Fireboat Crew Training Manual 3.5

LONG BEACH FIRE DEPARTMENT

FIREBOAT CREW TRAINING MANUAL 3.5

September 1993

TABLE OF CONTENTS PAGE

PART 1 – INTRODUCTION

History of the Design 4 As-Built Characteristics 5 Training Objectives 6 Training Format 7 MARAD 7

PART 2 – SEAMANSHIP & BOAT HANDLING

See Chapman’s 9

PART 3 – SHIP’S SYSTEMS

Section I – General Hull Machinery 19 Section II – Furniture & Furnishings 46 Section III – Lifesaving Equipment 49 Section IV – Fire Extinction & Onboard Alarms 51 Section V – Navigating & Electronic Equipment 65 Section VI – HVAC 81 Section VII – Hull Piping Systems 89 Section VIII – Main Propulsion/Controls/Machinery Piping 103 Section IX – Auxiliary Engines & Generators 129 Section X – Power & Lighting 143 Section XI – Firefighting Systems 164

LIST OF FIGURES

Folding Stanchion Mooring & Towing Fittings Mast Steering Gear Electrical/Hydraulic Circuit Pilot House Control Console – Steering Control Steering Gear Hydraulic/Mechanical Circuit Flow Paths of 4-Way Directional Control Valve Flow Paths & Steering Cylinder Response Engine Room Fire Suppression System Engine Room Fire Suppression System Main Deck Engine Room Fire Suppression System Engine Room Argus Alarm Panel Halon System Safety Precautions

Pilot House Control Console – Navigation HVAC System – Engine Room Supply & Exhaust HVAC System – Heating & Ventilating HVAC System – Miscellaneous Heat & Exhaust Pilot House Control Console – HVAC Bilge System Oily Bilge System Potable Water System Sewage Treatment System Sanitary/Interior Deck Drains Weather Deck Drains Vents & Sounding Tubes Vents & ST Details Machinery Locations Argus Alarm Panel Pilot House Control Console – Engine Control & Monitoring Sea Water Cooling System Air Compressor & Receivers Compressed Air System Seachest Vent/Blowdown Piping Air Drier Circuit & Reducing Station Control Air System Engine Control Panels Pilot House Control Console – General Arrangement Diesel Generator Battery Chargers Starting Auxiliary Engines (Generator) From Pilot House Starting Auxiliary Engines (Generator) From Engine Room Securing Auxiliary Engines (Generator) Starting Auxiliary Engines (Center Pump) Securing Auxiliary Engines (Center Pump) Electrical Distribution System 460V Power 120/208V Power General Alarm Battery Charger Communications Battery Charger Firemain System Fire Pumps Foam System Pilot House Control Console – Firefighting Pump/ Valve Control & Monitoring

PART 1 (INTRODUCTION)

History of the Design:

Although the primary intent of this manual is to provide crew training information with regard to the specifics of operating the fireboats, we feel it may be interesting for all crew members to know something of the history of design and construction regarding the Long Beach Fireboats.

In December of 1982, the Port of Long Beach invited several Naval Architecture firms to submit proposals for design and engineering services necessary to develop a configuration for two (2) new fireboats. The primary functions and characteristics that Long Beach requested these vessels have were:

Primary Modes of Operation:

- Firefighting - Search and rescue - Oil spill containment and cleanup

Specific System Capabilities:

- Pump 7,500 - 10,000 gpm water - Primary monitor capable of dispensing 5,000 gpm - Multiple 2,500 gpm monitors with a 1,500 gpm tower monitor, all remotely controlled - Monitor tower to extend 65' above the water - Multiple fire pumps with split manifolds - Modern electronics to include radar, radio, loud hailer and CB - Minimum crew size of 4 persons - Shore power connection - Ample storage for 1,000' of 2-1/2" hose and 300' of 1-3/4" hose - Hoisting and retrieval capability for limited rescue operations - High maneuverability at a top speed of 20+ knots - Foam capacity of 1,000 gallons AFFF - Diesel engines as required to provide separate drive and pumping activity - Fuel capacity to support 12 hours of continuous pumping

In several detailed, technical interviews which took place within a period of the next nine months, the group of marine design firms competing for the design contract was narrowed to five. On October 27, 1983, the Seattle, Washington based firm of Nickum & Spaulding Associates was selected to design the new fireboats.

Nickum & Spaulding Associates, Inc., is a naval architecture and marine engineering firm that was formed in 1971 when W. C. Nickum & Sons Co., Inc., merged with the firm of Philip F. Spaulding & Associates, Inc. The firm's naval architecture designs have included all types of conventional and special purpose vessels, from small boats to ships up to 900' in length, displacing 11,000 tons.

Naval architecture efforts have ranged from complete design responsibility for tugs, barges, supply vessels, fireboats, passenger ships, automobile and passenger ferries, bulk carriers, oil tankers, cargo ships and fish boats for commercial interests; to detail design of cable laying vessels and exploration vessels, destroyer escorts, hydrofoils, minesweepers, submarine net tenders, floating drydocks, Coast Guard cutters, fishery research vessels, oceanographic research vessels and numerous naval auxiliaries for the U.S. Government.

In April of 1984, N&SA received an executed contract from Long Beach and then began a Phase I Conceptual Design, and Phase II Preliminary Design for the new fireboats. These two phases were completed by August, 1984, and work then began on Phase III, which was the contract Design. In this phase, the detailed engineering was performed to determine the final design for the fireboats. This phase also included composition of the Technical Construction Specification which would later be used during the shipyard construction phase for the boats, Phase III was completed in January, 1985. In June 1985, the Port of Long Beach invited bids from approximately 10 shipyards for the construction of the two vessels. Fire (5) shipyards responded and on August 28, 1985, the bids were opened to declare Moss Point Marine of Pascagoula, Mississippi the winner of the construction contract award. Finally, on November 11, 1985, the first plates of steel were cut and welded into a jig upon which the fireboats would be built. Construction and outfitting continued throughout the summer and early fall of 1986 and CHALLENGER was launched by crane into the Escatawpa River on August 21, 1986, with LIBERTY being launched shortly thereafter on October 6, 1986. Each fireboat was subsequently loaded onto a barge and then brought to Long Beach under tow through the Panama Canal.

As-Built Characteristics:

Since both boats have been launched at the time of this writing, it is appropriate to provide you with the vessels' "as-built" configurations and some of the operating characteristics.

Both vessels are twin screw, diesel powered, multi-purpose fireboats, which are outfitted for firefighting, search and rescue, and limited salvage operations.

Specific System Capabilities:

- Pumping capacity to 10,000 gpm of water

- Primary housetop monitor capability of dispensing 5,400 gpm of water - 2,000 gpm fixed bow, foredeck and aft manual, 2 each monitors with 1,500 gpm tower monitor - Single stage extendable tower to a height of 65' above water line - Three main fire pumps powered from independent diesel engines and all pumping to a common firemain with split hose manifolds on the bow, port and starboard sides - Shore power connection - Foam pumping capacity to 1,000 gallons AFFF - 1,500 gallons of fuel capacity to support 12 continuous hours of pumping while maintaining station, and with sufficient fuel remaining for a one hour run at top speed on both diesels - 1/2 ton hand winch with davit, common-mounted on a swivel base - High maneuverability with 15 knot top speed - Electronics which include a digital radar, VHF/UHF radios, depth sounder, RDF, 4 station crew intercom with loud hailing ability - Remote aft control station for operation of the firefighting and propulsion systems while keeping station - Pilothouse misting cool-down system for close quarters firefighting - Crew dayroom facility with mini-kitchen, head and settee/berth - Transom step at water line level for rescue operations

These vessels have been designed and built for operations that will take place specifically in the Long Beach area, inside of, and beyond the breakwater.

Training Objectives:

Because of the highly complex and sophisticated design of these vessels, a suitable crew training program has been developed for all members of the fireboat crews. The complexity of these boats demands that a systematic approach to training be taken to insure that damage and abuse to major items of machinery and systems be minimized. To learn the proper operation of these vessels requires time. Large quantities of information must be reviewed, understood and then made useful with direct application of the knowledge. This task is not easy. The training program has been established to assist the firefighters in first becoming familiar with the vessels' arrangements and various systems, and then to teach time proficiency in the execution of operational procedures. The desired result is to obtain crews which are able to competently operate the vessels in a much shorter period of time than could be expected of them if they were left to struggle with the task unaided. Another purpose of this program is to provide a document which can be used to help train future fireboat crews that transfer in from a land-based station, and who may have no previous experience in operating marine vessels.

Training Format & Presentation Sequence:

PART 1 INTRODUCTION

Provides a general introduction of the boat to the crew, presents the vessels' general arrangement above and below deck, and provides information on the performance characteristics.

PART 2 SEAMANSHIP & BOAT HANDLING - See "Chapman"

PART 3 SHIP'S SYSTEMS

Develops crew competence and confidence with respect to the ship's systems, and to efficient vessel operation and maintenance. Includes troubleshooting topics and crew safety during vessel operations.

MARAD:

In the various sections of training material which follow, you will find references that classify the various pieces of equipment and machinery according to the MARAD Section. MARAD is the abbreviation for Maritime Administration. This is a United States governmental agency responsible for overseeing the promotion and operation of the U.S. Merchant Marine. The Long Beach fireboats have been designed and constructed according to the guidance contained in MARAD's Technical Specification for the Construction of Diesel Merchant Ships.

The purpose for referencing various equipment items to the pertinent MARAD Specification Sections results from the following:

1. The Long Beach Fireboat construction Specification, as written by Nickum & Spaulding Associates (N&SA), is arranged and titled according to the MARAD Section that covers that specific equipment, e.g., MARAD Section 11 details requirements for Hull Piping Systems, and in the N&SA Construction Specification, Section 11 is labelled "HULL PIPING SYSTEMS."

2. All Contract Designs for the fireboats, as drawn by N&SA, contain the applicable MARAD Section number within the drawing number code that appears in the title blocks under which the design applies, e.g., N&SA Dwg. No. 83103-11-1, is the drawing for all the Hull Piping Systems diagrams.

3. The Preventive Maintenance computer program uses the appropriate MARAD Section number within the equipment identification code to easily determine which equipment grouping an article belongs in, i.g., 11-FF-BAVL- 01 indicates a ball valve in the firefighting system that is part of hull piping.

The MARAD Section codes are the only common link in the chain that binds all the vessel's designs, construction and maintenance documents together. This training manual purposely references these codes so that items may be easily located in the Construction Specification, the Contract Design Drawings and the preventive Maintenance Computer Program. These documents will greatly assist the first group of firefighting personnel that receive this integrated training program, and we strongly urge all crew members to become familiar with them. We hope that they can be kept in good order so that future trainees will benefit from them as well.

PART 2

SEAMANSHIP AND BOAT HANDLING:

Objective:

The objective of this phase of training is to familiarize the crew with basic seamanship and boat handling methods as they can be applied to the Long Beach fireboats.

This information is presented in five sections.

I. Common Definitions & Glossary of Terms

II. Basic Marlinespike Seamanship (includes docking and towlines)

III. Anchoring Equipment & Procedures

IV. Fireboat Basic Helmsmanship & Maneuvering (includes docking and towing procedures)

V. Nautical Etiquette

“INFORMATION IN THIS CHAPTER WILL BE REVISED AT A LATER DATE. YOU’LL FIND THAT SECTION (I) AND THE MAJORITY OF (II) IS MISSING. THE TABLE OF CONTENTS INSTRUCTS READERS TO SEE CHAPMAN’S MANUAL”.

G. Fireboat Docking and Towing Systems

The Long Beach fireboats have been well designed with respect for the location and size of all docking and towing fittings. Fig. 2-16 shows a plan view arrangement of the main deck that indicates the location of this equipment.

Equipment

All bow lines and the anchor rode will be led through a 6" open mooring chock at the stem and secured to 4" bitts on either port or starboard sides near the bow at Fr.A. As we move aft, note the location of the three 18" cleats on the port and starboard sides. These will be used primarily as mooring cleats while the boat is at the pier. Next, two additional 6" open mooring chocks are located at approximately Fr. 14-1/2, P/S, for leading stern mooring lines. Finally, towing hawsers or stern lines can be led through two closed towing chocks, P/S, located on the transom and then on to one of two 4" bitts positioned on a line between

the closed and open chocks. During the process of retrieving the anchor (see Section III for anchoring procedures), the rode will be led from the bow chock directly aft to the capstan lying at the base of the foredeck monitor and then tailed to one of the 4" foredeck bitts.

To assist with light salvage, rescue and towing operations a rescue davit with a 1/2 ton hand winch resides in a socket at the transom. Access at the water's edge during their operations is provided by a stairwell on centerline of ship at the stern that leads down to a full width transom step. The transom step grating is made of fiberglass for lightweight strength and ease of maintenance and cleaning.

For nighttime operations, eight (8) floodlights and two (2) searchlights have been placed in several locations. Two floodlights are attached at the stern, P/S, on the stern handrail and point down and aft. Two more floodlights are positioned P/S on the aft house top and also illuminate the after deck area of the boat. To provide lighting along either side deck near the forward sliding access doors to the passageway, two floods have been placed just under the house top eave and slightly forward of the doors. These also stream down and aft. The remaining two floodlights sit on the house top visor, P/S, pointing down and forward spilling light over the foredeck. Both searchlights are located on the pilothouse top just outboard of the skylights, and lever and gear controls for these lights are accessed in the pilothouse overhead from inside.

