Foss Maritime Fire Boat Operations Manual--Draft
Table of Contents I. Introduction- ...... 4 A. Vessel Specifications ...... 4 B. Vessel Particulars ...... 4 C. General Arrangements- ...... 4 1. Wheelhouse Top Plan-Exterior ...... 4 2. Bridge Deck Plan ...... 6 3. Boat Deck Plan ...... 6 4. Main Deck Plan ...... 10 5. Hold Plan ...... 20 6. Underwater Hull...... 23 7. Outboard Profile ...... 28 Insert Outboard Profile Dwg...... 28 D. Primary Machinery/Equipment ...... 29 1. Voith Propulsion Units ...... 29 2. Main Engines ...... 30 3. Reduction Gears ...... 30 4. Pump Engines ...... 31 5. Pump Engine 3 ...... 31 6. Generator Sets ...... 32 7. FFS Pumps and equipment ...... 36 8. Electrical Switchboard ...... 43 9. HVAC/CBRN System ...... 44 10. Deck Crane ...... 45 11. Deck Machinery ...... 46 12. Work Boat...... 48 II. Operations-Vessel, Wheelhouse, CIC and Deck Machinery ...... 49 A. Vessel Operation Modes-HH 202- ...... 49 1. Open Water (Coastal) transit- ...... 49 2. Inner Harbor Transit- ...... 50
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Foss Maritime Fire Boat Operations Manual--Draft
3. Crane (Basket) Deployment ...... 50 4. Crane (Winch Operations) Deployment ...... 50 5. Launch and Retrieval of Work Boat ...... 50 6. Fire-Fighting Operations...... 52 B. Stability Data ...... 52 1. Stability Parameters ...... 52 2. Various Loading Conditions ...... 52 3. Tank Capacity Plan ...... 52 4. Sounding Tables-Provided by RA ...... 53 5. Cargo Deck Loads...... 67 C. Deck Operations ...... 67 1. Safe Towing Operations ...... 67 2. Anchoring and Mooring Operations ...... 69 3. Rescue Platform Operations ...... 75 4. Deck Crane Operations ...... 77 D. Wheelhouse Operations ...... 81 1. Communication Operations- ...... 81 2. Navigation Equipment Operations ...... 88 3. Lighting Operations- awaiting information ...... 97 4. Propulsion Control Operations ...... 103 5. AMS System ...... 114 6. Off Ship Firefighting Controls ...... 124 7. Misc. Vessel Equipment Controls- ...... 125 E. CIC Operations ...... 126 1. CCTV System Operation- ...... 126 2. FLIR Camera Operation ...... 128 3. Operational Radios ...... 133 4. Satellite Communications ...... 133 F. CBRN Operations-HH 204 ...... 134 1. Collective Protection System- HVAC, Filters, Creating the Citadel, AMS ...... 134 2. System Components ...... 135
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Monitoring of CBRN ...... 143 3. Decontamination Station Operations...... 148 4. Wash-down of Vessel System Operations ...... 149 5. Personal Protective Equipment ...... 149 6. Ingress and Egress procedures ...... 149 G. Off Ship Firefighting Operations ...... 155 1. Description of the FFS System ...... 155 2. Description of Components of the FFS System ...... 164 3. Operating Procedures ...... 175 H. Engineering Operations-HH 202 ...... 196 1. Description and Operation of Main Propulsion System ...... 196 2. Description and Operation of Main Electrical Power Systems ...... 206 3. Description and Operation of Vessel Systems ...... 240 I. Emergency Operations-HH 205 ...... 317 1. Description and Operation of on ship firefighting system ...... 317 2. Description and Operation of Emergency Power System and Load Shedding ...... 322 3. Description of Damage Control Procedures ...... 323 4. Description and Operation of Lifesaving Equipment ...... 326 5. Evacuation Plan ...... 328 6. Vessel restoration Plan post emergency operation ...... 329 Appendix 1-Fuel Transfer Procedures ...... 332
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I. Introduction- A. Vessel Specifications 1. Vessel Owner- Port of Long Beach 2. Vessel Builder- Foss Maritime Company 3. Vessel Operation Team- Long Beach Fire Department- One Fire Captain, One Fireboat Pilot, Two Fireboat Engineers, One Firefighter Paramedic, One Firefighter Deckhand 4. Addition Provisions Seating for safe transit for an additional eight incident support personnel B. Vessel Particulars 1. LOA 108’ 0” 2. Length at Waterline 100’ 9” to be verified 3. Breadth-(molded) 35’ 0” 4. Depth-(molded) 14’ 4” 5. Draft-Max 15’ 6. Gross Tonnage 293 7. Light Ship Data To be provided 8. The safe operating design criteria for the vessel are: Design speed-wakeless-8 kts. /all-weather travel 10 kts. Vessel Mean Draft- 15’ Wave Height-Beaufort Sea State 8 Sea Temperatures Air Temperatures Air Draft- 45’ above DWL of 15’
C. General Arrangements- The vessel is transversely framed construction with Frame 0 being the after most frame at the stern and Frame 61 being the forward most frame at the bow. Frame spacing, distance between transverse frames, is 2’ Frame 0-1 and 1’ 9” Frames 1- 61. 1. Wheelhouse Top Plan-Exterior
Fire Monitor Foundations-Located on centerline, forward and aft, outboard of the handrails, there are fire monitor foundations for pilothouse monitors M 7(RED) & M 9(GREEN).
Mast-Located on centerline in the center of the deck, there is an aluminum mast providing foundations for a variety of electronics antennas and navigation lighting, as well as the flag halyards. The mast is constructed from 8” pipe with two 3” pipe diagonal braces to the deck and two 2” pipe diagonal braces to the upper mast
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platform. On the top of the mast, there is a satellite compass antenna. The upper mast platform supports 2 GPS antennas, the satellite phone antenna, the SEAFLIR camera and one anchor light. Moving down the mast, the next platform supports mast head navigation lights fore and aft and two Rapid Flashing Blue Light Bars, one each port and starboard. The next platform down extends forward and supports a radar antenna, with the lowest platform extending aft and supporting a radar antenna. Access to the equipment on the mast is provided by a vertical ladder.
Antenna Platform-Mounted to the top of the wheel house is a “U” shaped antenna platform with fifteen antenna mounting locations. The platform is 18” a vertical plate with a 15” top plate connected to the vertical in an offset Tee configuration. The platform is approximately 13’ port to starboard with the transverse portion of the platform aft of the mast. The port and starboard longitudinal portions of the platform extend approximately 12’ forward of the transverse section.
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Deck Handrails-Around the exterior perimeter of the top of the wheelhouse there are handrails providing personnel fall protection. The hand rails are aluminum construction approximately 30” high with three horizontal pipes running between the vertical supports. The handrails provide protection around the entire perimeter with an opening for the vertical ladder.
2. Bridge Deck Plan Bridge Deck-Interior Control Centers-Located on the forward and aft end of the bridge deck are control stations for vessel propulsion, communication and navigation and the FI-FI controls. The stations are nearly identical with controls of the firefighting monitors being one of the differences. The forward console has the control of the forward mounted monitors, M1, M7, M8, M9 & M10 and the aft console has control of the after monitors M2, M3, M4, M5, M6, M7 and M9. Fi-Fi controls are logically place so that as the operator looks through the window, he has control placement for the monitors is as what is in his vision. Monitors--Red System M7 & M8; Blue System M1, M2, M3, M4, M5 & M6; Green M9 & M10 Additionally, the following control and monitoring functions are accessible in the wheelhouse: Vessel alarm systems monitoring CBRN system monitoring and control Power distribution system monitoring and control (Forward console only) Emergency shutdowns Engine room fire suppression system trip
Insert Bridge Deck Plan View Dwg
Stairwells-Located in the center of the bridge, there is a stairwell down to the boat deck.
Escape Hatch Window-Located on the port side, aft of the forward console, there is a personnel escape window that opens inward. This allows personnel to access the adjacent vertical ladder on the port side which extends from the boat deck to the top of the wheelhouse. Note: the starboard window opens, but there is no vertical ladder.
Insert Photo of Escape Hatch Window
3. Boat Deck Plan Boat Deck-Exterior Bow Monitor Foundation-Located on centerline at the forward most area of the deck, Frames 48-50, is the mounting for the Bow Fire Monitor M-1(BLUE).
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Forward Boat Deck Monitors-Located on the port and starboard side of the on the at the forward most area of the deck, Frames 48-50, are the mountings for the Forward Boat Deck Monitors M 8(RED) & M 10(GREEN).
Main Deck Access Stairs- Located on the bow, port of centerline, there are stairs between the main deck and boat deck. Located on the starboard side aft of the deckhouse, there are stairs between the main deck and boat deck.
Bridge Deck Vertical Ladder-Located on the bow of the deckhouse, just port of centerline, there is a vertical access ladder to the top of the CIC room for Bridge window and wiper maintenance.
Top of Wheelhouse Vertical Ladder- Located on the port side, Frame 39, there is a vertical access ladder to the top of the wheelhouse.
Emergency Battery Storage- Located on the bow of the deck house, one port and one starboard, there are metal storage lockers with removable panels with four plastic battery boxes in each. These boxes provide storage for the emergency batteries for electronics and lighting (DC 1 and DC 3) and ship services batteries (DC 4).
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Life Rafts-Located on the port and starboard sides, outboard of the handrails, just aft of the deck house there are two 12-man life raft storage racks.
Work Boat Stowage-Located on and overhanging the aft deck, port of centerline, there is the storage cradle for the work boat.
Crane Boom Support-Located starboard of centerline on the after boat deck there is a crane boom support. This is utilized for support and securing for the deck crane boom in a stowed position. The support has a “V” notch to guide the winch cable.
Deck Handrails-Around the majority of the exterior perimeter of the boat deck there are handrails providing personnel fall protection. The hand rails are aluminum construction approximately 40” high with three horizontal pipes running between the vertical supports. The hand rails protect all of the deck area except the aft deck which is left open for crane and workboat operations
Deck Grating-Around the perimeter of the boat deck, walkway access from the life rafts, port and starboard, forward around the forward end of the deck is provided by fiberglass grating.
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Engine Room Ventilation-Located on the after end of the house on port and starboard sides are the ventilation plenums for the main engine room supply fans. These are louvered openings that provide access to the fans. Inside the enclosure, the fan silencer inlets are outfitted with closures. These closures are outfitted with a magnetic hold- back that release the closure when activated by the emergency shut downs for the ventilation system.
Exhaust Casing Louvers-Located on port and starboard sides in way of the exhaust trunks are louvers providing for natural ventilation of the exhaust casings. The louvers are designed to resist the water from weather or fire streams. In the event of an engine room fire these louvres are fail safe closable.
Exhaust Casing Louvers
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Deck Locker-Located on aft end of the house starboard of centerline, there is a deck storage locker that is access thru a weather tight door.
Insert Photo of Deck Locker Insert Boat Deck Plan View Dwg
Boat Deck- Interior Communication Information Center-Located in the forward area of the house, Frames 37-45, there is the CIC. The area is outfitted with work stations, communications, vessel alarm systems monitoring, CBRN system monitoring and control, camera monitoring and control, incident strategy whiteboards, chart table, cabinets and SCBA storage racks. The interior door aft, just port of centerline accesses the stairwells up to the Bridge Deck. On the port side of the stairwell vestibule, there is a water closet and a passageway leading aft to an interior door access to the stairwell down to the main deck and to an aft exterior weather tight door accessing the boat deck.
HVAC Room-On the aft starboard side of the CIC there is an interior door that accesses the HVAC room, located at Frames 30-37.
CBRN Filter Room-Aft of the HVAC room on the starboard side, Frames 28-30, there is the CBRN filter room. Access to the room is through a weather tight door on the aft bulkhead of the deckhouse on the starboard side. The room is also outfitted with an air intake and intake air pre-heater.
Insert Boat Deck Interior Plan View Dwg
4. Main Deck Plan Main Deck-Exterior Bulwarks-the bulwarks are the outboard perimeter structure that provides safety for personnel both for overboard fall protection and as a break from taking the force of seas directly on the main deck. They are approximately 40” high and are supported by deck brackets connected to the bulwarks and the main deck. The bow and stern bulwark sections sloped inboard to provide a safety zone for personnel during firefighting operations or during transit in heavy weather. Additionally in these areas at the bow and stern, the bulwarks are inboard of the main deck enough to allow for personnel to be outside of the bulwarks if necessary. There are handrails on the outboard side of the bulwarks for personnel safety and fall restraint attachment if desired.
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Freeing Ports- The open area between the main deck and the bottom of the bulwarks on the port and starboard side, from Frame 12-37, are the main deck freeing ports. These areas allow for any liquids on the main deck to flow overboard to minimize collection and additional weight on the vessel for the safety of personnel and water tight integrity and stability of the vessel.
Caution During fueling operations, freeing ports adjacent to the containment area should be protected from accidental overboard discharge of contaminants in the event of deck spillage of any kind.
Mooring Pipe (Chock)
Bulwark
Freeing port
Mooring “H” Bitts-Located on the bow, Frames 50-52 port and starboard, and on the stern, Frames 8-10 port and starboard, there are four sets of double “H” bitts inserted into the bulwarks. These are the primary mooring fixtures for the vessel.
"H" Bitts
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Bow Towing Posts-Located on port and starboard sides of centerline inboard of the bow bulwarks at Frame 58-59, there are two towing post fixtures inserted thru the main deck. These fixtures have a SWL of 20 tons and are utilized as a secondary towing location or for additional mooring capability if needed.
CAUTION To be utilized in a straight line pull not to exceed 15 degrees off of centerline. Failure to comply can result in loss of steering control.
Chock
Tow Posts
Bow Bulwark Chock-Inserted into the main deck bulwarks on the bow at centerline, there is a closed chock that provides access through the bulwarks for a towing hawser or mooring line. The fixture is radiused and is stainless steel to prevent chaffing to the lines.
Stern Towing Post-Located on centerline, inboard of the stern bulwarks at Frames 4- 5, there is a single towing post inserted thru the main deck. This fixture has a SWL of 40 tons and is used as the primary towing location or for additional mooring capability if needed.
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Stern Tow Post
Aft Towing Chock-Inserted into the main deck bulwarks on the stern at centerline, there is a closed chock that provides access through the bulwarks for a towing hawser or mooring line. The fixture is radiused and is stainless steel to prevent chaffing to the lines.
Stern Towing Chock
Bulwark Mooring Pipes (Chocks)-Inserted into the bulwarks at six locations, port and starboard (total of 12), there are mooring pipes (chocks) to provide access for soft lines. The chocks are radiused to and have stainless steel inserts to prevent chaffing to the lines. The chocks have round bar fixtures (Mooring horns) on the inboard side of the chock for securing lines. These areas would be utilized for securing small craft, work floats, external fendering, etc.
Bulwark Gates-Incorporated into the bulwarks at three locations, there are three sets of swinging gate doors that allow free access thru the bulwarks at the main deck level. These gates are located on the bow, port and starboard sides, Frames 38-41, and on the stern, port side, Frames 16-21. In the closed position, there are two sliding pin latches,
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one top and on bottom that secure the gates. In an open position, there are latches that secure the gates to the bulwarks. Gates should always be latched, either open or closed to prevent free swinging with vessel movement. Note: Port gate blocks the engine room escape hatch in the “Open” position.
Insert Photo of Bulwark Gates
Rescue Platform- Incorporated into the bulwarks on the starboard side, aft, Frames 16-21, there is a hydraulically operated rescue platform. In the stowed position, the platform is an integral part of the bulwarks. In the lowered position, the platform rotates outboard and lowers approximately 18” below the water surface. The hydraulic controls for the platform are located just forward of the platform in the bulwarks with the HPU on/off controls on the aft wheelhouse console. The platform is used for personnel and equipment deployment and recovery, diver retrieval and victim litter basket retrieval.
Insert Main Deck Profile View Dwg
Engine Room Escape Hatch-Located on the main deck, port side just aft of the deckhouse, there is a spring loaded, hinged emergency escape access from the engine room. The flush watertight hatch has a 24” square opening and is outfitted with an overboard drain line.
WARNING The Port Bulwark gate blocks the engine room escape hatch in the “Open” position.
Insert Photo of ER Escape Hatch
EMS Escape Hatch- Located on the main deck, starboard side just forward of the deckhouse at Frame 49/50, there is a spring loaded, hinged emergency escape access from the EMS room. The watertight hatch has a 24” square opening with a 24” high coaming. This hatch constitutes part of the CBRN Citadel boundary.
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Cargo Tie Downs-Located on the aft deck, Frames 13-17, there are a total of eight securing points, four port of centerline and four starboard of centerline. These tie- down points provide securing points for any potential deck cargo or loose equipment.
Forepeak Hatch -Located on the main deck forward, port side, Frame 56, there is a flush mounted hatch for access to the forepeak ballast tank.
Aft Peak Hatch -Located on the main deck aft, port side, Frame 6, there is a flush mounted, hatch for access to the aft peak ballast tank.
Insert Photo
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Crane Pedestal-Located on the aft deck, Frames 8-10 on centerline, is the pedestal vertical mounting, for the deck crane. Located inside of the pedestal are the foam tank fills, vent and pump off connections.
Crane Pedestal Foam Tanks PV Vent
Aft Deck Monitor M 4 Mounting-Located on the aft deck, starboard side Frames 5-7, is the mounting for the M4 (BLUE) fire monitor.
VSP Ventilation Louvers-Located in the deck house on port and starboard sides are the ventilation louvers for supply and exhaust air for the VSP room. The lovers are located forward of the deck house door access at Frame 39, port and Frame 41, starboard. The port side provides air to the supply fan while the starboard side provides natural exhaust of excessive air. Insert Photo of VSP Ventilation Closures
Insert Main Deck Plan View Dwg
Fendering Hull protection is provided by both steel and rubber fendering. The bow and stern areas utilize 12” x 12” hollow square extruded rubber fenders. The aft fendering wraps the stern at the deck edge and extends forward to Frame 10 on the port and starboard sides. The forward fendering wraps the bow at the fo’c’sle level and extends aft to Frame 47 on the port and starboard sides. The amidships fendering is 6” x 12” solid rectangular extruded rubber mounted to the sheer strake at the deck edge from Frame
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11-48 on port and starboard sides. The bow and stern fendering is chamfered at the transitions to the side fendering. All of the rubber fendering is secured to the hull by attachment to 4” x ½” SS flatbar horizontal margin bars above and below the fendering. The fenders are secured to the flatbar utilizing 316L stainless steel, bolts, washers and Nyloc nuts inserted vertically through the flatbar and fendering at evenly spaced intervals. The washers 2 ½” OD heavy duty fabricated from ½” SS plate. Mounted to the hull just above the DWL, there is a 316 SS half round pipe providing hull protection in way of the overboard discharge penetrations from Frame 11-36 on the port and starboard sides. The pipe is 8” Sch. 80 and is outfitted with deflectors in way of the discharges. The deflectors divert the water flow downward to minimize impact of the discharge flow when operating alongside other vessels or mooring areas. Additional portable fendering is stored on-board that can be deployed for added hull protection. There are: Four “Buoy” type 12”/18” Three “Cylinder” type 40”-44” Two “Norwegian” type 24”/30”diameter All are outfitted with 6’ free running tail of 7/16” line beyond the buoy line.
Rubber Fendering
Half round pipe fender
Main Deck-Interior Deckhouse-The deckhouse is an aluminum structure constructed of 5086 H116 aluminum plate and 6061 T-6 shapes that extends from Frame 20 forward to Frame 48. The house consists of the following areas:
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Multipurpose Room-This is located in the forward most area of the house from Frame 30 forward to Frame 48. The port side of the area is the galley, pantry, cabinets, and a mess table with fold down bench seats to allow for the table to be used as an additional treatment table. In the pantry, there is a flush mounted emergency escape hatch from the port VSP room which also constitutes part of the citadel boundary. Port of centerline, aft is the door access to the stairwell up to the boat deck, or moving outboard through an interior door, the stairwell down into the engine room. This vestibule also has access to the main deck through a watertight door. The starboard side of the Multipurpose Room houses a treatment table, a shower and water closet, storage, and SCBA racks. Deck access on the starboard side, Frames 37-39, is through the CRBN air lock. The interior door on the airlock is normally held open. During CRBN activation, it closes. On centerline, forward there is a stairwell down to the EMS area.
Egress Air Lock Access Door On the starboard side of the multipurpose room, Frames 37-39, the interior door leads to the air lock and the exterior door to the main deck. The door is outfitted with EPDM seals superior resistance to chemical attack, two individually operated dogs, a magnetic hold back and pneumatic closer. The two airlock doors have position monitoring sensors that are tied into program logic controlling a red/green light indication system. This system provides for proper egress through the airlock to avoid Citadel contamination
Decontamination Shower/Hazmat Assessment –On the starboard side, aft Frames 20-30, there is a decontamination shower and hazmat assessment room. The shower is accessed from the main deck aft starboard weather tight door. The shower and hazmat assessment room are isolated by a pair of swinging doors with magnetic hold backs for the open position and pneumatic closures and magnetic holdbacks that release the open doors when CBRN protected mode is activated. From the assessment area, there is an access into the multipurpose room and into the equipment room.
Decontamination Shower with Fold down Bench
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Salt Water Shower
CBRN Indicator Lights
Potable Water Shower
Equipment Room-Located on the port side of the aft house, Frames 20-31, is the equipment room. This work space houses hose racks, tool room, storage spaces and the control panel and air tank refill station. The interior door, starboard, forward accesses the hazmat assessment area. The port exterior weather tight door accesses the main deck. On the aft end of the room, there is an 8’ 6” wide stainless steel weather tight roll up door. The door is activated electrically and has a manual back-up.
Air Tank Refill Station-In the port after corner of the equipment room, there is an air tank refill station, Scott Revolve Air, utilized for refilling SCUBA tanks and SCBA’s.
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Deck Locker-Located outboard of the hazmat assessment area on the starboard side, there is a deck locker for storage of gasoline/diesel powered tools. There is a 5’ 6” wide stainless steel weather tight roll up door that provides access to the locker from the exterior of the deckhouse with ventilation to the fill containment area. The door is raised and lowered manually.
Exhaust Trunks-On the outboard sides of the deckhouse, port and starboard, Frames 32-37, there are exhaust trunks running from the main deck to the Bridge Deck. These trunks provide isolation, insulation and support for the diesel engines exhaust system.
Engine Room Air Intake Ventilation-Just aft of the exhaust trunks from the boat deck to the main deck, there is internal ventilation ducting that provides supply air for the engine room from the ventilation fans. The intakes for the supply fans are located on the aft end of the boat deck house, port and starboard side.
Insert Main Deck Interior Plan View Drawing
5. Hold Plan The hull area, below the main deck, is compartmentalized as follows:
Frames Compartment Utilization Frames 0-8 Aft Peak Water Ballast Tank Frames 8-13 Port and Starboard Foam Storage Tanks Frames 8-15 Aft Hold Machinery Space
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Frame 13-15 Aft Hold Port Engine Lube Oil Frame 13-15 Aft Hold Starboard Used Lube Oil Frames 15-17 Double Bottom-Port Oily Water Tank Double Bottom- Frames 15-17 Starboard Fuel Oil Overflow Fuel Tanks Port and Frames 15-17 Starboard Fuel Oil Day Tanks Double Bottom Frames 8-23 Centerline Fuel Oil Storage Frames 15-37 Engine Room Machinery Space Double Bottom Port Frames 25-35 and Starboard Fuel Oil Storage Engine Room Double Frames 27-37 Void Bottom, Center Frames 37-48 VSP Room Machinery Space Frames 48-54 Upper Hull EMS Area Frames 48-56 Void (See Note) Tank Void Frames 54-56 Chain Locker Chain Locker Frames 56-62 Forepeak Water Ballast Tank
Note: Independent non-integrated tanks are located in this area (in void tank) as follows: Black water (Starboard)-500 gal Grey Water (Center)-500 gal Fresh Water (Port)-750 gal
Integrated tank description is as follows: Starting at the bow, from Frame 61-56, the forepeak ballast tank extends from the main deck to the bottom plating and from port sideshell to the starboard sideshell. Frame 56 is a transverse watertight bulkhead that extends from the bottom to the main deck. Moving aft, from Frame 56-48, there is a void tank that extends from the port sideshell to the starboard sideshell transversely. Vertically, the tank extends from the bottom plating up to the deck plating in the EMS area. On centerline from Frame 56-54, the chain locker extends from the main deck down into the Tank Void with the bottom of the chain locker being about 4’ above the bottom plating. The chain locker is approximately 4’ wide x 4’ long. Frame 48 is a transverse watertight bulkhead that extends from the main deck to the bottom plating and from the port sideshell to the starboard side shell. Located in the Tank Void are the Fresh Water, Black Water and Grey Water tanks.
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Moving aft into the engine room, Frames 37-15, there is a centerline engine room void tank from Frame 37-27 which is approximately 4’ wide. Outboard of the void on port and starboard side are the forward double bottom fuel tanks from Frame 35-25. Vertically, these tanks and void extend from the bottom to the tank top below the engine room deck plates. In the after engine from Bulkhead 15, the aft engine room bulkhead, forward to Frame 23 is the Aft Centerline Double Bottom fuel tank. This tank is approximately 16’ feet wide and extends from the bottom to the tank top below the engine room deck plates. Outboard of this tank to port is the Oily Water tank and to starboard is the Fuel Oil Overflow tank. These tanks are from Frame 15 to Frame 17 and are approximately 6’ wide extending vertically from the bottom to the tank top below the engine room deck plates. On the outboard sides, port and starboard, are the Fuel Oil Day Tanks. These tanks are from Frame 15 to Frame 17 and are approximately 6’ wide extending vertically from the bottom to the main deck. In the aft hold, from Frame 8 forward to Frame 13, are the foam tanks. These extend from the sideshell on port and starboard side inboard approximately 10’ and vertically from the bottom to the tank top approximately 10’ up. From Frame 13- Frame 15, on Port and Starboard sides are the Engine Lube Oil (Port) and the Used Lube Oil (Starboard) storage tanks. The Aft Peak is aft of Frame 8 to the stern of the vessel and extends vertically from the bottom to the main deck. Located in the Aft Peak, on port and starboard sides from Frames 6-8, there are hull openings that accommodate the discharge nozzles for the Under-wharf FiFi monitors, M 5 & M 6. The openings are designed with the bottom of the enclosure approximately 1’4” above DWL. The enclosures are boxes installed in the aft peak to provide recesses to prevent impact damage to the monitors. The boxes are segmented into two components with the hull opening being the lower segment. The upper segment, from the main deck to the top plate of the hull opening, houses the monitor’s upper mechanical components with the nozzle mounted through the top plate of the hull opening. This area is accessed through manhole covers located in the bulkhead on port and starboard sides at Frame 8. Note: See Machinery Spaces Arrangements for VSP rooms, engine room and aft hold machinery layouts.
Additionally, there are independent, non-integrated tanks as follows:
Capacity (US Tank Location Gallons @ 98%) VSP Room Port Port VSP Header Tank 25 Aft Starboard VSP Header VSP Room Port 25 Tank Aft
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Fresh Water Fwd.. Void 750 Grey Water Fwd.. Void 500 Black Water Fwd.. Void 500
Insert Hold Profile View Dwg
Insert Hold Plan View Dwg
EMS Crew Rest Area-On the starboard side of the EMS area, there are two fixed bunks, one fold down Pullman bunks, a settee with built in storage that converts to a bunk, a built in shelf and a desk.
EMS Recovery Room- On the forward port side of the EMS area, there is a separate room with two fixed bunks , two fold down Pullman bunks and a built in storage locker.
General Stores Locker-On the aft port side of the EMS area there is open storage with two fixed shelves. The FW tank vent is located in this space.
Insert Hold Plan View (EMS Area) Dwg
6. Underwater Hull
Sea Chests and Sea Bays The vessel is constructed with a total of four sea chests. There are two sea chests providing supply for all of the machinery cooling requirements for the engines, gear boxes, VSP’s and HVAC system. There are two sea chests, one independent and one shared, providing supply for the FiFi fire pumps and the bilge/ballast and on-board firefighting system. The auxiliary sea chests for the machinery cooling are located at Frames 35-37 on the port and starboard sides. The sea chests are cross connected with a 10” SCH 80 pipe that provides flow from the sea chests to the supplies for the various systems. The auxiliary sea chests are each outfitted with a 10” sea valve and a 2” combined vent and compressed air blow down. The shared Fi Fi sea chest is located from Frame 21 -27. The sea chest extends port to starboard with the outboard sections extending from Frames 21-25 and the section on centerline extending from Frames 23-27. It provides supply to all of the Fi Fi pumps except Pump No 4 and to the bilge, ballast and fire system. Pumps No 1 and No 7 connect to the sea chest on the starboard side with an 8” sea chest valve for Pump No 7 and a 14” sea chest valve for Pump No 1. Pumps No 3 & No 6 connect to the sea chest on centerline with a 16” sea chest valve for Pump No 3 forward and a 14” sea chest valve for Pump No 6 aft. Pump No 5 connects to the sea chest between centerline and the port main engine with a 14” sea chest valve. Pump No 2 connects to the sea chest on the
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port side through a 14” sea chest valve. The bilge, ballast and fire pumps connect to the sea chest on the port side at Frames 21-22 with a 2” remote operated sea valve. All of the sea chest valves for the FiFi pumps are remotely operated. The shared sea chest has a 2” combined vent and compressed air blow down on both the port and starboard sides and one on the raised section in way of Pump No 5 sea valve. The third sea chest is located in the aft hold, Frames 12-15, and provides supply to Fi Fi fire Pump No 4 through a 16” remote operated sea chest valve. The sea chest has a 2” combined vent and compressed air blow down.
Bilge/Ballast/GS/Fire Pumps Suction Pump 2 Suction
Pump 4 Suction Pump 5 Suction
Pump 6 Suction Pump 3 Suction
Machinery Cooling
Pump 7 Suction Pump 1 Suction
Sea Chest Plan View
On the exterior, all sea chests openings have intake grating of fiberglass mounted in a hinged steel frame. Grating is McNichol’s with 1 ½” openings. The gratings are secured with stainless steel fasteners. All of the sea chest door areas are outfitted with ¾” round bar grab rails oriented fore and aft to provide assistance for opening and closing of sea chests by divers.
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Pump Suction
Grab Rails
Sea Chest Doors
Anode Cathelco Anode
Pump Suction
Sea Chest Doors
The compressed air blow down line is available on each sea chest in the event that sea chest water flow becomes restricted from debris such as mud, plastic, sea weed, kelp, etc. A line from the on-board compressed air system is attached to the blow down fitting on the effected sea chest. The vent line valve should be closed and the blow down valve opened, blowing compressed air to free the sea chest of foreign material.
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Quarter Turn Valve-Close for Blowdown
Attachment for air line
Sea Chest Vent Valve-Open for Blowdown
Sea Chest Vent and Blow-down Arrangement
Skeg The Skeg is a stationary attachment mounted to the bottom of the hull on the centerline of the vessel providing directional stability and a point of contact for dry docking. It is a framed steel structure constructed with ½” steel side plates and a ¾” bottom plate. The skeg extends from Frame 4 to Frame 11 and is constructed with ½” internal stiffeners at the frames. At the top of the starboard side plate, between Frames 4 -5, there is a 2” vent plug and between Frames 9 and 10, at the bottom of the starboard side plate, there is a 2” drain hole. The skeg is coated with a protective coating (Float-Coat) internally.
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Skeg
VSP Guard (Rock Guard) The VSP Guards are fabricated steel structures that encase the propeller blades to protect them from mechanical damage from grounding, entanglement, etc. The structures are designed to support the weight of the vessel for potential support during dry docking. The bottom plate of the structure is connected to the hull with fabricated tubular struts that are outfitted with drain plugs. All hollow structures are coated with a protective coating internally. There are two transducers mounted within the guard plate.
VSP Guard
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7. Outboard Profile
Insert Outboard Profile Dwg.
References: 1. Robert Allen Dwg # 04-0146-3000-01-04 2. Robert Allen Dwg # 04-0146-3002-01
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D. Primary Machinery/Equipment 1. Voith Propulsion Units Voith Schneider Propellers (Port and Starboard) Type 26GII/165-2 Blade orbit diameter: - 2600 mm Number of blades: - 5 Blade length: - 1650 mm (+ 10mm end plates) Blade material: Stainless steel drop forged Input power max.: 1350 kW (intermittent) Propeller input speed: 1200 - 1800 rpm Rating 1810 bhp @ 1600 rpm intermittent Input Rotation Port –CCW/Stbd.-CW
Voith Turbo Coupling Coupling Size and Type 866 DTL Serial Numbers 7575814-7575817 Filling (mineral oil) 38.305 Gal.
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References 1. Voith Schneider Propeller, VSP Beach 26GII/165, Operation Manual,1822251561000 BA2 ENX 00 Note: Chapter 9 includes additional instructions from the various component suppliers such as the oil filters, oil coolers, thermostats, oil pump, etc.
2. Main Engines Caterpillar Model 3512 C Rated Power 2,012 at 1600 RPM Fuel MDO to ISO 8217 standard Rotation Standard, Counter-clockwise looking forward Starting Dual, Air/Electric Idle Standard 600rpm with 500 rpm low idle setting Emissions Certification US EPA Tier III
Insert CAT Engine Arrangement Dwg
References: 1. CAT-Operations and Maintenance Manual-3512C and 3516C Marine Engines- SEBU8711-02 July 2013 2. CAT-System Operations Testing and Adjusting-3500C Marine Engines-KENR9734- 01 May 2013 3. CAT-Troubleshooting-3512C and 3516C Marine Propulsion Engines- KENR9735- June 2012 4. CAT-3512C and 3516C Marine Engines-Disassembly and Assembly-UENR0114-01 May 2012 5. CAT-3500C-Marine Project Guide EPA Marine Tier 3/IMO Tier II Compliant 6. SYSTEMS DATA [512DM74] JUNE 24, 2013 Reference Number: DM8977; Sales Model: 3512C DI TA SC 7. Rexroth, Marex OS II, Devices and Adjustments, R419300234 / 45.06, 8. Rexroth, Marex OS, Service Manual, Edition 15.08.2000
3. Reduction Gears Lufkin Reduction Gear-Starboard Model MFV2185GS-1 Ratio 1:1 Serial Number 11210668-01 Input RPM 1600
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Service Rating 2012 HP
Lufkin Reduction Gear-Port Model MFIV2185GS-1 Ratio 1:1 Serial Number 11210669-01 Input RPM 1600 Service Rating 2012 HP
References: 1. Installation, Operation & Maintenance Manual, Lufkin Sales Order Number- 11210668, Lufkin Model-MFV2186GS-1, Lufkin Serial Number-11210668-01 2. Installation, Operation & Maintenance Manual, Lufkin Sales Order Number- 11210669, Lufkin Model-MFIV2186GS-1, Lufkin Serial Number-11210669-01
4. Pump Engines Pump Engines 1 & 2 Caterpillar Model 3512 C Rated Power 2,012 at 1600 RPM Fuel MDO to ISO 8217 standard Rotation Standard, Counter-clockwise looking forward Starting Dual, Air/Electric Idle Standard 600rpm with 500 rpm low idle setting Emissions Certification US EPA Tier III
Insert CAT Engine Arrangement Dwg
References: 1. See Main Engines above.
5. Pump Engine 3 Caterpillar Model C 12 Rated Power 650 bhp at 2300 rpm or as required to drive fire pump Fuel MDO to ISO 8217 standard Rotation Standard, Counter- clockwise looking forward Starting Electric Emissions Certification US EPA Tier III
Insert CAT Engine Arrangement Dwg
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References: 1. CAT-Operations and Maintenance Manual-C-12 and C12 Marine Engines- SEBU7599-07 July 2009 2. CAT-System Operations Testing and Adjusting-C12 Marine Engines-SENR9643- 02 October 2007 3. CAT-Troubleshooting-3406E, C12, C15 and C 18 Marine Engines-SENR9646- January 2010 4. CAT-Disassembly and Assembly-C12 Marine Engines-SENR9644-03 September 2008 5. SYSTEMS DATA [512DM74] July 12, 2012 Reference Number: DM7530; Sales Model: C12 DI TA SC 6. MARINE ENGINE PERFORMANCE DATA JULY 12, 2012, Performance Number: DM7530 7. AUXILIARY PUMP PERFORMANCE, FEBRUARY 26, 2013, Component Performance Number: DM6302 8. Rexroth, Marex OS II, Devices and Adjustments, R419300234 / 45.06, 9. Rexroth, Marex OS, Service Manual, Edition 15.08.2000
6. Generator Sets Engine-Caterpillar Model C 7.1 Speed 1800 rpm Continuous Rating approx. 150 eKw Output Voltage 480 Volt/ 3 Phase/ 60 cycles Starting system 24 v DC Emissions Certification US EPA Tier III Generators-Leroy Somer Model: LSA 46.2 M3 6/4 eKw 150
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References: 1. CAT-Operations and Maintenance Manual-C7.1 Marine Generator Set SEBU8734 July 2013 2. CAT-System Operations Testing and Adjusting- C7.1 Marine Generator Engine- UENR3437 July 2013 3. CAT-Troubleshooting-C7.1 Marine Generator Set Engine-UENR3438 July 2013 4. CAT-Parts Manual-C7.1 Marine Generator Set-SEBP6463 August 2013 5. NC Power Systems Technical Submittal Data 6. Leroy Somer Alternators LSA 46.2 - 4 Pole, 180 ... 315 Kva - 50 Hz /228 ... 381 Kva - 60 Hz, Electrical and mechanical data 7. Leroy Somer Alternators LSA 46.2 - 4 Pole, 180 ... 315 Kva - 50 Hz / 228 ... 381 Kva - 60 Hz, Electrical and mechanical data
7. FFS Pumps and equipment a) Fire Pumps Pump Units 1 & 2 (clutch drive off Main engines) Model: FFS SFP250x350 XP-CCW-BR-I Type: Horizontal centrifugal Capacity: 7500 gpm at 180 psi Driver speed: 1600 rpm via flange connection
FFS SFP250x350 XP-CCW-BR-I
Pump Units 3 & 4 (clutch drive off Pump engines 1 & 2) Model: FFS SFP 300x400 XP-CW-BR-I Type: Horizontal centrifugal Capacity: 8000 gpm at 180 psi Driver speed: 1600 rpm via flange connection
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FFS SFP 300x400 XP-CW-BR-I
. Pump Units 5 & 6 (direct drive off Pump engines 1 & 2) Model: FFS SFP250x350 BH_CCW-Br Type: Horizontal centrifugal Capacity: 4000 gpm at 180 psi Driver speed: 1600 rpm via flange connection
FFS SFP250x350 BH_CCW-Br
Pump Unit 7 (direct drive) Model SFP150x200BH‐CCW‐Br Type: Horizontal centrifugal end suction with bell housing
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Capacity: 2000 gpm at 215 psi and 1800 rpm
SFP150x200BH-CCW-Br
References: 1. Fire Fighting Systems, Data Sheets-Fire Pumps with clutch, Project Item No 678, 11/22/13, Rev 0, Project No. A100015A&B(11-300A&B) 2. Fire Fighting Systems, Data Sheets-Fire Pumps, standalone, Project Item No 6, 11/22/13, Rev 0, Project No. A100015A&B(11-300A&B)
b) Monitors Monitor M1 Bow monitor Model: FFS2400 with remotely operated spray deflector. Rotation: +- 330 degrees Elevation: -20 to +80 degrees Materials: Stainless steel ni-al-bronze Monitor inlet pressure: approx. 145psi Capacity water: 12,000 gpm Throw length/height 590 ft./175 ft. Emergency operation: Manual override with hand wheels
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Monitor M1- FFS2400
Monitors M2 & M3 Aft Boat Deck & Monitor M4 Aft Deck Center Model: FFS1200JS with remotely operated Jet-Screen Nozzle Rotation: ± 360 degrees Elevation: -20 to +80 degrees Materials: Stainless steel ni-al-bronze/composites Monitor inlet pressure: approx. 145 psi Capacity water/foam; 4000gpm Throw length/height: 360 ft./118 ft. Emergency operation: Manual override with hand wheels
Monitors M2, M3 & M4- FFS1200JS
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Monitors M5 & M6 Underwharf Model: FFS300UW-JS with remotely operated Jet-Screen nozzle. Rotation: 110 degrees Elevation: 0 to +35 degrees Materials: Stainless steel! Ni-Al-Bronze Monitor inlet pressure: estimated 145 psi Capacity, water: 2.000 gpm Throw length: 268 ft. Hydraulic power packs: FFS series HPU
Monitors M5 & M6- FFS300UW-JS
Monitors M7 & M9 Pilothouse water/foam Model: FFS1200JS with remotely operated Jet-Screen Nozzle Rotation: ± 360 degrees Elevation: -20 to +80 degrees Materials: Stainless steel/ni-al-bronze/composites Monitor inlet pressure: approx. 145 psi Capacity water/foam: 6000 gpm Throw length/height: 436 ft. /131 ft.
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Monitors M7 & M9- FFS1200JS
Monitors M8 & MIO: FWD. Boat Deck water/foam Monitors Model: FFS600JS with remotely operated Jet- Screen Nozzle. Rotation: ± 360 degrees Elevation: -20 to +80 degrees Materials: Stainless steel bronze/composites Monitor inlet pressure: approx.145 psi Capacity water/foam: 1500 gpm Throw length/height water: 260 ft.. /98ft. Emergency operation: Manual override with hand wheels
Monitors M8 & MIO-FFS600JS
References: 1. Fire Fighting Systems, Data Sheets-Monitor, Project Item No 1, 11/15/13, Rev 0, Project No. A100015A&B(11-300A&B)
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c) Proportioners and Pumps Foam liquid proportioner for Red and Green FFS Systems Model: FFS M-BP 100-10” Capacity: 6000 gpm Mix Ratio: .4%
FFS M-BP 100
Foam liquid proportioner for White System aft and forward hydrants and aft hose reel Model: FFS M-BP 60-6” Capacity: 2000 gpm Mix Ratio: .4%
FFS M-BP 60
Foam liquid pumps No 1 and No 2 Type: Movitec VSF010/15 series or equal.
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Capacity: 48 gpm @ 277 psi
Foam liquid pumps No 3 and 4 Type: Movitec VSF002/20 series or equal. Capacity: 30 gpm @231 psi
Movitec VSF Series Pump
References: 1. Fire Fighting Systems, Data Sheets-Foam Proportioner, Project Item No 3, 11/15/13, Rev 0, Project No. A100015A&B(11-300A&B) 2. Fire Fighting Systems, Data Sheets-Foam Pumps, Project Item No 4, 11/15/13, Rev 0, Project No. A100015A&B(11-300A&B)
Note: Some photos copied from FFS Documents
8. Electrical Switchboard
References: 1. Eltec Electric Inc., Job # 3455, Main Switchboard, Project Drawings, 3455-MSB, Rev. I 2. Eltec Electric Inc., Job # 3455, Power Distribution, Project Drawings, 3455-DIST, Rev. M 3. Woodward, easYgen-3000 Series, Genset Control, Operation Manual 37470A 4. Woodward, easYgen-3000 Series, Genset Control, Application Manual 37471A
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9. HVAC/CBRN System a) Condensing Unit (Wheelhouse) Flagship FM36SSAC b) Split Type Air Cooled Fan Coil Unit (Wheelhouse) Flagship FM36CWFC c) Tempered Water Fan Coil Unit (Wheelhouse) Flagship FM36CWFC d) Tempered Water Fan Coil Unit(CIC) Flagship FM16CWFC e) Tempered Water Fan Coil Units Flagship FM9CWFC f) Seawater-Cooled Reverse-Cycle Heat Pump Units Flagship FM96CW g) American Fan, Axial Fan, 90JM/31/4/9-SCE, Engine Room Supply Fans h) American Fan, Centrifugal Fan, AF-15-R15234-7, HVAC Supply Fans i) Inline Fan, FKD10XL, Equipment Room j) American Fan, Axial Fan, 31JM/16/2/5, VSP and Aft Hold k) Fantech Inline Fan, FG6 , Boat Deck Head l) Fantech Inline Fan FG 4XL, Main Deck Head m) Indeeco , Electric Duct Heater, TFZU, HVAC Room, 13 kWatt n) Indeeco, Electric Duct Heater, TFZU, CBRN Filter Room, 6.5 kWatt
References: 1. Bronswerk, 4234 HVAC SYSTEM MANUAL4234-7290-002, Revision 1, March 2015 2. Bronswerk, 4234 HVAC SYSTEM MANUAL, Rev 01, 4234-7290-002, Attachment 8, Manufacturers Information i. American Fan Company, ENG016_1012 AFC Standard Operation and Maintenance Manual ii. American Fan Company, JM Aerofoil Fans, Installation, Operation and Maintenance Instructions iii. FG Series, Inline Centrifugal Fans, Installation and Maintenance Manual, Item # 400017, Rev. Date 10-31-13 iv. FKD Series, Inline Centrifugal Fans, Installation and Maintenance Manual, Item # 401339, Rev. Date 05-01-14 v. Ranco 112000, ETC Commercial Temperature Controls and Ranco 112000, ETC Commercial Temperature Controls, Owner’s Manual, Form No. 7515003-001 Rev. C vi. March Pumps, TE-7R-MD, Sea Water Cooling Pumps vii. March Pumps, TE-8C-MD, Tempered Water Circulating Pumps viii. Actionair Marine Fire Damper, July 2104, Installation, Operating and Maintenance Instructions, LNNN00314 ix. Technical data sheet for Belimo, SFA-S2 electric actuator for relief air louvers x. Shut-off Damper, Greenheck, Document Number 461338, Installation, Operation and Maintenance Instructions
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xi. Indeeco, Electric Duct Heaters, Installation, Operating and Maintenance Instructions 3. Technical data Sheet for, Energy Shield ES, action air, relief Air Louvers 4. Bronswerk Marine Inc., Ducting Single Line Diagram, Drawing No. 4234-001- 001, Rev. B, 9/17/13 5. Bronswerk Onboard Climate Engineering, Relief Air Louvre, Drawing No. 4234- 355-003, Rev. B, 6/5/14 6. Flagship, Chiller System Installation Instructions and Operators Manual, Rev A, 23NOV09 7. Flagship, Chilled Water System-4 Chiller Configuration, REV-, 29MAY14 8. Flagship, Wiring Diagram, high and low voltage, Description: 30032-001, FM18CW-FM120CW, 1-Phase Chiller 07May 12 Rev B 9. Flagship, Wiring Diagram, high and low voltage, Description: 30016-001, Unit Type:9,000-36,000 120V/230V and Single Phase Fan Coil Unit with Optional Heat 10. Flagship, Wiring Diagram, high and low voltage, Description: 30038, Unit Type:FM16CDU 120V/240V Consumer, Rev C, 16 June 14 11. Eltec Electric Inc., Job # 3455, Alarm and CBRN System, Project Drawings, 3455- ALARM, Rev. H
10. Deck Crane a) The crane is a Rapp Hydra Pro, HP50-15T2 Marine Crane, S/N 14520 with the following characteristics: SWL (safe working load) @ maximum radius: 3,000 lbs. @ All Radii Maximum Radius: 50 Feet to End of Basket Minimum Radius: 15 Feet to End of Basket Main Boom Angle: 0-75° Design Pressure: 2600 psi Design Flow: 26 GPM
Note: Refer to manufacturer’s manual for all crane ratings.
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References: 1. Rapp Hydra Pro, HP50-15T2 Marine Crane, S/N 14520-Installation, Operation and Maintenance Manual; Note: The manual also includes the manufactures manuals of components such as winch, Cranesmart, etc. 2. Rapp Hydra Pro, Wiring Diagram, HP50-15T2; Foss Fireboat, Dwg # E013348, Rev 0
11. Deck Machinery a) Vertical Windlass (Anchor) The winch is a Coastal Marine Equipment, Inc., Model 1V07533-124-00 with the following characteristics: ► Line Pull-9,000 lbs. ► ABS Continuous Duty Line Pull- 3,700 lbs. ► Chain Speed-30 feet per minute ► Brake Holding-30,600 lbs. (Maximum) ► Chain-3/4” Gr. 2, Stud Link ► Hydraulic requirements- 2,600 PSI @ 22 GPM
b) Aft Capstan The Capstan is a Coastal Marine Equipment, Inc., Model C4-0-43-21 with the following characteristics: ► 5000 lbs. of line pull at 60 feet per minute ► Hydraulic requirements- 2,000 PSI @ 16 GPM
c) Tow Line Reel The tow line reel is a Pacific Marine and Industrial, AC 32-33-34-10.5 RT that free wheels manually to pay out with air motor driven retrieval control through a manual clutch arrangement with a drag brake.
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References: 1. Coastal Marine Equipment, Inc., C4-0-43-21 Capstan, Operations and Maintenance Manual, Job 15050-1 2. Coastal Marine Equipment, Inc., 20 HPU Hydraulic Power Unit, Operations and Maintenance Manual, Job 15050-2 3. Coastal Marine Equipment, Inc., 1V07533-124-30 Vertical Windlass, Operations and Maintenance Manual, Job 15050-3 4. Coastal Marine Equipment, Inc., 1R-CS075 Roller Chain Stopper, Operations and Maintenance Manual, Job 15050-4 5. Coastal Marine Equipment, Inc., 30 HPU Hydraulic Power Unit, Operations and Maintenance Manual, Job 15050-5 6. Coastal Marine Equipment, Inc., Dwg. No 550519, 7/30/13 General Arrangement, 1V07533-124-00-Anchor Windlass 7. Coastal Marine Equipment, Inc., Dwg. No 550520, 7/31/13 General Arrangement, 1R-CS_075-Chain Stopper 8. Coastal Marine Equipment, Inc., Dwg. No 550526, 7/30/13 General Arrangement, C4-0-43-21-Capstan 9. Coastal Marine Equipment, Inc., Dwg. No 550536, 12/6/13 General Arrangement, 30 HP Hydraulic Power Unit, 100169 10. Coastal Marine Equipment, Inc., Dwg. No 600362, Rev. 3, 3/7/06 Hydraulic Piping 11. Coastal Marine Equipment, Inc., Dwg. No 601116, 3, 9/13/12 Hydraulic Piping Assembly 12. Pacific Marine and Industrial, Drawing No. RxxxC-0264, Rev A, 7/23/13
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12. Work Boat
References: a) Yamaha, Owner’s Manual, LIT-18626-09-92, 63P-28199-3E b) Bay Star, Hydraulic Steering for Outboard Powered Vessels, Installation Instructions and Owner’s Manual c) Raymarine, Ray 218 & Ray 55, Marine VHF Radio-Owner’s Handbook d) Raymarine, e7/e7D, Multifunction Display
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II. Operations-Vessel, Wheelhouse, CIC and Deck Machinery A. Vessel Operation Modes-HH 202- Operational Guidance Recommendations 1. Open Water (Coastal) transit- The Master of the vessel shall ensure the following tests and inspections of vessel and systems, quantities of all consumables and storage capacities of all holding tanks occur before the vessel embarks on a voyage in open waters:
System Checks Main engines and controls Voith propulsion system controls and steering Generators and Electrical distribution systems Emergency and Machinery Alarm Systems Navigational equipment Communications Lighting; navigational, emergency and searchlights
Vessel Checks Hull condition; no suspect areas of deterioration or damage that may indicate a hull breech Stability booklet is on-board All required safety equipment is checked and secured, i.e. life rafts, life jackets, flares, on-ship fire-fighting equipment All spaces are cleared of any debris and all decks are clean and dry Ensure flags are on-board and in good condition
Note The items above are maintained in a continuous state of readiness and are documented in the LBFD systems. The items below should be verified before departure.
