown as a vertical arrow outside the radar display area.
Deck Operating Manual To Select the Radar System a)
Highlight the TX box and press the left-hand pushbutton.
To change the operational state of the system to Run: When a function is selected, the cursor is repositioned and is shown as a box on the selected function inside the radar display area. Positioning of the cursor is also displayed (in terms of range and bearing) on the lower, right-hand side of the screen. The operator can change the cursor mode to indicate TCPA, LAT/LON or RANGE-BEARING within the radar area. If the cursor is outside the PPI, after 30 seconds of trackball/pushbutton inactivity, the cursor defaults to the park position (set in the Default menu) and the pushbutton information boxes show VECTOR MODE - RESET ALARMS - RESET CENTRE The trackball buttons are represented on the display by three grey boxes, these box labels will change according to the function selected, as shown.
R VECTOR 15 min SEA Stab Mode Adj
a)
Note: On switch-on, or when returning to Standby screen, the cursor is located in the RUN box. On start-up the radar will automatically set up on various default settings as shown in the operating section of the manual. If other settings are required, carry out the following. a)
c)
Operating Procedures Switching On the Radar The display is switched on using the RADAR ON/OFF switch, which is located on the front of the display bezel. Two short audio sounds indicate that all systems are functioning correctly. After a few seconds, the standby screen is displayed. The standby screen will display the software version used and will display the status of the two radars. Issue: Final Draft - November 2007
Set the maximum range required.
d) Switch on the range rings if required.
If all pushbuttons have the same function a red box will displayed containing the words ‘use any key’
WARNING Before starting up the radar ensure that no personnel are working above or in the vicinity of the scanner.
Set the Gain level for best target returns with minimum noise on the PPI.
b) Set the Sea and Rain clutter levels to minimise noise which may obscure targets. The setting levels will vary depending on weather conditions.
e)
A facility which has been previously activated, such as EBL, is re-selected by positioning the cursor in close proximity to the required facility and pressing the centre pushbutton.
Press any pushbutton (all pushbuttons turn the selected function on/off).
f)
Select the motion mode (either true motion or relative motion). The motion mode determines whether own-ship moves across the display (true motion) or remains at a selected point (relative motion), and how the trails of moving targets are displayed. 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 indicates speed and the bearing indicates direction.
g) 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. h) If required, set the Electronic Bearing Lines (EBLs). Two EBLs are available and can be displayed simultaneously on the radar display. i)
If required, set the Variable Range Markers (VRMs). Two VRMs are available and can be displayed simultaneously on the radar display.
IMO No: 9323948
Heading Alignment If adjustment is required, highlight the HDG box (top right of the display) and press both left and right pushbuttons, and, whilst maintaining pressure on the buttons move the trackball in a north/south direction - the gyro reading will increase or decrease. Set Gain, Sea and Rain A short-cut is available to these functions outside the upper right corner of the PPI display. With this highlighted the adjustment to these parameters can be made in the lower left corner of the display. The Gain facility sets the basic threshold level of the radar video displayed on the screen. The Sea facility reduces sea clutter returns and features an automatic (‘AUTO’) option. The Rain facility reduces clutter from rain, snow and hail precipitation. The gain control should be slowly increased from zero until noise is visible on the PPI, and then reduced until the noise starts to disappear. With the Gain/Sea/Rain box highlighted: a)
Hold down the appropriate pushbutton as shown by the three grey boxes.
b) Move the trackball through the north/south axis to increase or decrease the setting. Set Range and Rings This function is outside the upper right corner of the PPI display. The Display shows the range scale in use and the distance (in nautical miles), between the range rings displayed (when range rings are ON). With the range/ rings box highlighted • The left pushbutton changes range scale down. • The right pushbutton changes range scale up. • The middle pushbutton toggles the range rings on or off. The Range can be set between 0.25 to 96nm. The Rings are set between 0.025nm to 16nm, depending on the range scale in use. North Up Display, Head Up Display or Course Up Display This function is outside the upper right corner of the PPI display, and displays the azimuth mode in use, also whether the display is centred or off centred. With the azimuth mode box highlighted, a drop-down information box appears. • The left pushbutton sets the azimuth mode to North Up. • The middle pushbutton sets the azimuth mode to Course Up.
Section 7.2.1 - Page 4 of 8
Maersk Nautica • The right pushbutton sets the azimuth mode to Head Up. True and Relative Motion Display This function is outside the upper right corner of the PPI display, and displays the motion mode in use. With the motion mode box highlighted: • The left pushbutton selects True Motion with True Trails (TM(T)). • The middle pushbutton selects Relative Motion with Relative Trail (RM(R)). • The right pushbutton selects Relative Motion with True Trails (RM(T)). To Switch Off the Heading Line Removes the heading line and all other graphics (EBLs, VRMs, footprints, sectors, etc) from the PPI in order to identify any weak targets which may be hidden by these functions. This operation will display only targets and trails: With the HL OFF box highlighted: a)
Press and hold any pushbutton.
b) Release the pushbutton to restore the graphics to the screen. Own-ship Speed Display Own-ship speed and its source. With the SPD box highlighted. • The left pushbutton selects LOG speed (L SPD). • The middle pushbutton selects manual speed (M SPD). • The right pushbutton selects Doppler (W or G SPD) (optional) or VTG input (optional, non-EU mode only).
Deck Operating Manual • The middle pushbutton selects manual stabilisation
Electronic Bearing Line (EBL)
• The right pushbutton selects external stabilisation (non-EU mode only)
The Electronic Bearing Lines (EBL1 & EBL2) are shown on the radar display as lines colour coded; (Green for EBL1 and Red for EBL2), emanating from own-ship. The EBLs are True in North Up display mode and Relative in Head Up mode. The bearings of the EBLs are displayed by alphanumeric read out in a box also colour coded; (Green for EBL1 and Red for EBL2), located beneath the �������� VRM box.
When a Doppler log speed input is in use, stabilisation selection options are disabled. With the SET box highlighted and the stabilisation mode set to manual: a)
Press and hold any pushbutton while moving the trackball through the north/south axis to change the angle.
Note: If an external stabilisation source is selected, the set value will be automatically updated (non-EU mode only). For TIDE rate, with the SET box highlighted and the stabilisation mode set to manual, press and hold any pushbutton while moving the trackball through the north/south axis to change the tide rate.
This selection displays the lifetime (in minutes) of the trails along with their motion mode. With the trails box highlighted and the trails turned on, pressing and holding the left pushbutton while moving the trackball through the north/ south axis will increase/decrease the trails lifetime between 0.75 minutes and 99 minutes.
a)
Highlight the CPA limit box.
b) Press and hold the left pushbutton while moving the trackball through the north/south axis. This will adjust the CPA limit value between 0.1nm and 6.0nm. • The middle button selects the minimum CPA limit (0.0nm).
• The right pushbutton will clear the trails.
• The right pushbutton selects the maximum CPA limit (6.0nm).
Variable Range Marker (VRM) The Variable Range Markers (VRM1 & VRM2) are shown on the radar display as dashed rings (colour coded; Green for VRM1 and Red for VRM2) and are available over the entire radar range. The VRMs ranges are displayed by an alphanumeric read out in a box (colour coded; Green for VRM1 and Red for VRM2), located in the lower left-hand side of the screen.
Tide and Sea Stabilisation
As soon as a VRM has been activated the cursor moves to the PPI and controls the active VRM. VRM range is controlled by the trackball. The left pushbutton acquires a target at the cursor position, the middle pushbutton de-selects the VRM and the right pushbutton turns off the VRM.
Issue: Final Draft - November 2007
Collision Warning
• The middle pushbutton will turn off the trails. (If the trails are turned off, pressing any pushbutton will turn them on.)
The box at the lower left of the display shows the current range of the VRMs.
• The left pushbutton selects sea stabilisation
Pressing the right pushbutton anywhere inside the PPI will activate both an EBL and a VRM and allow control of both via the trackball. A displayed EBL and VRM can be selected simultaneously by positioning the cursor over the dot where the VRM and EBL intersect and pressing the middle pushbutton.
Set Closest Point of Approach (CPA)
Target Trails
If manual speed is selected, the middle pushbutton is then used to change the speed. With the SPD box highlighted press and hold the middle pushbutton (Adj). The speed may be increased or decreased by moving the trackball in the north/south axis respectively.
With the STAB box highlighted (upper right of display area).
The EBL can be off-centred with its origin set to the cursor position. This enables measurement of the bearing of a target from a point other than the own-ship.
With the VRM box highlighted, the left pushbutton toggles the green VRM on or off. The right pushbutton toggles the red VRM on or off.
IMO No: 9323948
Note: If both this limit and the TCPA limit are set to 0, the borders for both limit boxes will change to red because it is not possible for CPA alarms to occur in this situation. As soon as either limit becomes non-zero, the border will change back to the standard light blue. A seagoing vessel would not normally have both these limits set to zero as this denies the operator a significant collision avoidance tool. Set Time to Closest Point of Approach a)
Highlight the TCPA limit box.
b) Press and hold the left pushbutton while moving the trackball through the north/south axis. This will adjust the TCPA limit value between 1 minute and 60 minutes. • The middle pushbutton selects the minimum TCPA limit (0 minutes).
Section 7.2.1 - Page 5 of 8
Maersk Nautica • The right pushbutton selects the maximum TCPA limit (60 minutes). Note: If both this limit and the CPA limit are set to 0, the borders for both limit boxes will change to red because it is not possible for CPA alarms to occur in this situation. As soon as either limit becomes non-zero, the border will change back to the standard light blue. A seagoing vessel would not normally have both these limits set to zero as this denies the operator a significant collision avoidance tool.
Deck Operating Manual Wheel Over Point (WOP) With the WOP box highlighted and the curved EBL active, press any pushbutton. Press again to deactivate. Parallel Index Lines (PI) Parallel lines can be placed on the PPI to aid navigation in sea lanes or channels. To activate a parallel index line (up to a maximum of 4):
Navigation Menu To access the navigation menu: a)
Highlight the NAV box and press any pushbutton. The following option boxes are displayed:
Curved Electronic Bearing Line (EBL) With the curved EBL box highlighted, pressing any pushbutton activates the curved EBL. Enter the heading and radius in the drop down box. a)
With the heading box highlighted hold down either the left or
a)
Highlight the PI box in the bottom right of the display and press the left-hand pushbutton.
To adjust the position of a parallel index line: a)
Position the cursor over the PI line and press the middle pushbutton to select it.
b) Move the trackball to the desired position and press the middle pushbutton to deselect the PI line. To adjust the angle of the parallel index line: a)
Position the cursor over the PI line and press the middle pushbutton to select it.
b) Press and hold the left pushbutton while moving the trackball through the north/south axis to adjust the PI line angle. The PI line is automatically de-selected as soon as the left pushbutton is released. To delete an active parallel index line: a)
the middle pushbutton, while moving the trackball through the north/south axis, this will change the heading of the EBL.
Highlight the PI box and press the right-hand pushbutton.
To load a map: a)
Scroll the map selection by positioning the cursor on the Up or Down arrow (located on the right-hand side of the Map Directory box).
b) Press and hold down any pushbutton and rotate the trackball in the North/South axis until the required map appears. c)
Position the cursor inside the Map Directory box on the map required, the map is now highlighted.
d) Press the left-hand pushbutton. The message ‘LOADING MAP’ is displayed below the MAPS Menu. The map is automatically loaded and displayed on screen and can be edited, if required. The highlighted map colour changes to indicate the selected map. Maps can be loaded from or to another Manta display, provided that the I/O ports are set up to enable this facility. When a map is loaded from another Manta Display, the ‘LOADING MAP’ message will be displayed on both screens. Note: Setting up the I/O ports is done within the Maps Setup Menu, via the Comms Setup Menu screen. For further information, refer manufacturer’s manual - Commissioning (see Serial Message Setup Screen). Saving and Deleting Maps
Create a New Map
a)
With the NEW box highlighted, press the left pushbutton to create a new true map and open the edit map sub-menu.
b) Press the middle pushbutton to create a new relative map and open the Edit Map sub-menu. A Map Storage Level indication is provided along the bottom of the MAPS menu.
Issue: Final Draft - November 2007
Loading Maps
Position the cursor on the map to be saved or deleted. Press the centre button to save the map and press the right button to delete the map.
Maps The NEW box is only visible if no map is currently being displayed.
b) With the radius box highlighted, holding down either the left or the middle pushbutton, while moving the trackball through the north/south axis will change the curve radius of the EBL. c) To deactivate the curved EBL; with either the heading or the radius box highlighted, press the right pushbutton.
If the map storage becomes full a MAP STORAGE FULL warning message is displayed and some stored maps may need to be removed to create space for new maps.
IMO No: 9323948
Edit maps Maps can be edited by using the EDIT box. This will allow lines, circles or symbols to be drawn/placed using the trackball and pushbuttons, a choice of colours may be selected. System Warnings If any system faults develop, a warning indicator is displayed on the righthand side of the display. This will appear in a red box with the type of warning indicated.
Section 7.2.1 - Page 6 of 8
Maersk Nautica Performance Monitor This function allows the operator to check for any reduction in overall performance of the system and to indicate if adjustment is necessary.
Deck Operating Manual ARPA Plotting
Receiver Performance: a)
Select the 1.5nm range scale (X-band receivers only, for S-band select the 12nm range scale) and measure the range of the sun using the cursor read out.
ARPA - A comprehensive Automatic Radar Plotting Aid with manual and automatic acquisition and including all ARPA functions.
To check the performance: a)
Press and hold any pushbutton with the cursor highlighting the PM box to activate the performance monitor.
b) Compare the range measurement with the reference figure taken on installation: A fall of more than 20% on an X-band, or 80% on an S-band (due to the S-band monitor being more sensitive to changes) indicates a need for maintenance.
To enable to monitor permanently: a)
Highlight the PM box.
b) Press and hold down any pushbutton. c)
Using the trackball, move the cursor to highlight the TUNE box, and press either of the other two buttons.
d) Release both pushbuttons. While the performance monitor is enabled the PM box will outlined in red.
a)
Select the 12nm range scale and measure the extreme range of the plume using the cursor read out.
b) Compare the range measurement with the reference figure taken on installation: A fall of more than 20% indicates a need for transmitter maintenance.
To manually acquire a target:
To manually tune the radar should this become necessary: a)
Move the cursor using the trackball so that the TUNE box is highlighted.
b) Hold down any pushbutton. A red control bar will appear beneath the green tune indicator bar showing the current position of the control. c)
Performance Monitor Display
Transmitter Performance:
Acquire Target
a)
Manual Tuning
To deactivate the performance monitor highlight the PM box and press any pushbutton.
Performance is displayed by plume and sun responses as follows:
ARPA Plotting Controls
The control bar can be lengthened or shortened by moving the trackball through the east or west axis respectively. The length of the green bar indicates the level of tuning, which is longest when the radar tuning is optimum. When the desired tune level has been reached, release the pushbutton.
The radar should be de-tuned when searching for a SART response, tuning for optimum performance again at the end of the SART search. This reduces the level of unwanted signals.
Position the cursor over the target and press the (ACQ) Acquire pushbutton, the target is labelled with a symbol. Within 12 scans a target vector is generated and within 3 minutes the vector is stable.
Select Target Information a)
To select a target, position the cursor over the target and press and release the (Select) pushbutton. The target plot symbol and vector flash to acknowledge selection. Once the target is selected, full target information is available in the target data field provided that the target is being tracked.
Note: When the SELECT pushbutton is pressed the target vector flashes. Delete Targets a)
Position the cursor on the target and press the (Select) pushbutton, press the (Delete) pushbutton and the tracking/plotting on the target ceases. Targets causing a collision warning cannot be deleted until acknowledged.
SART The Search and Rescue Transponder (SART) is a 9GHz receiver/transmitter which provides a position indication by producing range and bearing information on any 9GHz radar screen (with no modification). The SART code displayed on the radar screen is a series of dots extending radially outwards from the location of the transponder. The series of dots represents a range of approximately 10 nautical miles. This indication is an internationally accepted signal for search and rescue operations. In addition, the SART gives confidence to survivors by giving a loud audible signal and/or visual indication of the approach of assistance.
Note: Ensure that the correct target, map or navigation line or symbol is selected before pressing the DELETE pushbutton.
Vector Mode To Change the Vector Presentation Mode a)
Position the cursor in the Vector menu; press and hold the centre pushbutton (Mode) for 4 seconds.
The Vector box is outlined in red to indicate that vectors are displayed in the opposite presentation mode to that of the display, plus a Red Warning box as below. To return the vectors to the correct presentation mode repeat the procedure, but only pushing the button momentarily.
Issue: Final Draft - November 2007
IMO No: 9323948
Section 7.2.1 - Page 7 of 8
Maersk Nautica Note: If the cursor is outside the radar area, the left pushbutton gives direct access to vector mode without moving the cursor into the vector box. Change Vector Time The vector time can be changed between 1 and 30 minutes, in increments of 1 minute, by pressing and operating the trackball in the vertical plane to increase or decrease the time shown next to VECTORS in the OWNSHIP DATA field. The default or initial value of vectors is 15 minutes. The length of the vector is proportional to the speed of the target (for example; target speed 12 knots (kt) then vector length is 3nm, which is the distance the target travels in 15 minutes). Display Target Data a)
Position the cursor on or near the required target/vector and press the (Select) pushbutton.
The target plot symbols and vector flash; data on the selected target is displayed/ updated in the TARGET DATA field every scan. Note: Between acquiring a target and the ARPA generating a vector, the TARGET DATA shows Range and Bearing (BRG) only. Target course (CRSE) and speed are ‘True’.
Deck Operating Manual Variable Zone
Footprint Acquisition Zones (FAZ) Selection
Activation of the variable guard zone is automatic when the fixed guard zone is turned on. The variable zone cannot be displayed alone without also displaying the fixed zone.
This allows an area around own-ship to be defined, in which all echoes are acquired and tracked.
The variable guard zone can be positioned to any range from 1.25nm out to 40nm.
To operate the FAZ function, ensure all sectors are deleted. a)
To change the variable guard zone range: a)
Move the trackball to anywhere on the zone (not at the ends).
Highlight the ZONES box, drop-down boxes appear with: Sect, Poly, FAZ.
b) Press the right-hand pushbutton, the following menu appears:
b) Press the (SELECT) pushbutton. Movement of the trackball then changes the range. c)
Fwd Range Stern Range Port Clear Stbd Clear Minimum Range Blind Sec
Pressing (SELECT) again fixes the new range.
Bearing Limits The port and starboard bearing limits of both the fixed and variable guard zones default to 45° relative to own-ship’s head.
6.8nm 4.1nm 1.6nm 3.0nm 1.0nm 20deg
To change the bearing limits select the PLOT menu and GUARD function. a)
Move the trackball to the either end of the guard ring that is to be adjusted (for example, port or starboard).
Guard Zones
b) Press the (SELECT) pushbutton.
The FAZ appears as a dotted area if Off and solid line if On.
Two Guard Zones are available, one fixed and the other variable, each zone is preset to 0.5nm wide.
c)
To adjust the FAZ:
Fixed Zone The fixed guard zone is preset at 5.5nm to 6.0nm. To activate the fixed and variable guard zones: a)
Select GUARD in the PLOT menu and press any pushbutton, the fixed guard zone appears on the screen at 5.5nm to 6.0nm.
The variable guard zone appears on the screen at 7nm to 7.5nm and can be adjusted from 1.25nm to 40nm. The drop-down box allows selection of the zones ‘Active’ or ‘Switched Off’.
Move the trackball to increase or decrease the angle, minimum port limit 15° maximum starboard limit 180° from ship’s head.
a)
d) Press the (SELECT) pushbutton to enter the new value.
b) Move the cursor to the required position and press the ‘Deselect’ pushbutton.
To deactivate a guard ring: a)
Move the cursor over the line or arc to be adjusted and press the centre ‘Select’ pushbutton.
Press (SELECT).
To activate the FAZ, once in the correct position:
b) Position the trackball anywhere on the ring and then press the right-hand pushbutton. Note: The fixed ring can only be selected at its ends.
a)
Select a part of the menu box and press the right-hand pushbutton.
b) To turn ‘Off’ the FAZ, if active, select the FAZ menu and press the right-hand pushbutton.
Note: (1) Turning the fixed guard zone off automatically removes the variable guard zone. (2) Targets acquired and tracked when the guard zone was activated, continue to be tracked when the guard zone is switched off.
Issue: Final Draft - November 2007
IMO No: 9323948
Section 7.2.1 - Page 8 of 8
Maersk Nautica
Deck Operating Manual
Illustration 7.2.2a ECDIS Display and Control Panel
1 KELVIN HUGHES Kelvin Hughes ECDIS Main Menu
Heading T Speed W COG DR SOG Time +01H Depth Sim1
065.9° 01.0 kts 065.9° 01.0 kts 16:58:24 22.3 m
Sensor
D Simulator 1
55°33,257’N
009°47.386’E
Datum
WGS84 Charts Routes
MANUAL STEERING (No Results Selected)
Alt.
(No Results Selected)
XTE
CTS
Dist to WOP Time to WOP ETA at final WP Tools 55°33.267’N 009°46.463’E
Rng Brg
Select/ Query Feature
-
964 m 271.1°
Context Menu
+ SYS FAIL
BRIGHTNESS
Key
1
-
ECDIS Display
2
-
ECDIS Keyboard
3
-
ECDIS Three Key Trackball
POWER
2 3 Esc
F1
1
F2
2 Q
F3
3 W
A
S Z
4 E
X
5 R
D
6 T
F C
F6
F5
F4
G V
7 Y
B
8 U
H
9 I
J N
F9
F8
F7
F11
F12
0 O
K M
F10
P
L <
>
KELVIN HUGHES
Issue: Final Draft - November 2007
IMO No: 9323948
Section 7.2.2 - Page 1 of 4
Maersk Nautica 7.2.2 ECDIS System Manufacturer: Type:
Kelvin Hughes Manta 2000A
Deck Operating Manual Equipment Description Desk Top Display The console flush mounted display houses a flat screen LCD display.
Introduction
Two display units utilise a daylight, colour high definition LCD flat screen display mounted in landscape orientation. The display is designed for daylight and night viewing by means of a dimmable backlight.
The ECDIS display provides route planning and route monitoring information and any danger to the safe navigation of the ship is indicated to the operator by a series of warnings and alarms.
ECDIS Processor Unit (VDR-A20)
A combination of Raster and Vector charts can be displayed in up to three separate windows. Charts can be displayed in a number of different ways, for example: at different scales, zoomed-in, zoomed-out, head up, north up, etc. The ECDIS allows a radar image to be combined with the chart data. This radar image is effectively a slave picture to the master radar. The radar image appears overlayed on the chart, but critical features such as buoys show through. When Radar Setup is selected the dialogue box is displayed across the bottom of the chart area. This is also applicable to other dialogue boxes. The Radar Interlay facility allows the Radar picture to be displayed on one window together with the chart data. The system is also connected to positioning systems such as GPS and peripheral equipment such as gyros, logs and autopilots. The Manta ECDIS Displays are designed to be connected to an ECDIS Processor unit. The ECDIS Processor unit includes operator controls and indicators and contains the CD-ROM drive, which is used to load chart data onto the system.