Docking Lines - Layout and Use

Over time, several methods for mooring the Long Beach fireboats will be tried, tested, discarded and improved until a system evolves that is safe, secure, produces the least damage to the boats and offers the least resistance to speedy departures. Because of this, we will present only basic information and safety precautions. Refer to Fig. 2-17. This is a typical mooring configuration for a vessel of this size. While the bow and stern lines serve to restrict the gross movement of both ends of the vessel, the after bow and forward quarter spring lines help to greatly reduce the fore and aft movement of the hull. Spring lines are also commonly used to warp the vessel around at her berth and to act as pivots about which to turn the boat in high winds and tides (more about this in Section IV).

Since manning levels are expected to be minimum, the anticipated dockside procedure for securing lines will be to tie them off on the vessel while the spliced loop working ends are secured to cleats or spars on the pier. Upon departure, all lines will be brought aboard, coiled and stowed in the deck boxes for potential emergency use. After returning to the dock the deckcrew will leap ashore with the working ends while the standing ends have been secured to the vessel's cleats and bitts. When docking is secured, the excess lines on deck is then

flemished down in a seaman-like manner, see Fig. 2-12. Fixed length lines simplify the above procedures and eliminate the need to clear the decks of excess line and it is assumed that in the future both vessels will switch to these.

When two eye splices are to be placed over the same spar, bollard or bitt on the dock, lead the second line up through the eye of the first line on the spar, and then over onto the spar. This is called "dipping the eye" and permits either line to be cast off independent of the other.

Towing Lines

Two lines must absorb tremendous amounts of energy from both sudden impact shock and steady loading. This is the primary consideration when selecting the material, and any material that will help do this should be used.

Manila is considered to be a very good material for towlines because it will absorb tremendous quantities of energy before it parts, and when it does, it will not recoil as dangerously as the synthetic types. It absorbs water, thereby increasing its weight and the rope sag helps to buffer sudden loads. Nylon is strong and resilient, but elastically deforms with shock loading. Like a rubber band or a slingshot, when it breaks it can be devastating to equipment and personnel. NEVER STAND IN NEAR PROXIMITY TO ANY TOWLINE! Polyethylene or propylene will float, but do not have the necessary strength.

The usual practice is for the towing boat to pass the line to the boat to be towed. In this situation a heaving line is first passed to the distressed vessel, and then the heavier, larger towing hawser is pulled aboard. When attaching the heaving line to the hawser, do not bend the line onto the eyesplice, but just near it. Refer to Fig. 2-6 for tying the double becket hitch; a good knot to use here. Then, when the loop is secured on the towed vessel and a strain is taken up on the towline, it will not jam and prevent the heaving line from being released.

III. ANCHORING EQUIPMENT AND PROCEDURES:

The anchoring system on the fireboats is intended to satisfy only minimum requirements for vessels for this size. The intent was to provide a temporary means of anchoring for very short periods during times of emergency. Because the boat has two main propulsion engines, the likelihood of experiencing a dead drifting ship is quite remote. In the event that both engines fail, it would still be possible to produce some vessel propulsion by starting the center fire pump engine and diverting sea water flow through the thruster units.

A. Equipment The vessel possesses the following ground tackle and anchor handling equipment:

- One (1) 85 pound Rule brand standard anchor, Model 85-S

- 8 feet of 5/8" chain

- 500 feet of 3/4" nylon (synthetic/natural) anchor rope

- 4 (-) 5/8" chain shackles

- 2 (-) 5/8" swivels

- One (1) McElroy electric capstan, Model MC-12-5E with a 12" head

The anchor is stowed and lashed into permanent mounting clips fastened to the exterior houseside. It is located slightly forward of the port fire hose manifold at Fr. 10. The chain, rode and shackles are stowed in the (P/S) deck locker on the forward main deck, and the capstan with foot operated power switch resides on centerline of ship just forward of the foredeck monitor.

The primary components of the system are the anchor, anchor rode and the vessel. The anchor rode is led from the anchor to a riding chock on the vessel's bow and then secured to a cleat or bitt. Of all the system components, the single most important one is the length of anchor line that is paid out when anchoring, see Fig. 2-18. The scope (ratio of the length of the line to depth of water) is what keeps an anchor from dragging. If insufficient scope is let out, the anchor will most likely drag. In shallow water, the preferred scope is a ratio of seven to one, where seven units of line are let go for each unit of depth. The possibility for temporarily letting out less line is good provided that wind, tide and/or current conditions are light during the time of stay at the anchorage. In such conditions a scope of two to one is minimum and four to one is preferred. Knowledge and experience of the local conditions will indicate the best scope on any given day.

The following are recommended features for any well found ground tackle/anchoring system, see Fig. 2-19:

Ground Chain: The holding power of an anchor improves greatly if chain is used between the anchor and the line. This weights the shank down and forces the flukes to bury into the bottom. When natural forces increase against the boat, the load on the anchor line increases. Ground chain helps to minimize sudden tension loading transmitted to the anchor by the line because it absorbs the energy and damps the jerking motion. The anchor experiences less violent motion that otherwise might cause it to break its set.

Swivels: Swivels should be placed between the anchor and chain, and between the chain and anchor line. This eliminates any potential ground tackle fouling that results when the anchor line or chain twists about itself. Two common causes of twisting are when the vessel swings at anchor during tide and wind shifts, and when improperly coiled anchor line follows the anchor overboard.

Secured Shackle Pins: Shackles are used to link the ground tackle components together. When a vessel drops her tackle, it usually is because of a shackle pin backing out from the body. All pins should be securely wired to the bodies after the pins have been drawn up tightly. Use only stainless steel rigging wire as steel wire will corrode and twine will chafe through.

Thimbles: Thimbles should be placed into any spliced eye loops on the anchor line where chafing occurs between the rope fibers and metal shackle pins or bodies. When thimbles are not used in the eye splices, the fibers at the point of shackle attachment are subjected to increased stress as the rope becomes sharply bent around the metal. The result is that as the fibers are experiencing greater stresses they are provided no protection from the rough metal and failure of the loop is accelerated.

General Chafing Protection: Any place on deck where the anchor line might experience continual rubbing over metal objects should be protected with anti- chafe material. Pieces of leather, rubber, rubber hose, etc., can be wrapped around the line in the area of contact and held in place with stout marlin twine. The most dangerous areas where this occurs are when a line runs through a chock or when it changes direction at the gunwale and continually rubs at the deck edge.

White Paint: Anchors which are painted white can be more easily seen. Fouling of the anchor flukes by the ground tackle is more readily detected.

B. Procedures

The process of anchoring is very straight forward. Success is easily achieved provided that the crew properly prepares the equipment for use and then correctly executes the procedures. As such, success is defined as setting the hook securely on the first attempt.

1. Setting the Hook/Main Propulsion Operable

This is considered to be a non-emergency situation where the pilot consciously selects the anchorage and the vessel's main propulsion is functioning normally.

a. Assemble the anchor to the rode. Secure the shackle pin.

b. Secure the bitter end of the rode to either foredeck bitt.

c. Uncoil a sufficient length of rode on deck to match the depth of anchorage and to assure that the coil is not fouled and line will freely pay out. DO NOT STAND ON OR NEAR RODE.

d. Bring the fireboat slowly into wind and further reduce speed.

e. Hoist anchor and ground chain over the rail and lower until anchor is just above water. f. Have vessel come to a dead stop with head to wind.

g. When vessel's forward progress has completely ceased, slowly hand-over-hand the anchor to the bottom. CAUTION: Never thrown an anchor overboard unless you want it to foul.

h. It is extremely important that the pilot hold the vessel as stationary as possible directly over the anchor until it has reached the bottom. If the boat is allowed to lose her head to wind position and begin overrunning the rode, it is quite possible that the rode may become fouled on the props and rudders.

i. When the anchor reaches the bottom, quickly lay the rode into the bow chock and then signal to the pilot that the anchor is grounded.

j. The pilot begins slowly backing down from the anchor while maintaining the boat's head to wind.

k. Continue allowing the rode to pay out until sufficient scope is out, then secure rode to bitt.

l. At this time, one of the deck crew should reach down and lightly grab the rode. If the anchor bites into the holding ground, the crew will not feel the vibrations of an anchor being pulled along the bottom, conversely, if the anchor fails to take hold, then vibrations will be transmitted along the rode to the deck crew's fingers. For the present we will assume the anchor has taken hold.

m. The anchor must now be set. The pilot eases the engines into reverse and applies throttle. Continue to have the crew member check for anchor dragging vibrations. Apply sufficient throttle to determine if the anchor holds. If it does not hold, then repeat steps c. through m. If it does hold, then finish securing the rode and make the foredeck "square" by coiling up the remaining rode and securing it from trailing overboard.

n. If anchoring at night, set a white anchor riding light so other vessels which approach may know that an anchored vessel is in the area. If in a busy area, then post a member of the crew to stand watch, and apply chafing material on the rode.

2. Setting the Hook/Main Propulsion Inoperable

This is considered to be an emergency situation where the main propulsion has failed and the safety of the crew and vessel is imperiled. The vessel is drifting with the wind, tide and/or current, and the immediate objective is to stop the vessel.

a. Quickly perform steps a., c. and e. as in Item 1.

b. If the rode and chain are clear and will not foul on any deck hardware, then release your hold on the rode and allow the anchor to pay out quickly.

c. When the anchor reaches the bottom, quickly lay rode into the bow chock.

d. Pay out as much additional rode as the situation permits and belay the rode on a bitt.

e. Check for vibrations and hope the anchor takes hold.

f. If it does not, repeat Steps b. through e. above once the anchor has been hauled back aboard and if time still permits.

3. Clearing the Anchorage

a. Main engines are idling with clutches disengaged.

b. If strain on the rode is light, then have deck crew unsecure it and transfer it to anchor capstan, otherwise have the pilot edge forward enough to cause some slack. Take two or three turns around the capstan head in a clockwise direction.

c. Depress power foot switch to engage capstan and tail anchor line in as vessel pulls forward to anchor.

d. When the line has become vertical, indicating that the bow is directly over the anchor, the pilot engages the engines and holds the vessel on station. The deck crew continues hauling in the line.

e. When the anchor has been safely brought aboard and secured, then the pilot is free to proceed on course.

f. The deck crew should then properly disassemble the ground tackle, clean all components, coil the rode and secure all equipment in their correct stowages.

4. Safety

* Never place your feet in a position where the anchor rode could become wrapped around your ankles and haul you overboard.

* Always keep one hand available to yourself when working the foredeck, and wear a life preserver.

* If the vessel begins to override the anchor rode while the shafts are turning, stand clear of the line and the deck bitt it is attached to.

* Wear gloves to protect against severe rope burns. If the anchor gets away from your control, just let it go.

Page for Fig 2-16

Page for Fig 2-17

Page for Fig 2-18

Page for Fig 2-19

Page for Fig 2-34

PART 3

SHIP’S SYSTEMS:

Section I

GENERAL HULL MACHINERY:

A. Introduction - Purpose

The components discussed in this section are primarily hull mounted fittings as well as a few that are deckhouse mounted. The appropriate MARAD Section for classifying each is as follows:

Section Equipment MARAD

a. Skeg 2 b. Draft Marks 24 c. Window Wipers 5 d. Lifelines & Rails 5 e. Mooring & Towing Fittings 5 f. Fenders 5 g. Anodes 5 h. Mast 8 i. Rescue Davit/Winch 8 j. Anchor Capstan 81 k. Deck Lockers 5 l. Rudders 2 m. Steering Gear 81

The fittings and equipment discussed herein are located throughout the boat. Some stand alone without interfacing connections to any power system, while others require, at a minimum, a connection to the ship's electrical system. For further information regarding electrical interfacing of the window wipers, anchor capstan and steering gear, see the following sections in Part 3 of this manual (Section X - POWER & LIGHTING).

B. Operation - General & Specific

1. General operation of each component is discussed below:

a. Skeg

The Long Beach fireboats are equipped with a skeg on centerline from Fr. 7 to approximately Fr. 11-1/4. The skeg is a narrow box structure

added to the bottom of the hull, the base of which is an extension of the flat keel line in the forebody. It provides the stern support points for centerline keel blocks when the boat is drydocked. The skeg is fitted with stainless steel fill and drain plugs for rust preventative that is drained before the boat is launched and can be used to drain any water from the skeg at drydocking. b. Draft Marks

Draft marks are painted on both sides of the hull at the bow and stern. They are located such that the base of each number is at even feet above the projected line of the keel/skeg and each number is 6" high. Draft marks indicate the depth of the submerged hull and are used to set the height of the keel blocks for drydocking. c. Window Wipers

The pilot house is provided with 5 window wipers on the house front windows. One window wiper each for the centerline window and for the four windows directly adjacent to centerline. They are each a model KS 9120, manufactured by the Kearfott Marine Division of the Singer Co. The window wipers are installed with individual variable speed controls that are all mounted on the vertical front face of the pilot house control console. The power to the speed controls comes from the pilot house power and lighting circuit breaker panel. d. Lifelines & Rails

Fixed hand rails are placed at the bow, port and starboard, midships on the bridge wing platforms, port and starboard; and at the stern, port, starboard and across the transom. The transom rail steps forward at the centerline then doubles back to run down the inclined ladder to become a single course rail across the transom step. In addition, there are storm rails fixed to the deckhouse sides. e. Mooring and Towing Fittings

Mooring and towing fittings consist of four, 4" pipe bitts located 2 forward (P/S) and 2 aft (P/S); three cast steel open chocks, one on centerline forward and 2 aft (P/S); 2 cast steel closed chocks located at the transom (P/S) and 6 cast steel cleats mounted at the deck edge (P/S), quarter point forward, midships and quarter point aft. See Fig. 3-2.