Vessel Checks Watertight integrity-all watertight and weather tight hatches, doors, windows, closures and vents are in satisfactory condition Departing drafts All loose equipment through-out the vessel including the engine room is properly stowed and/or secured Ensure that machinery space bilges are dry All Navigation charts and publications required for the intended voyage are up to date
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Consumables Fuel on-board – adequate for intended consumption plus 25% Fresh water Lubricants Fire-fighting foam tank levels Adequate commissary supplies for the intended voyage Adequate cleaning supplies for the intended voyage
Storage Levels Grey water tank level Black water tank level Oily Water Tank Level
2. Inner Harbor Transit-
3. Crane (Basket) Deployment
4. Crane (Winch Operations) Deployment
5. Launch and Retrieval of Work Boat-
(Procedure for reference) Task The safe launch and recovery of the workboat while maintaining safety for both the crew and the involved vessels. Minimum Crew Required (5) 1. Person in charge (PIC) 2. Crane Operator 3. Line Tender 4. Line Tender 5. Line Tender RESPONSIBILITIES PIC Develops overall launch/recovery plan Directs the launch/recovery crew Maintains situational awareness Has minimal if any hands-on activity Crane Operator Maintains control of all crane related controls Operates the deck crane as directed by the PIC Maintains the operators position while the crane is un-bedded
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Line Tenders Follow directions from the PIC Assist and support operations of the crane operator Take positions on boat deck and main deck as required
PROCEDURES Set – Up (Recovery) It has shown to be more efficient to use the “Fly Section” (2nd pad-eye from tip) vs. the winch/wire which has shown to require additional coordinated procedures such as spool out/in during extension/retraction etc. New safety concerns will also appear when using the winch/wire/crane combination. Workboat oriented forward and standing ready by aft port bulwark door (Open) Lifting harness ready attached to workboat Crane operator in position (Local on pedestal for best sightlines) PIC ready Line tenders ready on main deck (2) Line tender ready on boat deck (1)
Recovery Plan 1. Attach workboat harness to pad-eye of fly section (main deck line tenders) (2) 2. Lift. and rotate clear of M2 or M3 while line tenders (2) control spin 3. Transfer control lines and one line tender to boat deck 4. Place workboat safely in the cradle 5. Secure the workboat @ bow pad-eye and mid-body 6. Remove the lifting harness (stored attached to and inside the workboat) 7. Secure crane
Launch Plan 1. Elevate the crane and rotate the fly section over the workboat 2. Attach the lifting harness to the fly section pad-eye and remove tie-downs 3. Deploy control lines 4. Elevate/extend while controlling spin 5. Clear M2 or M3 while avoiding the wheelhouse and rotate outboard 6. Transfer control lines and tenders to main deck – open bulwark door or deploy rescue platform 7. Lower/retract and place the workboat fender to fender 8. Maintain a slight “lean-in” with rotation 9. Secure control lines until final launch
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10. Rotate outboard, lower to water, remove hook, secure crane 11. Harness and control lines remain in/with workboat
Caution All procedures will require close attention during initial operations.
6. Fire-Fighting Operations
B. Stability Data-awaiting info from Nav. Arch 1. Stability Parameters 2. Various Loading Conditions 3. Tank Capacity Plan
Capacity (US Tank Service Location Gallons @ 98%) Aft Double Bottom Fuel Frames 15-23 4820 Center Forward Double Bottom Fuel Frames 25-37 4470 Port Forward Double Bottom Fuel Frames 25-37 4470 Starboard Day Tank Port Fuel Frames 15-17 1070 Day Tank Starboard Fuel Frames 15-17 1070 Total Fuel Oil 15900 Fresh Water Port Potable Frames 49-51 750 Water Total Fresh Water 750 Foam, Port Foam Frames 8-12 2100 Foam, Starboard Foam Frames 8-12 2100 Total Foam 4200 Aft Peak, Center Ballast Frames 0-8 16000 Forepeak, Center Ballast Frames 56-61 8490 Total Ballast 24490 Engine Lube Oil, Port Lube Oil Frames 13- 400 14.5 Used Oil, Port Lube Oil Frames 13- 400 14.5 Oily Water, Port Oily Frames 15-17 240 Water Fuel Oil Overflow, Fuel Oil Frames 15-17 240 Starboard
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Port VSP Oil Header Lube Oil Frames 37.5- 25 Tank, Port 38 Stbd. VSP Oil Header Lube Oil Frames 37.5- 25 Tank , Port 38 Black Water, Starboard Sanitary Frames 49-51 500 Grey Water, Starboard Sanitary Frames 49-51 500 Note: Independent non-integrated tanks are located in forward tank void as follows: Black water-500 gal Grey Water-500 gal Fresh Water-750 gal
4. Sounding Tables-
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Grey and Black Water Tanks 500 Gallon Tank Height (in) Volume (gal) Height (in) Volume (gal) Height (in) Volume (gal) Height (in) Volume (gal) 1 8.7 13.0 119.2 25 266.6 37 412.5 2 17.4 14.0 130.9 26 278.4 38 425 3 26.1 15.0 142.7 27 290.2 39 437.5 4 34.8 16.0 154.5 28 300.0 40 450 5 43.5 17.0 167.8 29 312.5 41 456.25 6 52.2 18.0 181.1 30 325.0 42 462.5 7 60.9 19.0 194.5 31 337.5 43 468.75 8 69.6 20.0 207.8 32 350.0 44 475 9 78.3 21.0 219.6 33 362.5 45 481.25 10 87.0 22.0 231.3 34 375.0 46 487.5 11 95.7 23.0 243.1 35 387.5 47 493.75 12 107.4 24.0 254.9 36 400.0 48 500
5. Cargo Deck Loads
C. Deck Operations 1. Safe Towing Operations The major deck components for performing towing operations are: One each Towline Reel, located on fore deck starboard side, Frames 50-52 with a capacity for 600' of towline, manual deploy with pneumatic powered rewind, 40 feet/minute at mid-drum. Line pull = 700 lbs. at mid-drum. Note: Reel is to be utilized for deployment and retrieval of the tow line ONLY. It should never be utilized for towing. Two each heavy duty towing closed chocks, in the bulwarks on centerline fore and aft. Construction is stainless steel chock with app. 10" x 15" opening Two each (2) tow posts, single post, 14" Schedule 80 pipe, on the forward deck to port and starboard of centerline, Frame 59, with a safe working load 20 tons One each(1) tow post, single post 18" Schedule 80 pipe, on the aft deck on centerline, Frame 4 , with a safe working load 40 tons, One each towline-600' of 1 1/8” polyester AmsteelBlue, for general rescue towing, stored on the tow reel on the foredeck. Min Strength 133,000 lbs. /Avg. strength 148000 lbs. Note: The smaller tow line is to be utilized for small displacement vessels such as small recreational vessels, small fishing boats, work floats, etc. One each towline-300' "Spectra type 5" circ., with 12' spliced eye at each end, stored loose in hold. Minimum Tensile strength 167,400 lbs.
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Note: The larger tow line is to be utilized for larger displacement vessels such as large yachts, tug, barges, ships, etc.
Tow Line Deployment and Hook-up Once the decision has been made to evaluate taking a vessel under tow, the following decisions and actions should take place:
On the Vessel to be towed Is the vessel stabilized enough to be placed under tow? Are there any areas for potential flooding during towing? Where will the tow line attachment point be and is it sufficient for tow? Are there any chafing points to be considered? Will there need to be a speed restriction during tow? Is there navigational lighting aboard or do lights need to be deployed? Will the vessel under tow be manned or unmanned during tow?
On the Towing Vessel Which tow line is to be deployed? Which towing location will be utilized, bow or stern? What direction of approach to the vessel to be towed will be utilized for hooking up the tow line? Are there any hazards in the working area for the vessels that need to be communicated? Make sure the main deck is clear of obstructions in way of the working area for tow line deployment. Make sure all hatches, man ways, watertight doors, and closures are secured for operations. If necessary, flake out the tow line on the main deck in the area of the tow post to be utilized. (If the main tow line is utilized and it can be deployed directly from the storage drum, make sure caution is taken to ensure that the eye on the bitter end of the tow line is secured to the tow post before the line is fully deployed over board.) Make sure heaving lines are readily available
Once all preparations are made, perform the following: Pass the working end of the tow line through the closed chock in the bulwarks and make sure a heaving line is attached to the eye on the working end. If possible, attach the eye on the bitter end of the tow line to the tow post to be utilized. Approach the vessel to be towed, as prevailing conditions dictate, with the vessel orientation as close to departing course as possible.
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Once in position, pass the heaving line to the vessel to be towed and start manually paying out tow line making sure that there is some hand tension preventing excessive line from getting into propellers. Once the tow line is secured to the towing arrangement on the vessel to be towed, slowly maneuver away monitoring the deployment of the balance of the tow line. With the tow line fully deployed and under light tension, slowly start maneuvering to tow course and increase speed as deemed acceptable Monitor the reaction of the towed vessel making sure it is tracking behind the towing vessel and that the vessel is staying somewhat on an even keel.
CAUTION Towing operations should utilize the stern towing arrangement primarily. Towing from the bow should be restricted to straight line towing only, +/- 15 degrees from center.
2. Anchoring and Mooring Operations The major deck components for anchoring and mooring operations are: One each 595 lb. high holding anchor housed in the starboard anchor pocket One each vertical axis type anchor windlass/capstan located on the foredeck just starboard of centerline, Frames 53-54. The anchor windlass is driven by an independent electro/hydraulic HPU located in the starboard VSP room at the aft bulkhead, Frame 37 on the outboard side. The winch is a Coastal Marine Equipment, Inc., Model 1V07533-124-00 with the following characteristics: ► Line Pull-9,000 lbs. ► ABS Continuous Duty Line Pull- 3,700 lbs. ► Chain Speed-30FPM ► Brake Holding-30,600 lbs. (Maximum) ► Chaine-3/4” Gr. 2, Stud Link ► Hydraulic requirements- 2,600 PSI @ 22 GPM 451' of ¾” Grade 2 stud link chain in chain locker One each chain stopper / roller with positive chain locking arrangement, steel turnbuckle tensioner, and roller on deck at the top of the hawse pipe. The Chain Stopper is a Coastal Marine Equipment, Inc., Model 1R-CS075 Four each sets of mooring “H” bitts located on the bow and stern, forward and aft quarters in the bulwarks. Bitts are rated at 10 ton SWL.
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One each vertical axis type capstan located on the aft deck, port of centerline, Frames 10-12. The aft capstan is powered by an independent electro/hydraulic HPU located in the aft hold at the aft bulkhead, port of centerline. The Capstan is a Coastal Marine Equipment, Inc., Model C4-0-43-21 with the following characteristics: ► 5000 lbs of line pull at 60 feet per minute ► Hydraulic requirements- 2,000 PSI @ 16 GPM Ten each three strand nylon mooring lines with 17,100 lbs minimum breaking strength; Four @ 100’ length, Four @ 50’ length, and Two @ 25’ length
Clutch engage/disengage
Brake hand wheel
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Anchor Windlass Control Valve Chain Stopper/Roller Assembly
Anchor Windlass Operations Anchoring is accomplished utilizing the anchor windlass, anchor chain and anchor. The HPU On/Off controller is located in the wheelhouse on the forward console. Operational hydraulic control of the windlass is accomplished at the local deck station.
For anchoring operations, accomplish the following: Turn on the HPU for the Windlass/Capstan at the ON/OFF control located on the forward wheelhouse console Confirm with Pilot intentions to prepare for anchoring. Pilot will advise crew the amount of anchor chain to be let out. Crew on foredeck will prepare the anchor as follows: At the anchor windlass, make sure the windlass brake is fully engaged At the hawse pipe on the bow, remove the hawse cover plate and turnbuckle tensioner Jog to align clutch jaws Turn hand wheel to engage jaw clutch Release hand brake Jog windlass in haul-back mode to relieve load on chain stopper Disengage chain stopper Set hand brake Jog drive to take load off clutch so clutch can be disengaged Turn hand wheel to disengage clutch Standby for order from pilot to release the brake Communicate with the Pilot and once order has been given, to deploy the anchor, slowly release the brake slowly until chain begins to pay out. Control the speed of the pay out by feathering the brake. DO NOT LET ANCHOR PAY OUT AT
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AN UNCONTROLLED SPEED. This will prevent excess chain from piling up on the sea bed. Pay out chain until the desired amount of chain is deployed.
Note: The anchor chain is color coded for length of chain deployed as follows: 50' - Red 100' - White 150' - Blue 200' - Orange 250' – Green 300' – Yellow
After setting the anchor, engage chain stopper and allow the wildcat to rotate in payout direction until the chain stopper engages chain link Tighten the windlass brake and monitor until the vessel is stabilized Leave clutch disengaged Pilot will confirm that the anchor is holding and will secure power to the Anchor Windlass HPU
For anchor retrieval, the following should be accomplished: Confirm with the Pilot intention to heave anchor Turn on the HPU for the Windlass/Capstan at the ON/OFF control located on the forward wheelhouse console At the anchor windlass, make sure the windlass brake is fully engaged Crew on foredeck will prepare to heave anchor as follows: Charge a fire hydrant hand line from the White system to use as a chain wash down to minimize mud in the chain locker Jog windlass to engage the anchor windlass jaw clutch to wildcat Turn hand wheel to engage jaw clutch Release the hand brake Jog wildcat in haul-back direction until chain stopper can be moved to the out position Communicate with the wheel house watch and once order has been given, move vessel under its own power over the anchor while taking up chain with windlass Once vessel is above anchor, take up slack in chain Engage chain stopper and allow wave action to dislodge anchor
CAUTION DO NOT ALLOW JAW CLUTCH TO TRANSMIT WAVE SURGE TO THE WINDLASS DRIVE TRAIN
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Haul in anchor in the normal manner and monitor the color codes on the chain lengths as it pays into the chain locker and slow down retrieval in the last 50’ Once the anchor is up and “home” in the stowed position, tighten the windlass brake. Disengage the windlass clutch to wildcat Install the hawse cover plate and turnbuckle tensioner Turn off Windlass/Capstan HPU from the ON/OFF control located in the forward wheelhouse console. Secure the White system and hand line
CAPSTAN OPERATION Turn on the HPU for the Capstan at the ON/OFF control located on the AFT wheelhouse console Direction and speed of the cathead is controlled at the local hydraulic control valve To handle a line: Wrap load end closest to the cathead base. Wrap three to five wraps on cathead. To pull load apply tension to the operator end of the rope. To stop pulling, let slack on the operator end so head will turn within rope coils.
When operations are complete, turn OFF Capstan HPU at the AFT wheelhouse console
WARNING LINE UNDER TENSION CAN RECOIL. AVOID POSSIBLE ENTANGLEMENT IN LINE. DO NOT LIFT. LOADS WITH CATHEAD.
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AFT CAPSTAN CONTROL VALVE
Tow Line Reel Operation: Ensure air is available at the winch To remove line from the reel, disengage the motor for the reel to free wheel, pull line off of reel. To disengage, pull clutch handle out away from the winch. To reel line onto the reel, engage the motor by pushing the clutch in towards the winch. Control the winch by the foot control, applying air to the motor to spool line on the reel as desired
Foot air control
Clutch handle-Push in to engage
and Pull out to disengage motor
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For Mooring Operations, the following are guidelines: Determine the number and location of mooring lines to be deployed. Normally a minimum of two breast lines and one spring line would be utilized depending on conditions and what the dock or vessel arrangement being moored to dictates. Deck fixtures on the vessel that can be utilized for mooring are the port and starboard “H” bitts at the forward and aft quarters of the vessel, the bow tow posts with a line through the bulwark chock, and the stern tow post with a line through the bulwark chock Make sure heaving lines are available as required for passing lines Do not allow excessive amount of line overboard without hand tension to ensure lines do not foul in propellers Bow and stern capstans are available for tensioning, if required, and for retrieval Make sure changes in tide are accounted for in mooring line lengths
Mooring points
3. Rescue Platform Operations Vessel movement should be restricted during platform deployment. Communication between the wheelhouse and deck operations must be established prior to platform deployment. Caution should be taken in operating the platform. The following must be considered for all operations: Never operate the platform without permission for the wheelhouse.
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Ensure sea conditions are acceptable and seas will not overwhelm personnel, equipment of the platform structure Ensure that personnel and equipment are clear of pinch points before operating Do not overload the platform. Safe Working Load is 1000 lbs.
To operate the platform: Contact the wheelhouse and acquire permission to deploy the platform Ensure that power is available to the HPU Have the wheelhouse turn on the HPU at the ON/OFF control on the AFT wheelhouse console At the local hydraulic control station, rotate the platform outboard to its horizontal position With the hydraulic controls, lower the platform slowly to the desired level observing to make sure personnel and equipment maintain clearance from pinch points When ready for retrieval: With the hydraulic controls, raise the platform slowly to the desired level observing to make sure personnel and equipment maintain clearance from pinch points Once at deck level, clear the platform of personnel and equipment With the hydraulic controls, rotate the platform inboard to the locked position Contact the wheelhouse that operations are complete and to turn off the HPU at the ON/OFF Control on the AFT wheelhouse console
Rescue Platform Deployed
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Rescue Platform Stowed
Raises and Lowers Platform
Rotates Lower Platform In and Out Deploys Outboard and Stows Platform Inboard
Platform Control Valves
4. Deck Crane Operations The crane is a Rapp Hydra Pro, HP50-15T2 Marine Crane, S/N 14520 hydraulic pedestal crane with the following characteristics: SWL (safe working load) @ maximum radius: 3,000 lbs. @ All Radii Maximum Radius: 50 Feet to End of Basket Minimum Radius: 15 Feet to End of Basket Main Boom Angle: 0-75°
The crane is outfitted with a personnel basket that has a 660 lb. capacity. The basket operation has automatic leveling to maintain the basket with-in + 7 degrees of level through the full range of boom movement. The basket is outfitted equipped with:
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Four floodlights One Camera One tethered Hetronic’s control panel Safety harness tie offs 4- gang 110/120 V 30 A power availability The monitoring and alarm functions for the crane are performed by the Cranesmart system. Primarily, crane load is monitored by the Cranesmart system with input provided by the load cell. Additionally, the crane is outfitted with a Hetronic BMS System for the remote control of the crane. There are two remote units provided; one located in the crane basket and one handheld unit. The HPU (located in the AFT Hold) for the crane has the following characteristics: Horsepower 40 Design pressure 2600 PSI Reservoir capacity 110 Gal. Duty Intermittent Max continuous duty 3 hours
Warning
Do not operate when oil temperature exceeds 140° F.
To operate the crane: Ensure that the electrical breaker on the main switchboard is energized Establish communication between the crane operator and the vessel pilot Operator ensures that all controls are in a neutral position Pilot starts the HPU by depressing the start button located on the aft wheelhouse console. Note: if there is any sudden crane movement Pilot should be ready to stop the HPU. Once hydraulic pressure is stabilized, the crane is ready for operation. The crane can now be controlled via the hydraulic control station on the platform or via one of the two Hetronic remote control panels. If the Hetronic system is to be utilized see below. Once operations are complete, the crane boom should be lowered slowly to the cradle until the boom is home. Pilot stops the HPU
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CAUTION When utilizing the Hetronic’s remote operating units, the main hydraulic controls on the platform are still active.
Hetronic Start-Up Procedure
This procedure must be carefully followed before beginning any operation. 1. Be sure that all safety measures required by the equipment manufacturer have been followed. (i.e. crane level, stabilizers down, etc.) 2. Be sure the transmitter battery is fully charged. 3. Push the transmitter E-stop pushbutton. 4. Be sure that all controls, joysticks or paddle levers are in the OFF (neutral position. NOTE: If any control, joysticks or paddle levers is NOT in the OFF (neutral) position, when the Start/Horn button is pushed, the transmitter will not turn on. 5. Switch the transmitter “ON”. A short buzzer signal will sound. 6. Wait for the second buzzer signal ( approximately 3 seconds) 7. The green LED on the transmitter control panel will flash. This indicates that the transmitter is working and is ready to use. 8. Disengage the E-stop pushbutton 9. Push the green pushbutton “Start/Horn” on the transmitter. 10. Check that the machine functions correspond with the transmitter functions. IMPORTANT: The machine functions will operate during this check. Be certain there are no obstacles near the machine. 11. Push the “EMERGENCY STOP” pushbutton on the transmitter. Be sure that no functions can be activated with the “EMERGENCY STOP” pushbutton depressed. IMPORTANT: If any function of the radio remote control activates with the “EMERGENCY STOP” engaged, the radio remote control must not be used until it is repaired. 12. Pull out the “EMERGENCY STOP” pushbutton. 13. Push the green pushbutton “Start/Horn” on the transmitter. 14. Both the radio remote and the machine are now ready for operation.
IMPORTANT: To avoid accidental start-up, always engage the E-stop pushbutton and switch the transmitter “OFF” when not in use. When
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the transmitter is not attached to the operator, the key switch should be removed and stored in a secure place.
WARNING TO AVOID SERIOUS INJURY OR DEATH Switch the machine “OFF” if there is a fault or any problems with the safety check. Contact Hetronic or your dealer immediately to repair the system. NEVER operate the machine when the “EMERGENCY STOP” function does not operate properly. Improper operation, maintenance or adjustment may cause serious injury or damage to equipment and may void the warranty.
SPEED CONTROL This radio remote control system is equipped with a dual range speed control. The switch allows selection between high range (rabbit) and low range (snail). The low range is <70% of full speed.
EMERGENCY STOP For all emergency situations, push the E-stop pushbutton in. To restart the system, disengage the E-stop pushbutton and press the Start/Horn pushbutton. Be sure any dangerous conditions are corrected and follow the Start-up Procedure above.
SAFE MODE When the transmitter battery voltage drops below approximately 3.4 volts, the system automatically goes into Safe Mode. A buzzer will sound to indicate a low battery. At the end of 30 seconds, the transmitter sends the E- stop a signal and all crane/machine motion commands are stopped. To restart the system, a fully charged battery must be inserted into the transmitter. Proceed with startup instructions. Always place the discharged battery into the charger.
Caution There is a potential for clashing between the Crane and the Aft Main Deck Monitor at lower boom angles or higher monitor elevations during swinging operations.
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D. Wheelhouse Operations 1. Communication Operations- Internal Communications Sound Powered System There is an Amplified Batteryless Telephone System with stations at: Wheelhouse-Vingtor/1020500931 Engine room-Vingtor/1020600943 VSP Room- Vingtor/1020600943 Aft Hold- Vingtor/1020600943
Machinery Spaces Phone Wheelhouse Phone
AFT HOLD
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Operation To make a call to another station: 1. Set the rotary switch (Line Selector) to the extension number of the station you wish to call 2. Turn the crank clockwise until a loud beeping tone is heard for the station.— About 5 to 6 turns will be required 3. Lift the handset, press the button on the handset and keep it pressed during the entire conversation.
You may converse with full power and without distortion for guaranteed period for 20 minutes.
After 20 minutes, the conversation period can be extended by turning the crank again.
Intercom System There is an integrated intercom phone/talkback/PA system installed with master control stations (Vingtor/1008031000) at the forward and aft wheel house consoles. Standard call stations (Vingtor/1007072090) are located at: CIC Multipurpose room EMS room Main deck entry Equipment room
Wheelhouse Console Stations Main Deck Entry
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Waterproof, noise cancelling talkback stations (Vingtor/1020600305) with headsets and call lamps are located at: Exterior main deck port forward Exterior main deck stbd. aft Equipment Room Engine room VSP room Aft Hold
Equipment Room
Additionally, there are six hands free wireless headsets provided. The system has a server (Vingtor/2211010100), repeater, headsets (Vingtor/211200112) and six headset chargers.
Wireless Handsets
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The system is programmable, extendable, and can receive input from off‐ship communication sources such as: land‐line telephone, cellular phone, satellite phone, fire station PA, fire station dispatch, vessel security, vessel alarm and monitoring. The control panel for the system is located in the multi‐purpose room under the ladder on the starboard side just forward of the hazmat assessment area.
External Communications Radio-Telephones are provided as follows: Device Make/Model Location Marine VHF #1 Standard Horizon/GX Fwd. Pilot Station with remote to 5500S Aft Pilot Station Marine VHF #2 Standard Horizon/GX Aft Pilot Station with remote to 5500S Fwd. Pilot Station MDT Panasonic Tuff Book Chart Table LA County Fire Motorola/APX-6500 Chart table with remote to CIC LA City Fire Motorola/APX-6500 Chart Table with remote in CIC LB Police Motorola/APX-6500 Chart Table with remote in CIC UHF MDT Motorola/APX-6500 Chart Table Marine VHF #3 Standard Horizon/GX Chart Table with remote in CIC 5500S LB Fire # 1 Motorola/APX-6500 Chart Table LB Fire # 2 Motorola/APX-6500 Chart Table LB Fire # 3 Motorola/APX-6500 CIC LB Fire # 4 Motorola/APX-6500 CIC KVH Satellite KVH CIC-Phone Communications 4 –Portable VHF Chargers Chart Table for VHF Radios 6 –Portable VHF Chargers EMS for VHF Radios 6 –Portable VHF Chargers CIC for VHF Radios
Standard Horizon GX 5500S
As shown above, there are three marine VHF radios available. The controls for the radio are as follows:
Controls volume. Secondary Use: controls listen back Volume Control (VOL) volume in PA and Fog mode Squelch Control (SQL) Controls random noise
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Recalls previously selected NOAA weather channel. Secondary use: Pressing WX while pressing and holding Keypad-WX key 16/9, switches between USA, International and Canadian bands. Keypad-PWR key Turns the transceiver on and off Pressing 16/9 recalls channel 16. Holding 16/9 recalls channel 9. Pressing 16/9 again reverts back to previous Keypad-16/9 key working channel. Secondary use: Pressing WX while pressing and holding 16/9, switches between USA, International and Canadian bands. Toggles between high (25 W) and Low (1 W) power on Keypad-H/L key channels 13 and 67 Rotary knob for channel selection and menu navigation. Secondary use: Press F key, while holding 3(Scan) key Channel selector knob rotating the knob will confirm memory channels for scanning. Also, adjust the PA output in PA/FOG Mode. In Radio mode used in channel number selection Press Keyapd-1 (DIM) key F and DIM to access the dimmer menu In Radio mode used in channel number selection Press Keyapd-2 (MEM) key F and MEM to memorize selected channel in the scanning memory In Radio mode used in channel number selection Press Keyapd-3 (SCAN) key F and SCAN to start and stop scanning of programmed channels In Radio mode used in channel number selection Press Keyapd-4 (DW) key F and DW to scan for communications between a priority channel and a secondary selected channel In Radio mode used in channel number selection Press Keyapd-5 (IC) key F and IC to operate intercom function In Radio mode used in channel number selection Press Keyapd-6 (NAV) key F and NAV to operate view GPS data on the display In Radio mode used in channel number selection Press Keyapd-7 (SCRM) key F and SCRM to operate voice scrambler function, if installed. In Radio mode used in channel number selection Keyapd-8 (PA) key Secondary use. Press F and PA to operate PA function. In Radio mode used in channel number selection Keyapd-9 (FOG) key Secondary use. Press F and FOG to operate fog horn function. Keyapd-0 key In Radio mode used in channel number selection. CLR key Press to cancel Menu selection and/or keypad entry
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ENT key Press to determine Menu selection and/or keypad entry Accesses DSC Operation menu. Secondary use: Press CALL(MENU) key and hold CALL (MENU) key to access the Radio Setup or DSC Setup menus. F key Activates “Alternative” key function DISTRESS key Used to send a DSC Distress Call Microphone Key the transmitter when in radio mode. In intercom PTT Push to Talk Switch mode, it activates microphone for voice communications. Function the same as the channel selector knob on the UP(⬆)/Down (⬇) keys transceiver. Pressing 16/9 recalls channel 16. Holding 16/9 recalls 16/9 key channel 9. Pressing 16/9 again reverts back to previous working channel.
Note: VHF 5-Marine VHF #3 is set up as a loudhailer with two 30 watt speakers located on the top of the wheelhouse. Additionally, the auto fog signal and siren may be broadcast through the speakers.
See Standard Horizon, Quantum GX5500S, 25 Watt VHF/FM, Marine Transceiver, Owner’s Manual for a complete description and instruction for operation.
Motorola APX 6500
Radio On/Off- Press the Power On/Off button to toggle the power on or off.
Adjusting Volume- Turn the Volume Knob clockwise to increase volume or counterclockwise to decrease the volume.
Selecting a Zone: 1 > or < to ZONE 2 > or < button until the desired zone is displayed 3 Press H or the PTT button to confirm the selected zone number. 4 Press the PTT button to begin transmitting on the displayed zone channel.
Selecting a Channel: 1. Press and hold > to scroll to CHAN and press the Menu Select button directly below CHAN. The display shows the current zone and channel.
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2. Rotate the Mode knob to the desired channel. 3. Press H or the PTT button to confirm the channel. 4. Press the PTT button to transmit on the displayed zone channel.
Receiving and Transmitting: 1. Take the microphone off hook. 2. Select zone/channel. 3. Listen for a transmission OR Turn the Volume Knob. OR > or < to MON then press the Menu Select button directly below MON and listen for activity. 4. Adjust volume, if necessary. 5. Press the PTT button to transmit; release to receive
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References: 1. Standard Horizon, Quantum GX5500S, 25 Watt VHF/FM, Marine Transceiver, Owner’s Manual 2. Motorola, APX Mobile 05 Control Head User Guide 3. Eltec Electric Inc, Job # 3455, Pilot House Electronics, Project Drawings, 3455-PHE, Rev. E 4. Eltec Electric Inc, Job # 3455, Internal Communications, Project Drawings, 3455-IC, Rev. B
2. Navigation Equipment Operations
Equipment for the navigation of the vessel is provided as follows: Device Make/Model Location NAVnet System Processors MFDBB 2 Fwd./ 2- AFT wheelhouse NAVnet Control Units MCU 001 2 Fwd./ 2- AFT wheelhouse consoles 2- 12”Multi-function Furuno/MFD12 Fwd. Pilot Station Displays for Navnet Aft Pilot Station Network 2- Depth Sounders-DFF1 Furuno/526TID-LTD/12 1-Fwd. Pilot Station/1-Aft Pilot 3-Transducers Station ARDF Taiyo TD-L1550 Fwd. Pilot station Wind Angle Primary Furuno/FI 501 Fwd. Pilot station with remote at Display Aft Pilot Station Rate Compass Furuno PG700 Under Forward Console Satellite Compass Furuno SC-50 Display at WH chart table with no remote; Interfaces with Autopilot, VHF4, VHF 2, VHF 5 and AIS AIS Display Unit FA-1502 Furuno FA 501 Chart Table Weather Station –WS200 Furuno WS200 Fwd. Pilot station with remote display at Aft Pilot station Autopilot Control Unit FAP- Furuno FAP7002 Fwd. Pilot Station 7011 KVH Sat. TV Tracvision M5 CIC 6-15” LCD Monitor’s Furuno/MU-150HD 2-Fwd. Pilots Station/1-Fwd. Engr.’s Station/2-Aft Pilot Station/1-Aft Engr.’s Station
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NAVnet System The Furuno NAVnet “black box” navigation system is comprised of the following components: Two processors FWD. wheelhouse- 1-master and 1-auxiliary Two processors AFT wheelhouse- 1-master and 1-auxiliary Four control units-2 FWD. console/2 AFT console One Rate Compass-inside FWD. console with no visual readout; provides signal to auto pilot One AIS Transponder-Chart Table Two Depth Sounders-1 FWD. console/1 AFT console (Note: There are two transducers for the FWD. unit with a single display) Satellite Compass-Processor in WH Two Radar Scanners-Mast Two 12” Multifunction displays-1 FWD. console/1 AFT console 6 15” LCD displays- 3 FWD. console/3 AFT console 2 Furuno Ethernet Hubs-1 FWD. console/1 AFT console
The system is arranged with a control unit for each of the processors. For the FWD. console, the master processor functions are displayed on monitor # 1 at the engineer’s station. The auxiliary processor functions are displayed on monitor # 2 at the pilot station. For the AFT console, the arrangement is the same. Additionally all functions can be controlled and displayed in the 12” multifunction display. The controls for the control units and the multifunction displays are almost identical. See Furuno, NAVnet 3D, Multifunction Display, Model MFDBB, Operator’s Manual and Furuno, MFD8, MFD12, MFDBB, NAVnet, Operator’s Guide, Pub. No. MLG-44440-B for a complete description and instruction for operation.
MCU 001 Control Unit
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From the display function, the desired window display is opened to access the various menus and submenus for the actions desired. The widows available on the display are: Radar display Chart plotter display Combination display Camera display for FLIR Depth Sounders
Functions are also accessed from the menu screen. There are a maximum of 15 main menus and related submenus. The menu icons and functions are shown below. See page 1-15 Furuno, NAVnet 3D, Multifunction Display, Model MFDBB, Operator’s Manual for description of menu navigation.
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Auto Pilot The Furuno NAVpilot FAP 7001 is provided for automatic steerage of the vessel. The control unit below provides the display for all functions and keys for navigation through the various menus. See Furuno NAVpilot, 700,711, 720, Operator’s Manual for a complete description and instruction for operation.
Control Unit FAP 7001
Interfaced with the AUTOPILOT is an Integrated Heading Sensor, PG 700. Controls and indicators on the sensor are below. See Furuno, Integrated Heading Sensor PG 700, Operator’s Manual for a complete description of operation.
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Satellite Compass The vessel is equipped with a satellite compass with the processor located in the wheelhouse. The compass interfaces with the following equipment: Auto pilot NAVnet processors Forward and Aft AIS Marine VHF 2 at Aft pilot station Marine VHF 1 at FWD. pilot station Marine VHF 3 at Chart table Display at Wheelhouse chart table
The control unit below provides the display for all functions and keys for navigation through the various menus. See Furuno, TDH Satellite Compass, SC-50, Operator’s Manual for a complete description and instruction for operation.
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Wind Angle The vessel is equipped with a wind angle indicator with the primary unit located on the FWD. console with a remote display on the AFT console. The control unit below provides the display for all functions and keys for navigation through the various menus. See Furuno, FI 501 Wind Angle, Operator’s Manual for a complete description of operation.
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Button # Function MODE key Mode - Turn on power. - Select display. App APP/TRUE key True Alternate true and apparent wind. VMG key VMG - Show velocity made good. - Decrement value. TACK/CLEAR key - Show tack heading. Tack - Clear data. Clear - Reset max. true wind. - Increment value.
Weather Station The vessel is equipped with weather station that interfaces with the Wind Angle unit. See Furuno, Weather Station, WS 200, Operator’s Manual for a complete description. The unit provides the following data but is not presently interfaced with the NavNet: True and Apparent Wind Air Temperature Wind Chill Temperature Barometric Pressure GPS True Wind Relative to Water
AIS The vessel is equipped with a AIS Transponder with the primary unit located at the WH Chart table. The control unit below provides the display for all functions and keys for navigation through the various menus. See Furuno, U-AIS Transponder, Operator’s Manual for a complete description and instruction for operation. The AIS also interfaces with the NAVnet system.
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Ref # Function 1 LCD Screen: Displays various data. Cursor Pad: Shift.s cursor; chooses 2 menu items and options; Selects alphanumeric data. 3 MENU key: Opens the menu. ENT key: Terminates keyboard 4 input; changes screen. DISP key: Chooses a display screen; 5 closes menu. DIM key: Adjusts panel dimmer 6 and LCD contrast. NAV STATUS key: Displays NAV 7 STATUS menu, which contains voyage-related data. PR key: Turns the power on and 8 off.
Depth Sounder The vessel is equipped with two depth finders, one on the FWD. console and one on the AFT console. The forward unit has two separate transducers located in the VSP rock guards. The transducers wiring is through a junction box in the port VSP room
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with one transducer connected and the second available in the event of a failure of the first transduce. See Furuno, Network Sounder, DFF1, Operator’s Manual for a complete description of operation. The DFF1sounders interface with the NAVnet system through the Ethernet hubs.
References: 1. Eltec Electric Inc., Job # 3455, Pilot House Electronics, Project Drawings, 3455-PHE, Rev. E 2. Furuno, NAVnet 3D, Multifunction Display, Model MFDBB, Operator’s Manual 3. Furuno, MFD8, MFD12, MFDBB, NAVnet, Operator’s Guide, Pub. No. MLG- 44440-B 4. Furuno, Marine Display, MU 150 HD, Operator’s Manual 5. Furuno, NAVpilot, 700,711, 720, Operator’s Manual 6. Furuno, TDH Satellite Compass, SC-50, Operator’s Manual 7. Furuno, FI 501 Wind Angle, Operator’s Manual 8. Furuno, Weather Station, WS 200, Operator’s Manual 9. Furuno, U-AIS Transponder, Operator’s Manual 10. Furuno, Network Sounder, DFF1, Operator’s Manual 11. Furuno, Integrated Heading Sensor PG 500, Operator’s Manual 12. Furuno, Integrated Heading Sensor PG 700, Operator’s Manual
3. Lighting Operations- awaiting information a) Exterior Lighting Modes Along the sides of the deck house and in way of all stairs, there are approximately thirteen 150 W incandescent lights. The lights are arranged with six on the main deck and seven on the boat deck. Mounted to the bulwarks around the perimeter of the main deck, there are approximately twenty-three 25 watt LED dual element (white/red) lights. The lights are arranged with three control zones, one forward, one aft and one amidships with controls located on the bridge and the equipment room main deck entry. Additionally there is one dual element light on each of the two exterior stairwells from the boat deck to the main deck, forward and aft.
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Exterior Incandescent Light Main Deck Light Fixture
The exterior lights are controlled through an Advantech Touch Screen Computer with two touch screens in the wheelhouse, one on each console, and a push button control station located on the main deck in the equipment room.
Main Deck Entry Lighting Control Station
b) Emergency Service Lighting Modes Emergency lighting is distributed throughout the vessel. The lighting provides for illumination in key areas of the vessel automatically in the event of loss of ship’s AC power distribution. Emergency lights are distributed as follows:
Hold
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Two in the EMS area-one at the stairwell and one adjacent to the escape hatch VSP room-One adjacent to the escape hatch, port inboard forward, and one adjacent to the watertight door Engine room-there are a total of seven with two forward between Pump Engine No 1 and the main engines, port and starboard; two outboard of the main engines at the aft end of the engines, port and starboard; one adjacent to the emergency escape hatch; one port, aft of the escape hatch and one starboard aft, forward of the aft hold watertight door. Aft Hold- one adjacent to the watertight door. Main Deck Interior Multipurpose room-one at the stairs to the EMS area, one adjacent to the air lock door and one adjacent to the Hazmat Assessment area door. Hazmat Assessment area-one at the Decon shower door Decon shower-one adjacent to the watertight door to the main deck Equipment room-one adjacent to the Hazmat Assessment area door; one adjacent to the watertight door to the main deck, and one forward of the aft roll- up door. Stairwells-one at the bottom of the stairs up to the boat deck and one at the top of the stairs down to the engine room Airlock-one inside the airlock
Exterior There are a total of four exterior lights mounted to the main deck superstructure. There are two at Frame 20, the aft end of the deck house, one port and one starboard. There are two at Frame 37 with the port one outboard and just aft of the forward watertight hatch and the starboard one outboard and aft of the airlock.
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Exterior Emergency Light CBRN Indicator Light
Boat Deck Interior CIC room-one adjacent to the door to the interior passageway, port and one starboard adjacent to the weather tight door to the boat deck One outboard of the stairwell up to the wheelhouse Stairwell-one at the top to the stairwell down to the main deck Passageway-one adjacent to the aft weather tight door to the boat deck Exterior There are a total of two exterior lights mounted to the main deck superstructure. There are two at Frame 27, the aft end of the deck house, one port and one starboard.
Bridge Deck Interior There are a total of four interior light on the bridge deck; two one centerline at the control consoles, one forward and one aft; one at the top of the stairwell down to the boat deck, and one adjacent to the port escape window.
c) Navigational Operation Lighting-- Navigation Lights The vessel is outfitted with Navigation lighting configured in such a manner as to be able to operate the vessel either bow first or stern first depending on the operational requirement at the time. The lights available are:
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One anchor light located mounted to the top platform on the mast Two masthead lights located on the located on the mast platform, second from top, fore and aft Two port running lights located outboard of the boat deck at Frame 36 Two starboard running lights located outboard of the boat deck at Frame 36 Two stern lights located on the top of the boat deck superstructure on centerline fore and aft All fixtures are dual lens, dual 24 V DC supply except the anchor light which is a single lens fixture. For operation bow first, the forward mast head light, the forward side lights, and the after stern light would be illuminated. For operation stern first, the after mast head light, the after side lights and the forward stern light would be illuminated. The Navigation Light Control Station provides a variety of functions and indications. There are two selector switches on the panel. One switch is a power selector to choose between primary and emergency power sources. The second selector allows the operator to choose between bow first or stern first operations. The station has lighted indicators for each lamp to indicate a lamp failure with a lamp test button. There are also indicator lights for power failure, system failure, and < 2000 hours lamp life remaining. There is also a dimmer for control panel light intensity adjustment.
NAVIGATION LIGHT PANEL
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Navigation Lighting
Floodlights Floodlights are provided in the following locations: Four-500 watt located on the mast Ten-500 watt located on the top of the wheelhouse overhang Four-500 watt on the deck crane basket Four-500 watt on the boat deck/CIC overhang All fixtures are watertight stainless steel with quartz Halogen lights.
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These lights are controlled through an Advantech Touch Screen Computer with two touch screens in the wheelhouse, one on each console.
Mast Emergency (Blue Flashing) Lights Located on the mast, port and starboard are flashing blue emergency lights. These lights are controlled through a Advantech Touch Screen Computer with two touch screens in the wheelhouse, one on each console
Searchlights Searchlights are provided as follows: Two- 15” diameter, 1000 watt located on the top of the wheelhouse, fore and aft. The lights are all brass construction with tungsten Halogen bulbs. The lights are outfitted with distant (remotely mounted) electric control.
SEARCHLIGHT CONTROL
References: 1. Eltec Electric Inc, Job # 3455, Nav. Light System, Project Drawings, 3455- NAV LTG, Rev. D 2. Eltec Electric Inc, Job # 3455, Exterior Lighting System, Project Drawings, 3455-EXT LTG, Rev. G
4. Propulsion Control Operations Engine Speed Controls Caterpillar-Rexroth Marex OS II The propulsion control throttles for the main propulsion engines are Bosch Rexroth Marex OS II control heads that provide push button engine speed control. The units are configured with five push button speed settings with an ability to rise and lower the RPM’s from a set RPM utilizing a + or – button that allows adjustment of up to 25 RPM higher or lower than the set point selected. The available throttle settings are: ► 500 RPM ► 1000 RPM
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► 1100 RPM ► 1400 RPM ► 1600 RPM
The main engine RPM controls are located on the forward and aft consoles in the wheel house just to the left. of the Pilot station.
Caution Main Engine RPM controls on the forward and aft consoles are live and interconnected with no selector switch for isolation. Changes at either station will result in engine reaction.
The controls are outfitted with an alarm display for the system. The keys and functions are as follows:
Each control station can display three error states; WARNING Error in the system Engine can be controlled using the control station In this state the Alarm light (red light on left.) is activated; the operation indicator (green light on the right) is activated; and there is no buzzer. With this indication the engine can be operated without restriction.
Alarm-Light Error in the system Engine can be controlled with restrictions using the control station In this state the acoustic alarm is sounded, the Alarm light (red light on left.) is activated; the operation indicator (green light on the right) is activated. The acoustic alarm is silenced by depressing the Red Key.
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With this indication the engine can be operated with restrictions. The operating panel splits into the error display to indicate the exact source of the error.
Alarm Error in the system Engine can be controlled with restrictions using the control station In this state the acoustic alarm is sounded, the Alarm light (red light on left.) is activated; the operation indicator (green light on the right) is turned off. The acoustic alarm is silenced by depressing the Red Key. With this indication the engine cannot be operated and remains stuck to the last command. The operating panel splits into the error display to indicate the exact source of the error.
Reference: 1. Rexroth, Marex OS II, Devices and Adjustments, R419300234/45.06, 2. Rexroth, Marex OS, Service Manual, Edition 15.08.2000
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Voith Controls Located in the wheel house at both the forward and aft consoles are the Voith control stands. Each control stand is identical and contains the following: Operations Selector Longitudinal Pitch Scale Transverse Pitch Scale Transverse Adjustment Control Wheel Longitudinal Adjustment Lever-Starboard Propeller Longitudinal Adjustment Lever-Port Propeller Two “Engine Overload” Warning Lamps
Operations Selector The function of this is to allow the operator to choose the type of operation the vessel will be engaged. The options are: ► Firefighting - Operation type for fire-fighting - Select fire-fighting when the fire pump is to be used ► Towage - Operating type for operating conditions requiring frequent alteration of the transverse and longitudinal component - Select towage if the vessel is to be moved frequently to and fro on the same position to tow objects ► Free-going - Operation type for operating conditions requiring little alteration of the transverse component - Select free-going when the vessel is to be moved in one direction for an extended amount of time
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Operations Selector
Control Stand Unit
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Longitudinal Pitch Scale The scale for longitudinal pitch shows the value for thrust given with the control levers for each propeller.
Transverse Pitch Scale The scale for transverse pitch shows the direction of thrust given with the control wheel.
Transverse Adjustment Control Wheel The wheel controls the direction of transverse thrust allowing for movement of the vessel port or starboard.
Longitudinal Adjustment Lever-Starboard Propeller The lever controls the amount of longitudinal thrust of the propeller, fore and aft, for the starboard propeller.
Longitudinal Adjustment Lever-Port Propeller The lever controls the amount of longitudinal thrust of the propeller, fore and aft, for the port propeller.
Caution VSP controls on the forward and aft consoles are live and interconnected with no selector switch for isolation. Changes at either station will result in vessel reaction.
Operation of the propeller
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Extreme longitudinal pitch When towing, maximum propeller thrust is already reached when the pitch is set to 80% of the rated speed.
Extreme transverse pitch
Extreme increases in the transverse pitch automatically result in reduction of the longitudinal pitch without the levers being actuated. At maximum transverse pitch, longitudinal is nearly impossible.
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Examples of maneuvering Moving straight ahead
Moving astern
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Turning to starboard while moving ahead
Turning to starboard while moving astern
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Turning to port while moving ahead
Turning to port while moving astern
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Traversing to starboard
Traversing to port
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Note: The above illustrations, information and warnings are from referenced manuals. Reference: 1. Voith Schneider Propeller, VSP Beach 26GII/165, Operation Manual,1822251561000 BA2 ENX 00 Note: Chapter 9 includes additional instructions from the various component suppliers such as the oil filters, oil coolers, thermostats, oil pump, etc.
5. AMS System Alarms and Monitoring The vessel is monitored for safety, security, mechanical failures and operational parameters. The systems monitored are as follows: Main Engine P & S Gear Boxes P & S Shafting and VSP Drives P & S Fire Fighting Pump Engines No 1, 2 & 3 General Alarm Generator Sets P & S Ships System-Tanks Ships System-General Electrical System Bilge Levels CBRN System-See Section II Operations, E. CIC Operations, 4. Monitoring of CBRN Fire Alarms Security (Intrusion)
The AMS system has touch screen display monitors located in the wheelhouse (2), CIC, Engine Room, and HVAC. The system is arranged with a total of 14 screens that can be accessed to provide the various monitoring and alarm points for status and parameters.
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Wheelhouse AMS Panel
Alarms are annunciated throughout the vessel with displays as noted above. Alarms are indications of a malfunction or safety concern that requires investigation and corrective action. The monitoring points are for equipment status and system operational parameters. Alarm points are monitored and displayed on displays with an audible alarm. In the engine room, the alarms are displayed on the engine room AMS display with an audible alarm and a rotating beacon for visual indication in both the engine room and the VSP room.
The AMS monitoring and alarm points for the Ships Systems (General) and Electrical are as follows:
PARAMETER ALARM Ships Systems (General) Autopilot Alarm Failure General Alarm Activated General Alarm Power Failure No. 1 Air Receiver Pressure Low No. 2 Air Receiver Pressure Low Electrical System Control Power CR-PA120 120VAC AVAILABLE Alarm Control Power CR-PA24 24DC AVAILABLE Alarm DIST. PANEL DC1 CHARGER #1 POWER AVAILABLE Alarm
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DIST. PANEL DC1 CHARGER #2 POWER AVAILABLE Alarm DIST. PANEL DC2 CHARGER #1 POWER AVAILABLE Alarm DIST. PANEL DC2 CHARGER #2 POWER AVAILABLE Alarm DIST. PANEL DC3 CHARGER #1 POWER AVAILABLE Alarm DIST. PANEL DC3 CHARGER #2 POWER AVAILABLE Alarm DIST. PANEL DC4 CHARGER #1 POWER AVAILABLE Alarm DIST. PANEL DC4 CHARGER #2 POWER AVAILABLE Alarm DIST. PANEL DC5 CHARGER #1 POWER AVAILABLE Alarm DIST. PANEL DC5 CHARGER #2 POWER AVAILABLE Alarm DIST. PANEL DC1 CHARGER #1 BREAKER TRIP Alarm DIST. PANEL DC1 CHARGER #2 BREAKER TRIP Alarm DIST. PANEL DC2 CHARGER #1 BREAKER TRIP Alarm DIST. PANEL DC2 CHARGER #2 BREAKER TRIP Alarm DIST. PANEL DC3 CHARGER #1 BREAKER TRIP Alarm DIST. PANEL DC3 CHARGER #2 BREAKER TRIP Alarm DIST. PANEL DC4 CHARGER #1 BREAKER TRIP Alarm DIST. PANEL DC4 CHARGER #2 BREAKER TRIP Alarm DIST. PANEL DC5 CHARGER #1 BREAKER TRIP Alarm DIST. PANEL DC5 CHARGER #2 BREAKER TRIP Alarm DIST. PANEL DC1 BATT. BANK #1 VOLTAGE Low
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DIST. PANEL DC1 BATT. BANK #2 VOLTAGE Low DIST. PANEL DC2 BATT. BANK #1 VOLTAGE Low DIST. PANEL DC2 BATT. BANK #2 VOLTAGE Low DIST. PANEL DC3 BATT. BANK #1 VOLTAGE Low DIST. PANEL DC3 BATT. BANK #2 VOLTAGE Low DIST. PANEL DC4 BATT. BANK #1 VOLTAGE Low DIST. PANEL DC4 BATT. BANK #2 VOLTAGE Low DIST. PANEL DC5 BATT. BANK #1 VOLTAGE Low DIST. PANEL DC5 BATT. BANK #2 VOLTAGE Low NAVIGATION LIGHTS STATUS INDICATOR Failure PORT BUS GROUND FAULT Alarm STBD. BUS GROUND FAULT Alarm
PARAMETER ALARM Ships Security Security Alarm Activated Stbd. Entry Motion Detector # 1 Detected Engine Room Stairs Entry Motion Detector # 2 Detected Corridor Motion Detector # 3 Detected
The General Alarm system is used is case of emergency to alert all personnel to muster at assigned locations as indicated on the vessels Station Bill. The alert could be for numerous reasons from Man Overboard to Abandon Ship. There are numerous alarm bells and rotating beacons for visual indications as follows: Wheelhouse-one alarm bell Boat Deck Accommodations-three alarm bells
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Boat Deck Exterior Aft House-one alarm bell Main Deck Accommodations-five alarm bells Main Deck Exterior-two alarm bells, one port at passageway and one starboard at air lock Hold-Lower accommodations-two alarm bells Engine Room-one alarm bell and one rotating beacon VSP Room- one alarm bell and one rotating beacon Aft Hold- one alarm bell and one rotating beacon
In addition to the AMS system, the Main Engine Alarms and Pump Engine Alarms are monitored and displayed on both wheelhouse console MPD’s with an audible alarm. In the engine room, the alarms are displayed on the engine room MPD as well as the AMS system with an audible alarm and a rotating beacon for visual indication.
