HAMMONIA BREMEN

Safety Equipment on board Manual

1
Section Contents Page
1 CENTRALY OPERATED SIMULTANEOUS HOOK RELEASING SYSTEM 3
2 OPERATION INSTRUCTIONS - Re-setting the Hooks and System for Lifting 6
3 HOW THE TOR ON-LOAD SYSTEM WORKS 10
4 AUXILIARY SUSPENSION/LIFTING POINTS 13
5 BOATS RECOVERING DURING BAD WEATHER 18
6 BOAT DAVIT OPERATION 22
7 BOAT’S ENGINE 31
8 TESTS AND INSPECTIONS 34
9 SART - Search And Rescue Radar Transponders 35
10 EPIRB - ( Emergency Position - Indicating Radio Beacon.) Tron 40S 40
11 GMDSS two-way , handheld VHF radiotelephone apparatus 44
12 LIFE SAVING APPLIANCES 45
13 VOYAGE DATA RECORDER 52
14 DISTRESS COMMUNICATION 54
15 SECURITY ALERT SYSTEM 62
16 FIRE PRECAUTIONS 63
17 CARGO HOLD SMOKE DETECTION SYSTEM 65
18 FIRE ALARM SYSTEM 67
19 SIGNALING & ALARMS ON BOARD 69
20 FIRE FIGHTING EQUIPMENT 71
21 CO2 FIRE EXTINGUISHING SYSTEM 79
22 MAIN ENGINE FIRE PTOTECTION 86
23 ENGINEROOM LOCAL MIST PROTECTION SYSTEM – YORK NOVENCO 87
24 FIXED SEA WATER SPRINKLER SYSTEM PROTECTING PAINT STORE 90
25 FIXED AUTOMATIC FRESH WATER SYSTEM in Garbage Collection locker 91
26 CO2 FIRE EXTINGUISHING SYSTEM FOR GALLEY VENTILATION DUCT 92
27 SELF CONTAINED BREATHING APPARATUS - DRAEGER 94
28 EMERGENCY ESCAPE BREATHING DEVICE 97
29 EMERGENCY GENERATOR 100
30 DANGEROUS CARGO CARRIAGE 104
31 OCAS CHEMICAL PROTECTION SUIT 105
32 WATERTIGHT INTEGRITY 106
33 EMERGENCY STEERING 110
34 MARPOL COMPLIANCE 113

2
SECTION 1

CENTRALY OPERATED SIMULTANEOUS HOOK RELEASING SYSTEM

OPERATIONS MANUAL

Introduction

The TOR on-Load system is an interconnected device which is used to release both
hooks of a davit launched Lifeboat simultaneously. It has been designed and developed
over many years to be simple but safe to use and is Type Approved by many Authorities
as meeting the Regulations of SOLAS 74 as amended . IN 1996 following a rigorous
testing program the TOR on-Load system received Lloyd’s Register's certificate of
SOLAS type Approval and now meets the new Regulations of the latest Revision of
SOLAS and the LSA Code which comes in to force on 1 July 1998.

The purpose of this Manual is to explain the ways of safe use of the system and to ensure
that ship's staff not only to know to use it but also to understand in detail how it works
and what to do if it does not. Although simple and reliable in use, it does need to be
maintained and checked, the accompanying Maintenance Manual explains this.

The TOR on-Load system is part of your ship's Emergency Life-saving Equipment.
We hope you never have to use it for that purpose but the sea is unforgiving and yours
or other peoples lives may one day depend on it.

Make certain everyone in your crew reads and understands this Manual and that they
practice and become fully experienced in all the ways the System can be used.

Index 3
OPERATION INSTRUCTIONS FOR RELEASE

******Warning: Do not touch any part of the Release Mechanism until you
are certain that the boat is afloat.
*******Keep the tension on the davit brake release wire.
*******Make sure the painter is rigged and secured to the-ship.

WHEN AFLOAT - NO LOAD ON HOOKS :

Release Handle

Interlock Override lever

yellow - visible inside central
release mechanism – here Release
Handle – safe , lever is in green
zone

Safety Pin

1. Remove Safety Pin.

2. Lift Release Handle and swing it aft. Leave it there.
3. Let go of davit brake release and move ahead and away from ship, hook will
have released. Release painter when safe. Beware of colliding with fall
blocks.

Painter release device

inside a boat

Painter release device

outside a boat

**Warning: The System can also release the hooks when the hooks are under
load, when the ship is still moving for example OR BEFORE THE BOAT IS IN THE
WATER. THE ON-LOAD, facility described below should NEVER be used unless
there is NO OTHER WAY OF SAVING LIFE , it can be dangerous and even cost you
your life.
Index 4
On-Load, boat in mid air or afloat under tow by the falls.*************

1. !!!! Be absolutely certain you have no alternative but to use this potentially
dangerous means of escape from your ship.!!!!!!!!

2. Break the clear plastic cover over the Interlock Override Lever and lift it.

3. Check again that there's no alternative escape, you may be about to cause severe
injury or even kill your companions in the boat. If the boat is not afloat and only if you
are facing certain and immediate death should you continue.

4. Remove the Safety pin.

5. Lift the Release Handle and swing it aft.

If the boat was afloat, the aft fall block may now have crashed onto the helmsman's
cockpit. If the boat was in mid-air the drop to the water will have been instantaneous and
if the distance were more than a few centimeters,

Index 5
 SECTION 2

OPERATION INSTRUCTIONS - Re-setting the

Hooks and System for Lifting

The Hooks must always be re-set as soon as possible after launching for drill or Rescue
Boat purposes, leaving it until alongside again is too late, your crew will be too busy
picking up painters etc. to give this operation the care and attention that is needed for
safety.

The steps below apply only to a boat afloat, they should be practiced repeatedly , so that
all the ship's crew know what to do and why they must do it this way.

Hook Locking Position Indicator

Keeper
Plate Leading Mark - Green

Auxiliary Suspension/ Lifting Point

Leading Mark - Green

Release Cam Position Indicator

Step 1. Hooks to Lifting Position-

Helmsman orders “ Re-position Hooks ”. Crewmen at each end turn their hook
until the two leading marks (shown above ) are in line. The hooks will not stay there by
themselves and must be held in position. Each hook man reports to the helmsman
“ Forward Hook (Aft Hook) in position “

Step 2. Release Handle to Hook Locking Position Helmsman swings the Release
Handle from aft to forward until is vertical and the side rollers engage down into their
slots.
The movement should be free, smooth, and require little effort. Any jerkiness must
be traced and rectified, a cable may be damaged if the handle will not move at all and
one or both hooks will be out of position. Hooks must be re-positioned. Once the handle
is returned to the vertical the Safety Pin is to be replaced.
Index 6
Step 3. Cam Check .
With the Release Handle housed vertically and the Release Mechanism Locking Pin
in place, the Helmsman gives the order “ Check Cams “. The two hook men check the
Cam Position Indicators and if properly aligned report back “ Cams in position “

Step 4. Interlock Check.

The Helmsman himself checks the Interlock Override Lever (item 40), it should be
in the red zone at all times when the boat is afloat. If all is in order he then orders
“ Check Hooks “

Step 5. Hooks check The hook men attempt to open the Hooks manually, pushing and
shaking them. If they cannot be forced open they report back “ Forward Hook (Aft
Hook) checked and locked “ . If one or both do open, there must be a major problem.

Step 6. Connect FaIIs . Once returned alongside the hook men must, and Helmsman
must, again carry out steps 3, 4 and 5 before the Helmsman orders “ Connect Falls “.

The Hook men fit the falls rings to the hooks and check that the Hook Keeper Plate
(Figure 1,, Item 1) has dropped back down and is stopping the falls ring from detaching
itself again. They must shake the ring physically, not just look at it - one of the Keeper
Plates holding bolts may have worked loose.

Each hook man reports back “Forward Hook (Aft Hook) connected and
checked “

Step 7. Hoisting Clear.

With only the crew in the boat the Helmsman orders the davit-winch
operator
to “ Hoist Clear ”. This order means that the boat is to be hoisted only just clear of the
water.

Step 8. Re-check Hooks and Interlock.

With the boat no more than a few centimeters above the water the Helmsman order the
davit winch operator to stop hoisting and the Hook men to re-check the Hooks
thoroughly now that they are under load, he himself checks that the lnterlock
Override Lever has returned downwards to the green zone.

The Hook men carry out four more checks:-

1. That Hook Position Leading marks are still in line.

2. That the Cam Position indicator is still aligned.
3. That the Hook Keeper Plate is still in position.
4. That the Hook Operating Cables inside the boat beneath the hooks are firmly
clamped and rigid.
Index 7
 They both return amidships, report “ Hooks Checked and all Okay “, sit down and put
seatbelts on (if fitted). The Helmsman too must sit down with a seatbelt on. (On some
ships the Master may instruct that crewmen leave the boat now and return aboard via an
embarkation ladder )

When ready the order is given " Continue Hoisting "

ACTIONS TO BE TAKEN IF PROBLEMS OCCUR IN RE-SETTTNG OPERATIONS.

If the pin or the Handle or either of Hooks will not re-locate properly there could be a
major problem, the Hooks MUST NOT BE USED FOR LIFTING until its cause has been
traced and has been rectified.

The boat will either have to be left in the water or be hoisted clear
of the water using the Hanging Off Pendants attached to the
Auxiliary Lifting/Suspension Points

You can also lock and secure each hook in closed

position by fitting of a 10 mm bolt through each Hook's
Release
Cam Position Indicator into the Hook Plates

Once repaired the System must be thoroughly checked

before the boat is returned to the water again, the
checks must include the functioning of the Interlock .
When all is working properly, only then may the Hooks be
used safely and the boat be recovered.

Index 8
Index 9
SECTION 3
HOW THE TOR ON-LOAD SYSTEM WORKS

The System, shown in diagrammatic form consists of the elements below:-

2 Release Hook Assemblies (Items 2 & 9)

1 Central Release Mechanism (Item 5)
1 Hydrostatic Unit (Item 4

all interconnected by means of operating cables.

Normal Hook Release - Afloat, with no load on the hooks (off-load).

1. The boat's hull when in davits or suspended out of the water over side is surrounded
by Air pressure alone is insufficient to operate the Hydrostatic Unit. ( Item 7)

Hydrostatic Unit –
protecting central release
mechanism against
accidental release before
boat is afloat

Hydrostatic Unit View from inside a boat Hydrostatic Unit view from
outside

2. Once the boat is afloat, water enters the unit's lower chamber compressing the air
within and causing the membrane to deflect upwards into the upper chamber thus
pushing the inner core of the cable (Item 6) to clear a blocking plate from the path of
the Release Handle ( Item 5 )

3. This first safety device, the Hydrostatically Operated Interlock, is designed to

prevent the Release Handle from being used unless the boats safely afloat. It can be
manually overridden if there really is no alternative to preserve life.

4. Overriding the Interlock is not straight forward. Because of the potential

danger of severe injury or death of the boat's occupants, the decision to access
the Override Lever has to be a conscious one, there has to be time to consider and
therefore access involves breaking off its clear plastic cover.

Index 10
5. Normally however no one would consider using an On-Load release other than in
training simulations, and when afloat the Off-Load release will be used. Afloat the Inter
lock should clear automatically and the first check is to ensure it has done so. The forward
side of the Central Release Mechanism housing by the Override Lever's clear plastic
cover is painted in two sections:

Red - Upper section

= Release Handle free.

Inter lock 'OFF'

Green - Lower section

= Release Handle safe.
Inter lock 'ON'

Interlock Override lever

yellow - visible inside central
release mechanism – here Release
Handle – safe , lever is in green zone

The Red Section means danger, if the boat is not afloat and the Interlock Lever is
in this section then there's a problem which must be put right immediately.
!!!!!!!! See the Maintenance Manual. !!!!!!!!!!!!

Index 11
6. With the Interlock Lever checked as being
in the correct position for the boat afloat, i.e. in
the Red section, the next safety device must be
removed, the Safety pin . Push in the button on
the “ T “ handle and withdraw the pin . The
Release Handle is almost cleared now.

7. The third and final safety precaution to be overcome is to lift the handle upwards
against its spring. Once clear of the slots it can be swung aft until it stops.

Remote Control Line

8. Hook operating cables, Items 4 and 11, connect each hook to a yoke attached to a
extension to the Release Handle. As the Handle is swung aft, both inner cores are lifted
and tensioned to cause the Release Cams in the Hook Assemblies to rotate.

9. Rotation of the Release cams allows the tail of the hooks to swing clear thus
releasing the falls. The boat is free in the water except for the painter which has its own
release in the boat.

Index 12
SECTION 4

AUXILIARY SUSPENSION/LIFTING POINTS

1. HANGING OFF

The term "Hanging off " refers to the transfer of a davit-launched boats weight
from the davit falls and Release Hooks to Auxiliary Suspension / Lifting Points,
one on the davit head and the other on the lifeboat.

Hanging off can be done both in port and at sea in good conditions. On
conventional cargo and passenger ships hanging-off becomes necessary when time in
port small crew numbers, and/or crew experience demands that training and/ or
maintenance is carried out at sea.

It is important to recognize that when a boat is hanging off it can no longer be

launched quickly, not until it has been re-connected to it's davit falls and is
confirmed to be "in-service" once more.

2. SYSTEM COMPONENTS.
The picture below shows the elements of the system, the purpose of each is explained
alongside.

Below the Davit Head will have

been provided a Suspension
Fitting (2), the end fittings of the
Suspension Fitting (2)
Hanging off Pendants- being
designed to suit it.
Hanging Off
Pendant (1)

Pendant (1). The size and length of

the wire is specific to each ship, &
shown on the Test Certificate.
SWL of wire = SWL of Lifeboat Hooks

Auxiliary
Suspension
/ Lifting Point (3)
The Auxiliary Suspension
Release Hook
Lifting Point (3) is permanently
Assembly (4)
attached to the Release Hook
Assembly (4) and is of equal Safe

Index 13
3. HANGING-OFF PRECAUTIONS.
Before detailing Operational procedures the points below must be understood and
accepted.

● Both davits must be provided with Auxiliary Suspension points of the same Safe
Working Load as the davit itself, it is not best practice to arrange for a lesser Safe
Working load. One of the purposes of "hanging-off is to enable at-sea practical training
and the boat may be fuIly laden with people.

If it is necessary to limit Safe Working

Load then notices must be arranged on both
davits and on the boats giving the maximum
number of persons allowed on board at any one
time. Hammonia Bremen boats can be boarded
by 14 persons only .

● Both Release Hook Assemblies must incorporate an Auxiliary Lifting / Suspension

facility properly designed for the purpose, the Pendant End fitting to be of a type
made to suit.

● No Hanging-Off pendant of any type must ever be connected from the davit
head to any part of either of the davit falls. The wires, block and any links/rings below
block are all part of a davit fall and the boat will certainly be released and drop to the sea
or dock side when the release Hooks are operated if a pendants were connected to them;
severe injuries or even loss of life will be the inevitable result.

● Never leave any Life Saving Appliance at risk, your own life will be at risk if you
do.

A boat "hanging-off" will be in a position outboard of it's usual stowage and

be lower than when in stow. It must be securely lashed on fenders against both rolling
and pitching movement of the ship.

Be prepared and appreciate that the weather may change suddenly, or the repairs
may take longer than expected. Secure the boat carefully.

4. HANGING OFF OPERATIONS.

There are two separate stages necessary in order to "hang-off" a Lifeboat,
Preparation, and Hanging Off ; these are in addition to the "Precautions" mentioned
above.

Stage 1 - Preparations.

No matter which type of ship or structure your lifeboat is on, the following ALWAYS
apply.