For mooring and towing procedure, see previous discussion: Part 2, Section II, Subsection G - Fireboat Docking and Towing Systems. f. Fenders

Rubber fenders are located at the bow and stern and sides of the boat. The fenders are 6"x5" "D" Section with a 3"x3" hollow core, manufactured by the Goodyear Co., and are bolted to the guard strake around the stem in 2 parallel courses and across the after face of the transom step at the water line. The fenders are to cushion any contact made with a dock, float, ship, etc. An example would be a situation in which it is necessary to drop or pick up a person from a pier or the side of a ship. The fireboat pilot would gently lay the bow against the pier or ship side and hold against while being in contact solely with the rubber fender. This allows persons to board or exit the boat through the split forward rail with a minimum of danger to themselves or the boat. g. Anodes

Anodes are the sacrificial component of a cathodic protection system. Cathodic protection refers to the method by which the hull and underwater appendages of a ship are protected from corrosion due to electrolysis i.e.,: decomposition of metal due to having dissimilar metals in contact with one another in a salt water environment. Salt water provides the path for electrons from one metal to transfer to another, thereby wearing away, or corroding, the softer of the two metals. Anodes, made of zinc, are bolted to the hull via stainless steel bolts and straps in areas of high potential corrosion to be eaten away, or sacrificed, by electrolysis. This allows the working metal parts of the hull, shafts, struts, propellers, rudders and sea chests to remain free of corrosion.

Each Long Beach fireboat has 18 anodes attached to the hull, each weighing 26 pounds. They are located as detailed on Moss Point Marine Dwg. S-41, Rev. B.

The anodes must be visually inspected at each drydocking. The only way to be certain of the amount of zinc that has been lost to electrolysis is to remove the anodes from the boat and weigh each one. If 1/3 or more of the original weight of any anode is gone, the anode should be discarded and replaced with a new one. Do not remove and weigh 3 or 4 anodes and consider that to be a fair representative weight for all anodes. Anodes corrode at different rates in different locations on the boat. Remove and weigh them all.

h. Mast

The mast is located on top of the pilot house with support legs (P/S) that extend aft to the deckhouse top. On its aft side is a gaff with flag halyard and associated rigging for flying with national ensign. On its forward side is a large platform to support the radar scanner and a small platform to support the masthead light. At the top is a small platform for the anchor light. On either side are welded aluminum ladder rungs for access to the lights and radar unit.

The lights should be visually inspected each time they are activated and the electrical connection to the lights and radar should be inspected at every regular ship's maintenance period. Care should be used when working on or around the mast as the pilot house top has no hand rail and is fitted with many tripping hazards, i.e., side lights, searchlights, skylights and the house top fire monitor. See Fig. 3-3. i. Rescue Davit/Winch

The rescue davit is located on the main deck in the aft port corner just ahead of the transom. It sits in a pipe socket and turns 360 degrees in nylon bearings. The davit is fitted at the top with a 3/4" thick end plate from which hangs a shackle and block. The davit is fitted with a 1/2 ton capacity. The davit can be used to lift from the water, the transom step or the deck.

For maintenance of the hand winch, see the Fireboat Maintenance Program.

j. Anchor Capstan

The anchor capstan for the Long Beach Fireboat is a McElroy Model MC12-5E. It is foundationed on the foredeck, centerline, approximately 11 feet aft of the stem. The capstan is a cylindrical barrel mounted vertically and used for heavy lifting, particularly raising the anchor or pulling the mooring lines tight. It is direct driven by a 5 HP electric motor and a double reduction, oil bathed reducer. It is installed for a 2000 pound pull at 63 feet per minute (f.p.m.).

For maintenance of the capstan, see the Fireboat Maintenance Program.

k. Deck Lockers

Two aluminum deck lockers are mounted on elevated pad-eyes just forward of the deck house (P/S) on the main deck. They have hinged tops, vents drains and raised gratings in the bottom. They are removable for cleaning and painting.

The port side locker contains the anchor rode mooring lines, heaving lines and miscellaneous ropes for the vessel. The starboard side locker contains twenty adult size life jackets, Cal-Jun Model #601. l. Rudders

The Long Beach fireboats are fitted with twin rudders, each situated directly behind and slightly outboard of the twin propellers. They are placed outboard to allow the removal of the propellers and shafts without removing the rudders themselves.

The rudders are capable of turning through an arc of 70 degrees, 35 degrees to port and 35 degrees to starboard. There is a structural stop at the outboard end of the arc and the hydraulic cylinders are capable of centerline to 30 degrees past centerline ont he opposite side in 10 seconds. The final 5 degrees of arc is accomplished at a much slower speed so that the tiller will not hit the structural stop at a speed such that it will break the steering gear or foundation. m. Steering Gear

The steering system on the Long Beach fireboats is a full follow-up type system, Model NB2-800-35-CB2, as manufactured by Wagner Engineering, Ltd. This system is an integrated arrangement of electro- hydraulic-mechanical circuitry and components. With the exception of 460 volt, 3-phase power supplied to the steering gear motor starters, the system has no other direct interfaces with any other shipboard systems and is independent of them. Electrical controls measure the difference between, and the direction of, the angle between the rudders and the helm lever. The circuitry then automatically responds to move the rudders so that the difference is eliminated. The rudders are held in the position that is called for by the helm until a new position is established by the helm, or unless hydrostatic forces overcome the rudder position and cause minor drifting of the rudders. The controls then respond to reposition the rudders for the new helm position or reestablish the previous one.

The principle of this control is based upon a "balanced-bridge" resistance circuit, wherein rotating the tiller lever in the pilot house,

causes a potentiometer to move that unbalances the electrical voltage in the system. The circuit responds to this unbalancing by starting electric motors which pump hydraulic fluid through a pair of steering cylinders attached to tillers on each rudder stock. These cylinders push/pull on the rudder tillers causing the rudders to rotate and change direction. A second potentiometer attached to one of the rudder stocks is caused to move sending a "follow-up" signal back along the circuit. As the system voltage returns to a balanced condition, the pump motors shut down and the hydraulic fluid ceases to move the steering cylinders. The system voltage is rebalanced when the helm and rudder angles become the same. The entire process occurs smoothly and without hesitation so that the response of the helm "feels" positive and direct.

The steering system develops approximately 5,240 ft/lbs., of continuous working torque and when necessary, approximately 6,500 ft/lbs., of maximum torque. A dual pump hydraulic system operates at 1000 psi with double relief valves set to release at 1250 psi. The total steering angle that the rudders will turn through is 70 degrees, or 35 degrees to port and starboard. Hard over travel time from rudder stop to stop is currently set around 14-16 seconds with one pump on line, and approximately 10 seconds with both pumps, but this can be adjusted as the Long Beach pilots become more comfortable with the system.

Steering control is taken from one of three steering stations. See Fig. 3-4. There is a station both port and starboard at the pilot house console, and one at the aft control console on the main deck. Each station provides an electric steering lever controller, a rudder angle indicator, a station selector switch and a thruster control panel. See Fig. 3-5. For thruster operation see Section XI, part 3. Control at any of the three stations is made by pushing or flipping the switch at that station. The main steering gear control panel for activating or monitoring the system is located in the pilot house near the starboard steering station.

Electrical control components are located in two areas of the boat. The minitiller, minirate amplifier and isolation relay box are in the HVAC space below the pilot house and are attached on the forward house bulkhead. The remaining components are installed in the lazarette and include both electric motor starters and power supplies, and the oil level control and alarm box. A rudder follow-up unit is foundationed at the starboard rudder stock and is attached by mechanical linkage to the stock.

All hydraulic components are located in the lazarette. These include the hydraulic pumpset with dual pumps and electric motors, solenoid valve manifolds and filters, all common-mounted on an angle iron base with a 15 gallon hydraulic oil storage tank; all supply and return piping, relief valves, and finally the steering cylinders. One cylinder is foundationed at each of the rudderstocks and then attached directly to the rudder tiller,see Fig.3-6.

The mechanical components include a rudder tiller head that is attached to each stock, hard over stops located outboard of each tiller and a "jockey bar" that links both tiller heads, and hence the rudders, to each other.

With the exception of the mechanical linkages which are yard- fabricated, all other components have been provided by Wagner as part of their system.

2. Specific Operation

a. Steering

Since the steering system is an integrated collection of electro- hydraulic-mechanical components, we will first explain each component's function before developing an explanation for the general operation of the entire system.

i. Electrical Subsystem

The electrical components are as follows:

Motor Starter #1 and #2 Power Supply #1 and #2 Minitiller Amplifier Minirate Amplifier Isolation Relay Box Rudder Follow-up Lever Controllers Jog Lever Controller Station Selector Switches Rudder Angle Indicator Gauges Pilot house Main Control Panel

Motor Starter #1 & #2: The motor starters process the incoming ship's power as delivered from the main switchboard and send it to

the power supply units and electric motors on the hydraulic pumpset. Each starter supplies power to one power supply unit and to one electric motor, and the circuits are not interconnected. 460V AC, 3- phase, 60 Hz power is sent to the pump motor, but 120V AC, single phase, 60 Hz power is delivered to the power supply unit. The starter contains a step-down transformer for this process. Both starters are bulkhead mounted in the lazarette at Fr. 14 directly over the hydraulic pumpset.

Both motor starters are low voltage release (LVR). This is an operational safety mechanism for the boat. Should the vessel experience a momentary loss of electrical power, the current to the starters will be lost resulting in a loss of steering. With LVR starters, the circuit breakers will not be caused to trip, and when power is restored, then the steering system is immediately energized without having to reset the circuit breakers.

The following controls are located on the front face of each starter control box:

- Disconnect Lockout Switch with RESET - Green Push button and Light for ON - Red Push button and Light for OFF - Yellow Indicator Light for Motor OVERLOAD - Red Push button for ACKNOWLEDGE - Gray Push button for RESET

Power Supply #1 & #2: These units supply +24V DC power to operate the steering gear electronic circuitry. Both units, Wagner Model PS-10, are located in the lazarette and are foundationed onto Bulkhead 14 to starboard of the motor starters. Incoming 120V AC, single phase power to each unit is supplied from the dedicated motor starter. The power supply circuits are not cross-connected to each other.

Minitiller Amplifier: The minitiller "full follow-up" amplifier is the "brain" of the entire electronic control circuit for the steering gear. This unit receives signals from a lever helm controller and the rudder follow-up unit and compares them. It measures any difference between the two signals, amplifies the difference, and then sends amplified signals to the proper dual solenoid-actuated hydraulic control valves on the pumpset. When power to the pumpset has been on a sufficient length of time so that the rudders have been moved to the correct location, then the output signals from the lever controller and the follow-up unit will be equal and the amplifier then de-energizes the pumpset. This process occurs for every given

instance when differences between the two signals are detected by the amplifier.

This assembly is compactly housed in a waterproof case that is mounted in the HVAC space on the forward house bulkhead. Energy to power the unit is sent from the power supply boxes (either one) at +24V DC. Aside from sensitivity and response-rate adjustments made by the Wagner representative at initial start-up, no further adjustments need be performed by the crew. If required, this work should be done by qualified factory personnel. Three fuses are located within the assembly to protect the circuitry. Should the steering gear electronics fail, then these fuses may require replacement. Refer to the Owner's Manual for causes and remedies of these problems.

Minirate Amplifier: This component controls the sensitivity of the entire response-rate circuit. When rudder changes greater than 5 degrees are commanded, the minitiller amplifier directs a signal to the minirate amp that, in turn, energizes the two dual rate solenoid valves at the hydraulic manifolds. When these valves are opened, then hydraulic oil flow is permitted through the pumpset on through to the steering cylinders, bypassing the slower rated flow control valves and 4-way directional solenoid valves. The rate amp controls the quantity of flow through the dual rate valves by adjusting how far the valves may open, and this flow rate can be set between zero and full output. See further in the text for a discussion of the dual rate solenoid valves.

Since this unit receives power from the minitiller amplifier, it has been located nearby that unit in the HVAC space, on the same bulkhead. Encased in a waterproof housing, it requires no adjustment after installation unless otherwise desired by the pilot and crew.

Isolation Relay Box: The isolation relay box interfaces between the minitiller amplifier and the pumpset solenoid actuators. It protects the relay contacts in the minitiller amplifier from becoming burned over time causing arcing across the contacts; thereby rendering the amplifier useless. The minitiller amp can be used alone without the relay box, but when the solenoids operate in parallel during periods of fast rudder rates, then higher voltage occur across the contacts. The life expectancy of the amp would be approximately 4 months without the isolation relay box in the circuit.

This unit, as with the minitiller and minirate amplifiers is located in the HVAC space.