Refer to CAT Manual-Troubleshooting-3512C and 3516C Marine Propulsion Engines-KENR9735-June 2012 and CAT Manual-Troubleshooting- 3406E, C12, C15 and C 18 Marine Engines-SENR9646-January 2010 for alarm parameters and troubleshooting.
The AMS monitoring and alarm points for the Main Engines and Pump Engines are as follows:
Port Main Engine Starting Air Pressure Low Starting Battery Voltage Low Common Alarm from Engine Common Stbd. Main Engine Starting Air Pressure Low Starting Battery Voltage Low Common Alarm from Engine Common No. 1 Pump Engine Starting Air Pressure Low Common Alarm from Engine Common No. 2 Pump Engine Starting Air Pressure Low Common Alarm from Engine Common No. 3 Pump Engine Common Alarm from Engine Common
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The VSP, Shafting & Gear Box Alarms are monitored and displayed on AMS displays with an audible alarm. In the engine room, the alarms are displayed on the engine room Main Alarm System display with an audible alarm and a rotating beacon for visual indication and in the VSP room with an audible alarm and a rotating beacon for visual indication
The monitoring and alarm points for the VSP’s & Shafting are as follows: Port Voith Voith Port Control Oil Level Low Low Voith Port Elevated Oil Tank Low Level Low Voith Port Filter 1 Fouling Alarm Voith Port Filter 2 Fouling Alarm Control Oil Pressure Low Control Oil Pressure High?? L.O. Pressure Low L.O. Pressure High?? Rotor Oil Pressure Low Rotor Oil Pressure High?? Housing Oil Temperature High Bearing 1 Temperature High Bearing 2 Temperature High Bearing 3 Temperature High Bearing 4 Temperature High Bearing 5 Temperature High Turbo Coupling Over Temp High Low Feedback Lube Oil Sys. Press Low Fwd. Pedestal Bearing Temp High Aft Pedestal Bearing Temp High Stbd. Voith Voith Stbd. Control Oil Level Low Low Voith Stbd. Elevated Oil Tank Low Level Low Voith Stbd. Filter 1 Fouling Alarm Voith Stbd. Filter 2 Fouling Alarm Control Oil Pressure Low Control Oil Pressure High ?? L.O. Pressure Low
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L.O. Pressure High Rotor Oil Pressure Low Rotor Oil Pressure High Housing Oil Temperature High Bearing 1 Temperature High Bearing 2 Temperature High Bearing 3 Temperature High Bearing 4 Temperature High Bearing 5 Temperature High Turbo Coupling Over Temp High Low Feedback Lube Oil Sys. Press Low Fwd. Pedestal Bearing Temp High Aft Pedestal Bearing Temp High Propulsion Gearboxes Port Gearbox L.O. Pressure Low Stbd. Gearbox L.O. Pressure Low Port Gearbox L.O. TEMPERATURE HIGH Stbd. Gearbox L.O. TEMPERATURE HIGH
The Generator Alarms are monitored and displayed on all AMS displays with an audible. In the engine room, the alarms are displayed on the engine room AMS display with an audible alarm and a rotating beacon for visual indication in the engine room. Additionally, the mechanical monitoring functions for the generators will alarm and be displayed at the respective generator’s EMCP in the engine room. Some electrical monitoring functions will alarm and be displayed at the respective generator’s easYgen inside the main switchboard.
Refer to CAT Manual-Troubleshooting-C7.1 Marine Generator Set Engine- UENR3438 July 2013 for alarm parameters and troubleshooting and Woodward, easYgen-3000 Series Genset Control
The AMS monitoring and alarm points for the Generator Sets are as follows: Port Generator Set Common Alarm from Engine Common Starting Battery Voltage Alarm Stbd. Generator Set Common Alarm from Engine Common
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Starting Battery Voltage Alarm
The Ship System for Tanks are monitored and displayed on both wheelhouse Main Alarm System displays with an audible alarm. In the engine room, the alarms are displayed on the engine room Main Alarm System display with an audible alarm and a rotating beacon for visual indication in both the engine room and the VSP room. The monitoring and alarm points for the Tanks are as follows:
Ship’s System- Tanks The vessels tanks are outfitted with the following monitoring equipment: Tank Service Monitoring Aft Double Fuel Manual Sounding, Bottom Center- Remote liquid level Centerline Tank display Forward Double Fuel Manual Sounding, Bottom Port- Remote liquid level Port Wing Tank display Forward Double Fuel Manual Sounding, Bottom Remote liquid level Starboard- display Starboard Wing Tank Day Tank Port Fuel Manual Sounding, Remote liquid level display, Magnetic liquid level gauge Day Tank Fuel Manual Sounding, Starboard Remote liquid level display, Magnetic liquid level gauge Fuel Oil Fuel Manual Sounding, Overflow Tank, Remote liquid level Starboard display Foam, Port Foam Manual Sounding, Remote liquid level display, Magnetic liquid level gauge Foam, Foam Manual Sounding, Starboard
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Remote liquid level display, Magnetic liquid level gauge Aft Peak, Center Ballast Manual Sounding Forepeak, Ballast Manual Sounding Center Potable Water Water Manual Sounding, Remote liquid level display Grey Water Grey Manual Sounding, Water Remote liquid level display Black Water Black Manual Sounding, Water Remote liquid level display Chain Locker Manual Sounding
Additionally, tanks are monitored through the AMS systems as follows:
Ships Systems (TANKS) Port F.O. Day Tank Level Low Port F.O. Day Tank Level High Port F.O. Day Tank Level Flow Stbd. F.O. Day Tank Level Low Stbd. F.O. Day Tank Level High Stbd. F.O. Day Tank Level Flow Fuel Overflow Tank High Fuel Overflow Tank Flow Oily Water Tank Level High Potable Water Tank Level Low Black Water Tank Level High Grey Water Tank Level High Port Foam Tank Level Low Stbd. Foam Tank Level Low Port Wing F.O. Tank Level Low Port Wing F.O. Tank Level High Stbd. Wing F.O. Tank Level Low Stbd. Wing F.O. Tank Level High Centerline F.O. Tank Level Low
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Centerline F.O. Tank Level High Lube Oil Tank Level Low Lube Oil Tank Level High Used Oil Tank Level High
The Bilge Levels are monitored and displayed on both wheelhouse console displays with an audible alarm. In the engine room, the alarms are displayed on the engine room display monitor with an audible alarm and a rotating beacon for visual indication in both the engine room and the VSP room. The monitoring and alarm points for the Bilge Levels are as follows:
Ship’s System- Bilges Bilge Levels BILGE ALARM FAULT Failure AFT HOLD High ENGINE ROOM PORT FWD. High ENGINE ROOM PORT AFT High ENGINE ROOM STBD. FWD. High ENGINE ROOM STBD. AFT High VSP ROOM Port High VSP ROOM Stbd High TANK VOID High
Fire Detection System Fire FIRE ALARM FIRE FIRE ALARM FAULT FAILURE NOVEC Discharge Release Fire Fighting System Summary Alarm FAILURE
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References: 1. Eltec Electric Inc, Job # 3455, Alarm and CBRN System, Project Drawings, 3455- ALARM, Rev. H 2. Eltec Electric Inc, Job # 3455, General Alarm, Project Drawings, 3455-GA, Rev. C 3. Eltec Electric Inc, Job # 3455Fire Detection System, Project Drawings, 3455-FD, Rev. G 4. Eltech Electric, O & M Manual, Product Data, Foss maritime, Long Beach Fireboat # 1, Eltech Job # 3455M, Fire Detection system 5. Eltech Electric, O & M Manual, Product Data, Foss Maritime, Long Beach Fireboat # 1, Eltech Job # 3455M, Fire Detection System, Salwico Cargo Addressable Fire Detection System, User Guide and Service & Maintenance Manual
Insert pictures of control screens
6. Off Ship Firefighting Controls The FiFi System and components are controlled through several panels with a variety of functions. Located on the forward and aft bridge consoles, there are mimic panels, fire monitor control panels, and touch screen control displays.
See G. Off Ship Firefighting Operations, 2. Description of Components of the FFS System, f. Controls below.
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7. Misc. Vessel Equipment Controls- Window Washing System The window washing system utilizes In Mar Solutions (Wynn Marine) Straight line wipers.
Functional Check of Controller The wiper switch has 6 positions. Fully anti-clockwise parks the wiper, next are four settings are for Intermittent wipe and finally continuous speed operation when turned fully clockwise. 1. Set wiper switch to the off position (fully anti-clockwise) & apply power to the system. Check each wiper switch in turn as follows. 2. Turn wiper switch fully clockwise. The wiper should start and run continuously. 3. Turn the wiper switch fully anticlockwise. The wiper should park at the motor end of its stroke. 4. Turn the wiper switch clockwise one position. The wiper will make one wipe and park again. This position gives the longest intermittent time (20 seconds). 5. Turn the wiper switch clockwise one position at a time. Each time the switch is turned the wiper should wipe once and park again. At the last position, just before fully clockwise, the intermittent interval should be around 4 seconds. 6. Heater. Switch on and ensure that the wipers begin to heat up. 7. Wash. Switch on and hold down, ensure water is sprayed through the system. 8. Multi-way grouped controllers with only one control switch has all the wipers operating together.
Wiper Controls and Outside Wiper Assembly
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Window Washing Solenoid
E. CIC Operations 1. CCTV System Operation- The following systems are provided: Underwater ROV (Manual Underwater) camera with controls and monitors in wheelhouse and CIC. The camera connection point is on the main deck inside the crane pedestal. The ROV has its own display system. FLIR infrared camera system with controls on the FWD. WH console and in CIC Video camera mounted in crane basket with controls and monitors in wheelhouse and in CIC 4 15” LCD displays-2 FWD. and 2 AFT WH overhead-CCTV 3 32” LCD displays-2 CIC Chart Table and 1 CIC AFT Bulkhead-CCTV On board system with pan/tilt /zoom cameras with controls and monitors in wheelhouse and in CIC. Cameras are in the following locations: Engine room (5) VSP room (2) Aft Hold (1) Forward and aft exterior decks (2)
The camera displays can be viewed on two monitors on each wheelhouse console as well as the Furuno Navnet MFD display and three displays in CIC. There are camera controls at the forward and aft console location in the wheelhouse and in CIC. The controls are: Axis joystick Axis keypad Axis jog wheel FLIR JCU
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References: 1. Eltec Electric Inc, Job # 3455, CCTV System, Project Drawings, 3455-CCTV, Rev. F
2. FLIR Camera Operation The FLIR Voyager III is a stabilized maritime thermal and visible-light camera system providing excellent night visibility and situational awareness, without any form of natural or artificial illumination. The camera is capable of both wide angle and narrow (zoom) field of views. The components of the FLIR system are: The Camera body which houses the pan/tilt mechanism allowing the operator to look 360° in azimuth, and +/– 90° in elevation and all three imaging sensors: wide-angle infrared, long-range infrared, and zoom color daylight/lowlight camera. The Bulkhead Box which is the central hub for all other Voyager III system components. It accepts vessel power in (24 VDC), and provides power to the JCU and camera body. The bulkhead box also passes command signals from the JCU to the camera body, and supplies analog signals for viewing. The Joystick Control Unit (JCU) which is the primary control device for the Voyager III system. The JCU is used to power up the camera or put it in a standby state, to operate the pan (rotation) and tilt movement of the camera, to control the Voyager III tracking features, and to configure the camera settings by means of on-screen menus. The JCU connects to the bulkhead box using an Ethernet network connection, and that same connection provides power to the JCU. The JCU has various buttons, an LCD display, and a joystick “puck” that is used to control the pan/tilt movement and to navigate through
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the on-screen menus. The puck can be rotated in either direction, moved left. and right or forward or back, and pushed in (like a button) and pulled up. JCU Power Menu To aid in the control of the system, the JCU has an LCD display that shows JCU messages, menu options, and general status information. The various JCU functions are accessed from a set of menus, with each menu entry selectable in the JCU display. When the camera is powered on, pressing and holding the Power/DIM button causes the JCU to display the Power Menu. Use the JCU puck to scroll up and down within the menus (push fore and aft or twist), and select an entry by pushing in (clicking) the puck or pushing it to the right or left.. When the JCU is in the Power Menu mode, the other JCU buttons such as HOME, COLOR, SCENE, and USER are disabled. In the JCU display, a down arrow (v) indicates you can access additional menu choices by moving the puck down or by rotating the puck clockwise. An up arrow (^) indicates the last menu entry is displayed, and the other choices must be accessed by moving the puck up or by rotating the puck counterclockwise. A double arrow indicates you can move up or down in the menu. The Power Menu displays the following menu options: Power Menu Assign JCU JCU Stndby Camera Stndby System Stndby Global Stndby Calibrate JCU Cancel
The FLIR systems JCU provides the control for the camera and navigates through the on-screen menus for various system controls and settings. Each of the buttons on the JCU performs multiple functions. See page 16 in the FLIR, Voyager III, Operations Manual for all button functions.
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The monitor on screen menus allow the operator to navigate through and select various setting and operating modes. Operation of the camera does not require modification of any of the factory configuration settings. However, these menus let you: Choose configuration options that match your personal preferences or provide optimal performance under varying conditions, such as a default color scheme. Enable or disable specialized features such as using the camera as a webcam, using the NMEA messaging interface, or operating the camera in firefighter mode.
When the MENU button on the JCU is pressed, the Main Menu screen will display on the monitor. From the main menu, the operator can navigate through the following screens: Firefighter Menu-- Use the options on this menu to enable or disable firefighter mode and define the color ranges for temperature tracking. NMEA Menu-- This section describes how to configure and use the set of NMEA interface functions supported by the Voyager III. The NMEA interface allows the Voyager III to communicate with radar, GPS, or other devices using the National Marine Electronics Association (NMEA) 0183 protocol. Video Setup Menu—Allows the operator to choose a variety of display setting for the thermal imagery. Set Symbology Menu-- Allows the operator to enable and disable the ICONs to be displayed on the PC and JCU. User Programmable Button Menu—Allows the operator to change the functions of the JCU “USER” button. System Setup Menu—Allows the operator control for: Alignment of thermal images Foveal View (Dual display of imagers)
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Gyro Stabilization Joystick mode Twist to Pan Mode Webcam Surveillance Mode Analog video Mode Tracker/PIP Menu About Help Menu—Provides the information the software version being utilized and contact information for FLIR. Point-- Enabling Point only has significance when gyro stabilization is enabled keeping the camera pointing in the same position relative to the vessel as it turns. Park—Disables gyro stabilization and positions the camera looking forward and down (-90°)
The FLIR system has two features which are extremely useful in rescue operations. They are: Firefighter Mode. In this mode, the Voyager III system indicates the estimated temperature of a target point and highlights areas that fall within a target temperature range. In a fire situation, this feature can help rescue personnel identify the type of fire they are dealing with, since different types of fires burn at different temperatures. For example, the estimated temperature could help firefighters distinguish between a fire fueled by oil and a structure fire fueled by wood and help assess the risk to personnel so they can use the correct methods and tools in fighting the fire. See “Using Firefighter Mode” on page 31 of FLIR, Voyager III, Operations Manual for details. Tracking. When tracking is enabled, you manually identify an area on the screen that you want to track and then engage the tracker. The tracker keeps the camera pointed toward that target area. You can fine-tune the target area and make other manual adjustments. This feature can be useful when rescue personnel are attempting to contact a vessel in distress or a person overboard. See “Using Voyager III Tracking” on page 33 of FLIR, Voyager III, Operations Manual for details.
The Bootup Process If you are starting from a full shutdown, make sure your monitor is turned on. Then power on the system. When the JCU receives power, an amber light on the Power/DIM button comes on. Press and hold the JCU Power/DIM button to wake the camera.
When the camera begins to power up, it goes through a pan/tilt sequence and then moves to the home position. Starting, then Searching displays on the JCU LCD screen. When the last-used camera is found, the message changes to Connecting which continues to flash until the connection process completes.
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While the connection is being established, a series of screens displays as various components are activated. How the screen looks will vary depending on the particular configuration settings of your installation and if you have set a color default other than the factory default supplied with the system. In general, the following sequence occurs: 1. Two FLIR splash screens display. Initially the FLIR screen appears. Then another splash screen with two important notices appears.
2. The screen then clears and after a few seconds a message displays: Loading, please wait. During bootup, a thermometer displays on the right of the screen until the process completes. This is a feature of the thermal imager used to support firefighter mode. 3. The screen clears and displays live video using default colors and icons. Important: Fully establishing a connection may take up to two minutes. Please be patient while the system verifies each component.
When the camera is fully connected, the Connecting... message on the JCU display is replaced by the camera ID such as VGRIII E8003. This information blinks briefly to indicate the connection is final, and then remains on the screen. The camera will now respond to the JCU buttons and puck movements. When the bootup is complete, the monitor displays live video. The camera initially boots up in red-hot mode by default, unless you have changed the color default using the system settings (see page 50 of Reference 2). This is because many users activate the system when little or no light is available, and the red-hot mode helps to preserve night vision. If the white-hot display mode is preferred, simply press the COLOR button on the JCU. After the bootup sequence, the camera is ready to use.
Standby Mode When you are done with the camera or want to conserve energy, you can put the camera in standby mode. You can optionally put only the camera in standby, put only
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the JCU in standby, or put the entire system in standby. When the camera is in standby mode, the pan/tilt motors are engaged to hold the camera in place in rough seas. However, the camera does not generate a live video signal. The camera will only respond to a wake command when you hold and press the Power/DIM button on the JCU. While in standby mode, the camera points straight down, to protect the camera optics. To initiate standby, press and hold the Power/DIM button. A brief countdown (3, 2, 1, 0) displays on the JCU screen and then Power Menu displays. The various options on the menu are described in detail on Page 26 of the FLIR, Voyager III, Operations Manual. If Camera, System, or Global Stndby is selected, the LCD displays Goodbye, the camera moves to the parked position (head rotated down) and goes into standby state.
References: 1. Eltec Electric Inc., Job # 3455, CCTV System, Project Drawings, 3455-CCTV, Rev. F 2. FLIR, Voyager III, Operations Manual, 423-0005-00-10, Revision 100, September 2011
3. Operational Radios
See Section D. Wheelhouse Operations, 1. Communications Operations, External Communications Above Device Make/Model Location UHF 1-LA County Fire 450 Motorola/APX-6500 Chart table with remote to CIC mhz UHF 2-LA City Fire Motorola/APX-6500 Chart Table with remote in CIC UHF 3-LB Police Motorola/APX-6500 Chart Table with remote in CIC VHF 5-Marine VHF #3 Standard Horizon/GX Chart Table with remote in CIC 5500S VHF 3-LB Fire # 3 Motorola/APX-6500 CIC VHF 7-LB Fire # 4 Motorola/APX-6500 CIC KVH Sat. Phone KVH Tracphone V3 CIC KVH Television KVH Tracvision M5 CIC
4. Satellite Communications KVH Tracphone V3 KVH Tracvision M5
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F. CBRN Operations-HH 204 1. Collective Protection System- HVAC, Filters, Creating the Citadel, AMS The Chemical, Biological, Radiological, and Nuclear (CBRN) System is an integrated air filtration and pressurization system intended to provide protection to fireboat personnel during firefighting and rescue operations in a CBRN contaminated environment. The CBRN System operates on a full-time basis in conjunction with the fireboat’s heating, ventilation, and air conditioning (HVAC) system creating protected areas within controlled boundaries. The protected areas, or Citadel, are maintained at a positive pressure with continually filtered air creating a contaminant-free environment or Toxic Free Area (TFA). The higher pressure within the Citadel prevents unfiltered outside air at a lower pressure from entering the Citadel through leaks in the Citadel boundary. Therefore, CBRN Personal Protective Equipment (PPE) is not required for operations within the Citadel regardless of the outside environment. An Egress Air Lock (EAL) and a Decontamination Air Lock (DAL) (the Decontamination Shower and the Hazardous Material (HAZMAT) Assessment compartments comprise the DAL) provide controlled access to the Citadel. The CBRN System consists of four (4) vital areas: DAL, EAL, the CBRN Filter Room and HVAC Fan Room, and the Citadel. By pressurizing the accommodations house within the Citadel boundary and filtering outside make-up air introduced to the house, the area within the Citadel boundary remains safe for personnel. The house remains at a higher, positive, pressure, than atmosphere insuring no air flow into the area other than thru the filtration system. The system consists of filtration systems for make-up air introduced within the Citadel boundary, monitoring equipment for the detection of differential pressures and the status of the windows and doors within the Citadel boundary and the control system. The CBRN System is designed to be a continuously operating system; that is, fans, filters, gages, and alarms are always functioning and ventilation supply air is always filtered.
See also Section H. Engineering Operations; 3. Description and Operation of vessel systems; j. HVAC Systems Below.
The diagram below represents the make-up air flow for the system.
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2. System Components CBRN Filter Room and HVAC Fan Room The CBRN Filter Room and HVAC Fan Room include major CBRN System ventilation equipment such as high-pressure supply fans, CBRN filtration system, and access to the CBRN filters.
The CBRN System supply air flow path is as follows: Weather air enters through the louvered intake and moisture separator to eliminate water ingestion. Debris (plastic bags, etc.) can block off the louvered intake and should be removed. The moisture separator removes 99.9% of 15 micron (0.0006 inches) and larger droplets. Air passes through an electric preheater before entering the CBRN Filter Room. The CBRN Filter Room serves as a plenum prior to the air entering the CBRN filter housings. In the CBRN filter housings, which are located within the CBRN filter casing box, air passes through a disposable bag pre-filter before passing through the CBRN filters and then exits through the back of the CBRN filter housings. Filtered air then enters the CBRN filter casing box. The two (2) high-pressure supply fans are attached directly to the side of the CBRN filter casing box and draw filtered air from the CBRN filter casing box. Filtered air then passes through supply ductwork to the tempered water coil, which heats/cools the filtered air. Conditioned air flows thru a second duct heater for reheat during high humidity operation Finally, the filtered air is distributed throughout the Citadel through supply ductwork terminals.
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CBRN Filters Each CBRN filter is comprised of two (2) concentrically mounted cylindrical filters. The inner filter contains High Efficiency Particulate Arresting (HEPA) filter media for removing CBRN aerosols and particles. The HEPA filter removes at least 99.97% of 0.3 micron size particles from the airstream at rated flow. The outer filter contains activated charcoal for removal of gases. Each CBRN filter is rated for an airflow capacity of 200 cubic feet per minute (CFM). There are six (6) total CBRN filters in the CBRN filtration system. Under normal operations the CBRN filter has a rated service life of approximately 3 years when properly maintained. CBRN filters should only be installed and leak-tested by qualified personnel as specialized equipment and training is required. Contact the Naval Sea Systems Command (NAVSEA) points of contact for assistance in finding a qualified CBRN filter installation and testing team. The CBRN filter performance against various chemicals is provided in Appendix H. For biological agents and radiological/nuclear fallout, the CBRN filter will remove 99.97% of all particles 0.3 micron and larger. If the airflow rate through the filter is greater than the maximum allowable airflow rate of 220 CFM, then the filter performance will be degraded.
Charcoal Filter (Outer)
HEPA Filter (Inner)
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Bag Prefilters The bag pre-filter is a low-cost, disposable component of the CBRN filtration system. One bag pre-filter is installed in each of the CBRN filter housings; one (1) bag pre-filter protects three (3) CBRN filters installed in a CBRN filter housing. The purpose of the bag pre-filters is to reduce dust loading of the CBRN filters. The bag pre-filter is collapsible for storage and handling. The bag prefilter is changed out when the CBRN filter differential pressure gage signal to the AMS system is above its set point value. It is important to change-out loaded bag prefilters because their increased airflow resistance can result in lower Citadel overpressure. The bag prefilters are removed and installed without using tools and without the need to adjust the CBRN filter housings. Fireboat personnel can therefore change-out the bag prefilters while maintaining the CBRN filter seals, meaning no leak testing is required after simply removing or installing bag prefilters. It is recommended that two (2) spare bag prefilters should be stored onboard or near the fireboat in case the installed bag prefilters become loaded with dirt. If the fireboat requires new bag prefilters while none are available, the old bag prefilters can be carefully cleaned by turning them inside out and lightly cleaning the media with a shop vacuum, then turning them right side out and reinstalling. Particular attention should be paid to bag prefilter maintenance to allow the CBRN filters to last for the rated life span without exceeding the allowable differential pressure. When filters get excessively dirty they can cause reduction of airflow to the Citadel, loss of Citadel pressurization and increase the fan energy use. Filter differential pressure thresholds are programmed into the AMS and will alarm when prefilters need to be replaced.
Bag Filter
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CBRN Filter Housing The CBRN filters are installed in the CBRN filter housings which are sealed so that all air passing through the housing must pass through the filters. Two (2) CBRN filter housings are installed on the fireboat. Each of the CBRN filter housings contains three (3) CBRN filters. From the CBRN Filter Room, air enters the CBRN filter housings axially and then passes radially through the bag prefilters, then the CBRN filters, and filtered air exits axially through the back of the CBRN filter housings and into the CBRN filter casing box.
CBRN Filter Housing
CBRN Filtration System The fireboat’s CBRN System utilizes a CBRN filtration system that is comprised of two (2) CBRN filter housings and the CBRN filter casing box. The CBRN filtration system separates the CBRN Filter Room from the HVAC Fan Room. CBRN filter housings are arranged in the CBRN filtration system so that the housing intakes face the CBRN Filter Room and discharge into the CBRN filter casing box. All air that passes from the CBRN Filter Room to the CBRN filter casing box must pass through the CBRN filters contained in the CBRN filter housings. Any other penetrations from the CBRN Filter Room into the CBRN filter casing box must be sealed airtight to ensure all air passes through the CBRN filter housings. After CBRN filters have been installed in the CBRN filter housings, leak tests are conducted on the CBRN filtration system. The leak test verifies that no leaks are present anywhere in the CBRN filtration system and that all air
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passes through the CBRN filters. After the test is complete, the CBRN filter housings should never be tampered with. Loosening the CBRN filter housing cover nuts will break the gasket-to- gasket seals between CBRN filters. Once this seal is broken, it is often not possible to create a new gasket-to-gasket seal without replacing the gaskets. The CBRN filter housing cover nuts, covers, and the bolts that attach the CBRN filter housing to the CBRN filter casing box in the CBRN Filter Room should never be loosened or removed. Contractors and fireboat personnel should not allow any penetrations between the CBRN Filter Room and the CBRN filter casing box. A CBRN filtration system that has been tampered with in any way that may affect the seal requires a new leak test (even if an attempt was made to reseal). In such cases, fireboat personnel should notify the contact appropriate personnel; it should be assumed that the CBRN System does not provide CBRN protection until the CBRN filtration system passes a leak test performed by qualified personnel.
HVAC Balancing Dampers HVAC balancing dampers are installed in the distribution ductwork to allow for the correct air flow rate to be delivered to each fireboat compartment. Each damper can be used to reduce the amount of air that flows through its specific duct. Two (2) HVAC balancing dampers are located inside the HVAC Fan Room, one (1) In CIC, two (2) in Multi-purpose room and two (2) in EMS. All of these dampers were adjusted during initial system testing and should not be altered again. Opening or closing the HVAC balancing dampers in the HVAC Fan Room could result in reduced supply air flow while operating in Protected Mode which could compromise the Citadel pressure.
CBRN Filter Differential Pressure Gages Differential pressure gages provide pressure drop indication across each of the CBRN filter housings. Over time, the CBRN filters will load with dust and debris, which increases the pressure drop and reduces flow through the filter. The range of the CBRN filter differential pressure gages is 0 to 10 INWC. The CBRN filter differential pressure gages are mounted in the HVAC Fan Room (aft of the VFDs) and transmit a signal to the AMS which indicates the differential pressure. CBRN differential pressure gages should be calibrated with each CBRN filter change-out. This is to ensure that all CBRN System gages are calibrated for the entire duration of the CBRN filter’s life and that the preventive maintenance for monthly Citadel pressure testing can be accomplished correctly.
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When the pressure across the CBRN filters is above a predefined threshold value programmed to alarm at the AMS change-out the bag prefilters. This pressure drop threshold indicates that the prefilters are too dirty to continue being used. If the pressure drop remains above this threshold alarm point with new bag prefilters, contact the NAVSEA points of contact. The high side pressure is measured in the CBRN Filter Room. The low side pressure is measured in the CBRN filter casing box.
Preheater The fireboat is equipped with an electric preheater installed in the CBRN Filter Room, downstream of the moisture separator and upstream of the CBRN filtration system. The preheater heats weather intake air to prevent ice forming on CBRN filters, to avoid forming condensate, and to provide relative humidity control, which can improve the service life of the CBRN filters. The preheater has a local ON/OFF switch on the side of the unit. If the preheater will not turn on, ensure that this switch is turned to ON. This switch is wired inline with a Pitot tube flow switch that will de-energize the heater if the air velocity through the heater drops below a predefined set point. This flow switch prevents the heater from operating and overheating while the CBRN Filter Room access door is open or both fans are de- energized. The flow switch automatically allows the heater to resume operation when the air velocity increases. The electric preheater is automatically controlled by both thermostat and humidistat sensors. The thermostat set point is set to approximately 42°F. Lower temperature settings may not provide adequate freeze and condensation protection; higher temperature settings may be used but will waste significant energy. When the relative humidity of weather supply air is above the set point, 70% relative humidity, the sensor turns on the preheater to raise the air temperature and thereby decrease the relative humidity. The sensor actuates separate stages of the preheater based on sensed air temperature and humidity. The thermostat controls two (2) stages and the humidistat controls one (1) stage. These sensors are located in the CBRN Filter Room.
Tempered Water Coil A tempered water coil is used to pre-cool or pre-heat CBRN System supply air before being supplied to the Citadel. The tempered water coil is located within the HVAC Fan Room. The controls for the tempered water coil are also located in the HVAC Fan Room.
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CBRN System Accommodations Make-up Air Fans CBRN System accommodations make-up air fans provide filtered air to the Citadel. High- pressure centrifugal fans are utilized because of the high airflow and pressures required. Two (2) high- pressure accommodations make-up fans serve the Citadel. These fans can approach 15 INWC total pressure with loaded filters while delivering the design air quantity. The accommodations vent fans are installed in parallel and are controlled by variable frequency drives (VFD); both the accommodations vent fans and VFDs are located in the HVAC Fan Room. The CBRN System is required to deliver a volume of clean, toxic free air at a pressure necessary to maintain the Citadel at a minimum positive pressure with respect to outside ambient pressure. The volume of air delivered must also be sufficient to: Balance the exhaust air requirements (Normal Mode only) Supply air conditioning systems with the specified volume of replenishment air necessary to maintain an adequate oxygen level and control odors. Supply air for constant air sweeps to the EAL and DAL. Compensate for designed and anticipated Citadel boundary leaks.
CBRN System high-pressure accommodations make-up fans are normally energized and de-energized by breakers in the MCC panel at the switchboard. These fans can be secured from the HVAC Fan Room via emergency disconnect switches located on the front of the VFD enclosure. To ensure the CBRN filters within both CBRN filter housings are loaded evenly over time, it is recommended that both accommodations make-up air fans are operated simultaneously. If a single fan is used for extended periods of time, the filters associated with that fan will become loaded much faster than the other filters, which may result in the filters having to be replaced before normal 3-year change-out period. Additionally, the filters associated with the fan that is de-energized will absorb moisture which reduces the amount of contamination that can be absorbed.
Variable Frequency Drives There are two (2) VFDs utilized in the CBRN System; each VFD controls one (1) of the accommodations make-up air fans. The VFDs are located in the HVAC Fan Room. In Normal Mode the VFDs are set a single preset speed. In Protected Mode the VFDs are programmed to adjust the fan speed based on the differential pressure across the tempered water coil also located in the HVAC Fan Room. The tempered water coil differential pressure value correlates to the total supply flow rate. The tempered water coil differential pressure gage sends a
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signal to the VFDs based on the pressure reading. As the CBRN filters become loaded, the fan speed will be increased to compensate for the added flow resistance, and maintain a constant flow rate. Although each high- pressure accommodations vent fan has its own VFD, both fans will always operate at the same speed to prevent the fans from “fighting” each other (this is a phenomenon that occurs when fans are installed in parallel and operate at different speeds/flows, which leads to poor CBRN System performance).
Distribution System/Ductwork Supply air is distributed throughout the Citadel in a manner that will best affect pressurization and habitability while allowing a logical return path for natural supply air to the EAL, DAL, sanitary spaces, and other spaces requiring natural supply air.
CBRN System Exhaust Fans Axial fans are used to exhaust air from the Citadel in Normal Mode to meet required rates of air change in each compartment; facilitating the removal of hot, humid, stale, or noxious air. Exhaust fans are automatically secured and their respective dampers are automatically closed when Protected Mode is activated.
Citadel Boundary Doors, Hatches, and Closures Doors, hatches, and closures located on the Citadel boundary must remain closed and fully dogged at all times while in Protected Mode. If any of these are opened, the Citadel overpressure will be lost. If the fireboat is in a contaminated environment, the Citadel will be comprised and fireboat personnel will have to immediately don their CBRN PPE.
AMS and HVAC Control Panel The AMS System provides CBRN System Normal/Protected Mode activation, monitoring, and alarms. The AMS monitors the Citadel overpressure, status of doors, hatches, and fire dampers (i.e., open/closed), and the CBRN filter differential pressures. In both Normal and Protected Modes, the AMS will alarm if the allowable CBRN filter pressure drop is exceeded and if the Citadel overpressure becomes too high. In Protected Mode the AMS will also alarm if the Citadel overpressure falls below an acceptable level. The AMS can be viewed at two screens located in the Wheelhouse, one in the Engine Room, one in the HVAC room and two in CIC.
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Monitoring of CBRN The CBRN System is monitored and displayed on all five AMS displays with an audible alarm. The monitoring and alarm points and output functions for the CBRN System are as follows:
CBRN System DIFFERENTIAL PRESSURE(TO EXTERIOR) BRIDGE DECK - WHEELHOUSE High Low DIFFERENTIAL PRESSURE(TO EXTERIOR) BOAT DECK - CIC High Low DIFFERENTIAL PRESSURE(TO EXTERIOR) BOAT DECK - PASSAGE High Low DIFFERENTIAL PRESSURE(TO EXTERIOR) MAIN DECK - MULTI-PURPOSE ROOM High Low DIFFERENTIAL PRESSURE(TO EXTERIOR) HOLD - EMS AREA High Low DIFFERENTIAL PRESSURE(TO EXTERIOR) ENGINE ROOM/CITADEL High Low NO. 1 CBRN FILTER Missing Dirty No 1 CBRN FILTER AIR FLOW NO. 1 CBRN FILTER DIFFERENTIAL PRESSURE High NO. 1 CBRN FILTER FAN STATUS Running NO. 1 CBRN FILTER SUPPLY DAMPER POSITION Closed CBRN NO. 2 FILTER Missing Dirty No 2 CBRN FILTER AIR FLOW NO. 2 CBRN FILTER DIFFERENTIAL PRESSURE High NO. 2 CBRN FILTER FAN STATUS Running
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NO. 2 CBRN FILTER SUPPLY DAMPER POSITION Closed ROUGHING FILTER Missing Dirty ROUGHING FILTER DIFF. PRESSURE High Citadel Pressure High Low CBRN Pre-Heater Trip FAILURE POTABLE WATER TANK LEVEL Low RELATIVE HUMIDITY Level PITOT TRAVERSE STATION 1 (P1) PITOT TRAVERSE STATION 2 (P2) Doors, Windows, Hatches DOOR OPEN IN PROTECTED MODE BOAT DECK/ CBRN AFT EXTERIOR Open DOOR OPEN IN PROTECTED MODE CIC STBD. EXTERIOR Open Aft Deck/ Decon Shower Exterior WT Door Open Equipment Room/ Hazmat Assess Interior FT. Door Open STBD. Deck/ CBRN Airlock Exterior WT Door Open Machinery Deck/ Boat Deck Interior FT. Door Open Aft Hold/ Engine Room Interior WT Door Open Engine Room/ VSP Room Interior WT Door Open Decon Shower/ Hazmat Assess Interior DBL Door Open Hazmat Assess/ Multi-purpose Interior FT. Door Open CBRN Airlock/ Multi-purpose Interior FT. Door Open Port Deck/ Equipment Room Exterior WT Door Open Aft Deck/ Equipment Room Exterior Roll Up Door Open STBD. Deck/ Deck Locker Exterior Roll Up Door Open
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Aft Boat Deck/ CBRN Filter Room Exterior WT Door Open Aft Boat Deck/ Deck Locker Exterior WT Door Open Engine Room to Aft Deck Escape Hatch Open EMS Area to Fore Deck Escape Hatch Open VSP Room to Multi-purpose Flush Hatch Open CIC U1 Port Opening Window Open CIC T1 STBD. Opening Window Open WH J Port Escape Window Open WH J STBD. Opening Window Open WH H2 Port Escape Window Open WH H1 STBD. Escape Window Open Dampers EXHAUST DAMPER POSITION BOAT DECK WC Closed EXHAUST DAMPER POSITION MAIN DECK WC Closed EXHAUST DAMPER POSITION PANTRY RANGEHOOD Closed Fire Damper 1 Open Fire Damper 2 Open Fire Damper 3 Open Fire Damper 4 Open Fire Damper 5 Open Fire Damper 6 Open Fire Damper 7 Open Fire Damper 8 Open
Citadel Drains All drains originating in the Citadel are provided with a “P” trap that has a minimum water seal depth of 4 to 6 inches. The trap prevents the loss of Citadel overpressure and isolates the drain from the outside environment. Furthermore, the traps isolate odors in the drain piping. Traps are located between the drain source and the termination of the drains and vents.
Fire Dampers Natural vents exist across fire boundary bulkheads to allow air to flow between different areas within the Citadel. These are used to allow air to flow from spaces with supply terminals to exhaust locations. Some of these vents
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are fitted with fire dampers that can be sealed during a fire to prevent the spread of smoke and flame.
Creating the Citadel The areas that are within the protected zones, Citadel boundaries, provide personnel protection against exposure to chemical, biological, radiological or nuclear agents. These areas are: The Bridge Deck interior The Boat Deck interior inclusive of the passageway and stairwells The Main Deck-Multipurpose room, locker and stairwell to the boat deck The Hold-EMS Area The Decon Shower/Hazmat Assessment area and the main deck air lock are considered transition areas.
THE CBRN SYSTEM WILL HAVE THREE MODES OF OPERATION SELECTED VIA THE HMI SCREENS: NORMAL, PROTECTED, AND STANDBY.
NORMAL MODE When the fireboat is operational (underway or in port) and there is no threat of a CBRN contamination and the fireboat is not in a CBRN environment or not recovering from a CBRN environment, the CBRN System should be operating in Normal Mode. All air supplied to the Citadel in Normal Mode is filtered; however, the Citadel is not pressurized. Personnel can enter and exit the Citadel through any door or hatch. All CBRN System alarms are deactivated in Normal Mode, except for excessive CBRN filter differential pressure and excessive Citadel overpressure. The excessive CBRN filter differential pressure alarm indicates that the pre-filters and/or CBRN filters need to be replaced.
IN NORMAL MODE: EXHAUST FANS ARE OPERATING AND THE CITADEL IS NOT PRESSURIZED. ALARMS AND WARNING RELATED TO PRESSURE ARE NOT ACTIVE. CBRN SUPPLY FANS ARE OPERATING AT NORMAL AIRFLOW RATES. AIRLOCK DOOR MAGNETIC HOLDBACKS ARE ENERGIZED. AIRLOCKS RED/GREEN LIGHTS ARE OFF. NO MOTORS ARE LOCKED OUT
PROTECTED MODE When the fireboat is operational (underway or in port) and there is a threat of CBRN contamination the CBRN System should be operating in Protected Mode. If the fireboat is in a CBRN environment or recovering from a CBRN environment, the CBRN System should remain in Protected Mode. If the CBRN System is not operating in
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Protected Mode at the time of a CBRN attack, it should be assumed that the Citadel is contaminated and fireboat personnel should don their PPE.
In Protected Mode the Citadel is pressurized to 2.0 ±0.5 INWC. Access to/from the Citadel is restricted to maintain the Citadel overpressure and to prevent the Citadel from becoming contaminated. Personnel can only exit the Citadel through the EAL (wearing appropriate protective equipment) and can only reenter the Citadel through the DAL. All other Citadel boundary accesses must remain secured at all times. Any supplies to be brought into the Citadel are brought in through the DAL for monitoring and removing contamination. All alarms are activated in Protected Mode.
IN PROTECTED MODE: DECON AND EGRESS AIR LOCKS AIR SWEEPS SHOULD BE OPENED BEFORE SWITCHING TO PROTECTED MODE EXHAUST FANS ARE LOCKED OUT, THEIR DAMPERS ARE CLOSED, AND THE CITADEL IS PRESSURIZED TO 2.0 to 2.5 inwg. ALARMS AND WARNING RELATED TO PRESSURE ARE ACTIVE. CBRN SUPPLY FANS ARE MAINTAINING DIFFERENTIAL PRESSURE. AIRLOCK DOOR MAGNETIC HOLDBACKS ARE DE-ENERGIZED. AIRLOCKS RED/GREEN LIGHTS ARE ACTIVATED. THE SCBA COMPRESSOR IS LOCKED OUT.
Air Sweeps
STANDBY MODE IN STANDBY MODE: EXHAUST FANS ARE OPERATING AND THE CITADEL IS NOT PRESSURIZED. ALARMS AND WARNING RELATED TO PRESSURE ARE NOT ACTIVE.
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CBRN SUPPLY FANS ARE OPERATING AT 25% OF NORMAL AIRFLOW RATES. AIRLOCK DOOR MAGNETIC HOLDBACKS ARE ENERGIZED. AIRLOCKS RED/GREEN LIGHTS ARE OFF. NO MOTORS ARE LOCKED OUT.
3. Decontamination Station Operations Below is a list of general procedures to decontaminate personnel using the DAL. These procedures should be expanded upon by the LBFD.
WARNING
If gas masks with filters are being worn, personnel just shield the filter from water by using their hands. The filter will be damaged if it is exposed to water.
1. Contaminated personnel perform gross decontamination outside of the DS in the weather using the deluge shower near the DS entrance. Equipment not required for protection against the hazard should be removed and left. in the weather (e.g., fire axe, water canteen). 2. Upon completion of gross decontamination, personnel enter the DS where all protective equipment and clothing, except the gas mask, is removed and personnel are decontaminated using decontamination agents and the showers. Discarded protective equipment and clothing should be bagged. NOTE: The DS may contain both liquid and vapor hazards. 3. Prior to entering the HA, the person should open the door, pickup the bagged gas mask from the previous person and place it on the DS floor. The person then enters the HA, where they must wait for the required 5 minute purge. After the purge cycle is complete the gas mask can be removed. The gas masks should be placed in a plastic bag and left. on the HA floor. Vapor hazards may exist in the HA until the purge cycle is completed. 4. Upon removal and bagging of the gas mask the person may enter the Citadel. If possible, qualified personnel should be stationed at the HA exit to check persons being contaminated to ensure they are clean before they exit the HA. If they are deemed clean, they can enter the Citadel. If contamination is found, the HA door should be closed and the person proceeds back to the SA. The person may enter the DS through the DS / HA door or the Fire Equipment Room door could be used. It is not 148 Prepared by: J. L. Cascone and Associates, Inc.
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recommended for the Fire Equipment Room door to be used as the person would then have to proceed back to the weather. Since at this point the person no longer has any protective equipment besides the gas mask, they will be susceptible to all liquid hazards that may be present in the Fire Equipment Room and the Weather.
Personnel stationed in the DS must periodically move the bagged gas masks and discarded protective equipment and clothing from the DS to the weather. This allows personnel stationed in the DS enough space to maneuver casualties through the DAL.
4. Wash-down of Vessel System Operations The FiFi Monitors are used for vessel wash down: Put all FiFi Fog/Screen Monitors to “Fog” to envelope the vessel. For Example: Place the Blue, Red, and Green FiFi Systems On-Line All monitors accept the Under Wharf, and Foredeck monitor will be used in “Fog” pattern: Both Wheelhouse Top Monitors M7, and M9 Both Forward Boat Deck Monitors M8, and M10 Both Aft Boat Deck Monitors M2, and M3 Aft Deck Monitor M4 Position Monitors to “shroud” vessel in fog spray Open all monitors accept Under Wharf, and Foredeck Increase Engine RPM until adequate fog pattern out of all monitors is achieved Upon completion of the sea water pre-wash, the vessel should receive a complete fresh water rinse from the top down.
5. Personal Protective Equipment
6. Ingress and Egress procedures In Protected Mode, there is one point of Ingress and one point of Egress to and from the deck house on the main deck. Ingress will be available through the decontamination shower/hazmat assessment area and egress will be accomplished through the main deck air lock on the starboard side of the multipurpose room. Egress Before exiting the Citadel, personnel must don PPE and any additional equipment required (e.g., SCBA) if the fireboat is in a CBRN environment, recovering from a CBRN attack, or if there is a threat of a CBRN attack. Note that any personnel or equipment that leaves the Citadel will have to be processed through the Decon Shower/Hazmat Assessment before reentering the Citadel during or after a CBRN attack. Once a crewmember exits the Air Lock, a 4 minute purge time is required 149 Prepared by: J. L. Cascone and Associates, Inc.
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before the next crewmember can enter the air lock. The purge removes any airborne contamination that may have entered the AL while a crewmember exited the fireboat. The AL red/green light warning system provides indication for when AL doors can be opened and closed to ensure the Citadel does not become contaminated. The AL red/green light warning system functions as follows:
To Exit Vessel With the Air Lock/Multi-purpose Room warning light green, entry is allowed into the AL. Once the AL/MP Room door is secured and the AL/Exterior door green warning light is lit, exit to the exterior is permitted. The AL/MP room red warning light will light when the exterior door opens. Upon exiting the AL, personnel re-secure the AL/Exterior door. Once the door is secured, the timer for the purge air starts. Both door red warning lights will remain lit until the purge time (5 min) expires. Once purge time is complete AL/MP room green warning light turns on.
AIR LOCK CBRN INDICATOR LIGHTS
To Enter Vessel During or after a CBRN contamination event, personnel may only enter the Citadel through the DAL. The DAL allows personnel to be decontaminated while maintaining the Citadel overpressure. The DAL red/green light warning system provides indication for when DAL doors can be opened and closed to ensure the Citadel does not become contaminated. The DAL red/green light warning system functions as follows: The Exterior / DS door and the DS / HA door should not be opened simultaneously. There is no physical means provided to prevent both doors from being opened simultaneously. Therefore, if one (1) of these doors is opened, the warning light at the other door will be RED. ?? The DS / HA door and HA / MP room should not be opened simultaneously. There is no physical means provided to prevent both doors from being opened simultaneously. Therefore, if one (1) of these doors is opened, the warning light at the other door will be RED. 150 Prepared by: J. L. Cascone and Associates, Inc.
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If the DS / HA door is closed, the Exterior/DS warning light will be GREEN. If the Exterior / DS door is closed, the DS / HA door warning light will be FLASHING GREEN. The FLASHING GREEN warning light indicates that the door can be opened if the HA is unoccupied. If the DS / HA door has been closed for the required HA purge time of 4 minutes, the DS / HA door warning light will turn FLASHING GREEN and the HA / MP room door warning lights (there is one (1) warning light on each side of the door) will be GREEN. The HA / MP room warning lights will be RED until the required HA purge time is completed. Note: the DS / HA door warning light will remain FLASHING GREEN during the purge cycle. The purge time restarts whenever the DS /HA door is opened.
Decontamination Area Ready for Access
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Personnel Enters Decontamination Shower
Personnel in Decontamination 152 Prepared by: J. L. Cascone and Associates, Inc.
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Personnel Entering Hazmat Assessment Area
Personnel in Hazmat Assessment-Purge Time Initiated 153 Prepared by: J. L. Cascone and Associates, Inc.
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Purge Time Complete-Personnel Enters Multi-purpose Room
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G. Off Ship Firefighting Operations 1. Description of the FFS System a) Red System The Major components of the Red FFS System are: The Port Main Engine One each Fire Fighting Pump, pump No 2, with integrated clutch Two each Fire Monitors, M7 Pilothouse, forward and M 8 Boat Deck, Port One Each foam proportioner, No 1 One each hose manifold, main deck , forward port side System Performance Pump No 2 ► Capacity 7500 gpm ► Design pressure 180 psi Monitor M 7-Pilothouse forward Capacity 6000 gpm Max throw distance 440 ft. Max throw height 239 ft. Monitor M 8-Boat deck port, forward Capacity 1500 gpm Max throw distance 260 ft. Max throw height 125 ft. Foam Capacity 6000 gpm
Red FFS description The Red FFS system utilizes the port main engine as the prime mover for fire pump No. 2. The pump is coupled to the auxiliary drive end of the main engine. The pump is outfitted with an integral gear and clutch for engaging and disengaging with control through the FFS Mimic panels. The pump suction is through the shared Fi Fi sea chest at Frames 22-23, port side, with a 14” remote operated sea suction valve. The 12” discharge of the pump can be directed either overboard at Frame 23-24 port side, or to the main discharge piping servicing fire monitors and the foredeck manifold. The discharge flows through the No 1 Foam Proportioner for foam operations if desired. The main discharge valve is a 12” remote operated valve. The discharge transitions from the 12” discharge line to a 4” overboard discharge with a remote operated valve. The main discharge valve is also outfitted with a manually operated by-pass/fill valve. The main pump discharge piping supplies the M7 fire monitor and is reduced to an 8” line to supply the M8 fire monitor and the foredeck manifold. Both fire monitors supplies are controlled by remote operated valves. The foredeck manifold is outfitted with three 4” discharge valves, rated at 2000 gpm per outlet, and one 2 ½” swivel gate valve for freshwater flushing of the system. All remote operated valves are controlled through the FFS control system Mimic panels in the wheelhouse with local manual backup. On the suction side of the pump, 155 Prepared by: J. L. Cascone and Associates, Inc.