Index 14
 a) Obtain confirmation from the person in command that it is recognized and agreed that
the boat can be “hung off”.

b) Inform all persons who are mustered to either crew or occupy the boat in question
that it is "out of service" and advise them of their alternative muster arrangements.

c) Range on deck and check the completeness and condition of all

equipment needed - pendants, end fittings, lashings, fenders etc. Remove tricing
pennants and/or bowsing gear. If everything is in order then continue.

d) Attach to the davit head Auxiliary Suspension Points , the matching end of both
Pendants.

e) Check that both Auxiliary Lifting / suspension Points are free to move in all
directions and are clean.

f) Prepare lashings / fenders by attaching them to the Lifeboats bitts (bollards), NOT
to the Release Hook Assemblies. If possible set fenders in place and pass lashings to
persons on the ships deck.

g) CONNECTING THE PENDANT to the Lifeboat. On most Lifeboat stowage it

should now be possible to connect the Pendant to the Auxiliary Suspension / Lifting
Point.

If it is not possible to make the connection as above then it normally indicates that the
boat is out of stow and has to be raised. On some davit systems however this may
not be the case and it is necessary to run the boat out first. If, so, follow Stage 2 and then
connect as Per (g) above.

Stage 2 Hanging 0ff

It is always a wise precaution and is strongly recommended that no persons

remain in the boat when it is being run out (turned out). If a painter is rigged, do
not remove it, leave it rigged. Disconnect the battery charging cable and clear it away
from the boat

a) Release Lifeboat gripes and clear them. Remove any davit locking pins. If tricing
pennants and/or bowsing gear are still in place, ensure that they have been removed
before proceeding further.

b) The gravity brake on the davit itself is used to control the turning out of the boat,
not the control on the boat as this is less precise than needed for this operation.

c) The brake operator allows the boat to be turned-out slowly, until the davit
arms have reached their limit and the boat begins to descend.

d) As the boat is lowered the connected Pendants will begin to take load and
the brake operator must take care not to lower too quickly or the fall block may
make heavy contact with the boat. If tricing or bowsing gear had been left in place it
would now be imposing a load on the fall link in a very dangerous manner, this is why it
must be removed.

Index 15
e) When the Pendants are taking the weight of the boat and the falls are only just slack,
pull the boat alongside and secure it with both fore and aft transverse lashing.

f) Check by eye from on board ship that all is well before going aboard the boat.

g) One person only should go on board to check the boat and if satisfied that all is in
order, only then should the falls be disconnected, either by hand or by using the Hook
Release System

The pictures which follow summarize the Hanging-Off procedure.

Boat on davit Gripes released Boat lowered

Pendants connected Boat partly swung out Pendants tight
Painters rigged Pendants attached Falls slack
Lashing line clear Slowly lowered down Access ladder in place

5. THE PURPOSES OF HANGING OFF

Stage 3.

Once confirmed safe it is now possible to carry out full inspections, maintenance,
and repair to all moving parts of the Simultaneous Hook Release System without
risk of accidentally releasing the boat.

As training exercises the Hook system can be demonstrated in every detail and
people be allowed to inspect every action as the hooks are released, they can practice
for themselves release and re-setting operations until they fully understand the way the
system works and how to use it safely in both normal “ off-Load “ afloat mode and in
emergency “ on-load ” modes .

Index 16
Hanging off also allows inspection, maintenance and repairs to be carried out on the
davits brake, winches, falls, sheaves and blocks (if safe access is possible). Fall wires
can be renewed or end-for-ended. Fall rings must be inspected closely for signs of
stress cracks at the bearing points whenever it is possible to do so.

Stage 4 Re-stowing the boat.

To return the boat to it's normal " ready to use " position in the davits, reverse steps of
Stage 2 having made certain that the Hook Release System is in full working order
and that the hooks are fully and properly locked. The same applies to the davits and
winches.

Having been inspected, the fall rings can then be re-connected to the lifeboat's hooks
and the lashings slackened so that the boat is now vertical. The hoisting winch
should be operated slowly to just take the boats weight on the falls and then be stopped.

A close check on all load bearing components should again be made. The winch
should be disengaged and the brake operation be checked once more before finally
hoisting the boat into it's stowed position.

The boat must be secured in it's davit, reconnected to it's charger, Lashing line secured all
other temporary lashings removed.

The Hanging off Pendants can then be disconnected and returned to their storage
location, not left hanging from the davits.

The boat must be returned to it's “ ready for use in emergency “ condition with it's
painter already rigged as appropriate.

Index 17
SECTION 5
BOATS RECOVERING DURING BAD WEATHER

Foul (Bad) Weather Recovery is not without risk therefore only a minimum number of
people should be in the boat, all non-experienced persons should have been
landed / returned aboard by alternative routes.

The operation is mainly applicable to Rescue Boats but as many Lifeboats are also
Rescue Boats fitted with out Simultaneous Release Gear, and it is becoming a
mandatory requirement to carry the equipment below from 1998, we have included this
Annex as guidance.

Foul weather Strops

Connecting a falls ring to the Hooks of a rolling pitching boat is difficult in itself but
once connected, the boats freedom of movement is restricted to an upwards direction only.
In a heavy sea the downward drop of the boat can impose considerable shock loads onto
the falls, the boat, and the davits with consequent risk of damage. Although the falls
themselves are strong they are rigid with little elasticity in them to absorb shock loads a
more shock absorbent element has to be introduced into the lifting rig, this is known as a
'Foul Weather Strop'.

Foul Weather Strops are usually fiber made

such as nylon which have great strength, light
weight, and considerable elasticity. Our ship
has these on board, of the same Safe
Working Load (SWL) as the Hooks but
their length when under load must be less
than that of the Hanging Off Pendants

Index 18
Advance Preparations.

When a Recovery operation is to be carried out in weather conditions where the boat is
rolling and pitching preparations must be made before the boat comes alongside.

The falls have to be winched up and then

The Hanging -Off Pendants
Foul Weather Strops
brought inboard the ship for the Strops to
be attached to the falls, this cannot be
done by the boat's crew at water level
because of the dangers of collision with the
fall blocks. A light line with an un weighted
monkey's fist at the end should be made
fast above the strop's lower soft eye , this
makes it easier for the boat's crew to get
hold of them.

The upper eye of the strop is attached to

the fall lifting eye in the normal place
using a suitably sized shackles. Bow and
stern painters should be made ready for
passing to the boat where they must be
attached to bitts, not to the Hook
Assemblies. The Painters should be angled
as low as possible to control the boat's fore
and aft movement.

The Hanging -Off Pendants also have to be attached to their Suspension Points on
both davit arms ready for use when the boat is brought up.

Connecting to the Boat

The falls are then lowered so that the monkey's fist knots are just above the boat's deck.
The crew catch hold of them (with a boathook) and pull both lines inboard until they
can hold the strop's eye safely with plenty of slack so that the boat can still move
naturally.

When judged to be safe, the eyes

of the two strops are attached
direct to the Hooks, NOT to the
Auxiliary Suspension/Lifting
Point which must be left clear for
use later.

Once the eyes of the Strops are

attached the crewmen should
sit down and fasten seatbelts
(if fitted) until the boat is above
wave height and hoisting is
stopped.

Index 19
Hoisting Clear.

With both strops attached, the boat can be lifted clear of the water. The winch driver
should be in direct contact with the boat's helmsman who will give the order to heave
when all is ready and ideally, when the boat is in a wave trough.

As the boat rises on the wave and the winch reels in

the falls wire, the aim is to hoist the boat off the
wave's crest so that downward motion is limited and
shock loads kept to the minimum . It is appreciated
that this is theory but with practice it can often be
accomplished.
Picture shows boat hoisted just above sea for
final check and crew disembarkation

As soon as the boat is clear of

wave crests hoisting is stopped
while the necessary final checks of
hook security are made. It may be
wise for even the crew to
disembark now, via an
embarkation ladder lowered down
them.

Boat can be safely hoisted , now

Index 20
 PREPARING FOR STOW.

Once the boat is hoisted to near deck level and is

within reach of the already connected Hanging
Off Pendants the crew connect the shackles or
other end fittings to the Auxiliary
Suspension/Lifting Points of the Release
Hook Assemblies. The winch driver lowers the
boat slowly and the Hanging Off
Pendants/Auxiliary Suspension Points take the
weight.

Once 'Hanging Off' safely the falls are lowered further to become slack which allows
the Foul Weather Strops to be disconnected from the Hooks and the falls .The falls ring
can be than connected to the hooks and the normal checks being made as the weight is
again taken. The boat is finally hoisted into its davit stowage and secured for sea.

Extra painters, Iashing , bowsing

gear if used, Hanging-Off
Pendants and FouI Weather
Strops must aII be removed and
stowed on board the ship, not in
the boat which is to be Ieft ready
in all respects for use in an
emergency.

Index 21
SECTION 6
BOAT DAVIT OPERATION

1. GENERAL

1-1 The boat davit and boat winch are equipped on both sides of a ship. In case of
emergency, the crew of the ship can go on board the boat in the boat storing
position for evacuation.

1-2 The boat davit consists of a

cradle, frame, platform, suspension
block and lashing unit accessories
to store boat .

1-3 The boat winch consists of a

reduction gear main body, brake,
and governor brake.

1-4 The boat is so designed that

its swing-out, lowering, and landing
on water are controllable from inside
the boat or from the ship board.
The boat can lower automatically
with controlled speed when the
remote control line in the boat
or a brake lever is operated.

1-5 Lifting of the boat is made

with a boat winch and the boat is
brought to a storage position by
a manual handle after activation
of the limit switch. Note that the
boat winch is equipped with a
safety device to prevent reversion
of the manual handle to ensure
through safety of operators.

2. OPERATING METHOD

2-1 TURNING OUT AND LOWERING THE BOAT FR0M INSIDE THE BOAT

( 1 ) Draw out the toggle pin at the

brake lever of the winch on the deck.

( 2 ) Embark crew without operator.

Index 22
( 3 ) Release the cradle stoppers on the
platform by pulling out toggle pins.

( 4 ) Check the Remote control line is lead to the inside boat .If not, set the remote
control line to the boat inside.
Remote Control Line
View from outside

Remote Control Line

View from inside

( 5 ) Embark the operator to the boat and close the hatch.

( 6 ) Release of hand brake of winch by pulling the remote control line from inside
the boat.

The hand brake lever of

the winch will be raised and the
brake will be released. The boat
is turned out and lowered by
its own weight.

ATTENTION
Do not make the inching
operation in the course of
boat turning out, as it
shakes the boat and causing
additional stress to the
hooks.

( 7 ) When the boat comes near the water surface the remote control line is expected to
be loosened so as to apply the both governor brake and hand brake thus the boat
being safely launched with its lowering speed being reduced to the half speed.
Index 23
( 8 ) The boat launching can be easily confirmed from inside the boat, so release the
remote control line immediately when being launched.

( 9 ) Release the boat hooks from inside of boat, so the link of suspension block is
disconnected from boat hooks.

( 10 ) Release of painter hook and operate the boat to escape.

2-2 TURNING OUT AND LOWERING THE BOAT FROM THE SHIPSIDE.

( 1 ) Release the cradle stoppers on the platform by pulling out toggle pins .

( 2 ) Embark crew without the operator

( 3 ) Draw out the toggle pin at brake lever of the winch on deck .

( 4 ) When hand brake lever of the winch will

be raised and the brake will be released. The
boat is turned out and lowered by its own
weight.

ATTENTION
Do not make the inching operation in the
course of boat turning out, as it shakes the
boat and causing additional stress to the
hooks.

( 5 ) When the boat comes near the water surface the remote control line is expected to
be loosened so as to apply the both governor brake and hand brake thus the boat
being safely launched with its lowering speed being reduced to the half speed.

( 6 )The boat launching can be easily confirmed from inside the boat, so release the
remote control line immediately when being launched.

Index 24
( 7 ) Release the boat hooks from inside of boat, so the link of suspension block is
disconnected from boat hook

( 8 ) Release of painter hook and operate the boat to escape.

There is third possibility to lower down boat

using remote control rope from deck side.
By pulling remote control rope hand brake
lever of winch is raised and brake is released
and boat is turned out and lowered by is own
weight

2-3 ATTENTION OF LAUNCHING AT THE SEA GOING CONDITION

In order to make a safe lowering, launching and then detachment boat when ship is
making an advance at 5 knots on the calm and smooth sea.

1. Preparation of launching .Take the Painter line between the ship and boat

2. In the cause of boat lowering, start the engine of the boat and take the rudder
for the appropriate angle.

3. When the boat has been launched, connect the clutch of the boat gear and
release the remote control line

4. Confirming that the Painter rope is tight, release of the boat hooks at once.

5. Confirming distance from the ship, release painter hook.

Index 25
3.OPERATING METHOD
3-1 HOISTING AND STOWING THE LIFE BOAT

(1) Check if the power supply is “ ON “ , prepare cable with controls which is stored inside
electric box next to the boat davit

(2) Set the toggle pin at the brake lever of the winch.

( 3 ) Connect the suspension block link to the hooks. Reset hook releasing system.

( 4 ) Press the button switch up for electric motor of winch when release the button
switch up electric motor is stopped. If do not stop, press EMERG. STOP button switch
so the electric motor will be stopped.

Index 26
( 5 ) When the boat has been turned in up to the regulated position before stowing,
the electric motor makes an automatic stop by mean of limit switch located on the davit
frame.

“ATTENTION “

Pay special attention to

this operation to prevent
overload

(6) Dispose two men to the fore and aft. side on the Platform and check the moving
of the cradle and suspension blocks Set the manual' handle to the winch and operate
it according to two men advices

(7) Stop the operation just as the cradles hit the stopper on the frame and confirm
that both cradles hit their stoppers at the same time

( 8 ) After above check operate manual handle slowly to adjust position of suspension
hooks just before they hit a cradle top.

Index 27
( 9 ) Set the cradle stopper and lash the boat.

Connect lashing rope to Connect its eye Give tension to the

master link on trigger lever through the drum lashing rope by
on the frame. mean of turnbuckle.

Secure by toggle pins .

(10) Take out the manual handle from winch and stow

( 11 ) Draw out the toggle pin of the

winch brake arm and release the
brake until the suspension block is
just hung to the hook of the cradle
top by notching operation .

Index 28
“ATTENTION”

1. Please be certain to confirm the boat falls to be appropriately tensioned, after

the boat has been stowed.

2. If the boat falls are to loose, the boat may be thrown out, so make winding on
the winch drum by manual handle.

3. If the boat fall are too tight, the boat weight is supported only by the boat falls,
so loose notching of winch brake.

(12 ) Set the toggle pin of the winch brake.

“ ATTENTION “

1. In the whole course of boat heaving up operation, the remote control line
has to be reeled up synchronously with the boat .

Both are required to be wound on the drum in good order. Check remote control line
drum .

(13 ) Reconnect battery charger

Index 29
( 14 ) Open Drain Valve.

When preparing for launching the

boat manual drain valve should be
always closed and when back in it’s
davits, reopened to drain a boat.

Boat is also equipped with automatic

drain valve which is located near
midship but when afloat this valve may
not be completely watertight, especially
in bad weather and some volume of
water can flood a boat.

In case water ingress when afloat to

remove it boat is equipped with
manual bilge pump fitted in aft part.

Index 30
 SECTION 7

BOAT’S ENGINE

The engine is housed in enclosed casing which is sound insulated to reduce noise level
inside boat. The casing is made from fire retardant ( not fire proof ) material. Top and
sides are detached for maintenance of engine and it is also used to inject extinguishing
foam or powder without admitting extra air and spreading a fire.

The diesel engine has keel cooler

at the boat outside bottom filled
with mixed anti- freezing fresh
water medium conforming SOLAS
requirements with regard to
inversion during a capsize of the
boat.
It is capable to run out of water for
more than 5 minutes when out of
gear. Propeller must not turn
when boat is not afloat. Capacity
of fuel tank is 24 hours with full
speed of engine.

BEFORE START

1. The oil level of the engine should be checked every 14 days or every 25 hours of
running.
2, The oil level of the reduction gear should be checked every 14 days or every 25 hours
of running.
3. Check the quantity of fuel in the tank.

STARTING ENGINE

Electric start with remote control and instrument panel .