Electronic Charts Vector Charts Vectorised data (in the form of a large database) is the only type of data that can be officially used to replace paper charts. Vector data is interactive, providing facilities for a fully flexible display, interrogation to ensure safe passage and intelligent passage planning.
The ECDIS processor unit takes the incoming signals from the ship’s sensors and processes them for use within the ECDIS system. It can also receive a radar input from the ship’s navigation radar, which is processed to provide a radar interlay with the chart. Facilities are provided to allow data to be transferred between ECDIS processors using a data link and for connection to an ethernet network for transferring data to other systems, for example: route planning terminals. Provision is made to interface two relay isolated external alarms. The radar input consists of radar real time video, sync pulses and azimuth and heading line pulses. These are processed in the ECDIS processor unit to provide radar video for interlay on the charts. The Data Interface Unit (DIU) (VDR-A4) This provides interfacing between the ECDIS processor unit and analogue inputs. The DIU consists of a small unit which is software configured to accept the variety of analogue signals found on ships. It communicates with the ECDIS processor unit through a serial NMEA 0183 link. It also receives configuration data through the serial link. Central Alarm Interface Unit (FSD-A14) The Central Alarm Interface Unit (FSD-A14) provides interfacing between the ECDIS processor and external alarm panels/units. The central alarm interface unit consists of a small unit which is controlled by a microprocessor to route alarm signals to up to four relay isolated outputs. It communicates with the ECDIS processor unit through an RS232 serial link.
An ON/OFF switch located on the front of the display housing. The switch is fitted flush with the housing to prevent it from being operated inadvertently. A SEL (Select) switch is located on the front of the display housing which allows the operator to scroll through different system functions and to select a function for viewing and control. The function is only applicable to Integrated Bridge Systems using networked displays and processors and is not used with stand-alone ECDIS workstations. The switch is fitted flush with the housing to prevent it from being operated inadvertently. A SYSFAIL indicator (red), with integral pushbutton switch, is illuminated when a fault is detected in the processor; an audible alarm also sounds. Pressing the pushbutton silences the audible alarm, but the indicator remains illuminated until the fault has been cleared. A loudspeaker is incorporated within the display to provide an audible alarm. Brightness + and - controls are provided on the front of the display, below the screen on the left-hand side. These set the brightness of the backlight of the display. Trackball A trackball, three associated pushbuttons and a compact QWERTY keyboard are mounted on the panel in front of the display. The trackball controls the on-screen cursor and is used to change the parameters once a function has been activated. The cursor is shown as an arrow or cross on the display and is used as an on-screen pointer. The cursor is also used to highlight data and select functions/text for editing purposes. Three pushbuttons are associated with the trackball and are used to implement the functions.
Switching On The display and ECDIS processor are switched on by the ON/OFF pushbutton at the front of the display. Once the display and processor are switched on the Windows operating system will boot up and ECDIS will be displayed.
Raster Charts Raster data is effectively a photograph of a paper chart displayed on the screen. Raster data is not currently considered a sufficient replacement for the paper chart.
When the workstation is powered-up, the chart display area is initially grey. When the ECDIS receives a position, the vector chart covering that position is automatically loaded at an appropriate scale. If no position is available the chart display area remains grey and a chart will have to be loaded manually.
A disk drive and CD ROM drive is mounted on the front of the processor panel for loading charts onto the system Issue: Final Draft - November 2007
Display Controls
IMO No: 9323948
Section 7.2.2 - Page 2 of 4
Maersk Nautica Under normal conditions ECDIS should be shut down from the main menu shutdown option. When switching on the ECDIS following a shutdown initiated from the main menu option, the system starts up with default settings. If the shutdown was caused by a power interruption or by switching off the ECDIS without first initiating a shutdown from the main menu, the ECDIS restarts with some settings remaining the same as prior to the shutdown. The chart display covers approximately three quarters of the display area with the menu and data panel down the right-hand side of the display. When route planning is being carried out a route planning window is used at the bottom of the display beneath the chart area. This area is also used by other windows.
Controls and Indicators Pushbuttons The three boxes at the bottom of the menu correspond to the three trackball pushbuttons. The description of the function being displayed in the box as in the example shown.
Create/ Edit Measure
Undo Action
Context Menu
Deck Operating Manual Information Panel
Own-Ship’s Display Symbol
The Navigator is provided with own-ship’s course and position information on the right-hand side of the display.
This is displayed as a ship’s outline where the selected chart scale is suitable (ie, where the scale is sufficiently large for the ship’s outline to be visible), and is displayed as a concentric circle symbol where the scale selected is too small for the ship’s outline to be visible.
Ship’s position data is provided in the top right corner of the display. The following data is displayed as shown:
Kelvin Hughes ECDIS
Main Menu From the information panel a drop-down main menu can be accessed to control or modify certain parameters as shown:
Main Menu
Heading T Speed W COG DR SOG Time +01H Depth Sim1
Radar Setup... Safety Settings... Alarm Setup... Monitor Settings Position Offset... Track Settings... Replay Track... Backup & Restore... User Manual Chart Services ? Version Info... Shutdown
065.9° 01.0 kts 16:58:24 22.3 m
Sensor
D Simulator 1
55°33,257’N
009°47.386’E
Datum
Main Menu
065.9° 01.0 kts
WGS84
1) Heading (Direction of ship). Keyboard Text is entered via the keyboard. To enter text, proceed as follows:
2) Speed (Speed of ship through the water, unless otherwise indicated). 3) COG (Course Over Ground).
a)
Use the trackball to move the pointer to highlight the text field and click the left-hand pushbutton. A flashing text cursor appears.
b) Type a line of text via the keyboard. c)
4) SOG (Speed Over Ground). 5) Time (UTC). 6) Depth (Below Keel).
To complete the entry of text, press the ENTER key.
Other functions using the keyboard and trackball for scrolling, changing increments, ticking boxes, etc, are as for use with any normal PC.
Steering Mode Manual/Autopilot Steering The system defaults to Manual/Autopilot mode at start-up. If the autopilot is engaged (local control) Autopilot steering is displayed. If the autopilot is not engaged (for example: wheel steering)), Manual steering is displayed. With either manual or autopilot steering selected, the ECDIS is not controlling the motion of the vessel, although if a route is loaded, the system provides steering guidance to the next waypoint on the nearest leg of the route. Heading Control When Heading Control is selected the cross track error indicator is replaced by SET HDG. This enables the operator to select a heading to send to the
Issue: Final Draft - November 2007
IMO No: 9323948
Section 7.2.2 - Page 3 of 4
Maersk Nautica
Deck Operating Manual
autopilot. As for manual steering, the system provides steering guidance to the next waypoint on the nearest leg of the route, if a route is loaded. Track Control Track Control allows the autopilot to steer a selected route, steering own-ship along each leg in turn, until the end of the route is reached. Track Control is only available under the following conditions: 1) A route must be loaded. 2) It must be possible to sail the route, ie, planned speeds must NOT be too fast or slow, planned turns must NOT be too tight and the route geometry must be valid. 3) The route must be checked for safety. 4) The position sensor must be a GPS, providing valid data. 5) The heading sensor must be valid. 6) The speed sensor must be valid. 7) Own-ship must be within channel limits. 8) Own-ship’s heading must be sufficiently aligned with the leg bearing. 9) Own-ship’s speed must be sufficient to give steerage for track control. If any of these conditions are not met, a ‘Track Control NOT Possible’ window will be displayed indicating the required input data to enable track control. If the ECDIS is part of a track control system as defined in IEC62065, Track Control can be initiated from the autopilot. When NAV System Control (or equivalent) is selected at the autopilot, the ECDIS attempts to enter Track Control Mode. If track control is not possible, for example: because no route has been selected, Heading Control is initiated.
Issue: Final Draft - November 2007
IMO No: 9323948
Section 7.2.2 - Page 4 of 4
Maersk Nautica
Deck Operating Manual
7.2.3 Voyage Planning
Selection From Open Raster Chart
Selection From World Vector Chart To select a Vector chart from the World Chart sub-menu proceed as follows:
Charts
To load a Raster chart from the Open Raster Chart option, proceed as follows:
a)
Charts Menu
a)
The Chart menu is used to load new charts, install new charts, or update existing charts. The menu also allows the navigator to set preferences for chart display and display user maps. When the Chart Menu is selected the following menu is displayed:
Charts Open Save Current... Install Update Arrange Vector Chart Settings... Display Options ENC Symbols (Chart 1)
Chart Selection When the cursor is moved over Open, the sub-menu appears. Both Raster and Vector charts can be loaded from a world chart, or selected from a list of charts. For Vector charts, the list is a list of preferred charts generated by the navigator using the Save Current option, whereas the list of Raster charts is a list of preinstalled charts, by number, name and scale. Selection From World Raster Chart To select a Raster chart for the World, proceed as follows: a)
Move the cursor over the chart menu and select Raster Chart. The dialogue box is displayed across the bottom of the chart area.
b) Charts can be sorted by chart number, alphabetically, by type, or by scale, by clicking with the left-hand pushbutton in the title area for the appropriate column. c)
Scroll through the list of charts and select the required chart by pressing the left-hand pushbutton. The chart number appears on the right-hand side of the box.
d) The chart can be loaded into a new window by selecting the Load button, or replace the currently selected chart by selecting the Replace button. Vector Chart Selection ENC data is organised in ‘cells’ which cover geographical regions at a set scale. ENC cells are automatically selected for display according to scale. Where several cells are required to be shown , the system will show all of these in one seamless display. Data within each individual cell is also selected for display according to scale. C-Map data is organised in regions, which cover a selection of scales. The scale of the Vector chart is indicated by the coloured scale bar, located at the bottom left of the chart window. Two types of scale bar can be displayed. These are:
b) Move the chart to the required area using the ‘Move Chart facility’ c)
Using the Zoom-in and Zoom-out facilities or Scale, which is an option in the Vector Chart Context menu, select the required chart size.
Note: �������������������������������������������������������������������������� At this point the navigator may wish to save the current display, so that it can be easily reproduced, using the Save Current facility. Selection From Open Vector Chart To select a Vector chart from the Open Vector Chart option proceed as follows: a)
Move the cursor over the chart menu and select ENC Chart. The ‘Select Vector Chart for Viewing’ dialogue box is displayed.
b) Select the required chart from the list of previously saved Vector charts and click on either Load or Replace, as required. c)
Charts can be deleted from the list, if required, by selecting the required chart from the list and clicking on the Delete button.
Move Chart Position To move the chart proceed as follows:
1) Scale Bar: Shown for scales between 1:2000 and 1:80,000. This is orange and grey in colour and is divided into ten sections. The overall length of the scale bar represents 1 nautical mile (nm) and each sub-section represents 1/10 nm (or 1 cable). 2) Latitude bar: Shown for scales above 1:80,000. This is black and grey in colour and is divided into five sections. The overall length of the latitude bar represents 10 minutes of latitude and each sub-section represents 2 minutes.
Move the cursor over World Raster Chart and press the left-hand pushbutton. A Raster world chart is displayed.
a)
Move the cursor over the chart.
b) Hold down the left-hand pushbutton and move the trackball to scroll the chart left or right (or vice versa), and from top to bottom (or vice versa). When the left-hand pushbutton is released, a new area of the chart will be revealed. c)
This process can be repeated until the required area of chart is shown on screen.
d) Where raster charts (for example: ARCS charts) are being used; to scroll to an adjoining chart, the operator can use either of the two following methods:
b) Using the Zoom-in and Zoom-out facilities, select the required chart.
Issue: Final Draft - November 2007
Move the cursor over World Vector Chart and press the left-hand pushbutton. An world vector chart is displayed.
IMO No: 9323948
Section 7.2.3 - Page 1 of 4
Maersk Nautica
Deck Operating Manual
• Click outside the chart on the black background screen area, hold down the left-hand pushbutton and move the trackball to drag the chart so that more of the black screen area can be seen. When the left-hand pushbutton is released, the adjacent chart will be loaded. • A message ‘Loading ARCS Chart No.’ is displayed at the top right-hand corner of the screen while the new chart is being loaded. For example: To see a chart covering the area to the right of the currently displayed ������������������������������������������������������������������ chart, click on the black area to the right of the chart and drag towards the left. The chart covering the area immediately to the right of the current chart is loaded, replacing the current chart. Note: ��������������������������������������������������������������������������� The chart loaded will be the chart that is closest in scale to the current chart. • Zoom-out to a smaller scale chart and then zoom-in on the larger scale chart. Chart Installation To install new charts, permits must first have been loaded from a floppy disk or CD. a)
Move the cursor over Install. A sub-menu, providing the chart types available for installation appears.
b) Select the chart type to be installed. Installing ARCS Charts Note: ������������������������������������������������������������������� ARCS charts must be loaded onto the system from the CD before they can be viewed.
• ���������������������������������������������������������� Charts titles shown in yellow text indicate that a permit for that chart is already loaded. Charts shown in grey text require a permit to be loaded. Permits can be loaded from floppy disk, or manually.
Position the cursor over the Charts Menu and select ‘Install’. Highlight ‘ARCS’ and select by clicking with the left-hand pushbutton. • A list of charts available on the CD is displayed in the Charts on CD window, at the top left-hand side of the screen.
Note: ������������������������������������������������������������������������ If the message ‘Please insert CD into drive’ appears in the data panel, insert the appropriate CD ROM. b) To update the list of charts from a CD, click on the ‘Browse for Charts On CD’ title bar with the left-hand pushbutton.
Issue: Final Draft - November 2007
Creating a Route
Charts stored on the CD are listed in numerical order. The following information is provided for each chart:
From the Routes menu, click on Route Planning to display the dialogue box as shown
1) Chart number 2) Main title
a)
3) Scale
Move the cursor over the Chart, the cursor changes to a black dot circled in red and is labelled START.
4) Issue date Note: ������������������������������������������������������������������� A route may be planned using the graphical method, ie, by clicking on the chart and creating the route using the cursor, or by using the Route Planning box and entering values via the keyboard. Also, a route may be created from an ECTAB and transferred to the ECDIS by enabling the External Input ON option.
5) Edition date 6) CD location Charts can be selected and loaded from the CD to the system either as individual charts, groups of charts or all charts.
During Route Planning the selected route for monitoring is continuously shown in red, route planning is shown in orange.
When the required charts have been installed, click on the OK button with the left-hand pushbutton.
a)
With the cursor on the chart, press the left-hand pushbutton to start the route. The waypoint number, latitude, etc, of the first waypoint are displayed in the Route Planning box.
Installing Individual Charts To install selected individual charts from the CD: a)
b) To position subsequent waypoints, move the cursor to the appropriate position on the chart and press the left-hand pushbutton.
Move the cursor to the required chart and press the left-hand pushbutton. The selected chart is highlighted in blue on a white background.
Illustration 7.2.3a Route Planning
Route Planning Route: New Route
a)
b) Select the ‘Install Selected Charts’ button. The message ‘ARCS Chart Installation in Progress’ is displayed, together with a bar, depicting the progress of the chart installation.
WP 001 002 003 004
Name Port Rundle Channel Buoy Canary Point Hobbs Reach
Undo Last
Delete Route ! ** ** ** **
Latitude 51°53.433’N 51°54.099’N 52°02.759’N 51°59.254’N
Add Waypoint
IMO No: 9323948
Longitude 001°16.443’E 001°31.005’E 001°31.215’E 001°41.110’E
Delete Waypoint
Tools
Ext. Input OFF
Type
CG/RL Course Length
Normal Normal Normal
RL RL RL
Reverse Route
085.8° 9.01 nm 000.9° 8.66 nm 119.9° 7.03 nm Print Route
Close
Distance < Speed Chann ( 15.0) (500 m 9.01 nm 15.0 500 m 17.67 nm 15.0 500 m 24.70 nm 15.0 500 m
Full Check
Safety Check
Section 7.2.3 - Page 2 of 4
Maersk Nautica
c)
Deck Operating Manual
The details of the subsequent waypoint are displayed in the Route Planning box and the waypoint number is displayed beside the waypoint, on the chart.
• If a waypoint is added after the last waypoint, then the current route becomes editable on the chart allowing insertion of any number of waypoints. ������������������� When a waypoint is inserted, the subsequent waypoints are renumbered.
Click with the middle pushbutton, to end the route. Adjusting the Position of a Waypoint
Checking a Route When the route has been planned, it should be checked for any possible hazards. Two types of check are possible; Full Check and Safety Check, using the corresponding buttons in the Route Planning box. When selected, Full Check initiates a check of the planned route for buoys, wrecks, pipelines, cables, or areas of danger, which could compromise the safe navigation of the ship or should be brought to the attention of the navigator/ operator. The route is also checked for planned speed too fast or too slow, planned turns too tight and whether the route geometry is valid (ie, whether the selected turn radius is compatible or incompatible with the length of a leg).
The position of the new waypoint may be adjusted using either of the following methods: a)
Using the graphical method, click with the left-hand pushbutton at the waypoint.
b) Move the waypoint to appropriate position and click again to fix the waypoint, or c)
Any potential hazards found by the check are highlighted on the route using graphical symbols.
Using the tabular method, click on the field associated with the new waypoint and edit the data.
With the Route Planning Box displayed: a)
To delete a waypoint from the leg, either: a)
Click with the left-hand pushbutton on the small arrow to the right of the Name box, to display the available routes.
b) Select the required route from the list, using the scrolling facility. Adding a Waypoint to the Route
Select the waypoint on the chart and move it over the next, or previous waypoint in the leg and then click with the left-hand pushbutton, or
Using the graphical method; click with the left-hand pushbutton on the displayed leg, drag to the required position and click again to fix the waypoint. or
b) Using the tabular method; select a waypoint by clicking on the desired row. c)
Click on the Add Waypoint button located at the bottom of the Route Planning box. This creates a waypoint midway between the selected waypoint and the next waypoint.
Issue: Final Draft - November 2007
The Track Settings box is used to set up own-ship’s track, and view the distance log. The primary track is obtained from the sensor currently selected to provide position information. Own-ship’s track is continuously recorded to a file on the system. If this file becomes too large then the user is informed via a dialogue box, and directed to clear all tracks A secondary track may also be displayed on the chart. This track is the position information provided by one particular position sensor. The secondary track sensor is selected from a drop-down list located below Track. A means of charting own-ship’s position at a certain time is provided via tick marks, which may be set to intervals in the range 1 to 120 minutes. When set, these tick marks appear on both primary and secondary tracks. Displaying Primary Track
a)
Move the cursor to the chart window and press the right-hand pushbutton.
b) Select Overlays and then Primary Track; own-ship’s track appears on the chart. Displaying Secondary Track
b) Move the cursor to the Route Planning box and select any box of data in the waypoint row to be deleted. Move the cursor to the Delete Waypoint button and press the left-hand pushbutton.
Once the route is completed, to add another waypoint to the route, either by: a)
When Track Settings is selected the box is displayed across the bottom of the chart area.
To display own-ship’s track,
Deleting a Waypoint Modifying an Existing Route
Track Settings
Both methods remove the waypoint from the leg and re-number the subsequent waypoints accordingly. Several sequential waypoints can be deleted at once, if required, by selecting the first of the waypoints to be deleted and moving it over the first waypoint to be kept and clicking the left-hand pushbutton. All intermediate waypoints are deleted as part of this operation. This will not work if either of the two waypoints is calculated or a mark.
To display the secondary track, a)
Move the cursor to the Track drop-down list which ������������� displays the sensors connected to the system.
b) Select the desired sensor. Move the cursor �������������������� to the chart window and press the right-hand pushbutton. c)
Select Overlays and then Secondary Track; the secondary sensor track appears on the chart.
Note: If several waypoints are inadvertently deleted, they can be recovered by clicking on the Undo Last button.
IMO No: 9323948
Section 7.2.3 - Page 3 of 4
Maersk Nautica
Deck Operating Manual
Temporary Track (Joining a Route) A temporary track can be used when own-ship is outside the track limits or the heading is not correctly aligned with the leg bearing. It may be used in preparing to join a planned route. If the temporary track option is selected (by selecting Yes in the dialogue boxes, Route Planning is automatically started). A temporary track is automatically generated and displayed in orange, as an alternative route. The temporary track shows the suggested route to join the primary route and indicates the best waypoint at which to join the primary route. The temporary track to join the route is positioned, so that the first turn will occur in 2 minutes. The 2 minute period is maintained by automatically moving the waypoint until the temporary track is checked or modified. If the temporary track is not acceptable, it can be modified, in the same way as described in Route Planning. Once the route is acceptable it should be checked, then the Route Planning box should be closed. If Yes is selected on the dialogue box, the primary route becomes the alternative route (displayed in orange), the newly generated ‘Join Route’ becomes the primary route (displayed in red) and track control is started. When the ship reaches the point where the primary route meets the alternative route (original primary route) is reached, the temporary track disappears and the alternative route automatically reverts back to being the primary route again. If No is selected, Track Control does not start. Route Planning Tools The Route Planning Tools option is used to add pilotage information to the route. Move the cursor over Tools on the Route Planning box and click the lefthand pushbutton. The route planning tools box shown below appears across the bottom of the chart area. This allows for selection of parallel index lines, notes, clearing range and bearing. Saving a Route Routes may be saved or loaded onto or off the system by using the sub-menu of the Routes Management from the drop-down Routes menu. For any further details of operation consult the manufacturer’s manual.
Issue: Final Draft - November 2007
IMO No: 9323948
Section 7.2.3 - Page 4 of 4
Maersk Nautica
Deck Operating Manual
7.2.4 Use of the ECDIS system on passage
End of Route
Track Control System
Waypoint
At between 3 to 5 minutes before the end of the route is reached, an ‘Approaching End of Route’ alarm is triggered.
If the ECDIS is part of a track control system as defined in IEC62065, track control can be initiated from the autopilot.
When the end of the primary route is reached, the ECDIS automatically changes steering mode from track control to heading control and the following warning alarms are provided: ‘Track Control Stopped’ and ‘End of Route Reached’. An audible alarm also sounds, provided that audio is set to ON within the Alarm Setup box.
When NAV System Control (or equivalent) is selected at the Autopilot, the ECDIS attempts to enter track control mode. If track control is not possible, for example: because no route has been selected, heading control is initiated.
During Track Control, as a Waypoint is passed, the following sequence of events occur: 1) At between 3 to 5 minutes before the wheel-over point, an ‘Approaching Critical Point on Route’ alarm is triggered. 2) At between 30-60 seconds before the wheel-over point, an ‘Acknowledge Course Change’ alarm is triggered.
(This is normally only enabled on vessels with Lloyds NAV1 certification).
3) At the wheel-over point, the behaviour of ECDIS and the autopilot depend on the certification of the vessel, as follows: • ANTS, DNV Watch 1 certified or IEC62065 - Track Control Systems compliant vessels: • The vessel makes the turn, regardless of whether the ‘Acknowledge Course Change’ alarm has been acknowledged or not. If the alarm has not been acknowledged, a ‘Course Change Not Acknowledged’ alarm is raised. Note: This is the normal behaviour for uncertified vessels. 4) Lloyds NAV1 certified vessels: • The vessel makes the turn only once the ‘Acknowledge Course Change’ alarm is acknowledged. If the alarm has not been acknowledged, Track Control will stop and a ‘Track Control Stopped’ alarm is triggered. Note: The acknowledge course change may be at the ECDIS or at the autopilot, depending upon the type of autopilot being used.