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between the sea suction valve and the pump, there is a connection to the suction of the Bilge and Ballast system that is utilized for draining of the system. During FiFi operations the Pilot/Operator will control engine RPMs with priority given to the fire pump delivery demands. The VSP system, being constant rpm/variable pitch, simply adapts the degree of pitch to the available engine/pump rpm for maintaining vessel control. Maximum pump volume and complete vessel maneuverability can be obtained at the same time for extended periods. The Red and Green systems are the main high volume foam delivery systems for large vessel fires, or large shore-based petroleum fires (either two dimensional or tank). Foam can be discharged considerable distance from the 6000 gpm housetop monitors, discharged shorter distances from the 1500 gpm forward boat deck monitors (small vessel fires), or delivered through large diameter fire hose via the fore-deck manifolds.
Operational Scenarios I. Manifold water to shore side units II. Manifold foam to shore side units III. Manifold water to deck of ship IV. Manifold foam to deck of ship V. Water curtain self-protection (Radiant heat or CBRN) VI. Combination of water curtain self-protection with manifold delivery VII. Low volume, close distance foam delivery via forward boat deck monitors (small vessel fires) VIII. High volume, long distance foam delivery via house top monitors
Note Red and Green systems are identical in terms of operational capabilities and are mirror images as to system configuration.
References: 1. Drawing: Robert Allen 04-146-71500 2. Drawing: Robert Allen 04-146-73010 3. Drawing: Robert Allen 04-146-73000 -03
Insert Red System Dwg
b) Blue System The Major components of the Blue FFS System are: Two each pump engines mounted on centerline with Pump Engine No 1 forward and Pump No 2 aft 156 Prepared by: J. L. Cascone and Associates, Inc.
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Four each FFS pumps with Pumps No 3 & 5 coupled to Pump Engine No 1 and Pumps No 4 & 6 coupled to Pump Engine No 2 Two each integral gear and clutch arrangement for Pumps 3 & 4 Six each Fire Monitors as follows: M 1 foredeck, bow, monitor ( The only non-Fog/Jet monitor) M 2 & M 3, port and starboard aft boat deck monitors M 4, aft deck monitor M 5 & M 6 port and starboard under wharf monitors Two each manifolds, port and starboard aft deck, Frames 10-15, each with five (5) 4” Manual Gate Valves
System Performance Pumps No’s 3 & 4 Capacity 8000 gpm each ► Design pressure 180 psi Pumps No’s 5 & 6 Capacity 4000 gpm each ► Design pressure 180 psi Monitor M 1-foredeck Capacity 12000 gpm Max throw distance 570 ft. Max throw height 195 ft. Monitor 2-Aft Boat Deck Port Capacity 4000 gpm Max throw distance 360 ft. Max throw height 180 ft. Monitor 3-Aft Boat Deck Starboard Capacity 4000 gpm Max throw distance 360 ft. Max throw height 180 ft. Monitor 4-Main Deck Aft Capacity 4000 gpm Max throw distance 360 ft. Max throw height 175 ft. Monitor 5-Under Wharf Port Capacity 2000 gpm Max throw distance 260 ft. Monitor 6-Under Wharf Starboard Capacity 2000 gpm Max throw distance 260 ft.
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Warning When running fire pumps in blue system in parallel, make sure they all discharge water into the fire main. This will be the case if they are running at the same speed and have the same outlet pressure.
If one of the pump(s) in blue system is running at a lower speed, there is great risk of overheating since pressure in the fire main will prevent the pump(s) from discharging. In this case there is no water circulation with subsequent over-heating of the pumps.
Blue FFS Description The Blue FFS System provides the bulk of the vessel’s off-ship firefighting capability. The system utilizes two independent pump engines, each driving two independent pumps. The engines are mounted on centerline with Pump Engine 1 forward and Pump Engine 2 aft. On Pump Engine 1, Pump 3 is directly coupled to the flywheel end the engine with Pump 5 coupled with a clutch arrangement to the auxiliary drive end of the engine. On Pump Engine 2, Pump 4 is directly coupled to the flywheel end the engine with Pump 6 coupled with a clutch arrangement to the auxiliary drive end of the engine. Discharges from the four pumps all tie into a common 16” discharge header that runs fore and aft, longitudinally, in the engine room. Between Pump 3 and Pump 6 there is a 16” remote operated isolation valve on the header that allows for the system to be segregated fore and aft. With this isolation valve open, any of the four pumps can supply flow to any of the deck monitors and manifolds on the Blue system. With the isolation valve closed, Pumps 3 & 5 supply flow to monitors M 1, M 2 & M 3, and Pumps 4 & 6 supply flow to monitors M 4, M 5 & M 6 and the port and starboard aft manifolds. There are two 4” overboard discharge lines from the 16” main header. Both over boards are on the port side, one at Frames 19-20 and one at Frames 36-37. Both overboard discharge valves are remotely operated. In the forward end of the engine room, the main header transitions to a 12” header that runs to the port and starboard sides of the engine room, transversely, and up to the monitors. There are two 12” manually operated isolation valves, one port and one starboard on the transverse header that control flow to the monitors. With the starboard isolation valve closed, flow to monitor M 3 and the starboard supply to monitor M 1 is off. With the port isolation valve closed, supply to monitor M 2 and the port supply to monitor M 1 is off. Direct flow to monitors M 2 and M 3 is controlled by a 12” remote operated valve on each. Flow to monitor M 1 is controlled by two 12” remote operated valves, one on the port supply and one on the starboard supply. In the aft end of the engine room, the main header transitions to two 12” supplies that run to the port and starboard sides of the engine room, transversely, up to the manifolds and to a 12” header that runs aft in the aft hold and provides 158 Prepared by: J. L. Cascone and Associates, Inc.
Foss Maritime Fire Boat Operations Manual--Draft flow to monitors M 4, M 5 & M 6. The port and starboard manifolds are each outfitted with 5 each 4” valves and a 2 ½” swivel gate valve for freshwater flushing of the system. The 12” aft hold supply line transitions to two 8” supplies, one for each of the under wharf monitors, M 5 & M6. There are three 12” manually operated isolation valves at the 12” transitions, one port and one starboard on the manifold supply lines and one on the aft hold header that controls flow to the monitors. With the starboard isolation valve closed, flow to starboard manifold is off. With the port isolation valve closed, supply to the port manifold is off. With the aft isolation valve closed, flow to monitors, M 4, M 5 & M 6 is off. Direct flow to monitors M 5 and M 6 is controlled by an 8” remote operated valve on each. Flow to monitor M 4 is controlled by a 12” remote operated valve.
The pump arrangements are as follows: Pumps 3 and 4, capacity 8000 gpm @ 180 psi, are mounted on the flywheel ends of pump engines 1 and 2, one on each. Each pump has an integral gear and clutch for engaging and disengaging with control through the FFS Mimic panels. The pump suctions are through 16” remote operated sea valves with Pump 3 taking suction from the shared Fi Fi sea chest, Frames 21-27 and Pump 4 taking suction through the aft centerline Fi Fi sea chest, Frames 12-15. Each pump discharge ties into the 16” longitudinal discharge header thru a 12” remote operated discharge valve and a 12” check valve. Each discharge line is outfitted with a manual by-pass around the remote operated discharge valve and the check valve for system draining and manual filling. Pump 3 ties into the 16” main discharge header forward of the 16” header isolation valve and Pump 4 ties into the header aft of the isolation valve. Pumps 5 and 6, capacity 4000 gpm @ 180 psi, are mounted on the auxiliary drive ends of pump engines 1 and 2, one on each. The pump suctions are through 14” remote operated sea valves with both pumps taking suction from the shared Fi Fi sea chest, Frames 21-27. Each pump discharge ties into the 16” longitudinal discharge header thru a 10” remote operated discharge valve and a 10” check valve. Each discharge line is outfitted with a manual by-pass around the remote operated discharge valve and the check valve for system draining and manual filling. Pump 5 ties into the 16” main discharge header forward of the 16” header isolation valve and Pump 6 ties into the header aft of the isolation valve. All remote operated valves are controlled through the FFS Mimic control panels in the wheelhouse with local manual backup. On the suction side of the pumps, between the sea suction valve and the pump, there is a connection to the suction of the Bilge and Ballast system that is utilized for draining of the system.
Operational Scenarios I. Manifold water to shore side units – Potential volume 20,000 gpm II. Long range heavy stream water delivery, M 1 Bow monitor – 12,000 gpm
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III. Multiple stream, mid-gpm water delivery from the aft boat & main deck levels M2, M3, M4. IV. Underwharf stand-alone low angle attack, M5 & M6 V. Underwharf spill containment/herding VI. Combinations of all the above
Insert Blue System Dwg
References: 1. Drawing: Robert Allen 04-146-71500 2. Drawing: Robert Allen 04-146-73010 3. Drawing: Robert Allen 04-146-73000 -02
c) Green System The Major components of the Green FFS System are: The Starboard Main Engine One each Fire Fighting Pump, pump No 1, with integrated clutch Two each Fire Monitors, M 9 Pilothouse, aft and M 10 Boat Deck, Starboard One Each foam proportioner, No 2 One each hose manifold, main deck , forward starboard side
System Performance Pump No 1 ► Capacity 7500 gpm ► Design pressure 180 psi Monitor M 9-Pilothouse aft Capacity 6000 gpm Max throw distance 440 ft. Max throw height 235 ft. Monitor M 10-Boat deck starboard, forward Capacity 1500 gpm Max throw distance 260 ft. Max throw height 125 ft. Foam Capacity 6000 gpm
Green FFS Description The Green FFS system utilizes the Starboard main engine as the prime mover for fire pump No. 1. The pump is coupled to the auxiliary drive end of the main engine. The pump is outfitted with an integral gear and clutch for engaging and disengaging with control through the FFS Mimic panels. The pump suction is through the shared Fi Fi sea chest at Frames 22-23, starboard side, with a 14” remote operated sea suction valve. . The 12” discharge of the pump can be directed 160 Prepared by: J. L. Cascone and Associates, Inc.
Foss Maritime Fire Boat Operations Manual--Draft either overboard at Frame 23-24, starboard side, or to the main discharge piping servicing fire monitors and the foredeck manifold. The discharge flows through the No 2 Foam Proportioner for foam operations if desired. The overboard discharge transitions from the 12” discharge line to a 4” overboard with a remote operated valve. The main discharge valve is a 12” remote operated valve. The main discharge valve is also outfitted with a manually operated by-pass/fill valve. The main discharge piping supplies the M 9 fire monitor and reduces to an 8” line to supply the M 10 fire monitor and the foredeck manifold. Both fire monitor supplies are controlled by remote operated valves. The foredeck hydrant manifold is outfitted with three 4” discharge valves and one 2 ½” swivel gate valve for freshwater flushing of the system. All remote operated valves are control through the FFS control system in the wheelhouse with local manual backup. On the suction side of the pump, between the sea suction valve and the pump, there is a connection to the suction of the Bilge and Ballast system that is utilized for draining of the system.
See Red System above for operational scenarios.
Inert Green System Dwg
References: 1. Drawing: Robert Allen 04-146-71500 2. Drawing: Robert Allen 04-146-73010 3. Drawing: Robert Allen 04-146-73000 -03
d) White System The Major components of the White FFS System are: One each Pump Engine No 3 located aft of the starboard main engine One each Fire Fighting Pump, pump No 7 One Each foam proportioner, No 3 Three each hydrants, main deck , forward port side and aft port and starboard sides Three each de-watering eductors, forward port side and aft port and starboard sides rated at 500 gpm flow rate One each hose reel, main deck aft
System Performance Pump No 7 ► Capacity 2000 gpm ► Design pressure 250 psi De-watering eductors Capacity 500 gpm Foam Capacity 2000 gpm 161 Prepared by: J. L. Cascone and Associates, Inc.
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White FFS System Description The White FFS system utilizes Pump Engine No 3 as the prime mover for fire pump No 7. The pump, capacity 2000 gpm @ 250 psi, is direct coupled to the flywheel end of the engine. The pump suction is through the shared Fi Fi sea chest at Frames 22-23, starboard side, with an 8” remote operated sea suction valve. The 4” discharge of the pump flows through a remote operated valve to a main discharge header that runs fore and aft, longitudinally, in the engine room and aft hold. The discharge ties into a 4” overboard discharge that flows through a check valve and a remote operated valve at Frames 20-21 starboard side. The discharge transitions to a 6” supply line that flows through Foam proportioner No 3 and supplies the main deck hydrants, hose reel and de-water eductors. Eductors are not to be used if the foam system is activated. Each hydrant manifold has 2-2 ½” valves. The De-watering eductors utilize portable wire inserted suction hoses that can be utilized to de-water a vessel in need of assistance or for emergency bilge suction on-board. Once the portable hose has been positioned in the compartment requiring de-watering, flow through the eductor creates a suction drawing the water from the compartment and flowing to the overboard of the eductor. All remote operated valves are control through the FFS Mimic control system in the wheelhouse with local manual backup. On the suction side of the pump, between the sea suction valve and the pump, there is a connection to the suction of the Bilge and Ballast system that is utilized for draining of the system. The White System is a stand-alone engine/pump combination supporting handheld firefighting lines and the fire boat’s de-watering eductors. Engine and pump size are matched to the higher operating pressures and lower flow requirements of hand lines and de-watering eductors. The system is designed to allow the Engineer to have more control of delivery pressure by varying pump speed (similar to the pump on a fire engine), enhancing firefighter safety when operating hand lines. The engine speed can also be governed by the systems pressure setting. Foam is available to the white system via the Number 3 or 4 Foam pump (30 gpm @ 235 psi) and the Number 3 Foam proportioner.
Operational Scenarios I. Off-Ship firefighting for small vessel fires, workboat fire, tug boat fires, structures, etc. II. Onboard firefighting (fireboat fire) III. Protection lines IV. Off-ship de-watering V. On-Board de-watering (of fireboat)
Insert White System Dwg
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References: 1. Drawing: Robert Allen 04-146-71500 2. Drawing: Robert Allen 04-146-73010 3. Drawing: Robert Allen 04-146-73000 -04
e) Foam System The Major components of the Foam System are: Two each 2100 gal foam storage tanks located in the aft hold, Frames 8-12 port and starboard sides Four each foam liquid pumps, vertical centrifugal, located in the aft hold inboard of the port foam tank. Two each foam proportioners, one located on each FFS System Red and Green, capacity 6000 gpm each. One each foam proportioner located on the White FFS System, capacity 2000 gpm Four each strainers Four each pressure relief valves
Foam System Description The foam storage tanks are located in the aft hold and provide a combined storage capacity of 4200 gals of NOVACOOL (0.4%) firefighting foam. The tanks are cross connected with a 2 ½” suction header that tees into the suction line for each of the four pumps. The tank vents are cross connected with a single PV vent for the two tanks being located in the crane pedestal. There are 2” suctions for Pumps 1 & 2 and 1½” suction for Pump 3 & 4. The pump suctions have a suction valve and strainer. The pumps can take suction from either of the foam storage tanks or from a freshwater flushing line from the port aft firefighting manifold. The pump discharges are protected with a pressure relief valve for each pump. Each pump discharges through a manually operated discharge valve and check valve to a common discharge header. The discharge header provides flow to all three foam proportioners and an off ship discharge connection on the main deck in the crane pedestal. The flow to each proportioner is controlled by a remote operated inlet valve. There are three foam proportioners with Proportioner No 1 providing supply for the Green FFS System, Proportioner No 2 providing supply for the Red FFS System and Proportioner No 3 proving supply for the White FFS System. There is a freshwater flushing line that fed from the aft, port deck manifold that is used to flush the foam system after use.
System Performance Pump No 1 & 3 ► Capacity 48 gpm ► Design pressure 277 psi 163 Prepared by: J. L. Cascone and Associates, Inc.
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Pump No 2 & 4 ► Capacity 30 gpm ► Design pressure 235 psi Proportioner No 1 & 2 ► Capacity 6000 gpm Proportioner No 3 ► Capacity 2000 gpm
Insert Foam System Dwg.
References: 1. Drawing: Robert Allen 04-146-73000 -05
2. Description of Components of the FFS System a) Pumps, Monitors, Engines, Proportioners and Foam Pumps See Section I, D, 5
b) Manifolds and Hydrants Red System One each manifold, main deck , forward port side, Frames 54-56, with three 4” manifold valves and one 2 ½” swivel gate valve for freshwater flushing Blue System Two each manifolds on the aft deck, port and starboard sides, Frames 10-15, with five 4” manifold valves and a 2 ½” swivel gate valve for freshwater flushing of the system on each manifold. Green System One each manifold, main deck , forward port side, Frames 54-56, with three 4” manifold valves and one 2 ½” swivel gate valve for freshwater flushing. White System Two each hydrant on the aft deck, port and starboard sides, Frames 5-7, with two 2 ½” valves on each manifold. One each hydrant manifold on the foredeck port side, Frames 49-50, with two 2 ½” valves.
f) Controls The FiFi System and components are controlled through several panels with a variety of functions. Located on the forward and aft bridge consoles, there are mimic panels, fire monitor control panels, and touch screen control displays.
Mimic Panels- These panels provide a diagrammatic display of each system with controls switches and indicators for the following functions: 1. Open and close fire pumps suction and discharge valves. 164 Prepared by: J. L. Cascone and Associates, Inc.
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2. Open and close fire system overboard discharge valves 3. Engage and disengage fire pumps clutches 4. Open and close fire monitors supply valves 5. Start and Stop of the foam pumps
Additional controls on the mimic panels are: 1. Emergency clutch-out for Pumps 1, 2, 3 & 4 2. Alarm reset and lamp test push button 3. Dimming of Panel Backlight 4. Dimming of lamps in panel 5. Alarm beeper 6. Standby/On selector for panel activation. Either switch, FWD. or AFT will activate panels.
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Mimic Panel
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Fire Monitor Controls These panels provide the following controls for each monitor: 1. Joy stick for monitor up, down, left. and right movements 2. Selector switch for Fog/Jet monitor operations 3. On Monitor M 5 and M6 and additional Park/Ready Push button positions the monitor either in Operational mode or Parked mode. Once the button is pushed, the light will flash slowly until the monitor is in position. 4. Forward Panel controls monitors M 1, M 7, M 8, M 9 & M 10 5. Aft Panel controls monitors M 2, M 3, M 4, M 5, M 6, M 7 & M 9
FWD. Monitor Control Station
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FFS Controls Touch Screen Displays The START screen on the FFS Control touch screen panel has buttons to toggle for the following functions: 1. Dim + and Dim – for display brightness 2. Main System Aft 3. Main System FWD. 4. Pump Engine Control FWD. 5. Alarm 6. Setting 7. Reset
Start Screen
Main Screen Fwd. and Aft On these screens, the following is monitored: 1. Indication position of valves 2. Pump outlet pressures. 3. Delay Timers for discharge valves 4. Reset switches for discharge valves timers 5. Status signals from diesel engines
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These pages are only for display of system, no operation on these pages. Other pages are selected by the buttons in these panels.
Additionally, there is pipe animation indicated on the screens as follows:
Fire Main System Screen
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Fire Main System Screen
Pump Engine 3 Control This screen allows for the initiation of FFS control of Pump Engine No 3. Engine speed can either be controlled by push button selectors on the screen or by a pressure set in this screen.
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Pump Engine 2 Control Screen
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Alarm With an alarm, in any screen in the upper right hand corner, the triangular display below will flash. Additionally, there will be a text display on any screen with the last alarm indicated
Pushing the display will toggle to the alarm screen where the alarm is silenced by pressing the acknowledge button.
On the alarm page, the alarm list can be reviewed. Next to the alarm text there is the following letters: C = Activated A = Acknowledge D = Deactivated
C next to an alarm CA next to an alarm means Coming + acknowledged CAD next to an alarm means Coming +Acknowledged + Deactivated There is also a RESET button for alarm Accept/Reset.
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Alarm Screen
The Fi-Fi Alarms are monitored and displayed through the FFS Control system. The alarm points for the FFS system are as follows:
Fi Fi System- Off Ship FFS Panel Alarms Monitor 1 Overload Up/Down Monitor 1 Overload Right/Left. Monitor 2 Overload Up/Down Monitor 2 Overload Right/Left. Clutch 1 HH oil temperature Clutch 1 Clutch oil pressure Clutch 1 Gearbox oil pressure Clutch 2 HH oil temperature Clutch 2 Clutch oil pressure Clutch 2 Gearbox oil pressure Suction Valve 2 Opened Suction Valve 2 Closed Suction Valve 1 Opened
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Suction Valve 1 Closed Discharge Valve 1 Opened Discharge Valve 1 Closed Discharge Valve 2 Opened Discharge Valve 2 Closed Emergency clutch out bridge panel Port Emergency clutch out bridge panel STBD. Tripped fuses Cabinet A I/O card on CPU 1 Fault
See Section II Operations, D. Wheelhouse Operations, 6. Off-ship Firefighting Controls above.
3. Operating Procedures a) Start up Main Pump Engines See Section H. Engineering Operations-, 1. Description and Operation of Main Propulsion System, b) Caterpillar Units-3500C Marine Engines below.
Speed Control-Main Pump Engines The throttle controls for the main pump engines are Bosch Rexroth Marex OS II control heads that provide push button engine speed control. The units are configured with five push button speed settings with an ability to rise and lower the RPM’s from a set RPM utilizing a + or – button that allows adjustment of up to 25 RPM higher or lower than the set point selected. The available throttle settings are: ► 600 RPM ► 1000 RPM ► 1100 RPM ► 1400 RPM ► 1600 RPM
Caution Main Engine RPM controls on the forward and aft consoles are live and interconnected with no selector switch for isolation. Changes at either station will result in engine reaction.
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Throttle Push Buttons
Throttle Indicator Lights
No 3 Pump Engine The Engine is controlled through the functions of Start/Stop stations and Marine Power Display (MPD) Control Panels in the wheelhouse. The vessel is outfitted with two panels for the engine in the wheelhouse, one on each console forward and aft. Power to the MPD’s is controlled at the DC 2 breaker panel in the aft hold and then in the wheel house at the forward and aft consoles.
NOTE Power switch position is to be verified during daily checks.
Wheelhouse MPDs On the MPD panel there are the following buttons: ► “Alarm Acknowledgement” button-used to silence the alarm and to scroll through the diagnostic codes ► “Screen” display button-used to adjust the display brightness and contrast ► “Arrow” keys-used to navigate through the various functions These buttons have various function depending on which screen is displayed. Screens available are: ► System Information Screen ► Gauge Screens ► Current Engine Totals Screen ► Diagnostic Screen 176 Prepared by: J. L. Cascone and Associates, Inc.
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Default parameters provided for alarm and monitoring for the MPD are as follows: Engine Speed Battery Voltage Coolant Temperature Oil Pressure Fuel Rate Engine Load Boost Pressure Fuel Pressure Fuel Temperature Inlet Manifold Temperature Engine Hours Total Engine Hours (Lifetime) Total Fuel Used (lifetime) Total Idle Fuel (Lifetime) Total Idle Hours (Lifetime) Average Load Factor (Lifetime) Average Fuel Consumption (Lifetime) Trip engine Hours Trip Idle Hours Trip Fuel Trip Idle Fuel Trip Average Load Factor Trip Average Fuel Consumption
Alarms will also be indicated at the Engine Protection Enclosure in the engine room.
See-Caterpillar Marine Power Display (MPD) Control Panel—Page 32 of reference 1 manual and Operation Manual, LEBM0189, Marine Power Display
Prior to starting the engine, the following should be accomplished: Start the engine room ventilation system Ensure the exhaust system is clear of obstructions (No covers on exhaust) Ensure that at least one of the general purpose sea chest valves is open Ensure that the raw water cooling system suction valve is open to the engine Ensure that the Fuel Oil day tank valve is open Ensure that the fuel supply valve is open and fuel is available at the engine Check the fresh water cooling level, and add as needed Check the crankcase lube oil level, add as needed Check starting batteries Ensure that power is available to the MPD 177 Prepared by: J. L. Cascone and Associates, Inc.
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Perform Inspections per Engine Starting—Page 42 of the referenced manual
To start the engine from the Wheelhouse; Ensure the breakers are on in the DC 2 Panel in the aft hold Activate the wheelhouse MPD’s by turning the toggle switch “ON” at wheelhouse console Push the Start toggle switch to “START” at the wheelhouse panel
Speed Control-No 3 Pump Engine The control throttles for Pump Engine No. 3 are Bosch Rexroth Marex OS II control heads that provide push button engine speed control. The units are configured with five push button speed settings with an ability to rise and lower the RPM’s from a set RPM utilizing a + or – button that allows adjustment of up to 25 RPM higher or lower than the set point selected. The available throttle settings are: ► 800 RPM ► 1200 RPM ► 1500 RPM ► 2000 RPM ► 2300 RPM
Additionally, on the push button station, there is an FFS acceptance button. The FFS system has the control ability to monitor and adjust engine RPM based on fire main system pressure. Once the FFS control for Pump Engine No 3 is activated on the FFS panel, the push button on the throttle must be pushed to allow the transfer of control. At this point the push button controls are inactive until the FFS engine control is deactivated on the FFS panel. The engine controls are located on the forward and aft consoles in the wheel house just to the left of the Engineer’s station.
References: 1. CAT-Operations and Maintenance Manual-C-12 and C12 Marine Engines- SEBU7599-07 July 2009 2. Caterpillar Marine Power Display-Operator’s Guide, LEBM0189 3. Rexroth, Marex OS II, Devices and Adjustments, R419300234 / 45.06,
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Pumps
CAUTION • Make sure the pump unit will have seawater circulation. The suction valve to the pump and the bypass valve (around the discharge valve) on the pump’s pressure side must always be open. (For information - Refer to the project specific Piping Arrangement drawing with FFS project number and the suffix P1).a) • Never run the pump for more than 30 seconds against a completely closed discharge valve if a by-pass line is not installed. Otherwise there is a danger of overheating and serious damage to the pump. • The pump unit can – after the above mentioned verifications – be engaged remotely from control system’s panel, typically located on the bridge of the vessel. For this operation the control system of the general FFS system must be up and running according to specifications, with all relevant alarms available. References: Installation, Operation and Maintenance Instruction, Doc No.: FFS 412, Rev 02 and Doc No.: FFS 352, Rev 08, 7.01.13
Operating Parameters for Pumps with Clutches Normal Lube Oil Pressure—29-73 PSI speed dependent Oil Pressure Limits—14.5-87 psi Normal Temperature- 113°-158° F Maximum Temperature--194°F For SFP250x350XP: Normal Clutch pressure with engaged pump are 362.6 psi +/- 7.25 psi (limits +/- 43.5 psi) For SFP300x400XP: Normal Clutch pressure with engaged pump are 377 psi +/-7.25 psi (limits +/- 43.5 psi)
References: Installation, Operation and MaintenanceRed System Instruction, Operations Doc No.: FFS 352, Rev 08, 7.01.13
All operating scenarios are to be edited once final direction from LBFD has been agreed upon.
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Caution If using any Manifold of Hydrant, prior to opening any main hydrant or manifold valve, air must be purged from the system at the manifold or hydrant to prevent water hammering. This can be accomplished by slowly opening the drain valve on the hydrant or manifold valve to be utilized and purging air until a steady stream of water is present .
Red System Operation
Engaging Fire Pump No 2 to Supply Monitor M 7 and/or Monitor M 8 and the Port Foredeck Manifold (Main engine in operation)
1. Engineer must communicate with Pilot intentions to use the Red System because it is coupled to the Port Main Propulsion Engine. Fireboat should be maneuvered to a stable position to allow time to put system into service 2. From the FFS Mimic panel, open the Sea Chest Valve for Pump No 2 3. Open the pump vent to ensure sea water flow to the pump. Once flow is constant, close the vent valve. 4. Rotate House Top Monitor M7 and/or M 8 outboard and slightly down to safe start up position 5. Have Pilot bring the Port Main Propulsion Engine to Idle 6. At the FFS Mimic panel, open the main supply valve to Monitor M 7 and/or Monitor M 8 7. From the FFS Mimic panel, open the overboard discharge valve for Pump No 2 8. From the FFS Mimic panel, engage the clutch for Pump No 2, monitoring pump discharge pressures. 9. Once pump discharge pressure has stabilized, from the FFS Mimic panel, open the main discharge valve for Pump No 2
Caution: The port foredeck manifold will also be charged at this point.
10. Allow air to purge from the system (a slight steady stream from Monitor.) 11. At the Mimic panel, close the overboard discharge valve 12. Rotate Monitor M 7 and/or Monitor M 8 to a safe discharge position.
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13. Once stable operating pressure has been achieved, coordinate with the Pilot to adjust main engine speed for desired operating pressures of the FFS System. 14. Begin firefighting operations maintaining coordination with the Pilot
Note
There is an electrical interlock preventing the engagement of the clutch for
the pump if the sea chest valve is closed or the main pump discharge valve
is open.
Blue System Operations
Using Bow Monitor M1 (12,000 gpm) and Pump Engine No 1
Note: Either the Pump Engine 1 (Pumps 3 and 5), or Pump Engine 2 (Pumps 4 and 6) can be used to pump Bow Monitor. If using Pump Engine 2 (Pumps 4 and 6) Blue System Isolation Valve must be open.
1. Communicate with the wheelhouse watch the intentions to start the Pump Engine No 1 and the Blue FFS system. 2. Ensure that the control and alarm panels for the pump engine and the FFS system are energized 3. Check all fluid levels for the pump engine, oil and water, etc. 4. Open the fuel supply valve for the pump engine 5. Open at least one of the general purpose sea chest valves 6. Open the sea water cooling system suction valve for Pump Engine No 1 7. On Mimic Panel Open Pump 3 and Pump 5 Sea Chest Valves 8. Open the pump vents to ensure sea water flow to the pumps. Once flow is constant, close the vent valves. 9. Lower and rotate Foredeck Monitor M1 to safe start position 10. Ensure the port and starboard isolation valves on the 12” header in the forward engine room are open 11. On Mimic Panel Open Both Foredeck Monitor M1 valves 12. From the FFS panel, open the forward overboard discharge valve for the Blue System, Frame 19-20 13. Start Pump Engine 1 14. Monitor Pump No 5 discharge pressures and engine temperatures and pressures, once the temperatures and pressures on the pump engine cooling water, oil and fuel have reached normal operating parameters and Pump No 5 discharge pressure is steady, on Mimic Panel Open Pump 5 (Directly Coupled 4000gpm) Discharge Valve 181 Prepared by: J. L. Cascone and Associates, Inc.
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15. Allow air to purge from system (slight steady stream from Monitor) 16. When ready to begin firefighting and you want to bring up to full flow, on the Mimic Panel Close overboard discharge 17. At Mimic Panel Engage Pump 3 (Clutched 8000gpm) 18. Once pump discharge pressure has stabilized, at Mimic Panel Open Pump 3 Discharge Valve 19. Move Foredeck Monitor M1 to desired position 20. Adjust Pump Engine 1 rpm setting until desired flow or pressure is achieved
Using Boat Deck Monitors M2 (Port) and/or M3 (Starboard), (4000 gpm each/ Pump Engine No 1/Pump 5 and Pump Engine No 2/Pump 6
Note: You have the option to utilize one pump engine or two pump engines with this scenario. If you choose the single pump engine operation, you will have to engage an 8000 gpm clutched pump. If you choose to run two pump engines you can utilize the two directly coupled pumps (4000gpm each).
1. Communicate with the wheelhouse watch the intentions to start Pump Engines No 1 and No 2 and the Blue FFS system. 2. Ensure that the control and alarm panels for the pump engines and the FFS system are energized 3. Check all fluid levels for the pump engines, oil and water, etc. 4. Open the fuel supply valves for the pump engines 5. Open the general purpose sea chest valves 6. Open the sea water cooling system suction valves for Pump Engine No 1and No 2 7. On Mimic Panel Open Pump 5 and Pump 6 Sea Chest Valves 8. Open the pump vents to ensure sea water flow to the pumps. Once flow is constant, close the vent valves. 9. Lower and Rotate Aft Boat Deck Monitor(s) M2 (Port) and/or M3 (Starboard) to safe position 10. Ensure the Blue System Isolation Valve is open 11. On Mimic Panel Open Both Aft Boat Deck Monitors, M2 & M3, valves 12. From the FFS panel, open the overboard discharge valves for the Blue System 13. Start Pump Engines No 1 and No 2 14. Monitor Pumps No 5 and No 6 discharge pressures and engines temperatures and pressures, once the temperatures and pressures on the pump engines cooling water, oil and fuel have reached normal operating parameters and Pumps No 5 and No 6 discharge pressures are steady, on Mimic Panel, Open Pump 5 and Pump 6 (Directly Coupled 4000gpm each) Discharge Valves 15. Allow air to purge from system (slight steady stream from Monitors) 182 Prepared by: J. L. Cascone and Associates, Inc.
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16. When ready to begin firefighting and you want to bring up to full flow, on the Mimic Panel Close overboard discharge valves 17. Move Monitors M2 & M3 to desired position 18. Adjust Pump Engine 1 and Pump Engine 2 rpm settings until desired flow or pressure is achieved
Using Aft Main Deck Monitor M4, (4000gpm) /Pump Engine No 2 & Pump 6
Note: You may use either Pump Engine 1 (driving Pump 5) or Pump Engine 2 (driving Pump 6) for this operation. Remember these pumps are directly coupled. If you use Pump Engine 1 (Pump 5) make sure the Blue System Isolation Valve is Open. This scenario will describe the use of Pump Engine 2 (Pump 6).
1. Communicate with the wheelhouse watch the intentions to start the Pump Engine No 2 and the Blue FFS system. 2. Ensure that the control and alarm panels for the pump engine and the FFS system are energized 3. Check all fluid levels for the pump engine, oil and water, etc. 4. Open the fuel supply valve for the pump engine 5. Open at least one of the general purpose sea chest valves 6. Open the sea water cooling system suction valve for Pump Engine No 2 7. On Mimic Panel Open Pump 6 Sea Chest Valve 8. Open the pump vents to ensure sea water flow to the pumps. Once flow is constant, close the vent valves. 9. Lower and rotate Foredeck Monitor M4 to safe start position 10. On Mimic Panel Open Monitor M4 valve 11. From the FFS panel, open the aft overboard discharge valve for the Blue System 12. Start Pump Engine 2 13. Monitor Pump No 6 discharge pressures and engine temperatures and pressures, once the temperatures and pressures on the pump engine cooling water, oil and fuel have reached normal operating parameters and Pump No 6 discharge pressure is steady, on Mimic Panel Open Pump 6 (Directly Coupled 4000gpm) Discharge Valve 14. Allow air to purge from system (slight steady stream from Monitor) 15. When ready to begin firefighting and you want to bring up to full flow, on the Mimic Panel Close overboard discharge 16. Move Foredeck Monitor M4 to desired position 17. Adjust Pump Engine 2 rpm setting until desired flow or pressure is achieved
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Note: You may use either Pump Engine 1 (driving Pump 5) or Pump Engine 2 (Driving Pump 6) for this operation. Remember these pumps are directly coupled. If you use Pump Engine 1 (Pump 5) make sure the Blue System Isolation Valve is Open.
1. Communicate with the wheelhouse watch the intentions to start the Pump Engine No 2 and the Blue FFS system. 2. Ensure that the control and alarm panels for the pump engine and the FFS system are energized 3. Check all fluid levels for the pump engine, oil and water, etc. 4. Open the fuel supply valve for the pump engine 5. Open at least one of the general purpose sea chest valves 6. Open the sea water cooling system suction valve for Pump Engine No 2 7. On Mimic Panel Open Pump 6 Sea Chest Valve 8. Open the pump vents to ensure sea water flow to the pumps. Once flow is constant, close the vent valves. 9. On Mimic Panel Open Monitors M5 & M6 valves 10. From the FFS panel, open the aft overboard discharge valve for the Blue System 11. Start Pump Engine 2 12. Monitor Pump No 6 discharge pressures and engine temperatures and pressures, once the temperatures and pressures on the pump engine cooling water, oil and fuel have reached normal operating parameters and Pump No 6 discharge pressure is steady, on Mimic Panel Open Pump 6 (Directly Coupled 4000gpm) Discharge Valve 13. Allow air to purge from system (slight steady stream from Monitor) 14. When ready to begin firefighting and you want to bring up to full flow, on the Mimic Panel Close overboard discharge 15. Move Monitors M5 & M6 to desired position 16. Adjust Pump Engine 2 rpm setting until desired flow or pressure is achieved
Underwharf Monitors M5 and M6 with Aft Deck Monitor M4, 8000gpm total/ Pump Engine No 1/Pump 5 and Pump Engine No 2/Pump 6
Note: You have the option to utilize one pump engine or two pump engines with this scenario. If you choose the single pump engine operation, you will have to engage an 8000 gpm clutched pump. If you choose to run two pump engines you can utilize the two directly coupled pumps (4000gpm each).
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1. Communicate with the wheelhouse watch the intentions to start Pump Engines No 1 and No 2 and the Blue FFS system. 2. Ensure that the control and alarm panels for the pump engines and the FFS system are energized 3. Check all fluid levels for the pump engines, oil and water, etc. 4. Open the fuel supply valves for the pump engines 5. Open the general purpose sea chest valves 6. Open the sea water cooling system suction valves for Pump Engine No 1and No 2 7. On Mimic Panel Open Pump 5 and Pump 6 Sea Chest Valves 8. Open the pump vents to ensure sea water flow to the pumps. Once flow is constant, close the vent valves. 9. Lower and Rotate Aft Monitor M4 to safe position 10. Ensure the Blue System Isolation Valve is open 11. On Mimic Panel Open Monitors M4, M5 & M6 valves 12. From the FFS panel, open the overboard discharge valves for the Blue System 13. Start Pump Engines No 1 and No 2 14. Monitor Pumps No 5 and No 6 discharge pressures and engines temperatures and pressures, once the temperatures and pressures on the pump engines cooling water, oil and fuel have reached normal operating parameters and Pumps No 5 and No 6 discharge pressures are steady, on Mimic Panel, Open Pump 5 and Pump 6 (Directly Coupled 4000gpm each) Discharge Valves 15. Allow air to purge from system (slight steady stream from Monitors) 16. When ready to begin firefighting and you want to bring up to full flow, on the Mimic Panel Close overboard discharge valves 17. Move Monitors to desired position 18. Adjust Pump Engine 1 and Pump Engine 2 rpm settings until desired flow or pressure is achieved
Full Stern Attack Monitors M2, M3, M4, M5, M6, (16,000gpm total)/Pump Engine No 1/Pump 5 & Pump Engine No 2/Pumps 4 & 6
Note You will need both Pump Engines 1 and 2 running both directly coupled 4000 gpm pumps plus one clutched 8000gpm pump (Pump 3 or Pump 4).
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3. Check all fluid levels for the pump engines, oil and water, etc. 4. Open the fuel supply valves for the pump engines 5. Open the general purpose sea chest valves 6. Open the sea water cooling system suction valves for Pump Engine No 1 and No 2 7. On Mimic Panel Open Pump 4, Pump 5 and Pump 6 Sea Chest Valves 8. Open the pump vents to ensure sea water flow to the pumps. Once flow is constant, close the vent valves. 9. Lower and Rotate Monitors M2, M 3, M4, M5 & M6 to safe positions 10. Ensure the Blue System Isolation Valve is open 11. On Mimic Panel Open Monitors M2, M 3, M4, M5 & M6 valves 12. From the FFS panel, open the overboard discharge valves for the Blue System 13. Start Pump Engines No 1 and No 2 14. Monitor Pumps No 5 and No 6 discharge pressures and engines temperatures and pressures, once the temperatures and pressures on the pump engines cooling water, oil and fuel have reached normal operating parameters and Pumps No 5 and No 6 discharge pressures are steady, on Mimic Panel, Open Pump 5 and Pump 6 (Directly Coupled 4000gpm each) Discharge Valves 15. Allow air to purge from system (slight steady stream from Monitors) 16. When ready to begin firefighting and you want to bring up to full flow, on the Mimic Panel Close overboard discharge valves 17. At Mimic Panel, engage Pump 4. 18. Once discharge pressure is stabilized, at Mimic panel open Pump 4 discharge valve. 19. Move Monitors to desired position 20. Adjust Pump Engine 1 and Pump Engine 2 rpm settings until desired flow or pressure is achieved
Note If it is desired to add or subtract pumps while operating the Blue System, bring engines to idle speed to engage and disengage.
Note There is an electrical interlock preventing the engagement of the clutches for Pumps No’s 3 & 4 if the sea chest valve is closed or the main pump discharge valve is open.
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Green System Operation
Engaging Fire Pump No 1 to Supply Monitor M 9 and/or Monitor M 10 and the Starboard Foredeck Manifold (Main engine in operation)
1. Engineer must communicate with Pilot intentions to use the Green System because it is coupled to the Starboard Main Propulsion Engine. Fireboat should be maneuvered to a stable position to allow time to put system into service 2. From the FFS Mimic panel, open the Sea Chest Valve for Pump No 1 3. Open the pump vent to ensure sea water flow to the pump. Once flow is constant, close the vent valve. 4. Rotate House Top Monitor M 9 and/or M 10 outboard and slightly down to safe start up position 5. Have Pilot bring the Starboard Main Propulsion Engine to Idle 6. At the FFS Mimic panel, open the main supply valve to Monitor M 9 and/or Monitor M 10 7. From the FFS Mimic panel, open the overboard discharge valve for Pump No 1 8. From the FFS Mimic panel, engage the clutch for Pump No 1, monitoring pump discharge pressures. 9. Once pump discharge pressure has stabilized, from the FFS Mimic panel, open the main discharge valve for Pump No 1
Caution
The starboard foredeck manifold will also be charged at this point.
10. Allow air to purge from the system (a slight steady stream from Monitor.) 11. At the Mimic panel, close the overboard discharge valve 12. Rotate Monitor M 9 and/or Monitor M 10 to a safe discharge position. 13. Once stable operating pressure has been achieved, coordinate with the Pilot to adjust main engine speed for desired operating pressures of the FFS System. 14. Begin firefighting operations maintaining coordination with the Pilot
Note
There is an electrical interlock preventing the engagement of the clutch for
the pump if the sea chest valve is closed or the main pump discharge valve
is open.
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White System Operations
Engaging Fire Pump No 7 to Supply Foredeck and Aft Deck, Port and Starboard, Hydrants and Eductors and Aft Deck Hose Reel
1. Communicate with the wheelhouse watch the intentions to start Pump Engine No 3 and White FFS system. 2. Ensure that the control and alarm panels for the engine and FFS system are energized 3. Check all fluid levels for the engine, oil and water, etc. 4. Open the fuel supply valve for the Pump engine 5. Open at least one of the general purpose sea chest valves 6. Open the sea water cooling system suction valve 7. From the FFS panel, open the Sea Chest Valve for pump No 7 8. Open the pump vent to ensure sea water flow to the pump. Once flow is constant, close the vent valve. 9. From the FFS panel, open the overboard discharge valve for Pump No 7 10. Start the pump engine monitoring pump discharge pressures. 11. Once the temperatures and pressure on the engine cooling water, oil and fuel have reached operating parameters, and the pump discharge pressure has stabilized, from the FFS panel, open the main discharge valve for Pump No 7 and verify flow at the overboard 12. Once stable operating pressure has been achieved, pump engine speed may be increase to bring the system to desired operating pressures-(Starting pressure for hand-lines is 150 PSI) 13. Indicate to firefighters operating hand lines that the system is charged and they may charge hand lines or other White System appliances. 14. Overboard discharge valve may now be closed as long as hand lines or other appliances on the White System are flowing 15. Monitor system pressures and operations. Adjust Pump Engine No 3 rpm as needed to maintain safe nozzle and system pressures. Open/Close Overboard discharge as needed to maintain flow and prevent deadheading of the pump.
All Firefighting Systems Step One Give water a place to go Always maintain a flow with the least amount of work effort Monitors are first to open and last to close Add and subtract pumps only as needed 188 Prepared by: J. L. Cascone and Associates, Inc.
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All Pump actions are done at Idle
Monitor Operations Electric remote control mode The electric remote control mode is the normal way to operate the monitor. This can be done from wheelhouse control panels. For details see separate documentation for the controls system.
Note Installation instructions and setting of operating sectors must be followed and completed prior to running the monitor in remote control mode.
Warning Keep away from moving parts of the monitor to avoid injuries.
System activation 1. Activate the water supply to the monitor starting the pump. 2. Fill up the piping system up to the monitor slowly and carefully in order to prevent any water hammering in the system. 3. Activate the control system for the monitor if it is not already activated. 4. Orient the outlet barrel of the monitor in such a direction that the water jet cannot cause injuries or damages. Be aware that the power of the jet is extremely dangerous. 5. Orientation of the jet can now easily and accurately be maneuvered from the control panel. Usually by means of a “joystick”. 6. The monitor (M1 only) is also equipped with a deflector allowing for a wider spray beam pattern; this is normally activated from the control panel.
System deactivation 1. Shut the water supply off. 2. Orient the monitor in the desired park position 3. If risk for sub-zero weather condition, the nozzle shall be directed downwards below horizontal level in order to drain the nozzle. 4. Deactivate the monitor control system 5. Report any observed deviations from normal operation or wear.
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Manual override mode The manual override mode is a good and safe way to operate the monitor during installation and adjustment of limit switches. Also during maintenance and service, the manual override is useful. The manual override mode serves a back-up possibility of the monitor in case of a power supply failure of the control circuits.
Activating manual override (with or without water supply to the monitor). 1. Make sure that the power supply to the monitor control circuits are shut off. 2. Release the crank handles located inside the hand wheel; these are spring loaded and must be folded out. 3. The monitor is now ready to be operated manually. To alter the orientations of the monitor turn the hand wheel accordingly.
Underwharf Monitor HPUs The Hydraulic power units located in the aft hold provide hydraulic control for the Underwharf monitors. The oil level in the reservoir should be check prior to use. The oil and filter should be changed every 24 months. In the event of loss of remote operation the unit is equipped with a hand pump to allow for manual control of the monitor.
To operate manually: 1. Manually activate the unloading valve, manual knob (Push and turn CW to activate) 2. Activate the respective operating valve (loosen set screw and tighten the red knob to activate).
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3. Use the hand pump to drive the hydraulic cylinder to its desired position. 4. Deactivate the manual operating valve when desired position of movement is reached. Note: If manually operated when water beam is in action, the hand pump will be especially heavy to operate when rotating against the waters reaction force.
b) Shutdown Red System/Green System 1. Once the operation is complete, coordinate with the Pilot to reduce RPMs on the Port/Starboard Main Propulsion Engine 2. At Mimic Panel Close Pump 2/Pump 1 Discharge Valve when system pressure is at or below 100psi and falling 3. At Mimic Panel, Open the overboard discharge valve for Pump No 2/Pump No 1 4. Rotate House Top Monitor M7/M9 and/or Foredeck Monitor M8/M10 outboard and slightly down 5. Have the Pilot bring the Port Main Propulsion Engine to Idle 6. At Mimic Panel, disengage Pump No 2/Pump no 1 clutch 191 Prepared by: J. L. Cascone and Associates, Inc.
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7. At Mimic Panel Open Pump 2/Pump No 1 Discharge Valve and allow the system to drain down 8. Return the monitors to parked position 9. Once the system has drained sufficiently, pressure 0 at the manifold, open the Freshwater Valve manually at the foredeck manifold to assist with final draining of the system. 10. Once the system is thoroughly drained close the hydrant valve and ALL Red System Valves
Blue System Pump Engine No 1/Pumps 3 & 5 & Pump Engine No 2/Pumps 4 & 6 1. Reduce RPMs and at Mimic Panel close Pump 3/Pump 4 and Pump 5/Pump 6 Discharge Valves when system is at or below 100 psi and falling 2. Rotate Monitors to a safe position 3. When idle speed is reached, at Mimic Panel Disengage Pump 3/Pump 4 4. At Mimic Panel Open Overboard Discharge Valve when engine is ramping down to idle 5. Secure Pump Engine 1/Pump Engine 2 6. At Mimic Panel Open Pump 3/Pump 4 and Pump 5/Pump 6 Discharge Valves and allow system to drain down 7. Return Monitors to parked position 8. Once the system has drained sufficiently, pressure 0 at the manifold, open the Freshwater Valve manually at one of aft deck manifolds to assist with final draining of the system. 9. Once the system is thoroughly drained close the hydrant valve and ALL Blue System Valves
White System 1. Once the operation is complete, bring Pump Engine 3 back to Idle. 2. At Mimic panel, Open the overboard discharge valve 3. At Mimic Panel Close Pump 7 discharge valve 4. Secure the Pump Engine 3 5. At Mimic Panel Open Pump 7 discharge valve 6. Allow the system to drain down. Firefighters may bleed pressure down from White System hydrants and appliances 7. Once the system has drained sufficiently, pressure 0 at the hydrant, open one of the hydrant valves on the forward hydrant. 8. Once the system is thoroughly drained close the hydrant valve and Pump No 7 suction and discharge valves 9. At Mimic panel, close all White System valves.
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Using the Fire/G.S./Ballast Pump to pump down Fire-fighting systems In Engine Room 1. Open Blue, Red, Green, or White system 2 inch manual drain line valve depending on which system is to be pumped out. 2. If draining Blue System, Open 2 inch Check Valve Drain Valves at each Blue System Pump 3. Open one monitor, manifold or hydrant valve on the system being drained for venting 4. Ensure Fire/G.S./Ballast Pump Sea Chest Valve is closed 5. Ensure Fire/G.S./Ballast Pump suction valve is open 6. Ensure Fire/G.S./Ballast Pump discharge valve to ballast manifold is closed 7. Close Fire/G.S./Ballast Pump discharge valve to On Ship Deck Hydrants and Decon Shower 8. Open Fire/G.S./Ballast Pump discharge valve to overboard 9. Start Fire/G.S./Ballast Pump 10. Observe Fire/G.S./Ballast Pump suction and discharge gauges to ensure pump is taking suction. Observe flow of water from Fire/G.S./Ballast Pump 11. When Fire/G.S./Ballast loses suction, and discharge pressure or pump begins to cavitate, system is dry, shut down pump. 12. Now return all Fire/G.S./Ballast Pump valves to normal position: Close Fire/G.S./Ballast Pump discharge valve to overboard Open Fire/G.S./Ballast Pump discharge valve to On Ship Deck Hydrants and Decon Shower Ensure Fire/G.S./Ballast Pump discharge to ballast manifold is closed Ensure Fire/G.S./Ballast Pump suction valve is open 13. If draining Blue System, Close 2 inch Check Valve Drain Valves at each Blue System Pump 14. Close Blue, Red, Green or White system 2 inch manual drain line valve.
Note The Bilge pump can also be used for the above operation, but care must be taken to ensure there is no oily water retained in the pump. See Bilge and Ballast System.
c) Flushing Each FiFi System Manifold or Hydrant is equipped with One (1) 2 ½” Female Swivel Gate Valve for connecting to a municipal fresh water source for the purpose of flushing each FiFi System. Fresh Water Flushing can be done on the FiFi systems after use to help reduce the risk of FiFi system corrosion as a result of prolonged contact with salt water. To flush any of the FiFi Systems: Connect fresh water hose line to 2 ½” Female Swivel Gate Valve on the hydrant or manifold of whichever system is to be flushed. White system 193 Prepared by: J. L. Cascone and Associates, Inc.