1. Set the No.1 battery switch to

the "'ON" position.

Index 31
 2. Put Main circuit switch to
“ ON “ position.

3. Put the gear lever between "neutral position"

and "max position" by means of gear separation
button.

separation push button.

4. Turn the starter switch to the

"ON " position.

5. Verify that the oil pressure and charge lights are on.

Index 32
6. In cold weather (for cold engine starts), turn
the starter switch counterclockwise to the
"GLOW " position for 1 to 10 seconds.

(Do not operate glow plugs continuously for

more than 180 seconds).

7. Turn the key to the "START" position to engage the starter motor. Release the key
immediately as the engine starts.

8. Verify that the oil pressure and charge lights are now off.

lf either light is on, stop the engine immediately and check the following:

A. Correct oil level,

B. Verify that the engine contains clean diesel oil of the proper viscosity.

C. Check for faulty wiring.

D. Verify that the battery is charged sufficiently.

9. Run at a moderate speed until the engine reaches a normal operating temperature
before doing work.

NOTES :

Do not turn the starter switch to “ START “ while the engine is running.

lf the engine does not start in 10 seconds, wait 30 seconds and repeat the starting
sequence.

Never run the starter motor continuously for more than 20 seconds.

Always warm up the engine before working. Using a cold engine will shorten it’s life.

When the temperature would fall down below -15'C(5"F), you have to separate the battery
from the engine and keep it in indoor.

Index 33
STOPPING THE ENGINE

1. Move the engine control lever into the neutral position.

2. Turn the starter switch to "OFF" and remove the key.

3. Turn the all of battery switch to "OFF".

NOTES :

Engine will be stopped when it is listed about 100 ˚

If engine do not be stopped in spite of doing the preceding 1-3, move the engine
stop lever to the "ST0P" position .

SECTION 8

TESTS AND INSPECTIONS.

According with the new SOLAS Ch. III Reg. 20 :

- Weekly inspection: to be done by ship's crew

1. All survival crafts, rescue boats and launching appliances have to be visually
inspected .

2. All engines in lifeboats and rescue boats have to be run for a total period of not less
than 6 minutes.

3. During test no. 2 the gearbox and gearbox train have to be engaged .

4. Lifeboats, except Free Fall Boats, have to be moved from their stowed position, without
any persons on board, if weather / sea state permits .

5. The general alarm has to be tested .

- Monthly inspection: to be done by ship's crew

1. Lifeboats, except Free Fall Boats , have to be moved from their stowed position, without
any persons on board, if weather / sea state permits .

2. Inspections of all Life Saving Equipment, incl. lifeboat equipment, has to be done with
a checklist to be ensured that the inspection is complete and in good order .

Index 34
- Annual inspection: to be done by authorized company

1. Annual survey of launching appliances and on-load release gear.

2. Dynamic test of the winch brake at maximum lowering speed, the load to be applied
shall be the mass of the lifeboat without any persons on board .
3. lifeboat on-load release gear has to be surveyed by properly trained personnel familiar
with the system (crew members are not allowed) .

Weekly and monthly inspections, and routine maintenance as defined by the

manufacturer, should be conducted under the direct supervision of a senior management
ship's officer in accordance with the instructions provided by the manufacturer.

- 5-yearly inspection:

1. Dynamic test of the winch brake at maximum lowering speed with 1,1 times of the
maximum working load of the winch.
2. Operationally tested under a load of 1,1 times the total mass of the lifeboat when
loaded with its full complement of persons and equipment whenever the release gear is
overhauled, such overhauling test shall be carried out at least once every five years .

All other inspections, servicing and repair should be conducted by the manufacturer's
representative or a person appropriately trained and certified by the manufacturer for the
work to be done. The personnel carrying out above mentioned servicing and maintenance
are responsible for the performance of the work as authorized.

All above mentioned inspections and servicing has to be done in accordance with
SOLAS Chapter III Regulation 36, latest amendment.

All above mentioned inspections and servicing has to be recorded in the deck log
book and as done from a authorized person the relevant inspection / service
reports have to be filed on board.

SECTION 9
SART - Search And Rescue Radar Transponders.

1.1 GENERAL

At least one radar transponder shall be carried on every cargo ship of 500 gross tonnage.
Such radar transponder shall conform to performance standards not interior to those
adopted by IMO Radar transformers shall be stowed in such location that they can be
rapidly placed in any survival craft

Tron SART is emergency equipment consisting of:

1. Tron SART radar transponder.

2. Mounting bracket for storage.
3. Mounting rope for life rafts / life boats.

Index 35
The JOTRON 9 GHz radar transponder type Tron SART is developed to meet the
Regulations and rules for use on vessels and life rafts in the maritime service. Tron SART
meets the following specifications for 9 GHz, radar transponders for use in search and
rescue operations at sea .

The operating range of the Tron SART is up to 30 nautical miles, depending on the
height of the electronic unit and the radar height of the search and rescue unit
(sea or airborne).

With a radar height of 20 m and the Tron SART placed at 1 meter above sea level
the range will be up to 10 nautical miles.

Tron SART is buoyant, however to obtain maximum performance the transponder should
be placed in a vertical position and as high up as possible in order to achieve maximum
coverage.

The purpose of the Tron SART is to perform a secondary alarm when search and rescue
units are searching for a life raft / lifeboat in distress. The Tron SART will help the units
to pinpoint exactly where the distressed boat are located in a larger area. This is done
with the help of the radar on the searching ship or helicopter.
When the Tron SART is interrogated ( hit ) by a radar signal, it will immediately start
to transmit a number of sweeps covering the complete maritime 3 cm radar band. These
sweeps are detected on the radar screen and is used to navigate directly towards
the distressed life raft.

Maximum distance to a ship will normally be about 10 nm and approximately 30 nm to

a helicopter, dependent on the helicopters altitude. The transponder will not give any
alarms further away than this.

The primary alarm will usually be an Emergency Position Indicating Radio Beacon
(EPIRB) or distress call by VHF or Digital Selective Call.

The batteries of the Tron SART will last at least 96 hours in standby after activation
and then minimum 8 hours of continuous operation.

Although the transponder does not send any alarm via satellite, VHF or other radio
communication, the use should be limited to short tests and emergency situations. This is
to save battery capacity in case a situation where the transponder is needed should occur.

1.2 FEATURES

Watertight:

Tron SART is watertight to a depth of minimum 1 meter.

Buoyant:

Tron SART is buoyant in case the transponder is accidentally dropped into the water. To
increase coverage the Tron SART should always be held or mounted as high as possible,

Index 36
 Rugged design:

The Tron SART will withstand a drop from 30 meters into the water. It is resistant to
seawater, oil and sunlight.

Handling :
The Tron SART is made for easy operation, with a
brief operating instruction printed on the unit. It
comes standard with a 1 meter rope and shackle
hook to be used for hanging the Tron SART on the
side of a life raft.
Indicators:
The Tron SART are equipped with a LED and a
built in speaker to show operation of the SART. The
LED will normally flash with a frequency of 1 per
second to show that the SART is activated

When a search and rescue unit is approaching the

internal speaker will sound each time the SART is
hit by the radar. A continuous sound in the
loudspeaker means that the ship or helicopter is
close to the SART and the radar is hitting the SART
continuously.

Battery unit:
The battery unit consists of the complete lower half
of the Tron SART and is to be replaced every 4
years . The marking on the battery unit shows the
expire date.
A new battery comes complete with switch and
indicators and are easily replaced by opening the
screw ring between the top and bottom of the
SART.
2. STORAGE
A storage bracket is delivered with the Tron SART and should be used to store the
transponder in. The storage bracket should preferably be mounted in a vertical
position and in a place where the Tron SART is easily available in case of an
emergency in the immediate vicinity of the navigational bridge so that it can be utilized on
board and ready for transfer to any of the other survival
On board of Hammonia Bremen one SART is stored at each side doors to Wheel
house.

Index 37
 3. OPERATING INSTRUCTIONS
3.1 ACTIVATING THE Tron SART

1. Break seal at switch.

2. Pull locking pin and make sure that the

switch enters the "ON" position. An
audible "BEEP" will be heard and the indicator
LED will start to flash.

3. Place (or hold) the transponder in a vertical

position as high as possible. When the Tron
SART is within range of an active 3 cm radar,
the internal loudspeaker will be activated. A
handheld radio (i.e. TRON VHF) should now
be used to establish contact with the
approaching boat or helicopter.

Seal and locking pin

3.2 DE - ACTIVATING OF THE Tron SART

1. Move the switch to the "OFF" position

2. Replace the locking pin.

3.3 TESTING THE Tron SART

Test of the Tron SART is done using the ship's own 3 cm radar. The radar display will
show different patterns depending on the range to the transponder.

With the transponder located close to the radar the signals will appear as rings on the
radar display.

The rings may be broken in some sectors, depending on ship construction and other
obstacles, and does not indicate an error in the transponder. Placing it further away will
reduce signals to 12 dots on the radar display, showing direction of transponder.

Index 38
1. Hold the switch on the Tron SART in the "TEST" position.

Example of test pattern

visible on radar display

2. Simultaneously a person should observe the radar display to check for correct pattern.
The radar should be set for a 12 nm range.

3. The test should preferably be done in open sea to avoid interference on the radar
display from land echoes.

4. Alternatively, radar of a nearby ship can be used to test the transponder. Ship to ship
VHF channel should then be used to confirm operation.

4.4 USING THE OUTDOOR BRACKET.

The outdoor lifeboat bracket should be

mounted vertically on the roof of the life
boat (as high as possible).

To use the bracket activate the

transponder and put it inside the bracket.
To secure the transponder from falling
out, the 1 m rope should be attached to
the hook on the bracket.

5. MAINTENANCE

The required the following maintenance:

Every 6 months

The transponder should be taken out of its bracket and tested against a radar, using the
procedure in section 3.3. Either the ships own radar could be used or the radar of a
nearby ship.
Index 39
Every 4 years

The battery unit must be replaced every 4 years. Storage of batteries over a long
period of time will reduce their capacity. To ensure long and reliable operation the battery
unit must be replaced every 4 years. The battery replacement can be performed on board .

SECTION 10

EPIRB - ( Emergency Position - Indicating Radio Beacon.) Tron 40S

1.STORAGE

The EPIRB is normally stored in its bracket.

The bracket contains means to prevent
accidental activation of the EPlRB .The
bracket should be mounted in a place that is
easily available for periodic testing , and
a place which is easily accessible in case
an emergency situation occur.

THIS TRANSMITTER IS AUTHORIZED TO BE

USED ONLY DURING SITUATIONS
OF GRAVE AND IMMINENT DANGER

On board of HAMMONIA BREMEN EPIRB is installed on Navigation deck starboard

side.

2. OPERATING INSTRUCTIONS

The Tron 40S is designed to be operated either manually or automatically .The EPIRB is
always armed ,that is the EPIRB will automatically start to transmit when the EPIRB is
out of the bracket and deployed into water. In the lower part of the ,EPIRB there is an
automatic safe switch .This switch prevents the sea water contacts from operating
the EPIRB (caused by ice, sea-spray etc.),as long as the EPlRB in place in the bracket.
Index 40
2.1 MANUAL OPERATI0N

The beacon must be removed from the bracket before it can be activated.

1. Pull out the locking pin on the clamp

that holds the beacon.

Pull out the retaining rod while holding the beacon

with one hand and remove the Tron 40S from the
bracket.

Seal and locking pin

Break the seal and pull the locking pin holding the
main switch. The switch is spring loaded and will
automatically go to the EMERGENCY position.
The LED indicator, located at the top of the EPlRB
,will start flashing indicating that the EPIRB is
operating. In addition the strobe light will start to
operate.

lf possible keep the EPIRB in an open area, away from any metal objects
(ship construction etc.) that may limit the satellite coverage.

Transmission can be stopped by turning the switch to OFF position and

remounting the locking pin at the switch or by replacing the beacon in its bracket.

Index 41
2.2 AUT0MATIC OPERATION

The Tron 40S will automatically release from the bracket,

float to the surface and start to transmit, when the EPIRB in its bracket is deployed into
water at a depth of approximately 2-4 meters (6 - 13 feet). Alternatively the EPIRB can
be manually released from the bracket and put into the water .

Transmission will continue until the EPIRB is lifted out of the water, and dried off
The transmission can also be stopped by placing the EPIRB in the bracket.

2.3 MANUAL TESTING OF THE EPIRB TRON 40S

To perform the self test, the EPIRB has to be removed from the bracket.

Press the spring loaded switch on top of the

EPIRB to TEST position. Keep hands and
other objects away from upper part of EPIRB
( away from antenna)
A successful test will consist of a series of
blinks on the LED test-indicator, followed
by a continuous light and a strobe flash
after approximately 15 seconds.
Release the switch and put the EPIRB back
into the bracket.

If the EPIRB fail to end up with a continuous light ,this indicates a fault in the
EPIRB.

What the self test actually does is first to wait approximately 15 seconds to allow the reference
oscillator inside the EPIRB to warm up .Then a short burst is transmitted by the 121 .5 MHz
transmitter, while the output level of the transmitter is checked. Finally, a test signal is transmitted
by the 406 MHz transmitter. During this test signal the battery voltage ,output power and
frequency is checked.

While testing the 406 MHz transmitter a test message is transmitted ,this rest message is coded
with a special synchronization code and will not be detected by the COSPAS/SARSAT
satellites .The purpose of this test message is to control the actual coding of the EPlRB .
This can be done with the JOTRON test unit TronDEC or an other EPIRB checker.

- Beacon activation initiates a world - wide COMPASS- SARSAT alert with rapid
deployment of costly rescue operations and turning off the beacon too early could
cause great disruption to SAR operations which may already have begun.

- In the case where the beacon has been activated but the vessel and crew is no
longer in danger, it is very important not to disarm the beacon until the SAR
services have been informed by whatever means possible that the distress situation
is over.

Index 42
3. MAINTENANCE

Every month:

Perform internal self test as described in 2.3

●Check the bracket for any damages ,the EPIRB should

be easily removed and replaced in the bracket. Make
sure that the bracket is not painted or otherwise covered
with chemicals, oil, etc.
●Check the expiry date of the hydrostatic release
mechanism and the battery unit.
●Check the presence of a firmly attached lanyard in good
condition and that is instantly stowed and not tied to the
vessel or the mounting bracket.

Every 12 months:

Perform extended annual test with the help of a Tron UNIDEC decoder .This test can be
performed by one of the authorized JOTRON agents with TronSTAT facilities .The test
ensures that the EPlRB is within its specifications and complies with the
COMPAS/SARSAT system.

Documented proof of test or Test Certificate containing test results and EPIRB data
issued by service provider must be kept on board for future inspections the next
12 months. Test shall be carried out within 3 months before expiry date or 3 months
before or after the anniversary date , of the Cargo Ship Safety Radio Certificate.

Every 2nd year :

Hydrostatic release mechanism including Plastic Bolt on the float free bracket must be
changed. (check expiry date on the label )

Every 4 years:

In addition to the 2nd year maintenance, the battery unit must be replaced unless
otherwise instructed by Flag State or Local Authorities.

Index 43
 3.1 REPLACING OF THE RELEASE MECHANISM

● Remove the EPIRB from its bracket .

● Unscrew the plastic bolt and remove the hydrostatic release mechanism.

● Check expiration date on the new hydrostatic release mechanism .The date should be
approximately 2 years from the date of purchase.

●Mount the new hydrostatic release mechanism .The units is fixed to the bracket with a
washer rubber seal, washer, spacer O-ring and a plastic bolt.

●Secure the plastic bolt.

● Replace the EPIRB to its bracket.

SECTION 11

GMDSS two-way , handheld VHF radiotelephone apparatus . JOTRON Tron TR20

At least 3 two-way VHF radiotelephones shall be

provided on every vessel above 500 gross tonnage.
Such apparatus shall conform to performance
standards approved by IMO. Every set shall have
spare not rechargeable battery pack for emergency
use.