Issue: Final Draft - November 2007
Once switched to heading control steering mode, the ship will continue on its final Heading at the time of reaching the end of the route. This allows the navigator to take over and pilot the ship safely to its final destination. Cross Tack Error Indication The navigator is provided with a graphical representation of the position of the ship with respect to the route and the channel limits (channel limits are set when planning the route). If the ship is to port, or starboard of the route, this is described as the Cross Track Error (XTE). If the ship goes outside the channel limits, a yellow arrowhead appears to the left, or the ��������������������������� right of the channel limit indicator and a cross track alarm occurs. A numerical indication of cross track error is provided in the XTE box.
If a local steering mode or manual steering is selected at the autopilot while the ECDIS is in control, the ECDIS will relinquish control. Course to Steer (CTS) The navigator is advised of the course to steer, in order to stay on, or return to the route. Waypoint The waypoint number and description in the box located below the CTS box is the next waypoint.
Route Monitoring The Route Monitoring option is used to monitor own-ship’s progress on a route. The table shows the waypoints in the primary route, with the own-ship’s position inserted at the appropriate part of the route. Illustration 7.2.4a Route Monitoring
Route Monitoring Route: WP OS 003 004 005 006 007
KH Harwich To Dover
Name Own Ship WP 3 WP 4 WP 5 WP 6 WP 7
Latitude 51°57.253’N 51°57.043’N 51°57.124’N 51°56.884’N 51°55.867’N 51°55.466’N
IMO No: 9323948
ETA uses Current SOG Longitude 001°15.773’E 001°17.009’E 001°17.860’E 001°18.631’E 001°18.688’E 001°19.299’E
Course Length 083.8° 081.2° 116.8° 178.0° 136.8°
0.81 0.53 0.53 1.02 0.55
Close
Distance Speed Date Time 25/10/2000 15:23 0.79 15.0 25/10/2000 15:26 1.32 15.0 25/10/2000 15:28 1.85 15.0 25/10/2000 15:30 2.87 15.0 25/10/2000 15:34 3.42 15.0 25/10/2000 15:36
Hours 0:03 0:05 0:07 0:11 0:13
Section 7.2.4 - Page 1 of 3
Maersk Nautica Distance to WOP
Deck Operating Manual i)
To edit a line, select the line and click on it using the left-hand pushbutton. Drag the line to the required position and click with the left-hand pushbutton to fix it.
j)
To select the complete object click on the cross, the whole object may then be ������������������������� dragged using the cursor.
The ‘Dist To WOP’ box indicates the distance to the next wheel-over point, in order for the ship to be able to make the next turn in the route. Time to WOP The ‘Time to WOP’ box indicates the time to the next wheel-over point, in order for the ship to be able to make the next turn in the route. Creating a Map Object (Lines/Areas) To add an object to the Map: a)
Select either Normal or Danger from the drop-down list (located to the left of the Close button, above the Description field in the Map Editing Table). If Normal is chosen the object will be orange, if Danger is chosen the object will be red.
b) Choose an object from the Map Objects box. Note: Objects which are dangers, trigger warnings and alarms as the vessel and its guard zone encounter them. A watch area set to be a danger will trigger an alarm when the vessel starts to leave the area. c)
At the appropriate location on the chart, click with the left-hand pushbutton to start the object; a handle appears.
d) Move the cursor to the next location and click with the left-hand pushbutton. The range and bearing to the last point are shown in the box in the bottom right-hand corner; also at this stage a cross appears. This cross enables the whole object to be selected at a later stage. e)
At any stage, the last operation may be undone by clicking on the Undo Last button with the left-hand pushbutton. Continue until the whole object is complete.
f)
Click with the middle pushbutton to fix the object.
g) To enter a new object the appropriate symbol must be selected as detailed in step (b). h) A description of the object type, its colour (orange for normal, red for danger) and its central position, are provided in a table. Text may be entered in the Description column.
Note: The selection cross is used to move the whole object, not just one of the lines. k) To delete the object, select it, and then click on the Delete Item button with the left-hand pushbutton. l)
To insert another object on the chart with the same settings as the previous object, click on the Insert Item button with the lefthand pushbutton. This object may then be edited as before.
c)
At the appropriate location on the chart, click with the left-hand pushbutton to place the centre of the circle. Drag the circle out to the required radius and click with the left-hand pushbutton to set the size of the circle.
d) The circle may be selected again by clicking on the circle with the left-hand pushbutton. The circle may then be resized by dragging with the cursor. To fix the new size, click with the lefthand pushbutton. e)
To move the circle, click the centre with the left-hand pushbutton. The circle may then be dragged to the new position. To fix click again with the left-hand pushbutton.
f)
To enter a new object the appropriate symbol must be selected as detailed in step (b).
Creating a Symbol
Chart Aspect
To add a symbol:
When Chart Aspect is selected with the left-hand pushbutton, the menu is displayed.
a)
Select either Normal or Danger from the drop down-list (located to the left of the Close button, above the Description field in the Map Editing Table). If Normal is chosen the symbol will be orange, if Danger is chosen the symbol will be red.
b) Choose a symbol from the Map Objects box. c)
At the appropriate location on the chart, click with the left-hand pushbutton to place the symbol.
d) To move a symbol click on it (picks it up), move to where it is required Click to fix it. e)
To enter a new object the appropriate symbol must be selected as detailed in step (b).
Creating a Circle or Watch Area To add a circle: a)
The chart can then be rotated as follows: 1) North Up. This option aligns the chart with North Arrow, ie, north is upwards. 2) Course Up. This option aligns the chart with the current Vessel Heading, ie, so that the current Heading (at the time of selection) is upwards. With this option selected, the alignment of the chart does NOT change as the heading changes. 3) Head Up. This option aligns the chart with the current Heading, ie, so that the current heading is always upwards. With this option selected, the alignment of the chart continually changes as the heading changes.
Chart Motion When Chart Motion is selected from the chart menu with the left-hand pushbutton, the sub-menu is shown allowing selection of the following.
Select either Normal or Danger from the drop-down list (located to the left of the Close button, above the Description field in the Map Editing Table). If Normal is chosen the circle will be orange, if Danger is chosen the circle will be red.
b) Choose a circle or watch area from the Map Objects box.
Issue: Final Draft - November 2007
IMO No: 9323948
Section 7.2.4 - Page 2 of 3
Maersk Nautica True Motion In true motion, own-ship’s symbol moves across the chart, but within the confines of a True Motion Box. When own-ship’s symbol hits a boundary, the system automatically re-positions own-ship symbol on the opposite boundary and re-draws the chart. In effect, the ECDIS always shows the part of the chart that contains the current position of the ship.
Deck Operating Manual
When Best Scale is selected, the chart is displayed at the most appropriate scale.
The true motion box may be sized as follows: a)
Click on the Set True Motion Box option. A box appears on the chart.
b) Move the cursor to one of the handles and click and hold down the left-hand pushbutton. Drag the box to the required size. c)
To move the box, click and hold down the left-hand pushbutton inside the box outline; the cursor changes to a cross. Move the box to the required position.
d) To fix the box, click with the right-hand pushbutton; the Vector Chart Motion menu re-appears, then click with the left-hand pushbutton on the Resize True Motion Box option. The box is now fixed. e)
To return the motion box to default position and size, click with the right-hand pushbutton; the Vector Chart Motion menu reappears, then click with the left-hand pushbutton on the Default True Motion Box option. The box returns to its original size and position.
Note: During editing of the True Motion box, normal control functions (zoom-in, zoom-out, etc.) are inhibited. Fixed When Fixed is selected, the vessel moves across the chart. Relative When Relative (Fixed Scale or Best Scale) is selected the vessel is fixed in the centre of the chart as the chart moves under it. 1) Fixed Scale
When Fixed Scale is selected, the chart is displayed at a fixed (default) scale.
2) Best Scale
Issue: Final Draft - November 2007
IMO No: 9323948
Section 7.2.4 - Page 3 of 3
Maersk Nautica 7.2.5 Safety Features
Alarms and Warnings Critical Alarms and Warnings are displayed the bottom right-hand corner of the display. Critical Alarms are displayed in a red box with white text. The alarm is acknowledged by clicking on the box. The acknowledged alarm is then displayed in a white box with red text until the alarm condition no longer exists. Example shown below;
Position Failure GPS 1
Deck Operating Manual The alarms and warnings may be viewed as a list, by clicking with the middle pushbutton on the alarms window. In the list, unacknowledged alarms or warnings appear above acknowledged alarms and warnings. To return the list to a single box, click on the list with the middle pushbutton. Note: The scroll facility for the alarm list is disabled while any unacknowledged alarms are displayed in the list. If more than one alarm, or warning occurs with a single alarm box in view, the alarms, or warnings are cycled through. An acknowledged alarm or warning is overwritten by a new alarm or warning. Alarm limits and responses may adjusted using the Alarm Setup box which is displayed along the bottom of the screen. A password is required.
Warnings are displayed in an orange box with white text. The warning is acknowledged by clicking on the box. The acknowledged warning is then displayed in a white box with orange text until the alarm condition no longer exists. Example show; Position Failure GPS 1 Serial Message Timeout Loss of True Heading from SSDS (HDT) Heading Failure SSDS Gyro Heading Control Stopped Approaching Critical Point on Route Differential Corrections Lost GPS1 Position Cross Track Error
Issue: Final Draft - November 2007
If spot soundings are selected for display (select Vector Chart Settings dialogue box from the Charts Menu), then the value entered for the safety depth will differentiate between shallow soundings (shown in black) and deep soundings (shown in grey). Safety Contour/Safety Depth Link If the link is ticked, changing safety contour or safety depth changes both. Targets Select targets from the charts menu ‘display options’. There is a menu item for each source of Target Data. Each target’s menu item allows global selection for the display of targets from the selected source (Radar 1 or 2). Radar targets are displayed on the chart with a COG/SOG vector����������������� . The text Radar 1 denotes the radar supplying the target data and 3 is the target number.
Safety Settings Critical Alarms Override Warnings.
Safety Depth
When Safety Settings is selected, the box shown is displayed across the bottom of the chart area. Depth Safety Contour The Safety Contour is used as part of the three dimensional guard zone. The safety contour setting should allow for the draught of the vessel, plus an additional safety margin. The safety contour on the chart is picked out by a bold black line.
Note: The COG/SOG vector time marks shown on Target Symbol above, indicate time intervals of: 1 minute (normal mark lines); 6 minutes (bold mark lines). AIS targets are displayed on the chart. The solid line is the heading of the target and the flag at the end of the heading line indicates that the vessel is turning in that direction. The other line is the target’s COG/SOG vector. The text displayed alongside an AIS target can take two formats:
Note: If the chart data does not contain a depth contour at the selected safety contour depth, then the next deepest contour is used.
1) When only basic data is available, the source of the data (AIS) and the MMSI number of the vessel is displayed as shown on the left-hand target.
Illustration 7.2.5a Safety Settings
Safety Settings Guardzone
Depth Shallow Contour (m)
Accept
5
Cancel
Settings Safety Contour (m)
30 Link
Safety Depth (m)
30
Deep Contour (m)
50
IMO No: 9323948
Look Ahead (mins)
Clearance (m)
9 20
Air Draught (m)
50
Vector Length (mins)
15
Section 7.2.5 - Page 1 of 2
Maersk Nautica 2) When extended data is available, the name of the vessel and its call sign is displayed as shown on the right-hand target Note: All available target data for a particular AIS target can be displayed by left-clicking on it. ARPA Targets are designated as Tracked, Acquired or Lost and are indicated as such by symbols. Note: The ECDIS does not display reference target indication. All data for a particular radar target can be displayed by left-clicking on it.
Deck Operating Manual Vector Length The Vector provides a graphical representation of where ECDIS has calculated own-ship will be after a specified time period, based on the displayed COG and SOG. The vector length can be adjusted, this vector length setting applies to both the own-ship’s vector and target vectors. Note: If the vector settings are changed at a nucleus radar, which is being used in conjunction with the ECDIS, then the changed vector settings are reflected at the ECDIS.
If the ECDIS is connected to a system capable of generating a crew alarm, for example: an RIB tracker, when the alarm is generated, the text ‘ALARM’ is displayed adjacent to the target source. Guard Zone The guard zone is a three dimensional safety area which takes into account the settings for safety contour, air draught, look-ahead and clearance. If own-ship’s guard zone detects an area of danger, encounters a dangerous object, or enters shallow water, an alarm or warning is activated. To Define a Guard Zone a)
From the Safety Settings box set the required Look Ahead time and Clearance.
b) Set the required Safety Contour and Air Draught. c)
After all entries have been made select the Accept button to accept the data entries, or select the CANCEL button to abort all data entries.
Settings The following settings can be set via the Safety Setting box: Air Draught The air draught is used as part of the 3-dimensional guard zone. The setting of air draught (in metres) provides a safety height for own-ship, for example, an alarm is initiated if own-ship approaches a bridge which is too low to pass beneath.
Issue: Final Draft - November 2007
IMO No: 9323948
Section 7.2.5 - Page 2 of 2
Maersk Nautica
Deck Operating Manual
7.2.6 Radar Interface Interfacing between the ECDIS and external radar equipment enables the transfer of the data described below. Radar to ECDIS The following data is provided to ECDIS from an external radar system: 1) ARPA target information. 2) Radar cursor position. 3) Position input for adding items: for example: routes; maps; mariner’s notes. ECDIS to Radar The following data is provided to an external radar system from ECDIS: 1) Route information - when a route is selected as the primary route the route data is sent to the radar. This data is also sent each time that a waypoint is passed. 2) User maps - when a map is added or loaded from the list of maps to be displayed, the combined map display is sent to the radar. Note: If all maps are removed from the ECDIS they will also be removed from the radar. If the map(s) is wanted on the radar only, it should be saved locally (on Navcard or equivalent). 3) Position - the current ECDIS position is continuously sent to the radar.
Issue: Final Draft - November 2007
IMO No: 9323948
Section 7.2.6 - Page 1 of 1
Maersk Nautica
Deck Operating Manual
Illustration 7.2.7a Pirate Watch Radar
Key FURUNO
1 2 3
GaAs FET FRONT END 8-TONE DAYLIGHT DISPLAY
4 3
4
SELECT
5
ACQ
CANCEL
ENTER
SELECT
CANCEL
6
10
GUARD GUARD
11
RANGE RANGE 10
9
EBL/VRM SELECT EBL/VRM SELECT GAIN
11
GAIN HM_OFF
_OFF A/C HM SEA
14
A/C SEA
F1
A/C RAIN F1
16
A/C RAIN F2 F2
1
Issue: Final Draft - November 2007
ACQ
ENTER
7
MENU MENU
8
5 6 7 8 9
12 13
Lights when the economy mode is selected. Power ON/OFF
Omnipad Used to shift the cursor, VRM and EBL; or to select items and options from a menu. Only active if the Auto Plotter ARP-10 is fitted. Press to confirm menu selections. Open or close menus. Used to set a guard zone area. Used to select the required radar range. Each press scrolls through the following selections: EBL1/EBL2/VRM1/VRM2 Press to enable control of EBL1/EBL2 from the omnipad. Press and hold for 2 seconds to erase an EBL. Control: Rotate to adjust the gain sensitivity. Switch: Press and hold to temporarily erase the heading marker or north marker.
EBL/VRM CONTROL EBL/VRM CONTROL
12 13
Press to display target position data. Press to select automatic adjustment of the rain and sea clutter functions.
TLL TLL
14
Control: Rotate to adjust the sea clutter setting. Switch*: Press to off-centre own-ship's position to the cursor location. Press and hold for 2 seconds to activate the zoom facility.
A/C AUTO A/C AUTO 15 BRILL BRILL 17
15 16
Press to adjust the display brilliance. Control: Rotate to adjust the rain clutter setting. Switch*: Used to displace the EBL origin.
ST BY TX ST BY TX
17
POWER POWER 2
Press to switch the power on or off.
* Default switch function
IMO No: 9323948
Section 7.2.7 - Page 1 of 4
Maersk Nautica 7.2.7 Pirate watch Radar Manufacturer: Type:
Furuno 1942 Mk II
Deck Operating Manual b) Adjust the [GAIN] control so background noise is just visible on the screen. Adjusting Picture Brilliance The [BRILL] key adjusts the brightness of the radar picture in sixteen levels.
Introduction This small auxiliary stern radar is for monitoring the area aft of the vessel for any approaching craft which may be a threat to vessel safety. The 1942 Mk II has a maximum range of 64nm. The 10” rectangular display, mounted on the wheelhouse starboard deckhead, displays 8 different monochrome tones. The radar common controls are on a panel to the right of the PPI with the less-often used controls accessed via a menu system. Standard features include EBL (Electronic Bearing Line), VRM (Variable Range Marker), Guard Alarm, Display Off Centre, and Echo Trail.
Whenever the [BRILL] key is pressed the current level momentarily appears on the screen.
The correct setting of the A/C SEA should be such that the clutter is broken up into small dots, and small targets become distinguishable. If the control is set too low, targets will be hidden in the clutter, while if it is set too high, both sea clutter and targets will disappear from the display. In most cases adjust the control until clutter has reduced to leeward with a small amount visible to windward. Adjust the sea control as follows;
Turning the Radar On/Off a)
Press the [POWER] key to turn the radar on or off.
Confirm that the sensitivity is correctly adjusted.
b) Select a short range. c)
Adjust the [A/C SEA] control so small targets are distinguishable with some clutter remaining on the display.
The control panel illuminates and a timer displays the time remaining for warm-up of the magnetron, counting down from 1:30 to 0:01.
A/C Rain
Transmitting
Adjustment of this control will improve the resolution of targets in areas of heavy rain by causing the unwanted returns into a speckled pattern.
After the power is turned on and the magnetron has warmed up, STBY (Standby) appears in the screen centre. The radar is now fully operational. a)
Press the [STBY TX] key to transmit.
When transmitting, any echoes from targets appear on the display in eight tones of green according to echo strength. Adjusting Receiver Sensitivity The [GAIN] control adjusts the sensitivity of the receiver. The correct setting is such that the background noise is just visible on the screen. If the gain is too low, weak echoes may be missed. If the gain is too high, too much background noise may obscure strong targets. To adjust receiver gain: a)
Automatic Adjustments of A/C SEA and A/C RAIN a)
Press the [A/C AUTO] key. ‘A/C AUTO’ appears at the bottom left-hand corner of the display when the A/C AUTO circuit is on.
b) Fine tune by adjusting the [A/C SEA], [A/C RAIN] and [GAIN] controls. Measuring Range by VRM a)
Press the [EBL/VRM SELECT] key to display a VRM read out (at the bottom right-hand corner).
b) Press the key repeatedly to step through EBL1, EBL2, VRM1 or VRM2 in that order, to display the required function.
Press the [EBL/VRM CONTROL] key to enable control of the VRM by the omnipad.
d) Operate the omnipad to place the outside edge of the VRM on the inside edge of the target. Note: The omnipad must be operated within five seconds after pressing the [EBL/VRM CONTROL] key, otherwise the VRM cannot be used. e)
Check the VRM read out at the bottom right-hand corner of the display to find the range to the target.
f)
To anchor the VRM, press the [EBL/VRM CONTROL] key.
Adjusting the A/C SEA control
a)
Operation
c)
g) To switch off the VRM, press and hold down the [EBL/VRM CONTROL] key for about two seconds. Measuring Bearing by EBL a)
Press the [EBL/VRM SELECT] key to display an EBL read out (at the bottom left-hand corner).
b) Press the key repeatedly to step through EBL1, EBL2, VRM1 or VRM2 in that order, to display the required function. c)
Press the [EBL/VRM CONTROL] key to enable control of the EBL by the omnipad.
d) Operate the omnipad to bisect the target with the EBL. Note: The omnipad must be operated within five seconds after pressing the [EBL/VRM CONTROL] key, otherwise the EBL cannot be used. e)
Check the EBL read out at the bottom left-hand corner of the display to find the bearing to the target.
f)
To anchor the EBL, press the [EBL/VRM CONTROL] key.
g) To erase the EBL and its read out, press and hold down the [EBL/VRM CONTROL] key for about two seconds. Zoom Function The zoom feature allows you to double the size of the area between own vessel and any location within the current range. a)
Select a location with the cursor.
Select long range on the display.
Issue: Final Draft - November 2007
IMO No: 9323948
Section 7.2.7 - Page 2 of 4
Maersk Nautica b) Press and hold down the [F1 (A/C SEA)] control for about two seconds if its function is set for ZOOM (default setting), or select ZOOM from the menu. Zoom appears at the top right corner when the ZOOM function is on. Note: Zoom is cancelled when range or presentation mode is changed. c)
Cancelling zoom by pressing the [F1 (A/C SEA)] control again.
Deck Operating Manual Note: The radar begins operation with last selected display mode (except course up) whenever the unit is turned on. Note however that head up is selected when course up was the last used mode.
Movement of all radar targets can be displayed relative to own vessel. This function is useful for alerting the operator to possible collision situations.
b) Press the [GUARD] key.
b) Select ‘ECHO TRAIL’ by using the omnipad.
c)
Press the [ACQ/ENTER] key to select setting. Each time this key is pressed, the message changes.
d) Press the [MENU] key to close the menu. Presentation Mode When a heading sensor connection is available, this radar provides four presentation modes: head-up, course-up, north-up and true motion. a)
Press the [MENU] key.
b) Operate the omnipad to select ‘MODE.’ c)
Press the [ACQ/ENTER] key. The display and the display mode indication at the top left-hand corner of the display change in the sequence of HU (heading up), CU (course up), NU (north up) and TM (true motion) each time the [ACQ/ENTER] key is pressed.
Operate the omnipad to set the cursor on upper left point.
‘*G (IN)’ or ‘*G (OUT),’ with asterisk blinking, appears at the top right-hand corner of the display. (The asterisk indicates the guard zone is partially set.)
To switch on the echo trails:
The menu mostly contains less-often used functions which once preset do not require regular adjustment. To open or close the menu, press the [MENU] key. Items and options may be selected from the menu with the omnipad.
b) Press the omnipad to select an item. For example, select RINGS. A message appears at the bottom of the menu window. For example ‘Change Brill from 3 to max’.
The operator must decide the guard zone to be set. a)
a)
Press the [MENU] key to display the main menu.
Setting a Guard Zone
Echo Trails
Menu Operation
a)
Guard Zone
Press the [MENU] key to open the menu screen.
c)
Operate the omnipad to set the cursor on the lower right corner.
d) Press the [GUARD] key. The asterisk disappears. c)
Select ‘ACTIVATE’ by pressing the [ACQ/ENTER] key.
The echo trail time is selected on (‘OTHERS MENU’) and can be selected in steps from 15 seconds to 30 minutes or continuous. The elapsed time appears at the top right-hand corner of the display.
The guard zone alarm can be set to sound when a target either enters or exits the defined guard zone. The operator can select which type of guard alarm is required through the menu.
Trails will now appear on all targets. Note: Trails are restarted when range or mode is changed or zoom or offcentre is turned on. Fixed Time Trail When the elapsed time clock counts up to the trail time selected, the elapsed time display freezes. The oldest portions of trails are erased so only the latest trail, equal in length to the trail time selected, is shown. Continuous Trail The maximum continuous trail time is 99 minutes and 59 seconds. When the elapsed time clock counts up to that time the elapsed time display is reset to zero and the trail begins again.