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will need a 2 ½” double female fitting to connect to a discharge valve on the hydrant. If flushing the Blue System, Open the 2 inch Check Valve Drain Valves at each Blue System Pump. (Green, Red, and White Systems do not have check valves) Charge system with fresh water and fill all system piping by opening the highest monitors or appliances Flush each system monitor or appliance
d) Foam System Operations
Manual override function Ensure that the pump is drawing from tank with sufficient foam liquid, that the proper valves are open etc. Turn key selector to Manual Override for wanted pump; 1. Insert and turn key switch to Manual Override for wanted pump 2. Open the valves needed to give flow of foam liquid to the foam pump(s) 3. Turn selector to START for the wanted pump 4. The foam pump will now start. 5. There is NO interlock to water in the piping system, so the foam tanks will empty fast. 6. To STOP the pump turn selector to Stop and then to middle position. 7. When finished turn selector to REMOTE for wheelhouse operation 8. Remove key from Selector switch
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Provide Foam to the Red FFS System Utilizing Foam Pump No 1 or Green System Utilizing Pump No 2 1. On the main deck, ensure both the freshwater flushing valve and the off ship discharge valve are closed. 2. Energize the pump motor controllers and the Foam control panels 3. Open both foam tank outlet valves at the tanks 4. Open the suction valve on Foam Pump No 1 or No 2 at the pump 5. Open the discharge valve on Foam Pump No 1 or No 2 at the pump 6. From the engineer’s control station in the wheelhouse, start Foam Pump No 1or No 2 and monitor pump discharge pressure. 7. Once pressure has reached operating parameters, from the engineer’s control station open the remote operated inlet valve to Foam Proportioner No 1 or No 2
Note: If foam is being provide to both the Red and Green systems simultaneously, both Foam Pumps No 1 & No 2 will need to be activated.
Provide Foam to the White FFS System Utilizing Foam Pump No 3 (or 4) 1. On the main deck, ensure both the freshwater flushing valve and the off ship discharge valve are closed. 2. Energize the pump motor controllers and the Foam control panels 3. Open both foam tank outlet valves at the tanks 4. Open the suction valve on Foam Pump No 3 (or 4) at the pump 5. Open the discharge valve on Foam Pump No 3 (or 4) at the pump 6. From the engineer’s control station in the wheelhouse, start Foam Pump No 3 (or 4) and monitor pump discharge pressure. 7. Once pressure has reached operating parameters, from the engineer’s control station open the remote operated inlet valve to Foam Proportioner No 3
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H. Engineering Operations-HH 202 1. Description and Operation of Main Propulsion System a) Voith Units- The VSP units are 5 bladed vertical propeller units that develop thrust by varying blade angles as the vertical blades rotate around the center of rotation. The propellers are driven by the main propulsion engines, through a Lufkin gear box. The drive line for the propellers connects the gear box through a Voith Turbo Coupling and a displaceable (Renk) coupling to an intermediate shaft then to the input shaft of the VSP. As the VSP’s are directly coupled to the main propulsion drive shafts without clutches, the VSP rotates whenever the engine is running.
CAUTION During start-up of the main engines, there is an interlock on the VSP control linkage that prevents engine starting if the VSP is not in the “0”, no thrust, position.
“Zero Pitch” Indicator and Starting Interlock
The VSP controls both the amount of thrust and the direction of the thrust. The control stand levers control the longitudinal thrust, either ahead or astern and the amount of thrust by adjusting blade pitch. The control stand wheel controls the transverse thrust direction for steerage control. The control of the VSP is described above, Section II, D. 4. The propulsion system consists of three main components: ► Control System- The control system consists of the two control stands located in the wheelhouse. The control linkages are connected to the VSP’s through a series of mechanical control shafts that transmit Pilot commands to the VSP control system. Each propeller has two control shafts, one for longitudinal thrust and one for transverse thrust. The control system is used to change the direction and magnitude of thrust on the propeller. If a
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direction of thrust is set, the propeller blade pitch is adjusted accordingly, thrust is generated. ► Propeller- the propeller is the VSP unit consisting of the stator, rotor, oil supply and blade actuating mechanism. ► Drive Unit-the drive unit is the main propulsion engine.
The lube oil system for the VSP performs three functions. They are: ► P1-Control oil pressure ► P2-Lube Oil Pressure ► P3-Rotor Oil Pressure
Oil pressure is provided by a gear pump that is flanged to the gear arrangement from the input shaft on the VSP. Pressure from the pump varies with input speed. Oil in the VSP is located in the housing, the rotor and the oil circuits. Flow from the pump feeds the control valve block through a duplex filter. The filter has an active element and a standby element. The filter is equipped with a pressure differential indicator that alarms with filter contamination. The valve block consists of three pressure limiting valves that set the pressure required for the three circuits, p1, p2, & p3. Excessive oil from the valve blocks returns to the VSP housing. P1-Control Oil Pressure provides supply oil to the longitudinal and transverse servomotors for blade adjustment as a control command is executed. P2-Lube oil Pressure provides lubrication for the gears, bearings and main seals. Oil flow to the oil cooler is controlled by a thermostatically activated directional valve that diverts flow through the cooler when the oil temperature is at 111.2°F or 197 Prepared by: J. L. Cascone and Associates, Inc.
Foss Maritime Fire Boat Operations Manual--Draft higher. Lubrication oil to the main seal is through sight feed oilers that can be adjusted for flow as required. P3-Rotor Oil Pressure provides oil for propeller oil cooling to the rotor casing. Additionally, the units are outfitted with an Elevated Oil Tank. The oil tank provides static pressure to the main seal during propeller shutdown to prevent water seepage into the units. The tanks are outfitted with: Oil Level Indicator which shows the tank oil level Float Switch which activates a filling pump if the level drops A Ventilation line back to the propeller
The units are also outfitted with a hand pump for filling the elevated tank as required.
VSP HEAD TANK VSP HAND PUMP
Start-up Speed Setting Set propeller idle speed to 40% of the rated speed. When idle speed is reached, check control pressure p1 and lube oil pressure p2. Check oil temperature-Minimum temperature 50° F Check Main seals
Once all has been satisfactorily checked, the unit is ready for operation.
% Full Speed vs. RPM’s % of Full Speed Engine RPM Propeller Rotor RPM 37.5 600 30 40 640 32 60 960 48 62.5 1000 50 198 Prepared by: J. L. Cascone and Associates, Inc.
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68.75 1100 55 87.5 1400 70 100 1600 80
General recommendation for operation
Increase speed to at least 60% of the rated speed. Slowly increase longitudinal and/or transverse pitch as desire. For course alterations while going straight ahead move control wheel slowly and with small changes. Note: This prevents vibrations and course deviations.
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Oil cooler Switching off/standstill of the unit With a short-term standstill (<4 days) of the unit, the device can remain filled. If the heat exchanger is not used for a longer period of time (>4 days), it must be emptied completely and dried with hot pressurized air. If the device was used in connection with a corrosive medium, this measure (emptying and drying) must be carried out if the standstill time exceeds one (1) day. In addition, the device must be rinsed with fresh water after it has been emptied. In case of frost, suitable measures should be taken to prevent the media from freezing.
References: 1. Voith Schneider Propeller, VSP Beach 26GII/165, Operation Manual, 1822251561000 BA2 ENX 00 2. HS Cooler, High-Performance Heat Exchanger, INSTALLATION AND OPERATING MANUAL, KS/K/KK/KW Standard Product Line/ EXOT Product Line 1000-3999 and 7700-8499 Type/Drawing Number KS20_BCN- 421BCL490,2 (Page 447 Voith Manual)
b) Caterpillar Units-3500C Marine Engines Engine Operations The Main Engines are controlled through the functions of the Engine Operating Panels and Marine Power Display (MPD) Control Panel. The vessel is outfitted with three panels for each of the engines. There is one engine room mounted panel and two wheelhouse panels, one on each console forward and aft. The engine room MPD is mounted in the Engine Operating Panel which is outfitted with a switch that, when turned on, powers up all three panels.
NOTE Power switch position is to be verified during daily checks.
The Engine Operating Panels is outfitted externally with the following: ► Cat Marine Power Display (Monitor)-provides visual readings for various functions ► “Aux 1 Power” lamp-illuminates Green when Aux 1 power is present ► Aux 2 Power” lamp- illuminates Green when Aux 1 power is present ► “Shutdown” lamp-illuminates Red when a shutdown is active ► “General Alarm” lamp-illuminates Amber when an alarm is active ► “Horn”-sounds with an abnormal condition ► “Local/Off/Remote” Switch-allows for the engine to be controlled remotely or shut off. ► “Local Emergency Stop” switch-used to stop the engine “In Emergencies Only” 200 Prepared by: J. L. Cascone and Associates, Inc.
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► “Start/Stop” switch-used for starting and stopping of the engine
Internally in the EOP, there are additional switches for the following functions: ► Local Emergency Throttle Potentiometer-Adjusts speed locally. ► Crank Override-Will by-pass any safety lockouts and start the engine ► Crank Motor Select Switch-Inactive locally/Remotely operated in wheelhouse(Main Engines Only) ► Low Idle Select Switch-Inactive ► Engine Protection Override Switch- Will by-pass any safety lockouts and start the engine ► Rapid Start/Stop Switch-By-passes pre-lube sequence and starts the engine ► Manual Pre-lube Switch-Runs the pre-lube pump
► Interlock Override-ON/OFF-By-passes all external starter interlocks from Voith and FiFi when turned ON
External Equipment Start Interlock Override
Warning
If the interlock by-pass is activated, turned ON, the engines can be
started with the Voiths pitched in, FiFi clutches engaged and FiFi pump
valves closed.
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On the MPD panel there are the following buttons: ► “Alarm Acknowledgement” button-used to silence the alarm and to scroll through the diagnostic codes ► “Screen” display button-used to adjust the display brightness and contrast ► “Arrow” keys-used to navigate through the various functions These buttons have various function depending on which screen is displayed. Screens available are: ► System Information Screen ► Gauge Screens ► Current Engine Totals Screen ► Diagnostic Screen
Default parameters provided for alarm and monitoring for the MPD are as follows: Engine Speed Battery Voltage Coolant Temperature Oil Pressure Fuel Rate Engine Load Boost Pressure Fuel Pressure Engine Hours Total Engine Hours (Lifetime) Total Fuel Used (lifetime) Total Idle Fuel (Lifetime) Total Idle Hours (Lifetime) Average Load Factor (Lifetime) Average Fuel Consumption (Lifetime) Trip engine Hours Trip Idle Hours Trip Fuel Trip Idle Fuel Trip Average Load Factor Trip Average Fuel Consumption
Prior to starting the engine, the following should be accomplished: Start the engine room ventilation system Ensure the exhaust system is clear of obstructions (No covers on exhaust) Ensure that at least one of the general purpose sea chest valve is open Ensure that the raw water cooling system suction valve is open to the engine Ensure that the Fuel Oil day tank valve is open 202 Prepared by: J. L. Cascone and Associates, Inc.
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Ensure that the fuel supply valve is open and fuel is available at the engine Check the fresh water cooling level, both main and aftercooler circuits, and add as needed
Main Cooling Water Aftercooler Cooling Water
Check the crankcase lube oil level, add as needed
Lube Oil Dip Stick
Check starting batteries if using electric start Check the staring air system ensuring that 150 PSI is available to the engine if using air start Ensure power is available to the engine Pre lube pump Ensure suction and discharge valves for the Pre lube pump are open Ensure that power is available to the MPD from DC 2 distribution panel in the aft hold Perform Walk-Around and other Inspections per Engine Starting—Page 81 of the referenced manual
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To start the engine from the engine room MPD; Activate the MPD’s by turning the switch “ON” at the engine room panel Turn the “Local/Off/Remote” Switch to “LOCAL” at the engine room panel Turn the “Start/Stop” switch to “START” at the engine room panel
To start the engine from a wheelhouse MPD; Activate the MPD’s by turning the switch “ON” at the engine room panel Turn the “Local/Off/Remote” Switch to “Remote” at the engine room panel Turn the “Start/Stop” switch to “START” at the wheelhouse panel
With the engine outfitted with a “Pre-lube system”, the start switch will activate the starting sequence and pre-lube pump. Once the oil pressure is sufficient, the engine start sequence will shut down the pre-lube pump and bring the engine to idle RPM.
WARNING Never start an engine without permission from the wheelhouse!
See the following in the referenced manual: Starting the Engine—Page 83 After Starting Engine—Page 86 Engine Operation—Page 87 Engine Stopping—Page 91
Pictures: MPD’s/Pre-lube stations/control screens
Engine Speed Controls See Section II Operations, D Wheelhouse Operations, 4. Propulsion Control Operations above
References: 1. CAT-Operations and Maintenance Manual-3512C and 3516C Marine Engines- SEBU8711-02 July 2013 2. Caterpillar Color Marine Power Display-Basic Operation, LEGM8130-01 (8- 08) 3. Rexroth, Marex OS II, Devices and Adjustments, R419300234 / 45.06,
c) Gear Boxes-Lufkin The gear boxes are located between the main engines and the input shafts of the VSP units. They provide shaft line offsets for alignments between the engines 204 Prepared by: J. L. Cascone and Associates, Inc.
Foss Maritime Fire Boat Operations Manual--Draft and VSP’s. The Port gear box has a CW input with a CCW output, while the STBD. gear box has a CW input with a CW output, both with a 1:1 gear ratio. As the gear boxes are not outfitted with any type of clutch arrangement, there are only a few operational checks for startup and during operation. For start-up: Ensure that the machinery cooling water pump is on and providing cooling water flow to the reduction gear and VSP coolers. Check the gear dipstick or sight glass to verify that the gear sump is filled to the correct level. The minimum start up temperature for the oil in the gear unit is 70ºF. It is best to start the unit with an oil temperature as close to operating conditions as possible.
After Start up: Check the lubricating oil pressure. If the pressure does not pick up within the first minute or two, shut the unit down and determine the cause. Observe bearing metal temperatures- In general, the bearing metal temperature should be no more than a maximum of 220ºF. Observe oil temperature once stabilized-The oil temperature into the gear unit should generally not be hotter than 140ºF (Normal operating range is 120-140°F) Note: See referenced manuals for complete initial operational checks.
References: 1. Installation, Operation & Maintenance Manual, Lufkin Sales Order Number- 11210668, Lufkin Model-MFV2186GS-1, Lufkin Serial Number-11210668-01 2. Installation, Operation & Maintenance Manual, Lufkin Sales Order Number- 11210669, Lufkin Model-MFIV2186GS-1, Lufkin Serial Number-11210669- 01
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2. Description and Operation of Main Electrical Power Systems Electrical power to the vessel is provided from one of three sources. There are two generators, each providing 150 Kw AC power at 480 volts/3 Phase at 60 cycles and shore power. The generators and shore power distribution is controlled through the main switchboard located on the port aft bulkhead of the engine room. Additionally, control can be taken at two remote panels, one at the main deck and one in the wheelhouse. From the switchboard and remote touch screen displays, generators can be started and stopped, load transferred between generators or shore power.
a) Caterpillar Generator Sets The Cat generator sets are monitored and controlled by the Electronic Modular Control Panel (EMCP 4.2) mounted one each on the generator sets. Some of the functions include: ► Sending start and stop signals to the engine ► Providing visual and audible indications when warning or shutdown events occur ► Displaying engine information and AC generator set information ► Displaying Suspect Parameter (SPN) and Failure Mode Identifier (FMI) information for events ► Programming set points for standard EMCP 4.1/4.2 (The set points for optional modules are set with the use of Cat ET). RS-485 Annunciator configuration (EMCP 4.2 only).
The front of the ECM panel includes: ► Information Display ► Alarm Indicators ► Alarm Acknowledge/Silence Key ► Function Keys ► Navigation Keys ► System Overview Keys
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5 6 7
8
1
10 11 9 12
4 2 3 13 33 3
16 15 14 33 33 33 EMCP 3 3 3 Item # Description Function 1 Display Screen Information is displayed on the screen and used for programming and display functions. 2 AC overview key Displays the first screen of AC information for the generator set 3 Engine overview key Displays the first screen of the engine information 4 Main menu key 5 Alarm acknowledge key Silences the Annunciator with Yellow Warning Light 6 Reset shut down key with Red Shutdown Lamp 7 Event log 8 Run key Pressing causes the EMCP to enter run mode
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9 Auto key Pressing causes the EMCP to enter auto mode. (Must be pressed to operate from the switchboard. 10 Stop key Pressing causes the EMCP to enter stop mode or cool down mode 11 Escape key Used to navigate through the menu/submenu structure. 12 Up key Used to navigate through the menu/submenu structure or during set point changes 13 Right key Used to navigate through the menu/submenu structure or during set point changes 14 “OK” key Used to navigate through the menu/submenu structure or during set point changes to save to memory. 15 Down key Used to navigate through the menu/submenu structure or during set point changes 16 Left. key Used to navigate through the menu/submenu structure or during set point changes
Local Start/Stop at the EMCP To Start Locally at the Engine Ensure the generator is ready for running Ensure that the “Auto” is not engaged Press the “Run” key-the EMCP will activate starting sequence and start the engine (Note: The engine is equipped with an electric fuel priming pump that starts when the key is turned on and shuts off once fuel pressure reaches the set point.)
To Stop Locally at the Engine Ensure that the “Auto” is not engaged Press the “Stop” key-the EMCP will begin the cool down period. To bypass the cool down period: Press and hold “Stop” key-In the display “PRESS ENTER TO BYPASS” and “PRESS ESCAPE TO CONTINUE” will show in the display. Press “OK” to shut down immediately or “Escape” to continue cool down sequence
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For all switchboard operations, “AUTO” must be engaged at the EMCP panel.
Default parameters provided for alarm and monitoring functions by the EMCD are as follows: Engine Speed Battery Voltage Low and High High Coolant Temperature Warning High Coolant Temperature Shutdown Oil Pressure Warning Oil Pressure Shutdown High Oil Temperature Warning High Oil Temperature Shutdown Fuel Temperature Low Engine Coolant Level Inlet Manifold Temperature Engine Hours Unexpected Engine Shutdown Engine Over Speed Shutdown Engine Under Speed Warning Engine Under Speed Shutdown Emergency Shutdown Activated Engine Failure to Start Shutdown Service Maintenance Interval Warning Engine Inlet Manifold Charge Combustion Remote Emergency Stop Activated Per phase kW Total kW Total kW hours imported Total kW hours exported Percent kW output Per phase Kvar Total Kvar Total Kvar hours imported Total Kvar hours exported Percent Kvar output Total Kva Percent Kva output Per phase genset output power factor Average output power factor Generator Over Current Warning Generator Over Current Shutdown Generator Over Frequency Warning Generator Over Frequency Shutdown 209 Prepared by: J. L. Cascone and Associates, Inc.
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Generator Under Frequency Warning Generator Under Frequency Shutdown Generator Over Voltage Warning Generator Over Voltage Shutdown Generator Under Voltage Warning Generator Under Voltage Shutdown
Generator Control Panel Key Switch
References: 1. CAT-Operations and Maintenance Manual-C7.1 Marine Generator Set SEBU8734 July 2013 2. CAT-Systems Operations Troubleshooting Testing and Adjusting, EMCP 4.1/4.2, UENR1209-00, November 2010 3. CAT- EMCP 4.1,4.2 Application and Installation Guide, LEBE0006-02
b) Shore Power There is a shore power connection capable of receiving 100 amps of 480 Volt/3 Phase power from an external source. Shore power is connected to the buss through Shore Power breaker located on the lower panel of the shore power section of the Main Switchboard. (Note: The breaker requires internal pressure to activate. It normally charges with power to the buss. If the buss has been black and thee charge on the breaker lost, there is a small hand pump on the face of the breaker to build a charge to activate the breaker.)
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Volt Meter
Frequency Meter Volt Meter Phase Selector
Amp Meter Power Meter
Amp Meter Phase Selector
Phase Indicator Volt Meter
Supplying Frequency Meter Source Indicator
Charge Indicator
Breaker Charge Pump
Breaker Manual/Auto Switch
Breaker Open and Close Buttons
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Connecting Shore Power
Once power is at the breaker, the Phase Sequence indicator will indicate if the shore power provided is in phase with the MSB.
Shore Power Plug Phase Sequence Indicator
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If the power phase is correct, shore power can be connected to the MSB as desired. If the power source is out of phase, the phase must be with the phase switch on the switchboard.
Phase Reversing Switch
See Main Switchboard and Load Transfer Operations below for connecting power to the MSB.
Pictures: Shore power fixture/Switchboard controls &
lights /Wheelhouse indicators
c) Main Switchboard and Load Transfer Operations On the main switchboard, the shore power section of the panel has gauges, switches or indicator lights for: Voltage Amperage Voltage Switch Ammeter Switch Kilowatts Frequency Power Available “White” Power Source-Shore/Gen Phase Sequence Indicator Buss Supply Indicator Lights
The power available, “White” light, indicates that there is power available to the main shore power breaker. The Phase Sequence Indicator will confirm that the 213 Prepared by: J. L. Cascone and Associates, Inc.
Foss Maritime Fire Boat Operations Manual--Draft external power supplied is sequenced the same as the vessel. If the shore power and vessel power are out of phase (sequence), the phase will need to be changed phase reversing switch. The shore power and the vessels generator power can be operated in parallel for only a short period of time for load transfer. There are synchronization lights with automatic and manual synchronization available. Each generator section of the main switchboard has the following gauges, indicator lights and switches: (See Photo Below) 1. Voltage 2. Amperage 3. Kilowatts 4. Frequency 5. Power Available “White” 6. Breaker Closed “Red” 7. Breaker Open “Green” 8. Generator Heater On- “Green” 9. Generator Heater On/Off 10. Voltage Switch 11. Ammeter Switch 12. Synchroscope 13. Synchroscope Lights 14. Synchroscope On/Off Switch 15. Control Switch-Main/Off/Standby 16. Paralleling Switch-Manual/Auto 17. Generator Emergency Shutdown
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3 4 1 2
10 11 13
16 15 12
5
8
9 14 6
17 7
The generators are outfitted with automatic start function that starts a generator and closes the generators main breaker providing power to the switchboard. By placing the control switch in the Main position, the automatic start function is activated. If there is another power source, shore power or the opposite generator, already connected to the bus, the oncoming generator’s breaker will close once voltage, phase and synchronization are acquired. Once the generator is connected to the bus, the original power source will be disconnected from the bus within 60 seconds. With a control switch for a generator in Standby mode, should power fail on the switchboard, that Standby generator will start within 15 seconds of the failure and will close the main breaker to the switchboard. 215 Prepared by: J. L. Cascone and Associates, Inc.
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Caution
When performing maintenance on a generator set, the control switch must be in the OFF position or accidental automatic start-up could occur in the event of a power failure.
Each generator’s main breaker is also controlled by push buttons for Open and Close to disengage or engage the generator to the switchboard buss. The vessels generators can be operated in parallel for only a short period of time for load transfer. There are synchronization lights with automatic and manual synchronization available. On the lower center section of the switchboard, there is a “Station in Command” panel that indicates which station is in command of the switchboard functions. Additionally, there is the Short Circuit Detection panel for ground fault detection and insulation resistance monitoring.
Dead Ship Starting Generator 1 or 2 Ensure the generator is ready for running Ensure the “Auto” button on the EMCP at the generator is selected for automatic operation and the key switch is on Ensure that engine room panel is “IN Command” On shore power panel, Power Source selector switch should be on “Generator”
Turn the generator selector Manual/Auto switch to “Main” position, generator should start
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Monitor temperature, pressures, voltage, and frequency Once the temperature, pressures, voltage, and frequency are at operating levels, push the Breaker Close push button or turn the Paralleling switch to “Auto” or push the “Close” button to close the generator breaker
Generator Paralleling Manual Generator 1 On-line/Starting Generator No 2 Ensure the generator No 2 is ready for running Ensure that engine room panel is “IN Command” Gen. No 1 & No 2 Paralleling switches should be in the “Manual” position
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Turn the Generator No 2 Manual/Auto selector switch to “Main” position, generator should start
Monitor temperature, pressures, voltage, and frequency Once the temperature, pressures, voltage, and frequency are at operating levels, turn Generator No 2 Synchroscope switch to the “On” position
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Once the Synchroscope indicates phase sync, the needle at the 12 o’clock position and sync lights on, push the Generator No 2 Breaker “Close” push button.
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As soon as the voltage and frequency stabilize on the on-coming generator, push the Generator No 1 breaker “Open” push button.
Note: During Manual Paralleling, any adjustments required for Frequency (engine speed) or voltage must be accomplished at the EasyGen controller inside the switchboard for the respective generator. See EasyGen operations below.
Automatic Generator 1 On-line/Starting Generator No 2 Ensure the generator is ready for running Ensure the “Auto” button on the EMCP at the generator is selected for automatic operation and the key switch is on Power Source selector is on “Generator” Local/Remote selector switch should be on Local Generator No 2 Paralleling switch should be in the “Manual” position Generator No 1 Paralleling switch should be in the “Auto” position Turn the Generator No 2 Manual/Auto selector switch to “Main” position, generator should start Monitor temperature, pressures, voltage, and frequency As soon as the voltage and frequency stabilize, turn the Generator No 2 Paralleling switch to “Auto” Generator No. 2 breaker should “Close” and connect Generator No 2 to the MSB. As soon as the voltage and frequency stabilize on the on-coming generator push Generator No 1 breaker “Open” button (with-in 60 seconds of paralleling) and turn the Generator No 1 Manual/Auto selector switch to “Off ” shutting the engine down 220 Prepared by: J. L. Cascone and Associates, Inc.
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Connecting Shore Power with Generator On Once shore power is connected, check Voltage and Phase Sequencing at the switchboard. Ensure that engine room panel is “IN Command” With the voltage and phase sequence confirmed, on the shore power panel, turn Power Source selector switch to “Shore”. The EasyGen will control synchronization, closing the Shore Power breaker and opening the Generator breaker. As soon as the voltage and frequency stabilize and the Generator breaker opens, turn the Generator Manual/Auto selector switch to “Off ” shutting the engine down
Manually Connecting a Generator with Shore Power On Ensure the generator is ready for running Ensure the “Auto” button on the EMCP at the generator is selected for automatic operation On shore power panel, Power Source selector switch should be on “Shore” Ensure that engine room panel is “IN Command” Paralleling switch should be in the “Manual” position Turn the generator Manual/Auto selector switch to “Main” position, generator should start Monitor temperature, pressures, voltage, and frequency Once the temperature, pressures, voltage, and frequency are at operating levels, turn the Synchroscope switch to the “On” position Turn the Power Source Selector Switch to “Generator” Once the Synchroscope indicates phase synchronization, the needle at the 10 o’clock position and sync lights on, push the Generator Breaker “Close” push button. As soon as the voltage and frequency stabilize on the on-coming generator, push breaker “Open” push button on the Shore Power Breaker controller
Automatically Connecting a Generator with Shore Power On Ensure the generator is ready for running Ensure the “Auto” button on the EMCP at the generator is selected for automatic operation On shore power panel, Power Source selector switch should be on “Shore” Ensure that engine room panel is “IN Command” Paralleling switch should be in the “Manual” position Turn the generator Manual/Auto selector switch to “Main” position, generator should start Monitor temperature, pressures, voltage, and frequency
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Once the temperature, pressures, voltage, and frequency turn the Paralleling switch to “Auto” position Turn the Power Source Selector Switch to “Generator” Once the power synchronizes, the Generator breaker should “Close” and the shore power breaker should “Open”
Generator Standby Operation Auto Start with Shore Power On Ensure the “Auto” button on the EMCP at the generator is selected for automatic operation and the key switch is on Generator Paralleling switch should be in the “Auto” position Turn the generator Manual/Auto selector switch to “Standby” position. With a loss of Shore Power the Generator place in standby should start and automatically connect to the MSB.
Auto Start with Generator 1 on the Board Ensure the “Auto” button on the EMCP at the generator is selected for automatic operation and key switch is on On shore power panel, Power Source selector switch should be on “Generator” Ensure that engine room panel is “IN Command” Generators No 1 and No 2 Paralleling switches should be in the “Auto” position Generator No 1 Manual/Auto selector switch should be in the “Main” position Generator No 2 Manual/Auto selector switch should be in the “Standby” position With a loss of Generator No 1 power Generator No 2 should start and automatically connect to the MSB.
EasyGen Operations Located in the switchboard there are two EasyGen control units for the generator sets. There is one for each generator in their respective switchboard panels. These units provide a variety of functions including but not limited to the automatic start stop functions, synchronization, and some alarm functions.
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1 5
2 6
3 7
4 8
13 9 10 11 14
EasyGen Display
NOTE : The STOP push button (Item 4 above) is always active and will stop the engine when pressed, except when the operating modes are selected externally. In this case, the AUTO and MAN Mode push buttons are also disabled.
Function blocks: Buttons that have the same function within one screen are grouped into function blocks. The function blocks are defined as: Display-- Push Button No 1--Change the method of voltage and power calculations displayed (page 29). Mode-- Push Buttons No’s. 2, 3, & 4--Change the mode of operation (page 32). Operation-- Push Buttons No’s. 9, 10, & 11--Used to perform manual operation of the genset and the breakers (page 33). Navigation-- Push Buttons No’s 5, 6, 7 & 8--Navigation between system and configuration screens, and alarm list (page 33).
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NOTE: All page references above are referencing the easYgen-3000 Series, Genset Control, Operations Manual 37470A
Push buttons (Items 1, 2, 3, 5, 6, 7, 8, 9, 10, & 11 in display above) The push buttons on the front panel are assigned to soft.keys on the display. Each soft.key is as- signed to a function depending on the mode of operation.
LED The left. LED (Item 13 above) indicates that the unit is in STOP mode. The right LED (Item 14 above) indicates that alarm messages are active / present in the control unit.
The EasyGen has a series of screen displays that allow access to various functions of the controller. In each screen the push buttons perform differing functions as displayed on the screen. For the complete list of screens and functions refer to: The easYgen-3000 Series, Genset Control, Operations Manual 37470A
Reference: 1. Woodward, easYgen-3000 Series, Genset Control, Operation Manual 37470A 2. Woodward, easYgen-3000 Series, Genset Control, Application Manual 37471A
Remote Switchboard Controls There are two remote locations for touch screen control panels that provide the configuration and control of the Main Switchboard. One is in the wheelhouse with a separate Power Tree indicator on the starboard bulkhead and the touch screen control on the forward console. The second is on the main deck at the entrance to the house. From the remote panels, generators can be started and stopped, Generator and Shore Power breakers can be opened and closed and sources can be monitored. The Power Tree panel, located in the Wheelhouse on the starboard bulkhead are lighted indication panels with the following indications: Shore Power Available Shore Power Connected Generator Running Port Generator Running Starboard Generator on-line Port Generator on-line Starboard Emergency Power on-line
At the Remote Panel At the touch screen Station in Command panel, the power arrangement will be displayed showing what power source is connected and what sources are 224 Prepared by: J. L. Cascone and Associates, Inc.
Foss Maritime Fire Boat Operations Manual--Draft available. From the screens, controls for starting/stopping and changing power sources will be similar as described above for the MSB operation. To make changes from a remote screen, press the “Take Command” button to place control of the power at that station. If taking command at a station, prior to Taking Command the panel should mimic the existing power arrangement i.e. if on shorepower, the source button should show “Shorepwr”. If on generator power the source switch should indicate “Main” with the generator selector switch in “Main” on the generator providing power. That generator should show Auto operating mode. The panel indicates status of the three power sources indicating which sources have power available and which source is “Online”. From these panels, control is through automatic operation only. The “Source” button determines whether shorepower (Shorepwr) or generator power (Main) is selected to power the switchboard. The Off/Standby/Main selector buttons mimic the generator switch on the switchboard where: Off- Generator is off and will not start Standby-Generator is off and will start on loss of power to the buss Main-Generator will start and be ready to power the buss The Manual and Auto switches tell the system to synch and power the buss when in Auto. In Manual, there is no action in powering the buss. The indicator lights at the bottom of the panel indicate the station in command of the controls. The Switchboard “In Command” control station has indicator lights that indicate the station in command of the controls and a push button to Take Command at the switchboard.
Switchboard Panel
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Main Deck and Wheelhouse Take Command Panels
CAUTION Before taking Local control back at the switchboard, all switch settings must mimic the Remote Panel “In Command” at the time of transfer or systems will react to switch setting at the MSB.
d) A/C Power Distribution The buss on the main switchboard provides potential for sixteen circuits. The switchboard utilizes 100 amp frame breakers providing power to external distribution panels around the vessel, transformers and deck machinery. Present arrangement utilizes twelve circuits with four spare circuits available.
The switchboard provides power to the following 480 volt/3 phase remote distribution panels: Engine Room Distribution Panel –Port MCC P 401P-Port Buss-100 amp Engine Room Distribution Panel –Stbd. MCC P 403S-Stbd. Buss-100 amp Fi Fi Panel # 1 P402P-Port Buss-100 amp Fi Fi Panel # 2 P404S-Stbd. Buss-100 amp
The switchboard provides power to the following 480 volt/ 3 phase equipment: 226 Prepared by: J. L. Cascone and Associates, Inc.
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Forward Deck Capstan HPU-Stbd. Buss-50 amp Aft Deck Capstan HPU-Stbd. Buss-50 amp Deck Crane HPU-Port Buss-50 amp Ship to Ship-Stbd. Buss-50 amp with Reverse Power Relay protection
The switchboard provides power to the following transformers: Transformer #1-480v/220v/30 Kva-providing power to 220 volt power panels P200P and P200S-Port Buss-70 amp Transformer # 2-480v/220v/30 Kva-providing power to 220 volt power panels P200P and P200S-Stbd. Buss-70 amp Transformer # 3-480v/120v/30 Kva- providing power to the Ships Service 120V Switchboard circuit P100P-Port Buss-70 amp Transformer # 4-480v/120v/30 Kva-providing power to the Ships Service 120V Switchboard circuit P100S-Stbd. Buss-70 amp
The breakers for the transformers are outfitted with electrical interlocks between the breakers for transformers T1 and T2 and between the breakers T3 and T4 at the panels. The interlocks prevent both transformers being powered simultaneously. On the switchboard, there are a total of four spare breakers provided; one 100amp, two 25 amp and one 15 amp. The switchboard is capable of providing 480 volt 3 phase power to another vessel if required. There is a breaker from the switchboard to a Ship to Ship connector on deck that can provide up to 50 amps of service.
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The engine room distribution panels provide power as per the following:
Fi Fi Panel # 1-P 402P-Located in the AFT Hold 460 volts/ 100 amps/3 phase/30 pole Circuit Amperage Foam Pump No 1 and No 2 80 Fi-Fi System Cabinet B (Monitors M7, 25 M8, M9 & M10) Fi-Fi System Cabinet D (Monitors M4, 15 M5, Pump 2) Fi-Fi System Cabinet H (Hydraulic 20 Pump) & PME Jacket Water Heater Fi-Fi System Cabinet I (Hydraulic 20 Pump) & SME Jacket Water Heater VSP Room & Aft Hold Fans 15 Spare 25 Spare 15 Spare 15 Spare 15
Fi Fi Panel # 2-P 404S-Located in the AFT Hold 460 volt/ 100 amp/ 3 phase/30 pole Circuit Amperage Fi-Fi Foam Pump No 3 & No 4 35 Fi-Fi System Cabinet G (Monitors M1, 15 M2, M3, Pump 1) Pump Engine # 1 Jacket Water Heater 15 Pump Engine # 2 Jacket Water Heater 15 Reverse Cycle Heat Pump # 1 15 Reverse Cycle Heat Pump # 2 40 Make-up Air Handler Electric Heater 25 Spare 15 Spare 15 Spare 15
The 220 Volt distribution panel #1-P200P is arranged with volt meters and amp meters with selector switches to allow for the operator to check voltage and amperage draw on each of the three legs. There is ground fault detection lights mounted on the front panel to provide indication of any faults in the circuits. Additionally, the transformer power supply to the panel is protected by a 100 amp
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breaker on each transformer supply with a mechanical interlock that prevents both transformers from powering the panel simultaneously. Power to distribution panel # 2-P200S is provide through the transformer breakers in panel # 1.
Mechanical Interlock
Volt and Amp Meters with Selector Switches
Ground Detection
The 220 volt distribution panels provide power as per the following:
220 Volt Panel # 1-P 200P 220 volts/ 100 amps/3 phase Circuit Amperage Wheelhouse Split System FCU No 1 25 Wheelhouse Split System Condensing Unit 30 No 1 Wheelhouse Fan Coil Unit # 1 25 Wheelhouse Split System Condensing Unit 30 No 2 Potable Water Pump No 1 15 Pump Engine #3 Jacket Water Heater 20 Deck Lights Ckt # 1 15 Wheelhouse Demisting Fans 15 Equipment Room Welder Receptacle #1 55 Intercom System 15 Spare 25 Spare 25
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Spare 25 Spare 20 Spare 20 Spare 20 Spare 20 Spare 15 Spare 15 Spare 15
220 Volt Panel # 2-P 200S 220 volts/ 100 amps/ 3 phase Circuit Amperage Wheelhouse Fan Coil Unit No 2 25 Cook Top 20 Potable Water Pump No 2 15 Water Heater 40 Deck Lights Ckt # 2 15 Wheelhouse Split System FCU #2 25 Cathelco Impressed Current System 20 Machinery Room Welder Receptacle # 1 55 Machinery Room Welder Receptacle # 2 55 Spare 15 Spare 15 Spare 25 Spare 20 Spare 20 Spare 15 Spare 20 Spare 25 Spare 25 Spare 25 Spare 15
The 110 volt switchboard receives its power from the transformers, T 3 & T 4. Each feed connects to the 120 volt bus thru breakers arranged with protection to prevent the feeds from operating in parallel so that only one circuit is feeding the bus at a time. On the 120 Volt switchboard, the feed breakers from the transformers are outfitted with a mechanical interlock allowing only one breaker to be closed at a time. The switchboard is arranged with volt and amp meters with selector switches for each phase and Ground Fault Detection. The circuits powering the 120 volt panels around the vessel are as follows:
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120 Volt Switchboard-P100A Circuit Amperage Boat and Wheelhouse Panel P101 125 Main Deck Panel P102 125 Hold Deck Panel P103 125 Main deck Panel P 104 125 24 Volt Emergency Batter Charger No 1 40 Navigation Light Panel Main Supply 15 General Alarm System Main Supply 15 Central Machinery Alarm and Monitoring Main 15 Supply Fire Detection & Alarm System Main Supply 15 CCTV System 15 12 Volt Emergency Services Battery Charger # 1 25 Spare 15 Spare 15 Spare 15
The 120 volt distribution panels provide power as follows:
Boat Deck and Wheelhouse Panel-P 101 Located in the Wheelhouse 120 volts/ 100 amps/3 phase Circuit Amperage 24 Volt Emergency Battery Charger No 2 40 12 Volt Wheelhouse Service Battery Charger No 1 25 12 Volt Wheelhouse Service Battery Charger No 2 25 12 Volt Emergency Service Battery Charger No 2 25 Window Wipers 45 Mast Flood Lights 25 Wheelhouse Top Rail Fwd. & Stbd. Floodlights 30 Crane Basket Floodlights CCT 25 Searchlight No 1 15 Searchlight No 2 15 Ice Maker 30 Portable Radio Chargers (P/H Chart Table, CIC, 15 Multi-purpose Room) Law Enforcement Light No 1 15 Law Enforcement Light No 2 15 Boat Deck & Wheelhouse Lighting CCT #1 15 231 Prepared by: J. L. Cascone and Associates, Inc.
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Boat Deck & Wheelhouse Receptacles CCT #1 15 Boat Deck & Wheelhouse Receptacles CCT #2 15 Wheelhouse Top Receptacle 15 Wheelhouse Top Rail Aft & Port Floodlights 30 CIC Communication Computer 15 Boat Deck Floodlights 25 Crane Basket Receptacles 30 Satellite Telephone/Internet 15 CBRN Fan Damper # 1 15 Spare 15 Spare 15
Main Deck Panel-P 102 Located in the Multi-Purpose Room 120 volts/ 100 amps/3 phase Circuit Amperage Equipment Room Door 15 Boat Deck and Wheelhouse Lighting CCT #2 15 Refrigerator 15 Microwave 20 Coffee Maker 15 Hold Accommodation Lighting CCT # 1 15 CIC Receptacles CCT 15 Hold Accommodation Receptacles CCT # 2 15 Boat Deck WC Fan and Damper 15 CBRN Fan # 2Damper Machinery Space Lighting CCT #2 15 Boat Deck and Main Deck Receptacles CCT # 1 15 Pantry Receptacles CCT 15 Main Deck Receptacles CCT # 1 15 Boat Deck and Main Deck Receptacles CCT # 2 15 Main Deck Receptacles CCT # 2 15 Main Deck Lighting CCT # 1 15 ROV Outlet on Workbench 30 CBRN Detection Fan 15 Main Deck Shower and WC Fan and Damper 15 Spare 15 Spare 15
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Hold Panel-P 103 Located in the Engine Room by the Switchboard 120 volts/ 100 amps/3 phase Circuit Amperage Main Deck Lighting CCT # 2 15 24 V ER Service Battery Charger # 1 40 24 V ER Service Battery Charger # 2 40 Hold Accommodation Lighting CCT # 2 15 Hold Accommodation Receptacles CCT # 1 15 Machinery receptacles CCT # 1 15 Machinery receptacles CCT # 2 15 Machinery receptacles CCT # 3 15 VSP # 1 Auxiliary Power 15 VSP # 2 Auxiliary Power 15 Machinery Space Lighting CCT #1 15 Fi-Fi System Cabinet C (For Remote Valves) 40 Fi-Fi System Cabinet E (For Remote Valves) 15 Fi-Fi System Cabinet F (For Remote Valves) 15 24 V Fire Monitor Battery Charger #2 40 Generator #2 Anti-condensation Heater 15 Generator #2 Jacket Water Heater 15 UV Sterilizer 15 24 V Fire Monitor Battery Charger #1 40 Generator #1 Anti-condensation Heater 15 Generator #2 Jacket Water Heater 15 Engine Room Cord Reel 15 Spare 15 Spare 15
HVAC Room Panel P 104 120 volts/ 100 amps/3 phase Circuit Amperage Equipment Room Ventilation Fan 15 CIC Fan Coil Unit # 2 25 Multi-purpose Room Fan Coil Unit # 2 20 Recovery Area Fan Coil Unit 20 Galley range Hood 15 CIC Fan Coil Unit # 1 25 Multi-purpose Room Fan Coil Unit # 1 20 General Stores Fan Coil Unit 20 EMS Area Fan Coil Unit 20
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Interior Fire Dampers 15 Spare 15 Spare 15 Spare 20 Spare 20
e. Motor Control Center Descriptions The extreme left section of the main switchboard contains the two motor control centers that provide power and start/stop functions to a variety of equipment. The port MCC is powered from a 100 amp breaker from the port bus and the starboard MCC is powered through a 100 amp breaker on the starboard bus. The controls at the MCC’s allow for either on/off functions or on/off/automatic selection for specific equipment. When the automatic function is selected, the on/off functions are controlled by pressure switches or auxiliary contacts from other equipment.
The following is the equipment and functions controlled at each MCC: Engine Room Panel # 1-P 401P- Port MCC Circuit Control Breathing Air Compressor Breaker Air Compressor No 1 Breaker Fire/G.S./Ballast Pump On/Off Engine Room Supply Fan No 1 Breaker AC Cooling Water Pump No 1 On (H)/Off (O)/Automatic (A) Tempered Water Circ Pump No 1 Breaker Tempered Water Circ Pump No 2 Breaker Fuel Oil Transfer Pump Main On/Off Sewage Transfer Pump Main On/Off Grey Water Pump Main On/Off HVAC CRBN Pre-heater No 1 Breaker VSP No 1 Main Control Panel Breaker Port Propulsion Cooling Water Pump On (H)/Off (O)/Automatic (A) Pre-lube # 1 On (H)/Off (O)/Automatic (A)
Engine Room Panel # 2-P 403S-Starboard MCC Circuit Control Air Compressor No 2 Breaker AC Cooling Water Pump No 2 On (H)/Off (O)/Automatic (A) Bilge Pump On/Off Fuel Oil Transfer Pump Standby On/Off Sewage Transfer Pump Standby On/Off Grey Water Pump Standby On/Off 234 Prepared by: J. L. Cascone and Associates, Inc.
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Rescue Platform EHPU On/Off HVAC/CRBN Supply Fan # 1 Breaker VSP No 2 Main Control Panel Breaker HVAC/CBRN Supply Fan # 2 Breaker Stbd. Propulsion Seawater Cooling On (H)/Off (O)/Automatic (A) Pump Pre-lube Pump # 2 On (H)/Off (O)/Automatic (A)
f) D/C Power Distribution There are three 24 volt distribution panels, providing power to either emergency circuits or engine room control circuits. The emergency panel, DC 1, is fed from two independent circuits. Circuit one is the 24 Volt Emergency Battery Charger No 1 and 413 AHR Battery Bank No 1. The second circuit is 24 Volt Emergency Battery Charger No 2 and 413 AHR Battery Bank No 2. The third panel is the 24V panel for the FiFi system. The panels are equipped with Volt and Amp Meters, Ground detection lights and a selector switch allowing for selection of feed from either or both banks of batteries.
DC 1
DC 3 DC 4
Wheelhouse Panels
Distribution from 24 V DC 1(Located in the Wheelhouse) panel is as follows: Emergency Services Panel DC 1 24 Volt DC Circuit Amperage General Alarm Back-up 15 Navigation Lights Panel Back-up Supply 15
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Fi Fi Metering 5 Emergency Lights CCT # 1 20 Emergency Lights CCT # 2 20 Fire Detection Alarm System Back-up 15 Intercom/PA System 15 Sound Powered Telephone w/signals 15 Autopilot System 15 AIS Transponder & Rate Compass 15 Flir Camera 20 Spare 15 Spare 15 Spare 15
The engine room panel, DC 2, is fed from two independent circuits. Circuit one is the 24 Volt ER Services Battery Charger No 1 and 129 AHR Battery Bank No 1. The second circuit is 24 Volt ER Services Battery Charger No 2 and 129 AHR Battery Bank No 2. Both chargers are powered from the 120V aft hold distribution panel.
Distribution from 24 V DC 2 (Located in the Aft Hold) panel is as follows:
Engine Room Services Panel DC 2 24 Volt DC Circuit Amperage Central Machinery Alarm & Monitoring System Back-up. 15 Fi Fi Engine Port Control 15 Fi Fi Engine Starboard Control 15 Fi Fi Pump # 1 Clutch Controls 20 Fi Fi Pump # 2 Clutch Controls 15 Fi Fi Pump # 3 Clutch Controls 15 Fi Fi Pump # 4 Clutch Controls 15 Aft Hold Butterfly Valve Solenoid # 1 15 Deck Crane Controls 15 Main Engine # 1 Controls 15 Main Engine # 2 Controls 15 VSP # 1 Control Power Back-up 15 VSP # 2 Control Power Back-up 15 Generator Engine # 1 Controls 15 Generator Engine # 2 Controls 15 Aft Hold Butterfly Valve Solenoid # 2 15 Spare 15 Spare 15 236 Prepared by: J. L. Cascone and Associates, Inc.
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There are two 12 volt distribution panels, providing power to either emergency circuits or wheelhouse electronics circuits. The emergency panel, DC 3, is fed from two independent circuits. Circuit one is the 12 Volt Emergency Services Battery Charger No 1 and 12V 260 AHR Battery Bank No 1. The second circuit is 12 Volt Emergency Services Battery Charger No 2 and 2 V 260 AHR Battery Bank No 2. Distribution from 12 V DC 3 (Located in the Wheelhouse) panel is as follows:
Emergency Services Panel DC 3 12 Volt DC Circuit Amperage UHF Radio Telephone # 1 15 UHF Radio Telephone # 2 15 VHF Radio Telephone # 1 20 VHF Radio Telephone # 2 20 VHF Radio Telephone # 3 20 VHF Radio Telephone # 4 15 Automatic Radio Direction Finder 15 Navnet Processor(aft master) & Aft Radar 25 Antenna Navnet Processor (Aft. Aux.) 25 Navnet Processor (Fwd.. Aux.) 25 Ethernet Hubs (Navnet System) 15 Whistle 15 Horn 15 Spare 15 Spare 15
The wheelhouse panel, DC 4, is fed from two independent circuits. Circuit one is the 12 Volt Wheelhouse Service Battery Charger No 1 and 12 V 205 AHR Battery Bank No 1. The second circuit is 12 Volt Wheelhouse Service Battery Charger No 2 and 12V 205 AHR Battery Bank No 2. Both chargers are powered from the 120V wheelhouse distribution panel.
Distribution from 12 V DC 4 (Located in the Wheelhouse) panel is as follows: Wheelhouse Services Panel DC 4 12 Volt DC Circuit Amperage Fwd. Pilot Station 15” Monitor #2 & Fwd. Multi-Function 20 Display Navnet Processor (Fwd. master) & Fwd. Radar Antenna 25
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Depth Sounders 15 UHF Radio Telephone # 3 15 UHF Radio Telephone # 4 15 Ethernet switch and Wireless Routers (Wheelhouse and 15 CIC) Aft. Pilot Station 15” Monitor #1 & Aft. Engr.15” Monitor 15 Satellite Compass 15 VHF Radio Telephone # 5 15 VHF Radio Telephone # 6 20 VHF Radio Telephone # 7 20 Fwd. Pilot Station 15” Monitor #1 & Fwd. Engr. 15” 15 Monitor Satellite TV 15 Aft. Pilot Station 15” Monitor #2 & Multi-Function Display 20 Wind Speed and Direction Indicators 15 Spare 15 Spare 15
Distribution from 24 V DC 5 (Located in the Port VSP Room) panel is as follows: Wheelhouse Services Panel DC 5 24 Volt DC Circuit Amperage Fi Fi Cabinet A 25 Fi Fi Cabinet B 25 Fi Fi Cabinet C 15 Fi Fi Cabinet D 15 Fi Fi Cabinet E 15 Fi Fi Cabinet F 15 Fi Fi Cabinet G 25 Fi Fi Cabinets H & I 25 Spare 15 Spare 15
Pictures: Equipment and locations
Battery Chargers
The battery chargers have three button on the top right of the case.
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Power--Hold the power button down for approximately 3 seconds to turn on or 3 seconds to place in standby. Button is illuminated Green-ON and Orange-Stand-by. INF0--Press info shortly to show historical data Source--Press SOURCE to select battery bank (1, 2, or 3) that you want to monitor
Chargemaster LCD Display
All of the chargers are connected through the Masterbus system to the Master View located in the wheelhouse on the starboard bulkhead. From the MasterView, the status of all of the DC charging stations can be monitored.