Rudder Follow-up: The rudder follow-up unit, Wagner Model 302, transmits electrical information regarding the location of the rudders to the minitiller amplifier. It "follows up" the rudder movements. The unit operates in the same manner as the lever controller, i.e., a potentiometer driven through linkage and gears is caused to move during rudder movement. This produces a voltage that is sent back to the minitiller amp to be compared with the signal from the lever controller. Again, when the signals from the follow-up and lever controller are different, the minitiller continues to operate the hydraulic pumpset. When these signals are balanced, then the pumpset shuts down.

The follow-up unit contains a second potentiometer; the purpose of which is to control the rudder angle indicator gauges. The gauge needles deflect directly according to the amount of voltage unbalance caused in the circuit by the potentiometer.

One set of limit switches has been included in the follow-up housing. These switches de-energize the solenoid valves on the pumpset when the rudders reach their maximum travel. This shuts down the pumpset and stops any further rudder movement.

The follow-up assembly is enclosed in a water-proof housing and the unit is mounted near the starboard rudder stock foundation in the lazarette. It is mechanically linked to the stock by a system of link rods, swivel ends and clevis pins. Power to the unit is supplied to it by the minitiller amplifier at +24V DC.

Lever Controllers: The purpose of the lever controller is to transform the pilot's manual steering commands into electrical signals which energize the steering gear control circuitry. This device replaces the traditional "wheel" steering, but it is still referred to a the "helm." Rotating the lever (tiller) moves a potentiometer located in the base of the unit. This unbalances the system voltage causing the electronic circuitry to respond to control the steering such that the angle of rudder rotation matches the lever angle. Two lever controllers, Wagner Model TS-2, are located in the pilot house, one each at the port and starboard steering stations. These units are wired directly through the two attendant station selector switches which permit transfer of steering control.

Jog Lever Controller: Steering capability is provided at the vessel's aft control console with a Wagner jog lever controller. This controller provides non-follow-up steering control unlike the two follow-up controllers in the pilot house. Moving the spring-centered lever to port or starboard energizes the hydraulic pumpset. This causes the

rudders to be moved to the position corresponding to the angle held by the lever. If the jog lever is released, it springs back to the center position, but the rudders remain at the angle that was formerly held by the job lever handle. The rudders will not move from this position until the pilot imparts additional off-center rotation to the jog lever. In this sense, the pilot "jogs" the vessel on it's course because the rudders do not "follow-up" the movement of the steering control.

The controller is waterproof and permanently mounted in the console. +24V DC power is supplied to it by the minitiller amplifier acting through a 2 position selector switch in the pilot house console. Steering control at the aft console is obtained by moving this switch to the "Aft Station" position from the "Forward Station" position.

Station Selector Switches: Three selector switches provide for transfer of steering control between the pilot house port and starboard stations, and the aft control station. Control at more than one station at a time is not possible. The two switches for pilot house steering are the same type, push button on-off, while the one for aft steering is a two position rotary switch, "Aft Station" or "Forward Station." To take control at either pilot house station, push the selector switch "ON." The red "OFF" light will extinguish on the switch and the green "ON" light will illuminate indicating that control has been transferred to that station. To take control at the aft station, rotate the transfer knob from "Forward Station" to "Aft Station" and then proceed to the controller at the aft console. This switch is not illuminated.

Rudder Angle Indicator Gauges: The purpose of these gauges is to indicate the angle of the rudders during operation. Three Wagner Model 150 units are installed on the vessel, one at each steering station in the pilot house and one at the aft control station. +24V DC power is supplied to a master gauge from the ship's 24V DC distribution system to energize the circuitry while the remaining two gauges are wired in series from the master. The master gauge contains the electric circuits that process the signals sent by a potentiometer in the rudder follow-up unit at the starboard rudder stock. As the stock rotates, linkage attached to it causes the potentiometer in the follow-up unit to rotate unbalancing the voltage in the circuit to the indicators. The gauge needles are calibrated to indicate the degree of rudder rotation to port or starboard corresponding to the voltage change induced by the potentiometer.

Each gauge dial reads in increments of 5 degrees up to 40 degrees port or starboard. As a visual aid to the pilot, the gauge face is highlighted in red or green colors to indicate right or left rudder. All

gauges are illuminated for night operation, but we suggest that the lamps be removed and painted red to ease the glare at night.

Pilot house Main Control Panel: The steering gear control panel is mounted in the front face of the pilot house console just below and left of the starboard steering lever. See Fig. 3-4. The following functions are provided:

- Yellow LOW OIL indicator light.

- Yellow motor OVERLOAD indicator light, No. 1 & 2 steering gear.

- Red push button ACKNOWLEDGE, No. 1 & 2 steering gear.

- Green push button and light RUN, No. 1 & 2 steering gear.

- Red push button and light STOP, No. 1 & 2 steering gear.

- Audible SONALRT alarm, No. 1 & 2 steering gear.

The yellow LOW OIL light will illuminate whenever the fluid level drops too low in the hydraulic storage tank in the lazarette. Refill immediately if visual inspection of the tank's sight-glass verifies the alarm. If the level is sufficient, then suspect an electrical malfunction and troubleshoot the circuit. The yellow motor OVERLOAD light will illuminate for whichever pump motor, No. 1 or 2, that is experiencing malfunction. Usually this will be caused by a blockage of the hydraulic filters, the relief valves, or the associated piping, and the motor is overheating due to being overloaded. Shut the motor off and if existing conditions permit, then clear the filters, relief valves or piping. If the situation remains, then troubleshoot the electrical circuit. The red ACKNOWLEDGE push button silences the audible SONALERT alarm for low oil level. Again, this alarm will sound when the oil level is dangerously low. The ACKNOWLEDGE button does not shut the low oil level indicator light off. Finally, the green RUN and red STOP push buttons either steering gears on or off respectively. Indicator lights provide visual confirmation that the circuits are either energized or that they are not. The pilot may choose to have either steering gear on, or both. With both pumps on the rudder, travel rate is faster for maneuvering.

ii. Hydraulic Subsystem

The hydraulic components are as follows:

• Pumpset w/solenoid valve manifolds • Hydraulic Piping w/relief valves • Steering Cylinders

Pumpset:

The hydraulic pumpset is a stand-alone assembly where all components are common-mounted on an angle iron frame that is welded to the hull. The complete package is supplied by Wagner. The purpose of this unit is to produce and supply hydraulic energy to the steering cylinders which are used to manipulate the rudder tillers. The following components are contained on the assembly:

- Twin Electric Motors & Hydraulic Pumps - 15 gallon Hydraulic Oil Storage Tank - Dual Uniblock Hydraulic Valve Manifolds - Low Oil Level Sensor & Alarm - Return Line Oil Filters

Electric Motors: The motors are Baldor Series 30 wound-rotor induction motors. Operating power is delivered from the ship's main service switchboard at 460V AC, 3-phase, 60 Hz, and the motors each develop 1-1/2 horsepower at 1750 rpm. The units are totally enclosed, fan-cooled and drip-proof, and the rotor turns on ball bearings.

Hydraulic Pumps: Barnes, positive displacement hydraulic pumps are attached to the motor end shafts. Each pump can deliver 15.0 gpm of hydraulic oil directly to the hydraulic valve manifolds located on the top of the pumpset. The pumps take suction directly from the storage tank and send it to the uniblocks without filtration. Filtration is accomplished in the uniblock and once again in the return line just before the fluid re-enters the tank.

Storage Tank: The storage tank holds 15 U.S. gallons of hydraulic oil. It has 1/2" drain plug connections on either end of the tank at the bottom, and a sight glass level indicator for determining fluid levels. Inside the tank is a baffle plate that reduces sloshing of the fluid during rough motion of the vessel. At the top of the tank is a removable, gasketed, bolted plate to which the low oil level float assembly is attached. The tank vent/filler cap is located on this

plate, as well as the electric junction box for the low oil level switch assembly.

Dual Uniblock Hydraulic Valve Manifold: The uniblock hydraulic valve manifold incorporates all the necessary pieces required to integrate the electric controls to the hydraulic action. Since the system utilizes dual pumps, there are dual manifolds,and one manifold is serviced by one pump. Each manifold contains the following items. Discussions follow that explain their individual functions.

- Electric junction box - Inlet filter/dual outlet filters - Adjustable flow control valve - Solenoid operated 4-way directional control valve - Dual rate solenoid valve - Dual shutoff valves

Input voltage to both manifolds comes from the minitiller amplifier at +24V DC. The voltage powers the solenoid operated 4-way directional control valve, and is connected at the junction box. The fluid enters the uniblock and is filtered by the inlet filter in the block's housing. Additional filtering occurs at dual outlet filters as the fluid exists the block on its way to the steering cylinders, and then again as it returns from the cylinders. Should the system pressure exceed 1450 psi (factory set position), the relief valve will blow.

Oil flow rate through the uniblock manifold is controlled by an adjustable low control valve that allows adjustment from zero output flow at the OFF position to maximum flow at the FULL FLOW position. The adjustment is performed through 90 degrees of rotation of the lever arm on the valve control knob located on top of the uniblock. This flow rate was set initially by the factory representative at the time of installation and start-up, and then secured in this position using the set screw on the top of the knob. Once set, the flow control rates should not require further adjustment for some time, but the set screws should be checked for tightness periodically during maintenance inspections of the pumpset.

Flow direction in the hydraulic piping is controlled at the uniblock by a Rexroth solenoid operated 4-way directional control valve. See Fig. 3-7. To simplify the discussion for the present, we will first discuss the operation of the system for only one pump in the circuit.

The control valve has 4 possible flow paths and the usual industry practice is to refer to this as a reversing 4-way valve. The valve has two finite positions of travel when activated with two flow paths available in each of the two extreme positions. Therefore, four flow ports are required. On this system the ports can be designated as follows:

- Pump Port (supply) - Tank Port (return) - Steering Cylinder Port (supply & return)

When an electrical signal is delivered to the solenoid, it actuates the valve spool displacing it to one of the extreme positions. Depending on the position, one steering cylinder port is receiving fluid from the pump port while the other cylinder port is sending fluid back to storage by way of the tank port. Should the signal be "reversed" then the flow path reverses relative to the cylinder ports. See Fig. 3-7.

The Long Beach system is a dual pump configuration. Two pumps and two directional valves. Both valves receive the same directional signal a the solenoids, and the same ports are open in the two valves. In order to have one steering cylinder "pushing" and the other "pulling" at the same time so that the rudders rotate in the same direction, it is necessary to reverse the supply/return connections on the cylinders relative to each cylinder. This results from placing the cylinders inboard of the rudders and tillers, thereby forcing the cylinders to be moving opposite to each other during rudder changes of direction. See Fig 3-8.

Finally, the piping between the pumps and the steering cylinders has been interconnected in such a way that the supply from one pump is connected to the supply from the other pump. This applies to the return lines as well. This is done for the following reasons: First, the Long Beach system has been designed so that a single pump provides the power for slow speed maneuvers requiring less than 5 degrees of rudder change. In this mode only one pump actuates both steering cylinders. Second, when faster maneuvering speeds are required, such as rudder changes greater than 5 degrees of travel, the second pump automatically energizes and both pumps supply fluid to the cylinders thereby increasing the speed of change. Third, either pump may be designated to be the slow speed pump. Should either pump fail, the other one may be used to bring the vessel home.

As previously mentioned in the minirate amplifier discussion, the uniblock valve manifolds each contain a dual rate solenoid valve in addition to the solenoid operated 4-way directional control valves. The purpose of these rate valves is to provide a mechanism by which the full pumping capacity of the system can be released so that the greatest response-rate time is achieved. In a sense, it provides a "supercharge" to the hydraulic system. By valve design, two fluid flow rates are permitted. At the slow rate, hydraulic fluid flow through the uniblock is metered by the adjustable flow control valve which is preset. This slow rate occurs for small changes in helm direction. When large changes of helm direction are commanded, the electrical signal sent to the minitiller is amplified by the minirate amplifier and then sent to the dual rate valve. With this valve now open, larger quantities of fluid are permitted to move through the uniblock, and flow across the control valve is bypassed. The pumps respond by delivering more fluid. This increase in flow results in greater pressures acting on the steering cylinder pistons and the rudders move more quickly. As smaller helm changes become requested, the dual rate valves are de-energized, fluid flow bypasses this valve and once again begins to flow through the control valve at the slower rate. This entire loop of change is not significantly noticeable to the pilot, and no special actions other than the pilot's natural steering reactions are necessary to invoke the change.

Two shutoff valves are located within the block housing should it be necessary to eliminate fluid flow into, or out of, the block. The valve shutoff knobs are located on the top of the block close to the solenoid end of the manifold. Adjustment is by a standard wrench.

Low Oil Level Sensor & Alarm: A low oil level float switch is installed in the storage tank to protect the steering system from failure resulting from oil losses. The switch is connected to 120V AC, single-phase power at a master oil level alarm panel junction box that is located on bulkhead 14 in the lazarette. When the oil level drops below a factory set position in the tank, the circuit breaks activating an audio alarm and yellow indicating light located in the pilot house main steering control panel. Depressing the ACKNOWLEDGE push button will shut off the audio alarm, but someone should be sent into the lazarette immediately to check the sight glass level on the tank. If the level is low, refill as soon as existing conditions permit. Momentary alarms may occur in rough weather due to sloshing if the tank level is approaching the alarm point.