The alarm sounds on targets entering the guard zone. ‘G (IN)’ appears at the top right-hand corner when the In alarm is selected. The alarm sounds on targets exiting the guard zone. ‘G (OUT)’ appears at the top right-hand corner when the Out alarm is selected. Silencing the Audible Alarm Any radar targets violating the guard zone will trigger the audible alarm. Silence the audible alarm by pressing the [GUARD] key. When this is done, ‘G(ACKN)’ replaces ‘G(IN).’ This indicates that the alarm is acknowledged. Press the key again to reactivate the alarm. The operator may select minimum echo strength which triggers the guard alarm. This can be done at ‘20, Alm Sence Lv’ on the ‘OTHER MENU.’ Cancelling the Guard Zone and Guard Alarm a)
Press and hold down the [GUARD] key until the guard zone disappears.
If there is no heading sensor connection, the display mode is always HU. d) Press the [MENU] key to close the menu.
Issue: Final Draft - November 2007
IMO No: 9323948
Section 7.2.7 - Page 3 of 4
Maersk Nautica
Deck Operating Manual
Echo Stretch Normally, the reflected echoes from long range targets appear on the display as weaker and smaller returns even though they are compensated by the radar’s internal circuitry. The echo stretch function magnifies these small returns in all ranges. Two types of echo stretch are available: ES1 which stretches echoes in bearing direction and ES2 which stretches them in both range and bearing directions. To turn the echo stretch on or off; a)
Press the [MENU] key to open the menu.
b) Select ‘ES.’ c)
Each press of the [ACQ/ENTER] key changes the echo stretch function status in the sequence of ES1, ES2 and OFF.
ES1 or ES2 appears at the top right-hand corner of the display when echo stretch is on. For more detailed operation refer to the operator’s manual.
Issue: Final Draft - November 2007
IMO No: 9323948
Section 7.2.7 - Page 4 of 4
7.3 Autopilot and Electric Steering System
7.3.1
Steering Procedures
7.3.2 Autopilot
7.3.3
Gyrocompass
7.3.4
Magnetic Compass
7.3.5 Rudder Angle Indicators
Illustrations
7.3.1a Steering System
7.3.2a Autopilot Display and Control Panel
7.3.2b Function Set Up Sequence
7.3.3a Gyrocompass System
7.3.3b Gyrocompass Operation and Interface Units
7.3.3c Gyrocompass Interface Panel
7.3.4a Magnetic Compass
7.3.5a Rudder Angle Indicator
Maersk Nautica
Deck Operating Manual
Illustration 7.3.1a Steering System ECDIS Starboard Bridge Wing FU Wheel
Bridge Central Console VOYAGE DATA RECORDER
ANSCHUTZ
30
30
20
GYRO
ALARM
40
40
Ship’s Wheel
No.1
10
Gyrocompass 1 and 2
OFF COURSE
ON LIMIT
SET HEADING
PRECISE
NFU
WHEEL
NAV. TRACK RADIUS RUDD. LIMIT
SPEED
DEG. RAD.
AUTO LIMIT
KN. ROT.
N.M.
IMMED. HEADING CHANGE
PROGRAM HEADING CHANGE
AUTO
HEADING
AUTO
READY
°/MIN SPEED WARN
INCREASE
PORT
STBD
START HEADING CHANGE
NAV. COMP. CONTROL
MODE SWITCH
RADIUS CONTROL
Mode Display NFU
No.2
Autopilot Electronic Unit
GYRO
ALARM
Selector Switch
FURUNO ELECTRIC CO. LTD.
10
20
Data Recording Unit (Compass Deck)
HEADING CONTROL
DECREASE
Signal Converter
0
20
REPORT TO AUTHORITIES
CALL UP
ECONOMY MEDIUM
FUNC. SETUP
40
Engine Room Monitoring and Alarm System
MANUAL SPEED
10
DO NOT OPEN
ANSCHUTZ
LOADED
Autopilot Electronic Unit
30
Control Box
MSM
LIGHT MEDIUM
RESET
Speed Log (LPU)
30
0
10 20
40
Port Bridge Wing FU Wheel
LIGHT MEDIUM
RESET
LOADED MANUAL SPEED
ECONOMY MEDIUM
FUNC. SETUP
OFF COURSE
SET HEADING
ON LIMIT
PRECISE
NAV. TRACK RADIUS RUDD. LIMIT
IMMED. HEADING CHANGE
PROGRAM HEADING CHANGE
AUTO LIMIT
DEG.
SPEED
KN.
RAD.
ROT.
N.M.
°/MIN
INCREASE
PORT
SPEED WARN
STBD
START HEADING CHANGE
HEADING READY
NAV. COMP. CONTROL
RADIUS CONTROL
NORMAL FOLLOW-UP
BACKUP NFU
HEADING CONTROL
DECREASE
24V DC Terminal Board
DIMMER
Dimmer
24V DC
Mode Control and PLC Unit
Engine Room Monitoring and Alarm System Wheelhouse Steering Gear Room
Engine Room Monitoring and Alarm System
No.2 Rudder Control Box
No.1 Rudder Control Box
Steering Gear Starter 1
Steering Gear Starter 2
Rudder Actuator Unload Valve
Issue: Final Draft - November 2007
Limit Switch Starboard
Limit Switch Port
Torque Motor
Rudder Feedback Unit
IMO No: 9323948
Rudder Feedback Unit
Torque Motor
Limit Switch Port
Limit Switch Starboard
Unload Valve
Section 7.3.1 - Page 1 of 2
Maersk Nautica 7.3 Autopilot System Manufacturer:
and
Electric
Deck Operating Manual Steering
Kelvin Hughes
7.3.1 Steering Procedures
Introduction All steering systems involve sending rudder command signals from the position where the vessel is navigated to the steering gear compartment where the machinery for controlling rudder movement is located. These rudder commands may be manually generated by a pilot/helmsman or electronically via an automatic pilot. The method of steering the ship is determined by use of the mode selector switch located in the Bridge Control Console (BCC). The modes available to send rudder order signals to the steering gear include: • Manual wheel steering • Non follow up (NFU) mode • Auto mode Manual Steering (Follow Up) Manual steering is normally carried out only when the vessel is manoeuvring, although it can be used in the event of autopilot failure. In manual mode the ship is steered by the hand steering wheel located on the aft of the navigation control console, or by the mini follow up wheel on each bridge wing. The hand steering control works in follow up mode. A gyrocompass repeater and rudder angle indicator are fitted to the steering control stand to facilitate manual steering. The magnetic compass binnacle is also visible to the helmsman in case of failure of both gyrocompasses. Dimmer controls are fitted to set appropriate lighting levels to the rudder angle indicator, the magnetic compass display, the handwheel illumination and red ceiling lights. In follow up mode a steering helm has a midships position and movement in both port and starboard directions. When the helm is moved away from the midships position a rudder command voltage starts the steering gear causing the rudder to move. As it moves an electrical feedback signal from the rudder stops any further movement once the desired angle of rudder is reached. If the helm is left in this position the rudder will remain at that angle. If the helm is now moved to another position, the rudder will ‘follow’ this command and take up a new position. For example, if the helm were returned to midships, the rudder would return to midships. This system can only work when rudder feedback signals are available. Issue: Final Draft - November 2007
Non Follow Up (NFU) Mode In NFU mode an additional controller is provided on the starboard side of the helm position. When moved in one direction the rudder will continue to move until the command is removed or the rudder limits reached. If the controller is returned to midships the rudder will remain at this angle. An opposite command has to be applied to bring the rudder back. Automatic Mode Here an electronic device produces the rudder command signals to steer the ship. The navigator sets the desired course on the autopilot controls or via the Voyage Management System (VMS) and the system compares the set course with the actual course from the gyrocompass, or occasionally the transmitting magnetic compass. If there is a difference between set and actual courses, a rudder command signal causes the rudder to move in the correct direction and by an appropriate amount to bring the vessel back on course. Modern autopilots are adaptive in that they can modify the steering to the changing external forces, such as sea conditions or wind as well as the individual characteristics of the ship’s hull.
System Configuration There are various components which make up the steering system. An electronic unit sends and receives information to and from the steering control unit which subsequently sends control signals to the steering gear compartment. Inputs and outputs include the following: • Heading information from the dual gyrocompasses • Heading information to the off-course recorder • Rudder angle indication to the gyrocompasses • Ship speed from the speed log processor unit • Rudder orders from the autopilot control panel • Rudder orders from the steering handwheel • Rudder orders from the NFU tiller • Alarm unit for the Voyage Data Recorder (VDR) • Steering information to the VDR • Rate of Turn from the ROT gyro.
IMO No: 9323948
Section 7.3.1 - Page 2 of 2
Maersk Nautica
Deck Operating Manual
Illustration 7.3.2a Autopilot Display and Control Panel
SEM 200 AUTOPILOT GYRO
ALARM
LIGHT
Press to silence Alarm Buzzer
MEDIUM
Loading Condition Selection Group
RESET
LOADED
MANUAL SPEED
ECONOMY MEDIUM
Gyro Heading and ROT Display FUNC. SETUP
OFF COURSE
SET HEADING
ON LIMIT
Steering Performance Selection Group
PRECISE
Heading to Steer Display NAV. TRACK
Dimmer and Operator Controls
RADIUS RUDD. LIMIT
Switched Display Radius or Rudder Limit
IMMED. HEADING CHANGE
Autopilot Heading Change Mode Pushbuttons
PROGRAM HEADING CHANGE
AUTO LIMIT
DEG.
SPEED
KN.
RAD.
ROT.
N.M.
°/MIN
INCREASE
SPEED WARN
PORT
STBD
START HEADING CHANGE
Steering Mode Indication Group
HEADING READY
Switched Display Speed or ROT
NAV. COMP. CONTROL
RADIUS CONTROL
Autopilot Control Mode Take-over Pushbuttons
HEADING CONTROL
DECREASE
KELVIN HUGHES Radius and Heading Set Joystick
Issue: Final Draft - November 2007
IMO No: 9323948
Section 7.3.2 - Page 1 of 6
Maersk Nautica 7.3.2 AUTOPILOT Manufacturer: Type:
Kelvin Hughes SEM200
Deck Operating Manual Actual Heading
The corresponding mode field in the status indicator will illuminate.
This is the horizontal direction in which a ship points at a given time in relation to true or magnetic north.
The selected pushbutton lamp will illuminate. The IMMED. HEADING CHANGE lamp illuminates.
Set Heading
Introduction The SEM200 autopilot is a microprocessor controlled heading control system that has been created to provide high fuel economy with user friendly operator interface. Two units are fitted on the control console at the helm position and are connected to the autopilot electronic unit AEU 511. The unit continuously monitors the ship’s steering dynamics and adapts the parameters of the generated control signals to provide the most efficient 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, which maintains ship stability whilst maximising fuel economy. The autopilot provides the control and display functions along with circuits which process the control inputs, generate the display response and determine 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 control and any limits or special commands associated with the selected mode. The actual heading signal supplied by the gyrocompass or transmitting magnetic compass is continuously compared with the set heading manually set, by the operator, on the digital display panel of the autopilot. Whenever the actual heading and the set heading are the same there is no differential between the two and no movement signal is sent to the rudder. If a differential does exist, a trigger circuit initiates a signal to move the rudder in a direction so as to null out the error. Tuning of the autopilot is achieved by varying the parameters displayed on the right-hand side of the display according to the prevailing conditions such as weather, seaway and state of loading. In restricted waterways manual steering is recommended, and particularly when navigating in restricted visibility. Switching from manual steering to autopilot steering is possible at all times, regardless of whether the autopilot is to hold the set heading or a change is to be made to the set heading. Note: When switching from manual steering to autopilot control, the actual heading of the vessel is taken as the set heading at the instant of switch-over to prevent unwanted or erroneous changes in the ship’s heading when the steering mode is switched to autopilot. Due to developments in the design and manufacture of modern marine autopilot systems the terminology associated with them has been changed to reflect the changes. The main changes in terminology are as follows:
Issue: Final Draft - November 2007
This is the angle between true or magnetic north and the direction in which a ship is to be steered by the autopilot.
The heading to steer will be synchronised to the gyro reading when entering autopilot control from hand control.
Set Course
The heading to steer value will be kept when shifting between RADIUS and HEADING CONTROL.
This is the angle between true or magnetic north and the direction over ground in which a vessel is to be steered by the autopilot from waypoint to waypoint in combination with, say a GPS (Global Positioning System) receiver.
Multi Panel Installations
In NAV COMP. CONTROL mode (Navigation Computer Control), the autopilot is interfaced with the Voyage Management System (VMS) where the external system controls the set heading and the turn rate for the vessel to follow a programmed voyage plan that is run on the external system.
The status indications are displayed on all panels in installations with more than one panel, however, the mode pushbutton will only be illuminated on the panel in control. a)
• The control will automatically be transferred from one panel to another.
Equipment
• The requested mode will be enabled.
Control and Display Unit The control unit as shown in illustration 7.3.2a contains the operator controls and indicators used for the heading and control operation. The panel contains an LCD that displays information on the current heading, the ordered heading and other related information. Also fitted within the CDU are controls for testing the system, a dimmer control for day or night time viewing and an alarm mute button.
Taking away the control from a panel by panel transfer or going to HAND will cause the panel buzzer to sound. Pre-Sailing Check a)
The Steering Control Unit (SCU) contains a microprocessor with input and output connections for processing the steering commands and controlling the steering gear.
c)
Autopilot Mode Selection and Indicator Display Select AUTO on the external rudder control. The READY field in the status indicator will be illuminated.
b) Press one of the Autopilot take-over pushbuttons to select a control mode: ‘RADIUS’ or ‘HEADING’ if in a local control mode,
or
Start one or two steering gear pumps, as appropriate.
b) Select AUTOPILOT steering, either on the mode switch or by pressing HEADING CONTROL.
Steering Control Unit
a)
Press one of the three mode pushbuttons on any panel:
Select HEADING CONTROL, if not already done. If no speed signal is available from the log, then a SPEED WARN ALARM will show up. Acknowledge this by pressing RESET.
d) Press MANUAL SPEED and then FUNC. SETUP. The speed indicator will flash. e)
Press the UP/DOWN arrows on the special function keypad to set a normal sailing speed in the SPEED knots window.
f)
Operate the joystick tiller, INCREASE / DECREASE to adjust the rudder limit, until 10° is shown in the window.
‘NAV. and RADIUS’ if NAV. COMP. CONTROL mode is selected. IMO No: 9323948
Section 7.3.2 - Page 2 of 6
Maersk Nautica g) Move the tiller left to order a new, lower heading to steer value, 20° below the GYRO heading. h) Check that the rudder moves to 10° port. i)
Move the tiller right to order a new, higher heading to steer value, 20° above the GYRO heading.
j)
Check that the rudder moves to 10° starboard.
In h) and j) a warning light will come up in the ON LIMIT field.
Normally the rudder should follow to within 1° error from the 10° order.
If the rudder indicator shows a rudder angle more than 2° off the 10° values, there is an error either in the autopilot, steering control system or in the rudder indicator system. In this case, run the pre-sailing check of the steering control system to find the problem.
Deck Operating Manual Program Heading Change Operation
Manual Speed
This can be selected in the HEADING and RADIUS control modes.
Select MANUAL SPEED in case of a log failure.
To select PROGRAM HEADING CHANGE: a)
Press the PROGRAM HEADING CHANGE pushbutton.
c)
The START HEADING CHANGE pushbutton will start flashing. Operate the pushbutton to start the turn.
Heading to Steer Values When Changing Mode
l)
Switching Between RADIUS and HEADING CONTROL:
Select HAND steering again on the mode selector, and check that the heading to steer value returns to the GYRO heading.
Heading Change Functions The heading to steer value can be adjusted from the MIP panel only in the following modes:
Port / Starboard indicators left and right of the tiller are illuminated when the tiller is ready for operation. a)
Operate the tiller, left or right to adjust the heading to steer.
Immediate Heading Change Operation
Function Set-up a)
Activate the FUNC. SET-UP pushbutton to start the following set-up functions: (Illustration 7.3.2b) • MANUAL SPEED adjust. • AUTO LIMIT ON/OFF. Automatic speed dependent rudder limit on/off. • CONDITION (LIGHT/MEDIUM/LOADED) selection. • PERFORMANCE selection
The heading to steer is equal to the gyro reading.
(ECONOMY/MEDIUM/PRECISE)
Present heading to steer is kept.
b) Use the FUNC. SET-UP pushbutton to step through the sequence. The set-up process will automatically time-out if the set-up sequence is not finalised.
NAV. COMP. CONTROL to Local (RADIUS or HEADING) Control:
c)
The heading to steer will be set equal to the gyro reading.
During the mode transfer, the local operating mode will continue on the currently used heading to steer value. When control is transferred the heading to steer is ordered from the navigation computer. The currently used heading to steer will always be shown in the set heading display, except when setting a new value in a pending PROGRAM HEADING CHANGE mode
This is the default heading change mode in HEADING and RADIUS CONTROL modes.
Use the arrow up/down keys to alter a value or selection. The specific item under set-up is shown by flashing displays
Condition Set-Up Three selections are possible: LIGHT - MEDIUM - LOADED, according to loading conditions. Use LOADED in shallow waters if the autopilot control performance is reduced. Performance Set-Up Three selections are possible: ECONOMY - MEDIUM - PRECISE. Use ECONOMY or MEDIUM to obtain a relaxed control to save fuel by minimising use of rudder.
The heading to steer can be adjusted 180° left or right of the gyrocompass reading. Issue: Final Draft - November 2007
b) Adjust the manual speed value, see Function Set-up below.
Hand to Auto is selected on the steering mode switch:
Local Control Mode to NAV. COMP. CONTROL: Heading Control and Radius Control.
• If in RADIUS or NAV. COMP. CONTROL: the display will automatically change from the RATE OF TURN mode to the SPEED display.
The Program Heading Change mode will automatically be cancelled upon a start heading change operation being initiated.
k) Press the MANUAL SPEED button again to return to log speed input. The LED in the MANUAL SPEED button goes off; and the SPEED window should read zero, or whatever is the speed log output.
Activate the pushbutton to select manual speed input. The LED in the MANUAL SPEED pushbutton illuminates. • If in HEADING CONTROL mode: the RATE OF TURN SPEED display will always be in the SPEED display mode.
The PROGRAM HEADING CHANGE illuminates. The RADIUS CONTROL or HEADING CONTROL lamp stays illuminated.
b) Move the tiller left or right to adjust the heading to steer up to 240° left or right of the gyrocompass reading.
a)
Use PRECISE during manoeuvres and when in confined waters. IMO No: 9323948
Section 7.3.2 - Page 3 of 6
Maersk Nautica Rudder Limit Function The rudder limit can either be manually adjusted or be an automatically selected value as a function of the speed. Manual Rudder Limit Operation Operate the Heading Change tiller up/down to increase/decrease the rudder limit value. Rudder limit adjustment range: 5° to 30° INCR/DECR indicators above and below the tiller shows that the tiller is enabled and ready for operation. Auto Limit The rudder limit will increase automatically with decreasing speed.
Deck Operating Manual If the rudder order is limited for a longer time during a manoeuvre: • The ON LIMIT is illuminated. • The OFF COURSE ALARM is activated if the heading of the vessel cannot follow the rate of turn of the tangent to the curve defined by the radius setting. • The alarm buzzer sounds.
d) Move the tiller up/down to set the rudder limit. To change the heading: e)
Move the tiller to PORT or STBD to start an immediate heading change.
Rudder angles up to the rudder limit value can be ordered to make the heading change.
Proceed in this condition by: a)
Pressing RESET to cancel the panel buzzer.
b) Select the HEADING CONTROL mode or HAND control dependent on the navigational situation:
To make a pre-planned heading change: a)
Press the PROGRAM HEADING CHANGE to make a preplanned heading change.
The rudder limit at maximum cruising speed is an internal adjustable value.
Turn Radius Adjustment
b) Operate the tiller port/starboard to enter a new pre-planned heading to steer.
Two different values are available:
The Radius of Turn value can be adjusted when in a radius control mode, and the Rudder Limit/Radius display is in the Radius mode.
The START HEADING CHANGE pushbutton starts flashing.
c)
Enforce the manoeuvre by pressing the START HEADING CHANGE pushbutton.
The HEADING CHANGE function changes to IMMEDIATE automatically.
• One for heading control mode (typically set to 10°). • One for radius and navigation computer modes. (Typically set to a value above 10°) If the tiller is operated up or down, the rudder limit adjustment will change to manual mode. Rudder Limit in Heading Control Mode
The Radius of Turn value is adjusted by the tiller (INCR/DECR) in steps of 0.1nm. The equivalent Rate of Turn is shown on the ROT display in °/min. Values above 99°/min are displayed as ‘HI’ The radius upper adjustment limit is: 9.9nm. The lower limit is selected by internal parameters, set-up to fit the manoeuvring characteristics of the vessel, (0.1, 0.2, 0.3 or 0.4nm).
Selecting the local HEADING CONTROL mode will: • Automatically turn the RADIUS/RUDDER LIMIT display into a RUDDER LIMIT display. • Default selects the previous used rudder limit function and value. • Default comes up with the AUTO LIMIT function after powerup. If the rudder order is limited during a manoeuvre, the rudder limit value and the ON LIMIT indicator will be flashing to announce limitation of the manoeuvre. Rudder Limit in Radius Control or Navigation Computer Control Selecting the RADIUS CONTROL mode or NAV. COMP. CONTROL mode: • Automatically turns the RADIUS/RUDDER LIMIT display into a RADIUS display. • Default selects the AUTO LIMIT function belonging to the radius mode. Issue: Final Draft - November 2007
Radius Control Mode a)
Heading Control Mode a)
Press HEADING CONTROL, the HEADING CONTROL lamp is illuminated.
The status display is showing HEADING & READY. b) Select suitable CONDITION and PERFORMANCE settings. (Use Func. Set Up). The IMMED. HEADING CHANGE mode is default selected. The RATE OF TURN/SPEED display is automatically changed to a SPEED display. c)
Only in the case of a log failure, press MANUAL SPEED and make manual speed adjustment, (Use Func. Set Up).
The RADIUS/RUDDER LIMIT display is automatically changed to a RUDDER LIMIT display.
IMO No: 9323948
Press RADIUS CONTROL, the RADIUS CONTROL lamp is illuminated.
The status display is showing RADIUS, READY. b) Select suitable Condition and Performance settings. (Use the FUNC. SET UP button.) The RADIUS/RUDDER LIMIT display is in a RADIUS display mode. The RATE OF TURN/SPEED display is in a Rate Of Turn display mode. c)
Move the tiller up/down to set the Radius of Turn. The RATE OF TURN display value will follow with a value calculated through the speed. Rate of turn values above 99°/min are displayed as ‘HI’.
The IMMED HEADING CHANGE mode is default selected. d) Only in the case of a log failure, press MANUAL SPEED and make a manual speed adjustment.