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Battery Chargers and Breakers
3. Description and Operation of Vessel Systems
a) Bilge, Ballast System and Fire System The Major components of the Bilge, Ballast and Fire System are: Two each centrifugal pumps located aft of the port Main Engine in a side by side configuration-The inboard pump is designated as the primary Fire/G.S./Ballast Pump and the outboard pump is designated as the primary Bilge Pump Pumps are: AMPCO RC2, Size 2x2C close coupled to a TEFC 7.5 HP motor, 3450 RPM, Frame 184JM; GPM 67 @ 60 PSI-(Pump curves should be reviewed) Two each simplex strainers One each bilge manifold located just inboard of the bilge pumps One each ballast manifold located outboard of the port Main Engine One each sea chest located on the port side between Frames 21-22 One emergency bilge suction tied into the suction between the bilge pump suction line and the strainer Two each fire hydrants One each Decon Shower Three each external bilge suctions for emergency pumping of the bilge areas from the main deck. One each on port and starboard sides of the engine room. One each in the VSP room Two each emergency bilge suctions-One each tied into the port and starboard main engine salt water cooling water pump suctions
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Bilge System Description The bilge systems primary function is to provide pumping capability from the machinery spaces, voids and chain lockers. The pump can be aligned with the two primary suction valves after the strainer to take suction from the port side of the midship sea chest and the bilge suction manifold. Additionally, located between the pump and the strainer, there is an emergency bilge suction that bypasses the strainer and pumps directly from the engine room bilge. This would be used in an emergency if the strainer was clogged and pumping was critical. The bilge pump can also be aligned to take suction on the Fi-Fi system drains.
Fire/G.S./Ballast Pump
Bilge Pump
Suction Strainers
Emergency Bilge Suction
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Fire/G.S./Ballast Pump
Bilge Pump
Sea Suction Remote Valve Operator
Sea Chest “Skin” Valve
The bilge manifold is solely a suction manifold that allows for the bilge pump to be aligned for pumping from any of the following (6) locations: Chain Locker Forward Tank Void VSP Room Two Engine Room Locations Aft Hold 242 Prepared by: J. L. Cascone and Associates, Inc.
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Bilge Manifold
Each of the bilge suction lines are outfitted with a “mud box” which is an inline strainer that requires periodic inspection.
Mud Box
The discharge of the Bilge pump can be aligned to discharge to the following locations: Bilge Overboard Discharge (“To Be Opened In Emergency Only”) Two Fire Hydrants (As Back-up Only)* Decon Shower (As Back-up Only)* Ballast Discharge Manifold (As Back-up Only)
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* CAUTION
If utilized for the fire hydrants and Decon shower, care should be taken to ensure the pump has not been utilized with oily bilge water without being flushed properly.
Fire/G.S/Ballast System Description The primary function of the Fire/GS/Ballast system is to provide salt water service to the fire hydrants, Decon shower and Forepeak and Aft Peak water ballast tanks. The pump can be aligned with the primary suction valves after the strainer to take suction from the port side FiFi sea chest or the Bilge Suction Manifold. The pump is permanently aligned with the ballast suction manifold with no additional suction valve isolating the manifold. Additionally, the main valve on the sea chest is a remote operated valve. The Fire/GS/Ballast pump can also be aligned to take suction on the Fi-Fi system drains located on the suction side piping at each pump. The ballast manifold is a suction/discharge manifold that allows for the Ballast pump to be aligned for pumping from or discharging to the Forepeak and Aft Peak water ballast tanks. The valves can also be aligned to transfer ballast between the two water ballast tanks if necessary.
Ballast Manifold
The discharge of the Ballast pump can be aligned to discharge to the following locations: Bilge Overboard Discharge (“To Be Opened In Emergency Only”) Two Fire Hydrants* Decon Shower* Ballast Discharge Manifold
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* CAUTION If utilized for the fire hydrants and Decon shower, care should be taken to ensure the pump has not been utilized with oily bilge water without being flushed properly.
Insert Bilge/GS and Ballast System Dwg
Emergency Bilge Pumping There are additional options for pumping the bilges other than utilizing the bilge and ballast pumps. The Port and Starboard main engines are outfitted with sea water cooling water pumps. On the suction side of each of these pumps, there is an emergency bilge suction “Y” valve that allows for the salt water pumps to take suction from a bilge drop as long as the engines are running. These pumps would discharge to the heat exchangers and overboard and should be used in extreme emergency only. Additionally, located on the main deck, there are three pipe drops to the machinery space bilges. There is one located in the VSP Room and one on each, port and starboard sides of the engine room. These drops are available for use with an external pump or can be connected to the “De-watering” eductors located on the main deck as long as the White FiFi System is operable. Additionally, the “De- watering” eductors from another fireboat may be utilized to evacuate the bilges.
Pumping Scenarios Utilize the Bilge Pump to Pump Bilges from VSP Room to Overboard 1. Ensure the electrical circuit breaker for the bilge pump is engaged 2. Open the bilge and ballast pumps sea chest valve, remote operated 2” valve located port side Frames 21-22, on the shared sea chest 3. Open the bilge pump suction valve to the bilge suction manifold 4. Open the bilge pump sea suction valve 5. Open the bilge pump casing vent to purge air from the system. Once steady water flow from the vent is witnessed, close the vent and close the bilge pump sea suction valve. (Initial start-up only) 6. Open the bilge and ballast pump overboard discharge valve 7. Open the bilge manifold suction valve to the VSP room 8. Start the pump ensuring controller indicator light shows “ON” 9. Monitor discharge pressure gauges and as pressure builds start opening the bilge pump discharge valve 10. Monitor discharge and suction gauges during pumping. As the water level drops and discharge pressure and suction vacuum start to drop, close down
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slowly, throttling, the bilge pump discharge valve. Maintaining some system discharge pressure will allow maximum stripping of the VSP room bilge. 11. Once discharge pressure drops completely, secure the pump. 12. Close all valves
Utilize the Fire/GS/Ballast Pump to Pump from Aft Peak to Overboard 1. Ensure the electrical circuit breaker for the Fire/GS/Ballast pump is engaged 2. Open the bilge and ballast pumps sea chest valve, remote operated 2” valve located port side, Frames 21-22, on the shared sea chest 3. Open the Fire/GS/Ballast pump sea suction valve 4. Open the Fire/GS/Ballast pump casing vent to purge air from the system. Once steady water flow from the vent is witnessed, close the vent and close the bilge pump sea suction valve. (Initial start-up only) 5. Open the bilge and ballast pump overboard discharge valve 6. Open the ballast manifold suction valve to the Aft Peak 7. Start the pump ensuring controller indicator light shows “ON” 8. Monitor discharge pressure gauges and as pressure builds start opening the Fire/GS/Ballast pump discharge valve 9. Monitor discharge and suction gauges during pumping. As the water level drops and discharge pressure and suction vacuum start to drop, close down slowly, throttling, the pump discharge valve. Maintaining some system discharge pressure will allow maximum stripping of the Aft Peak tank. 10. Once discharge pressure drops completely, secure the pump. 11. Close all valves
Note Forepeak and Aft Peak water ballast tanks are to be maintained empty except in “EXTREME CIRCUMSTANCES”.
Utilize the Fire/GS/Ballast Pump to Charge the Fire System Hydrants and Decon Shower 1. Ensure the electrical circuit breaker for the Fire/GS/Ballast pump is engaged 2. Open the Bilge and Fire/GS/Ballast pumps sea chest valve, remote operated 2” valve located port side, Frames 21-22, on the shared sea chest 3. Open the Fire/GS/Ballast pump sea suction valve 4. Open the Fire/GS/Ballast pump casing vent to purge air from the system. Once steady water flow from the vent is witnessed, close the vent and close the bilge pump sea suction valve. (Initial start-up only) 5. Start the pump ensuring controller indicator light shows “ON”
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6. Monitor discharge pressure gauges and as pressure builds start opening the Fire/GS/Ballast pump discharge valve to the fire hydrants and Decon shower until fully open. 7. If the deck fire stations and/or shower are not utilized for an extended period, monitor the pump to ensure there is no overheating due to lack of flow thru the pump.
References: 1. Drawing: Robert Allen 04-146-71500 2. Drawing: Robert Allen 04-146-73000 3. Drawing: Robert Allen 04-146-73500 4. Drawing: Robert Allen 04-146-82500 5. Drawing: Robert Allen 04-146-10130 6. Installation and Maintenance of Ampco Centrifugal Pumps RC2/RCH2 Pumps
b) Machinery Cooling System The Major components of the Machinery Cooling System are: Two each sea chests located between Frames 35-37 at the forward engine room bulkhead port and starboard of centerline Two each simplex strainers located at the sea chests Seven each engine mounted raw water pumps, one on each main engine, one on each fire pump engine and one on each generator set engine Two each auxiliary pumps located in a stacked configuration at the forward engine room bulkhead just port of centerline; Capacity 90 GPM @ 45 PSI Pumps are: AMPCO RC2, Size 2x2B close coupled to a TEFC 7.5 HP motor, 3450 RPM, Frame 184JM Two each AC Cooling pumps located in a stacked configuration at the port machinery cooling system sea chest. Two each main engine gear box coolers, one each port and starboard gear boxes Two each VSP oil coolers, one each port and starboard VSP units
Sea Chests Each sea chest is outfitted with a sea valve, simplex strainer and butterfly valve. The two sea chests are cross connected thru a 10” line providing sea water to all of the components. The main engines, pump engines, auxiliary pumps and AC cooling pumps each tee into the sea water line with independent butterfly valves for each. The generator engines tee into the sea water line thru independent ball valves for each unit. Engine Cooling Water Circuits Each main engine, pump engine and generator engine are cooled by their respective engine mounted raw water pumps, taking suction from the sea water line discharging thru the engine heat exchangers and directly overboard thru 247 Prepared by: J. L. Cascone and Associates, Inc.
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their respective overboard discharge valves. The main engine discharges are the only discharges with an additional butterfly valve on the discharge side. Also, tied into each main engine suction line is emergency bilge suction: See Bilge, Ballast and Fire System
Insert Photos of Pumps, strainers, etc.
Insert Machinery Cooling System Dwg
The sea water discharge for the main engines can be diverted to their respective VSP and gear box cooling water circuits in case of failure of the auxiliary pumps.
In the event of an auxiliary pump failure, perform the following on the effected engine: 1. Open the emergency cooling water supply valve from the main engine cooling water outlet to the cooling water circuit for the VSP and gear box coolers 2. Close the main engine cooling water discharge butterfly valve 3. Secure the effected auxiliary pump and close the suction and discharge valves of same 4. Monitor the main engine, VSP and gear box oil temperatures to ensure adequate cooling is being provided
Auxiliary Pump Cooling Water Circuits Each auxiliary pump tees into the sea water supply line from the sea chests with independent butterfly valves for each. The designated port pump provides cooling water for the port gear box cooler and the port VSP oil cooler and the designated starboard pump provides for the starboard units cooling. Each of the VSP coolers has an inlet butterfly valve and each of the gear box coolers has an inlet ball valve. On the outlet of each of the coolers, there is an orifice plate designed to maintain the appropriate pressure and flow through the coolers for the maximum efficiency. To operate an auxiliary pump: 1. Ensure that at least one sea chest valve and butterfly valve are open 2. Ensure the electrical circuit breaker for the auxiliary pump is engaged 3. Open the overboard discharge valve for the respective pump 4. Open the inlet valves on the VSP and gear box coolers 5. Open the pump suction valve 6. Start the pump ensuring controller indicator light shows “ON” 7. Monitor discharge pressure gauges and as pressure builds open the auxiliary pump discharge valve
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AC Cooling Water Pump Circuits The AC cooling water pumps tee into the sea water line thru a single butterfly valve. The pumps are arranged in parallel for redundant operations. To operate a cooling water pump: 1. Ensure that at least one sea chest valve and butterfly valve are open 2. Ensure the electrical circuit breaker for the AC cooling pump is engaged 3. Open the overboard discharge valve for the pumps 4. Open the inlet and outlet valves on the HVAC condensing unit 5. Open the pump suction valve 6. Start the pump ensuring controller indicator light shows “ON” 7. Monitor discharge pressure gauges and as pressure builds open the AC cooling pump discharge valve
References: 1. Drawing: Robert Allen 04-146-70500 2. Drawing: Robert Allen 04-146-71500 3. Drawing: Robert Allen 04-146-73500 4. Drawing: Robert Allen 04-146-81500
c) Fuel Oil Service and Transfer System The Major components of the Fuel Oil Service and Transfer Systems are: Two each fuel transfer pumps, horizontal gear pumps, with a capacity of 25 GPM @ 30 PSI located aft of the port generator in a stacked configuration- Pumps are: ROPER, Model 2AM16 Two each simplex strainers Two each simplex fuel filters/water separators, 5 Micron, with automatic water drain located outboard of the fuel pumps-RACOR RVFS Series Three each fuel oil storage tanks, one centerline double bottom, one port double bottom, and one starboard double bottom Two each fuel oil day tanks, one port and one starboard One each double bottom Fuel Oil Overflow Tank One each fuel oil discharge manifold located aft of the fuel pumps One each fuel oil suction manifold located aft of the fuel pumps One each 3” deck fill/discharge station located on the starboard aft end of the main deck house, Frames 22-25
Fuel Oil Service System Description The fuel for all engine operations is provided directly from the fuel oil day tanks. The day tanks, located in the after engine room on port and starboard sides are cross connected thru two 2” lines. The lower cross connect line is the fuel supply line for the engines. This cross connect line has a Remote Operated Quick Closing tank isolation valve at each of the tanks for securing the tanks in case of emergency. The upper cross connect line is for the fuel return from the engines. The 249 Prepared by: J. L. Cascone and Associates, Inc.
Foss Maritime Fire Boat Operations Manual--Draft return cross connect line has a ball valve at each tank for isolation. Additionally, each of the cross connects has a ball valve, isolating port from starboard, preventing flow from one side to the other when closed. With the cross connect valve closed, the day tanks are isolated from each other preventing cross contamination in the event of a tank becoming contaminated. This will prevent potentially contaminated fuel from affecting all engines. If a tank were to become contaminated, isolating the affected tank by closing the tank valves and opening the cross connect valves allow for all engines to operate from a single day tank. Opening the cross connects with both day tanks valves open allows for the fuel levels in the tanks to equalize. Each of the engines, main, pump and generator, is outfitted with their own independent engine mounted fuel pumps and filtration. The primary filtration for the engines is provided by Racor filters as follows:
3500’s 791000MAVM (10micron) C-12 751000MAXM (10micron) C-7.1 75500MAXM (10micron)
The engines take suction thru the lower day tank cross connect line and return excess fuel thru the upper day tank cross connect line. Each engines fuel supply line has a ball valve at the lower cross connect for isolation. Each engines return line has a check valve at the upper cross connect. Fuel supply for the engines is separated for the port and starboard day tanks. Normal operation is to isolate the two day tanks by keeping the cross connect isolation valves closed.
The Port Day Tank provides fuel for: Port Main Engine Port Generator Engine The Starboard Day Tank provides fuel for: Starboard Main Engine Pump Engine No 1 Starboard Generator Engine Pump Engine No 2 Pump Engine No 3
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Racor Filter/Fuel Pump Fuel Manifold
To Operate an Engine 1. Identify which day tank services the engine to be used 2. Check the bottom drain of the day tank to ensure no water accumulation is apparent 3. Open the upper and lower tank isolation valves on the appropriate day tank 4. Make sure the cross connect isolation valves, upper and lower, are closed 5. Open the fuel supply valve for the engine 6. Ensure fuel is available at the engine
Fuel Oil Transfer System Description The fuel oil transfer system provides the ability to accomplish the following: Receive fuel from an external source; supplier, vessel, etc. Discharge fuel to an external source; reception facility, vessel, etc. Transfer fuel from tank to tank onboard Located on the main deck is the fuel station which is utilized primarily for receiving fuel from an external source. It can also be utilized to discharge fuel to an external reception facility. The fuel transfer pumps are utilized to transfer fuel from one tank to another around the vessel or to discharge fuel from the vessel to an external reception facility. On the discharge side of the pumps, there is a pressure relief valve set at 30 PSI to protect against over pressurizing the discharge piping. The discharge from the relief valve flows to the fuel oil overflow tank. The pumps discharge through a Racor RVFS Series vertical filter.
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There are a total of six tanks for the fuel system. They are: Port Day Tank Starboard Day Tank Port Double Bottom Wing Fuel Tank Starboard Double Bottom Wing Fuel Tank Center Double Bottom Fuel Tank Fuel Oil Overflow Tank
Tanks are vented through a common system that flows to the vent located in the fuel containment area on the main deck or to the Fuel Oil Overflow tank in the event of overfilling. The line to the Overflow Tank is outfitted with a flow switch to alarm in case of flow. The Day tanks overflow to this system at approximately 97% full. At a lower level, approximately 95%, the day tanks overflow to the Center Double Bottom Fuel Oil tank. These lines are also outfitted with a flow switch to alarm in case of flow. Any alarm indication of flow in any of these overflow lines should be investigated immediately to determine the source of the flow so that it may be secured. Once the source is secured, any product in the overflow tank should be evaluated for condition to ensure no contamination. If the fuel is good, it should be transferred back to a storage tank. If the fuel is contaminated, it should be disposed of as soon as possible. Each of the six tanks has isolation valves at the tank for the suction/discharge piping. The day tanks are outfitted with a Remote Operated Quick Closing tank isolation valves at each of the tanks for securing in case of emergency. The fuel flow from the deck fill and the transfer pumps discharge flows to the fuel discharge manifold. The discharge manifold valves connect to the following: Port Day Tank Starboard Day Tank Port Double Bottom Fuel Tank Starboard Double Bottom Fuel Tank Center Double Bottom Fuel Tank The suction side of the fuel transfer pumps connects to the fuel transfer suction manifold. The suction manifold valves connect to the following: Port Day Tank Starboard Day Tank Port Double Bottom Fuel Tank Starboard Double Bottom Fuel Tank Center Double Bottom Fuel Tank Additionally, the pump suctions connect directly to the Fuel Oil Overflow Tank. The tank isolation valve for the Fuel Oil Overflow Tank should remain closed at all times except when pumping from that tank.
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Fuel Tank Monitoring All fuel tank levels can be monitored by three means. All tanks are outfitted with sounding tubes for manual level verification utilizing a sounding “ullage” tape to measure the liquid level. This is the most fail safe means of level measurement and with the use of water paste on the sounding tape will indicate any potential water contamination in the fuel. Once sounding are recorded, the provided sounding tables will provide the gallons of fuel based on the level in the tank. Soundings and monitoring are as follows:
Tank Service Monitoring Location Aft Double Fuel Manual Sounding, Engine Room Bottom Center Remote liquid level display, Magnetic liquid level gauge Forward Double Fuel Manual Sounding, Engine Room Bottom Port Remote liquid level display Forward Double Fuel Manual Sounding, Engine Room Bottom Remote liquid level Starboard display Day Tank Port Fuel Manual Sounding, Main Deck Remote liquid level display, Magnetic liquid level gauge Day Tank Fuel Manual Sounding, Main Deck Starboard Remote liquid level display, Magnetic liquid level gauge Fuel Oil Fuel Manual Sounding, Engine Room Overflow Tank, Remote liquid level Starboard display
The Fuel Oil Day Tanks are outfitted with magnetic visual liquid gauges. Additionally, electronic contents liquid gauges are provided for all fuel oil tanks with readouts in the engine room and wheelhouse.
Transfer Scenarios Receiving Fuel from an External Source (Design fill rate – 125 GPM) 1. Review and comply with the Fuel Transfer Procedures (Appendix 1) 2. Check the level in the tanks to be fueled and determine the quantity of fuel the tank is to receive. 3. Determine the topping off ullage of the tank to be fueled. 4. Open the tank isolation valves on the tanks to be fueled 253 Prepared by: J. L. Cascone and Associates, Inc.
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5. Open the discharge manifold valves for the tanks to be fueled 6. On the main deck, connect the fuel transfer hose to the fill station 7. When the vessel and delivery source are ready to begin the fuel oil transfer, open the main deck fuel line valve 8. Start the fueling process 9. Ensure there are no leaks on the main deck connections 10. In the engine room, verify flow to the tanks being filled and ensure there is no flow to other tanks. 11. Once fueling has begun, take appropriate samples for retention 12. Once it is determined fueling is proceeding correctly, the fueling rate may be increased to the agreed upon maximum flow rate. (Do not exceed xxx PSI at the main deck fueling manifold gauge.) 13. As tank approaches the topping off ullage, slow down the fueling rate and let the delivery facility know to standby to stop the fueling. 14. When the tanks have reached the desired levels, stop the fueling 15. Allow the fueling hose to drain by gravity and disconnect. 16. Close all valves
Discharging Fuel to an External Source 1. Review and comply with the Fuel Transfer Procedures (Appendix 1) 2. Ensure the electrical circuit breaker for the fuel pump is engaged 3. Check the level in the tanks to be pumped from and determine the quantity of fuel to deliver to the receiving source. 4. Open the tank isolation valves on the tanks to be pumped from 5. Open the suction manifold valves for the tanks to be pumped from 6. On the main deck, connect the fuel transfer hose at the fill station 7. At the fuel transfer pump, open the pump suction valve 8. At the fuel transfer pump, open all discharge valves 9. When the vessel and receiving source are ready to commence transfer, open the main deck fuel line valve 10. Start the fuel oil transfer pump ensuring controller indicator light shows “ON” 11. Monitor suction and discharge vacuum and pressure gauges to verify flow and confirm flow with receiving source 12. Ensure there are no leaks on the main deck connections 13. In the engine room, verify flow from the tanks being discharged from 14. When the tanks have reached the desired levels, or the receiving source has received its maximum quantity of fuel, stop the fuel oil transfer pump 15. Close all of the pump suction and discharge valves 16. Open the discharge manifold valve on one of the tanks that was pumped from. (This allows for any residual product to drain from the discharge line and fueling hose.) 17. Allow the fueling hose to drain by gravity disconnect. 254 Prepared by: J. L. Cascone and Associates, Inc.
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18. Close all valves
Transfer fuel from a storage tank to a day tank 1. Ensure the electrical circuit breaker for the fuel transfer pump is engaged 2. Check the level in the storage tank to be pumped from 3. Check the level in the day tank to be filled. Determine the topping off ullage for the day tank to be filled 4. Open the tank isolation valves on the storage tank to be pumped from 5. Open the suction manifold valve for the storage tank to be pumped from 6. Open the discharge manifold valve for the day tank to be filled 7. At the fuel transfer pump, open the pump suction valve 8. At the fuel transfer pump, open all discharge valves 9. Open the tank isolation valves on the day tank to receive fuel 10. Start the fuel oil transfer pump ensuring controller indicator light shows “ON” 11. Monitor suction and discharge vacuum and pressure gauges to verify flow 12. Verify flow to the day tank being filled and flow out of tank being pumped from. Monitor levels of both tanks. 13. When the day tank has reached the topping off ullage, stop the transfer pump 14. Close the day tank isolation valve 15. Close all of the pump suction and discharge valves 16. Close all of the fuel transfer suction and discharge manifold valves 17. Close the tank isolation valve on the storage tank being pumped from
Insert Fuel Service and Transfer System Dwg
References: 1. Drawing: Robert Allen 04-146-71000 2. Drawing: Robert Allen 04-146-10130 3. Fuel Transfer Procedures 4. ROPER Pumps, AM, AP, & AL Series Pumps, Owner’s Manual, G12-207, 2/2/04 5. Global Filtration Technology, Parker Filtration, Racor RVFS Vessel Series , Installation, Operation and Service
d) Lube Oil System The Major components of the Lube Oil System are: One each clean lube oil storage tank, capacity 400 gals, located in the aft hold, port side, Frames 13-14.5. One each remote closing tank valve on the lube oil storage tank One each clean lube oil transfer pump, air diaphragm pump, with a capacity of 25 gpm @ 50 psi located on aft, starboard side of the engine room just forward of the aft hold. 255 Prepared by: J. L. Cascone and Associates, Inc.
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One each flow meter, Digiflow Type 140 TM/T, calibrated in US Gallons One each lube oil fill station on the main deck One each clean lube oil hose reel, located at the aft end of pump engine # 1, just starboard of centerline One each used lube oil storage tank, capacity 400 gals, located in the aft hold, starboard side, Frames 13-14.5. One each used lube oil transfer pump, air diaphragm pump, with a capacity of 25 gpm @ 50 psi located on aft, starboard side of the engine room just forward of the aft hold. One each used lube oil discharge station on the main deck One each used lube oil hose reel, located at the forward end of pump engine #2, just starboard of centerline
Clean Lube Oil System Description The clean lube oil system provides the ability to accomplish the following: Receive lube from an external source; supplier, vessel, etc. Store up to 400 gals of clean lube oil Transfer clean lube oil from the storage tank to the engine sumps
The clean lube oil pump transfers lube oil from the storage tank, thru the flow meter, discharging to the clean lube oil hose storage reel. The hose on the reel is outfitted with a hand held nozzle with gauge for filling. The Storage Tank is outfitted with magnetic visual liquid gauge.
Receive Lube oil from an External Source 1. Review and comply with the Fuel Transfer Procedures (Appendix 1) 2. Check the level in the clean lube oil tank and determine the quantity of lube oil the tank is to receive 3. Determine to topping off ullage of the clean lube oil tank 4. Open the tank isolation valve on the clean lube oil storage tank (The tank isolation valve is a Remote Operated Quick Closing valve for securing in case of emergency.) 5. Close the clean lube oil pump suction valve 6. Connect to fill hose from the delivery facility to the main deck clean lube oil connection 7. When vessel and delivery facility are ready to start transfer, Open the main deck clean lube oil fill station valve 8. Begin lube oil transfer 9. Verify flow into clean lube oil tank 10. Monitor tank level and when clean lube oil tank topping off ullage is reached, stop the transfer 11. Allow transfer hose to drain by gravity and disconnect 12. Close all valves 256 Prepared by: J. L. Cascone and Associates, Inc.
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Caution No lube oil storage tank should be pressed up beyond 95% capacity
Transfer Clean Lube from the storage tank to an engine 1. Ensure air supply valves are opened and air pressure is available in the receivers and the air compressors are functioning properly 2. Open the tank isolation valve on the clean lube oil storage tank 3. Note the reading on the lube oil flow meter 4. Open the clean lube oil pump suction valve 5. Open the clean lube oil pump discharge valve 6. Open the discharge valve to the hose reel 7. Open the air valve to the pump monitoring the vacuum/pressure gauges to ensure flow 8. Utilizing the hand nozzle add lube oil to the sump monitoring the level on the dip stick 9. When the proper level has been reached, secure the system 10. Stop the clean lube oil transfer pump 11. Close all of the valves
Used Lube Oil System Description The used lube oil system provides the ability to accomplish the following: Store up to 400 gals of used lube oil Transfer used lube oil from the engine sumps to the used oil tank Discharge used lube oil from the used lube oil tank to an authorized reception facility The used lube oil transfer pump can transfer used oil from the engine sumps utilizing the used oil hose reel and discharging to the used oil storage tank. It also transfers the used lube oil from the storage tank to an approved reception facility thru the main deck discharge station. The Storage Tank is outfitted with magnetic visual liquid gauge.
Caution No lube oil storage tank should be pressed up beyond 95% capacity
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Transfer Used Lube Oil from an engine to the used oil storage tank 1. Ensure that the engine to be emptied of oil in the sump is secured and locked out and tagged from starting 2. Ensure air supply valves are opened and air pressure is available in the receivers and the air compressors are functioning properly 3. Close the main deck discharge valve and ensure the cap is secured 4. Close the main deck line valve at the tank 5. Close the pump suction valve from the tank 6. Open the tank isolation valve on the used lube oil storage tank 7. Open the discharge valve to the used lube oil storage tank 8. Open the used oil pump discharge valve 9. Connect the used oil hose to the engine oil sump to be emptied 10. Open the hose reel pump suction valve 11. Open the sump valve to the used lube oil hose connection 12. Open the air valve to the pump monitoring the vacuum/pressure gauges to ensure flow 13. Monitor the sump and once all oil is removed, stop the pump 14. Close all valves
Transfer Used Lube Oil from the used oil storage tank to a disposal facility 1. Review and comply with the Fuel Transfer Procedures (Appendix 1) 2. Connect to discharge hose at the main deck station to the disposal facility 3. Ensure air supply valves are opened and air pressure is available in the receivers and the air compressors are functioning properly 4. Open the tank isolation valve on the (400 gal) used lube oil storage tank 5. Open the pump suction valve from the tank 6. Close the pump suction valve from the hose storage reel 7. Close the discharge valve to the used lube oil storage tank 8. Open the main deck line valve at the tank 9. Open the used oil pump discharge valve 10. Open the air valve to the pump monitoring the vacuum/pressure gauges to ensure flow 11. Monitor the tank level and once all oil is removed, stop the pump 12. Close all valves
References: 1. Drawing: Robert Allen 04-146-74000 2. Drawing: Robert Allen 04-146-74500 3. Drawing: Robert Allen 04-146-10130
e) Oily Water System The Major components of the Oily Water System are:
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One each oily water pump, air diaphragm pump, with a capacity of 25 GPM @ 50 PSI located at the aft end of the starboard main engine, just inboard One each simplex strainer One each oily water holding tank, capacity 240 gallons, located in the double bottom at the aft, port side of the engine room just inboard of the port fuel oil day tank Four each oily water suctions located in the following locations: One in the VSP room on centerline just forward of the aft bulkhead One in the forward engine room just inboard of the air compressor One in the engine room aft of Pump Engine No 1 One in the aft hold just starboard of centerline at the forward bulkhead
Oily Water System Description The oily water system’s function is to provide collection, storage and discharge capability for handling bilge water contaminated with petroleum products from areas in the machinery spaces, spill containment areas, equipment room deck drain and the engine room sink. The spill containment is connected to the suction of the pump for pumping of any liquids to the oily water tank. This drain line is also connected to the # 3 pump engine cooling water overboard through a 3- way valve allowing for the deck containment to be drained overboard if there are no contaminants. The equipment room deck drain is connected directly to the oily water tank through a 3-way valve. This drain also connects to the port generator cooling water overboard line allowing for the drain to discharge overboard if there are no contaminants.
CAUTION Ensure that the 3-way valves on the deck containment and equipment room deck drains are not opened for overboard discharge unless no contaminants are verified.
The VSP hand sink is outfitted with a small lift system to collect and pump water to the oily water tank.
The oily water pump is arranged to be able to accomplish the following: Remove contaminated bilge water from machinery spaces thru any of the four hose locations and discharge to the oily water tank or directly overboard thru the Marpol discharge connection on the main deck reception facility. Pump the contents of the oily water tank directly overboard thru the Marpol discharge connection on the main deck to an authorized reception facility.
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The oily water pump suction line is outfitted with a simplex strainer, a main suction valve and independent suction valves on each of the four hose locations and the dirty oil tank. There are also tank isolation valves on the suction and discharge lines at the tank. On the discharge of the pump, there are two main discharge valves; one isolates the oily water tank for discharging overboard thru the Marpol connection. There is also an overboard discharge valve at the Marpol connection on the main deck.
Insert Photos of Pump and Suction Lines
Insert Oily Water System Dwg.
Pumping Scenarios Utilize the Oily Water to pump bilges from VSP Room to the oily water tank 1. Check to make sure the cap for the oily water Marpol connection on the main deck is in place and secure and that the oily water Marpol discharge valve is fully closed 2. Ensure air supply valves are opened and air pressure is available in the receivers and the air compressors are functioning properly 3. Open the oily water tank discharge isolation valve 4. Close oily water tank suction isolation valve 5. Open both oily water pump discharge valves 6. Remove the hose from the hose reel in the VSP room and position in the bilge area to be pumped 7. Open the suction valve at the hose reel in the VSP room 8. Open the main suction valve at the oily water pump 9. Open the air valve to the pump monitoring the vacuum/pressure gauges to ensure the pump is taking suction 10. Once the discharge pressure drops and the bilge area is dry, stop the pump and close all valves and re-stow the hose on the reel.
Utilize the Oily Water to pump from the oily water tank to a reception facility 1. Connect transfer hose to the main deck oily water Marpol connection discharge line to an approved reception facility. 2. Ensure air supply valves are opened and air pressure is available in the receivers and the air compressors are functioning properly 3. Open the oily water tank suction isolation valve 4. Close the oily water tank inlet isolation valve 5. Open the oily water tank suction valve 6. Open the main suction valve at the oily water pump 7. Open the main discharge valve at the oily water pump 8. Close the oily water pump discharge valve to the oily water tank 260 Prepared by: J. L. Cascone and Associates, Inc.
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9. When vessel and reception facility are ready to start transfer, at the main deck oily water Marpol connection, open the discharge valve 10. Open the air valve to the pump monitoring the vacuum/pressure gauges to ensure the pump is taking suction 11. Ensure there are no leaks at the oily water Marpol connection and confirm flow to shore facility 12. Monitor the oily water tank level and stop the pump once the tank is dry 13. Close all oily water pump suction valves 14. Close oily water tank suction isolation valve 15. Open the oily water tank inlet isolation valve 16. Open the oily water pump discharge valve to the oily water tank ( this will allow for any residual product in the discharge line and transfer hose to drain back into the tank) 17. Allow transfer hose to drain by gravity, then at the main deck oily water Marpol connection, close the discharge valve. 18. Close all remaining oily water pump discharge valves
References: 1. Drawing: Robert Allen 04-146-73000 2. Drawing: Robert Allen 04-146-74000 3. Drawing: Robert Allen 04-146-70500 4. Drawing: Robert Allen 04-146-10130
f) Compressed Air System The Major components of the Compressed Air System are: Two each air compressors, 12 cfm @ 200 psi, located in the engine room on the starboard side at the forward bulkhead; Compressors are: Quincy, QR-25 Series, Model 325 HP, with control Version L. Quincy Control Panel Two each air receivers, 200 gal, 200 psi, mounted vertically in the engine room, starboard, aft of the air compressors Two each air/water separators Three each air filters with automatic drains Two each pressure switches for automatic start and stop of the compressors Three each air pressure regulators, 200-100 psi Two each air pressure regulator, 200-150 psi One each air regulator 100-15 psi Four each pressure relief valves, 220 psi Two each pressure relief valves, 110 psi One each pressure relief valve, 165 psi One each pressure relief valve, 15 psi One each ships whistle 261 Prepared by: J. L. Cascone and Associates, Inc.
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One each ships horn
Ships Service Compressed Air Description The compressed air system provides air service utilizing two air compressors servicing two air receiver tanks which provide the volume of air required for normal operations. Each air compressor discharge flows thru an air/water separator and filter to the inlet side of the air receivers. The inlet of the air receiver tanks is cross connected between the compressors discharge lines with an isolation valve so that either compressor can service either or both air receivers. The compressors are controlled by an automatic start and stop pressure switch located in the control panel. Each air receiver is protected from over pressurization by a 220 psi pressure relief valve mounted on each receiver. Each receiver is outfitted with an automatic condensate drain located on the bottom of tank. The drains from the compressor water separators and filters and the receiver condensate drains discharge to a tie in to the oily water tank just aft of the stbd. Generator.
The compressed air system provides air service for the following functions: 150 psi starting air for the main engines and fire pump engines 1 & 2 100 psi air service to the deck machinery 100 psi air service to the ships horn and whistle 100 psi service to the utility outlets-1on top of wheel house, 2 in the equipment room, 1 in the aft hold, 2 in the engine room, 2 in the VSP room, 2 on the boat deck, 2 on the main deck, 1 at the aft deckhouse for the hose reel, 1 at the tow line reel, and 1 at the off ship power cable reel 100 psi service to the Oily Water Pump, Clean Lube Oil Pump, Used Lube Oil Pump, and the Fi Fi drip tray Sump Pump 100 psi service for pneumatic actuators 15 psi air service for sea chest blow down.
The discharge from the air receivers are cross connected with an isolation valve. The discharge from the receivers to the starting air for the engines is reduced from 200 to 150 psi by pressure regulators. There are two regulators arranged in parallel for redundancy with an air filter at each regulator. The 150 psi discharge side of the regulators is protected by a pressure relief valve. The start system on each engine is serviced by a solenoid activated starting valve. Each valve is outfitted with a manual by-pass valve in case of failure of the solenoid valve. The discharge from the receivers to the whistle, horn, sea chest blow down, utility outlets, and the ships service air diaphragm pumps is reduced from 200 to 100 psi by pressure regulators. There are two regulators arranged in parallel for redundancy. The 100 psi discharge side of the regulators is protected by a pressure relief valve. The service to the horn and whistle is outfitted with a filter with an automatic drain. 262 Prepared by: J. L. Cascone and Associates, Inc.
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The sea chest blow down system is outfitted with a 100- 15 psi pressure regulator providing air to an air hose outfitted with a quick connect coupling for attaching to the sea chest blow down valve at each sea chest. The discharge side of the regulator is protected by a pressure relief valve.
Daily Starting Checklist Do not proceed until the Pre-starting Checklist and Initial Starting & Operating sub-sections have been read and are thoroughly understood. (Section 4 in Quincy Manual) Step 1) Check the lubricant level in the crankcase. Step 2) Check all hoses and fittings for weak or worn conditions and replace if necessary. Step 3) Drain liquid from the air receiver (refer to Section 3, Manually Draining an Air Tank) and moisture trap (if so equipped). Step 4) Jog the starter button and check compressor rotation. Note: Continuous Run Units - Prior to starting a continuous run unit, flip the toggle lever on the pilot valve stem to the “MANUAL UNLOAD” position (see Quincy manual). Now the compressor can be started unloaded. Once the compressor is running at full speed, flip the toggle back to the “RUN” position. Step 5) Start compressor per factory instructions. (Refer to SECTION 4, Pre- Starting Checklist and Initial Starting & Operating.) Step 6) Check system pressure. Step 7) Check cooling fan. Step 8) Check all pressure relief valves for proper operation. Step 9) Check control system for proper operation. Step 10) Check the lubricant level in the crankcase several minutes after the compressor has run. (Discoloration or a higher lubricant level reading may indicate the presence of condensed liquids.) If lubricant is contaminated, drain and replace.
Insert photos of components
Control Panel The control panel provides the control for two separate air compressors feeding into a common system. The panel provides the ability to define a starting sequence in which the compressors operate, and/or manually disable one or both compressors. They also detect potential equipment damaging conditions such as high temperature, low oil pressure or level and motor overloads. The control panel features a display board equipped with a red digital display, 6 press buttons for selecting control options, 13 LED indicators and 4 dead front indicators. It is also equipped with two ON/OFF selector switches
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Inside the panel, an I/O (input/output) board is equipped with a low pressure alarm, a general alarm, and outputs for controlling the motor starters. Additionally, they are equipped with an auto restart feature that allows the compressor to automatically restart after a power outage or sag. The I/O also monitors and controls head unloaders, discharge unloaders solenoid valves as well as the compressed air system. The board is equipped with digital inputs for: Low oil level or pressure Motor overload Air pressure Compressor head temperature
There is also an hour meter provided to record compressor run time.
Control Parameters The control parameters are the adjustable features that affect how a compressor operates. The chart below provides a brief description and display of the various functions.
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MODES OFF The compressors are connected to the power source and both OFF/ON selectors are turned to OFF. All outputs are disabled and the display indicates OFF. The system air pressure and recorded running hours can be displayed. PROGRAM Allows for the various control parameters to be reviewed and set long as both compressors are in the OFF mode. TEST Allows the operator to briefly operate the compressor as long as both compressors are in the OFF mode. ON The compressors are connected to the power source and both compressor OFF/ON selector switches are in the ON mode. The compressors operate and are controlled by the various parameter setting. Adjustments to parameter settings cannot be made in the ON mode.
Modes of Operation
START/STOP (STSTP) The compressor will start when the pressure sensor or switch detects a demand for compressed air and will stop when the demand is satisfied. AUTO 265 Prepared by: J. L. Cascone and Associates, Inc.
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In AUTO mode, with each air demand cycle, the LEAD and LAG compressors are automatically alternated.
COMPRESSOR DESIGNATION
The LEAD compressor is the compressor that starts first when there is a demand for compressed air. The LAG compressor starts when the system pressure falls to the LAG Cut-In pressure which should be set at a minimum differential of 5 PSI below the LEAD Cut-In pressure. The Lead compressor is automatically designated by the Mode of Operation with one exception. When both compressors are set to operate in the START/STOP mode, the lead compressor can be manually designated by the user. The table below shows how the lead compressor is designated.
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PROGRAMMING
Air Pressure Sensor (PSENS)
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Posidrain PD-7020
Insert Compressed Air System Dwg.
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References: 1. Drawing: Robert Allen 04-146-74000 2. Quincy QR 25 Series Instruction Manual, Manual No. 52201-107, December 2012 Edition 3. Quincy Control Panels, Instruction Manual No. 2022201100, June 2012 Edition
Breathing Compressed Air System
The Major components of the Breathing Compressed Air System are: One each air compressor-Scott Health and Safety Stationary Air Compressor Systems with Scott Safety X4 Controller. Compressor is a “HUSH”/ 15 HP. Four each air receivers with a capacity of 2000 cu ft. @ 6000 psi One each Scott Smart Fill Auto Cascade System One each filtration/purification system One each fill station Scott Health and Safety Revolve Air Breathing Air Cylinder Charging Station Pressure relief valves
Breathing Compressed Air System Description The breathing compressed air system provides recharging capability for SCBA and Scuba tanks with up to 6000 psi air at the filling station.
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Air Compressor 1) Inlet Filter 1) Compressor Drive Belt 2) Stage Gauge Panel 2) Purification Filters 3) Oil Fill Cap 3) Condensate Container 4) Coil Fuse 4) Pressure Relief Valve 5) Electrical Box (Fuse Location)
Relief Valves
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Scott Breathing Air Systems X4 Controller
Pre-Operation Check Procedures 1. Verify that the maintenance schedule is up-to date for the unit. Proper routine maintenance and documentation are the responsibility of the organization using the equipment. Maintenance must be performed in accordance with service guidelines provided by SCOTT Health and Safety. 2. Check the electrical power source. Ensure that the compressor unit is connected to a suitable electrical power supply, and that there are no maintenance procedures in process that would necessitate a Lock Out/Tag Out of the circuit breaker or master switch. 3. Make sure there is nothing close to or on top of the compressor that could interfere with air flow. For proper operation, the minimum clearance established at installation on all sides and above the compressor must be maintained. 4. Make sure nothing is operating in the vicinity of the compressor air intake which might contaminate the fresh air supply, such as vehicle exhaust, chimney smoke, ventilator fumes, or other source of contamination. 5. Check the high pressure connections. Ensure that the high pressure outlet(s) are properly connected to a suitable high pressure air receiver. If any connection is loose or damaged, DO NOT start the compressor until all connections have been properly repaired and thoroughly inspected. 6. Check the compressor oil level. Check the compressor oil level prior to each use.
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To check the oil, remove the oil fill cap and check the oil level reading. Replenish as necessary, using only Anderol 500® oil, available from your local SCOTT Health and Safety distributor.
Compressor Oil Fill Cap
Operating the Compressor
Warning Before operation of any equipment, all manufacturers’ information must be reviewed for all cautions , warnings and dangers of operating the equipment.
1. Turn the external power source ON (wall-mounted switch). 2. After the X4 Controller completes the system boot, the display will say, “Press F2 Button Below to Begin.” Press the F2 key directly below the X4 Controller digital display.
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3. The display will show the current Service Due dates and say, “Push Operate, Info, or Service.” Press OPERATE on the keypad. (Remember, you can press BACK at any time to return to the previous display.)
4. The display will read AUTO or MANUAL. Select by pressing the key below the desired mode: AUTO - F1 Key - recommended for “on-site” operation when a constant supply of compressed air is needed. In this mode, the unit will automatically restart when system pressure drops approximately 500 psi below the maximum pressure. MANUAL - F3 Key - used for a single compression cycle. In this mode, the unit will bring the ASME storage cylinders up to maximum system pressure, but will not automatically restart as the pressure is depleted. The unit must be restarted when storage pressure has dropped below a usable level.
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5. For normal operation, select AUTO. The following screen will appear:
Press the START button to turn the compressor ON. The X4 Controller display will show the compressor discharge temperature (T = °F) and, if installed, the carbon monoxide concentration (CO = ppm) and dew point level (DP = °F) of the discharge air. Refer to the System Tolerances and Overrides section on Page 28. If any of the Compressor Operating Parameters are out-of tolerance, run a Purge cycle as instructed in the Use of the Purge section of the Scott Stationary Air Compressor System, Operating Instructions.
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6. Continue to monitor the unit during operation, noting the Compressor Pressure and Storage Pressure gauge readings. Also monitor the Compressor Stage Gauge Readings as instructed on Page 26 of this instruction. 7. When the system pressure reaches approximately 2000 psi, adjust the Flow Control to obtain a 50/50 (red/green) reading in the Flow Meter (only on units with either the SCOTT CO or DP monitors). This provides the correct sample flow rate to the carbon monoxide monitor and/or dew point monitor. To verify that the moisture separators are operating properly, press the DRAIN button on the controller. This will activate a ten (10) second drain cycle to remove condensation from the moisture separators. Check the Compressor Stage Gauges to verify that they all drop pressure and recover pressure simultaneously. The compressor will automatically activate a ten second drain cycle at regular intervals to remove condensation. However, a manual ten-second drain cycle can be activated at any time by pressing the DRAIN button on the controller. Pressing STOP will activate a cool-down cycle and stop the compressor. 8. When the system reaches maximum pressure, the compressor will run in a cool-down cycle for 2 minutes. During this time, the compressor will run unloaded while draining the moisture separators, and cooling down the compressor stages. After the cool-down cycle, the compressor will stop. If the system is in the AUTO mode, the compressor will restart to refill the storage when the system pressure drops approximately 500 psi below maximum pressure. If the system is in the MANUAL mode, then you must press the START button after the storage pressure drops approximately 500 psi from full to restart the compressor to refill the storage. 9. If the X4 Controller is in AUTO mode, the compressor will restart when pressure drops approximately 500 psi below maximum system pressure. If the storage pressure was already FULL when the system was started, the display will say “Storage Full” and the compressor will still restart automatically when the pressure drops. If all Compressor Operating 278 Prepared by: J. L. Cascone and Associates, Inc.
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Parameters are in tolerance, the system is ready to fill breathing air cylinders. Proceed to the instructions for charging breathing air cylinders provided with your cylinder charging station (SCOTT RevolveAir or Guardian).
RevolveAir Charging Station The RevolveAir charging station is identified by a turntable device that allows for simultaneous charging of two breathing air cylinders while a second set of cylinders is being mounted.
RevolveAir Charging Station
Charging Breathing Air Cylinders using the RevolveAir Charging Station
1. Check the pressure rating of the selected breathing air cylinder(s). See “Cylinder Inspection” on page 6 of Scott Revolve Air/Guardian Operator’s Manual. 2. When charging more than one cylinder, verify that all cylinders are of the same pressure rating. If they are different, sort them by their rating, and only charge cylinders together that have the same rating. NEVER MIX RATINGS. 3. Verify that the compressor or storage pressure is greater than the fill pressure of the selected breathing air cylinder. If pressure is too low, allow the compressor system to continue building pressure. 4. When system pressure is adequate to fill the breathing air cylinders, unlock the charging station door by lowering the operating handle on the right side of the chamber. 279 Prepared by: J. L. Cascone and Associates, Inc.
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5. Close the Fill Control Valve on the control panel by turning the valve fully clockwise. 6. For units equipped with a Variable Pressure Regulator: Turn the Variable Fill Pressure Regulator fully counterclockwise until the Breathing Air Cylinder Pressure Gauge reads zero (0). Skip this step if unit is equipped with a Dual Pressure Regulator Note: This unit is outfitted with a Variable Fill Pressure Regulator
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7. Close both bleed valves on the charging station “finger tight” (one bleed valve on each side of the fragmentation chamber door). DO NOT use tools to tighten. 8. Make sure all four of the cylinder charge adapters are closed and secure (two on each side of the fill station door). Hand-tighten, turning the adapter counterclockwise. DO NOT use tools. 9. Close the charging chamber and lock with the operating handle (with the handle up and yellow locking bars appearing around the turntable). 10. Open the Fill Control Valve 1/8 to 1/2 turn counterclockwise. 11. For units equipped with a Variable Pressure Regulator: SLOWLY turn the Variable Fill Pressure Regulator knob clockwise until the Breathing Air Cylinder Gauge shows the target maximum fill pressure for the selected breathing air cylinder(s). Make sure that the pressure used to charge the cylinder is not higher than the pressure rating on the cylinder. 12. For units with the Dual Pressure Regulator option, set the switch to the selected breathing air cylinder pressure. No other fill regulator control is available to the operator.
Revolve Air – Cylinder (SCBA) Mounting and Charging
1. Close the Fill Control Valve. Slowly open the bleed valve just enough to vent any residual pressure. When all air stops escaping, hand-tighten the bleed valve. DO NOT use tools to tighten.
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2. Remove one of the adapter caps and attach a cylinder to the charge adapter. Turn counterclockwise to tighten. Hand-tighten the connector. DO NOT use tools to tighten. 3. To charge two cylinders, remove the plug from the other charge adapter and mount the second cylinder. Hand-tighten the charge adapter.
4. Open the valves located on the top of the mounted cylinders. 5. Open the charging chamber door lock by lowering the operating handle on the right side of the chamber. 6. Rotate the turntable 180° until it clicks into position.
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7. Close and lock the charging chamber door by raising the handle. The door is locked when the yellow bar is visible above the door frame. 8. Open the Fill Control Valve 1/8 to 1/2 turn counterclockwise to begin filling the cylinders. 9. Consult the cylinder manufacturer and the appropriate government regulatory agency for fill rate recommendations. DO NOT EXCEED THE FILL RATE RECOMMENDATIONS FOR THE BREATHING AIR CYLINDERS BEING FILLED.
10. Adjust the fill rate as follows: a. Slowly turn the Fill Control Valve counterclockwise to increase the rate at which the cylinders are filled. b. Watch the pressure reading on the Breathing Air Cylinder Gauge. c. If the fill rate is too high, turn the Fill Control Valve fully clockwise to decrease the flow, then slowly turn the Fill Control Valve counterclockwise to adjust to the proper rate. d. Once fill pressure and fill rate are set for charging cylinders of the same pressure rating, minor readjustment may be necessary as the storage and compressor pressures will vary during multiple breathing air cylinder fills. 11. Leave the fill pressure and fill rate set when charging several cylinders that require the same fill pressure and fill rate. Minor adjustments may be 283 Prepared by: J. L. Cascone and Associates, Inc.
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necessary during filling of successive cylinders depending on the compressor system used. 12. While the breathing air cylinders are being filled inside the charge chamber, mount the second set of cylinders on the rigid adapters on the outside of the charge chamber. Be sure to hand-tighten the bleed valve and to open the breathing air cylinder valve(s). Refer to steps 2 through 4 of this section for details. 13. When the Breathing Air Cylinder Pressure Gauge reaches the pre-set charge pressure, open the chamber lock by lowering the operating handle. This will automatically stop the cylinder charging process.
Remove the charged breathing air cylinders as follows:
1. Push down on the chamber lock handle to release the turntable to access the breathing air cylinders. 2. Close the cylinder valves on the mounted breathing air cylinders. 3. SLOWLY open the bleed valve just enough to vent the air lines to the cylinders. Vent until all air flow stops. If the air does not stop venting, verify that the cylinder valves are closed. 4. Hold the cylinder in place and turn the charge adapter clockwise to remove the cylinder. Handle the charged cylinder carefully. 5. Replace the charge adapter plugs.