Available on board model JOTRON Tron TR20

is resistant to seawater, oil, sunlight.

Two-way VHF radiotelephones are located on

bridge in battery chargers which assure that
battery are fully charged at any time.

These handheld VHF have to be taken into the

lifeboat during abandoning the vessel

BATTERY REMOVAL AND REPLACEMENT

Battery Release Clips

To release the battery , press both battery

release clips and gently pull the battery away
from the radio.
To replace the battery, slide the battery into
position, and make sure the battery clips fully
engage.
Note ! The radio is NOT watertight without
the battery in place !!
Battery

Index 44
SECTION 12

LIFE SAVING APPLIANCES

1. DISTRESS FLARES AND SIGNALS

1.1.Parachute Signal Rockets - KORYO FIRE WORKS K- 31

Not less than 12 rocket parachute flares shall be carried and stowed on or near the
navigational bridge.

Additional 4 pieces shall be carried inside each lifeboat.

Red color single star parachute rocket

burning time 40seconds

Operation:

●Remove caps on top and at the bottom

●Put your finger in the ring

●Hold the rocket over your head and pull

the ring

●The rocket will ignite instantaneously.

You can find such rockets inside life raft as well.

1.2.Hand flares stowed inside lifeboat 1.3.Smoke signal buoy stowed inside lifeboat.

Index 45
1.4.Light/Smoke signal buoy K – 32 , also known as combined marker Man
overboard.

Signal buoy is attached to the lifebuoy being on both bridge wings. In case of man
overboard casualty the lifebuoy will be released together with the light- smoke signal.

Smoke duration is 15 minutes

lights 2 hours.

For proper automatic release of

the signal it shall be attached to
the lifebuoy which weight is
minimum 2,5 kilograms and
connecting line minimum
3.6 meters

During drop of the smoke signal it will be activated through a pyrotechnic igniter.
The construction of the smoke signal warrants an emission of dense orange colored
smoke over the total smoke duration. The signal is safe on oil or petrol covered water.
Signal needs to replace battery every 2 years.
To activate pull out securing pin on bridge wing, releasing a life buoy will pull out a signal
buoy.

2. LINE THROWING DEVICE – KORYO FIRE WORKS - throwing range 230 m

Rocket must not be fired without line being attached. Use only the line supplied and
specify by KORYO . Do not fire the rocket after expiry date. Expired rocket must be
replaced by KORYO rocket. During replacement follow exchange instructions .
Note that container and line has recommended expiry date as well. See note above
launching instruction.
If the rocket fails to operate, keep the unit aimed in the intended direction for firing for 30
seconds. Only after 30 seconds remove the rocket from launcher by pulling on the steel
wires attached to the rocket, ensuring that at all times the operator remains behind the
launcher.

Operation :

1. Remove upper red lid

2. Fasten line to the ship construction
3. Pull out safety pin
4. Aim at target about 30 deg from horizon
5. For firing hold firmly and pull trigger

Line throwing device can be use by authorized person only.

Index 46
3.LIFE SAVING APPLIANCES - LIFEBUOYS

Every vessel over 200m shall carry on board more than 14 life buoys , at least half of
these rings shall be equipped with self igniting light.

3.1 Life buoys equipped with light

At least on half of the number of
lifebuoys must be provided with self -
igniting light giving a constant flashing
light for a period of a least two hours.
This ship 8 E A

3.2.Life buoys equipped with lifeline 3.3.Life buoy equipped with light and
smoke signal

A t least one life buoy on each side
must be equipped with a buoyant lifeline
complying with a breaking strength of
not less than 5 k N .This ship 6 E A.
At least 2 of the lifebuoys provided
with self-igniting lights also have to be
provided with a self-activating smoke
signal emitting a smoke of distinctly
visible color for a period of at least 15
minutes. It must be easy to release
these life buoys from the navigating
bridge. This ship 2 E A .

The life buoys with the above attachments must be distributed in equal numbers on
both sides of the ship.

Index 47
4. LIFERAFTS ON BOARD

Vessel is equipped with :

Two 6 person life rafts located forward Four 16 person life

each ship’s side rafts each side on A
deck

4.1 Launching procedure for 6 persons life raft

Before throwing the life raft overboard ensure that the end of the painter line is firmly
secured to the ship construction.

- Open the slip hook of the lashing belt .

- Throw overboard the encased life raft in the container.

- The painter line automatically pulls out of the container as the life raft falls.

- Pull the rest of the painter line out of container until resistance becomes apparent and
red marked painter will visible.

- A sharp pull on the painter line activates the inflation mechanism of the life raft.

- Board life raft using rope ladder stored inside box in vicinity of life raft cradle.

- Cut off painter to free a raft.

Index 48
4.2 Launching procedure for 16 persons life raft

Before throwing the life raft overboard ensure that the end of the painter line is firmly
secured to the hydrostatic release unit through weak link.

- Open the slip hook of the lashing belt

- Pull out securing pin on raft cradle.

- Lift cradle handle so raft will be

- Thrown overboard

- The painter line automatically pulls out of the

container as the life raft falls.

- Pull the rest of the painter line out of container

until resistance becomes apparent.

- A sharp pull on the painter line activates the

inflation mechanism of the life raft.

- Board a raft using embarkation ladder.

Securing Pins

- Cut off painter to free a raft

4.3 Automatic activation ( if ship is sinking)

If there is insufficient time to proceed manually as above, the lashing belt will snap
automatically at depth 2-4 meters through the action of automatic release unit. The
container is released and floats to the surface. Depending on the depth of the water , the
inflation mechanism is than triggered either automatically by force of the pull exerted by
sinking ship on the painter line or by the people swimming in the water. The inflated life
raft possesses sufficient buoyancy to ensure the snapping of the breaking of weak link
connecting painter line to the ship. The life raft is no longer attached to the sinking vessel.

Weak link

The Hammar H20 hydrostatic release is

designed for life rafts from 6 to 150 persons .
The Hammar H20 consists of double looped
white rope line, a release mechanism and
a RED WEAK LINK ( breaking 2.2-4.4 k N)
H20 needs no annual service .
Must be replaced after 2 years.

Life rafts shall be serviced every year by qualified service workshop.

Index 49
5. LIFE JACKETS

Life jacket are manufactured by : K0SC0

Type : LJ-1 5
Total : 41 Set s( ADULT)
Located: In each wardrobes - 30
Navigation Bridge ( Wheel House) 3
Engine Control Room 2
Upper Deck Forward 6

A modern life jacket is designed to :

1) keep a fully clothed person afloat

2) turn an unconscious person on to his/her back with head and mouth clear of the
surface of the water in time not longer than 5 seconds.

3) enable the weather to jump from to 20t1t into water without causing injury or disloading
the life jacket.

It is essential to don a life jacket before abandoning ship it is impossible to put one on
once in the water.

Index 50
 6. IMMERSION SUITS - AQUATA ARO V20

An immersion suits made of material with inherent insulation , which can be worn without
life jacket . It is providing the wearer with sufficient thermal insulation, following to jump
into water from a height of 4,5 meters . Temperature of body of the wearer does not fall
more than 2˚ C after period of 6 hours immersion in calm circulating water at the
temperature of between 0˚ C to 2˚ C. Due to can be worn without life jacket , immersion
suit is able to turn wearer from a face down to face up position in not more than 5
seconds.

Donning.

1. Jump in with legs 2. Close foot tapes tightly 3. Pull hood over head

4. Close main and arm zipper 5. Enter water feet first

Since amendments to SOLAS 74 convention which are in force from 1st June 2006
immersion suits shall be provided for every person on board of the ship.

Index 51
SECTION 13

VOYAGE DATA RECORDER

The purpose of a voyage data recorder (VDR) is to maintain a store, in a secure and
retrievable form, of information concerning the position, movement, physical status,
command and control of a vessel over the period leading up to, and following an incident
having an impact thereon.

VDR – Data Collecting Unit

located in Navigation locker
containing hard disc collecting the
data from various sensors. DCU
includes 12V batteries with life tine
approximately four years . These
batteries must be replaced by
service after this period.
DCU is generating visual alarm in
case of any malfunction .
DCU is copy VDR information to
removable Hard disc for
last 12 hours.

Information contained in a VDR should be available to both the Administration and the ship
Owner. This information is for use during any subsequent investigation to identify the
cause(s) of the incident. Play back equipment is not a part of VDR and is not on board.

The VDR automatically records and stores data from radars, microphones, VHF sets and
navigation equipment and other connected input sources. Recording interval is for radar
video 15 seconds, Bridge and VHF - audio real time, other half second or when received.

Data is stored 12 hours ( optional longer) , and is automatically overwritten with new data.

Data Recording Unit is housed in a highly visible protective capsule which can withstand a
fire of 1100˚ C for one hour and deep sea pressure of 6000m.

Location of Capsule DRU - Protective storage capsule

Index 52
Protective Capsule is equipped with
underwater acoustic beacon ( pinger )
which transmits 10 m sec. pulses
at 37.5 kHz for at least 30 days when
submerged in water indicating position.
beacon battery have life time
approximately 6 years.

The microphones are installed at designated locations to pick up internal voice, radio and
public address communications as well as audible alarms and other sounds on the bridge.
The microphones generating a test beep every 12 hours which is also recorded.

Microphone inside Microphone on bridge

Maneuvering Console

Index 53
SECTION 14

DISTRESS COMMUNICATION
Prepared by Jain Pankaj – deck cadet

14.1. INMARSAT SHIP EARTH STATION – FURUNO FLEET 77 – FELCOM 70

For sending a Distress alert by FURUNO Fleet 77.

1. Open the Distress button by lifting

the flap (cover)

2. Next press the Distress button for

more than 6 seconds the Distress will be
transmitted

3. Next press hash key ( # ) on the handset ,or wait 15 seconds to initiate the Distress
automatically.

4. You will see on the screen of handset .

DISTRESS Press#

/ IIIIIIIII

5. When RCC ( Rescue Coordination Centre ) operator will answer your call , speak
clearly and slowly the following message .

6. “” MAYDAY MAYDAY MAYDAY ,

This is MSC BILBAO , A8IM7 calling on INMARSAT from position
LAT= ___________ , LON=____________ .
My INMARSAT mobile no. is 764 597 644
Using the ( Ocean region ) satellite , Tell your present course and speed . “”

7. Next tell about the Nature of Distress and Assistance required, tell also about the colour
of the ship and if there is any land mark near by for rescue units to recognize easily .

8. Follow the instruction from RCC operator .

9. Keep the telephone line always clear so that RCC can call you whenever
necessary.

Index 54
14.2. INMARSAT C - MOBILE EARTH STATION FURUNO - FELCOM 15

14.2.1 WHEN NATURE OF DISTRESS UNDESIGNATED

1. Open the Distress button cover ( red colour )

and press Distress for more than 4 seconds ,
the Distress will be transmitted .

2. While the Distress is being transmitted , the message “Sending Distress Alert “ will
appear on the monitor screen , you will also hear the audio alarm and the red lamp of
the Distress button will be illuminated .

3. For acknowledge “ Distress Acknowledge Received ” message will appear on the

monitor screen , also you will hear the intermittently sound (Alarm sound ) and the lamp
will start flashing .

14.2.2 NATURE OF DISTRESS SPECIFIED

1) If you want to send a message with Nature of Distress .

2) Press ( F8 ) key and then press key no ( 1 ) to display the distress alert setup , the
following screen will appear on the monitor screen.

DISTRESS ALERT SETUP

LES ID :
UPDATE TIME :
POSITION : LAT= _____ , LON =_____
PROTOCOL :
NATURE : UNDESIGNATED
COURSE :
SPEED :

3) Now press the down arrow key ( ↓ ) to choose the Nature .

Index 55
4) Press [ ENTER ] key to display the Nature list .

5) Choose the Nature of Distress according to the situation.

6) Press [ ENTER ] key .

7) Now press the [ ESC ] key , after pressing the key the updated display will appear on
the monitor screen with 2 subtitle on both the sides

e.g. “”Distress Alert updated Update

press any key to escape YES/NO “”

8) Choose YES and press [ ENTER ] key to register changes.

9. Open the Distress button cover and press [ Distress] key for more than
4 seconds until you will see lamp in the button lights continuously .

Sending Distress Alert

9) For acknowledge message will appear on the monitor screen and the lamp will start
flashing .

Distress Acknowledge Received .

Index 56
 14.3. GMDSS RADIO STATION FURUNO RC 1800 – MF/HF DSC
14.3.1 NATURE OF DISTRESS UNDESIGNATED

1. Open the flap and press the [ Distress ] button for more than 3 seconds.

Message below will appear on monitor screen

Distress button
pressed !

Counter of remaining seconds will be visible.

2. The Distress will be transmit on all the frequency and the following message will appear
on the screen .
Distress
call in progress

3.After the distress alert has been sent , the display changes and audio alarm is stopped.
Wait for receive of distress acknowledge. Distress button remains lit until receive
acknowledge from coast station. All this time equipment can not receive any call except
distress alert acknowledge . Message below will appear on monitor screen.

Wait for distress

acknowledgement

If within 3.5 - 4.5 minutes the acknowledge will not be received the equipment will
automatically retransmit the Distress until the acknowledgement is received. Time counter
will be visible.

4. After receiving an acknowledgement new message will appear on monitor screen:

Distress acknowledge
call received

Index 57
5. Pick up the hand set and speak clearly and slowly the following message :

“” MAYDAY MAYDAY MAYDAY ( 3 Times )

This is MSC BILBAO MSC BILBAO
MSC BILBAO MSC BILBAO MSC BILBAO
A8IM7
Ship position LAT=________ , LON=________
Nature of Distress
Kind of assistance you required
Number of persons on board
Briefly describe about the color of ship or any near by land mark for
rescuers for identifying easily .
Finish message by saying This is MSC BILBAO over and out “”

The radiotelephone automatically sets working frequency and class of emission , as

specified in the distress acknowledge call.

14.3.2 NATURE OF DISTRESS SPECIFIED

1. Open the flap and press the [ Distress ] button momentarily to show compose
message menu.

Compose message
CALL
UNDESIGNATED
NATURE
FIRE
POS. FLOODING
COLLISION
GROUNDING
COMM.LISTING
DSC F▼

2. Then rotate [ENTER] knob to scroll and to select Distress Nature and now press
[ ENTER ] knob . Compose whole message. Then press the [DISTRESS] button again
for more than 3 seconds to send distress alert. Follow steps 2-5 described above .

Index 58
14.4. VHF RADIOTELEPHONE FURUNO FM - 8800
1. Set VHF on channel 16 also called as Distress channel.

2. Press PTT and speak clearly and slowly :

“” MAYDAY MAYDAY MAYDAY

This is MSC BILBAO MSC BILBAO MSC BILBAO
A8IM7
Ship position LAT=________ , LON=________
Nature of Distress
Kind of assistance you required
Number of persons on board
Briefly describe about the color of ship or any near by land mark for
rescuers for identifying easily .
Finish message by saying This is MSC BILBAO over and out“”

3. After listen to your VHF if any ship or coast station answers for your call .

4. If no any answer received , repeat the call ( same procedure as above ).

14.4.1 VHF DSC Ch 70 - FURUNO FM - 8800

1. Open the Distress key cover and press for more than 3 seconds you will hear the
sound and red lamp will start blinking and Distress will be transmitted. Time counter
of remaining seconds will be visible.

2. When Distress key is pressed and held down you will see on the monitor screen .

COMPOSE MESSAGE
Nature : Undesignated
Pos : Lat=_____ , Lon=_____ .
At ( Time ) =______________ .
Distress button pressed !
Keep press for 3 second.

Index 59
 3. Once you pressed the Distress key for more than 3 seconds Distress call will be in
progress will appear on the screen .

Distress Call
in Progress on CH 70

4. If you want to send message with nature of Distress press for less than 3 seconds the
sound will stop and following screen appear on the LCD .