Section 7.3.2 - Page 4 of 6
Maersk Nautica
Deck Operating Manual
Illustration 7.3.2b Function Set-Up Sequence
FUNC. SETUP
KN
FUNC. SETUP
‘Auto Limit’ Flashing When Entering Set-Up
‘Speed’ Flashing
SPEED
Set-up Sequence Finalised
Default State Adjust Panel Illumination Up/down Press Both Keys To Perform Lamp Test
Set-up Sequence Start
FUNC. SETUP
SPEED WARN
Adjust Manual Speed
RUDD. LIMIT
Selected Set-up Flashing
FUNC. SETUP
DEG
Selected Set-up Flashing
FUNC. SETUP
LIGHT
ECONOMY
MEDIUM
MEDIUM
LOADED
PRECISE
AUTO LIMIT
Auto Speed Dependent Rudder Limit On/off
Condition Selection
Performance Selection
Note: Manual speed adjust is only a part of the set-up sequence if manual speed is selected. The auto limit on/off selection is only a part of the set-up sequence if in heading control mode.
Issue: Final Draft - November 2007
IMO No: 9323948
Section 7.3.2 - Page 5 of 6
Maersk Nautica e)
Move the tiller port/starboard to start an Immediate Heading Change. The heading change is executed at a rate of turn calculated from the radius setting and the speed of the vessel.
The rudder angle is limited by the AUTO LIMIT function.
Note: There is no position reference. External influence from wind and sea will make the position of the vessel deviate from the ordered radius curvature. To make a pre-planned heading change: a)
Press the PROGRAM HEADING CHANGE button to make a pre-planned change of heading to steer.
b) Move the tiller port/starboard to enter a new pre-planned value.
The START HEADING CHANGE pushbutton starts flashing.
c)
Enforce the manoeuvre by pressing the START HEADING CHANGE pushbutton.
The manoeuvre will be executed as in the Immediate Heading Change mode, and the Immediate Heading Change mode will be automatically restored.
To cancel a pre-planned heading change: a)
Press either the IMMEDIATE HEADING CHANGE or the PROGRAM HEADING CHANGE pushbutton.
Navigation Computer Control a)
Press NAV. COMP. CONTRL, the NAVIGATION COMPUTER CONTROL lamp is illuminated.
In the Navigation Computer Control mode, the navigation computer controls the required autopilot control mode, Remote Heading, Radius or Track control mode. • The status display is showing NAV., RADIUS, READY • The RADIUS/RUDDER LIMIT display is in a Radius display mode. • The RATE OF TURN/SPEED display is in a Rate of Turn display mode. • The Immediate Heading Change mode is default selected (it is not possible to select PROGRAM HEADING CHANGE). Issue: Final Draft - November 2007
Deck Operating Manual b) Select MANUAL SPEED. A failing log signal will then still be monitored, but the alarm buzzer will be cancelled and the indication will be under dimmer control.
Alarms and Warnings The autopilot will come up with: • ALARM NO. 12, in case of a communication failure to the navigation computer. • ALARM NO. 07, in case of missing navigation computer response to a call-up from the autopilot. • ALARM NO. 05, in case the navigation computer terminates control of the autopilot, except at the end of a route. Select a LOCAL control mode (HEADING or RADIUS) in the case of a communication failure. Alarm Warning System The off-course alarm is given in case of either: • The difference between the heading to steer and the autopilot reference source is larger than a preset value (typically 10°, internal parameter set-up). or • The heading of the vessel cannot follow the tangential heading of the curve in a radius controlled mode, if the rudder is on limit for a longer period. (Preset time).
Alarm System System detected alarms will be shown in the SET HEADING display. The display will be alternating between the alarm number (AL NO.) and the Heading to Steer value. (See The System Overview section of the manufacturer’s manual to obtain a detailed list of possible alarms.) In case of a heading alarm: The ALARM indication will be on. a)
Acknowledge and cancel the buzzer by operating RESET.
When acknowledged, the ALARM is under dimmer control.
b) Change to HAND control, or change to a simpler autopilot control mode, dependent on the type of alarm. (Except in the case of AL 12, ‘missing communication to NAV. Computer’ normal Heading control or Radius control can be selected).
In case of a failure inside a control panel the GYRO display will show error ‘ERR’ and a specific error no. will be shown in the SET HEADING display.
In case of an alarm: ‘Alarm’ and ‘Off Course’ is illuminated. ‘Off Course’ flashes until acknowledged.
In case of an error, the ALARM indication will be on.
Acknowledge and cancel the buzzer by operating RESET
c)
Acknowledge and cancel the buzzer by operating RESET.
When acknowledged, the ALARM is under dimmer control.
d) Change to HAND control or to the other autopilot control panel.
The off-course alarm is backed-up by a Gyro Comparison Alarm. The alarm is activated if the difference between the autopilot reference gyro reading and a secondary gyrocompass reading is above a preset value, typically 10°, internal parameter set-up.
For additional autopilot information refer to the manufacturer’s manual.
Speed Warning The speed warning is given if the speed is below 20% or above 120% of MCR speed (maximum cruising speed). The Speed Warning and Alarm is illuminated. Speed Warning will flash until acknowledged. a) Acknowledge and cancel the buzzer by operating RESET.
IMO No: 9323948
Section 7.3.2 - Page 6 of 6
Maersk Nautica
Deck Operating Manual
Illustration 7.3.3a Gyrocompass System
Overhead Panel Repeater Stand Type (Port Bridge Wing)
Bridge Starboard Console
Bridge Central Console Autopilot 1 and 2
Gyro Select Switch
Signal Converter
Repeater Stand Type (Starboard Bridge Wing)
Dimmers
ECDIS AIS VDR Speed Log Autopilot 2 Pirate Radar
YOKOGAWA
Yokagawa Denshikik Co. Ltd
24V DC RATE OF TURN DIMMER
PORT
Heading
STBD
Rate Of Turn
YOKOGAWA
Yokagawa Denshikik Co. Ltd
Steering Gear Room
Converter Room
Steering Stand Repeater 0
0
33
340
350 360 010 02 0
03
0
04
0
31
0 30
8 7
3
250
2
0
6
24
5
0
23
13
0
4
0
12 14
0
15
0
160
0
170 180 190 20 0
21
22
X-Band Processor
0
DGPS
080 090 100 11 0
260 270 280 29 0
070
Rudder Feedback Unit No.2
1
0
220V AC Course Recorder and Printer
06
0 9
0
05
0
32
S-Band Processor
YOKOGAWA
GYROCOMPASS OPERATION UNIT
Yokogawa Denshikiki Co, Ltd
FAIL BZ STOP
SELECT
GYRO 1 GYRO 2 EXT 5
Gyrocompass
GYRO 1
GYRO 2
EXT
COMMAND
ENT
DIMMER/LAMP TEST
Gyrocompass
Gyrocompass Control Box
E/R Monitoring and Alarm System Autopilot 1 DGPS
220V AC 24V DC 220V AC
Speed Log Dual AC Adapter
24V DC
Issue: Final Draft - November 2007
IMO No: 9323948
Section 7.3.3 - Page 1 of 6
Maersk Nautica
Deck Operating Manual
7.3.3 Gyrocompass
• The gyrocompass should be powered up for a minimum of 5 hours prior to its requirement for normal operation.
Manufacturer: Model:
• The SELECT LED lamp of the control box must be extinguished before operating the master compass controls.
Kelvin Hughes/Yokogawa CMZ700D
The gyrocompass system consists of a number of components namely: • Two master compasses - type MKM022 in the converter room • Dual AC adapter MKS066 • Repeater compass (2 sets) • Steering repeater compass • Digital repeater
Master Compass Function Key Panel
Procedure for a Cold Start Operation a)
Turn the main power switch to the ON position.
b) Turn the local power switch on both master gyro operation units to the ON position. The RUN indicator lamp illuminates, if ‘CS’ is displayed on the operation control unit, the gyrocompass is in the standby phase. The standby phase lasts for approximately 2 hours until the value of the phase current drops below 0.35A and the gyrocompass enters normal operating status. c)
This function key panel is mounted on the both No.1 and No.2 master gyrocompass units.
The gyro heading will be displayed when the unit has settled down and automatically enters the normal mode of operation.
Procedure for a Hot Start Operation ON/OFF POWER Turns the power of the gyrocompass on or off. EXT External heading sensor selector switch. (Not used in this installation). SET/DIMMER In normal mode use the up and down arrow keys to adjust the display illumination. Press both keys simultaneously to perform a lamp test. Pressing the SHIFT key causes the input digit to blink, while pressing the up key changes the value of the input digit. COMMAND/BZ STOP Changes mode between normal and command selection mode and also acknowledges any alarms. ENT Enters an input value in command modes.
a)
b) Turn the local power switch to the ON position on both master gyro operation units. The RUN indicator lamp illuminates and the gyro heading is displayed on the control unit.
a)
Issue: Final Draft - November 2007
Press the COMMAND key on the control unit. ‘00’ is displayed in the command display and the unit enters the Command Selection mode.
b) Press the SHIFT key and then the UP key until ‘21’ is displayed in the command display. c)
Press the ENT key for 2 seconds. Command Execution mode is entered.
d) Press the ENT key for a further 2 seconds. The current speed input flashes in the data display. e) f)
h) Press the COMMAND key to return to the Normal Display mode. Latitude Input a)
Press the COMMAND key on the control unit. ‘00’ is displayed in the command display and the unit enters the Command Selection mode.
b) Press the SHIFT key and then the UP key until ‘22’ is displayed in the command display. c)
Press the ENT key for 2 seconds. The unit enters the Command Execution mode.
d) Press the ENT key for a further 2 seconds. The current latitude flashes in the data display area. If the latitude displayed is south, a decimal point appears after the digits. e)
Enter the new latitude by pressing the SHIFT key followed by the UP key consecutively until the required latitude between 0° and 70° is displayed.
f)
Press the ENT key for 2 seconds to confirm the value.
g) Press the ENT key for a further 2 seconds to display and set the new latitude.
Speed Input
Operating Procedure The following points should be noted when starting the gyrocompass for the first time or after maintenance:
Turn ON the main power switch.
g) Press the ENT key for a further 2 seconds to display and set the new speed input.
Enter the new speed input. Press the SHIFT key followed by the UP key consecutively until the desired speed is displayed.
h) Press the COMMAND key to return to the normal display mode.
Procedure for Automatic Compass Alignment The automatic alignment function allows the gyrocompass to align the azimuth of the container and compass heading by detecting the zero point of the gyrocompass system: a)
Press the COMMAND key on the control unit. ‘00’ is displayed in the command display and the unit enters Command Selection mode.
b) Press the SHIFT key and then the UP key until ‘23’ is displayed in the command display.
Press the ENT key for 2 seconds to confirm the value. c)
IMO No: 9323948
Press the ENT key for 2 seconds. The unit enters the Command Execution mode. Section 7.3.3 - Page 2 of 6
Maersk Nautica
Deck Operating Manual
Illustration 7.3.3b Gyrocompass Operation and Interface Units
Gyrocompass Operation Unit
Master Gyrocompass Operation Unit
KELVIN HUGHES
GYROCOMPASS OPERATION UNIT
3
4
FAIL BZ STOP
SELECT
KELVIN HUGHES
ON
GYRO 1
12
RUN
13
EXIT
14
FAIL
17
11
GYRO 2
1
2
GYRO
EXT
HEADING
18
19
COMMAND
DATA
15
5
EXT 10
GYRO 1
9
GYRO 2
8
EXT
7
COMMAND
6 OFF POWER
ENT
16
16
20
21
SHIFT
UP
COMMAND
ENT
GYROCOMPASS
DIMMER/LAMP TEST
BZ STOP
SET/DIMMER
Key 1
- Heading Display - Displays compass heading and system status.
11
- Power Switch - Used to turn the power to the gyrocompass system on or off.
2
- Data Display - Displays menus and command codes.
12
- RUN Indicator Lamp - Illuminated when power is present.
3
- Alarm Lamp and Buzzer Stop Key - Displays gyrocompass alarm status and silences alarm buzzer.
13
- EXT Indicator Lamp - This lamp is illuminated when an external heading sensor is selected.
4
- Select Key and LED - Press to select the required operation unit. When the LED is illuminated the system
14
- FAIL Indicator Lamp - Flashes when and alarm in generated. After the 'BZ STOP' key is press the lamp will remain illuminated until the fault is cleared and the unit is restored to normal operation.
can be operated via the C operation unit. When the LED is extinguished the system can be operated via 15
the M operation unit. 5
- Arrow Keys - Used to select commands and data and to switch displays.
6
- Enter Key - Used to enter and set commands and data.
7
- Command Key - In normal mode press to change the data display to the Main menu.
between gyro heading or external heading. 16
- Set/Dimmer Keys - Used in normal mode the up or down arrow key will increase or decrease the display illumination. If the keys are pressed simultaneously a lamp test is initiated. In the command selection or command execution mode press the key to enter data. Press the SHIFT key and the up arrow key to change the value of the input digit.
When the display is in access mode press to return to the normal mode. 8
- External Sensor Selector Switch - Press this switch for two seconds or more in normal mode to select the output heading
- Dimmer Keys - Adjust brightness of the unit. Press simultaneously with the ENT key to adjust the LCD contrast. Press both keys simultaneously to perform a lamp test.
17
- Gyro Heading Display - Displays compass heading.
18
- Command Display - Displays a command code. - Data Display - Displays/sets data when a command is executed. - Command/Buzzer Stop Key - In normal mode press this key to select the command selection mode. In command selection
9
- External Heading Selector Key - Used to change the output heading to that of the external heading sensor.
19
10
- Gyrocompass Heading Selector Keys - To change over gyrocompass output; for example gyrocompass 1 to gyrocompass 2.
20
or command execution mode press this key to return to normal mode. Press to acknowledge an alarm, the alarm buzzer is silenced and the flashing FAIL indicator lamp becomes a steady light. If key 4 ,
9
or 10 is to be operated, keep the key pressed for at least two seconds.
Issue: Final Draft - November 2007
21
IMO No: 9323948
- ENT Key - In the command selection or command execution mode press this key for at least two seconds to enter an input value.
Section 7.3.3 - Page 3 of 6
Maersk Nautica d) Press the ENT key for a further 2 seconds. Alignment of the gyrocompass is executed and the container rotates to detect the zero point. ‘CA’ flashes in the display. e)
When the alignment is complete ‘CA’ stops flashing and the gyro heading display indicates ‘000.0’.
Note: If the alignment is unsuccessful an alarm is generated and ‘CA’ continues to flash. Carry out a manual alignment at this time. f)
Press the COMMAND key to return to the normal display mode.
Procedure for Manual Compass Alignment If the automatic alignment function cannot be executed, manual alignment can be used: a)
Press the COMMAND key on the control unit. ‘00’ is displayed in the command display and the unit enters the Command Selection mode.
Deck Operating Manual i)
Press the COMMAND key to return to the normal display mode.
Gyrocompass Interface Unit Function Keys Panel This panel is located on the bridge control console adjacent to the autopilot and steering motor controls. SELECT Displays and selects the operating initiative, ie, master compass or control box. When the LED is illuminated the control box functions are active and the master compass controls are inactive. FAIL BZ STOP Displays the alarm status and acknowledges alarms.
b) Press the SHIFT key and then the UP key until ‘24’ is displayed in the command display.
ENT
c)
Enters and sets commands and data.
d) Press the ENT key for a further 2 seconds. ‘AE’ is displayed in the data display and 000.0 is displayed in the gyro heading display. The mode changes to the relative value alignment setting mode. e)
f)
Press the EXT key for 2 seconds. ‘AH’ is displayed in the data display and the present compass heading is displayed in the gyro heading display. The mode changes to the absolute value alignment setting mode and the hundredth digit of the gyro display flashes. Press the SHIFT key followed by the pressing the UP key to change the gyro heading (relative value -180° to 180°, absolute value 000.0° to 359.9°). If a negative value is to be entered, set the digit to be entered to the hundredth digit and press the UP key several times until ‘AE’ is displayed in the data display.
If GYRO 1 is depressed, the output heading is changed to the gyro heading (true heading of the master compass). If GYRO 2 key is pressed for at least 2 seconds, the output heading is changed to the No.2 master gyrocompass heading.
Control Box Operating Procedure Prior to performing any of the control box functions it is necessary to ensure that the SELECT lamp is first illuminated. If necessary press the SELECT key for 2 seconds. Normal Display The heading display indicates the true headings of each heading sensor (GYRO 1, GYRO 2 and EXT) and the system status (STBY, HDG FLT or PWR FLT). • ‘STBY’ - indicates that the master compass is standby • ‘HDG FLT’ - indicates the failure of the heading sensor • PWR FLT - indicates the failure of the AC power supply
Arrow Keys Execute selection of commands and data and permit switching of displays.
Press the ENT key for 2 seconds. The unit enters the Command Execution mode.
GYRO 1 and GYRO 2
Accessing Menus a)
Press the COMMAND key. ‘MAIN MENU’ is displayed in the data display with the following options: • 1 Display (flashing)
COMMAND
• 2 Operate
Switches from data display to MAIN MENU in normal mode and returns to normal mode when in access mode.
• 3 Maintain
DIMMER/LAMP TEST Adjusts the brightness of the display. When pressed in combination with the ENT key adjusts the contrast of the LCD screen.
b) Use the up and down arrow keys to select a function then press the ENT key to enter the sub-menu required. Speed Input a)
EXT Changes the output heading to that of the external heading (bow heading input from external heading sensor).
Press the COMMAND key on the control unit. ‘MAIN MENU’ is displayed in the data display area.
b) Use the down arrow key to select ‘2 Operate’ and press the ENT key. The Operate menu appears. c)
Use the down arrow key to select ‘21 SPD SET’ and press the ENT key. The current speed is displayed.
d) Press the ENT key. Both AUTO and MANUAL flash in the display.
g) Press the ENT key for 2 seconds to confirm the value. h) Press the ENT key for a further 2 seconds to display and set the new gyro heading. Issue: Final Draft - November 2007
IMO No: 9323948
Section 7.3.3 - Page 4 of 6
Maersk Nautica
Deck Operating Manual
Illustration 7.3.3c Gyrocompass Interface Panel
KELVIN HUGHES
GYROCOMPASS OPERATION UNIT 3
4
FAIL BZ STOP
SELECT
GYRO 1 GYRO 2
1
2
EXT 5
10
GYRO 1
9
GYRO 2
8
EXT
7
6
COMMAND
ENT
DIMMER/LAMP TEST
If key 4 ,
9
or 10 is to be operated, keep the key pressed for at least two seconds.
Key 1
- Heading Display - Displays compass heading and system status.
6
- Enter Key - Used to enter and set commands and data.
2
- Data Display - Displays menus and command codes.
7
- Command Key - In normal mode press to change the data display to the Main menu.
3
- Alarm Lamp and Buzzer Stop Key - Displays gyrocompass alarm status and silences alarm buzzer.
4
- Select Key and LED - Press to select the required operation unit. When the LED is illuminated the system
When the display is in access mode press to return to the normal mode. 8
can be operated via the C operation unit. When the LED is extinguished the system can be operated via the M operation unit. 5
- Arrow Keys - Used to select commands and data and to switch displays.
Issue: Final Draft - November 2007
- Dimmer Keys - Adjust brightness of the unit. Press simultaneously with the ENT key to adjust the LCD contrast. Press both keys simultaneously to perform a lamp test.
9
- External Heading Selector Key - Used to change the output heading to that of the external heading sensor.
10
- Gyrocompass Heading Selector Keys - To change over gyrocompass output; for example gyrocompass 1 to gyrocompass 2.
IMO No: 9323948
Section 7.3.3 - Page 5 of 6
Maersk Nautica e)
f)
Use the up or down arrow keys to select AUTO or MANUAL speed. If AUTO is selected the automatic ship’s speed input is selected. If MANUAL is selected the tens digit of the ship’s speed flashes. Use the up or down arrow keys to enter the required speed in tens, then using the right arrow key move to the single speed unit and with the up or down arrow keys enter the required speed.
g) Press the ENT key and the speed input value flashes. h) To confirm the speed input press the ENT key. The speed input stops flashing and the input value is changed.
Deck Operating Manual a)
b) Use the down arrow key to select ‘2 Operate’ and press the ENT key. The Operate menu appears. c)
Press the COMMAND key on the control unit. ‘MAIN MENU’ is displayed in the data display area.
e) f)
b) Use the down arrow key to select ‘2 Operate’ and press the ENT key. The Operate menu appears. c)
Use the down arrow key to select ‘22 LAT SET’ and press the ENT key. The current latitude is displayed.
d) Press the ENT key. Both AUTO and MANUAL flash in the display. e)
f)
Use the up or down arrow keys to select AUTO or MANUAL latitude. If AUTO is selected the automatic latitude input is selected. If MANUAL is selected the character N or S flashes allowing a latitude value between 00° and 70° north or south to be entered. Use the left or right arrow key to move the cursor to the latitude value. Use the up or down arrow keys to obtain the correct value.
g) Press the ENT key and the latitude value input flashes. h) To confirm the latitude input press the ENT key. The latitude input stops flashing and the input value is changed. Compass Alignment - Automatic The automatic alignment function allows the gyrocompass to align the azimuth of the container and compass heading by detecting the zero point of the gyrocompass system.
Issue: Final Draft - November 2007
Use the down arrow key to select ‘23 SYNC AUTO’ and press the ENT key. ‘FOLLOW UP’ is displayed in the display area signifying that the master compass is following up the gyrosphere.
d) Press the ENT key. ‘Ready’ is displayed indicating standby for automatic alignment.
Latitude Input a)
Press the COMMAND key on the control unit. ‘MAIN MENU’ is displayed in the data display area.
Press the ENT key, ‘Running’ is displayed indicating automatic alignment is in progress. ‘Success’ is displayed if automatic alignment is completed normally. ‘Error’ is displayed if there is a failure during automatic alignment. If failure occurs master compass adjustment should be performed manually.
Repeater Compass The repeater compasses operate on a serial signal received from the master compass causing the compass cards to turn indicating the true heading. If power is supplied from the master compass, the compass cards turn and the zero adjustment is carried out at the same time causing the LEDs to flash. When the pointers align again the LEDs stop flashing. If a heading signal is sent from the master compass via a serial signal, the compass cards turn and display the same value as that displayed by the master compass.
Repeater Compass Connection Box Function Keys Connection Box
Zero Adjustment LED
Error LED
Zero Adustment
Compass Alignment - Manual Dimmer
If the automatic alignment function cannot be executed, manual alignment can be performed to align the azimuth of the container and compass heading. To carry out this procedure ship’s speed must be set at 00kt by using code 21 from the Operate menu. a)
Press the COMMAND key on the control unit. ‘MAIN MENU’ is displayed in the data display area.
b) Use the down arrow key to select ‘2 Operate’ and press the ENT key. The Operate menu appears. c)
Use the down arrow key to select ‘24 SYNC MANU’ and press the ENT key. ‘Rel’ flashes in the display allowing the heading to be entered (absolute value ± 180°, relative value 000.0° to 359.9°).
Zero Adjustment Switch Used when there is a shift in the value indicated by the repeater compass. Dimmer Adjust the illumination of the repeater card.
d) Use the left or right arrow key to change the place of input and use the up or down arrow keys to select the absolute value of alignment, or relative value of alignment and to alter the numeric value. e) f)
When the correct input is displayed press the ENT key. The input value flashes. To confirm the input value press the ENT key. The input value stops flashing and the input value is changed. IMO No: 9323948
Zero Adjustment LED (Green) This LED flashes when zero adjustment is being carried out. Normally a steady light is exhibited. Error LED (Red) This LED flashes/illuminates when an error occurs.