Revolve Air – Cylinder (SCUBA) Mounting and Charging The Revolve Air charging station is equipped with the Scott SCUBA Adapter Kit for the filling of dive tanks.
SCUBA Tank Mounting
INSTRUCTIONS FOR SCUBA TANK FILLING ON THE RevolveAir CYLINDER FILLING STATION
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1. INSPECT THE SCUBA TANK BEFORE FILLING. Check the latest cylinder hydrostatic test date to ensure it is current. All cylinders used with SCOTT RevolveAir Cylinder Filling Station must be visually inspected and hydrostatically tested by a licensed cylinder re-tester in accordance with the appropriate US Department of Transportation (DOT) specification or the applicable DOT exemption. The date of manufacture marked on the cylinder is also the date of the first hydrostatic test. It is the responsibility of equipment owner to arrange for visual inspection and hydrostatic testing of cylinders by a licensed re-tester. Visually inspect cylinder for physical damage such as dents or gouges in metal. Cylinders which show physical damage or exposure to high heat or flame, such as paint turned brown or black, decals charred or missing, and cylinders which show evidence of exposure to chemicals such as discoloration, cracks in the cylinder, and/or bulging of the cylinder wall, shall be removed from service and emptied of compressed air. Refer to current applicable publications on compressed gas cylinder inspection available from Compressed Gas Association Inc., 1725 Jefferson Davis Hwy., Suite 1004, Arlington, VA 22202, (703-412-0900) for a detailed explanation of cylinder inspection procedures. Health & Safety Products, Monroe Corporate Center, PO Box 569, Monroe, NC 28111, Telephone 1-800-247-7257, FAX (704) 291-8330, www.scotthealthsafety.com
WARNING DAMAGED CYLINDERS MAY SUDDENLY LEAK OR RUPTURE IF LEFT. CHARGED WITH COMPRESSED AIR. FAILURE TO INSPECT FOR DAMAGE AND TO EMPTY THE AIR FROM DAMAGED CYLINDERS MAY RESULT IN SERIOUS INJURY OR DEATH.
2. Install the SCUBA TANK to be filled into the HOLDER RACK and attach the FILL HOSE ASSEMBLY to the tank. 3. Fill the SCUBA TANK using the same precautions and procedures as for filling SCBA tanks.
CAUTION DO NOT ROTATE THE SCUBA FILL HOSE ASSEMBLY INTO THE RevolveAir CYLINDER FILLING STATION CHAMBER WITHOUT BEING ROPERLY ATTACHED TO A TANK. IF THE FILLING PROCESS IS ACTIVATED WITHOUT THE FILL HOSE PROPERLY ATTACHED TO A TANK, DAMAGE COULD RESULT TO THE HOSE OR THE INTERIOR OF YOUR FILL STATION BY THE HOSE WHIPPING ABOUT.
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Insert Breathing Air System Dwg.
References: 1. Scott Stationary Air Compressor System, Operating Instructions, P/N 595134-01 REV A 8/07 2. Scott Breathing Air Systems, X4 Controller, Technical Service Manual, P/N 595150-01 Rev B 2/08 3. Scott Revolve Air/Guardian Operator’s Manual 4. Scott Smart Fill Auto Cascade System, H/S 6895 03/11
Note: All images and instructions are from referenced Scott Manuals or the supplier.
g) Potable Water System The Major components of the Potable Water System are: Two each pumps with a capacity of 20 gpm @ 60 psi, located in the port VSP room at the forward bulkhead in a stacked configuration Pumps are: Price Pumps, Model HP75 (AB)-5.375, Size ¾ x ¾ close coupled to a TEFC motor, 3 HP, 3450 RPM, Frame 56J Two each simplex strainers One each potable water storage tank, 750 gal, located on the port side of the void, Frames 49-51. One each Hydrophore pressure set tank with a 60 gal capacity, located in the port VSP room inboard of the pumps One each ultraviolet light sterilizer, located in the port VSP room outboard of the pumps One each hot water heater Four each 66 psi pressure relief valves, one on the Hydrophore, one on the hot water heater and one on each pump discharge.
Potable Water System Description The potable water system for the vessel provides hot and cold water for all fresh water requirements on board. The system has two pumps arranged in parallel for redundant operation. The pumps are controlled by pressure switches for automatic turn on and shut off and each is outfitted with a pressure relief valve. Each pump has a simplex strainer on the suction side between the storage tank and the pump. The discharge of the pumps flows to a Hydrophore pressure tank for pressure regulation and then to a filter and UV sterilizer. The hydrophore tank provides volume to the system utilizing an air head in the tank. This adds additional capacity to the system so that pumps do not cycle on and off with every use of a fixture. The filter and UV are outfitted with a manual by-pass to allow for maintenance while maintaining pressure to the appliances. After passing thru the UV sterilizer, flow continues to service either the cold water outlets or thru the hot 286 Prepared by: J. L. Cascone and Associates, Inc.
Foss Maritime Fire Boat Operations Manual--Draft water heater for the hot water outlets throughout the vessel. There are two safety relief valves on the system; one on the Hydrophore tank and one on the hot water heater. The potable water tank is outfitted with a low level switch that interrupts power to the pumps in the event of the tank being empty. There is hot and cold water service throughout the vessel as follows: VSP rooms servicing the 2 hose reels and basin Engine room servicing the 2 hose reel Aft hold servicing the hose reel Pantry servicing the basin Main deck water closet Main deck de-con shower Deck shower-main deck Main deck servicing 2 hose reels Boat deck window washing connection (cold only) Boat deck water closet Boat deck servicing 2 hose reels Bridge deck servicing a hose reel Bridge deck window washing connections, fore and aft (cold only)
Note: The window washing connections are controlled by a solenoid activated valve.
Normal operation of the system for having both pumps on-line simultaneously would be to have the turn on settings on the pressure switches for the pumps with a pressure differential on the setting so that both pumps do not activate at the same time. The shut off pressures would be set the same. The pump with the higher turn on setting would be the primary pump with the lower pressure setting as the secondary pump. Some operators vary the settings periodically to equalize pump utilization. If the pumps were to be utilized independently with only one pump activated at a time, the setting for turn on pressure would be the same for both pumps.
To operate the system: 1. Ensure that the power is available to the pumps motor controllers 2. Open the potable water tank isolation valve 3. Open the pumps suction valves 4. Open the pumps discharge valves 5. Open the Hydrophore inlet valve 6. Open the valves on the filter and UV and close the by-pass valve 7. Open the inlet and outlet valves on the hot water heater 8. Ensure all valves on appliances are closed 9. Engage the motor controller for the primary pump and monitor pressures
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10. Once the pressure builds to the system operating pressure, normally approximately 50 PSI, the primary pump should shut off. At this point turn on the secondary pump, if so desired, for on-line redundancy
Pressure Switches for Cut-In/Cut-Out Settings
Pumps
Relief Valves
UV Sterilizer
Filter
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Hydrophore Tank Hot Water Heater
Insert Potable Water System Dwg
References: 1. Drawing: Robert Allen 04-146-82500 2. Price Pump Co., Installation, Operating and Maintenance Manual, type HG Pumps, IN158, rev G 3. AO Smith, Models DEL-6/10/15/20 Series 102, DEL-30/40/50 Series 110 & DEN-30/40/52/66/80/120 Series 110, Instruction Manual 4. Parker, Ultraviolet Systems, VMS-3, Installation, Operation and Maintenance, Revised 08/2010, Part No. 95-0031
h) Black Water System The Major components of the Black Water System are: Two each sewage transfer pumps, macerator type, 25 gpm @ 35 psi located in the starboard VSP room, forward at the inboard bulkhead. Pumps are: PENTAIR Hydromatic, Model NPG/PG 200 One each black water holding tank, capacity 500 gals, located in the starboard tank void outboard, Frames 49-51 One each Marpol, shore connection on the main deck Two each charcoal filters
Black Water System Description The black water system provides black water storage servicing the main deck and boat deck water closets. Each water closet is outfitted with a clean out and charcoal filter on each. They operate on gravity discharge to the holding tank. The charcoal filters are located on the drain line vent for each water closet. 289 Prepared by: J. L. Cascone and Associates, Inc.
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The black water transfer pumps service the storage tank pumping from the storage tank to overboard, either thru the Marpol connection on the main deck or thru the overboard discharge to be used in EMERGENCY ONLY. There are two pumps provided for redundancy. On the bridge deck there is a vent for the system drain piping and holding tank.
Discharging to a reception facility: 1. Connect the main deck Marpol connection discharge line to an approved reception facility. 2. Ensure power is available to the pump to be utilized. 3. Open the black water tank isolation valve 4. Open the suction valve to the pump 5. Ensure that the overboard discharge valve is closed 6. Open the black water pump discharge valve to the Marpol connection 7. Communicate with reception facility that all is approved for pumping 8. At the main deck, start the pump 9. At the main deck Marpol connection, open the discharge valve ensuring that there are no leaks 10. Monitor tank level and stop the pump once the tank is dry 11. Close the main deck discharge valve, disconnect the hose and cap the discharge connection 12. Close all black water pump valves and the tank isolation valve
Discharging overboard: TO BE USED IN EMERGENCY ONLY 1. Ensure power is available to the pump to be utilized. 2. Ensure the main deck Marpol discharge valve is closed and the cap is in place 3. Open the black water tank isolation valve 4. Open the suction valve to the pump 5. Open the overboard discharge valve 6. Open the black water pump discharge valve 7. Start the pump 8. Monitor tank level and stop the pump once sufficient amount has been discharged 9. Close the overboard discharge valve 10. Close all black water pump valves and the tank isolation valve
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Black Water Grey Water
Main Deck Pumps Controls
Insert Black Water System Dwg
References: 1. Drawing: Robert Allen 04-146-83000 01-03 2. Pentair Hydromatic, Model NPG/PG 200 Installation and Service Manual, Part # 5625-092-1
i) Grey Water System The Major components of the Grey Water System are: Two each grey water transfer pumps, 25 gpm @ 35 psi located in the port VSP room, forward at the inboard bulkhead- Pumps are: American Machine & Tool, Inc., Model 282B-95 One each grey water holding tank, capacity 500 gals, located in the starboard tank void inboard, Frames 49-51 One each Marpol, shore connection on the main deck
Grey Water System Description The grey water system provides grey water storage servicing the following: Main deck and boat deck water closets basins, showers and deck drains Pantry basin and deck drain Multipurpose room deck drain Decon shower drain Hazmat Assessment area deck drain HVAC condensate drains
The grey water transfer pumps service the storage tank pumping from the storage tank to overboard, either thru the Marpol connection on the main deck or thru the overboard discharge to be used in an EMERGENCY ONLY. There are two pumps for redundancy.
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Additionally, the drains in the Decon shower and the Hazmat Assessment area are arranged with a direct overboard discharge for each area. By opening the overboard discharge valve and closing the grey water drain valve, either areas’ discharge can be directed overboard by-passing the storage tank. These should be utilized in an EMERGENCY ONLY. In the event of a large scale decontamination emergency, excessive water will overwhelm the holding tank. For these emergencies, the drain valves to the holding tank should be closed and the overboard discharge valves opened. There are three inlet lines to the tank, one for the house water closets and pantry sinks and deck drains, one for the Decon shower drain and one for the Hazmat assessment area drain. Each has a deck vent. The inlet for the water closets and pantry has a ported three way ball valve that ties back into the pump discharge line for by-passing the tank and directing the flow overboard. This should be utilized in an EMERGENCY ONLY. Clean outs are provided for the boat deck, main deck, Decon shower and Hazmat Assessment area drains. Located on the boat deck, there are two drain line vents, one for the Decon shower drain and one for the Hazmat assessment area drain. On the bridge deck there is one vent for the water closets and pantry drains and holding tank.
Discharging to a reception facility: 1. Connect the main deck Marpol connection discharge line to an approved reception facility. 2. Ensure power is available to the pump to be utilized. 3. Open the grey water tank isolation valve 4. Open the suction valve to the pump 5. Ensure that the overboard discharge valve is closed 6. Open the grey water pump discharge valve to the Marpol connection 7. Communicate with reception facility that all is approved for pumping 8. At the main deck, start the pump 9. At the main deck Marpol connection, open the discharge valve ensuring that there are no leaks 10. Monitor tank level and stop the pump once the tank is dry 11. Close the main deck discharge valve, disconnect the hose and cap the discharge connection 12. Close all grey water pump valves and the tank isolation valve
Discharging overboard: TO BE USED IN EMERGENCY ONLY 1. Ensure power is available to the pump to be utilized. 2. Ensure the main deck Marpol discharge valve is closed and the cap is in place 3. Open the grey water tank isolation valve 4. Open the suction valve to the pump 5. Open the overboard discharge valve 6. Open the grey water pump discharge valve 292 Prepared by: J. L. Cascone and Associates, Inc.
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7. Start the pump 8. Monitor tank level and stop the pump once sufficient amount has been discharged 9. Close the overboard discharge valve 10. Close all grey water pump valves and the tank isolation valve
Insert Grey Water System Dwg.
References: 1. Drawing: Robert Allen 04-146-83000 01-03 2. American Machine & Tool Inc.-Pump Manual-1801-634-00
j) HVAC Systems The major components of the ventilation system are: Two engine room supply fans- Two supply fan silencers Two moisture eliminating louvers Two relief air louvers with controls One VSP room supply One Aft Hold supply fan
Machinery Space Ventilation Engine room supply air is provided by two axial flow, variable speed supply fans. Each fan provides a maximum of 23,000 CFM of supply air to the hold machinery spaces through two air intake casings from the boat deck to the engine room ducting. The ducting distributes air throughout the engine room. Each fan is outfitted with moisture eliminating louvers on hinged frames for casing access. Additionally, each fan is outfitted with a weather tight Fire Damper. The damper is hinged and held in the open position by a remote closure fusible link that can be activated in the event of a fire. Additionally, both fans are outfitted with silencers for noise reduction. There are four control stations for the fans. The Variable Frequency Drives for the fans are located in the HVAC room on the boat deck. Control panels are located in the wheelhouse, Stbd. bulkhead, HVAC room, main deck entry to the house, port side, and engine room, port side aft, just forward of the switchboard. From each of the locations, fans can be started and stopped, rotation can be changed to set the fan in either supply or exhaust mode, speed can be selected with one of three speeds and the fans can be shutdown with an emergency stop. Mounted in the aft hold, there is an axial flow 800 CFM fan on the port side which provides supply air to the aft hold. The fan is ducted thru the aft engine room bulkhead, Frame 15, with 8” ducting taking supply air from the engine room. On the forward, engine room, side of the bulkhead the supply ducting has an 8” weather-tight butterfly valve that is can be remotely activated in the event of a fire. 293 Prepared by: J. L. Cascone and Associates, Inc.
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The starboard side ducting provides access for the relief air back to the engine room. It is also outfitted with a remote activated 8” weather-tight butterfly valve. Ventilation air for the VSP room is provided by one in line axial supply fan providing a flow of 1750 CFM. The fan is mounted to ducting that takes supply from the port VSP room supply air casing on the main deck at Frame 39, port exterior. Relief air is discharged from the VSP room via ducting that discharges thru the VSP room air casing on the main deck, Frame 40, Stbd. exterior. Both of the casings are outfitted with flat bar louvers and hinged weather tight closures.
Machinery Intake Louvers Engine Room Ventilation Closure
Vent Closure Magnetic Hold back
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Engine Room Ventilation Fan Control Panel HVAC Room
Supply Fan Controls Wheelhouse
Air Conditioning The main accommodation air conditioning is provided by two self- contained compressor/condensing reverse-cycle heat pumps located in the VSP room. The units utilize conditioned, cold or hot, freshwater that circulates throughout the vessel to the tempered water coil in the HVAC room and to the individual Tempered Water Fan Coil Units. The Compressor/Condensing units have sea water condensers that receive their cooling water from auxiliary sea water 295 Prepared by: J. L. Cascone and Associates, Inc.
Foss Maritime Fire Boat Operations Manual--Draft pumps. In the condenser, heat transfer is accomplished by the sea water flow through the condenser coils. Freshwater is pumped by one of two tempered water circulating pumps from the holding tank through the heat pump (chiller) units. The conditioned freshwater is then circulated to the main water coil in the HVAC room and to the individual TWFCU’s. Freshwater returns to the holding tank which is a flooded tank with an expansion tank. There are TWFCU’s located as follows: Three in the hold: One in the general store One in the EMS Recovery Area One in the EMS Area Two on the main deck in the multipurpose room. Two on the boat deck in the CIC room. Two in the wheelhouse Each of the TWFCU’s is equipped with a tempered water coil, integral electric heater element, by-pass valve and local thermostatic controls. Note: Units in CIC room, multi-purpose room & wheelhouse are controlled by one (1) thermostat per room only.
Thermostatic control of the TWFCU’s is provided by NEST thermostats. Set-up After your Nest Learning Thermostat is installed for the first time and the power is turned on, the Nest Thermostat will begin setup. During setup, you'll be able to connect your Nest Thermostat to your Wi-Fi network and answer a series of questions about you and your home. If you want to connect your Nest Thermostat to the Internet, make sure to have your Wi-Fi password handy. You’ll also need to know basic information about your heating and cooling system. Setup on the Nest Thermostat takes about 10-15 minutes. Step 1: Language The first step is to select the language you’d prefer. The Nest Learning Thermostat and the Nest apps can speak English, Spanish, French, and Dutch. Step 2: Internet connection The next step is to connect the Nest Thermostat to your home Wi-Fi network. The Nest Thermostat doesn't require A Wi-Fi connection. But when connected, you can control your Nest Thermostat from anywhere using the Nest apps. A Wi-Fi connection also gives your Nest Thermostat access to local weather information (especially important for heat pump and dual fuel systems) and automatic software updates. Do I need Wi-Fi to use the Nest Learning Thermostat? If you choose to connect to the Internet, you’ll see a list of nearby Wi-Fi networks. Turn the ring to highlight your home network and press to select. If you don’t immediately see your network listed, wait at least 30 seconds. Your Nest Thermostat will continue to scan for networks in the area. 296 Prepared by: J. L. Cascone and Associates, Inc.
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If your network still doesn’t appear, there may be a problem with your Internet connection. Help with Wi-Fi troubleshooting Once you’ve selected your network, the password screen will appear (if your network is secured). Use the onscreen keyboard to type out your password. Your password is case-sensitive and must be entered exactly.
Turn the ring to highlight the letter, number or symbol in your password and press to select it. Use the SHIFT. icon to switch between lowercase letters (abc), uppercase letters (ABC), numbers and punctuation (123), and additional symbols (* ` ?). If you accidentally select a character that isn’t in your network password, use the backspace icon (⌫) to delete the last character entered. If you’ve accidentally selected the wrong network name, you can select the return icon (↵) to go back to the Wi-Fi network selection screen. Select the check mark (✓) once you’ve entered your password correctly. The Nest Thermostat will securely connect to nest.com servers and update to the latest soft.ware, if available. Step 3: Heating and cooling The Nest Learning Thermostat senses what wires are connected and asks you a few questions so it can offer different features specifically for your heating or cooling system. The wires your Nest Thermostat detects should be the same ones that you installed.
Important note: You’ll be asked if you’re a professional Nest installer. Selecting PRO will show you Pro Setup, an advanced setting to enable 297 Prepared by: J. L. Cascone and Associates, Inc.
Foss Maritime Fire Boat Operations Manual--Draft installation professionals to set up complex systems, including dual fuel systems, humidifiers and dehumidifiers. If you have one of these systems, you should get help from a Nest Pro installer. Incorrect settings will cause unexpected HVAC activity or equipment damage. What is Pro Setup? If the Nest Thermostat detects any issues with your wiring, you’ll see wiring errors here. You could get an error if a wire wasn’t inserted correctly, is missing, or dead (a dead wire isn’t connected to anything on the other end). You’ll need to resolve any wiring errors before your Nest Thermostat can control your heating and cooling system. What should I do if I get a wiring error during setup? Once your Nest Thermostat has confirmed your wiring, it’ll ask some questions that are tailored to your heating and cooling system. Conventional heating and cooling systems If you have a conventional heating and cooling system, you’ll be asked a series of questions about the fuel source for your heat and how that heat is delivered. What questions you’re asked depend on the wires you’ve connected. The fuel source refers to the fuel used by your heater to generate heat. The Nest Learning Thermostat uses this information to determine when and if it should engage the fan when heating your home. You’ll need to select one of the following: Gas Electric Oil Propane (LP) Geothermal I don’t know If you select “I don’t know,” the Nest Thermostat will engage the fan as soon as heating starts. You can always go back later to change it in SETTINGS > EQUIPMENT. You may also be asked whether you have a forced air, in-floor radiant, or radiator system. For more details about these types, see the article below. What type of heating do I have? Heat pumps If your heating and cooling system is a heat pump with an auxiliary heat source, you’ll be asked if your system is dual fuel or single fuel. If you’re not sure, see the article below. What is dual fuel? You’ll also be asked about the orientation of your O/B wire. If you don’t know, the Nest Thermostat will assume an O orientation. Step 4: Your location Once configured to control your heating and cooling system, your Nest Thermostat will ask you a few questions about your location. Most of these questions help your Nest Thermostat work efficiently. Some help the Nest Thermostat learn. Any time
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we ask a question about your system that you don’t know the answer to, just select “I don’t know”. You can always go back later to update the information. The Nest Thermostat will ask you for the following information: Your country Your zip code or postal code The date, time and time zone (date and time will fill out automatically if your Nest Thermostat is connected to Wi-Fi) Description of the location (single-family, multi-family, apartment or condo, or a business) Number of thermostats in the building The year the building it was built Finally, you’ll have a chance to name your Nest Learning Thermostat. You can select one of the names from the list or use the onscreen keyboard to type out a name. Step 5: Temperature Lastly, your Nest Thermostat will ask about your temperature preferences: Should the Nest Thermostat start heating or cooling? What is the lowest temperature you’d like when you’re away? This is the temperature your Nest Thermostat will set itself to in cold weather when you’re not home. We recommend 65°F/18°C or lower to save energy. What is the highest temperature you’d like when you are away? This is the temperature your Nest Thermostat will set itself to in warm weather when you’re not home. We recommend 80°F/27°C or higher to save energy. You’re done! After you’ve answered these questions, the temperature screen will appear. Just turn the ring to change the temperature and your Nest Learning Thermostat will start heating or cooling, depending on what you selected during the interview.
Note: Above set-up instructions taken from Nest Website; https://nest.com/support/article/A-step-by-step-guide-to-setup-on-the-Nest- Learning-Thermostat Troubleshooting support can be found at: https://nest.com/support/article/A-step-by-step-guide-to-setup-on-the-Nest- Learning-Thermostat#troubleshooting
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Flagship Heat Pump Unit
The heat pump units are outfitted with a low voltage control module that will advise the user specifically what has tripped on the chiller.
Additionally, the wheelhouse is outfitted with two individual split type air conditioning units. The units are mounted on the top of the wheel house with the condenser units in a protected compartment. The evaporator units are mounted on the wheelhouse overhead and are equipped with integral electric heater element and local thermostatic controls.
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Tempered Water Thermostatic Control The Ranco ETC thermostat is a microprocessor-based temperature control equipped with an LCD providing constant readout of the sensed temperature and a keypad for selecting set point temperature, differential and heating/cooling mode of operation. The set point is the temperature at which the thermostat output relay (NO) contacts will open. In cooling mode, the differential temperature at which the contacts close is indicated by the setting above the set point. In heating mode, the differential temperature at which the contacts close is indicated by the setting below the set point.
Programming Steps Step 1 To start programming, press the SET key once to access the Fahrenheit/Celsius mode. The display will show the current status, F or C. Press either the Up ⬆ or Down ⬇ arrow key to toggle between F and C to select desired mode.
Step 2 Press the SET key again to access the set point. The LCD will display the current set point and the S1 Annunciator will be blinking to indicate that the control is in set point mode. Press either the Up ⬆ or Down ⬇ arrow key to increase or decrease the set point for the desired temperature setting.
Step 3 Press the SET key again to access the set point. The LCD will display the current differential and the DIF1 Annunciator will be blinking to indicate that the control is in differential mode. Press either the Up ⬆ or Down ⬇ arrow key to increase or decrease the differential for the desired temperature setting.
Step 4 Press the SET key again to access the cooling or heating mode. The LCD will display the current mode either C1 for cooling or H1 for heating. Press either the Up ⬆ or Down ⬇ arrow key to toggle between C1 and H1 for the desired designation. Press the SET key once more and programming is complete.
Note: The ETC will automatically end programming if no keys are depressed for a period of thirty seconds. Any settings that have been input to the control will be accepted at that point.
Lockout switch The ETC is provided with a lockout switch to prevent tampering by unauthorized personnel. The switch is located on the inside cover about 2 inches from the bottom.
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When in LOCK position, the keypad is disabled. To access the switch, disable the power supply and open the control.
Main Ventilation Air Conditioning Located in the HVAC room on the boat deck, is the primary air conditioning air handling equipment. There are two variable speed centrifugal fan units that draw air through the CBRN filter units. Fresh air enters through moisture eliminating intake louver and roughing filter. The air passes through an electric duct pre-heater before entering the CBRN filters. Each fan draws from an individual filtration unit and discharges through an individual damper that automatically opens when supply fan power is on. The dampers are also fitted with a manual override. Fan discharge air flows through the tempered water coil and the electric reheat coil in series to regulate the temperature and humidity of the air prior to distribution. The electric reheat coil is intended for reheating dehumidified air in the summer months when relative humidity is high. From the HVAC room into the accommodations, air is distributed via 18” x 6” ducting. The ducting transitions to 6” for the supply to the CIC room and wheelhouse. The 6” ducting transitions to two 4” ducts providing the CIC room diffusers and the wheelhouse make-up air. In the HVAC room there is a 18” x 6” ducting drop to the multipurpose room and hold. The 18” x 6” ducting tee’s to a 12” x 6” duct for the multipurpose room diffusers and transitions to two (2) 4” supply duct for the hold. All ducting is insulated on the exterior with Microlite marine wrap insulation #MABTF154A Neptune thermal A. There are balance dampers on the supply ducting to each diffuser.
House Ventilation The main deck equipment room is supplied by an independent axial fan, 8”, 445 CFM that draws in fresh air through a penetration in the port exterior bulkhead. The inlet to the fan is outfitted with a volume control damper to adjust flow. The fan discharges on the inboard side of the room with relief air flowing over the closed roll-up door. Accommodation exhaust fans are located as follows: Boat deck, port water closet, there is a 6”, 160 CFM inline fan with an integrated damper that open and closes with fan on and off or closes with power loss. Main deck, Stbd. shower and water closet, there is a 4”, 80 CFM inline fan with an integrated damper that open and closes with fan on and off or closes with power loss. Main deck, multipurpose room, there is a range hood with a 6”, 220 CFM inline fan with an integrated damper that open and closes with fan on and off or closes with power loss.
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References: 1. March Pumps, TE-7R-MD, Sea Water Cooling Pumps 2. Price Pump Co., Installation, Operating and Maintenance Manual, Type CD Centrifugal Pumps, Models: CD 100/150 , IN167-CD rev. D (Tempered Water Pumps) 3. Technical data Sheet for, Energy Shield ES, action air, relief Air Louvers 4. Technical data sheet for Belimo, SFA-S2 electric actuator for relief air louvers
k) Alarm and Monitoring Systems
In addition to the AMS alarm beacon, there are rotating beacon visual alarms in the engine room and the VSP room for the following: Intercom Fire Alarm Fixed Gas Alarm
Fire Detection System The major components of the Fire Detection system are: One each Salwico Workboat analog addressable Fire Alarm Panel Twenty two each Salwico EV-P addressable optical smoke detectors One each Salwico EV-AD2 evolution address programmer Fifteen each Salwico MCP-A manual call points Four each Salwico MCP-A WP manual call points Eight each Alarm Bells, 24VDC Two each Red Strobes, 24VDC Three each Horn/Red Strobes, 24VDC
The Fire Detection System is monitored and displayed on both wheelhouse Main Alarm System displays as “common” alarms with an audible. The monitoring and alarm points for the Fire System in the Main Alarm Panel are as follows:
Alarm Point Alarm/Indication Fire Detection Common Fire Fire Detection Common Fault
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The Main Fire Detection panel is powered with 120 VAC through an internal converter providing the 24VDC power supply. Emergency back-up power is provided from the 24 VDC Emergency Panel. The system utilizes two electrical loops for the detectors and call points with each area designated as a zone. Each component of the system is assigned an address. Loop One encompasses all of the machinery spaces with the following zones: Zone 1-VSP Rooms Zone 2-Engine Room Zone 3-Aft Hold
Loop Two encompasses all of the interior areas of the accommodation house inclusive of the EMS area with zone designations as follows: Zone 1-Pilothouse Zone 2-Boat Deck Stairwells Zone 3-CIC Room Zone 4-HVAC Room Zone 5-Boat Deck Passageway Zone 6-Main Deck Stairwell Zone 7-Multipurpose Room Zone 8-Hazmat Assessment Area Zone 9-Equipment Room
The component addresses for the call points and detectors are as follows: VSP Room One call point-Loop 1, Zone 1 VSP, MCP-1 Smoke detector- Loop 1, Zone 1 VSP, Smoke 2 Smoke detector- Loop 1, Zone 1 VSP, Smoke 3 Engine Room One call point-Loop 1, Zone 2 ER, MCP-4 Smoke detector- Loop 1, Zone 2 ER, Smoke 5 Smoke detector- Loop 1, Zone 2 ER, Smoke 6 One call point-Loop 1, Zone 2 ER, MCP-7 Smoke detector- Loop 1, Zone 2 ER, Smoke 8 Smoke detector- Loop 1, Zone 2 ER, Smoke 9 Smoke detector- Loop 1, Zone 2 ER, Smoke 10 Smoke detector- Loop 1, Zone 2 ER, Smoke 11 Aft Hold One call point-Loop 1, Zone 3 Aft Hold, MCP-12 Smoke detector- Loop 1, Zone 3 Aft Hold, Smoke 13 Pilothouse One call point-Loop 2, Zone 1 PH, MCP-1
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Smoke detector- Loop 2, Zone 1 PH, Smoke 2 One call point-Loop 2, Zone 1 PH, MCP-3 Stairwells One call point-Loop 2, Zone 2 BD Stairs, MCP-4 Smoke detector- Loop 2, Zone 2 BD Stairs, Smoke 5 One call point- Loop 2, Zone 2 BD Stairs, MCP-6 Smoke detector- Loop 2, Zone 2 BD Stairs, Smoke 7 CIC One call point-Loop 2, Zone 3 CIC, MCP-8 Smoke detector- Loop 2, Zone 3 CIC, Smoke 9 One call point- Loop 2, Zone 3 CIC, MCP-10 HVAC One call point-Loop 2, Zone 4 HVAC, MCP-11 Smoke detector- Loop 2, Zone 4 HVAC, Smoke12 Boat Deck Passageway One call point-Loop 2, Zone 5 Port Hall, MCP-13 Smoke detector- Loop 2, Zone 5 Port Hall, Smoke14 Stairwell One call point-Loop 2, Zone 6 MD Stair, MCP-15 Smoke detector- Loop 2, Zone 6 MD Stair, Smoke16 Multipurpose Room One call point-Loop 2, Zone 7 MP, MCP-17 Smoke detector- Loop 2, Zone 7 MP, Smoke 18 One call point- Loop 2, Zone 7 MP, MCP-19 Smoke detector- Loop 2, Zone 7 MP, Smoke 20 One call point- Loop 2, Zone 7 MP, MCP-21 Hazmat Area One call point-Loop 2, Zone 8 Hazmat, MCP-22 Equipment Room One call point-Loop 2, Zone 9 EQUIP, MCP-23 Smoke detector- Loop 2, Zone 9 EQUIP, Smoke 24 One call point- Loop 2, Zone 9 EQUIP, MCP-25 EMS Area One call point-Loop 2, Zone 10 EMS, MCP-26 Smoke detector- Loop 2, Zone 10 EMS, Smoke 27 Smoke detector- Loop 2, Zone 10 EMS, Smoke 28 Smoke detector- Loop 2, Zone 10 EMS, Smoke 29
The Fire Detection alarm bells and strobes are located as follows: PILOTHOUSE One fire alarm bell BOAT DECK 305 Prepared by: J. L. Cascone and Associates, Inc.
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CIC One fire alarm bell HVAC One fire alarm strobe MAIN DECK Multipurpose Room One fire alarm bell Equipment Room One fire alarm bell HOLD Aft Hold One fire alarm bell One fire alarm bell/strobe Engine Room One fire alarm strobe One fire alarm bell One fire alarm bell/strobe VSP Room One fire alarm bell One fire alarm bell/strobe EMS Area One fire alarm bell
Fire Detection System
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As shown in the figure above, the control panel is divided into three sections: A = System Indicators B=Operational Controls C = Numerical Keypad
The System Indicators (A) section is comprised of the following indicators: 1. Power Steady green light Power supply to the control panel is OK. 2. System fault Main process fault. A serious system fault in the Flashing yellow light system. 3. Test Steady yellow light At least one zone is manually set in test mode. 4. Warning Steady yellow light At least one warning indication exists. 5. Zone Steady yellow light At least one zone or a fire detector is disabled.
Flashing yellow light At least one zone or a fire detector is in fault condition. (Priority over disablement indication.)
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6. Alarm device
Steady yellow light At least one alarm device output (e.g. a bell) is disabled. Flashing yellow light At least one alarm device output is in fault condition.
7. Alarm delay off Steady yellow light The alarm delay function is disabled. 8. Custom indication 1-3 Colour and pattern of Custom LED indication is depending on system configuration. 9. USB USB connection for flash memories to load or save a configuration file.
Operational Controls
1. Main indicators Fire alarm The Fire alarm button indicates existence of a fire alarm and gives direct access to the Fire alarm list. Indications: Flashing red light An un-muted fire alarm in the system. Steady red light All fire alarms are muted. Pre-Alarm The Pre-Alarm button indicates existence of a pre-alarm and gives direct access to the Pre-Alarm list. Indications: Flashing orange light An un-muted pre-alarm in the system. Steady orange light All pre-alarms are muted.
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Fault The Fault button indicates existence of a fault and gives direct access to the Fault alarm list. Indications: Flashing yellow light An un-muted fault in the system. Steady yellow light All faults are muted.
Disablements The Disablements button indicates existence of a disablement and activates the Disablements menu. Indications: Steady yellow light At least one disabled function in the system. Shortcuts The Shortcut button activates the customer specific shortcut list. Indications: Steady orange light The alternatives in the shortcut list and the corresponding indicators (Shortcut 1, Shortcut 2 and Shortcut 3) are programmed via the definition program.
2. Status This button gives direct access to the System status summary list with Alarms (Fire and Pre-Alarms), Maintenance (Faults and Warnings) and Disablements (Active and Periodic). Shortcuts are: 1. Upload the system log to USB Memory stick. 2. Go to the maintenance menu.
3. Menu This button gives direct access to the main menu and all system functions. 4. Navigation and Command Keys The arrow keys are used to navigate menus, select different menu alternatives, and show details for list items.
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Go to the previous item in the list or menu.
Go to previous menu. Selects the chosen menu alternative.
Go to the next item in the list or menu.
ESC The Escape button is used to go to the top menu screen. OK This button is used to select a menu alternative or to accept a function. The OK button is also in some cases used to show details for a selected list entry.
5. Display The display has a backlighted 4.3" graphical screen, 480×272, 16-bit color screen. 6. Alarm buttons Multiple alarms Press this button to scroll through the different alarms. The list always returns to the first fire alarm after 30 seconds of inactivity. Reset This green button is used to reset a selected alarm, fault or disablement. Mute This red button is used to mute (acknowledge) and silence alarms.
Numerical Keypad (C)
1. Numerical keypad Keys 0 - 9 The numerical keypad is used to enter numerical values. Keys 1–9 are also used as shortcuts when navigating in the menus. 310 Prepared by: J. L. Cascone and Associates, Inc.
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Erase This button is used to erase characters from the text display.
Enter This button is used to select a menu alternative or to accept a function. The Enter button is also used to show details for a selected list entry.
Day mode Increase the brightness/contrast level for the indicators and display on the panel.
Night mode Decrease the brightness/contrast level for the indicators and display on the panel.
Test Mode Overview The system has a special test mode function which makes the testing easier. When a zone is in test mode: External alarm devices and controls are by default not activated in case of a fire.
Hint! This functionality can be turned off.
The alarm level is lowered to give a quick response to detector test equipment. LED indicators on loop units begin to blink. Each tested loop unit will indicate activation by its LED indicator. If a printer is connected to the system, alarms will automatically be printed as a result of the tested units. The units in alarm are automatically reset if the heat or smoke concentration is under the alarm level, or if the manual call point is reset.
Testing a Fire-detecting Zone Consilium recommends that the fire detection system is tested at least once a year to assure correct function.
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CAUTION! During system start-up Loop modules performs a 15 minutes calibration period for pollution level of smoke. No tests should be done during this period.
1 Put the zone into test mode under: Menu » 3 Disablements » 1 New disablement » 6 Test Mode. 2 Select a zone and confirm by pressing the The Disablements, Test, and button. Zone/Unit indicators light to confirm that they are in test mode.
It is now safe to test each detector and manual call point in this fire zone during the next two hours.
All alarms are listed under: Menu » 7 History » 1 Fire History List.
Recommended Test Equipment
Product Description Testifire Multi-stimulus Detector Tester Salwico Solo 330 Smoke Detector Tester Salwico SOLO 461 Heat Detector Tester Salwico VD T-1 Heat Detector tester Salwico IR Test lamp Flame Detector Tester Salwico UV test lamp UV Flame detector test lamp W8066 UV test lamp
References: 1. Eltec Electric Inc, Job # 3455, Alarm and CBRN System, Project Drawings, 3455-ALARM, Rev. H 2. Eltec Electric Inc, Job # 3455, General Alarm, Project Drawings, 3455-GA, Rev. C 3. Eltec Electric Inc, Job # 3455Fire Detection System, Project Drawings, 3455- FD, Rev. G 4. Eltech Electric, O & M Manual, Product Data, Foss Maritime, Long Beach Fireboat # 1, Eltech Job # 3455M, Fire Detection System, Salwico Cargo 312 Prepared by: J. L. Cascone and Associates, Inc.
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Addressable Fire Detection System, User Guide and Service & Maintenance Manual
l) Emergency Shutdown Systems In case of a fire or other emergency, the vessel’s machinery and ventilation systems are equipped with a variety of emergency shut downs.
Manual Shutdowns Located on the forward and aft wheelhouse consoles, there are individual emergency shutdown buttons for the main engines and pump engines located at the speed control panel for each engine respectively. In the engine room, each engine is equipped with a shutdown button at their respective control panels. Located in the wheelhouse and on the main deck, there are two Fire Control Panels that provide control for various functions. From the Fire Control Panels, the following can be executed: The Fire/GS/Ballast Pump can be turned on and off The sea chest suction valve for the Fire/GS/Ballast pump can be opened and closed Fuel Transfer Pumps can be stopped with an emergency shutdown button Fuel Day Tank valves can be shut with an emergency shutdown button Lube Oil Transfer Pumps can be stopped with an emergency shutdown button Clean Lube Oil Tank valves can be shut with an emergency shutdown button Machinery Spaces ventilation can be secured with an emergency shutdown button Accommodation Spaces ventilation can be secured with an emergency shutdown button The General Alarm can be turned on and off
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Fire Control Station
Emergency Shutdowns In the event of an emergency, there are numerous emergency shutdowns that secure machinery, isolate spaces, and secure tank valves. The table below outlines the actions from the manual operations on the Fire Control Panel and/or the automatic operations on the NOVEC release.
Action NOVEC Wheelhouse Main Deck Main Engines Shutdown Automatic Individual E- Stops Pump Engines Shutdown Automatic Individual E- Stops Generators Shutdown Automatic Individual Stops Fuel Transfer Pumps Automatic Fuel Pumps E- Fuel Pumps E- Shutdown Stop Stop Fuel Tank Valves Close Automatic Fuel Oil Valves Fuel Oil Valves E-Close E-Close Lube Oil Pumps Shutdown Automatic Lube Pumps E- Lube Pumps E- Stop Stop Lube Oil Tank Valve Closes Automatic Lube Oil Valve Lube Oil Valve E-Close E-Close
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Engine Room Supply Fans Automatic Machinery Machinery Shutdown Ventilation E- Ventilation E- Stop Stop Engine Room Supply Fan Automatic Machinery Machinery Dampers Close Ventilation E- Ventilation E- Stop Stop VSP Room and Aft Hold Fans Automatic Machinery Machinery shutdown Ventilation E- Ventilation E- Stop Stop Machinery Space Relief Air Automatic Machinery Machinery Louvers Close Ventilation E- Ventilation E- Stop Stop Machinery Space/Aft Hold Automatic Machinery Machinery Butterfly Valves Close Ventilation E- Ventilation E- Stop Stop HVAC Air Supply Fans Accommodation Accommodation Shutdown Ventilation E- Ventilation E- Stop Stop Bulkhead Fire Dampers 1,2,3 Accommodation Accommodation & 4 Close Ventilation E- Ventilation E- Stop Stop VSP Room and Aft Hold Fans Automatic Accommodation Accommodation shutdown Ventilation E- Ventilation E- Stop Stop
The remote operators on the Fuel Oil day Tanks valves and the Clean Lube Oil tank valve are actuated by nitrogen from the Novec system when the Novec system is activated. When the Fire control panels are utilized for shutdown, the valves are actuated by air pressure. After any pressurization to the valves, the lines to the shutdowns will need to be bled in the Port VSP room in order to reset the valves.
References: 1. Eltec Electric Inc, Job # 3455, Emergency Shutdown System, Project Drawings, 3455-ESD, Rev. D
m) Impressed Current System – The FiFi sea chests are outfitted with an impressed current system to prevent marine growth. Cathelco anti-fouling systems are based on the fact that the main fouling organisms can be inhibited from growing by the introduction of very small quantities of copper into the water. The required dosage per liter is only a few parts per billion. This amount is of the same order of magnitude as the copper content in a 315 Prepared by: J. L. Cascone and Associates, Inc.
Foss Maritime Fire Boat Operations Manual--Draft typical sample of sea water. Copper is introduced into the water flow by electrolysis, in the form of positive ions. Thus the principle is known as copper ion generation, or CIG. Sea water is a good electrolyte, and a low DC voltage is sufficient to provide the necessary current.
The Major components of the Impressed Current System are: Qty Description Cathelco Part No 2 Anodes Ref : SZU27 PAAZSZU027SD 2 Anodes Ref : SZU28 PAAZSZU028SD 1 Control Panel EB/NS/4W12-24v DC PAPEBNS04W
Operating & Maintaining a Cathelco A/F System Daily Cathelco recommends recording the current readings, or at least deviations, for each anode daily on a log sheet. This will ensure that anomalies can be dealt with promptly, and reduce the chance that crew will forget to adjust from ‘in use’ to ‘not in use’ settings. A standard copy of the log sheet can be downloaded from the Cathelco website. All log sheets can be sent to Cathelco for analysis free of charge. They should be emailed to [email protected] this is important because the record of the current settings will help in determining the cause of any problems that might arise. If one of the current settings is showing zero and cannot be adjusted, or there are any other problems with system, please see SECTION 8 of the Cathelco manual. If the cause of the problem cannot be found, please contact Cathelco for further assistance by emailing [email protected]. As part of the daily supervision, check that all the digital display ammeters are working. When an anode has nearly wasted, the corresponding display will start to fall. When this happens, turn the anode current knob back to zero and leave it until the anode renewal. Reset once again at sea after renewal to the previously given current settings. The control panel is located in the wheelhouse on the starboard bulkhead. The recommended setting for the system presently is 50. Based on growth evaluation over time, the setting maybe lowered to minimize anode wastage. Expected life of anodes is approximately three years.
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Cathelco Controls
References: 1. Cathelco Anti-fouling System Installation & Operational Manual, Rev 1, January 31, 2014, Reference Number CA69851
I. Emergency Operations-HH 205 1. Description and Operation of on ship firefighting system a) Novec System Fire Suppression System The major components of the Novec system are: Five 108 Cu In Nitrogen Pilot bottles One 900 lb Novec 1230 cylinder with 638 lbs. of agent Four pressure/lever operated control heads Five lever operated control heads One 1040 Cu In Nitrogen pilot siren driver One N2 Time delay, 34 seconds Two pressure switches One siren, operated on nitrogen pressure Four Novec nozzles
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One discharge indicator Three safety outlet valves, 2400-2800 PSI
The Novec system is a fixed firefighting system that provides fire protection to the engine room. The Novec system is designed with two separate activation stations, one in the pilot house and one in the passageway at the top of the stairs to the engine room. Each station is serviced by two Nitrogen pilot bottles that activate the system once the release controls have been opened by the pull station. Either station will activate the system. Once released, the pilot bottle nitrogen pressure from the two bottles provides pressure for independent functions. One system opens the normally closed stop valve which is outfitted with a pressure/lever operated control head. The second bottle operates a pressure/lever operated control head on a secondary Nitrogen pilot bottle releasing nitrogen which performs the following functions: Activation of the discharge indicator Activation of the pressure switches which shutdown the engines and ventilation systems and close the valves on the fuel oil day tanks and the clean lube oil tank. Activation of the Nitrogen pilot siren driver which in turn triggers the siren Activation of the N2 time delay which in turn, after approximately 34 seconds, releases the Novec 1230 from the main cylinder through the pressure/lever operated control head
Once released, the Novec 1230 flows as a liquid through the distribution system piping to the four nozzles where it vaporizes on discharge into a gas to permeate the space. The N2 time delay is outfitted with a lever release discharge head that is a manual bypass to the time delay function, if required. The safety outlet valves are located as follows: Between the pilot activation bottles and the stop valve Between the pilot activation bottles and the secondary pilot bottle Between the secondary pilot bottle and the stop valve
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The following is from the Design, Installation, Operation and Maintenance Manual; 5-3 OPERATING PROCEDURES
CAUTION
As the activation of the Novec system will shut down all machinery; all efforts to anchor or maneuver the vessel to safety should be attempted prior to activation.
5-3.1 Remote Manual Operation Operate as follows: 1. Evacuate the hazard area as quickly and safely as possible. 2. Ensure all personnel have exited the hazard area. 3. Ensure hazard integrity; close all hatches, vents, ducts and other openings into protected space. 319 Prepared by: J. L. Cascone and Associates, Inc.
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4. Proceed to the appropriate remote release station. 5. Operate the release controls. 6. Confirm that the system has been operated. 7. Prevent personnel from re-entering the hazard area. Note: The above operating instructions must be posted on display in the protected area. These instructions should also indicate the cylinder storage location in the event that the system must be locally operated during an emergency condition.
5-3.2 Local Manual Operation Operate as follows: 1. Evacuate the hazard area as quickly and safely as possible. 2. Ensure all personnel have exited the hazard area. 3. Ensure hazard integrity; close all hatches, vents, ducts and other openings into protected space. 4. Proceed to the appropriate local release station. 5. Operate the release controls. 6. Confirm that the system has been operated. 7. Prevent personnel from re-entering the hazard area.
Note: The above operating instructions must be posted at the local release station.
References: 1. Design, Installation, Operation and Maintenance Manual P/N 45-NOVMAR- 001, February 2005; Kidde Engineered Marine Fire Suppression System, Designed for use with 3M™ Novec™ 1230 Fire Protection Fluid 2. Alexander Gow Fire Equipment Co., Drawing No. DS-1113-1 Dated 11/13/13
b) On-board Fire System Fire Pump The primary function of the Fire/GS/Ballast system is to provide salt water service to the fire hydrants, Decon shower and Forepeak and Aft Peak water ballast tanks. The pump can be aligned with the primary suction valves after the strainer to take suction from the port side sea chest. The main valve on the sea chest is a remote operated valve. The discharge valve to the fire hydrants and the fire pump suction valve should normally be left open so that remote operation of the pump allows for the system to charge the hydrants without personnel intervention in the engine room.
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CAUTION The pump can be utilized as a bilge, general service and ballast pump as well as a fire pump. If utilized with oily bilge water, care should be taken to ensure the pump has been flushed properly before being utilized for the fire hydrants and Decon shower.
Utilize the Fire/GS/Ballast Pump to Charge the Fire System Hydrants 1. Ensure the electrical circuit breaker for the Fire/GS/Ballast pump is normally engaged 2. Open the Bilge and Fire/GS/Ballast pumps sea chest valve, remote operated 2” valve located port side, Frames 21-22, on the shared sea chest. 3. Start the pump and monitor discharge pressure.
There are two on-board firefighting stations for the fire pump system. They are on the main deck, one on the port side towards the aft end of the equipment room and one on the starboard side, forward of the air lock.
c) Fire Extinguishers Located around the vessel, there are three types of hand help fire extinguishers available for deployment as required. There are a total of: Four CO 2 extinguishers Eleven Dry Powder extinguishers and, Two foam extinguishers Extinguishers are distributed as follows: One 20 lb CO2 on the bridge One 20 lb CO2 on the boat deck in CIC One 10 lb Dry Powder on the boat deck in the HVAC room One 5 lb Dry Powder on the boat deck in the passageway Two 10 lb Dry Powder on the main deck in the Multipurpose room One 20 lb Dry Powder on the main deck in the Equipment room Two 5 lb Dry Powder in the EMS area in the hold One 20 lb CO2 on the main deck in the Equipment room One 5 lb Dry Powder on the main deck in the boat deck access stairwell One 10 lb Dry Powder in the aft hold, forward One 20 lb CO2 in the engine room, aft. One 20 lb Dry powder in the engine room Two 2.5 gal foam in the engine room, forward One 20 lb Dry Powder in the VSP room, aft
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d) A fire ax is located on the main deck in the equipment room.
e) SCBA’s are located as follows: Re-verify Two outside CIC entry Two on the boat deck in CIC behind the communications table Four on the main deck in the Multipurpose room One in the VSP room, aft One in the engine room, aft
References: 1. Drawing: Robert Allen 04-146-36100
2. Description and Operation of Emergency Power System and Load Shedding There are two 24 volt distribution panels, providing power to either emergency circuits or engine room control circuits. The emergency panel, DC 1, is fed from two independent circuits. Circuit one is the 24 Volt Emergency Battery Charger No 1 and 413 AHR Battery Bank No 1. The second circuit is 24 Volt Emergency Battery Charger No 2 and 413 AHR Battery Bank No 2. Distribution from 24 V DC 1 panel is as follows: Emergency Services Panel DC 1 24 Volt DC Circuit Amperage General Alarm Back-up 15 Navigation Lights Panel Back-up Supply 15 PA System 15 Emergency Lights CCT # 1 20 Emergency Lights CCT # 2 15 Fire Detection Alarm System Back-up 15 Intercom 15 Sound Powered Telephone w/signals 15 Auto Pilot 15 Spare 15 Spare 15 Spare 15
Load Shedding CR-LS (Port-No 1 Gen.) HVAC Sea Water Pump No 1 Tempered Water Circ Pump No 1 Tempered Water Chiller No 1 HVAC/CBRN Electric Pre-heater No 1
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CR-LSX (Stbd.-No 2 Gen.) HVAC Sea Water Pump No 2 Tempered Water Circ Pump No 2 Tempered Water Chiller No 2
3. Description of Damage Control Procedures There are precautions that must be observed in the midst of any event resulting in the activation of damage control procedures. Below are some recommendations of precautions to be followed: ► Dangerous chemicals are used in this equipment. Serious injury or death may result from failure to observe safety precautions. ► Never work on energized electrical circuits. Serious injury or death may result if safety precautions are not observed. ► Personnel should wear a Self-Contained Breathing Apparatus (SCBA) when entering a damaged area. They will work in pairs, and maintain communication with personnel outside the damaged area. When the situation permits, no closed space or void will be entered until the area has been cleared. Should fire, flooding, or other factors prevent the clearing of the area, the investigators will continue, but they will assume that hazardous conditions exist. Failure to consider the presence of flammable, explosive or toxic fumes, and/or that the atmosphere of the space cannot sustain life, can lead to the death or serious injury of personnel. ► Crewmembers must wear a Self-Contained Breathing Apparatus (SCBA) while fighting fires below decks and should wear this equipment whenever possible while fighting fires on weather decks or similar open areas. Failure to comply with this warning may result in serious injury or death. ► Investigation of structural damage by visual examination presents many difficulties and dangers. To do a thorough job, it may be necessary to open one or more watertight doors, quick acting watertight doors or hatches. It is unwise to open any such closures in the vicinity of damage, and it should be done only after a thorough investigation by means of soundings. Serious personal injury is possible. ► Crewmembers must wear a Self-Contained Breathing Apparatus (SCBA) when entering compartments that have not been tested as safe to enter. Failure to consider that the atmosphere of the space entered cannot sustain life will lead to serious injury or death. ► No watertight door, quick acting watertight door, hatch, air fitting, oil fitting, cap, plug, scuttle, or manhole is to be opened until it is known definitely that the compartment on the other side is either completely dry, or so little flooded that opening the closure will not permit the flooding to spread. Personal injury may result.