COMPOSE MESSAGE
Nature : Undesignated
Pos : Lat=_____ ,
Lon=_____ .
At ( Time )
=______________ .
Distress button pressed
Keep press for 3 second.

By moving arrow key select the nature and press the [ Enter ] key the kinds of Distress
will be displayed on LCD choose the appropriate Distress and press [ Enter ] key for
more than 3 seconds the Distress will be transmitted .

5. Once the Distress is transmitted the following screen will appear on the Display

Waiting for Distress

acknowledgement
CH – 16 now available

6. When the acknowledge will be received ( Distress acknowledge received ) will appear
on LCD .

Distress acknowledge
received .

7. If within 3.5 – 4.5 minute Distress alert acknowledge is not received , the equipment will
automatically re-transmit the Distress until the acknowledge is received . Time counter will
be visible.

Index 60
14.5. GMDSS Guidance for ship in distress situations

Index 61
SECTION 15
SECURITY ALERT SYSTEM

Ship Security Alert Unit connected to the INMARSAT-C MES for purpose of alerting
specified addresses incase of attack or intruders. The SOLAS convention requires all
vessels of 500 GT to have installed SSAS.
When vessel is under attack an SSAS report similar to shown below :

--- SSAS ALERT MESSAGE ---

Vessel Name: MSC BILBAO
MMSI: 636091000
IMN: 463791075
call sign:A8IM7 / MMSI:636091000 / IMO:9301495
LAT: 12:24.26N
LON: 111:23.26E
Time: 08/07/2006 13:09:05(UTC)
COURSE: 206 deg
SPEED: 22 kts
Time: 08/07/2006 13:09:05(UTC)

is sent to Flag state and Owners:

alarm@liscr.com
security@hammonia-reederei.de
emergency@doehle.de

Please note that no any audible or visible alarm is generated while SSAS report is being
transmitted , to prevent discovery of the report by intruders.
SSAS is protected by password to prevent unauthorized setting .

15.1. SENDING ALERT REPORT

1. Open cover of the button and then press. This is a latch-type button.

2. Addresses have already been preset and report is sent to the first one 30 seconds after
activation.
3. LES sends acknowledgement to our ship.
4. Steps 2 and 3 are repeated automatically to the remaining addresses.
5.Continuous transmission of the SSAS report begins repeated in intervals specified in
memory.

Index 62
SECTION 16
FIRE PRECAUTIONS

16.1 Classify the fire and appropriate fire extinguishing medium

Class of a fire is classified according to combustible material and a form.

Table as below shows the f ire class in NFPA (National Fire Protection Association),
lS0, Korea, America, Japan and Germany.

NFPA ISO KOR/USA/JPN Germany

Class A Solid Solid Solid Solid
Class B Oils, Vapor Oil Oil Oil
Class C Electricity Vapor Electricity Vapor
Class D Metal Metal Metal Metal
Class E - - Vapor Electricity

(1) Class .” A “

Class A is fire occurrence by self-ignition of rubbers, wood, plastics or by electricity fire,

oils f ire, metal fire and vapor fire. Class A is to be considered significantly because of
various locations of fire, numbers of occurrence and massive damages than other
classes. In case of ship's fire, class A is occurred in hold loaded solid product and
accommodation area. Proper extinction mediums against class A are water spray, foam
and dry powder.

(2) Class “ B”

Class B is no ashes creation of combustible material after combust ion, such as

flammable fluids, vapor and sol id oils. For fire progression, Class B is faster than
Class A. In case of ship’s fire, F.0, Bilge in engine room , Paint, LNG and 0iI vapors
are included in Class B. Proper extinction mediums against class B are foam, dry
powder, carbon gases and water spray.

(3) Class “ C “

Class C is electricity fire occurrence by spark, short circuit, static electricity, overheated
electric equipment or radiators. When a occurrence of Class C f ire, the first thing is to cut
of f the electricity. Proper extinction mediums against class C are carbon gas, and dry
powder .Carbon gas is mainly used because of easier recovery than dry powder.

(4) Class ,, D “

Class D is fire occurrence by self-ignition metal such that Fe, K, Na, Mg, Al are activated
with water and give of f flammable vapors. Means of extinct ion against class D is to
terminate the reaction by cooling down below the reaction temperature. Proper
extinction mediums are dry sand, expanded vermiculite

(5) Class “ E “

Class E is to classified as the same of class B for ships of vapor f ire such as LNG, LPG.
Proper extinct ion mediums is starvation f ire-fighting.

Index 63
16.2 Main causes of ship's fire and fire prevention.

(1) Cigarette light

Smoking if abnormal conditions like drunken, exhausted, concentrated on paper works

etc. will be highly intended to occur a fire in ship. In order to prevent the occurrence a fire
by cigarette light , followings shall be acknowledged :

● Designate smoking/non-smoking area .

● Use of non-flammable ashtray and water in ashtray do not smoke in bed .
● If foreigners on board, let them know the smoking rules .

(2) Electricity

Electric radiators / equipment used for power generation or lighting in dangerous area
may cause a fire by spark. To prevent from the fire or explosion, anti-explosion electric
radiators / equipment shall be used . In order to achieve fire prevention, followings
shall be acknowledged :
● Qualifier shall install /maintain/repair the all electric equipment
● Cables and earthing shall be tightly fixed
●All electric equipment shall be used under own load
●All anti-explosion equipment shall be checked

(3) Heating works

Heating works like welding, cutting and electric welding by gas-torch are intended to
occur a fire. In case of a spark by heating works in bilge, oil, oil-contaminated mop and
flammable gas, may cause an explosion . In order to prevent fire hazard by heating
works, followings shall be acknowledged:

●In workplace, combustible material shall be removed or suitably protected

●Superintendent shall monitor the whole workplace. After work, shall be monitored
for at least half hour until adequately cool in down.
● In workplace, shall be provided good ventilation.
● Oils and dust shall be removed or protected with canvas
● Portable fire extinguisher and ready available fire hose or nozzle shall be provided.
●Individual work without superintendent is not allowed.
● No oils or grease in gas-torch.

(4) Self-ignition

(a) Factors effecting on self-ignition

Followings of that heat conduct ion, air supply, high calorific value and humidity are
effecting on self-ignition. lf any unknown fire occur, the f actors of self -ignition to be
suspected.

(b) In order to prevent a self-ignition, followings shall be acknowledged:

● Do not place anything around high temperature area like boiler or exhaust pipes .
● Shall remove oil-contaminated mop or combustible material at work place in hold or
pump room during or after work .
● If loaded materials being capable of activating each other, shall be segregated
Index 64
● If loaded materials being capable of activating with humidity, shall be dried .
● Insulations shall be completely provided and regular check shall be required .
● Cargo shall be loaded without causing any movement during in service.

(5) Static electricity

(a) Static electricity for high purity refined oils . Steel of hoses arm for unloading shall be
earthed thru pipes in ship. Hydro velocity in pipes during loading/unloading shall be below
1m/sec. Loading by falling shall be restricted except after gas-freeing. Test apparatus like
sounding tape, let in tanks during loading/unloading or in half hour after loading/unloading
shall be restricted.

(b) Vapor in tank and electrification with metal apparatus

When tank cleaning and gas-freeing after unloading flammable oils, test apparatus tank
cleaning machine and hose. etc, let in tank will rise a probability of ignition.

(c) Safety shoes

Safety shoes fitted rubber conduction is recommended.

(d) Earthing

Earthing shall be provided in dangerous area of static electricity. In ships, relevant

equipment for loading/unloading flammable fluids shall be earthed by copper.

SECTION 17

CARGO HOLD SMOKE DETECTION SYSTEM SAFETEC SDS - 48

The smoke detection system SDS – 48 is used for continual smoke monitoring in all cargo
holds. This is a network of pipes simultaneously draws air samples from all cargo spaces,
which are than fed to the smoke detection panel. Pipes for CO2 fire extinguishing system
are in use. Smoke detection system and fire extinguishing equipment are connected to
the same network by means of 3- way valves. All system is designed to safeguard against
explosion .
Overview of system which is located inside CO2 room .

Fan unit which is sucking air
samples from cargo spaces
through detection panel.
Contains 2 fans which are
switched automatically every
24 hours .
Detection panels contain 3 – way valves.
boxes with built in smoke Connection to CO2 system .
detectors and switches Picture shows detecting
monitoring proper air positions.
flow

Index 65
 Apart from display on
detection panel there is
another repeater installed on
bridge for remote display of
smoke alarms and faults

Operation Instruction for Smoke detection System.

In case of fire

Press ACCEPT - button to silence sounder

Read display to locate source of fire
Reset Fire Alarm and General Alarm
● Press ACCEPT - button for at least 6 seconds
● When display shows : Select special functions? Press button again.
● Now display shows: Proceed reset?. Press button again for reset.

In case of Fault Alarm….

● Read display to locate source of fire.

● Press ACCEPT - button to silence sounder.
● Eliminate Fault.

Switch over and Stop Fans …..

● Press ACCEPT - button for at least 6 seconds.
● When display shows: Select special functions? , press button again.
● Wait until display shows: Switch over fans? or Stop fans?, then press again

ATTENTION

The fans of Smoke Detection System must be switched off during:

● loading and unloading cargo
● paint work in the protected areas ( pollution of smoke detectors)

Smoke Detection System must be cleaned regularly with compressed air !

● For more information refer to the SAFETEC operating manual .

GL rules Section 3 C Surveys-General Requirements,

1.1.4 Fire extinguishing and fire alarm systems, Note7

- System is a subject to annual inspection/test

Index 66
 SECTION 18

FIRE ALARM SYSTEM CS 4000

The CS 4000 is addressable fire detection system. Control panel located on bridge is
connected to addressable loops with detectors and manual call points. It controls external
outputs like fire doors or fans.

When a fire alarm is detected within system “ FIRE “ is

flashing and below information is displayed on control
panel :
● Number of alarms
● Zone in alarm
● Type of alarm
● Address of unit in alarm ( loop number )
● Supplementary text

Press OK to view more details:

● Time of alarm
● Date of alarm
● Supplementary text

By pressing MUTE button you will silence internal buzzer

and fire indication will stop flashing and turn to steady Control panel located on
light. bridge
By pressing RESET you will reset system but note that
alarm can not be reset if the fire condition remains.

The CS 4000 will display whether a detector or manual call point generates the fire alarm.
If two or more detectors are activated in the same zone the fire alarm will be presented as
manual call point.

Fire Alarm Signal can be activated by :

Manually operated call points NS-ACP.

Manually operated call points shall be installed throughout the

accommodation spaces service spaces and control stations. One
manually operated call point shall be located at each exit.
Manually operated call points shall be readily accessible in the
corridors of each deck such that no part of the corridor is more than 20
m from a call point.
To activate need to crack glass. Protecting plastic coating on glass
prevents operator injury. A red LED is lit on the call point when the
control panel has received the alarm. It will be lit until the glass has
been replaced and the alarm has been reset at the control panel. The
call point can be easily tested by inserting the test key that comes with
each call point. In harsh environment like engine room or galley water
Optical Smoke Detectors NS - AOS
Smoke detectors shall be installed in all stairways, corridors and
escape routes within accommodation spaces.
It is activated automatically before the smoke density exceeds
12,5% obstruction per meter, but not until the smoke density
exceeds 2% obstruction per meter.
When detector is in alarm condition, a red LED on detector will
be lit. This LED will be lit until the alarm has been reset at the
control panel.

Index 67
 Heat Detectors NS-AH/CS

Heat detectors are installed in galley. Heat detectors are

certified to operate before temperature exceeds 84°C. It is
activated automatically when temperature arise above.
Pre-alarm when temperature will raise to 70C with rate of
raise 10 C per minute. When detector is in alarm condition,
a red LED on detector will be lit. This LED will be lit until
the alarm has been reset at the control panel.

In case of fire in the accommodation the remote

controllable Fire Safety Doors in the staircase and
accommodations will be closed automatically.
Door are class A 0 ( it means that temperature on other
unexposed side of the doors will not arise more than
140 ° C above original temperature nor will temperature
rise more than 180 C above original at any one point
including joints, within 0 minutes).
They are insulated with approved non-combustible
materials .
They are so constructed as to be capable of preventing
the passage of smoke and flame to the end of one hour
standard test.

Ventilation for accommodations will stop automatically.

Electro magnetic holder of fire doors can be release

manually by pushing red button “ DOOR RELAEASE “

Maximum
Maximum floor Maximum
Type of distance apart
area distance away
detector between
per detector from bulkhead
centers
Heat 37 m² 9m 4.5 m
Smoke 74 m² 11 m 5.5 m

To easy locate sensors in

machinery space all positions are
marked by yellow circle on
engine floor

Index 68
 Repeater of CS 4000 is located inside Fire Control
Station on Upper deck .

GL rules Section 3 C Surveys-General Requirements,

1.1.4 Fire extinguishing and fire alarm systems, Note7

- System is a subject to annual inspection/test

SECTION 19

SIGNALING & ALARMS ON BOARD

Signals age generated by combined Public Address/ General Emergency Alarm System.

System consists of two amplifiers and two sound generators for general alarm suitable for
GL requirement, located in navigation locker on bridge.

System is using same loudspeakers. One master push button is located on bridge.

Index 69
General Alarm can be activated also from other locations :

Fire station U-Deck Wheel house – main button

Engine Control Room Muster Stations Port & Starboard sides

General Alarm Generators – Navigation Deck

Inside Navigation Locker

Index 70
 Lamp colour

CO2 Alarm

General Alarm

Fire Alarm

Local Fire Alarm

Dead Man Alarm

Machinery Failure

Engine Crew Call

Telephone Call

Signal column shown above is provided on requirements of SOLAS CH II-2 , which

requires audible and visual fire alarms are to be distinct in both respects from alarm of any
other system.

SECTION 20

FIRE FIGHTING EQUIPMENT

GL rules Section 3 C Surveys-General Requirements, 1.1.4 Fire extinguishing and fire alarm
systems, Note7

“ At least 20% of available fire hoses and nozzles are to be included in testing of fire main
system “

20.1 FIRE MAIN

Fire hoses shall be non-perishable material approved by the Administration and shall be
sufficient in length to project a jet water to any of the spaces in which they may be required
to be used. each hose shall be provided with a nozzle and the necessary couplings.
Hoses shall, together with any necessary fittings and tools, be kept ready for use in
conspicuous positions near the water service hydrants or connections.
Hoses are Φ 50mm with Storz C-2" type connection made of synthetic textile which do not
need to be dried after use. Working pressure is 17 bars, bursting pressure is 50 bars.
Nozzles shut off jet/spray types

Index 71
 Fire hose holder with nozzle Fire hose holder with nozzle and
and spanner on decks. spanner in machinery space. Always
located close to the fire hydrant

Examples of nozzles provided on board

Additionally Foam applicator

with foam liquid is located
also close to hydrant in engine room

Index 72
20.2 ISOLATING VALVES

SOLAS Chapter II-2. Reg .10 -2.1.4.1

Isolating valves to separate the section of fire main within the machinery space
containing the main fire pump or pumps from the rest of fire main shall be fitted in easily
accessible and tenable position outside the machinery spaces. The fire main shall be so
arranged that when the isolating valves are shut all the hydrants on the ship, except those
in the machinery spaces referred to above, can be supplied with water by a fire pump not
located in this machinery space ( i.e Emergency Fire Pump ) through pipes which do not
enter this space
ISOLATING VALVES ARE LOCATED INSIDE PASSAGE WAY , port and starboard sides

Port side valve Starboard valve

20.3 INTERNATIONAL SHORE CONNECTION

Description Dimension
Outside diameter 178 mm
Inside diameter 64 mm
Bolt circle diameter 132 mm
Slots in flange 4 holes , 19 mm in diameter spaced equidistantly on bolt circle of
the above diameter , slotted to the flange periphery
Flange thickness 14.5 mm
Bolts and nuts 4 , each of 16 mm diameter , 50 mm in length

Flange shall have a flat face on one side and, on the other side , it shall be permanently attached
to the coupling that will fit to ship’s hydrant and hose. The connection shall be kept on board the
ship together with a gasket of any material for 1 N/mm² , and bolts same as in table .