Return Line Filters: Sperry, Model OFRS-25P-PA10, single element hydraulic oil filters are located in the main return lines from each uniblock manifold to the storage tank. When the pressure gauge attached to the filter reads 15 psi or below on either gauge, replace both filters with new, and remove all uniblock inlet/outlet filters for cleaning.

Hydraulic Piping:

The piping system onboard these vessels is 3/4" nominal steel pipe classed 3000 for hydraulic service. With the exception of the flexible connections at the pumpset and steering cylinders, it has socket weld end connections on all fittings. This system merely permits transfer of the fluid between the steering cylinders and the pumpset, and all piping is located in the ship's lazarette. 1/2"x24" long flexible hoses are attached at the steering cylinder ends and 3/4"x12" long sections are attached at the pumpset ends. 1/2" ball valves are placed at each hose connection to the cylinder so that fluid flow can be shut off at either end of the cylinder during repairs or emergencies. 3/4" ball valves permit the same capability at the pumpset end, and the "DARBS" valve.

A Double Acting Relief Bypass Shutoff (DARBS) valve is connected across the hydraulic piping lines to each cylinder. This valve protects both cylinders from extreme shock loading on the rudders, and provides protection from both port and starboard movements of the rudder. As installed, this valve is foundationed to the aft transom stair bulkhead inside the lazarette.

This valve can function in one of three modes depending on the selection made at the valve. In the NORMAL position the relief valves are engaged and the cylinders are protected as described above. In the SHUTOFF mode the relief valves are isolated and provide no protection to the cylinders, but the steering system can still be operated as usual. Finally, in the BYPASS position the rudders can be operated mechanically in emergencies because the fluid is only allowed to pass from one side of the cylinder to the other. Selection of any one of the three modes is made by inserting a screw driver into slot on a selector mode knob on the front face of the valve block.

The relief valve is factory preset to a setting which is 25% higher than the usual operating pressure of the system. On the Long Beach fireboats this setting is 1250 psi since the system pressure is 1000 psi.

It will be common for this valve to become contaminated over time with dirt and foreign matter. When this occurs it will result in a loss of steering. If this happens while the vessel is underway then it will be necessary for a crew member to enter the lazarette and move the selector mode to the SHUTOFF position. This will isolate the relief valves while permitting normal steering maneuvers. Upon return to dockside the valve should be disassembled and cleaned free from dirt and contamination.

Steering Cylinders

The steering cylinders convert hydraulic fluid energy to mechanical energy. These cylinders are Wagner, Model N80-190 and one each is located at both rudder tillers. Each cylinder displaces approximately 49 cu.in. of fluid with a stroke length of approximately 7-1/2" total. As the piston bottoms in the cylinder, the rudder travel ceases at 35 degrees hard over on both sides of midships position. Rudder stops have been placed to hit the tiller arms just before the piston bottoms out to reduce abuse to the cylinders.

Each cylinder assembly bolts to the ship's structure with four 5/8" hex bolts and nuts at the trunnion end of the cylinder, and to the rudder tiller by means of a tie-rod type fitting at the end of the piston rod. This rod end fitting slides into the yoke at the rudder tiller and is pinned in place with a 1-3/4" diameter knuckle pin.

Two bleeder fittings are screwed into the ends of the cylinder barrel and these are used to vent any trapped air that may enter during initial system start-up or regular maintenance tasks. Whenever the system has been opened for maintenance, it will be necessary to bleed the lines and cylinders to remove the air. This process is accomplished in much the same way as bleeding the hydraulic brakes on a car, and complete factory-recommended procedures are provided in the Owner's Manual.

iii. Mechanical Subsystem

The mechanical components are as follows:

• Rudder Tillers • Rudder Stops • Jockey Bar

Rudder Tillers

One tiller assembly is attached on each rudder stock. The purpose of the assembly is to provide a sturdy lever arm by which the rudder can be rotated. Each tiller is fabricated with a split, flanged circular hub that slides onto the end of the stock, and two 1/2" steel horizontal plates extending 12" out from the hub into which the steering cylinder rod end and jocky bar mounting ear are pinned. A slot has been machined on the inside surface of the hub for a 7/8" square key. The entire tiller assembly is slid down over the stock which has also been machined for the key, and when the unit is in the proper vertical position on the stock, the hub is tightly secured to the stock with 3/4" bolts and nuts. Two holes have been bored into the flat plates through which the knuckle pins for the steering cylinder and jocky bar are dropped through. Each knuckle pin is retained in position by a flat keeper plate that slides into a slot that has been machined into the pin, and then the keepers are fastened to the tiller plate with machine screws.

Rudder Stops

One stop is located outboard of each tiller assembly at the "limited" position of rudder travel. The stops are placed at this location to prevent any further rotation of the rudders should failure of the steering gear result, either due to a break in the system integrity, or from extreme external loading on the rudder surfaces. Each stop assembly is fabricated from 1/3" steel plate and welded to the rudder stock foundation structure. Should rudder control be lost while the boat has way on, the force of the impact caused by the tiller swinging over against the stop will be absorbed by the stop and it's surrounding structure.

Jocky Bar

The jocky bar is a length of 4" standard wall steel pipe that has two flat mounting ears welded onto the ends. The purpose of the bar is to coordinate and link the two rudder tillers to each other. It is necessary to link the tillers together because the steering cylinders exert slightly different forces on the tillers during rudder travel. The difference in force results from the inherent design of any hydraulic piston and rod wherein the surface area of the cylinder upon which the fluid acts is different depending on whether the piston is being forced in or out. In the Long Beach system the relative piston movement between the cylinders is opposite to each other, i.e., the starboard piston is retracting when the port piston is extending and vice-a-versa. Also, should a failure occur in the piping system

supply or return to one of the steering cylinders, the remaining circuit will still provide some emergency capability to move the rudders. In an extreme situation, the jockey bar could be disconnected from the tillers and the steering energy supplied to only one of the rudders which would then be acting independent of the other rudder.

3. Primary Operator a. Windshield Wipers

The primary operator of the wipers will be the pilot or the Fire Captain, depending on the existing conditions.

To use the window wipers, the power must first be turned on at the power and lighting panel (usually done when the panel is activated for the normal service of the pilot house), then the speed control knobs are twisted to start, speed up or down, and stop the individual window wipers. If the wiper is not operating, be sure to check that the control knob is turned all the way to the "low" position. Experience has shown that as the window dries, the wiper blade will slow down and eventually stick to the glass due to friction on the dry surface. If the speed control knob is left in an operating position (as opposed to hard over to the "low" position), the result can be a burned out motor for the window wiper. b. Anchor Capstan

The capstan will normally be operated by the firefighter/deckhand, or the boat engineer, during anchoring operations.

To operate the capstan, the first step is to turn on the capstan motor controller which is located on the port side of the forward face of the crew day room bulkhead at Fr. 4. Access is via the day room and through a door in Bhd. 4 leading into Void #2. The motor controller is supplied power from a circuit breaker on the main switchboard in the engine room This circuit breaker is normally left in the "ON" position. Switching the motor controller to the "ON" position provides power to the "ON/OFF" switch for the capstan located in a weather tight box mounted on a short stanchion on the main deck just forward of and on the port side of the 6" remote controlled fore deck fire monitor. Setting this switch to the "ON" position starts the barrel of the capstan rotating. To stop the rotation, the switch must be set to the "OFF" position.

c. Steering

The vessel's pilot is the primary operator of the steering system. Pilot duties include starting the steering gear at the pilot house control console and then steering the vessel at any of the 3 steering stations. It will be the pilot's decision as to which steering gear circuit to activate, either No. 1 or No. 2 or both.

Three steering stations have been placed into the Long Beach boats to permit the pilots some flexibility for steering control depending upon the conditions or nature of the operations. The starboard station in the pilot house is intended to be the primary steering station during routine patrol, search and maneuvering operations. The port pilot house station is to be used during firefighting since it is positioned close to all of the firefighting controls. The aft station provides steering during rescue/ salvage operations and when maneuvering close to large ship fires where the tower monitor will be used and there is a need to keep the boat off the ship's side.

During normal patrol operations both steering pumps may not be required and having one pump on line will be sufficient. In periods of firefighting or rescue operations when vessel maneuvering and response times are critical, it will be necessary to have both pumps on line. It is not mandatory to operate both pumps all the time. We encourage the pilot to alternate the operating time of use between the two pumps as equally as possible, and to use simultaneous operation based upon situational need and the pilot's experience.

As a matter of caution, we also encourage that all platoon members be allowed to practice steering the vessel. Common sense urges us to permit the idea that should a pilot become incapacitated during duty, the any other crew member onboard must be sufficiently competent to step to the helm and remove the vessel from danger, or at the least, to pilot the boat back to a dock or the station. This practice should include familiarity with steering from any of the 3 stations since each station presents different requirements for operator response.

Before Starting (if time permits):

Check hydraulic oil level in the storage tank.

Visually inspect the piping and hydraulic components in the lazarette.

Starting from the Pilot house:

Depress the RUN push button on the steering gear control panel. Select No. 1, No. 2, or both gears.

Press the STOP push button for the specific gear if the low oil level light comes on, or if the audible alarm sounds, then investigate the problem.

If no alarms are initiated, then steering control if permitted at all stations.

Check the transfer switch for FWD/AFT station control and switch to the FORWARD STATION.

Check the green/red station selector switch at the station you are holding. If the indicator light is red, then depress the button and transfer control to your station. The light will then illuminate green, and you now have steering control at your station.

Check rudder response to your commands by slightly imparting a movement to the helm lever and verifying that the rudder angle indicator gauge moves the same as your command. If the proper movement does not occur, then shut the system down and take the appropriate trouble shooting steps to resolve the problem.

If the proper movement occurs, then proceed with vessel maneuvers.

Transferring Steering Control Between Pilot house Stations:

Proceed to the other station. Note that the selector switch indicator light is glowing red at the station you now wish to have control.

Depress the push button at that station selector switch. When the switch light glows green, then control has been transferred to that station.

Repeat this procedure at the other station to transfer control back to the original station.

Transferring Steering Control Between the Forward and Aft Stations:

Proceed to the starboard steering station in the pilot house. Locate the transfer switch near the steering lever. This is the only switch which permits control transfer between the two stations.

Rotate the switch from the FORWARD STATION position to the AFT STATION position.

Walk back to the aft control console and take control. Move the jog lever slightly at first to verify that control has been transferred. If control has not been obtained, then return to the pilot house and transfer control back to that station by rotating the switch back to FORWARD STATION. When the existing conditions permit, troubleshoot the transfer circuit to clear the problem.

Shutting the System Down:

Depress the red STOP push button on the pilot house control panel for the appropriate steering gears that have been operating.

C. Operations - Safety & Precautions

1. Precautions Peculiar to the System

a. Windshield Wipers

As with the electrically powered machinery onboard the vessel, care should be exercised when servicing the equipment during maintenance. Voltage to the wipers is 120 volt, 3-phase and when working on these units, disconnect the power to them at the pilot house power and lighting panel to avoid injury by electrocution.

As mentioned earlier that the wipers should be turned off when the windshields are dry. If the wipers are left running on a dry windshield then the motors can be expected to burn up over time.

b. Bulwarks

Always exercise care when moving about the deck during firefighting operations. If the weather is rough, be especially careful since it would only take one wave to throw you in the direction of the deck edge.

c. Rescue Davit & Winch

Do not overload the davit greater than the capacity for which it was designed. The half-ton capacity of the winch is not the capacity of the davit. The davit capacity is rated for 500 pounds. Exceeding this load may cause the davit to be damaged or the winch to be pulled from its

foundation. Keep the cable and winch mechanism in good repair and replace any cable which has separated or frayed.

d. Capstan

When retrieving the anchor, expect that heavy loads will be placed on the anchor rode and the capstan. Stand away from the direct line of the rode in case it should part and recoil to the capstan area.

Avoid catching loose clothing between the capstan drum and the rode as it is being reeled in.

When servicing the unit, lockout the power source at the main switchboard to avoid electrical shock. This unit is powered by 460 volt, 3-phase current and electrocution can result.

e. Steering Gear

If there is reason to be in the lazarette working on equipment other than steering gear and this system is operational, BEWARE of the possibility that the gear will be energized and the mechanical linkage will begin to move. Do not place yourself in a position where you could be trapped by any of the gear and crushed by the moving parts. The system operates at 1000 psi, and you will not be able to stop it when active.

The hydraulic piping components of this system are under extreme pressure when operating. Wear the proper clothing when you are in the area of this system. Safety glasses and coveralls will help protect your person.

Lockout the power sources to both steering gear units at the main switchboard when servicing any of the components in the system. This will prevent accidental activation by others who may not be aware that you are working on the unit in another space on the vessel. This system is also supplied with 460 volt, 3-phase power and danger from electrocution is extremely possible.

2. Hazardous Operating Temperatures

Minor burns to the skin can result from coming into contact with electric motors which have been operating under load for an extended period of time. When near the steering pump motors, anchor capstan motor and the windshield wiper motors, be cautious of potential burns.

If the steering gear has been heavily used, be alert to hot hydraulic fluid coming in contact with your skin, this may also cause a toxic burn.