Section 7.3.3 - Page 6 of 6
Maersk Nautica 7.3.4 Magnetic Compass Manufacturer: Model:
John Lilley & Gillie Ltd Mk2000
Deck Operating Manual Should the main supply fail the unit will switch to a back-up supply and the alarm will be sounded. The operator must accept the alarm by pressing the alarm cancel button, this will silence the audible and visual alarms
Illustration 7.3.4a Magnetic Compass
Binnacle
Introduction The compass binnacle is located on the compass deck. It incorporates a transmitting magnetic compass system (Type GS720) which provides magnetic heading information to the steering stand. In the event of a gyrocompass failure this system would provide two NMEA 0183 outputs. One to the off-course alarm and the second to the steering stand.
Sonde
24V 15W Lamps
Magnetic Compass Maintenance a)
The compass bowl should be inspected regularly for signs of leaks or bubbles.
b) Upper and lower glass surfaces should be cleaned. c)
Compass gimbals should be checked.
Junction Box
d) A few times a year a check should be made on the pivot and jewel arrangement. This should be done with the vessel alongside. Using a magnet cause the heading to deviate by 2°. Hold it in this position for 10 seconds, and then remove the magnet. The compass card should settle within 15' of arc of the original heading. If it does not, the compass should be overhauled by a competent authority. e)
Off-Course Alarm Panel (BCC) Wheelhouse Console
If either of the two binnacle lamps fail replace them with a 24V 15W SBC-Pygmy type lamp.
220V AC
Magnetic Course Monitor Operating Procedures 24V DC
MAGNETIC COMPASS ILLUMINATION
A course monitor (MD76/1), is fitted in the BCC which monitors a heading signal from the magnetic compass. The monitor requires a 24V DC supply.
A.C.
DIMMER
L1
OFF
To set the course monitor, press the alignment control button when the vessel is on the correct heading. The bandwidth sensitivity control can be adjusted to so that an alarm will be sounded if the heading exceeds the preset value.
D.C. SUPPLY
L2 LAMP
An on-course light will be illuminated when the heading is within the preset limits. Outside these limits the light will be extinguished and the alarm sounded.
Issue: Final Draft - November 2007
IMO No: 9323948
Section 7.3.4 - Page 1 of 1
Maersk Nautica
Deck Operating Manual
Illustration 7.3.5a Rudder Angle Indicator Wheelhouse Overhead Panel
Port Bridge Wing
Starboard Bridge Wing Deckhead
RUDDER ANGLE degrees
PORT
STBD
0 10
40
40
30
30
20
20 0
RATE OF TURN
PORT
Port Bridge Wing Console
30
/min
0
OVER
10
Dimmer
20 30
STBD
40
40
30
30 20
Panorama Rudder Angle Indicator
OVER RUN FILTER
STBD
20 10
0
10
Starboard Bridge Wing Console
0 10
RUDDER ANGLE degrees
PORT
40°
20
30
20 10
40°
10
0 10
10
Bridge Console
20
20
30
30
Dimmer
10 20
Dimmer
30
Dimmer Dimmer
Dimmer
ECDIS VDR
BCC
Terminal Board
Steering Gear Room
ECC 0 10
10
20 30
Transmitter
20 30
220V AC
Issue: Final Draft - November 2007
IMO No: 9323948
Section 7.3.5 - Page 1 of 2
Maersk Nautica
Deck Operating Manual
7.3.5 Rudder Angle Indicators Manufacturer: Model:
Kelvin Hughes RT2 Transmitter
Introduction The rudder angle feedback unit is connected to the rudder by a lever and coupling rod arrangement located in the steering gear room. As the shaft moves an electrical signal is produced in the feedback unit which is fed to the rudder angle indicators Rudder angle information is available via indicators strategically located around the ship. The indicators installed in the wheelhouse can be viewed by both the Master (or OOW) and the helmsman when the vessel is in hand steering operation. The indicators are situated in the following locations: • Port and starboard bridge wing watertight indicators • Wheelhouse deckhead panorama indicator type with dimmer control located on the bridge control console • Wheelhouse overhead instrument panel • Engine control room flush indicator The system requires a 220V AC supply which is fed from the AC220V distribution panel to the input transformer. Dimmers are provided to the indicators as required. The dimmers for the wheelhouse indicators are on the BCC.
Issue: Final Draft - November 2007
IMO No: 9323948
Section 7.3.5 - Page 2 of 2
7.4
Main Engine Manoeuvring Control
Illustrations
7.4a
Main Engine Control System
7.4b
Main Engine Control Panel on the Bridge
7.4c Bridge Push ButtonTelegraph Unit
7.4d Bridge Wing Control Unit
Maersk Nautica
Deck Operating Manual
Illustration 7.4a Main Engine Control System
Main Engine Telegraph Unit
Wheelhouse
Stand by
Bridge
Eng Ready
START AIR PRESS 20 10 30
ME RPM 50 -60
0
Tachometer
System Ready SETP
40 26 bar
120
FUEL INDEX 50 75
58 rpm
25
Running
0
LEVER
120 96 72 48 24 0 -24 -48 -72 -96 -120
60
-120
100
58 rpm
Tachometer
96 rpm
48%
Man RPM Lim. Alarms Safety System
50
0
20
50
100
100
150
150
50
10
30
0
40
50 100 100 150 150 ASTERN ASTERN
0
50 50 150 150
Tachometer Overhead Panel
Tachometer Bridge Console
Starting Air Pressure Indicator
Limiters Engine State
Control Pos.
Misc Menu HOME
0 50 50 Cancel SHD
Cancel SLD
Cancel Limits
In Command
Sound Off
Alarm Ack
150 150 AHEAD AHEAD
Bridge
ECR
0 50 50 150 150
100 100
0
10 10
50
20 20
50
0
50 50
At sea
Emergency stop
Stand by
0
0 0
50 50 100 100
100 100
Wrong way
Local
ESS DPU
RAo-8 DPU
150 150 ASTERN ASTERN
0
50
50
20
50
50 150 150
100
100
150
150
10
30
0
40
150 150 AHEAD AHEAD
FWE
30 30 150 150
40 40 150
Type engine SULZER 7RT-flex84T-D Maximum Power 40005BHP (25400kW) Manoeuvring engine order (harbour speed)
EMERGENCY STOP
150
150
150 ASTERN ASTERN
Engine speed
150 ASTERN ASTERN
150 AHEAD AHEAD
150
Type engine SULZER 7RT-flex84T-D Maximum Power 40005BHP (25400kW)
bar bar
150 AHEAD AHEAD
Manoeuvring engine order (harbour speed)
53 RPM
33 RPM
Half ahead
33 RPM
29 RPM
Slow ahead
Dead slow ahead
24 RPM
Dead slow ahead
24 RPM
Dead slow astern
24 RPM
Dead slow astern
24 RPM
53 RPM
29 RPM
Slow astern
29 RPM
Slow astern
29 RPM
Half astern
33 RPM
Half astern
33 RPM
Full astern
53 RPM
Full astern
53 RPM
EMERGENCY STOP
Maximum revolution of Main engine is 77 RPM
Maximum revolution of Main engine is 77 RPM
MAIN ENGINE BARRED FOR CONTINUOUS RUNNING BETWEEN 34-42 RPM
MAIN ENGINE BARRED FOR CONTINUOUS RUNNING BETWEEN 34-42 RPM
KONGSBERG
Engine speed
Full ahead
Half ahead Slow ahead
Full ahead
ENGINE SHOULD BE OPERATED BELOW 51 RPM IN CASE
ENGINE SHOULD BE OPERATED BELOW 51 RPM IN CASE
OF ONE CYLINDER MISFIRING
OF ONE CYLINDER MISFIRING
BWU C20
KONGSBERG
PSS 2A
BWU C20
PSS 2B
Starboard Bridge Wing
Port Bridge Wing Tachometer Chief Engineeer’s Office
Engine Control Room
Starting Air Pressure Indicator
50 50
ASTERN
150 150 AHEAD AHEAD
0 50 50 100 100
0
10 10
50
20 20
0
150 150
150 150 ASTERN
0
Tachometer Engine Control Room Console
0 0
50 50 100 100
50
30 30 150 150
40 40 150 150 ASTERN ASTERN
150 150 AHEAD AHEAD
bar bar
DC20 ROS 1
Main Engine Telegraph Unit
dPSC DPU
DC20 ROS 2
Stand by
Bridge
Eng Ready
START AIR PRESS 20 10 30
ME RPM 50 -60
0
FUEL INDEX 50 75
25
Running
Manual Control Panel
0
100
LEVER
120 96 72 48 24 0 -24 -48 -72 -96 -120
40 26 bar
120
58 rpm
Key
System Ready SETP
60
-120
58 rpm
Electrical Signal
96 rpm
48%
Man RPM Lim. Alarms Safety System
Cancel SHD
Cancel SLD
Limiters Engine State
Cancel Limits
Control Pos.
Misc Menu HOME
In Command
Sound Off
Alarm Ack
Wrong way
PSS 1A START AHEAD
AIR RUN
AUX. BLOWER PRESEL.
SPEED CONTROL MODE
STOP
START ASTERN
SLOW TURNING
AUX. BLOWER STOP
FUEL CONTROL MODE
REMOTE AUTOM. CONTROL
SAFETY SYSTEM RESET
ECR MANUAL CONTROL
SHD OVERRIDE
Bridge
ECR
Local
At sea
Emergency stop
Stand by
ESS DPU
PSS 1B
FWE
SOUND OFF-ALM ACKN.
LOCAL MANUAL CONTROL
SPEED/FUEL
WECS -
+
MCP
Main Engine Side
0 0
50 50
150 150
150 150 ASTERN ASTERN
START AHEAD
AUX. BLOWER PRESEL.
AIR RUN
50 50
100 100
150 150 AHEAD AHEAD
SPEED CONTROL MODE
STOP
START ASTERN
SLOW TURNING
AUX. BLOWER STOP
WECS-9520 Manual Control
At Sea
Stand By
FUEL CONTROL MODE
REMOTE AUTOM. CONTROL
SAFETY SYSTEM RESET
ECR MANUAL CONTROL
SHD OVERRIDE
LOCAL MANUAL CONTROL
SOUND OFF-ALM ACKN.
Main Engine
SULZER RT-flex
Nav. Full
Full
FWE
Half
Slow Bridge
Dead Slow ECR
SPEED/FUEL -
+
Stop Local
Slow
Half
Wrong way
Full
Lamp test
Emg. Astern
EMERGENCY STOP
Cabinet E10-Engine Safety System
WECS 9520
Cabinet E20-RPMD
Shaft RPM Detectors Shaft RPM Detectors
Engine Side Control Panel
Issue: Final Draft - November 2007
IMO No: 9323948
Section 7.4 - Page 1 of 6
Maersk Nautica 7.4
Main Engine Manoeuvring Control
Bridge Manoeuvring System Manufacturer: Model:
Kongsberg Maritime AS, Horten, Norway AutoChief C20
The main engine (ME) remote control system is designed for remote control of the Sulzer RT-flex main engine from the combined telegraph and manoeuvring lever in the wheelhouse. By moving this lever, the system will automatically start, reverse, stop and control the speed setting of the main engine. There are two main sub-systems integrated into the AutoChief C20 system, the Engine Safety System (ESU) and the Digital Governor Unit (DGU). The safety system unit performs a monitoring function of the main engine systems and provides alarm signals when operating parameters are exceeded. The control system may then react to initiate a stop or slowdown procedure in the event of certain critical parameters being outside defined limits. The digital governor provides for speed sensing of the engine and fuel adjustment through the WECS-9520 in order to maintain the engine operating within set limits. The remote control system provides for start, stop and reversing of the engine by means of electrical signals. The engine can be controlled locally or remotely, remote control being defined as from the engine control room and the bridge. In the event of failure of the remote control system the engine may be controlled manually from the WECS-9520 control panels in the engine control room and at the engine side control stand. The WECS-9520 system must be operational at all times as it is through this that engine control takes place.
Deck Operating Manual Multi-function Operation Wheel
down on the operation wheel to select the displayed graphic. The operation wheel is also used for menu selection, mode change and AutoChief C20 configuration changes.
The multi-function operation wheel may be turned clockwise or anti-clockwise in order to enable the operator to navigate through the pictures. Pressing the operation wheel selects the picture. The operator may also navigate through the selected picture using the operation wheel and may select an action in the picture by pressing the operation wheel.
Graphics allow for monitoring of engine systems such as starting air pressure and engine speed. Adjustment of engine parameters and the display of safety related and conventional alarms is undertaken at the graphic display. Soft pushbuttons at the display allow for interaction with the system.
AutoChief Combined Lever and Telegraph Unit (LTU)
The following pushbuttons are located at the ACP:
The combined lever and telegraph unit (LTU) is used for remote control of the engine or for transmitting instructions to the engine room regarding manoeuvring of the engine. The unit has the following facilities:
• CANCEL SHD (Shutdown); only cancellable shutdowns respond • CANCEL SLD (Slowdown); only cancellable slowdowns respond
• Control and telegraph lever
• CANCEL LIMITS; RPM, fuel and load limiters which are active in the remote control system
• Emergency stop pushbutton
• IN COMMAND; indicates if the ACP actually has control
• Sub-telegraph functions
• Command and transfer functions
• SOUND OFF; stops the alarm horn • ALARM ACKN; acknowledges an alarm Illustration 7.4b Main Engine Control Panel on the Bridge
Stand by
Bridge ME RPM 50
-60
An AutoChief C20 control panel (ACP) is located in the engine control room and also at the wheelhouse manoeuvring unit; there are manoeuvring units at the bridge wings. The ACP has a colour LCD display and a number of pushbuttons for operating system functions.
Eng Ready
START AIR PRESS 20 10 30
System Ready SETP
0
-120
40 26 bar
120
FUEL INDEX 50 75
58 rpm
25
Running
0
100
LEVER
120 96 72 48 24 0 -24 -48 -72 -96 -120
60
58 rpm
96 rpm
48%
Man RPM Lim.
Remote control telegraph units are located in the wheelhouse and in the ECR. There are also manoeuvring telegraph levers at the bridge wings. At the engine side manoeuvring stand there is a telegraph unit for receiving instructions from the wheelhouse. WECS-9520 panels are located in the ECR and at the engine side local manoeuvring stand.
Alarms Safety System
Cancel SHD
Cancel SLD
Limiters Engine State
Cancel Limits
Control Pos.
Misc Menu HOME
In Command
Sound Off
Alarm Ack
Wrong way
AutoChief Control Panel (ACP) The AutoChief Control Panel is the main operator control panel and incorporates a 7 inch LCD colour graphic display, six metal-film pushbuttons (with LEDs) and a large operation wheel.
Bridge
ECR
The LCD display provides an interface between the operator and the system being monitored. It can display a number of graphic mimics and these are selected by turning the operation wheel to the left or right and then pressing Issue: Final Draft - November 2007
Local
IMO No: 9323948
At sea
Emergency stop
Stand by
FWE
Section 7.4 - Page 2 of 6
Maersk Nautica
Deck Operating Manual
Emergency Stop
Bridge Wing Control Units
The wheelhouse LTU has an emergency stop pushbutton located at the lower part of the lever. The emergency stop pushbutton has a cover to prevent accidental activation. Pressing the pushbutton once activates the emergency stop and pressing the pushbutton again resets the emergency stop system. The emergency stop pushbutton is illuminated (red) and when it has been activated the illumination is brighter.
The bridge wing units (BWU C20) have similar functions to the main wheelhouse unit but they do not have a graphic display. A telegraph lever is provided, as is an emergency stop pushbutton. A starting air pressure gauge and a speed/direction indicator gauge are also provided.
Command Transfer Pushbuttons The command transfer pushbuttons enable control to be transferred between the bridge, the ECR and the engine side local control stand. When in bridge control the telegraph system is disabled as the telegraph lever actuates the engine control. When in ECR or local control the telegraph lever acts to transmit engine control instructions to the operating control station. At a station which wishes to take control the pushbutton for that station is pressed once to request control. The station currently in control then presses the pushbutton for the station requesting control. The station requesting control presses its pushbutton again to take control. The LED in the control pushbutton is illuminated for the station in control. The LED flickers when a control station requests control but it has not yet been accepted.
At Sea
The bridge wing units do not have graphic displays which show system slowdown and shutdown conditions and so the following pushbuttons are provided in the bridge wing units: • SHD Non Cancel; non-cancellable shutdown warning indicator
• SHD Active; indicator which shows a shutdown is active • SLD Cancellable; cancellable slowdown warning indicator
Bridge
Dead Slow ECR
• SLD Cancel; pressing will cancel a cancellable slowdown • SLD Active; indicator which shows a slowdown is active
Stop Local
Slow
• PANEL DIM +; pushbutton for increasing panel illumination
• AT SEA; the system is in seagoing condition
• PANEL DIM -; pushbutton for decreasing panel illumination
• STANDBY; the system is ready for manoeuvring
• LAMP TEST; used for checking LED illumination
Half
Wrong way
• FWE (Finished with engines); no propulsive power is required
Issue: Final Draft - November 2007
Half
Slow
• SLD Non Cancel; non-cancellable slowdown warning indicator
• EMERG STOP; indicates activation of the emergency stop
The lever is moved in steps to the appropriate position for engine control, but a fine adjustment is also available if an intermediate engine speed is required. Fine adjustment of engine speed is carried out by means of the fine tuning parameter in the ACP screen mimic. Fine tuning is only used when in remote control.
FWE
• SHD Cancel; pressing will cancel a cancellable shutdown
The sub-telegraph system enables an operating mode to be selected. Three options are available:
The telegraph lever has Ahead, Astern and Stop positions. In the Ahead and Astern directions there are Dead Slow, Slow, Half and Full positions. Additionally, in the Ahead direction there is a Navigation Full position and in the Astern direction there is an Emergency Astern position.
Full
• SHD Cancellable; cancellable shutdown warning indicator
• OVERSPEED; overspeed shutdown indicator
Control Lever
Stand By
Nav. Full
• IN COMMAND (command transfer)
Sub-Telegraph Pushbuttons
The appropriate pushbutton is pressed to request a particular mode and that pushbutton will be illuminated. Only one mode may be selected at any time.
Illustration 7.4c Bridge Pushbutton Telegraph Unit
Full
Pushbutton Telegraph A pushbutton telegraph is provided at the wheelhouse panel to allow instructions to be passed to the engine room when engine control is taking place from there. This unit has pushbuttons for the normal telegraph manoeuvring positions ahead and astern together with pushbuttons for Navigation Full and Emergency Astern. In addition there is an emergency stop pushbutton, command transfer pushbuttons (Bridge, ECR and Local), sub-telegraph pushbuttons (At Sea, Standby and FWE) and a Lamp Test pushbutton. There is also a Wrong Way alarm indicator.
IMO No: 9323948
Lamp test
Emg. Astern
Telegraph Commands for the Engine Direct control of the main engine is achieved via the telegraph handle for ahead, astern and stop commands. In this installation control of the engine is via the electronic governor and the WECS-9520 system. A speed or fuel command is issued by moving the telegraph handle to the appropriate position and this issues a signal to the governor which in turn sends the required signal to the WECS-9520. The WECS responds by controlling the operation of the fuel injectors to achieve the desired result.
Section 7.4 - Page 3 of 6
Maersk Nautica Control Transfer System The AutoChief C20 remote control system is designed to remotely control the ship’s main engine from bridge and engine control room. The system consists of two main units, the AutoChief bridge unit and the AutoChief control room unit. The engine control room unit controls all input and output signals to and from the main engine/WECS. The bridge unit is connected to the engine control room unit by a serial communication line. It is possible to transfer the control between the different control stations from which the main engine can be controlled. There are three control stations, bridge, engine control room and local engine side control station. There are also control substations on the bridge wings. The local engine side control station has the highest priority and can take control from any other station.
Procedure for Changing Control from Bridge to Engine Control Room Control a)
Procedure for Changing Control from Engine Control Room to Bridge The bridge must request change of control and this may be transferred from the engine room control room. a)
The upper section of the ACP mimic Home will change and indicate Control Transfer.
d) At the engine control room LTU the ECR pushbutton must be pressed. The LED in the BRIDGE pushbutton will be extinguished and the LED in the ECR pushbutton will have a steady illumination. The buzzers will stop. e)
The upper section of the ACP mimic Home will change to show ECR as the control station.
f)
The ECR now has control and the LED in the In Command indicator in the ECR will be illuminated.
The engine control room has a manual control facility and this may be selected by pressing the ECR MANUAL CONTROL pushbutton at the ECR local control panel.
Issue: Final Draft - November 2007
The sub-telegraph must be put in the Standby mode by pressing the STANDBY pushbutton.
b) Set the telegraph handle to the actual engine rpm if the engine is running. c)
The operator in the engine control room presses the BRIDGE pushbutton in the LTU. The ECR LED remains illuminated and the BRIDGE LED flickers in the control room and bridge panels. The buzzers are activated in the ECR and on the bridge.
d) The upper section of the ACP mimic Home will change and indicate Control Transfer. e)
The sub-telegraph must be put in the Standby mode by pressing the STANDBY pushbutton.
b) At the bridge Lever Telegraph Unit (LTU) the pushbutton ECR is pressed. The LED in the ECR pushbutton will flash and the buzzer will sound on the bridge and in the engine control room. c)
Deck Operating Manual
f)
The bridge operator presses the BRIDGE pushbutton on the bridge LTU panel to acknowledge control transfer. This will silence the buzzer, the BRIDGE LED will have a steady illumination and the ECR LED will be extinguished in the bridge and engine room panels. The upper section of the ACP mimic Home will change to show BRIDGE as the control station.
Control is transferred to the bridge. The telegraph handle may be moved to any position in order to control the engine speed.
Procedure for Changing Control from the Bridge Wheelhouse to a Bridge Wing Location Control may be transferred to either the port or starboard bridge wing from the wheelhouse control location. An electric shaft system allows control to be exercised at either of the bridge wing locations or the wheelhouse location. Control at the bridge wings is by means of miniature telegraph levers. a)
At the selected bridge wing BWU C20 panel press the IN COMMAND pushbutton. The indicator LED will flash until transfer has taken place.
b) The selected bridge wing telegraph lever will start to move to the same position as the bridge telegraph lever. This function is automatic.
IMO No: 9323948
c)
The LED in the IN COMMAND pushbutton will turn to a steady illumination when transfer of control is complete.
Procedure for Changing Control from the Bridge Wing Location to the Bridge Wheelhouse a)
At the bridge wheelhouse ACP press the IN COMMAND pushbutton. The indicator LED will flash until transfer has taken place.
b) Control will be transferred to the bridge wheelhouse panel and the LED in the IN COMMAND pushbutton will have a steady illumination.
Procedure for Changing Control to the Local Control Station at the Engine Side The engineers are able to take control at the local control station at any time. The local control station has the highest priority and control may be taken by this station from either of the other control locations. a)
The local control station fuel control dial must be put in the position corresponding to the current engine rpm. Press the LOCAL pushbutton at the engine side local panel which will then become the control station.
The bridge may transfer control to the local control stand as follows: a)
At the bridge LTU press the LOCAL pushbutton. The LED in the LOCAL pushbutton will flicker and the buzzer will sound at both locations.
b) Press the LOCAL pushbutton at the engine side control station panel. The BRIDGE pushbutton LED will be extinguished, the LOCAL pushbutton LED will have a steady illumination and the buzzer will stop. The local control stand now has control.