International Shore Connection International Shore Connection Stores inside Fire

attached to ship’s valve Station

Index 73
20.4 FIRE PUMP

Vessel is equipped with 2 electric motor driven, self-priming , vertical centrifugal

pumps with capacity 90 m³/h . Both pumps can serve as bilge (430m³/h ) and
general service .

Main fire pump is located inside engine room tank top level

This pump can be started locations :

Local next to pump Fire station U-deck Ship’s Office U-Deck

Engine Control Room - monitoring system Bridge consol

Index 74
 20.5 EMERGENCY FIRE PUMP

Cargo ships of 2000 gross tonnage and upwards, if a fire in any one compartment could
put all the pumps out of action there shall be an alternative means consisting of a fixed
undependably driven emergency pump which shall be capable of supplying two jets of
water to the satisfaction of Administration. The capacity of pump shall not be less than
40% of total capacity of the fire pumps and in any case not less than 25 m³/h. No direct
access shall be permitted between the machinery space and the space containing the
emergency fire pump and it's source of power.

Emergency Fire pump can be accessed through the entrance from starboard side open
upper deck to passage way and than to bow thruster room.

Vessel is equipped with electric motor driven, self-priming , vertical centrifugal

pump with capacity 72 m³/h .

Please note that to run continuously this pump maximum 2 valves can be opened.

Suction valve

1. Discharge and Suction valves to be

checked before pump will be started.

Above valves for remote emergency Discharge valve

operation must be open all times

2. Start electric driven pump by push button

from one of the stands.
Emergency Fire Pump located
inside Bow Thruster Room - General

Local Emergency Fire Pump Stand

To START pump press GREEN PUSH BUTTON

To STOP pump press RED PUSH BUTTON

Index 75
 Emergency Fire pump can be started from other 3 locations like :

Bridge console : Fire Station : Passage way entrance

to FWD deck store

20.6 EXTINGUISHERS ON BOARD

Example of 6.8 kgs CO2 fire extinguisher BC class

Such extinguisher contains liquid CO2.

Extinguishing action smothering .

Can be use for electrical and flammable liquid fires.

Can NOT be used for flammable metal fires

Use CO2 extinguisher can not be re-charged on board . Once empty has to be refilled by
service. On board have to be 10 % spare full cylinders stored inside Fire Station.

Dry Powder 6 kgs extinguisher ABC class

Such extinguisher contains impeding reaction and

smothering powder and compressed gas as propellant.

Powder extinguishers can be used for all risks,

including flammable liquid and gas fires.

Can NOT be used for flammable metal fires

Powder extinguishers can be refilled on board. Vessel has spare powder and CO2
propellant cartridges stored inside Steering Gear Room.

Index 76
Procedure of refilling

1. Remove cap assembly together

with CO2 cartridge from cylinder

2. Disconnect CO2 cartridge from

cap assembly .

3. Replace cartridge by new full one.

4. Refill cylinder by spare powder.

5. Attach cap assembly with CO2

cartridge to the cylinder

Index 77
 Wheeled 45 liters Foam AB class extinguisher with
nozzle and hose.

Located in Engine room only

Can NOT be used for electrical and flammable

metal fires
Spare foam liquid is stored inside Fire Station

Wheeled 135 liters foam AB class extinguisher with

nozzle and hose.

Located in Engine room only

Can NOT be used for electrical and flammable

metal fires
Spare foam liquid is stored inside Fire Station

Fire hydrant, water hose and nozzles with

additional portable foam applicator are
together with spare foam liquid.
Can NOT be used for electrical and
flammable metal fires

GL rules Section 3 C Surveys-General Requirements,

1.1.4 Fire extinguishing and fire alarm systems,
Note7

“ Portable fire extinguishers and mobile fire

extinguishers are subject to periodical inspections in
accordance with manufacturer’s instructions and shall be
serviced at intervals not exceeding one year.

Inspection and service undertaken by .., a person with

demonstrable competence and… follow the inspection
guide in Table 9.1.3 ( IMO Res.A951(23)). Each
extinguisher is to be provided with a label showing date of
inspection, name and signature of the competent person.

At least one portable extinguisher of each type

manufactured in the same year shall be test discharged as
part of drill at 5 years intervals.

All portable extinguishers together with propellant

cartridges, if any, shall be hydraulically tested … at
intervals not exceeding 10 years.

The foam concentrate for portable foam applicators is to

be renew on the occasion of every class renewal “

Index 78
SECTION 21

CO2 FIRE EXTINGUISHING SYSTEM

CO2 room is located in aft part of vessel

and have common entrance with steering
gear.

The CO2 extinguishing system utilizes a

bank of CO2 cylinders , normally located
in CO2 room . the number of cylinders
required depends from volume of
protected space.

▲CO2 is not poison gas but already at

5% concentration it may cause death
by ASPHYXIA.

Before entering CO2 compartment be

sure that ventilation is running.

IN THE EVENT OF FIRE IN ENGINE ROOM

Go to the Release Control Cabinet is located in Fire Control Station on Upper deck in
side Fire Control Station

1. Open doors of Release Control Cabinet it will activate CO2 alarm

Index 79
2. Ensure fuel oil quick closing valves closed, fuel oil pumps stopped , vent fans stopped.

Panel locate in
Fire Control Station

Panel located on bridge

3.Ensure all personnel have vacated the protected space.

4.Close all ventilator dampers , doors and hatches.

Reservoir Air Tank
for emergency closing of
dampers and shut off valves.
Keep air pressure not less
than 7 kg/cm²

Valve Control Box

5. Open one cylinder valve .

6. Open valve No1 & No2

In case of system failure at the fire control station go immediately to CO2 room and follow
the same procedures using Release Control Cabinet inside this room.

Index 80
In case of failure in operation of the system from Control Cabinet in CO2 room :

1. Ensure that all personnel is evacuated from space to be flooded with CO2.

2. Confirm all ventilator, dampers , doors and hatches closed.

3. Open main valve

4. Go to the cylinders and open cylinder valve :

- remove securing pin

- pull down the operating lever to discharge a gas.

5. Take same action rapidly for required quantities of CO2 . ( for Engine room 352
Cylinders)

Index 81
AFTER DISCHARGE

1. Allow enough time to extinguish fire.

2. Do NOT open the space till all reasonable precautions have been taken to ascertain the
fire is extinguished.

3. When fire is out and there is no any risk of re-ignition ventilate a space.

4. Persons entering space must wear breathing apparatus until atmosphere has been
checked and verified for 21 % oxygen content.

IN CASE OF FIRE INSIDE CARGO HOLD

Co2 in such case can be released from CO2 room only . Go to this compartment.

1. Go to ball valve cabinet for cargo holds .Open Cabinet doors this shall activate alarm
and stop ventilation fans.

2. Open Ball valve.

3. Ensure that all personnel is evacuated from space to be flooded.

4. Confirm quantity of cylinders which to be released , refer to table .

HOLD NUMBER
Loading
Discharge
condition 1 2 3 4 5 6 7 8 9
(197) (256) (311) (327) (331) (331) (329) (198) (179)
EMPTY INITIAL 148 192 234 246 249 249 247 149 135
- 2ND 25 32 39 41 41 41 41 25 22
25% 3RD 24 32 38 40 41 41 41 24 22
25% INITIAL 99 128 156 164 166 166 165 99 90
- 2ND 49 64 78 82 83 83 82 50 45
50% 3RD 49 64 77 81 82 82 82 49 44
50% INITIAL 79 103 125 131 133 133 132 80 72
- 2ND 59 77 93 98 99 99 99 59 54
75% 3RD 59 76 93 98 99 99 98 59 53
75% INITIAL 66 86 104 109 111 111 110 66 60
- 2ND 66 85 104 109 110 110 110 66 60
100% 3RD 65 85 103 109 110 110 109 66 59

Index 82
5. Pull up 3-way valve levers relating to the compartment in fire.

6. Go to the cylinders and release manually ;

- remove securing pin

- pull down the operating lever to discharge a gas.

Repeat till you achieve required quantity for initial discharge.

7. Repeat same for 2nd and 3rd discharge after 30- 60 minutes respectively according to
conditions.

8. Do NOT open hatches or other openings till arrival to the first port to prevent re-
ignition.

GL rules Section 3 C Surveys-General Requirements, 1.1.4 Fire extinguishing and fire alarm
systems,
Note 7
“ Fixed fire extinguishing system, such as .... gas -… fire extinguishing systems are subject to
maintenance by approved specialists every 2 years
CO2-gas … systems are subject to level checks every 2 years. These check may be performed by
ship’s staff, provided that the results are recorded and an entry is made to the ship’s log.
In the event of loss of more than 10% of CO2, recharging is to be arranged for….
On the occasion of these inspections all CO2 assemblies must be subjected to the visual check. All
CO2 hose assemblies made of synthetic rubber must be replaced … not later than 10 years from the
date of manufacture.”
Index 83
EMERGENCY SHUT OFF FUEL VALVES

In normal condition there is no pressure

in system . In case of emergency open
3-way valve to supply air from reservoir
tank to the system to shut off pumps
and valves.
Box located inside Fire Station

Additional boxes
located inside
Engine room on
2nd deck

EMERGENCY SHUT OFF VENTILATION DAMPERS

In normal condition there is pressure in

system . Dampers are open . In
emergency condition 3-way valve in
control box should be closed and then
compressed air in line will be exhausted.
Ventilation dampers will be closed by
balance weight.

Index 84
 Local Manual Operation

Purifier Exhaust Fan Ventilation Damper - inside funnel F deck .

Balance

OPEN

Local operation CLOSED

valve

Engine room Funnel Dampers

OPEN

CLOSED

CLOSE
OPEN

Dampers inside funnel Local operation valves

Dampers can be or Upper deck

closed by operation
Index 85
valve on Navigation
deck
SECTION 22

MAIN ENGINE FIRE PROTECTION

Main engine is equipped with two fire protection systems. Each one designated to different
compartments.

1. Under piston space is controlled by alarm system which is a part of Main Engine
temperature monitoring system.

Monitoring of temperatures
by control system . Control
Room Display

Alarm is activated when under piston space reaching 80˚ C. In case, when temperature is
reaching 120˚ C, Slow down alarm is activated.

Under piston space is protected by fixed steam system. In case of fire need to open main
valve and in addition an individual valve for unit.

In case of fire refer to instruction

posted next to the Main Steam System
Valve

Main Steam System Valve located in

aft part of Main Engine

Individual Steam Pipe leading to under

piston space closed by valve which
has to be open together with Main
Valve

2. Crankcase is protected by Oil Mist Detecting System ( OMD ) . Special probes are
controlling continuously space for oil mist, which can cause explosion and fire inside
crankcase space. Readings are monitored by OMD control unit located in Control Room.

Example of
probe for Main
Engine.

Similar probes
are used for
Auxiliary
generators

Control panel in
Engine Control
Room
Index 86
SECTION 23

Engine room Local Fire Protection System – YORK NOVENCO XFLOW SYSTEM

DESCRIPTION OF SYSTEM AND COMPONENTS

In order to be able to meet the requirements in the Reg. 10.5.6 of new SOI-AS chapter ll-2
with regard to fire fighting, YORK Fire Fighting has developed a system for fire fighting on
Local Protection using the new YORK Fire Fighting NHP2 and NHP4 nozzle in machinery
spaces as shown schematically on the enclosed layout drawing. The system is capable
of fire suppression with forced ventilation fans running and supplying air to the protected
area, provided ventilation outlet is not directed across the protected items.
The system is approved according to IMO/MSC/Circ. 913 by all major classification
societies.
As standard the system is an automatically operated dry system, i.e. there is no water in
the system until the sprinkler pump is started and the relevant section valve is opened'

Water supply
The water supply of the system is obtainer from starboard Fresh Water tank. The pump is
connected to a fresh water tank which must be equipped with a low level switch indicating
the alarm before the minimum capacity, to cover the largest section for minimum
20minutes, is reached.

Local protection nozzle

The YORK Fire Fighting NHP2 and NHP4 nozzles are of the open deluge type. 10%of the
nozzles must each year be inspected regarding damage to the nozzle and deflector pins.

Sections
The system is divided into sections in accordance with lMO guide lines' in
MSC/Circ.913 and class requirements.
Each section has its own electronically controlled quick-opening valve. The valves are
operated from an alarm panel or from local sprinkler release button.

Function
The control of the system can be done from the dedicated alarm panel. The alarm panel is
(via a common bus cable) connected to manual call points and flame detectors at each
protected area.
UV Flame detector NS_AUV
Manual
Call It is sensitive to ultraviolet light
Point emitted by flames. Due to wide
supervision angle 100 deg it can
cover large areas. When
detector is in alarm condition , a
red LED on detector will be lit.
This LED will be lit until the
alarms has been reset at the
control panel.

The electric motor starter panel of the sprinkler pump and manual release points are also
connected to the common bus cable. All items connected to the bus cable are
addressable. The normal set-up is: Alarm when first detector is activated, sprinkler pump
start up and section valve opened when second detector is activated. Alarm is indicated as
Index 87
specified in SOLAS Reg. ll-2l10.5.6.4 .Activation of any local application system gives a
visual and distinct audible alarm in the protected space and at continuously manned
stations. The alarm indicates the specific system activated.

Each section is released either from the sprinkler release button or from the alarm panel.

TESTING FOR MAINTENANCE

Testing procedure must be done once a month.

1. Close all outlet valves.

2. Open test valves.
3. Release one section manually by activating the relevant switch on main control panel.
4. Check pump starts, correct section valve opens, water is being discharged through
drain valve and display in control panel indicates "sprinkler released".
5. Reset alarm on main control panel.
6. Check that section valve is closed and pump stopped'
7. Close the test valve.
8. Repeat test for other Sections.
9. Open all outlet valves.
10. Refill F.W. tank with freshwater.
11. Check strainer and clean if necessary.

Test to be recorded in logbook. -

The test must be coordinated with the officer on duty on bridge in order to avoid any
mistakes.

FIRE INSTRUCTION

Alarm
In case of fire in any part of the machinery spaces with automatic / manual local
protection system, the alarm in Fire Control Station will sound incessantly. Moreover,
the alarm .lamps on the panel will light up, and the sirens / lamps indicating
that the system has started to work in the area that is on fire.

System Control panel inside Fire

Control Station

Actions in case of alarm

Immediately trace the cause of alarm and locate the fire.

Disconnection of the system when the fire is extinguished

Be completely sure that the fire has been extinguished, and not before, the pump is
stopped by operating the key switch. On the control panel in the Fire Control Station and
the automatic starting device are reset. Then the system can be set back to standby
position. After fire, blow through with compressed air threw valve (air supply) to purge
the pipes.
Index 88
 NORMAL STANDBY CONDITION (AUTOMATIC RELEASE).

All manual valves, at pump unit to be open, except air supply valve, test valves,
which should be closed. Switch for sprinkler pump to be in AUTO position. Key switch
inside control panel in Fire Control Station to be in AUTO position.

Manual valves locked in

open position
Pump

Valve position can be locked by moving handle and mount it in locked Position.

IF WELDING OR SCHEDULED WORK CAUSING SMOKE, HEAT OR FLAME IS

PLANED IN ENGINE ROOM, SPECIAL PRECAUTIONS SHOULD BE TAKEN TO
AVOID AUTOMATIC SPRINKLER RELEASE, BY SWITCHING THE KEY IN
CONTROL PANEL IN FIRE CONTROL STATION TO MANUAL POSITION.

MANUAL RELEASE.

Activating one of the switches on the main control panel or breaking the glass on the
sprinkler release button will start the system. The system can also be manually started
from pump unit by switching to LOCAL position on pump starter panel. Open the
relevant section valve manually by turning the screw on the solenoid valve. Each
valve is marked with section area.