3. Chemical Hazards Presented by the System

The anchor capstan and the steering system both utilize petroleum-based oil. These fluids can be toxic if ingested or splashed into the eyes. Wash the eyes with plenty of water if this occurs, or if skin contact has been prolonged, then with soap and water. Get immediate medical attention if any fluid has been ingested or splashed into the eyes.

4. Hazards Caused by Negligent Maintenance

All electrical equipment must be kept in proper working order to insure that hazards to personnel are minimized. Shoddy maintenance of this equipment increases the potential for shocks, burns, electrocution and fires, usually as a direct result from damaged insulation, moisture in the control panels and circuitry, and loose connections. Do not allow water to drip into any electrical components.

a. Steering Gear

The entire safety of the crew and vessel depend upon the proper functioning of this system. The vessel may be placed in extreme jeopardy if the system fails during a firefight, while towing another vessel, during fog, or operations on the open sea.

Always keep the hydraulic oil filters in clean condition as dirt in the filters will cause the relief valves to blow, disabling the steering.

Inspect the hydraulic oil level in the tank frequently to be certain that correct operation will not be sacrificed due to insufficient oil supply.

Grease the fittings on the jocky bar connections to the tiller heads so that the bar can always move easily. This will help to insure that the system's speed will be at its maximum.

5. Crew Safety During Operations

Do not perform any maintenance on electrical equipment with the circuits still energized. Disconnect or lockout the power sources when it is necessary to perform this work. When working in a space away from the main switchboard, it is always possible that someone else may start

equipment without notice or awareness that you are working on this unit; place a sign on the switchboard that alerts others to your presence in some other area.

Always keep in mind that water and electricity are a potentially lethal hazard. Use the proper non-conducting tools for the work that you must accomplish. Lay down non-conducting protective mats when working around high voltage sources where still water has accumulated or been dripping.

The forward void and the lazarette will be very noisy when the capstan or steering gear is operating. Wear ear plugs or muffs if it becomes necessary to enter these spaces while the equipment is operating.

D. Operations - Maintenance

1. Non-Scheduled Periodic Maintenance

Non-scheduled maintenance items are bundled into two categories: Replacing lamps and fuses in the electrical equipment and checking mechanical components to insure tight fastener connections. When fuses blow, be sure to try and isolate the source of the overland -- the next time this occurs could cause serious damage or injury to the equipment and crew members. When onboard the vessel, always remain alert to the potential that loose connections on any gear is present. Check the retaining pins on the lifeline rails to be suer that they are securely attached to their cable that retains them to the rail base. Keep an eye open for loose jamnuts on the turnbuckles. When these are loose the buckle can unwind itself from the cable and if someone leans or is thrown against the lifeline, it may break loose. Scale the mast occasionally to inspect the hold down bolts for the navigation lights, radar scanner and pennant sheave. Inspect the rescue davit and winch to be certain that the running cable rigging and sheaves are secure, that the grease fitting in the davit base is still there, and that the winch is still securely fastened down. The deck boxes on the foredeck are also bolted down. Check these for tightness. In the lazarette, inspect all mechanical fasteners that retain the steering cylinders and the jockey bar to the tiller heads. Remember that the vibration of the ship will cause any fastener to loosen unless some positive means has been provided to keep it in place.

2. Scheduled Periodic Maintenance

The following equipment has dedicated work tasks in the maintenance program. Daily printouts from this computer program will insure that the equipment will be kept in proper working order.

Skeg Window Wipers Anodes Rescue Davit & Winch Anchor Capstan Rudders Steering Gear

Step-by-step instructions are provided for many of the factory recommended tasks as well as references to the specific service documents and manuals that have been placed in the technical library.

3. Updating the Maintenance Schedule

The scheduled intervals for performing all maintenance work can be expected to change over time as vessel operating procedures become refined and the equipment ages. Environmental conditions will also affect the servicing times. The schedules should be revised to agree with the experience of the operators as they become familiar with the vessel. These schedules are not meant to be permanently fixed. Change them to suit the conditions as they develop.

E. Troubleshooting

1. Periodic Visual Inspection

The need to perform periodic visual inspection on all of the vessel's equipment cannot be overstressed. The proper functioning of the equipment insures the safety of the vessel and crew, and all crew members share this responsibility. Always be alert to loose equipment fasteners, fouled docklines, minor leaking over electrical components, subtle changes in the pitch and frequency of operating noise or vibrations, wear and rub patterns of two surfaces in contact, plugged drains or limber holes, and temperatures-to-the-touch. When on watch onboard, use all of the senses to help you detect sources of developing, or potential, equipment malfunctions. When minor corrections have been made, then enter them in the "Report" section of the Maintenance Program so that the history of these items are identified. This will help identify those problems

which keep occurring and more permanent methods of correction can be used to eliminate them for good.

2. Trouble Shooting Instructions

Factory recommended trouble shooting methods for the steering system are contained in the Wagner owner's manual. Most possible system problems and methods of correcting them have been included in this manual and we urge you to become familiar with the document before problems develop. Two problems deserve special comment: Contamination of the DARBS relief valve, and pumpset oil filter changeout.

Should the DARBS relief valve become highly contaminated, the result will be that steering control will be lost. This may occur underway and will certainly cause an amount of instant panic. Send someone into the lazarette immediately and move the MODE SELECTOR SPOOL from the NORMAL position to the SHUTOFF position. This will temporarily permit normal steering control, but the valve will require inspection and cleaning as soon as the vessel has secured from duty.

Contamination of the DARBS valve results from dirty or improper hydraulic fluid. To prevent this situation always keeps the pumpset filters clean. The scheduled cleaning intervals for these filters are provided in the preventive maintenance program as well as the Owner's Manual, but we wish to include additional insight that can be used during periodic visual inspections of the pumpset. Whenever the return line filter pressure gauge on either pump reads 15 psi or below, then the filter is becoming clogged and requires changing. Remove all filters, both inlet and outlet, from the pumpset and clean or replace them. If this routine is performed with regularity, it will help to assure that contamination of the DARBS valve is minimized.

Section II

FURNITURE & FURNISHINGS:

A. Introduction - Purpose

1. The subjects of this section are the first aid room, the storeroom and the crew's day room. The MARAD Sections covering these spaces are: First Aid Room - Section 19, Storeroom - Section 18, and Crew's Day Room - Section 19.

2. The common purpose of these rooms is that they are the support spaces within the hull and deckhouse that are used on the day-to-day basis to support the two primary spaces: The pilot house and engine room.

3. The equipment and furnishings for these spaces are unique to each and serve special functions. The major items are discussed below:

a. First Aid Room

The first aid room is located in the deckhouse on the main deck just aft of the pilot house. It is fitted with a sliding door to the weather deck port and starboard and his direct access to the crew's day room, pilot house and storeroom. On the forward bulkhead (Fr. 6, centerline) is the 10" supply pipe for the housetop fire monitor and an Elkay stainless steel sink with a wall-mounted storage cabinet above. On the aft bulkhead (Fr. 7-1/3) is an athwartship mounted swing-down platform/berth. It is kept folded up against the bulkhead unless needed for medical emergencies, such as performing CPR. Above the swing- down berth, and to starboard of centerline, an emergency light is bolted to Bhd. 7-1/3. This unit is manufactured by Dual-Lite, Model AS-80-BC, and automatically illuminates when the ship's power is lost. The space is fitted with an electric wall heater mounted in a recessed fitting against the port house side bulkhead. This heater is a Chromalox Model AWH-4208-1 rated at 6824 BTU/HR with a 5-1/4" diameter fan rated at 170 cfm. The heater has a built-in thermostat and automatic reset thermal overheat protection. The circuit breaker for the heater is mounted in the storeroom power and lighting circuit panel.

b. Storeroom

The storeroom is located at the aft end of the deckhouse on the main deck. This space contains the access trunk and ladder to the engine room on the port side aft, the engine exhaust uptake trunk, and the engine room supply fan on centerline forward. There are 2 doors from the storeroom to the weather deck. One is on the port side of the deckhouse between Fr. 8 and 9. The other is on the starboard side of the aft house bulkhead. Each door is 36" wide and has a 6" sill. There is a door leading from the storeroom to the first aid room on the port side of the forward bulkhead (Fr. 8) and another door leading to the engine room in the transverse bulkhead of the access trunk (Fr. 9-2/3). On the aft face of the uptake trunk (Fr. 9, centerline) are located, from port to starboard: 1) the general alarm bell; 2) the motor controller for the engine room supply fan; and 3) a telephone for communicating with other stations in the boat. On the forward storeroom bulkhead (Fr. 7- 1/3), starboard side, are the Halon and C02 cylinders, and associated

activation piping for the vessel's fire extinction system. From forward to aft on the starboard house side bulkhead are:

Four pneumatic pressure switches for engine room shut-down activated by the Halon fire extinguishing system. These four switches, when activated, shut down: Switch #1 - P&S main propulsion diesel engines; Switch #2 -P&S diesel gensets; Switch #3 - the centerline diesel pump engine; and, Switch #4 - the engine room supply air fan. See Part 3, Section IV of this manual for a thorough discussion of the Halon System.

Three-high storage shelves for fire fighting equipment set along the house side bulkhead. These shelves are approximately 18" deep (including the depth of the bulkhead stiffener) and are built of aluminum angle frames with expanded-metal shelving.

A "T" wrench hanging from a bolted angle foundation. This wrench is used to open the diesel oil tank fill pipes and sounding tubes for the aft voids.

Mounted on the overhead, just inside the door in the aft bulkhead is an 1100 watt radiant heater, Model KR-3113-BV, manufactured by Chromalox Industrial Heating Products Co. The circuit breaker for this heater is mounted in the storeroom power and lighting circuit panel.

On the aft deckhouse bulkhead, inboard of the door are two electrical boxes. The upper box is the tower monitor control circuitry box and below is a junction/relay box.

Near the forward starboard corner of the engine room access trunk are 2 "break glass" boxes. These boxes activate the Halon fire suppression system.

Directly adjacent to the engine room access trunk is the hose storage rack. This is a welded structural rack with expanded-metal sides and bottom that is used for stowage of 600' of 3" fire hose. The rack is open on the forward side.

On the port side house bulkhead, just aft of the weather door is the storeroom power and lighting circuit breaker panel. c. Crew's Day Room

The crew's day room is located in the hull, forward of the engine room and below the pilot house. Access is via an inclined ladder on the starboard side from the first aid room on the main deck. Adjacent to

the ladder is a hanging locker approximately 24" deep with a HVAC sensor/ control thermostat gauge mounted above the door. The balance of the aft bulkhead (Fr. 6) is taken up with the toilet space. The toilet is a Wilcox-Crittenden Seaclos "Electra-Head-Mate" with electric intake pump and centrifugal macerator and discharge pump. There is a bulkhead-mounted electric push button control switch. The toilet pumpout drains the MSD unit in the engine room. The lavatory is a model "Juneau" manufactured by the Kohler Co.

The settee/berth is against the port side bulkhead. It is built with the back hinged to the bulkhead and chains to hold it from the overhead to make an upper berth. There are drawers built into the base of the lower berth.

On the forward bulkhead is the door leading to Void #2 and the Mini- Kitchen unit. The King Mini-Kitchen, Model KR42E, combines a 2- burner electric range, a single stainless steel sink formed into a stainless steel counter top, and undercounter refrigerator and a storage cabinet. The unit is set against the forward bulkhead (Fr. 4) on the starboard side. The circuit breaker is in the power and lighting panel located on the starboard side bulkhead of the crew's day room. For maintenance of the King Mini-Kitchen, see the Fireboat Maintenance Program.

The starboard side bulkhead has an intercom speaker, a general alarm bell, a telephone handset for communicating with other stations in the ship, a light switch at the base of the ladder, and the day room power and lighting circuit breaker panel.

Section III

LIFE SAVING EQUIPMENT:

A. Introduction - Purpose

1. All lifesaving equipment is classified under MARAD Section 16.

2. The common purpose of all the equipment discussed in this section is life saving, either of crew or passengers of the fireboat, or of victims being rescued from the water.

3. The equipment is located in several places around the boat, so as to be readily available in case of emergency. The primary life saving

components are: The 10-person raft, the ring buoys, and the life preservers.

B. Operation - General & Specific

1. 10-Person Raft

The fireboat is equipped with a USCG approved 10-person rectangular buoyant apparatus, Model 1410 manufactured by Jim Buoy, a division of Cal-June, Inc. It measures 51" long by 36" wide by 9" high, and is made of a 9"x9" section of solid closed cell plastic with vinyl surface covering. The open center measures 33" long by 19" wide. The raft is fitted with lifelines attached around the interior and the exterior surfaces. It is colored bright international orange for easy identification in the water, and is housed on the housetop just aft of the funnel. It weight 23 pounds, so it can easily be handled by one person.

2. Ring Buoys

There are 4 USCG approved ring buoys, Model R-30 "Rough Neck" manufactured by Jim Buoy, a division of Cal-June, Inc. They are 30" and made of closed cell plastic covered with heavy nylon fabric, and then vinyl coated. The ring buoys are fitted with heavy black lifelines around the exterior, are colored bright international orange, and weigh approximately 5 pounds each. They are located one each, port and starboard, on the bridge wing platform handrails and one each, port and starboard, on the deckhouse sides aft, above the four-outlet hose manifolds.