Bridge Control of the Main Engine With control set to the wheelhouse or the bridge wings all start, stop, speed change and direction changes take place by means of the LTU or BWU panels. No intervention by the engineers is necessary. Slow Turning If the engine has been stopped for a certain time (normally 30 minutes), the first start will include one revolution with slow turning of the main engine.
Section 7.4 - Page 4 of 6
Maersk Nautica When a start order is given from the bridge, by setting the bridge lever from stop to any position ahead or astern, the slow turning system will be activated, and a limited amount of starting air will be supplied to the main engine, the engine will rotate slowly on starting air. When one revolution is completed, the engine will be started in the normal way. If one revolution with slow turning is not accomplished within the set time, the alarm slow turning failure is activated in the engine control room and a start failure is indicated on the bridge.
Bridge Wheelhouse Control The wheelhouse manoeuvring station has an AutoChief Control Panel (ACP) by means of which engine information, safety notices, warnings and alarms are made known to the operator. Mimics display information as required and the screen display has a number of soft pushbuttons which are used to activate necessary operations. Before the engine may be started it must be prepared. a) The operation wheel at the ACP is turned until the Engine State mimic is displayed and the operation wheel is pressed to select this mimic. b) Any start block conditions will be displayed on the screen and these must be corrected before the engine may be started. When all start block conditions are cleared the engine is ready for starting. Starting Ahead a)
The limit may be adjusted to a higher valve by selecting SET LIMITER and adjusting the limit set point on the ACP screen. Stopping the Engine a)
As required increase engine speed by moving the telegraph lever to a new position. If fuel/speed limiters are active the engine SETP telegraph position on the screen will show the set point limit even though the telegraph lever may be set to a higher position. The engine will be controlled to the set limit whilst it remains active.
d) The operation wheel may be rotated to display the Limiters page and the wheel is pressed to select that page. The page will display all limits and the active limit will be highlighted.
Issue: Final Draft - November 2007
The telegraph lever is moved to the STOP position. The engine RPM will be reduced to zero following a preset programme.
a)
Move the telegraph lever to any astern position. The engine will start and run astern with operations following that described above for starting ahead.
Crash Astern In the event of an emergency when running ahead it may be necessary to have the engine operate astern faster than is normally possible. Such a manoeuvre can cause engine damage and should only be performed in an emergency when ship over engine considerations are paramount. a)
Move the bridge telegraph lever directly from the Full ahead position to any astern position without resting in the Stop position.
b) The Crash Astern message will be displayed on the ACP whilst the fuel index will be set to zero and the engine RPM will be moving to zero. Fuel and RPM limiters are automatically cancelled by this operation. c)
At a preset level braking air will be supplied in order to slow the engine speed. As soon as the engine is stopped the control system will start the engine in the astern direction. When the engine has started in the astern direction the fuel will be increased to achieve the RPM set by the astern command position.
Cancel Shutdown If the engine safety system detects a fault which could cause damage it will initiate an engine shutdown. Some shutdowns may be cancelled by the operator but others are non-cancellable. The operator must react quickly to assess whether or not a cancellable shutdown should be cancelled. a)
the end of the time-out period, otherwise the shutdown will become active. b) If the operator decides that the shutdown should be cancelled the CANCEL SHD pushbutton on the ACP is pressed. The engine will continue running. The engineers must be informed of the situation. c)
Starting Astern
Move the bridge telegraph lever from the STOP position to any ahead position and observe engine conditions at the ACP display as the engine starts.
b) The engine speed, fuel index and starting air pressure may be monitored at the ACP display. c)
Deck Operating Manual
In the event of a fault initiating a cancellable shutdown a buzzer will sound and the message ‘Shut Down Active Engine will be stopped’ will appear on the ACP display. The cause of the shutdown will also be displayed so that the operator may make a judgement as to whether or not it should be cancelled. The operator must make a decision to cancel the shutdown before
IMO No: 9323948
If the CANCEL SHD pushbutton is pressed again whilst the reason for the shutdown is still active then the shutdown will proceed.
Note: It is possible to cancel a shutdown even after it has become active provided that the engine speed remains above the firing speed. Pressing the CANCEL SHD pushbutton will release the stop valve and fuel will be supplied to the engine. Cancel Slowdown If the engine safety system detects a fault which could cause engine problems or damage it will initiate an engine slowdown. Slowdowns may be cancelled by the operator if required. The operator must react quickly to assess whether or not a slowdown should be cancelled. a)
If a slowdown becomes active a buzzer will sound and the message ‘Slow Down Active Engine speed will be reduced’ will appear on the ACP display. The cause of the slowdown will also be displayed so that the operator may make a judgement as to whether or not it should be cancelled. The operator must make a decision to cancel the slowdown before the end of the time-out period, otherwise the slowdown will become active.
b) If the operator decides that the slowdown should be cancelled the CANCEL SLD pushbutton on the ACP is pressed. The engine will continue running at the same RPM. The engineers must be informed of the situation. c)
If the CANCEL SLD pushbutton is pressed again whilst the reason for the slowdown is still active then the slowdown will proceed.
Note: It is possible to cancel a slowdown even after it has become active provided that the engine speed remains above the firing speed. Pressing the CANCEL SLD pushbutton will release the stop valve and fuel will be supplied to the engine which will return to its set RPM.
Section 7.4 - Page 5 of 6
Maersk Nautica
Deck Operating Manual
Cancel Limits
Bridge Wing Control
For safety reasons, limits are placed upon engine operating conditions such as maximum fuel when manoeuvring. It is possible to cancel limits as follows:
Control must be transferred to the selected bridge wing as described above.
a)
Press the CANCEL LIMITS pushbutton on the ACP. The LED indicator in the pushbutton will be illuminated and the message ‘Limits cancelled from ACP’ will appear in the display.
Before the engine may be started it must be prepared for operation at the wheelhouse main ACP. a)
b) Press the CANCEL LIMITS pushbutton again to restore the limits. Cancel Buzzer When an alarm is activated or a slowdown or shutdown occurs, the buzzer will sound. The buzzer may be silenced by pressing the SOUND OFF pushbutton at the ACP. When a buzzer is activated the LED in the SOUND OFF pushbutton is illuminated and will remain illuminated until the SOUND OFF pushbutton is pressed. Alarm Acknowledgement In the event of an alarm, slowdown or shutdown, visual indication will be given at the ACP display and the buzzer will sound. The alarm must be acknowledged; pressing the SOUND OFF pushbutton only silences the buzzer, it does not acknowledge the alarm. a)
When an alarm occurs press the SOUND OFF pushbutton to silence the buzzer and press the ALARM ACKN to acknowledge the alarm.
b) The LED beside the ALARMS and SAFETY SYSTEM pushbuttons will be illuminated. c)
Illustration 7.4d Bridge Wing Control Unit
50
Move the bridge wing telegraph lever to the desired position for starting ahead or astern. The wheelhouse lever will follow the bridge wing lever and the engine will start.
In order to stop the engine the bridge wing telegraph lever is moved to the STOP position.
0VERSPEED
SLD NONE CANCEL
SHD CANCELLABLE
EMERG. STOP
SLD CANCELLABLE
SHD ACTIVE
CANCEL SHD
100
Cancel Safety Function
150 AHEAD
SLD ACTIVE
Command Transfer
b) Adjust the engine RPM by moving the bridge wing telegraph lever to the desired operating speed. c)
SHD NONE CANCEL
20
50 100 150
30
10
0
40
ASTERN
bar
CANCEL SLD
IN COMMAND
SOUND OFF
Alarm
ALARM ACK.
PANEL DIM
PANEL DIM
LAMP TEST
Type engine SULZER 7RT-flex84T-D Maximum Power 40005BHP (25400kW) Manoeuvring engine order (harbour speed) Full ahead
EMERGENCY STOP
Engine speed 53 RPM
Half ahead
33 RPM
Slow ahead
29 RPM
Dead slow ahead
24 RPM
Dead slow astern
24 RPM
Slow astern
29 RPM
Half astern
33 RPM
Full astern
53 RPM
Maximum revolution of Main engine is 77 RPM
At the bridge wing panels there are indicator pushbuttons for slowdown and shutdown conditions. In the event of a slowdown or shutdown condition the LED in the relevant pushbutton will be illuminated. Cancellable slowdowns and shutdowns may be cancelled by pressing the CANCEL SHD or the CANCEL SLD pushbutton as appropriate.
MAIN ENGINE BARRED FOR CONTINUOUS RUNNING BETWEEN 34-42 RPM ENGINE SHOULD BE OPERATED BELOW 51 RPM IN CASE OF ONE CYLINDER MISFIRING
KONGSBERG
BWU C20
It must be appreciated that there is no display panel at the bridge wing and so no information will be available at the bridge wings regarding the cause of the slowdown or shutdown. An Emergency Stop pushbutton is located at the bridge wing panel and this may be pressed to stop the engine immediately. The emergency stop condition is reset by repressing the Emergency Stop pushbutton. The engine cannot be restarted until the emergency stop has been reset.
Use the operational wheel to navigate to the Alarm page and press the wheel in order to select the page. Check the page to see the nature of the alarm which has occurred. Ensure that action is taken to restore the condition to normal.
Issue: Final Draft - November 2007
IMO No: 9323948
Section 7.4 - Page 6 of 6
7.5 Discrete Equipment
Illustrations
7.5.1
Speed Log
7.5.1a Speed Log System
7.5.2
Echo Sounder
7.5.2a Echo Sounder System
7.5.3 Differential Global Positioning System Navigator
7.5.2b Echo Sounder Control Panel
7.5.4 Anemometer
7.5.3a DGPS System
7.5.5
Weather Facsimile Receiver
7.5.3b DGPS Panel
7.5.6
Voyage Data Recorder
7.5.4a Anemometer System
7.5.7 Automatic Identification System
7.5.5a Weather Facsimile Recorder
7.5.8
7.5.6a Voyage Data Recorder System
7.5.9 Audible Navigation System
7.5.7a Automatic Identification System
7.5.7b Automatic Identification System
7.5.7c Automatic Identification System
7.5.8a Master Clock System
7.5.8b Master Clock System Control Panel
7.5.9a Fog Bell and Gong System
7.5.9b Whistle System
7.5.9c Automatic Whistle Control Unit
Master Clock System
Maersk Nautica
Deck Operating Manual
Illustration 7.5.1a Speed Log System Overhead Panel
Forward Chart Table
Port Bridge Wing
BCC
Longitudinal Speed WT
SAL SD4-2
SAL SD4-5
BT
0735 05
0735 05
Longitudinal Speed
Dimmer
Transverse Speed
SAL SD4-5 0735 05
knots
m/s
Press 2 sec
-
+
Mode
WT
Trip/ Total
Reset Trip
Esc Menu Enter
DIM
SAL SD4-5
BT
0735 05
Transverse Speed
0735 05
Mode
Test BT
WT
SAL SD4-2
Mode
WT
Starboard Bridge Wing
Planning Station
DIMMER
Test
-
+
Press 2 sec
Test WT
BT
knots
m/s
-
+
Mode
Trip/ Total
Reset Trip
Esc Menu Enter
DIM
DIM
WT
Test
-
Test
+
WT
BT
knots
m/s
-
DIM
+ DIM
(70 10 86D)
Gyrocompass Gyrocompass
ECDIS 1 and 2
Engine Room Monitoring Alarm System
Radar S-Band Radar X-Band
Log Processing Unit
Autopilot No 1 and 2
220V AC
ECC
Digital Indicator SD1-6
AIS VDR ODME
Longitudinal Speed WT
SAL SD4-2
BT
0735 05
Transverse Speed
Mode
Press 2 sec Mode
WT
Trip/ Total
Reset Trip
Esc Menu Enter
Test
-
+ DIM
Electronics Unit
220V AC
Frame 339 Hull
Issue: Final Draft - November 2007
Speed Log Transducer
IMO No: 9323948
Section 7.5.1 - Page 1 of 3
Maersk Nautica 7.5 Discrete Equipment 7.5.1 Speed Log Manufacturer: Type:
Consilium Marine SAL T2
General The SAL T2 is a correlation speed log which simultaneously measures the true and relative speed of the vessel both fore and aft and athwartships using a single transducer containing five piezo electric elements. This configuration allows for speed measurement in all directions with a 60° resolution. The transducer is fixed and flush mounted within the ship’s hull. The system operates on the acoustic correlation principle, where the speed is measured by comparison of the time delay between sound echoes received by the two elements orientated fore and aft in the transducer.
Deck Operating Manual Electronic Unit (ELC) The ELC itself contains several components that generate the signals fed to the TRU. The ELC also receives the returned signals which are then amplified, smoothed and converted into the NMEA signal form required by the log processing unit (LPU). Log Processor Unit (LPU) The LPU main function is to receive the NMEA data from the ELC along with data from the ‘rate of turn’ gyro and process this information into both NMEA and pulse forms which are then fed to the log displays, docking indicators and other navigation equipment requiring a log input. The LPU feeds speed signals to: • INS system • X-band radar • Gyrocompass
The instrument determines the speed over the ground, when operating in bottom track mode and the speed through the water, in water track mode, when the under keel clearance exceeds around 300 metres.
• VDR
The echo signals from the transducer are processed by two microcomputers in the electronics unit (ELC). The output signal is then fed to the Log Processing Unit (LPU) and transmitted to one or more speed, distance or depth indicators in the wheelhouse. As both true and relative speeds are measured, it is also possible to calculate the water current. The depth is calculated by measuring the time lapse between transmitted and received bottom track pulses.
• Autopilot • AIS • ODME The parameters of the LPU are set up on installation and do not require any further adjustments unless any changes of input and output device are made. An LCD menu is available for this operation, refer to the SAL T2 manual. Indicators and Displays Log information is made available to the navigator through two types of digital display units: 1. SD4-2 Two-Axis Log Display
Transducer Unit (TRU) This unit is located on the longitudinal centre line of the vessel and fitted with a bottom valve to allow access to the TRU whilst the ship is in service. The TRU is connected by cable to the Electronic Unit (ELC) located within the forward hydraulic station.
2. SD4-5 Speed Indicator This unit is designed exclusively for docking log applications and displays the BT transverse speed of bow and stern and longitudinal BT speed. When no BT returns are available the system will automatically switch to WT mode. Track Modes
There are two modes of bottom tracking available, each with a different precision of accuracy. Normal mode calculates the speed directly from the distance/time information measured at the transducer. This is the most accurate mode available. However, when the signal/time delay is greater than the maximum pulse length of the transmitted signal, direct measurement is not possible. In this case, the log automatically shifts to a less accurate Interpolation mode. The limit at which the log will shift to interpolation mode is given by the product of the depth of water in metres and the ship’s speed in knots. Should this value fall below 41, the log will shift to interpolation mode. For example, ship’s speed 7.5 knots, under-keel clearance 5 metres.
System Description The SAL T2 system is composed of the following units:
By pressing each DIM key separately the illumination of the display will increase or decrease as required.
The unit will run in bottom track in water depths shallower than 300 metres. In greater depths, where the return signal will be too weak, the unit will automatically switch to water track. An LED indicator, prominently located on each digital log display, clearly indicates the mode of tracking in use.
• S-band radar
The system operates as two independent log systems, one for sensing bottom track (true) speed, Bottom Track Unit (BTU). The other for sensing water track (relative) speed, Water Track Unit (WTU).
Test/Dim By pressing both DIM keys simultaneously the instrument will light up all segments and indicators.
This display unit has six control buttons having the following functions;
Product = 7.5 x 5 = 37.5 Thus the log will operate in interpolation mode. When operating in confined waters, or approaching a berth, when slow speed combined with reduced under-keel clearances are commonly encountered, the log will be operating in interpolation mode and its accuracy will be less.
WT Select water track mode if required in preference to BT. Trip/Total Switches between trip distance, total distance if in Long or Trans mode. Reset/Trip Resets the trip distance counter display to zero. The button must be depressed for two seconds to perform the reset function.
Issue: Final Draft - November 2007
IMO No: 9323948
Section 7.5.1 - Page 2 of 3
Maersk Nautica
Deck Operating Manual
Performance and Accuracy Water Track Range of operation: Under-keel clearance is a minimum clearance beneath the transducer of 3 metres. Speed measured is accurate to 0.1 knot or 0.5%, (whichever is greater) from the stationary water layer 120mm below the transducer. Distance readout accurate to ± 1% of travelled distance through the water. Bottom Track Range of operation: Under-keel clearance 3 to 300 metres in normal acoustic conditions. True Speed readout is accurate to 0.1 knot or 0.5% in Normal Mode ± 0.2 knots in Interpolation Mode. Distance: • 2 to 10 nautical miles:
accuracy ± 0.2%
• 10 to 50 nautical miles:
accuracy ± 0.1%
• Over 50 nautical miles:
accuracy ± 0.05%
Depth Accuracy of between ± 1% within the depth range based on a speed of sound of 1,540 metres/second. Factors Affecting Performance Excessive pitching, rolling and yawing will produce dynamic speed errors. This is due to the non-linear cyclic ship motion that cannot be nulled out by averaging within the system. These errors will be less than 0.2% in normal operating conditions. Under some unfavourable acoustic conditions, due to entrained air in water, this type of log may fail to indicate a speed. Such conditions are uncommon. However, the limitations due to vibration, cavitation and the effect of pounding should be noted.
Issue: Final Draft - November 2007
IMO No: 9323948
Section 7.5.1 - Page 3 of 3
Maersk Nautica
Deck Operating Manual
Illustration 7.5.2a Echo Sounder System
Overhead Panel Digital Repeater Bridge Console KELVIN HUGHES
Engine Room Monitoring System
N59013.00'
0m
M
ECHO SOUNDER
E010057.00'
12kts
24V DC
1230 0
Dimmer S
23.3
23.3
SKIPPER
DEPTH
ECDIS 1 and 2 GPS
160
100m PICT.SPEED 5:00/div 20% GAIN
25% TVG
50KHz
line MARK
DEMO
off PRINT
Screen 1
0m ALARM
160m ALARM
VDR
220V AC
Printer (Converter Room) GDS 101
Transducer Selector Switch
Wheelhouse Engine Room
Engine Room
Junction Box
Junction Box
200kHz Transducer
Frame 51
Issue: Final Draft - November 2007
Forward Hydraulic Station
50kHz Transducer
Frame 336
IMO No: 9323948
Section 7.5.2 - Page 1 of 4
Maersk Nautica 7.5.2 Echo Sounder Manufacturer: Model:
Skipper GDS101
Introduction The GDS101 echo sounder has a large, high resolution graphic Liquid Crystal Display (LCD). The display graphics are continuously shown on the LCD with complete navigation details. Depth, time and all available navigation data are stored continuously and the information for the previous twenty-four hours is available. This information can be printed out onto the attached Hewlett Packard deskjet printer. The GDS101 employs a bottom detection algorithm that extracts the bottom signal from any noise or secondary echoes. If the software algorithm loses track of the bottom altogether then a warning beep is sounded and the message ‘Lost Bottom’ is displayed in the lower right-hand corner of the screen. As can be seen from the system diagram there are two transducers. The forward transducer is a 50kHz type and the after transducer is a 200kHz type. The signal from each transducer can be displayed simultaneously. The operator panel on the bridge console includes a keyboard with fixed keys, soft keys and a rotating encoder. The function of each soft key button depends on the active screen, and the buttons are labelled on the lower rim of the LCD display. The display is backlit, the intensity and contrast are adjustable. The printer can be set to start automatically, when the depth alarm is violated, or remotely from the voyage data recorder. Data Entry Several screens may be selected to enter various settings and calibration parameters. The displayed menus are activated using the corresponding soft keys. Screens 1 through 3 are primary operation screens with appropriate operator controls. Screens 4 through 10 are calibration set-up and system supervision screens.
Deck Operating Manual Operation
Menu
Parameter Entry
The menu button allows the selection of one of the 10 screens and soft key layouts. The 3 primary operation screens may be cycled by repeatedly pressing the menu button. Access to the other screens is through encoder operation. Turning the encoder with no button pressed will activate screen 1.
The fixed function buttons and the soft key buttons in conjunction with the rotating encoder allows for the entry of parameters, set points and other data in the following manner: a)
Pressing a fixed function button or soft key once advances the fixed state or value to the next fixed state or value.
b) Keeping a fixed function button or soft key pressed and rotating the encoder knob in either direction to increase or decrease the value. Observe the screen for the desired result and when it is obtained stop rotating the encoder knob and release the function button.
Contrast and Backlighting Contrast and backlight may be continuously controlled by means of the appropriate buttons and the encoder. Press either button and rotate the encoder until a satisfactory setting is obtained then release the button. The settings are maintained in the non-volatile memory, and the last settings are restored on power up. Press the brightness button repeatedly to select one of four standard backlight/picture settings. The settings are as follows: 1) Full backlight, normal screen picture
Screen Selection Each of the operation screens contains a graphic picture and a selection of up to six soft key buttons. The various screens are selected by keeping the menu button pressed and rotating the encoder in either direction. Turning the encoder clockwise cycles the screens in the sequence 1 to 10, and counter-clockwise rotation cycles the screens in the sequence 10 to 1. Screens 1 to 3 (primary functions) may also be cycled by repeatedly pressing the menu button.
2) Half backlight, normal screen picture 3) Full backlight, inverted screen picture 4) Half backlight, inverted screen picture
Soft Keys Gain
Power ON/OFF During normal daily operation, the system may be switched off from screen 2. This puts the GDS101 into standby mode. The system may be switched on again by pressing any button. Do not run the sounder for a long time without a submerged transducer connected.
The gain can be adjusted from 0% - 100% to allow for optimum echo levels. This setting affects signals from all depths. Time Variable Gain (TVG)
Alarm Acknowledgement
TVG may be adjusted from 0% - 100% to allow detailed echo control from the 0-50m depth range. A low setting reduces the gain in the area near the surface to suppress noise and unwanted signals in this area.
When the depth alarm is activated, the alarm may be acknowledged by pressing any button.
Digital Indication Small or large digits may be selected in screen 2.
Fixed Keys History Memory
Depth Range
Frequency
The GDS101 has a twenty-four hour history memory. Depth, time and all available navigation data are stored continuously so that the previous 24 hours of information is always available.
The depth range button can be used to set the depth limit between 0 and 1600 metres. The standard values available by repeatedly pressing the button are 50, 100, 500 and 1000m.
This key toggles between 38, 50 and 200kHz. Dual may be selected to display the echoes from both transducers simultaneously. Output Power
Picture Speed Picture speed may be referred to either time or ship’s speed. As the speed log is not connected the picture speed will always be referred to time (mm:ss/div).
Issue: Final Draft - November 2007
IMO No: 9323948
This can be adjusted from 10% - 100% in case of difficult shallow water conditions. When a range of 10m is selected the output power is automatically limited to 10%.
Section 7.5.2 - Page 2 of 4
Maersk Nautica
Deck Operating Manual
Illustration 7.5.2b Echo Sounder Control Panel
KELVIN HUGHES 0m
N59013.00'
ECHO SOUNDER
E010057.00'
12kts
1230
Screens
0
Screen 1, Screen 2 and Screen 3 - Operation Screens These screens show the main graphic echogram. Each screen has different soft key functions. Dual frequency is activated from screen 2.
23.3
Key 1
Depth Range Setting.
2
Display Speed Setting.