Local Control Panel

located in Engine room
next to sprinkler pump

MECHANICAL RELEASE,

The System can also be manually started from pump unit by switching to LOCAL
position on the starter panel. Open the relevant section valve manually by turning the
screw pointing towards the manometer. Each valve is marked with section area.

GENERAL REMARK :

lf the Engine Control Room is not classified as a Fire Control Station, the control panel
can not, be placed inside the Engine Control Room except if a remote release placed in
the Fire Control Station is connected to the control panel, so that manual remote release
can be done from outside the engine room.
Index 89
 GL rules Section 3 C Surveys-General
Requirements, 1.1.4 Fire extinguishing and fire
alarm
systems, Note7

“ Fixed fire extinguishing system, such as ....

water spray or water mist fire extinguishing
systems are subject to maintenance by
approved specialists every 2 years”

System repeater panel is located on the bridge.

SECTION 24

FIXED SEA WATER SPRINKLER SYSTEM PROTECTING PAINT STORE

Paint locker is protected by fixed sea water system . It is a non-automatic dry pipe type
system. Pipes are not filled by water until valve is opened and fire pump running.

Paint locker general view System nozzle inside paint store

Note that doors to the paint store shall be always closed when not in use.

In case of fire in paint locker :

● close ventilation

● close doors to deck.

● open sprinkle system

valve, which is located next
to paint locker doors

● start fire pump

Index 90
SECTION 25

FIXED AUTOMATIC FRESH WATER PROTECTING SYSTEM in Garbage Collection

locker

Garbage Locker general view

Note that doors to the garbage locker shall be always closed when not in use.

Garbage locker is protected by automatic wet pipe sprinkler system employing sprinklers
attached to a piping system containing fresh water and connected to a water supply so
that water discharges immediately from sprinkler opened by heat from fire. System has
antifreeze protection and has one isolating valve located inside garbage room. This valve
must be always open to have system operative.

To have system operative Glass bulb nozzle ( Liquid color – RED code –
Stop valve inside locker must Nominal release temperature 68˚C ), leak
be always opened resistant attached to the system

Disregarding properly working sprinkle system

do not forget to close ventilation is case of fire
inside locker.

Index 91
SECTION 26

CO2 FIXED FIRE EXTINGUISHING SYSTEM FOR GALLEY VENTILATION DUCT

Galley is one of the most frequent scene of fire. This is reason that need special
precautions

Galley filters

1. Galley suction filter has to be cleaned in short intervals. When filter screens are
removed, check for oil residues in suction trunk.

2. Never leave empty pot on hot plates.

3. Never put water into heated oil in pan .

For fighting small fire in galley portable CO2 extinguisher or fire blanket can be used.

Co2 extinguisher Fire blanket

In case of fire inside ventilation duct local extinguishing system is installed. System
consist of CO2 cylinder with capacity 6.8 kg and nozzle assembly located inside a
ventilation duct.

Index 92
In case of fire in vent trunk

Stop Galley ventilation fans. Close all fire dampers and shut off flaps
Stop switch next to Galley doors located in galley and officer’s pantry

Close
Ventilator heads
on B-deck

Open fully CO2 cylinder

valve.

CAUTION

After fire has been extinguished open all doors and other openings to thoroughly ventilate
the space before allowing anyone to enter. Do not open vent fans until fire is extinguished
and trunk is cool.

Remove empty cylinder and recharge as soon as possible.

Index 93
Inspect nozzles to make sure that they are clean and free from foreign materials.
inspect burst disc foils between mounting sockets and wall of duct.

Monthly make general inspection of entire system . Inspect piping and hose for any
mechanical damage .
Check net weight of cylinder ( 4,5 kilograms ) and when decreased more than 10 % ,
recharge cylinder.
Replace any burst disc foil is found damage.
Once every 2 years blow out piping with air or carbon dioxide to make sure that there is
no any obstruction.
Before blowing remove burst disc foil and replace after.

CAUTION
Do not use water or oxygen for blowing out the pipe lines. The use of oxygen is
especially dangerous as the possible presence of even minimum quantity of oil may
cause an explosion.

SECTION 27

SELF CONTAINED BREATHING APPARATUS - DRAEGER

The breathing apparatus is designed and constructed to enable the wearer to breathe
air on demand from o high pressure air cylinder. It is of self-contained, open circuit
type with two stage automatic positive feature. It is of first breath automatic positive
pressure type capable to deliver more than 60 liters per minute flow rote.
The Panorama Full mask assembly is with reverted edge seal and mode of EPDM
material with flame resistance
Frame And Harness is made from anti-static carbon - fibre composite material back plate
with a rubber shocker at the base.

Cylinder
Air cylinder volume - 6 liters
Air cylinder weight 5.8kg
Free air capacity 120O Liters of atmospheric pressure
Max charging pressure 2O7 bar
Compressed air working pressure 200 bar ( 10% less is acceptable)

This is vital to control all times amount of air in bottle when using breathing apparatus.

1 bar means that pressure is equal to atmospheric .

200 bars means that air is compressed 200 times .

To find actual amount of air inside cylinder multiply pressure read on gauge by 6ltrs
( capacity of cylinders on board) :

Example :

For gauge reading - 150 bar total amount of air is 150 x 6 liters = 900liters

Air consumption is vary for different people and conditions, this is why need to
watch all times pressure gauge.
Index 94
This is not enough to wait for alarm whistle because contains of air can be not
sufficient to go back to clear atmosphere.

When reaching scene need to check how much air consumed and keep at least
same margin for way back.

Warning whistle provides consistent sound in excess of 90dBA .

Warning whistle is highly audible and sound continuously when the cylinder pressure
has fallen to below 50 bars. It means that inside bottle is around 300 liters of air
( 50 bar x 6 liters). Whistle will continue to sound till pressure goes dawn to 10 bars.
For how long it is enough air after alarm depends from individual consumption. This is not
allowed to generalize for how many minutes will be sufficient air to escape after alarm
sounds.

Every cylinder need to be attested every 5 years . Last attest and conditions of testing are
marked on each bottle.

This is not allowed to use for training different cylinders than marked as for TRAINING
ONLY. This cylinder can have pressure lower than 180 bars. All other need to be checked
monthly and refilled when pressure drop below 10 % of full charge.

OPERATION – PUTTING ON EQUIPMENT

1. Extend shoulder straps and waist belt. Put on

equipment and fasten buckles until secure and
comfortable on hip. Tuck strap ends in the belt
loops. Pull down shoulder straps until equipment is
secured and comfortable . Tuck strap ends under
waist belt.

Index 95
 2. Extend face piece head harness straps leaving
centre strap in position. Put a neck strap over neck
Note !
Before opening cylinder valve press reset button to
switch off positive pressure.
Open cylinder valve slowly but fully to pressurize
system . Carry out leak test .
Put on face piece

3. Adjust lower , middle and top straps .

Facial hair, beard stubble, side whiskers
, and wearing of spectacles will
adversely affect and interfere with face
mask seal. Correct fit of mask only
ensured if face mask seal makes close
contact with skin.

4. Breathe normally , positive pressure will be

supplied with first breath. Check pressure gauge
for amount of air remaining in cylinder.

5. Now you are ready for action. During using take a

gauge reading regularly to obtain real air
consumption. Take in consideration that when tired
you will need use more air per minute than at
beginning . Go to safe area as soon as your readings
tells you that you have no more sufficient amount of
air to stay or last when whistle will sound.

Self Contained Breathing Apparatus is a subject to annual service carried out by

certified workshop

Index 96
Storage

Fire Station on U – Deck Inside Steering

Gear room

SECTION 28

EMERGENCY ESCAPE BREATHING DEVICE - Atlantic®-Air

General description

The escape breathing apparatus Atlantic®-Air is a compressed air breathing apparatus

to be used for emergency escape from irrespirable atmospheres. It is a lightweight
apparatus that is simple to use and gives a consistent flow of breathable air.

The Atlantic®-Air has duration of minimum 15 minutes.

This is the duration required by IMO . In the apparatus a fast positive method of
operation permits air to pass from the compressed cylinder into a flexible hood which
can be slipped over the head in a fast maneuver without any complicated adjustment and
provides protection to any wearer , including those with beard and/or spectacles.

Cylinder Capacity 3L
Charging Pressure 200 bar
Working Pressure 2OO - 10 bar
Duration Min. 15 minutes
Free Air Capacity 600L

Charged Weight of Complete Apparatus 5.76k9

- The Cylinder and the hood are carried in the bag.

- The orange colored bag is made of a flame retardant strong PVC material and has a
quick opening through Velcro strips. The reflecting tapes provide an easy identification to
the set.
- The pressure gauge is readable through the transparent window, This allows the user
to check the gauge without opening the bag.
- The duration time for the apparatus, approvals and pictorial user instructions
are briefly printed on the bag.
- When pulling the firing strap, the anti-tamper tag breaks, the airflow starts and the bag
is opened so that the hood can be taken and be pulled over the head.
- The neck belt made of synthetic fiber allows the user to wear and carry the apparatus
easily.

Index 97
The regulator is mounted on the cylinder. The regulator has a quick start function. By
pulling the firing strap the cylinder valve is opened in one movement. When the firing pin is
drawn the air flow starts through flexible hose in to the hood. Air flow minimizes CO2
build up inside the hood. Controlled air flow 35 l / min .

DONNING AND USE

1. Remove the Atlantic®-Air from

its stowage. Pass your head through
the neck strap.

2. Hold the bag, not the cylinder valve, pull

strap upward. Listen for air flow. Check that
the firing pin is fully withdrawn. lf the firing pin
is still in place, access the valve and unscrew
the cap completely.

3. Insert hands into the neck seal

opening and pull he hood over the
head. Adjust inner mask and neck seal
to seal. Ensure that hair/clothing is not
trapped under the neck seal.

4. Check that the set is correctly working.

The breathing starts now.
Breath normally .

Index 98
 5. Make your escape from the hazard are
immediately !!!

Do not remove hood until well clear of

danger.

Note !

When the cylinder is almost empty the green warning pin, visible inside the hood,
will change to red, CO2 will start to Increase and the hood must be removed.

Once the Atlantic®-Air has been used it must be returned for servicing and maintenance,
including recharging, by trained personnel.

Constant flow escape breathing device is not suitable for use where:

1. There are unknown hazards - Do not enter a hazard area unless it is a part of escape
route.
2.There are no planned escape routes.
3.Escape routes that require physical exertion, e.g. ; ladders , tunnels, and hatches.
● Be aware protection limits provided by apparatus. Exceeding these limits may cost you
your life, or result injury.
● Be familiar with escape routes
● Be aware of workplace hazards.
● Learn location of escape apparatus and how to gain access to it.
● Remember this is a escape device. DO NOT use it for other purposes, such as fire
fighting or cargo handling.

Storage :
EEBD are distributed around a vessel :
2 pieces in accommodation area + Spare & Training inside Fire Station

EEBD Galley EEBD Bridge EEBD spare and training

Index 99
Remaining distributed inside engine room close to escape routes and inside Control Room

Examples form engine room locations.

Escape route Entrance to purifier room Engine Control Room

Next to Emergency Exit

from Engine Room aft
part to the A deck

SECTION 29

EMERGENCY GENERATOR

Vessel is equipped with one Emergency generator 300kW driven by radiator cooled diesel
engine operated on gas oil located in Emergency Generator Room - B – deck Port side.

The emergency generator can not to be operated in parallel with the main generators.

The Emergency Generator shall start automatically in the event of voltage failure of
normal 440 V system and to be automatically stopped with 5 minutes time delay after
restoration of normal power supply.

Index 100
 Emergency Generator General View

Entrance to
Emergency
Generator Room

1. OPERATION INSTRUCTION

1.1 Manual Start

Operation mode control switch to be set in position LOCAL and the Generator can be
started by push button START in control panel .Generator can be stopped by changing
operation mode control switch in position STOP.

On Emergency switch board push green button “ CLOSE ” to connect generator with
Emergency switch board

Index 101
1.2 Automatic Start

Operation mode switch to be set in position EMERGENCY to be ready for automatic start
at remote start signal . The auto start control system is set for up to 3 start attempts. Alarm
will be indicated in case of start failure after 3rd attempt.. After operation Generator can be
stopped from local control panel by setting operation mode control switch in position STOP

NOTE

The operation mode control switch must always be set in position EMERGENCY
after test of service to allow remote auto start in case of main power failure .

Batteries have to always charged and switches must be always in position ON ,

when generator is set in Stan-by EMERGENCY mode.

Every Emergency Generator has to be provided with secondary starting facility . On board
of Hammonia Bremen

Emergency generator is provided with hydraulic cranking system

2.1 Operating instructions for emergency starting system

1. Replace
electric
starter with
hydraulic

Index 102
 2. Take a lever, 3. Push button
operate hand pump to start
and charge to 120-
125 bars if needed

4. On Emergency switch board push green button “ CLOSE” to connect generator with
Emergency switch board

NOTE

When engine is not used, do not release accumulator pressure to zero. Always hold
system pressure above 110 bars.

In case of fire inside Emergency Generator room :

Close ventilator
heads located on
C – deck , port
side and louver
flap next to the
generator doors

Index 103
 Shut fuel supply by remote closing device.

SECTION 30
DANGEROUS CARGO CARRIAGE

Carriage of Dangerous Goods Classes 1.1 -1.6 and Class 5.2 is totally prohibited on
board of this vessel.

Carriage of Dangerous goods Class 2.1 – flammable gases ( except hydrogen and
mixtures of hydrogen ) , Class 3 – flammable liquids ( with flash point below 23˚C ),
Class 6.1 toxic liquids ( with flash point below 61˚C ) are allowed only inside holds
1-3 .

Bilge system for these D.G holds is provided with air driven, diaphragm type pump
( capacity 25 m³/h ) located in middle part of hold no 3.

OPERATION OF DIAPHRAGM PUMP

Diaphragm pump general view

Index 104
 Air supply valve located on bilge
pump shall be kept open to avoid
entering the hold in case of flammable
or toxic liquids are carried.

Air supply valve is

located in port side
companionway to be
open to supply air and
drive diaphragm pump.

Overboard valve is
located in port side
companionway shall be
kept always close except
when in use.
Before operation contact
duty officer

In case of carriage flammable or toxic liquids inside holds 1 – 3 Main Bilge Isolating
valve shall be kept closed. Valve is provided with alarm in Engine room monitoring
system to prevent careless opening.

SECTION 31

OCAS CHEMICAL PROTECTION SUIT

This garment is a chemical incident splash protection suit in one size only.
It must be worn with breathing apparatus.
The OCAS coverall chemical incident splash protection suit is NOT a gas tight suit.
To ensure protection is provided as intended the suit must be worn correctly and properly
donned.

It is advisable to check the suit and visor before wearing to ensure that there are no
signs of significant abrasion or any cuts to the surface of the suit that may affect
performance.

Index 105
DRESSING PROCEDURE

The wearer should dress in a clean dry area and,

1. Remove footwear.
2. Don breathing apparatus harness.
3. Step into suit (and wellington,if attached) with suit draped
forward, pull trousers up to waist.
4. Attach internal suspension hooks to breathing apparatus
waist belt and adjust leg length to suit.
5. If protective footwear not attached, provide and wear at
this point.
6. Lift upper suit part, place arms into sleeves, pushing the
hands through the internal wrist seal and into gloves if
attached, or beyond elastic wrist if not.
7. Don mask, turn air on and after usual operational check.
8. Don helmet, pull suit over the breathing apparatus
cylinder, head and helmet.
9. Close zip.
10. protective
The Seal velcroclothing
over flap, if fitted.
is now ready for operational use.

REMOVAL

On removal of the suit the internal side of the visor should be wiped with any non-toxic,
non-abrasive anti mist cloth/ liquid before storage.

Internal misting can be cleared by withdrawing an arm from the suit sleeve into the suit.
lf gloves attached , it would be useful to have a small cloth inside the internal pouch
located below the visor for this purpose. Notebooks, pens, etc, can also be stored in the
pouch for incident notes to be taken. The same arm withdrawal procedure can be used to
adjust the breathing apparatus.