3. Life Preservers

There are 20 USCG approved life preservers, Model 601 manufactured by Jim Buoy, a division of Cal-June, Inc. They measure 24" long by 12" wide by 3" deep, and are fitted with adjustable 1" wide polyproplene webbing, snaps and D-rings. They are made of closed cell plastic and coated with heavy marine vinyl. The life preservers are colored bright international orange and weigh approximately 1-1/2 pounds each. They are located in the starboard side deck locker on the foredeck just ahead of the pilot house.

Section IV

FIRE EXTINCTION & ONBOARD ALARMS:

A. Introduction - Purpose

1. Subjects covered under this heading and their related MARAD Section classification are as follows:

Halon System Section 13 Portable Extinguishers Section 13 Emergency Lighting Section 90 General Alarm System Section 95 Argus Alarm System Section 95 Halon Alarm Section 95

2. The common purpose of the subjects covered in this section is the detection, alarm and management of onboard emergencies. The principle emphasis is upon the handling of an onboard fire. Other emergencies are discussed as far as their detection is concerned. Detailed emergency procedures are covered in the other sections listed below.

3. The fire extinction and alarm system are primarily located in the engine room, the pilot house and the storeroom. Wiring and sensors are distributed throughout the vessel and therefore there are many interconnections with other systems. For further information on these interconnections, see the following sections in Part 3 of this manual:

General Hull Machinery Section I HVAC Section VI Hull Piping Systems Section VII Main Propulsion Section VIII Auxiliary Engines & Generators Section IX Power & Lighting Section X Firefighting System Section XI

B. Operation - General & Specific

1. General Operation

a. Halon System Description

The primary suppression agent is Halon 1301.

Fires are extinguished because the Halogen molecules react with the transient combustion elements responsible for rapid flame propagation. This reaction causes the combustion process to stop, thereby eliminating flame propagation.

The Halon 1301 system is comprised of two actuation circuits. See Figs. 3-9, -10 and -11. The first circuit transports C02 gas which is used to pneumatically actuate a release valve at the Halon storage cylinder. Pressurized C02 is released from a 50 pound storage cylinder located in the storeroom between Fr. 7 and 8 starboard side. Release is performed from one of two remote control stations located either in the pilot house or near the entrance to the engine room, main deck, port side. Each remote station consists of 2 manual, remote control, surface-type pull boxes. One pull box opens the C02 cylinder and the other opens a globe stop valve. Operation of both pull boxes releases the C02 into the distribution piping where the gas is held back by a time delay discharge valve. Although held back from actuating the Halon circuit, the C02 is simultaneously sent to pneumatically operated pressure switches and a warning siren. The pressure switches open causing the forced ventilation equipment and main machinery to shut down, and the siren sounds for 20 seconds during which time personnel must evacuate the space. After the 20 second delay the C02 is permitted to pass beyond the valve and proceed to the pneumatic release valve on the Halon storage cylinder. This cylinder is rated at 340 pounds and contains 196 pounds of halon.

The second circuit distributes Halon to the spray nozzles where the gas exits the nozzle orifices and vaporizes into the engine room. The Halon discharges from the storage cylinder in 10 seconds.

C02 Components Include:

Foundation and storage cylinder Remote station pull boxes and corner pulleys Warning siren Pressure seated cylinder valve Pneumatic pressure switches Test connection 20 second time delay valve

Halon Components Include:

Foundation and storage cylinder Nozzles/orifices

b. Portable Extinguishers Description

There are four portable extinguishers in various location son each vessel. The extinguisher locations, types and sizes are as follows:

Location Type Size

Crew's Day Room Dry Chemical 6 lb. Pilot house Dry Chemical 6 lb. Engine Room @ Fr. 7, Stbd Carbon Dioxide 20 lb. Engine Room @ Fr. 11, Port Carbon Dioxide 20 lb.

The dry chemical extinguishers are Ansul Sentry Model 6. The C02 extinguishers are Ansul Model CD-20.

The dry chemical extinguisher listed above consists of a steel shell containing a monoammonium phosphate based dry chemical agent. Ansul's trade name for this agent is FORAY. The operating pressure is 195 psi which gives a discharge time of 14 seconds. The attached nozzle has a range of 11 to 14 feet. The UL rating is 3-A:20-B:C for these extinguishers.

The carbon dioxide extinguishers consist of 20 pounds of C02 contained in a steel shell that is pressure rated to 3000 psi. The C02 is desirable for its effectiveness against Class B and C fires and the absence of any residue after use. c. Emergency Lighting System Description

The emergency lighting is installed to provide illumination when the ship's electrical plant is inoperative. The system consists of three Dual Lite, Model AS-80-BC units, two located in the engine room and one in the first air room. Each unit is self-contained with a battery charger, lead calcium batteries and two sealed beam lamps.

In normal operation, these units are supplied with 120 volt single phase AC power which is converted by the battery charger to 6 volts DC. With loss of ship's power, a switch is closed, causing the two lamps to illuminate. Each unit can operate for 4 hours before the unit's batteries are exhausted.

d. General Alarm System Description

A standard shipboard feature, required by the US Coast Guard on vessels over 100 gross tons, the general alarm system consists of the following:

- One 120V AC to 12V DC battery charger

- One 12V battery

- One contact maker located in the pilot house console

- One 12" diameter bell located in the engine room

- Two 8" diameter bells, one located in the crew's day room and one located in the storeroom

- A fused disconnect switch

- A relay enclosure

- A fused distribution box

The battery charger is a LaMarche Constavolt, Model A-22-10-12V-A1, and is located in the HVAC space, port side. Its power supply is led from a circuit breaker in the pilot house power and lighting panel. Maximum power output of the charger is 10 amps at 12 volts D.C.

The dedicated battery is housed in a fiberglass box on the main deck beneath the port pilot house landing. It is a lead-acid type with 60 ampere hour capacity.

The contact maker is a normally open, spring-return-to-normal switch, Pauluhn Catalog No. 833. It is located in the console face to starboard of centerline.

The general alarm bells are brass with a fused striker mechanism housed in a waterproof case. They are Henschel Catalog No. 20-163F

The distribution panel is a J-Box, Model JB-Ga5E with 30 amp circuit breakers. It is located inside the pilot house control console below the steering controls.

e. Argus Monitoring and Alarm System Description

Performing most of the machinery monitoring and alarm functions, the Argus System allows the engine room to remain unattended. It consists of a power supply, an alarm panel, a pilot house display panel, up to 48 sensors and interconnecting wiring.

The Argus unit is a solid-state monitoring and alarm system. Each of the sensors are continuously scanned. If an alarm condition is detected, an appropriate flashing illuminated legend and audible alarm are activated on both the alarm panel and the pilot house panel. The operator acknowledges the alarm by pressing a SILENCE switch, which cancels the audible alarm and changes the illuminated legend from flashing to steady. When the alarm condition is corrected, the Argus system will reset, extinguishing the illuminated legend.

The 48 sensor points are as follows:

Sensor Location

High Jacket Water Temperature Port Main Engine High Jacket Water Temperature Starboard Main Engine High Jacket Water Temperature Pump Engine

Low Lube Oil Pressure Port Main Engine Low Lube Oil Pressure Starboard Main Engine Low Lube Oil Pressure Pump Engine

Overspeed Tripped Port Main Engine Overspeed Tripped Starboard Main Engine Overspeed Tripped Pump Engine

Low JW Expansion Tank Level Port Main Engine Low JW Expansion Tank Level Starboard Main Engine Low JW Expansion Tank Level Pump Engine

Low Lube Oil Pressure Port SSDG Low Lube Oil Pressure Starboard SSDG

High Jacket Water Temperature Port SSDG High Jacket Water Temperature Starboard SSDG

Low Jacket Water Temperature Port SSDG Low Jacket Water Temperature Starboard SSDG

Overspeed Tripped Port SSDG Overspeed Tripped Starboard SSDG

High Bilge Forepeak High Bilge Forward Void High Bilge Engine Room High Bilge Aft Void High Bilge Lazarette

Low Air Pressure Control Air Reducing Station Low Fuel Level Fuel Oil Tank

Fire Alarm Crew Day Room Fire Alarm Engine Room

High Oil Temp. Port Reduction Gear Cooling High Oil Temp. Starboard Reduction Gear Cooling

Low Oil Level Tower Hydraulic System

For further information on these sensors and their location on equipment, see the Part 3 Manual sections listed above in Article A.3 of this section.

The power supply is a Model 1026 manufactured by Primary Power Systems, Inc. It is supplied with 120V AC power from a 15 amp breaker in the engine room power and lighting panel. This is converted to 12V DC output power with a maximum load of 32.5 amperes. The power supply is located on the aft engine room bulkhead at Fr. 13.

The alarm panel is located on the aft engine room bulkhead at Fr. 13. The unit is an "Watchful Guardian" model manufactured by Sealand Industries. Inside the enclosure box are three motherboards, each with a power card and two 8-point sensor cards, and the display head. The use of modular assemblies facilitates trouble shooting and printed circuit card replacement.

The pilot house display panel is a 48-point flush mount, located in the console face. See Fig. 3-12. A 75 conductor cable connects the pilot house display in parallel to the engine room alarm panel. The Argus system can be controlled from either location.

f. Halon Alarm System Description

Activated by Halon gas, this system is intended to warn operating personnel of the gas release, and to shut down the following pieces of equipment:

Engine Room Supply Fan Port Main Engine Starboard Main Engine Port Ship's Service Diesel Generator Starboard Ship's Service Diesel Generator Pump Engine

Details of the Halon Alarm System are covered in the Halon System description.

2. Specific Operation

a. Halon System

The possibility of an engine room fire is always present when hot machinery, electrical equipment and petroleum products are n proximity to one another. Engine room fires can range from a minor electrical fire to a major conflagration fueled by burning diesel oil. The level of response should be appropriate to the problem with the Halon system reserved for the most serious fires.

When a major engine room fire has been detected, either by activation of the fire alarm or the Argus panel or by visual clues of smoke and engine roughness, the following steps should be taken:

- Sound the general alarm.

- If possible, move the vessel away from danger before activating the Halon system, which will shut down the engines. This is especially important when operating near a fire or close to land.

- Break the glass in both pull boxes and pull to activate the Halon system. Personnel have 20 seconds to exit the engine room.

- When the last person has evacuated the engine room, ensure that both the engine room door and escape hatch are closed to help contain the Halon.

- Close the fuel tank main shutoff valve. To close the fuel tank shutoff valve, take the "T" wrench from its stored location in the storeroom and insert into the flush fitting on the after deck. Turn clockwise until valve is closed.

- Radio an appropriate Mayday signal as described in this manual, Part 3, Section V.

To be effective, the Halon atmosphere mixture in the engine room must be maintained until sufficient cooling has occurred to prevent reignition. Halon leaves no residue, so clean up consists of opening doors and hatches to clear the engine room of smoke and Halon. No machinery should be restarted until the cause of the fire has been determined.

Before the main machinery or ventilation equipment can be restarted, the pressure switches for this equipment must be manually reset.

To return the system to ready status, the following must be done:

- Reset the cable operated handwheel sector on the globe stop valve.

- Reset the cable operated C02 lever release.

- Install new break-glass in all affected pull boxes.

- Refill the C02 and Halon storage cylinders to proper capacities.

- Test the system readiness.

Liquefied C02 is a clean dry, inert and non-corrosive gas during expansion into the atmosphere. It will not damage machinery, structure or equipment. It does not support combustion because there are no free oxygen molecules and it will not conduct electricity. Also, because there is no free oxygen it will not sustain human life. It is not poisonous.

Because C02 does not deteriorate during storage, it remains just as effective as the day the storage tank was filled.

C02 cylinders are tested and approved in accordance with the US Bureau of Explosives and the Department of Transportation.

The C02 cylinder release valve is protected during transit by a protection cover threaded onto a collar on the neck of the cylinder. The serial number, and full and empty weights are stamped on the neck of each cylinder. A cylinder record card is attached to the valve.

The cylinder valve is a pressure-seat type valve whereby the valve seals itself using the pressure of the C02 within the cylinder. The valve body is manufactured of forged brass to resist corrosion.

The body of the valve consists of a filling inlet, a safety pressure relief outlet, a discharge outlet and a pressure seat.

Within the filling inlet there is an internal check seat which provides permanent sealing of the valve. This check seat is a recoil preventer because it automatically closes and stops the escape of gas, preventing cylinder recoil if the filling hose or connector breaks.

Inside of the safety pressure relief outlet is a safety discharge which will rupture at pressures between 2,650 and 3,000 psi. To prevent cylinder recoil there is a safety disk nut which can be used to relieve pressure.

As a safety feature, four pneumatically actuated electric switches are used to turn off the forced ventilation and propulsion machinery during system actuation. This reduces the risk of violent fire and explosion by not allowing extra oxygen or fuels to be pumped into the space. The switches are double pole, single throw and are enclosed in a watertight malleable iron housing. When actuated, the switches shut down the circuit on both sides of the element. This eliminates the potential for a neutral line becoming hot. These are located in the storeroom, on the starboard side of the ship, Fr. 7, mounted on the bulkhead over the C02 storage bottle, and must be manually reset each time after the system has bene used. A brass plunger on the top of each switch is used to reset the switch. These switches are closed during normal vessel operation.