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Emergency Situations Hull Breach The potential for damage to the hull is ever present when operating. Impact damage can occur at any time during transits from submerged objects or grounding or, while maneuvering alongside docks or other vessels, causing potential flooding of tanks, voids, or other spaces. The results of a breach may not be immediately identified. It is imperative to maintain situational awareness of the operational parameters of the vessel in regards to draft, trim and list. Additionally, tank liquid levels should be logged daily, at a minimum, so that any change is readily apparent. The mean draft of the vessel is the average between the forward and after drafts. Any increase in the mean draft indicates that additional weight has been added to the vessel. The trim of the vessel is the difference between the forward and after draft marks. Normally, a vessel would operate with a slight stern trim, the stern slightly deeper than the bow. The list is the port to starboard attitude of the vessel and is measured in degrees with the on-board inclinometer. Normally, the vessel would operate with zero degrees list. Any unexplainable change in the mean draft or attitude, trim and list, of the vessel should be investigated to identify the contributing factors for the changes. Potential causes for changes are: Flooding of: Forepeak or aft peak ballast tanks (Note: These tanks are NORMALLY EMPTY.) Flooding of forward or engine room voids Flooding of the chain locker Flooding of double bottom fuel tanks Flooding of oily water double bottom tank Flooding of foam tanks Flooding of machinery spaces
Transfer of liquids from tank to tank If a change in the attitude or draft is noted or an impact is recognized, a survey of the vessel should be undertaken as quickly as possible. The first priority should be to ensure that the machinery spaces are intact and dry. Secondarily, tanks and voids should be sounded to determine if there is any identifiable change in liquid levels. Any change in levels must be investigated to determine the cause. Some questions to answer are: . Has there been a tank to tank gravitational transfer of liquids? . Has sea water been introduced to the tank or void? . Is the level in the tank at the waterline of the vessel? Once the location of the damage or cause of the change in vessel attitude has been identified, the course for corrective measures can be determined. 324 Prepared by: J. L. Cascone and Associates, Inc.
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Machinery Space Flooding The flooding of the hold machinery spaces can be one of the most dangerous situations presented to the crew. Flooding can occur from a hull breach, a sea water inlet or overboard pipe failure or from down flooding from deck openings. Any indication of excessive liquids in the bilges must be investigated immediately and the cause identified. Some questions that should be answered are: . What is the origin of the liquid? . Can the origination point be secured or patched? . What is the rate of flow of the build-up in the bilges? . Can the on-board system manage the flow rate? . Can the Emergency Bilge pumping systems manage the flow rate?
Fire In the event of a fire: Yell “Fire” until the on-board fire alarm has sounded. The operator shall immediately start the fire pump All fire department personnel must be familiar with the “Fire and Safety Plan” for the vessel. Be familiar with the following fire survival techniques: 1. Give or activate the alarm. Notify other personnel on the location. 2. Evacuate as per the location “Station Bill” and muster at designated area. 3. Be Aware of the location of all fire exits. 4. Understand the evacuation procedures for the vessel. 5. Use designated exits. 6. If caught in a smoke-filled area, crawl on the floor and take short breaths through your nose. If possible, hold a cloth in front of your face.
Fire Extinguishers are provided in areas as designated by the Fire and Safety Plan. Each employee shall be familiar with the Plan. o These units are to be used on small fires that can be extinguished quickly. Fires Extinguisher Use – PASS Method. o PASS Method: P = Pull the pin, A = Aim at the base of the fire, S = Squeeze the trigger, S = Sweep the base of the flame. o If you are not trained in the use and operation of fire extinguishers, do not attempt to put out a fire. For a superstructure fire: If the fire cannot be extinguished by hand held extinguishers, secure all ventilation to the house and secure all closures.
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Determine if the operator is able to safely maintain a bridge watch; if not, deploy the anchor if possible Deploy fire hoses from the fire stations on the main deck Fire teams will engage the fire as directed by the person in charge For a machinery space fire: If the fire cannot be extinguished by hand held extinguishers, secure all ventilation to the house and secure all closures. Determine if the operator is able to maintain vessel control; if not, deploy the anchor if possible Deploy the Novec system----
Abandon Ship The General Alarm signal shall be sounded when the Operator designates that abandoning ship is necessary.
Upon activation of the general alarm, all fire department personnel shall muster per department SOP. The Operator shall notify all vessels in the vicinity of the impending evacuation. The Operator shall account for all personnel onboard. Once the order has been given, life rafts shall be launched and brought alongside for boarding. The Operator shall account for all personnel once safely onboard the rafts and again when rescue has been accomplished. 4. Description and Operation of Lifesaving Equipment Rescue and Life Saving Appliances Two 12- person life rafts on the boat deck aft of the house, Frame 25, on port and starboard sides Two ring lifebuoy’s with line on the main deck, Frame 35, on port and starboard sides Two ring lifebuoy’s with light and smoke on the boat deck at the aft bulwark gates, Frame 17, on the port and starboard sides Twelve total inflatable lifejackets with CO2 and manual inflation with two on the bridge deck port side, four on the boat deck in CIC, port side, and six on the main deck in the multipurpose room, port side. Fift.y six total, type 1 lifejackets with 48 in the VSP room, Frame 38, starboard side, four in the EMS recovery room, Frame 54, port side and four in the EMS Area, Frame 53, starboard side. Twelve total Childs Lifejacket in the VSP room ,Frame 38, starboard side One line throwing appliance located on the bridge
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Life Raft Deployment Manual deployment (Double check manufacturer’s instructions) Remove the canister securing’s from the cradle Ensure that the static line is secured to the vessel Deploy the life raft canister over the side of the vessel Pull on the life raft static line until the raft inflation triggers and the raft deploys from the canister.
Automatic deployment The life rafts are secured in their racks with securing’s that attach to a hydrostatic release that is secured to the vessel. In the event that the vessel floods and sinks, once the hydrostatic releases are submerged, they will uncouple and allow the rafts to float to the surface. Once the static line from the life raft tightens, the raft will deploy from the canister.
Man Overboard-Lifebuoy Deployment Ring buoys are provided in the following locations: Two ring lifebuoy’s with line on the boat deck, Frame 35, on port and starboard sides Two ring lifebuoy’s with light and smoke on the main deck at the aft bulwark gates, Frame 17, on the port and starboard sides
PERSONNEL ONBOARD / HOW TO RESPOND The person closest to the incident shall give the verbal alarm “Man Overboard” and continue repeating until the general alarm signal has been activated. Upon hearing “Man Overboard,” the general alarm signal shall be sounded by the first person who hears the verbal alarm, “Man Overboard.” The person witnessing the “Man Overboard” should constantly maintain visual tracking of the position of the man in the water. Several flotation devices, lifebuoys and other available flotation, shall be deployed to the man in the water. Ensure that the lifeline to the buoys is attached to the vessel. The Operator shall notify any boats in the proximity of the situation and location of the man in the water. The Operator shall determine if there are any other potential risks to the man in the water. The Operator shall determine the activities at the time of the incident and shall cease all activities that can be safely stopped until retrieval is accomplished. The Operator shall determine the safest method of retrieval for the person in the water. The rescue platform shall be prepared for deployment. If the person requires physical assistance, the Operator shall determine the safest method and location for retrieval.
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If the person requires physical assistance, any person entering the water shall be appropriately attired with PFD and shall have a tag line attached to him from the vessel at all times. Upon retrieval, the incident victim shall be given a full EMS assessment for possible trauma and exposure injuries, treated as indicated, and transported as determined.
THE PERSON THAT GOES OVERBOARD Stay Calm and ensure your PFD is inflated, if available. Evaluate your location. If there are two vessels in your proximity, swim to open water to prevent being trapped between vessels. Stay as close to the side of the nearest vessel as possible while clearing from the second vessel. Evaluate you condition and protect yourself from any other physical dangers that may be present and determine your safest alternatives for rescue. Try to maintain visual contact with someone on the vessel and try to retrieve the nearest flotation. Ensure that someone is aware of your location. Call for help or use your whistle, if available.
5. Evacuation Plan All personnel must be familiar with the on-board fire and safety plan which defines the primary and secondary escape routes for all areas of the vessel. At the sound of the general alarm all fire department personnel shall report to the wheelhouse to muster. Egresses from spaces are as follows: a. Wheelhouse i. Main interior stairwell ii. Port Side Window, leading to escape ladder b. CIC/Boat Deck i. Starboard Exterior CIC Door ii. Port Passageway to boat deck or stairwell to main deck c. Multipurpose Room i. Starboard Side Air Lock ii. Through Main interior passageway and out port side iii. Through Hazmat Assessment Area into Equipment room iv. Through Decon Corridor to main deck aft d. EMS Area i. Interior stairwell into Multipurpose Room ii. Up Emergency Escape Hatch e. Machinery Spaces i. Up Main interior stairwell ii. Up Engine Room Port, Aft Escape Hatch iii. Up VSP Room Port, Forward Escape Hatch 328 Prepared by: J. L. Cascone and Associates, Inc.
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6. Vessel restoration Plan post emergency operation In the event that emergency shutdowns are activated or the NOVEC system is activated the following areas will need to be addressed: Reset Main Engine Shutdowns Reset Pump Engine Shutdowns Reset Generator Engine Shutdowns Reset all tank outlet valves-Fuel and Lube Reset ventilation system shutdowns, machinery spaces and HVAC Reset ventilation system dampers Reset fuel transfer pump shutdowns Reset Lube oil transfer pump shutdowns
Shutdowns from the NOVEC system are controlled through two pressure switches located on the NOVEC panel in the Port VSP room next to the emergency shutdown control distribution panel. When the NOVEC is released pressure from the siren bottle triggers the pressure switches which in turn activates the various control relays to shut down the various components. Once the engine room has been cleared and all is ready to restart equipment, the following will need to be accomplished: Both NOVEC pressure switches should be reset by pushing in the manual reset on the back of the switches. This will deactivate the control relays for the various components, then;
Pressure Switch Test and Reset Button
For the Cat 3500 Main and Pump engines On the Engine Control panels, turn the power switches to OFF (Reset) and back to On to reset panels. For the Generators, turn the key switch to Off and back On. Control power for the fuel oil transfer pumps will restored when the control relays are deactivated. Control power for the lube oil transfer pump will restored when the control relays are deactivated.
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Control power for the machinery space ventilation fans will restored when the control relays are deactivated. The dampers will need to be reset at the fans prior to starting the fans. Once air pressure is restored, the lube oil tank valve will reopen after control relays deactivate. Once air pressure is restored, the Bulkhead 15 Fire Dampers will reopen after control relays deactivate. The circuit breaker for the Aft Hold and VSP Fans will need to be reset in the 480 Panel in the aft hold. The day tank fuel oil valves will need to be reset by bleeding the pressure from the shutdown system at the solenoid at the NOVEC panel in the port VSP room. Once pressure is released the valves can be reset.
Bleed Valve for Fuel Oil Valves
Shutdowns from the Fire Control Panels-Once the emergency is cleared and the emergency button is reset at the Fire Control Panel, reset the components as described in the NOVEC shutdowns. For the Accommodations Ventilation Shutdown, the breakers for the Make-up air handling fans will need to be reset at the switchboard MCC controls, lower panel.
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Appendix 1-Fuel Transfer Procedures I. INTRODUCTION AND PURPOSE
The law requires that all crew members have knowledge of and are in compliance with these procedures during each oil transfer operation. Oil transfer operations include taking on or transferring of fuel, lubes, and hydraulic oil products.
These Oil Transfer Procedures are intended to meet the requirements of the Code of Federal Regulations (CFR) for uninspected vessels. It is intended that this manual complies with the following: III. Code of Federal Regulations: A. Title 33: Navigation and Navigable Waters Chapter 1: Coast Guard, Department of Transportation Subchapter 0: Pollution Part 154: Oil Pollution Prevention Regulations for Marine Oil Transfer Facilities Subpart C: Equipment Requirements - Section 310: Operations Manual: Contents - Section 500: Hose Assemblies - Section 545: Discharge Containment Equipment Part 155: Oil or Hazardous Material Pollution Prevention Regulations for Vessels Subpart A: General - Section 100: Applicability Subpart B: Vessel Equipment - Section 320: Fuel oil and bulk lubricating oil discharge containment - Section 330: Bilge slops/fuel oil tank ballast water discharge on U.S. non- oceangoing ships - Section 350: Bilge slops/fuel oil tank ballast water discharges on oceangoing ships of less than 400 gross tons. - Section 410: Pumping, piping and discharge requirements for non- oceangoing ships of 100 gross tons and above - Section 420: Pumping, piping and discharge requirements for oceangoing ships of 100 gross tons above but less than 400 gross tons - Section 450: Placard
Subpart C: Transfer Personnel, Procedures, Equipment, and Records - Section 700: Designation of Person in Charge - Section 710: Qualifications of Person in Charge - Section 720: Transfer Procedures - Section 730: Compliance with Transfer Procedures - Section 740: Availability of Transfer Procedures - Section 750: Contents of Transfer Procedures - Section 775: Maximum Cargo Level of Oil - Section 780: Emergency Shut Down
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- Section 785: Communications - Section 790: Deck Lighting - Section 800: Transfer Hose - Section 805: Closure Devices - Section 815: Tank Vessel Integrity - Section 820: Records Part 156: Oil and Hazardous Material Transfer Operations Subpart A: Oil and Hazardous Material Transfer Operations - Section 100: Applicability - Section 115: Person in Charge: Limitations - Section 120: Requirements of Transfer - Section 125: Discharge Cleanup - Section 130: Connection - Section 150: Declaration of Inspection - Section 170: Equipment Tests and Inspections Title 46: Shipping
IV. INSPECTION RECORD
INSPECTION OFFICER REMARKS DATE
V. PRODUCT INFORMATION
Requirement:
Product Name Description of the appearance Description of the odor Hazards involved in handling the products Instructions for safe handling of the products
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Procedures to be followed if the product spills or leaks, or if a person is exposed to the product A list or the firefighting procedures and extinguishing agents effective with fires involving the product
Products Carried and Description: 1. No. 2 Fuel Oil (Diesel Oil) Liquid, Straw to white color 2. Lubricating Oil Liquid, Clear Brown 3. Hydraulic Oil Liquid, Light Amber Color 4. Gear Oil Liquid, Slightly Hazy Amber 5. Waste Oil (slop) Liquid, Dark Amber
Description of the Odor: For all of the above products carried, the description of the odor is considered: Mild Petroleum Odor.
Hazards Involved in Handling the Products: For all of the above products carried, there are no special requirements under ordinary conditions of use with adequate ventilation. These products do not contain any components, which have recognized exposure limits.
Instructions for Safe Handling of the Products: For all of the above products, use properly protected authorized personnel.
Procedures to be followed if the product leaks, or if a person is exposed to the product:
IF THIS HAPPENS: DO THIS:
EYE CONTACT Flush thoroughly with low pressure freshwater for at least 15 minutes. Seek medical attention.
SKIN CONTACT Wash contact area thoroughly with soap and low-pressure fresh water. If irritation continues, seek medical attention.
INGESTION Seek medical attention immediately.
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LEAK OR SPILL Secure leak and wipe up spilled material with absorbent material. For deck spills, wipe up the spilled material with absorbents, then wash area with soap and water. Use caution to prevent egress of product or cleanup solution/materials from entering waterway. For a spill into waterway, notify the terminal, dispatch, and the USCG; utilize absorbent pads and booms to contain the spill. Do not use soap or other dispersants into the water.
List of the fire fighting procedures and extinguishing agents effective against fires involving the products
EXTINGUISHING MEDIA: carbon dioxide, foam, dry chemical, and water fog
SPECIAL FIRE FIGHTING PROCEDURES: Water or foam may cause frothing. Use water to keep fire-exposed containers cool. Water spray may be used to flush spills away from exposure. Prevent runoff from fire control or dilution from entering streams, sewers, or drinking water supply.
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VI. OIL TRANSFER SYSTEMS
General Description:
FUEL OIL TRANSFER SYSTEM
This vessel uses diesel fuel for operating the main engines, pump engines and generator engines. This fuel is usually received from a shore side facility or in some cases from tank trucks, barges or other vessels.
There are three storage tanks, one set of day tanks and one overflow tank as follows:
TANK LOCATION CAPACITY(USG) Aft Double Bottom Frames 15-23 4820 Center Forward Double Frames 25-37 4470 Bottom Port Forward Double Frames 25-37 4470 Bottom Starboard Day Tank Port Frames 15-17 1070 Day Tank Starboard Frames 15-17 1070 Fuel Oil Overflow, Frames 15-17 240 Starboard
The fuel oil transfer station is located at the aft end of the engine room on the port side aft of the generator. The suction and discharge manifolds are mounted with the discharge manifold servicing five storage tanks and the suction manifold servicing the five storage tanks with an independent suction to the overflow tank. The transfer pumps take suction through the suction manifold or directly to the overflow tank. The transfer pumps discharge through the discharge manifold or directly to the main deck fueling station. All storage tanks vent through an overflow system into the overflow tank. The overflow lines are monitored by the main alarm system with a flow switch and the overflow tank is monitored with level switches.
Location of fuel fill connections, associated valves, pumps, and vents can be found on the fuel oil tank arrangement and transfer piping drawings contained within this manual (See system line diagrams).
Lube Oil Filling
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The vessel is outfitted with one lube oil storage tank, Capacity 400 USG, located at Frames 46-47.5 port of centerline. The fill station and vent are located on the main deck on the starboard side at the aft end of the house.
Hydraulic Oil Filling The vessel is outfitted with one hydraulic oil storage tank, located in the aft hold.
Dirty Oil and Oily Water Transfer The dirty oil and oily water system consists of two independent storage tanks. There is a dirty oil drain tank located in the aft hold at Frame 13-14.5 with a capacity of 400 USG. Additionally, there is an oily water tank, capacity 240 USG, at Frames 15-17 port of centerline. The dirty oil transfer pump can take suction from the dirty oil drain tank or the machinery sumps through the hose reel. Pump discharge can be directed to either the dirty oil tank or the oily water discharge station located on the main deck, Stbd. side at the aft end of the house. This overboard is outfitted with an international shore “Marpol” connection. The oily water transfer pump can take suction from the oily water tank or from any of the four bilge areas through the hose reels. Pump discharge can be directed to either the oily water tank or the oily water discharge station located on the main deck, Stbd. side at the aft end of the house. This overboard is outfitted with an international shore “Marpol” connection. A start/stop for the oily water pump is located on the bulkhead at the main deck transfer station.
Location of the dirty oil system and oily water system components and the discharge connection, associated valves, pumps and vents can be found on the lubricating oil tank arrangement and transfer piping drawings and the oily water system drawings contained within this manual (See system line diagram).
Discharge Containment:
Located on the main deck at the after end of the house is containment for the fuel, lube, oily water and dirty oil stations. The Fuel Oil Overflow Tank Vent is located inside the spill containment at the main deck transfer station.
Any fuel or lube spilled on deck should be wiped up immediately utilizing absorbent pads and booms. Contaminated absorbent materials should be placed in plastic bags and put ashore at the pier facility for proper disposal.
Note: As required by law, if the vessel does not already have a fixed container or enclosed deck area under or around each fuel oil, lubricating oil, or dirty oil tank vent, always place vent spill containment of at least a 5 US gallon capacity on each tank vent, overflow and fill pipe during each transfer evolution. Also use an automatic back pressure shut-off nozzle, if possible. 337 Prepared by: J. L. Cascone and Associates, Inc.
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Line Diagrams: See Attachments
A copy of these procedures and applicable system diagrams should be maintained on the vessel in a conspicuous location readily available to the PIC during transfer operations.
VII. MANNING REQUIREMENTS
A Person-In-Charge (PIC) as designated by the fire department per 33 CFR, Subchapter O, Subpart C, 155.715, is required to be on duty during any transfer operations. This is the “Person-In-Charge” of the vessel transfer and is to be the person who signs the “Declaration of Inspection.”
It is recommended that the vessel master or pilot has the responsibility of ensuring that all requirements are fulfilled prior to transfer operations. This shall include crew familiarization and assignment, proper berthing and mooring, adequate proper deployment of containment, upcoming weather, traffic monitoring and communications. A minimum of three (3) crew members (including the PIC) shall be aboard to complete any terminal-to- vessel or vessel-to-vessel transfer operation.
B. DUTIES BY TITLE
Person-In-Charge:
The Person-In-Charge (PIC) during all vessel oil transfer operations is solely responsible for performing the required duties necessary for the safe transfer of oil. The Person-In-Charge shall only be in charge of one transfer operation at one time and no other operation. Prior to performing a first time transfer operation, the PIC shall have traced out all oil systems piping, have a good working knowledge of these systems and shall have signed the “Statement of Compliance”. The PIC shall confirm with the Master or Pilot on watch that the vessel is properly secured so that no strain is put on the fuel hose or coupling. The PIC with the assistance of the D/H assigned to assist the fuel oil transfer shall place absorbent booms and pads on deck of the vessel. It is recommended that each boat have least: - Oil Absorbent Pads – 18” x 18” x 3/8” - Oil Absorbent Pads – 18” x 18” x 3/16” - Booms – 10’ x 5” - Pillows – 14” x 25” - Large, heavy duty plastic bags (for use with containment material) The PIC shall meet with the person in charge of the oil transfer facility to inform them of the type and the amount of product to be transferred, the number of tanks 338 Prepared by: J. L. Cascone and Associates, Inc.
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involved, the rate of transfer required, and to discuss the method of communication to be used to stop and regulate the flow of transfer. The PIC shall discuss with the person in charge of the oil transfer facility the items set out in the “Declaration of Inspection” (DOI) and shall sign and receive a copy of the DOI and retain it aboard the vessel.
The PIC shall inspect the fuel filling hose supplied by the oil transfer facility for signs of deterioration, bulges, kinds and/or ruptures and make sure that the threads on the coupling are in good working condition, a screw type coupling is used. If a flange type coupling is used, the PIC shall check that suitable gaskets and bolts are used. If a quick disconnect coupling is used, check that the cams and gaskets are in good working order and will make a tight seal. The PIC shall connect the hose to the fill line of the vessel. The PIC shall remain by the fill connection at all times except when sounding tanks or transferring valves during which time the D/H assigned to assist shall be stationed at the fill connection. The D/H assigned shall be familiar with how to shut down the transfer if an emergency arises. The PIC shall install vent spill containment under each tank vent for each tank to be transferred to or from. If fuel bags are used, ensure that they are securely fastened and have adequate ventilation. The PIC shall ensure that the valves to the tanks that are not being filled are shut and open the fill valve(s) in the fuel line to the tanks being filled. The PIC shall remove plugs from the sounding pipes of the tanks being filled and take and record soundings of tanks to be filled. Deck plugs should be reinstalled upon completion of each sounding. It is recommended that soundings be taken with water paste. The PIC shall return to deck and order the oil transfer facility to begin transfer. The PIC shall check the hose connection for leaks immediately after commencing transfer. The PIC shall take soundings at regular intervals of tanks being filled and observe the rate of transfer. Appropriate adjustments shall be made to the rate of transfer. The PIC shall order the oil transfer facility to slow the rate of transfer as the desired level approaches. The PIC shall order the oil transfer facility to stop the transfer and take and record final soundings with water paste. Total fuel received should be equal to pre-fuel soundings plus fuel taken on. There may be some slight difference due to the changing vessel trim, but should be relatively close. The PIC shall secure the fill valve(s) to the tanks being filled, and secure the sounding pipes.
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Master or Pilot:
Shall assign the D/H on watch or other crew member to assist with the transfer operation. Shall ensure that the vessel is securely moored so that no strain is put on the fuel hose. Shall be on duty in or near the pilot house during transfer operations to oversee that all mooring lines are tended to equalize any strains caused by the filling of the fuel tanks and any changing tidal or weather conditions. Shall maintain a radio watch and/or ensure that vessel traffic does not interfere with transfer operations. Shall be alert to provide the PIC with any assistance needed while making the fuel hose connection, during transfer operations, or disconnecting. Shall ensure that the absorbent booms and pads have been properly located on the deck of the tug in order to prevent any spilled or leaked product from going overboard. In the event of a spill, shall direct his crew to immediately take appropriate action to prevent or minimize the amount of fuel running overboard, notify the Captain if off-watch and make immediate notification to the appropriate authorities. Shall cooperate with the US Coast Guard and all parties with regard to containing any leak or spill. Shall direct and oversee the actions of the crew to accomplish a safe and incident free transfer.
Deckhand:
Shall tend mooring lines as directed by the Captain or mate on watch. Shall assist PIC in placing absorbent booms and pads on deck of the vessel. Shall assist PIC in placing the vent containment systems and emptying them if necessary. Shall remain alert to carry out the orders of the PIC, Captain or mate on watch in order to ensure a safe and efficient transfer. Shall standby the fill connection at anytime the PIC leaves the deck to transfer valves or sound tanks. The D/H assigned shall be familiar with how to shut down the transfer if an emergency arises. NOTE: It is recommended that the crew review respective responsibilities prior to each and every transfer.
C. MOORING LINES
Be sure that mooring lines are in good condition before using them.
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In considering deployment of mooring lines, factors such as expected weather conditions, passing vessels, tidal changes and changing drafts and trim should be taken into account. Frequent checks should be made to ensure that mooring lines are keeping the vessel secure alongside. Be sure that in considering possible surging conditions that enough transfer hose is being used so as to compensate for possible vessel movement. Should unusual surging conditions begin, cease transfer operations as quickly as safety considerations permit.
D. EMERGENCY SHUT DOWN & COMMUNICATIONS
Emergency Shutdown during transfer from facility to vessel is to tell facility to shut down. Emergency Shutdown during internal transfer, or when discharging from vessel to another vessel or facility is to shut down transfer pump. Immediately after any shut down, the Person-In-Charge shall quickly close all applicable valves to prevent the possibility of siphoning, which could contribute to a spill. Should there be any questions concerning any aspect of the operation, the transfer should shut down immediately and all questions answered before starting/restarting.
NOTE: The law requires that all transfer system manifolds or valves be closed and connections blanked upon completion of transfer operations.
During transfer operations, vessel to vessel or terminal to vessel, there must be a means for constant two-way voice communication during the entire transfer. Without this communication between the two persons in charge, the transfer operation must be stopped.
Effective communication methods and procedures between the persons in charge must be agreed upon before any transfer may begin.
E. TOPPING OFF TANKS
As fueling of the vessel nears completion, the Person-In-Charge of the vessel must advise the Person-In-Charge of the loading facility well in advance of completion or topping off to reduce the flow of product to an agreed and acceptable rate, so as to prevent any possibility of product overflow. At that time, all loading valves should be adjusted so as to facilitate the quick closing of any one valve.
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NOTE: A predetermined amount of fuel or lube should have been arrived at prior to any transfer.
When the above is accomplished, the communication system which has been previously agreed upon between the two Persons-In-Charge will be used to facilitate the immediate shut down of the flow of product to the vessel. At this point, the vessel may be topped off tank by tank. It must be kept in mind that this is the most critical time during the loading operation. Both Persons-In-Charge must be alert to prevent the possibility of a spill.
(IT IS RECOMMENDED THAT TANKS ARE NOT TO BE FILLED TO MORE THAN 90% CAPACITY, UNLESS FUELING FOR AN EXTENDED VOYAGE THEN 98.5% CAPACITY (33 CFR 155.775) MAY BE UTILIZED)
F. COMPLETION OF TRANSFER
Upon completion of product transfer either to or from the vessel, it is required that all transfer valves be in the closed position. In addition, the deck valves must be blanked off, capped or plugged. It is the duty of the Person-In-Charge to secure all valves and blanks, and mark them closed by an agreed upon system with all vessel personnel. Ullage openings and sounding ports are required to have the plug or cap reinstalled.
Each end of the transfer hose must be drained and blanked off.
G. REPORTING DISCHARGES
IMMEDIATE NOTIFICATION is extremely important. Under normal operating conditions, notification should be made within several minutes of the occurrence of a spill. It is the legal responsibility of the owner of a vessel that spills oil into the water to clean up the spill no matter how the spill was caused.
When reporting a spill, it is important that the information given be as accurate as conditions will allow. When reporting, do not speculate, give only the facts.
In the event of a spill producing a “visible sheen on the water surface,” the vessel should immediately notify:
1. The Terminal - So that spill booms or other containment devices can be immediately deployed if necessary and proper precautions taken according to the nature of the hazardous material involved. 2. Port Operations Department- At All Times so that the immediate arrangements can be made for obtaining the services of spill clean-up contractors or other support personnel who may be necessary for the particular situation. The office will promptly notify the US Coast Guard. 342 Prepared by: J. L. Cascone and Associates, Inc.
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3. The US Coast Guard - If for any reason you are unable to contact the office immediately, report the spill to the US Coast Guard National Response Center at 1-800-424-8802. Get the name of the officer to whom you have reported to and log this information along with the time and date of the report. After reporting the incident to the US Coast Guard, resume the effort to inform the office.
H. VESSEL OPENINGS
As required by this section, when the vessel is underway, anchored, or tied up idle, all openings which include, but are not limited to: (1) ullage openings, (2) sounding tubes, (3) manhole openings, (4) any other tank openings, must be properly secured in the closed position at all times except when directly involved with a specific tank or tanks.
When the vessel is fueling and any of the above devices are opened for inspection or soundings, they must be secured in the closed position after each use.
I. TRANSER HOSE MARKINGS In the event that fuel transfer hoses are maintained on-board, annual inspection and hydro testing shall be accomplished. Hoses shall be marked, as required, with the following: Product used for or (Oil Service) Maximum working pressure Manufacture date Last test date
J. LIGHTING AND SIGNALS
Daylight Transfer Operations:
During daylight operations (between sunrise and sunset), the vessel master or pilot on watch shall ensure that the red “Bravo” flag is displayed.
Night Time Transfer Operations:
During the nighttime operations (between sunset and sunrise), the vessel master or pilot on watch shall ensure that an all around red cargo light is displayed. Also that there is sufficient illumination around the transfer operations work area and each transfer connection in use on the vessel. The lighting is to be located or shielded so as not to mislead or otherwise interfere with navigation on the adjacent waterways.
K. RECORDS
The vessel operator shall, at all times, keep written record available for inspection by any shoreside personnel or US Coast Guard personnel of the following: 343 Prepared by: J. L. Cascone and Associates, Inc.
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The name of each Person-In-Charge on board for transfer operations The Declaration of Inspection (DOI) for each transfer operation The applicable transfer hose data found in this manual The applicable equipment test and inspection data found in this manual
L. PLACARD
As required by law, each vessel is required to have a placard of at least 5 by 8 inches, made of durable material fixed in a conspicuous place in each machinery space, or at the bilge and ballast pump control station that states:
DISCHARGE OF OIL PROHIBITED
THE FEDERAL WATER POLLUTION CONTROL ACT PROHIBITS THE DISCHARGE OF OIL OR OILY WASTE INTO OR UPON THE NAVIGABLE WATERS OF THE UNITED STATES, OR THE WATERS OF THE CONTIGUOUS ZONE, OR WHICH MAY AFFECT NATURAL RESOURCES BELONGING TO, APPERTAINING TO, OR UNDER THE EXCLUSIVE MANAGEMENT AUTHORITY OF THE UNITED STATES, IF SUCH DISCHARGES CAUSES OF FILM OR DISCOLORATION OF THE SURFACE OF THE WATER OR CAUSES A SLUDGE OR EMULSION BENEATH THE SURFACE OF THE WATER. VIOLATORS ARE SUBJECT TO SUBSTANTIAL CIVIL PENALTIES AND/OR CRIMINAL SANCTIONS INCLUDING FINES AND IMPRISONMENT.
M. DISCHARGE CLEANUP
During any transfer operation, if there is an occurrence of a spill or discharge from any source into a work area or the adjoining water or shoreline, the transfer shall be stopped immediately.
No person may resume the transfer operation unless the discharge is cleaned up or contained and the US Coast Guard authorizes the resumption of the transfer operations.
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VIII. REQUIREMENTS FOR TRANSFER
N. Transfer Facility to Vessel:
A transfer is considered to begin when the PIC on the transferring facility and the PIC on the receiving vessel first meet to begin completing the Declaration of Inspection (DOI). No person shall conduct transfer operations unless:
1. The vessel’s moorings are strong enough to hold during all expected conditions of surge, current, and weather and are long enough to allow adjustment for changes in draft, drift., and tide during the transfer operation. 2. Transfer hoses and loading arms are long enough to allow the vessel to move to the limits of its mooring without placing strain on the hose, loading arm or transfer piping system. 3. Each hose is supported to prevent kinking or other damage to the hose and strain on its coupling. 4. Each part of the transfer system is aligned to allow the flow of oil. 5. Each part of the transfer system not necessary for the transfer operation is securely blanked or shut off. 6. The end of each hose and loading arm that is not connected for the transfer of oil is blanked off. 7. The transfer system is attached to a fixed connection on the vessel and the facility or a back pressure shut off nozzle is being used. 8. Each overboard discharge or sea suction valve that is connected to the vessel’s bilge or dirty oil transfer system is sealed or lashed in the closed position. 9. Each transfer hose is in good condition with no kinks, bulges, soft. spots, gouges, cuts or slashes that would compromise the hose’s integrity. 10. Each connection is made with suitable flanges and/or couplings to ensure a leak free seal. 11. The discharge containment system is deployed and all outlets are closed, and are periodically drained to provide the required capacity. 12. The communication system previously set up between the transfer facility and the vessel is in good working order. 13. The emergency shut down systems are in good working order. 14. The PIC of both the transfer facility and vessel are on duty at the site of transfer, that they have in their possession a copy of this manual, and the transfer is being conducted in accordance with this manual. 15. There is no language barrier between the PIC’s. 16. A conference has been held between the PIC of the vessel and facility (or other vessel) during which the following points were discussed and agreed upon: The type and amount of product The sequence of transfer operations The rate of transfer The name, title and location of all persons involved in the transfer operation Details of the transferring and receiving systems 345 Prepared by: J. L. Cascone and Associates, Inc.
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Procedures for topping off and other critical points during transfer Federal, state and local rules governing the transfer Emergency procedures Discharge reporting procedures Watch or shift. procedures Transfer shut down procedures The transfer station is sufficiently lighted and proper signals are displayed The Declaration of Inspection (DOI) has been presented, properly filled out and signed. A copy of the DOI shall be retained on board the vessel. The PIC shall supervise or perform the following: a) Connections to transfer system b) Topping off c) Disconnection of transfer systems d) Give order to begin transfer operation e) Be in the immediate vicinity, immediately available to shore transfer personnel f) The closing or blanking of all valves or manifold lines upon completion of transfer operations g) The use of additional personnel to assist as necessary for safe transfer
O. Vessel to Vessel:
A transfer is considered to begin when the PIC on the transferring vessel and the PIC on the receiving vessel first meet to begin completing the Declaration of Inspection (DOI). No Person shall conduct transfer operations unless:
1. Both vessel’s moorings are strong enough to hold during all expected conditions of surge, current, and weather and are long enough to allow adjustment for changes in draft, drift., and tide during the transfer operation. 2. Transfer hoses are long enough to allow each vessel to move to the limits of its mooring without placing strain on the hose or transfer piping system. 3. Each transfer hose is supported to prevent kinking or other damage to the hose and strain on its coupling 4. Each part of the transfer system is aligned to allow the flow of oil. 5. Each part of the transfer system not necessary for the transfer operation is securely blanked or shut off. 6. The ends of each hose that is not connected for the transfer of oil is blanked off. 7. The transfer system is attached to a fixed connection on each vessel. 8. Each overboard discharge or sea suction valve that is connected to each vessel’s bilge or dirty oil transfer system is sealed or lashed in the closed position. 9. Each transfer hose is in good condition with no kinks, bulges, soft. spots, gouges, cuts or slashes that would compromise the hose’s integrity. 10. Each connection is made with suitable flanges and/or couplings to ensure a leak free seal. 346 Prepared by: J. L. Cascone and Associates, Inc.
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11. The discharge containment system is deployed on each vessel and all outlets are closed, and are periodically drained to provide the required capacity. 12. The communication system previously set up between each vessel is in good working order. 13. The emergency shut down systems on each vessel are in good working order. 14. The PIC of each vessel are on duty at the site of transfer, that they have in their possession a copy of this manual, and the transfer is being conducted in accordance with this manual. 15. There is no language barrier between each PIC on each vessel. 16. A conference has been held between the PIC of each vessel during which the following points were discussed and agreed upon: The type and amount of product The sequence of transfer operations The rate of transfer The name, title, and location of all persons involved in the transfer operation Details of the transferring and receiving systems Procedures for topping off and other critical points during transfer Federal, state, and local rules governing the transfer Emergency Procedures Discharge containment procedures Discharge reporting procedures Watch or shift. arrangements Transfer shut down procedures The transfer station is sufficiently lighted and the proper signals are displayed The Declaration of Inspection (DOI) has been presented, properly filled out and signed. A copy of DOI shall be retained on board each vessel The PIC shall supervise or perform the following: a) Connections to transfer system b) Topping off c) Disconnection of transfer systems d) Give order to begin transfer operation e) Be in the immediate vicinity, immediately available to the other vessel’s PIC f) The closing or blanking of all valves or manifold lines upon completion of transfer operations
P. Tank-to-Tank (within a vessel):
NOTE: Prior to commencing a transfer within the vessel, the wheelhouse person on watch is to be notified, and instructed as the quantity and anticipated duration of the transfer. Upon completion of the transfer, the wheelhouse person on watch is again to be duly notified.
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An internal transfer is considered to begin when the PIC on the vessel meets and discussed the transfer operation with the wheelhouse person of the vessel and ceases when the transfer has been duly reported to the wheelhouse person in charge. No person shall conduct transfer operations without a good working knowledge of the following:
1. The transfer system piping and associated valves are in good working order. 2. Each part of the transfer system is aligned to allow the flow of oil. 3. Each part of the transfer system not necessary for the transfer operation is securely blanked or shut off. 4. Each overboard discharge, sea suction valve, or dirty oil valve that is connected to the vessel'’ transfer system is sealed or secured in the closed position. 5. When transferring fuel from the main tank to any day tank, the PIC should ensure the vessel has zero degree list to prevent “false” sight glass readings. Prior to the transfer, the PIC shall ensure that the return piping to the overflow tank is aligned and open. In addition, when the day tank reaches 90% full, all pumping shall be stopped. 6. The PIC is on duty at the site of transfer, has in their possession a copy of these procedures, and the transfer is being conducted in accordance with these procedures. 7. The PIC has a good working knowledge of the following: - The type and amount of product - The sequence of transfer operations - The rate of transfer - Details of the transfer system - Procedures for topping off and other critical points during the transfer - Federal, state and local rules governing the transfer - Emergency Procedures - Discharge containment procedures - Discharge reporting procedures - Watch or shift. arrangements - Transfer shut down procedures - The transfer station is sufficiently lighted and the proper signals are displayed
IX. PERSON-IN-CHARGE LISTINGS Licensed or Endorsed Individuals to serve as Person-In-Charge (This list to be maintained on board by Captain)
PRINT NAME SIGNATURE POSITION DATE
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X. EQUIPMENT RECORDS
Transfer Hose:
For each transfer hose assembly on board, fill out the following checklist. If any of the below items are questionable or out of specification, replace it immediately:
ITEM YES NO 1. Does the hose have either a full threaded connection, flanged connection or quick connect coupling? 2. Is the hose utilized for oil use only? 3. Does the hose have any unrepaired loose covers, kinks, bulges, soft. spots, cuts, gouges, slashes, deterioration or any defects which would compromise its integrity?
Other Transfer Equipment:
For each of the following pieces of equipment, fill out the following checklist. If the below items are questionable or out of specification, report any deficiencies:
ITEM YES NO 1. If equipped, is the transfer system relief valve operating correctly? 2. If equipped, is the transfer system pressure gauge operating correctly? 3. If equipped, are all fuel valve reach rods operating correctly? 4. If equipped, are all transfer system emergency shutdown devices operating correctly? 5. If equipped, are all tank level alarms operating correctly?
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DECLARATION OF INSPECTION Prior to Fuel Oil Transfer Shore to Vessel
Date:______Terminal/Supplier:______Receiving Vessel:______Location:______
The following have been confirmed Transferring Receiving Ready/secured prior to transfer Facility Vessel 1) Communication Established 156.120 (M) (P) 2) Warning Signs – Red Flag & Red Light 35.35 – 30 3) Cargo Connection Properly Made & Valves Set 156.120 (h) (b) (c) 156.170 156.130 4) Transfer & Receiving Vessel Concerned Reported in Readiness for Transfer of Cargo 156.120 (d) (f) 5) Vessels Secured Properly 156.120 (a) 6) Overboard Discharges & Sea Valves Secured & Hoses Not in Use Blanked 156.120 (e) (g) 7) Containment, Scuppers, or CG Seal 156.120 (j) (k) (l) 8) Emergency Shutdown 156.120 (n) 9) Boiler & Galley Fire 35.35 – 30 10) Fire or Open Flames 35.35 – 30 11) Lighting 156.120 (t) 12) Spill & Emergency Shutdown Procedures 156.120 (q) 13) Safe Smoking Areas 35.35 – 30
______PIC Terminal Supplier PIC Receiving Vessel 350 Prepared by: J. L. Cascone and Associates, Inc.
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DECLARATION OF INSPECTION Prior to Fuel Oil Transfer Vessel to Vessel
Date:______Transferring Vessel:______
Receiving Vessel:______Location:______
The following have been confirmed Transferring Receiving Ready/secured prior to transfer Vessel Vessel 1) Communication Established 156.120 (M) (P) 2) Warning Signs – Red Flag & Red Light 35.35 – 30 3) Cargo Connection Properly Made & Valves Set 156.120 (h) (b) (c) 156.170 156.130 4) Transfer & Receiving Vessel Concerned Reported in Readiness for Transfer of Cargo 156.120 (d) (f) 5) Vessels Secured Properly 156.120 (a) 6) Overboard Discharges & Sea Valves Secured & Hoses Not in Use Blanked 156.120 (e) (g) 7) Containment, Scuppers, or CG Seal 156.120 (j) (k) (l) 8) Emergency Shutdown 156.120 (n) 9) Boiler & Galley Fire 35.35 – 30 10) Fire or Open Flames 35.35 – 30 11) Lighting 156.120 (t) 12) Spill & Emergency Shutdown Procedures 156.120 (q) 13) Safe Smoking Areas 35.35 – 30
______PIC Transfer Vessel PIC Receiving Vessel 351 Prepared by: J. L. Cascone and Associates, Inc.
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PERSON IN CHARGE-STATEMENT OF COMPLIANCE
NAME: ______
SOCIAL SECURITY NUMBER: ______
POSITION: ______
DATE: ______
VESSEL: ______
I HAVE READ THE OIL TRANSFER PROCEDURES MANUAL FOR THIS VESSEL AND AGREE TO COMPLY WITH ALL REGULATIONS CONTAINED HEREIN AS WELL AS WITH ALL CURRENT FEDERAL, STATE, AND LOCAL REGULATIONS.
IF AT ANY TIME I AM UNABLE TO LOCATE THIS MANUAL, I WILL NOTIFY THE CAPTAIN IMMEDIATELY SO THAT A NEW MANUAL CAN BE DELIVERED TO THIS VESSEL PROMPTLY.
SIGNED: ______
CAPTAIN (AS WITNESS):______
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INDEX
Air Conditioning ...... 295 DECLARATION OF INSPECTION ...... 350 Air Tank Refill Station ...... 19 Decontamination Shower/Hazmat Alarm and Monitoring Systems ...... 303 Assessment ...... 18 Anchoring and Mooring Operations ...... 69 Emergency Battery Storage ...... 7 Anchor Windlass Operations ...... 71 Emergency Bilge Pumping ...... 245 CAPSTAN OPERATION ...... 73 Emergency Shutdown Systems...... 313 Antenna Platform ...... 5 Emergency Situations Bilge and Ballast System ...... 240 Abandon Ship ...... 326 Black Water System ...... 289 Fire ...... 325 Boat Deck Plan ...... 6 Hull Breach ...... 324 Bow Bulwark Chock ...... 12 Machinery Space Flooding ...... 325 Bow Towing Posts ...... 12 EMS Escape Hatch ...... 14 Breathing Compressed Air System...... 272 Engine Room Air Intake Ventilation ...... 20 Bridge Deck Plan ...... 6 Engine Room Escape Hatch ...... 14 Bulwark Gates ...... 13 Engine Room Ventilation ...... 9 Bulwark Mooring Pipes ...... 13 Engine Speed Controls ...... 204 Bulwarks ...... 10 Equipment Room ...... 19 Cargo Deck Loads ...... 67 Escape Hatch Window...... 6 Caterpillar Generator Sets ...... 206 Evacuation Plan ...... 328 CBRN Filter Room ...... 10 FFS Controls Touch Screen Displays .... 169 CBRN Operations ...... 134 FFS Pumps and equipment ...... 36 Creating the Citadel ...... 146 FFS System ...... 155 Decontamination Station Operations Blue System ...... 156 ...... 148 Blue System Operations ...... 181 Ingress and Egress ...... 149 Controls ...... 164 Personal Protective Equipment ..... 149 Fire Monitor Controls ...... 168 Wash-down of Vessel...... 149 Fire Pumps ...... 36 CIC Operations Flushing...... 193 CCTV System Operation ...... 126 Foam liquid pumps ...... 42 FLIR Camera Operation ...... 128 Foam System ...... 163 Monitoring of CBRN ...... 143 Foam System Operations ...... 194 Operational Radios ...... 133 Green System ...... 160 Compressed Air System ...... 261 Green System Operation...... 187 Control Centers ...... 6 Manifolds and Hydrants ...... 164 Crane (Basket) Deployment ...... 50 Mimic Panels- ...... 164 Crane (Winch Operations) Deployment 50 Monitor Operations ...... 189 Deck Crane Operations ...... 77 Monitors ...... 38 Deck Handrails ...... 6 Off Ship Firefighting Controls ...... 124 Deck Locker ...... 10 Operating Procedures ...... 175 Deckhouse ...... 17 Proportioners and Pumps ...... 42
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Pump Engine 3 Control ...... 171 Multipurpose Room ...... 18 Pumps ...... 179 Navigation Equipment Operations Red System ...... 155 AIS ...... 95 Red System Operation ...... 180 Auto Pilot ...... 92 Shutdown ...... 191 Depth Sounder ...... 96 Speed Control-No 3 Pump Engine 178 NAVnet System ...... 89 White System ...... 161 Satellite Compass ...... 93 White System Operations ...... 188 Weather Station ...... 95 Fire Detection System ...... 123 Wind Angle ...... 94 Fire Extinguishers ...... 321 Novec System ...... 317 Freeing Ports...... 11 Off Ship Firefighting Operations ...... 155 Fuel Oil Service and Transfer System .. 249 Oily Water System ...... 258 Fuel Transfer Procedures ...... 332 On-board Fire System ...... 320 Gear Boxes-Lufkin ...... 204 Open Water (Coastal) transit ...... 49 Generator Sets ...... 32 Potable Water System ...... 286 Grey Water System ...... 291 Pump Engine 3 ...... 31 Hold Plan ...... 20 Pump Engines 1 & 2 ...... 31 House Ventilation ...... 302 Red System Operations ...... 179 HVAC Room ...... 10 Repair Instruction HVAC Systems ...... 293 Window Washing System ...... 125 Thermostatic Control ...... 301 Rescue Platform ...... 14 Impressed Current System ...... 315 Safe Towing Operations ...... 67 Launch and Retrieval of Work Boat ...... 50 Sea Chests and Sea Bays ...... 23 Life Rafts ...... 8 Shore Power ...... 210 Lifebuoy Deployment ...... 327 Sounding Tables ...... 59 Lifesaving Equipment ...... 326 Stability Data ...... 52 Lube Oil System ...... 255 Stability Parameters ...... 52 Machinery Cooling System ...... 247 Stern Bulwark Chock ...... 13 Machinery Space Ventilation ...... 293 Stern Towing Post ...... 12 Main Deck Plan ...... 10 Various Loading Conditions ...... 52 Main Engines ...... 30 Vessel Particulars ...... 4 Main Switchboard and Load Transfer Vessel Specifications ...... 4 Operations ...... 213 Voith Propulsion Units ...... 29 Connecting a Generator ...... 221 Wheelhouse Operations ...... 81 Connecting Shore Power ...... 221 AMS System ...... 114 Dead Ship Starting ...... 216 Engine Speed Controls ...... 103 EasyGen Operations ...... 222 External Communications ...... 84 Generator Paralleling ...... 217 Floodlights ...... 102 Generator Standby Operation ...... 222 General Alarm ...... 117 Main Ventilation Air Conditioning...... 302 Internal Communications ...... 81, 82 Mast-...... 4 Lighting Operations ...... 97 Mooring “H” Bitts ...... 11 Navigation Equipment Operations . 88 Motor Control Center Descriptions ...... 234 Navigational Operation Lighting ... 100 354 Prepared by: J. L. Cascone and Associates, Inc.
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Off Ship Firefighting Controls ...... 124 Wheelhouse Top Plan-Exterior ...... 4 Searchlights ...... 103 Window Washing System ...... 125 Voith Controls ...... 106 Work Boat ...... 48
355 Prepared by: J. L. Cascone and Associates, Inc.