Remember: Perspiration creates skin resistance against the wrist seal, therefore, arm
withdrawal and re-donning can take some time.
After each wear clean visor internally and externally with anti mist spray/ polish/ cloth.

SECTION 32

WATERTIGHT INTEGRITY

WATERTIGHT OPENINGS

Openings in free board decks other than hatchways, machinery space openings,
manholes and flush scuttles shall be protected by an enclosed superstructure , or by a
deckhouse or companionway of equivalent strength and water tightness. Any such
opening in an exposed superstructure deck, or in the top of a deckhouse on the freeboard
deck which gives access to a space below the free board deck or a space within an
enclosed superstructure shall be protected by an efficient deck or companionway.

Doorways in such deckhouses or companionways shall be fitted with watertight doors

complying with requirements of Load Lines Convention reg. 12,17 & 18 .
Index 106
Freeboard deck as per definition is the uppermost complete deck exposed to the weather
and sea. which has permanent means of closing all openings in the weather part thereof,
and below which all openings in the side of the ship are fitted with permanent means of
watertight closing.

On board of Hammonia Bremen as Freeboard deck is considered 2nd Deck located

20.144 meters above base line.

All watertight access doors and access hatch covers normally closed at sea ,
intended to ensure the watertight integrity of internal openings , shall be provided with
means of indication locally and on the bridge showing whether these doors or hatch
covers are open or close. A notice is to be fixed to each such door or hatch cover to the
effect that it is not to be left open. SOLAS CH II-1 , Reg. 13

Hammonia Bremen is equipped with such

indication system to comply with above
regulations.

System is located on bridge and this is essential

to be sure that all listed openings are closed
when vessel is at sea.

System normal condition , all lamps are green .

Bridge indication

Local indication
Doors open –
- Red lamp lit

Local indication
Doors closed –
Red lamp unlit

Index 107
System is working in two modes :

Voyage Mode , when any time doors or hatches are opened audible alarm is given . In
addition to this alarm red lamp showing location of opening is given as well.
Port Mode, when any time doors or hatches are opened red lamp indication only is
given.

PILOT DOORS – located below Freeboard Deck

The number of openings in ships plating shall be reduced to the minimum compatible with
the design and proper working of the ship. the arrangement and efficiency of the means for
closing any opening in the shell plating shall be consistent with its intended purpose and
the position in which it is fitted and generally to the satisfaction of the Administration.

All external openings leading to compartments assumed intact in the damage analysis
shall, which are below the final damage water line, are required to be watertight

External openings required to be watertight in accordance with previous paragraph shall,

except for cargo hatch covers , be fitted with indicators on the bridge. SOLAS Ch II – 1
Reg. 15

Bridge indicating system

System normal condition , all lamps are green

System is working in two modes :

Sea Mode, when in case doors are open constant audible alarm is sounded. This alarm
can not be stopped. Red lamps indicating location of open doors are lit.
Harbour Mode, when doors are open audible alarm is sounded. This alarm can be
stopped by pressing red button to acknowledge. Red lamps indicating location of open
doors are lit.

HEAVY FUEL OIL STORAGE TANKS OVER FLOW PIPELINES

The number of openings in watertight subdivisions is to be kept to a minimum compatible

with design and proper working of the ship. Where penetrations of watertight bulkheads
and internal decks are necessary for access, piping , ventilation, electrical cables, etc.
arrangements are to be made to maintain the watertight integrity. SOLAS CH II- 1.
Reg.13

Index 108
 As such penetration can be considered one Fuel Oil over flow pipe for F.O. storage
tanks arranged in side of H.F.O tanks port and starboard and leading to over flow tank in
engine room.

To secure watertight integrity and prevent from extensive flooding through these pipes in
case of damage to any of compartments connected remote closing system on bridge is
provided. System shall be tested regularly to ensure that is working properly.

Bridge Remote closing of HFO Storage Tanks overflow line isolating valves control
panel – normal condition all valves are opened.

System can be operated by Master orders only and all valves shall be closed in
case of any damage to ships plating .

Remote Controlled Isolating

Valve and overflow pipe line.
As an example isolating valve
AS10 inside hold No 6

In case of failure valves can be closed by emergency hydraulic pump located inside
forward deck store.

Index 109
 Connect hoses. Size of
connections prevents
mistake during
connection

To close valve just connect pump hoses . Change position of valve on pump body to close
position. Build up pressure to close system valve

SECTION 33

EMERGENCY STEERING

The steering gear consists of four set of power units. The aggregated capacity of two units
are suitable for supplying the sufficient power for steering the rudder from 35 degree
on either side to 30 degree on the other side within 28 seconds with vessel running
ahead at the Summer Load Line ( draft 14.522 m ) with maximum rated power of the Main
Engine.

Steering gear room –

general view

In case of power failure , power to be supplied from emergency generator to the number 4
power unit in order to steer the rudder . This unit is capable to put rudder from 15 degree
on one side to 15 degree on the other side in not more than 60 seconds with vessel
at is maximum Summer Load Line and running at 7 knots.

Apart from bridge , the steering gear is provided with local manual control device , from
which rudder angle is to easily visible and has communication with the wheelhouse.

EMERGENCY STEERING PROCEDURE – power supply from Emergency Generator

Steering direct from Steering Gear Room

In this case No 4 power unit can be only used .

Index 110
 1. Disconnect power from
Auto Pilot Control Unit

2. Push green button on Control Panel to

start pump low load.

3. Push the manual button of the

unloading device and lock it by nut .

4. Go to steering stand
and operate steering gear
by handling No 4 pump
knob.

Index 111
 5. Control rudder position direct on steering gear or on rudder indicator next to
telephone box . From stand you can also see actual course on gyro repeater.
Use the telephone headset to communicate with bridge.

It is also possible to steer using RED and GREEN

NFU buttons on servo unit but from this position you
will not see actual position of rudder.

Remove temporary securing plate and change No 4

Rudder Servo Unit from REMOTE to LOCAL
position. Secure again.

If you are in doubt follow instruction posted next to

steering gear.

Index 112
SECTION 34

MARPOL COMPLIANCE

Company Safety & Environmental Protection Policy

The Company seeks to provide safe and environmentally responsible Ship management
and other services to the maritime industry of the highest possible standards to meet its
agreed contractual and statutory obligations.

The Company wishes to emphasize its commitment to:

- The safety of human life;

- The protection of the environment;

- Compliance with, and continual improvement of this Safety Management System.

To this end the Company will:

- Establish and maintain an efficient and effective Safety Management System;

- Set, monitor and review specific goals and objectives;

- Provide a safe working environment and safe working practices in both ship and shore based
operations,

- Ensure that the requirements of the Safety Management System are communicated as necessary
to all persons within the organization.

- Provide the necessary resources in terms of time, manpower, facilities and funding.

- Ensure that services supplied are of the required standard and in compliance with the ISM Code,
and with relevant National and International legislation.

- Establish safeguards against all identified risks.

- Work as a team to achieve continuous improvement and cost effective services.

- Ensure that all employees observe the Company's policies and procedures.

The Company is also committed to reviewing this Safety Management System to ensure
its continuing suitability.
The implementation and maintenance of this policy is the responsibility of all personnel,
and ultimately rests with the Company Board of Directors.

Aims and Commitment

The Company is fully committed to Safety and the Protection of the Environment. All
Company personnel must therefore:

- Maintain a safe, economical and efficient operation at all times, bearing in mind that the safety of
personnel, the protection of the environment, the cargo and of the ship is of primary importance.

- Promote and improve safety awareness and safe working practices on board vessels and ashore in
keeping with Company regulations and to prevailing international standards.

- Encourage efficient communication between ship and shore staff to improve efficiency, to avoid waste of
materials and resources, and to develop a broad understanding of operational matters.

Index 113
- The Company will use its best endeavor to see that any vessel under its management is
technically fit and able to perform as required or expected by the Client. In addition,
they will supply the vessel and her Master with all required resources in order for them
to comply fully with the procedures and systems contained in this Safety Management
System.

A reporting and communication system has been established to enable the vessel to
contact operational and technical support in the event of an emergency.

SHIPBOARD OIL POLLUTION EMERGENCY PLAN

Every ship other then tanker 400 RT and above, in accordance with Regulation 26 of
Annex I of MARPOL 73/ 78, shall carry on board a shipboard oil pollution emergency
plan ( SOPEP ) approved by the Administration.

Such plan shall be developed by the Organization and written in working language.
The plan shall consist at least:

1. Procedures to be followed by Master and other persons in charge of the ship to report oil pollution incident

2. The list of Authorities or persons to be contacted in case of an oil pollution incident.

3. Detailed description of action to be taken immediately by persons on board to reduce or control the
discharge of oil

4. The procedures and point of contact on the ship for coordinating shipboard action with national and local
authorities

This Plan is available in ship’s office to assist the ship’s personnel in dealing with an
unexpected discharge of oil. Its primary purpose is to set in motion the necessary
actions to stop or minimize the discharge of oil and to mitigate its effects.

Effective planning ensures that the necessary actions are taken in a structured, logical and
timely manner.

The primary objectives of this Plan are to :

●prevent oil pollution

●stop or minimize oil outflow when a damage to the ship or its requirements occurs

●stop or minimize oil outflow when a operational spill occurs in excess of the quantity or
instantaneous rate permitted under the present Convention

SHIPBOARD OIL POLLUTION EMERGENCY PLAN – SUMMARY FLOWCHART

This flow diagram is an outline of the course of action that shipboard personnel should
follow in responding to an oil pollution emergency based on the guidelines published by
the Organization. This diagram is not exhaustive and should not be used as a sole
reference in response. Consideration should be given for inclusion of specific reference to
the Plan. The steps are designed to assist ship personnel in action to stop or minimize the
Index 114
discharge of oil and mitigate its effects. These steps fall into two main categories –
reporting and action.

Discharge of Oil
Probable or Actual

Assessment of the Nature of

Incident

Actions required
Alert crew
members
Identify spill
source
Spill assessment

REPORTING ACTION TO CONTROL DISCHARGE

By Master and/ or designated crew Measures to minimize the escape of oil and threat to the marine
member environment
When to report NAVIGATION MEASURES SEAMANSHIP MEASURES
All probable and actual spills
- Alter course/ position - Safety assessment and
How to report and/ or speed pre-caution
- By quickest means to coastal - Change of list and/ or - Advice on priority
radio station trim countermeasures/
- Designated ship movement - Anchoring preventive measures
reporting station or - Setting aground - Damage stability and
- Rescue Co-ordination Centre (at - Initiate towage stress consideration
sea) - Assess safe haven - Ballasting/ de
- By quickest available means to requirements ballasting
local authorities - Weather/ tide/ swell - Internal cargo transfer
fore-casting operations
Who to report - Slick monitoring - Emergency ship-to-
- Nearest Coastal State Harbour - Record of events and ship transfers of cargo
and terminal operators (in port) communications taken and/ or bunker
- Ship owner manager; P & I - Set up shipboard
insurer response for:
- Head Charterer; Cargo owner • Leak sealing
- Refer to contact lists • Fire fighting
• Handling of ship-
What to report board response
- Initial report (Res. A.851(20)) equipment (if
- Follow-up reports available)
- Characteristics of oil spilled • Etc.
- Cargo/ ballast/ bunker
dispositions
- Weather and sea conditions
- Slick movement
- Assistance required
• Salvage
• Lightening capacity
• Mechanical equipment
• External strike team
• Chemical dispersant/ de-
greasing

STEPS TO INITIATE EXTERNAL RESPONSE

- Refer to Costal Port State listings for local assistance
- Refer to ship interest contact list
- External clean-up resources required
- Continued monitoring of activities

Index 115
 General Responsibilities of the Master and designated Officers/ Crew Members

MASTER

CHIEF OFFICER CHIEF ENGINEER

OFFICER ON DUTY ENGINEER ON DUTY

DECK HANDS ON ENGINE RATING ON

DUTY DUTY

ALL OFF-DUTY
PERSONELL
(AS NEEDED)

The following crew members are in charge in the event of an oil spill – actual or
probable – to bring the accident under control, limit outflows, organize onboard
clean-up procedures and determine the additional manpower needed.
Arrangements shall be made that in case of sudden unavailability of superior ranks
other available ranks are prepared to take over.

Index 116
 Duties
Ranking
Master Overall in charge of operation on board dealing with an oil
spill; responsible for all steps to be taken especially for the
two main categories – reporting and action. Keeps log off all
events and progress of actions.
Chief Officer In charge of deck operation; Should keep the Master
informed and updated on the situation and the results from
action taken to stop or minimize an oil outflow.
Chief Engineer In charge of bunker operation;
Should keep the Master informed and updated on the
situation and the results from action taken to limit oil outflow.
Deck Duty Officer Tank overflow (bunkering):
Alert and inform Chief Officer/ Chief Engineer on situation;
Mobilize off duty crew as necessary
Duty Engineer Assist Chief Engineer; Prepare for fire fighting; Ensure
sufficient power and water to deck; Organize on board clean-
up equipment
Duty Rating(s) If an oil leakage is detected alert immediately by all possible
means; Inform Officers(s) on Duty immediately; Position with
absorbent material/ clean-up material to prevent any
escaped oil from reaching the railing; Commence clean-up
by using, as far as available on board, the clean up
equipment

Equipment consists standard UNITOR 1,5 barrel kit

All shipboard SOPEP equipment is located in deck work shop and forward deck store.
In addition plastic shovels and saw dust.

Air driven pump with hoses located inside deck workshop on U – deck.

Index 117
To comply with same Annex I for MARPOL Regulation 14.7 vessel is equipped with Oily
Water Separator ( OWS ) , which provides alarm when level 15 part per million is
exceeded and automatically stops any discharge of oily mixtures over board. Such Oily
Water Separator must be approved type. Every discharge of oily mixtures only through
such separator is allowed, and shall be duty recorded in Oil Record book.

General view of Oily

Water Separator
Norddeutsche Filter
Vertriebs GmbH
MPEB – 10.0

Capacity 10m³/h with

alarm at 15 ppm

Annex IV to the MARPOL – Regulations for the Prevention of Pollution by Sewage from
Ships. This annex is applying to the ships over 400 RT.
To comply with this regulations vessel is equipped with Sewage Treatment Plant. This is
biological approved type located in engine room.

It is not allowed to use detergents for cleaning of toilets , because this can cause damage
to the sewage treatment flora. Vessel is supplied with Gamazine special cleaner friendly
to such sewage plants.

General view of Sewage

Treatment Plant
Jong Hap Machinery Co.Ltd.
AEROB – 12

Biological Plant with capacity

2.1 m³/day

Sewage System Holding Tank

capacity 6.82 m³

Index 118
Annex V to the MARPOL - Regulations for the Prevention of Pollution by Garbage from
Ships. This annex is applying to all ships.
To comply with this regulations every vessel over 400 RT shall carry Garbage
Management Plan. This plan shall provide written procedures for collecting, storing,
processing and disposing of garbage. Every vessel shall be provided with Garbage Record
Book where all discharges, disposals, incinerations shall be recorded.
This annex is also requesting to segregate all garbage before storing or disposal.

Vessel is equipped with Garbage

collecting locked contains leak proof
covered containers.

Storage capacity 0.9 m³

To minimize volume on garbage and to destroy plastic polymers vessel is equipped with
approved type incinerator located inside engine room. Ashes from such incinerator can be
discharged at sea.

General view of Incinerator

Hyundai Marine Machinery
Maxi 1200SL WS M

Average temperature 950˚C

Unburned components in
ashes about 4 % by weight

Annex V I to the MARPOL - Regulations for the Prevention of Air Pollution from Ships.

This annex is applying to all ships over 400RT and controls of emission of noxious gases
from ship’s engines. Vessel’s engines are complying to these regulations. Vessel has
HFO fuel tanks designated to carry low sulphur fuel .

Index 119
Index 120