3
Menu Select Button Press the Menu Select Button Repeatedly to Cycle Through the Primary Soft Key Screens.
4
Screen Contrast.
23.3
Screen 4 The calendar and clock setting, plus the main graphic display. Screen 5 The language and units of measure set-up, plus the main graphic display. Screen 6 The Interface Set-up screen, plus the main graphic display.
160
5
Screen Backlight.
6
Encoder Knob Rotate Encoder while Keeping a Key Pressed to Change Setting or Menu.
7
Soft Keys.
8
Soft Key Screens
100m PICT.SPEED 5:00/div 20% GAIN
25% TVG
50KHz
line MARK
DEMO
Screen 1
off PRINT
0m ALARM
160m ALARM
8
7
1
2
3
4
5
GDS 101
6
Screen 7 The History Memory Control Screen, plus the main graphic display. Screen 8 The NMEA Control screen. This screen show a list of NMEA data received as well as a half screen echogram. Screen 9 The System Status screen. This screen shows a comprehensive list of system parameters. Screen 10 The Oscilloscope screen. This screen shows the oscillogram of the receiver output versus time as well as a half screen echogram.
Issue: Final Draft - November 2007
IMO No: 9323948
Section 7.5.2 - Page 3 of 4
Maersk Nautica
Deck Operating Manual
Draught
Simulator
This key allows draught compensation to be activated. This is indicated by a flashing number on the display.
There is a built-in simulator which can be activated from screen 9. The simulator exercises the screen and various interface signals. When the simulator is active ‘Demo’ will flash at the bottom of the screen.
External Printer Operation The print buttons are used to switch continuous printing on and off. The mark button will cause a line to be drawn on the paper if it is pressed when the printer is printing. If the mark button is pressed when the printer is off it will initiate a screen dump of its present contents.
Status Screen Screen 9, the status screen shows a list of system parameters and can be very useful if it is necessary to contact the manufacturer for assistance. Oscilloscope Screen
Alarm Settings Depth alarm settings are performed from screen 1. Alarm limits are referred to the indicated depth. The local alarm buzzer may be disabled from screen 9, but the external alarm relay will always operate. The only way to disable the alarms completely is to reduce the shallow alarm to zero depth and to increase the deep alarm to maximum range. An active shallow alarm must be less than an active deep alarm limit. Automatic start of the printer in the event of a depth alarm is enabled on screen 4.
Screen 10, the oscilloscope screen, is used by service personnel to monitor the performance of the transducer. Non-Volatile Parameter Memory The non-volatile memory maintain the user and installation parameters such as language and unit of measurement selection etc. These parameters are kept in the EEPROM memory and automatically restored on power-up. Default settings are used in the absence of user defined parameters.
Clock and Calendar Settings A UTC input from the DGPS navigator (MX420) automatically updates the clock and calendar settings, therefore no manual adjustment is required. History Memory The history memory is controlled from screen 7, the normal history modes are on and recording. New depth information is continuously updated with the oldest samples being discarded. Bottom information is stored along with time and any other navigational information available in the GDS101. If the history is switched off the stored twenty-four hours will be kept in memory and no new samples will be written. To remind the operator that the history function is switched off, ‘History Off’ will flash at the bottom of the screen. If the history modes On and Playback are selected the contents of the history memory will be displayed on the screen and printed on the printer if it is switched on. As a warning to the operator that the displayed bottom contour is from the memory and not real-time history will be flashing at the bottom of the screen. The History hours and History minutes buttons in conjunction with the encoder will allow positioning within the twenty-four hour memory to observe the desired part of the time frame during playback. The history is kept in a Random Access Memory (RAM) with battery back-up. The batteries should last the lifetime of the equipment unless the equipment has been kept in store for a number of years with no mains supply switched on.
Issue: Final Draft - November 2007
IMO No: 9323948
Section 7.5.2 - Page 4 of 4
Maersk Nautica
Deck Operating Manual
Illustration 7.5.3a DGPS System
DGPS Antenna
GPS Antenna
Compass Deck Forward Chart Table
DGPS Receiver No 1
LMX 420 Navigation System
LMX 420 Navigation System
Professional DGPS Navigator
GPS STATUS
GPS1
SNR 42 39 48 50 44 47 50
18 26 1
23 21
26
3
W
17 Used sats : Visible sats : Available sats : Elevation mask :
2
3
NAV
RTE
ABC
DEF
WPT
4
5
6
PLOT
TIDE
AUX
JKL
MNO
PRQ
Professional GPS Navigator
5
12
14
23
7.5°
S
220V AC
7
8
9
POS
GPS
DGPS
STU
VWX
YZ
18 26 14
1
23 21
CFG
C
KELVIN HUGHES
26
Used sats : Visible sats : Available sats : Elevation mask :
24V DC
Engine Room Monitoring and Alarm
5
3
DEF
WPT GHI
23
7.5°
S
4
5
6
PLOT
TIDE
AUX
JKL
MNO
PRQ
8
9
POS
GPS
DGPS
STU
7
VWX
YZ
E
CFG
0
Printer Switch
C
KELVIN HUGHES
Terminal Block
Data Select Switch
ECDIS 1 and 2
24V DC
Engine Room Monitoring and Alarm
Course and Rudder Printer
Pirate Radar
Master Clock Gyrocompass
ODME
Overhead Panel Waypoint Indicator
ECDIS Voyage Data Recorder (VDR)
X-Band Radar Distribution Unit NMEA Enclosure
Echo Sounder GMDSS
AIS
Issue: Final Draft - November 2007
2
RTE
ABC
E 1
Printer
Bilge Separator
S-Band Radar
14
6 11 24
Terminal Block
ECDIS 1 and 2
3
W
17
0
E
12
40 30 PRN 12
1
NAV
N 21
E 1
6 11 24
GPS STATUS
GPS1
GHI
SNR 42 39 48 50 44 47 50
40
14
1
N 21
30 PRN 12
DGPS Receiver No 2
Aft Chart Table
Satcom-F
IMO No: 9323948
Dimmer Control Console
Section 7.5.3 - Page 1 of 6
Maersk Nautica
Deck Operating Manual
7.5.3 Differential Global Positioning system Navigator
Description of Controls
GPS Mode Traffic Light Operation
Traffic Light System
Red Flashing
Manufacturer: Model:
The MX 420 GPS/DGPS has a series of indicator lights (red, yellow and green) on the left-hand side of the panel. These lights represent the signal status of the system. Great care must be taken when reading these lights as the indications can have different meanings in the DGPS or GPS mode.
Not tracking satellites. This will occur during the first two minutes after switchon or if the memory is reset or lost. If this happens, allow the unit to run for at least 30 minutes. If the red light does not change to solid in this time, refer to the troubleshooting section of the manufacturer’s manual.
DGPS Mode Traffic Light Operation
Red/Yellow Solid
Red Flashing
Dead reckoning. Indicates equipment is in dead reckoning mode. This is the case when the normal GPS or DGPS operation is not available.
Leica MX 420
Introduction The Global Positioning System (GPS) is a satellite-based navigation system operated and maintained by the US Department of Defence. The system comprises a constellation of 24 satellites providing world-wide, 24-hour, threedimensional (3D) coverage. Differential Global Positioning System (DGPS) The accuracy of basic GPS signals (especially in areas such as harbours and their approaches) can be improved by the reception of correction data transmitted from a shore-based station. DGPS works on the principle of a fixed receiving station knowing its exact location (latitude and longitude) derived from a survey. This station is equipped with a DGPS receiver to obtain its position from the satellite system. The received position is compared with the surveyed position of the station. If an error exists between these two positions then correction data is calculated and transmitted by M/F radio, in the frequency band 285-325kHz, with a range of approximately 40-60 nautical miles. GPS will give an accuracy of 30m 95% of the time and DGPS will give an accuracy of 5m 95% of the time. A Note of Caution When Using GPS Attention is drawn to the fact that the US Department of Defence controls the transmission of GPS signals. They can, if they wish, introduce errors or even stop transmission without warning. With this in mind GPS should be used with caution. An alternative independent means of position fixing should always be used in conjunction with the GPS.
System Configuration There are two MX 420 satellite GPS receivers on board, one has a differential capability, one receiver is located on the forward chart table and the other on the aft chart table, as shown in illustration 7.5.3a above. Position information can be provided to other navigation equipment from either the DGPS or the GPS receiver, via the GPS data select switch located on the chart table. Position information is provided to other navigation equipment which includes the following: AIS, VDR, gyrocompass, Inmarsat-F equipment, ECDIS, X-band radar and S-band radar master clock, ODME, etc. The operation of the DGPS and GPS receivers is basically the same and is described below.
Issue: Final Draft - November 2007
Not tracking satellites. This will occur during the first two minutes after switchon or if the memory is reset or lost. If this happens, allow the unit to run for at least 30 minutes. If the red light does not change to solid in this time, refer to the troubleshooting section of the manufacturer’s manual. Red/Yellow Solid Dead reckoning. This indicates that the equipment is in dead reckoning mode. This is the case when the normal DGPS or GPS operation is not available. Red Solid Tracking one or more satellites. This will occur during the first two minutes after switch-on. Allow the unit to run for at least 20 minutes after red solid to allow the unit to receive a satellite almanac. This also indicates that the Horizontal Dilution of Precision (HDOP) is greater than 10 or that too few satellites are being tracked. Use the GPS or DGPS function screens for further information.
Red Solid Tracking one or more satellites (no position update). This is normal for two minutes after switch-on. Allow the unit to run for at least 20 minutes after red solid to allow the unit to receive a satellite almanac. This also indicates that the HDOP is greater than 10, look in GPS function screens for the value. Yellow Solid GPS position update with a poor HDOP value. This may be seen from time to time in normal operation if tracking 3, 4 or 5 satellites with poor geometry with respect to the ship’s position. Green Solid GPS position update with an HDOP value less than 4. This is the normal operating condition with position accuracy of 40-75 metres.
Yellow/Green Solid
Operating Key Functions
GPS position update, DGPS corrections are not being received. This may be seen from time to time in normal operation. This will occur when the beacon signal is not available or out of range, or if tracking 3, 4 or 5 satellites with poor geometry with respect to the ship’s position.
Function Keys
Yellow Solid DGPS position update, but with poor HDOP. This may be seen during normal operation. This will occur if tracking 3, 4 or 5 satellites with poor geometry with respect to the ship’s position. Green Solid DGPS position update with an HDOP value less than 4. This is the normal operating condition with position accuracy of less than 5 metres.
There are the 18 press button keys to the right-hand side of the display panel. There are also 5 soft keys under the display which activate the function indicated on the screen above them. Man Overboard Located at the bottom right-hand corner of the panel is the man overboard button. When depressed for at least two seconds it activates the MOB1 screen. This screen will give the best zoom to display both own position and the MOB position. The MOB position is displayed in the upper left-hand corner. Data is output to the NMEA ports to configure other equipment that may assist with the urgent situation.
IMO No: 9323948
Section 7.5.3 - Page 2 of 6
Maersk Nautica
Deck Operating Manual
Illustration 7.5.3b DGPS Panel
Function Keys
Display
Traffic Lights
MX 420 Navigation System Navigation System
GPS STATUS
GPS1
SNR 42 39 48 50 44 47 50
21 18 26 14
1
23 21
26
3
W
17 Used sats : Visible sats : Available sats : Elevation mask :
2
3
RTE
WPT
ABC
DEF
GHI
Mark Position
N 12
40 30 PRN 12
1
NAV
5
14
23
7.5°
S
5
6
TIDE
AUX
JKL
MNO
PQR
Goto
E 1
6 11 24
4
PLOT
7
8
9
POS
GPS
AIS
STU
VWX
YZ
E
CFG
Light
0
C
Power On/Off
Man Overboard
KELVIN HUGHES
Cursor Key
Soft Keys
Issue: Final Draft - November 2007
IMO No: 9323948
Section 7.5.3 - Page 3 of 6
Maersk Nautica
Deck Operating Manual
Power On/Off
Navigation Screens
Show Active Route
A momentary press will switch the power on - do not hold it down for more than one second at switch on or the unit will be switched off again. There are two options for switching the unit off:
The MX420 has four basic NAV screen displays. The RTE1 screen provides the active route for the NAV screens. The up and down arrow soft keys control which waypoints are skipped or restored for the current route. ETA information is also configured in the RTE1 screen. Reference should be made to the route section of the manufacturer’s manual for a full description.
Allows the option for the course line to be shown, as long as a symbol has been entered as the first character for the waypoint name.
• Software control - a momentary key press will display the soft key option boxes YES or NO. Press the YES soft key. • Hardware control - press the key for more than 3 seconds and the power will be switched off. The unit cannot be turned on again for 10 seconds when this method is used. Light Allows instant switching between two pre-programmed panel light settings. GoTo Allows the operator to quickly create a route from the present position to one other waypoint. Mark Position
© NAV 1 RL NAV1 - The Panorama Screen
BRG
This screen is designed to give a 3-dimensional ‘runway view’ of the route being followed. In this view navigation markers, course line, cross-track error lines and waypoint flags are displayed. The following information will also be displayed: Course and speed over ground (COG, SOG) as calculated by the GPS. The range (RNG) and bearing (BRG) of the waypoint from your present position. Time to go (TTG), the calculated time to reach the waypoint. In the top left-hand corner the symbol RL or GC will be displayed this indicates whether you are navigating under Rhumb Line or Great Circle. By pressing the E key the Panorama Display Option screen is activated allowing the display information to be customised.
Edit
RNG: .268Nm
Activates and deactivates the soft keys and edit fields within any screen where editing is appropriate. The E key must be pressed to save the information as edited.
PANORAMA COG: 172° BRG: 172°
TTG: 00:02:52
Show Off-Track Limit
Show Data Window Allows the selection of two display types: • Data displayed in a separate window left of the graphic screen. If the vessel drifts outside of the cross-track error limit and it is decided not to return to the original course line, the course line can be reset from the present position to the waypoint by selecting Reset XTE from the display.
This key allows the operator to erase one character at a time. If it is held down for longer than one quick key press, it will erase the entire line of characters that the cursor is on.
SOG: 7.6Kn
Skip Waypoint Soft Key Allows the operator to skip the waypoint currently being headed to and to advance to the next one.
Cursor
Issue: Final Draft - November 2007
172° 7.6Kn
• Data displayed in various parts of the graphic screen or
Clear
Above and below each primary function key are numbers and letters. These numbers and letters are used in the edit mode most often in RTE, WPT and CFG screens.
COG
Allows the cross-track error lines to be displayed or hidden.
© NAV 1 RL
Function
172° .181Nm
RNG
RNG
Stores the present position, date and time at the next available waypoint location in the waypoint bank.
Used to move between edit fields and also to move between function screen pages.
PANORAMA
View Allows the operator to zoom in or out of the representation of the route displayed. Show Waypoints Allows waypoints, not part of the actual route, to be turned on or off.
IMO No: 9323948
Section 7.5.3 - Page 4 of 6
Maersk Nautica
Deck Operating Manual
NAV2 - Basic Steering Information
NAV3 - Expanded Navigation Information
NAV4 - Sensor Input Navigation
This view gives the range and bearing to the next waypoint. Below this the course and speed over ground is displayed as calculated and the lower part of the display shows the cross-track error, displayed as follows:
NAV3 screen has four windows. The upper left window is a smaller version of NAV2 screen. The two windows below this display the present date and time and the ETA to the end of the route. The right-hand window provides a graphic display of the waypoint being approached as well as the waypoint at the end of the next leg.
The NAV4 screen displays data from external equipment: anemometer, speed log, compass and echo sounder when connected (using NMEA protocol) to the GPS. The sources can be set up in the CFG1 screen, refer to the installation and service manual for further information on set-up and compatibility. The NAV4 screen is divided into four window segments.
Reset XTE and Skip Waypoint is also available on the NAV3 display.
When a wind sensor is connected, the top left window shows details relating to the True Wind Angle (TWA), True Wind Speed (TWS), True Wind Direction (TWD) and Velocity Made Good (VMG).
A vertical line in the centre represents the vessel’s course line. The chequered area to the port and starboard of this line indicates the area beyond the crosstrack error limits. The number displayed next to the course line is the calculated cross-track error. Whenever the vessel steers to port or starboard of its course line the chequered area turns to solid black indicating which side of the course line the vessel is on. As with the NAV1 display the course can be reset if the vessel drifts outside present parameter settings: a)
Press the E key
© NAV 3 RL BRG COG
165° 165 °
.050Nm
NAVIGATING RNG SOG
.000Nm
.566 7.6
Next: Nm Kn
.050Nm
b) Press Reset XTE. c)
169°
Press the E key again to return to the normal display status.
The next waypoint can be skipped if required: a)
WPT 152 WP 3
Time, UTC:
15:00:21 Jun 7, 2001
ETA / End:
15:38 Jun 7
© NAV 4 RL TWA _ _ _ o TWD ST VMG TWS _ _ m/s COG
165
HDG _ _ _ o LOG TTG 00:04:13
HTS _ _ _ o WCV Set / Drift:
Press the E key.
o SOG
_ _ _o _
_
Depth:
_ _
m
Kn
Kn 7.6 _ _
Set
169°
Kn
7.6
Kn
280° / 7.6 Kn
RNG .460Nm TTG 00:03:29
b) Select the Skip Waypoint soft key. c)
The window below the wind data provides information relating to the ship’s course and speed and displays the Course Over Ground (COG), Speed Over Ground (SOG), Heading (HDG), Heading To Steer (HTS) to next waypoint, Speed log (LOG), Waypoint Closure Velocity (WCV) and the calculated set and drift.
Press the E key again to return to normal display status.
© NAV 2 RL BRG
COG
172° .040 172° 7.6
.050Nm
The window in the top right-hand corner displays depth information.
RNG
Below the depth data there is a graph displaying the next route leg vector the Range (RNG) and Time To Go (TTG) to the next waypoint, as well as an arrow indicating the calculated set and drift.
Nm
SOG
.000Nm
Issue: Final Draft - November 2007
Kn
.050Nm
IMO No: 9323948
Section 7.5.3 - Page 5 of 6
Maersk Nautica Plot Screens Two plot screens are available (Plot 1 and Plot 2) by pressing the PLOT key. Plot 1 will display a plan view with own ship in centre. Plot 2 will display a screen plot relative to a selected marker.
Deck Operating Manual f)
Continue to enter required waypoints. Selecting Escape will go back one level to allow another method of entering waypoints or press Done to return to the main menu.
g) Press E to complete editing.
A plot screen is automatically displayed when MOB is activated. Insert Route Create a Route Using GOTO This will overwrite an existing route with the new position. a)
Press GOTO with any screen displayed.
b) Press E c)
Select the waypoint determination method required from the displayed soft key options. Follow the on screen instructions to complete the procedure.
Delete an Existing Route a)
Press the RTE key until the RTE1 screen is displayed.
b) Press the E key. c)
Press the Remove soft key.
a)
Press the RTE key until the RTE1 screen is displayed.
b) Press the E key. c)
Select Insert Route from the display.
d) Use the cursor to scroll through the available routes which are created in the RTE2 screen. e)
When the appropriate route is displayed press Insert Fwd or Insert Reverse soft key. This allows the route to be traversed in either direction.
Many various screen configurations are possible, such as alarms, tide information, etc. For more detailed options on editing routes, waypoints and displays refer to the manufacturer’s manual.
d) Press the Erase Route soft key. e)
Press the Yes confirmation key.
The active route is now empty for a new input. Insert Waypoints Procedure when RTE1 is empty: a)
Press the RTE key until the RTE1 screen is displayed.
b) Press the E key. c)
Select, for example; Insert By Number soft key (one of three options displayed).
d) Type the number of the first required waypoint or scroll through previously stored waypoints. e)
Press Insert This Waypoint soft key.
Issue: Final Draft - November 2007
IMO No: 9323948
Section 7.5.3 - Page 6 of 6
Maersk Nautica 7.5.4 anemometer Manufacturer: Model:
Deck Operating Manual Illustration 7.5.4a Anemometer System
DEIF A/S Malling type 879
Introduction The Deif Malling wind measuring system consists of a wind sensor type 879.3 and an instrument display panel.
Anemometer Sensor
The wind sensor is installed on the top of the ship’s mast and consists of the following: • A three-armed cup anemometer using optical scanning measures the wind velocity and pulse modulation transmits the information to the display panel. • A wind-vane using an opto-electronically scanned coded disk determines the wind direction and the information is transmitted to the display panel using a digital pulse-modulated code transmitter.
Overhead Panel
VDR
360
ECDIS
A digital display indicates the wind speed and the wind direction is indicated using a circle of light emitting diodes (LEDs).
270
90 m/s
MODE
kts
220V AC
The display panel is installed in the wheelhouse and is capable of recording wind speeds in the range of 0 to 60m/s through 360°. A slave display is located in the ship’s control centre.
180
DEIF MALLING
Operation The display panel has a membrane type keypad with the following keys:
SCC
• Up/down arrow keys. Press the up arrow to increase the panel illumination or the down arrow to decrease the panel illumination. • Mode selection key. Press this key to show the wind speed in knots (kts) or metres per second (m/s). A red LED indicates which unit is in use.
Dimmer Control Console
360
270
220V AC
90 m/s kts
MODE
180
DEIF MALLING
Issue: Final Draft - November 2007
IMO No: 9323948
Section 7.5.4 - Page 1 of 1
Maersk Nautica 7.5.5 Weather Facsimile Receiver Manufacturer: Model:
Deck Operating Manual Illustration 7.5.5a Weather Facsimile Recorder
Furuno FAX-30
Introduction 2.6m Whip Antenna
The FAX-30 can turn any commercial PC into a weather fax and NAVTEX receiver. This receiver unit allows direct connection with an Ethernet cable to a commercial PC showing weather charts and satellite images. Weather maps are broadcast from a fax transmitting station working under World Meteorological Organisation (WMO) standards. Up to twelve received pictures can be stored on the internal memory.
FAX-5 Pre-amplifier
The FAX-30 is a remote enclosure located in the radio area. The PC used as the FAX-30 display utilises drop-down menus options for ease of use. The information can be viewed by using an Internet browser. Printout of the weather and NAVTEX information is achieved by using a printer interfaced with the PC.
Radio Area
Specification Fax Frequency Range:
220V AC
LF
80kHz to 160kHz
MF/HF
2MHz to 25MHz
FAX-30
LED
Printer Wheelhouse
Navtex Frequency Range
490kHz or 518kHz
Channels
1,000
Fax Mode of Reception
F3C, J3C, NAVTEX F1B
220V AC
24V DC
GMDSS Mute
Issue: Final Draft - November 2007
IMO No: 9323948
Section 7.5.5 - Page 1 of 2
Maersk Nautica Operation
Deck Operating Manual Automatic Reception
d) Select the zone from the drop-down list.
Drum speeds, Index of Co-operation (IOC), and other essential parameters are manually or automatically selected.
a)
Access the FAX mode as follows:
b) Select the required ZONE, STATION, CHANNEL and FREQUENCY (if fine tuning is required) in turn using the drop-down menus. (Auto may be selected from the channel drop-down menu.)
a)
Turn on the FAX-30 at the ship’s switchboard. The FAX-30 starts up in the following sequence: • The FAX-30 starts initial set-up, which takes about 15 seconds.
c)
• The FAX-30 transfers data from the ROM to the RAM. At this time the green LED flashes every 0.4 seconds.
d) Click