Since it is necessary to periodically test the system to verify that it properly functions, a test connection has been installed in the actuation circuit to permit testing of the circuits with a suitable agent other than Halon. This connection is a 1/2" ball valve with female connections and you will find an instruction plate near the valve explaining the necessary steps to perform when conducting a test. 100 psi of compressed air is suitable for causing the pneumatic pressure switches and time delay discharge valve to function, but the siren may not sound as high pitched because its designed for higher pressures.

Pressure in the Halon cylinder before discharge is approximately 262 psi.

In some marine applications USCG regulations require that the discharge from the Halon system be delayed for a minimum of 20 seconds following actuation. Although this vessel is not subject to those regulations, the system was designed with this delay to provide personnel time to evacuate the space. There is a time delay discharge device in the actuation piping between the C02 pilot cylinder and the Halon agent tank.

The device has two basic parts, a 3/4" IPS Normally closed valve and a pressure differential pneumatic time delay. Also, there is a manual release incorporated in the valve to allow instant override of the time delay.

Gas pressure released from the C02 cylinder operates the pneumatic delay valve. Two spheres slowly become pressurized by the C02 gas. When the proper conditions are achieved, the valve opens and permits the C02 to pass along to the Halon release valve.

When the system has completely discharged and tank pressure returns to normal, pressure in the spheres slowly returns to the prescribed conditions and the valve closes. This action is automatic. The length of time delay is set at the factory and is not adjustable.

Halon 1301 is Bromotrifluromethane, CBrF3, a colorless, liquefied compressed gas with a high density, low viscosity, low boiling point. It meets the specifications of NFPA Standard 12A-1977. It will not electricity and it is discharged into air as a clear, non-corrosive vapor that does not obscure vision. It is low in toxicity.

The Halon circuit contains the storage cylinder, discharge piping and spray nozzles.

The nozzles furnished with the Halon system have been sized specifically for these vessels. They are made of brass for corrosion resistance and have four 1/64" diameter orifice holes. Piping connections are female NPT.

In operation the Halon is sent to these nozzles in approximately a liquid state where it is forced through the orifices causing the liquid to become gaseous. The spray pattern is horizontal and the maximum area of distribution is approximately 64'x64'.

b. Portable Fire Extinguishers

The proper operation of a portable fire extinguisher needs no explanation to a trained firefighter (preaching to the choir, it would be!). c. Emergency Lighting System

The emergency lighting is an automatic, self-contained system. Operation is limited to periodic tests of the system and checking of the battery charge. Each unit includes a test switch and pilot light. Pressing the unit test switch for thirty seconds will turn on the emergency lights. The pilot light should go from a blinking condition before the test to an extinguished state during the test and a bright glaring state after the test. The degree of brightness indicates the charging rate.

If the vessel's power system is to be shut down for more than 24 hours, one of the battery leads in each emergency lighting unit should be disconnected. This will prevent permanent battery damage due to over-drainage. Take care to insulate the battery lead to avoid a short circuit. d. General Alarm System

The general alarm system is operated from the pilot house by grasping the contact maker handle, pulling outward and clockwise to the "ON" position. To lock in position, push the handle in. If not locked, the spring loaded handle will automatically return to the locked "OFF" position.

The circuit breaker supplying the general alarm battery charger should always be switched on, except when work is being performed on the system. e. Argus Alarm System

When the Argus system is in a normal standby operation, all display panels ar dark except for the power indicator light. If this is not illuminated check that the circuit breaker supplying the power supply is closed.

When a sensor detects an alarm condition, the associated display window will begin flashing red and the audible alarm will be activated. The operator must acknowledge the alarm by pressing the "SILENCE" switch. this changes the display window to a steady red light and

silences the audible alarm. The red lit window will remain until the alarm condition is corrected.

The system is equipped with an automatic disable signal for certain designated alarms. This allows equipment to be started and stopped without initiating false alarm signals. An example would be when one of the ship's diesel generators is started and a low oil pressure condition is sensed. The Argus system will ignore this transient start up condition unless it persists for more than 20 seconds.

f. Halon Alarm System

Specific operation of this system has been covered under the Halon System.

3. Primary Operator

The primary operator of the components discussed in this section is the Engineer. He will respond to all alarm conditions and shall advise the pilot on any safety operations. However, in the case of an onboard fire, all platoon members are responsible for knowing how to operate the portable extinguishers, general alarm and the Halon system.

One remote Halon operating station is located in the pilot house and one station outside the access door to the engine room. In addition, the C02 cylinder can be manually actuated by turning the handwheel sector on the stop valve and flipping the release lever on the C02 tank. Therefore, any person within range of the remote pull boxes or the tank can actuate the system.

C. Operations - Safety & Precautions (Fig. 3-13):

1. Precautions Peculiar to the Halon System

From the moment the C02 cylinder is actuated until Halon gas is released into the protected area the length of time is 20 seconds. The Halon gas then totally discharges in 10 seconds. From initial actuation of the C02 gas to total discharge of the Halon gas requires 30 seconds. When the siren sounds, all personnel in the area of protection have 20 seconds to evacuate the space before the Halon disperses into the space.

2. Precautions Peculiar to Batteries

Both the general alarm and the emergency lighting systems use low voltage storage batteries. The general alarm battery is a lead-acid type similar to a standard automotive battery. Care must be taken when working with this battery to ensure that the acid is not spilled on equipment or personnel. If spillage should occur, the affected area must be washed down with fresh water. Never work on this battery unless other people are within calling distance.

Another characteristic of lead-acid batteries is the production of hydrogen gas when charging. To prevent the buildup of this potentially explosive gas the general alarm battery is placed in a battery box on the open deck. The battery charger helps to prevent gas buildup by limiting the charging rate.

The emergency lighting unit batteries are a sealed, pure lead type with a 15 year life expectancy. These are smaller, safer and easier to handle than the lead-acid types, but care should still be taken when working with them.

3. Hazardous Operating Temperatures

Halon 1301 can be decomposed into harmful products when exposed to temperatures greater than 900 degrees F. Sources of these temperatures can be gas pilot flame, electric resistance heater elements and smoking materials such as lighters and matches. Re-entry to the space after the agent has been discharged is prohibited until it is determined that all of the agent has been vented and that none of the above sources are present in the space.

4. Chemical Hazards Presented by the Halon System

These measures are presented in case C02 accidentally discharges into the vessel spaces.

a. C02

Although C02 is not a poisonous gas, it does not carry any free oxygen, therefore, it will not sustain human life.

The atmosphere in the space should always be tested with a flame safety lamp if there is any question to the concentration of C02 in the space.

Never test using a naked flame. Flammable vapors from other sources may be present in the space which could cause an explosion. Remember too that Halon gas decomposes into harmful products if lighted sources are present.

When C02 discharges into the normal atmosphere of a space, it resembles a could of steam. The difference is that steam is hot while C02 is extremely cold, 110 degrees F. below zero. Do not attempt to suppress the accidental escape of the gas without adequate protective clothing.

If it becomes necessary to enter a space after accidental C02 discharge, one may do so for very short periods of time by holding their breath. For longer periods, always wear an approved self-contained breathing apparatus.

If a person is overcome from breathing the vapors, remove them from the space to a place with fresh air and apply artificial resuscitation as one would perform for a person near drowning.

Always ventilate the space completely and observe the above minimum safety measures anytime there is an accidental discharge. b. Halon

It is claimed that Halon 1301 is safe for humans to breathe in concentrations up to 10% by volume in air for short periods of time - one minute. We recommend that any exposure to the gas be avoided and that all spaces be completely ventilated and tested for safe concentration of the gas before re-entry by personnel.

The installed system must be in an area where the ambient temperatures do not exceed -20 degrees F. and 130 degrees F. For this installation, in this area, (Long Beach), there should be no problems experienced with the ambient conditions. At 130 degrees F. the relief discs on the storage tank will rupture and the agent will discharge; if below -20 degrees F., there will be insufficient system pressure to power the agent through the piping, therefore if the A/C unit fails on a hot day, then take local temperature readings at the storage cylinder to be sure that the cylinder temperature does not exceed 130 degrees F. Cool the tank if required.

D. Trouble Shooting

1. Periodic Visual Inspections

Aside from the scheduled maintenance checks that are generated from the software, the system requires little maintenance. Periodic visual inspections by any of the crew can be made in addition to these scheduled checks anytime they may be in the vicinity of the system components. It is in keeping with good seamanship to be aware of the vessel's readiness to operate whether an item is scheduled to be inspected or not.

During walk-throughs of the ship, personnel can visually inspect the system to determine if nameplates are current and in correct locations, that no sea damage has occurred to the storage or distribution system, that hangers and foundation mounting fasteners are tight, cylinder gauge pressures are satisfactory and that nozzles and release mechanisms are clean and free from obstructions which might impede proper operation.

Any discrepancies should be corrected and then noted by making entries into the "Report" section of the software program.

Section V

NAVIGATING & ELECTRONIC EQUIPMENT:

A. Introduction - Purpose

1. All navigation equipment is classified under MARAD Section 15, Navigating Equipment. Electronic equipment such as radar, radios and telephones is classified under MARAD Section 95, Electronics & Interior Communications.

2. The common purpose of all this equipment is to gather information about the vessel's position, to communicate with other vessels and with the shore. For example, a radar unit is used to "see" other objects and one's position relative to them, hence it is used for navigating. A bell, however, is rung to send an audible signal alerting other vessels to one's presence. It is therefore a communication device.

3. This equipment is generally located in and around the pilot house with the controls located for convenient use by the vessel operator. The primary components to be discussed below are:

Navigation: Compass Clocks Searchlight Radar Depth Sounder Radio Direction Finder Loran-C

Communication: Bell Whistle Navigation Lights Police Beacons VHF/FM Radio UHF/FM Radio Telephone Intercom/Loud Hailer

Some of these components stand alone with no connections to other systems (compass, clocks, bell), while the rest require, at a minimum, a power supply connection from the electrical system. The whistle also connects to the compressed air system described in Section VII. See Fig. 3-14.

B. Operation - General & Specific

1. General operation of each component is discussed below:

a. Compass

The compass was invented by the Chinese in the 10th Century A.D. making it one of the oldest instruments used for navigation. At its simplest, the compass consists of a magnetized needle which is free to pivot. Under the influence of earth's magnetic field, the needle will try to align itself in a north-south direction, "pointing" toward magnetic north. The accuracy of this pointing is affected by local variations in earth's field and the presence of other magnets or large amounts of steel.

The compass installed on each of the fireboats is a floating card type, Danforth "Constellation," Model No. C820A. The 8" diameter card is marked in 1-degree increments and floats freely in a fluid filled globe. This type of compass will float level despite vessel motions. To correct for the vessel's local magnetic field (caused by the steel hull), magnetic compensation plugs are located on the pilot house console.

Navigation with the compass first involves choosing a desired direction or heading from a chart, which is expressed in degrees. The helmsman must then steer the boat such that the corresponding degree marking on the compass card lines up with the white mark fixed to the forward side of the compass. This mark is known as a lubber line. b. Clocks

The clock is a device familiar to everyone. Its primary use in costal navigation is to time how long the vessel travels at a given speed. By multiplying speed and time, distance is produced. Plotting the calculated distance on a chart with the proper heading will yield an estimated position. This process is known as dead reckoning. The position is estimated because steering errors and currents can affect the accuracy.

Another use of the clock is as a time reference when recording items in the vessel's log book. The log book is a legal document that contains a record of all significant events, such as refueling, an emergency call and response, testing a system, etc. An accurate account must be kept which includes recording the time of day. c. Searchlights

Searching for objects in the dark is a difficult task that becomes critical when the object is a person lost overboard. The fireboats are each equipped with two 1000 watt searchlights for illuminating such objects from a distance. These are Perko Model 886-L, No. 3-A, which are mounted on supports which permit the lights to be rotated and elevated. All spotlight controls are located in the overhead of the pilot house.

Weather covers will normally be kept over the exterior portions of the searchlights and must be removed prior to use or they will melt. d. Radar

The invention of radar during the late 1930's represented a significant advance in the science of navigation. For the first time, mariners could know their position relative to other vessels and landmarks, regardless of the presence of fog, rain or darkness. Radar sets are not found on almost all vessels over 50 feet in length. Despite the prevalence of radar, collisions and groundings still occur every year. Radar is a valuable tool, but it cannot substitute for careful judgement and good seamanship.

The radar system, Furuno, Model FR-805D, installed onboard the fireboats consists of two components: a control/display unit located to starboard of centerline on the pilot house console and an antenna- scanner unit located on the mast. Radar works by emitting a series of microwaves from the rotating antenna. These waves travel out until they encounter an object such as a buoy or a breakwater which reflects them. Part of the reflected wave is detected by the antenna which sends a signal to the control/display unit. By timing how long the microwave took to travel out and reflect back, the distance can be calculated. Noting where the antenna was pointing when the reflected microwave returned gives a direction. The control/display unit calculates the above information and plots the data on a TV screen showing the bearing (direction) and distance to an object.

The above description of radar principles indicates why it is necessary to point out some things a radar cannot easily "see." The first problem is that some substances do not reflect microwaves. Examples are fiberglass and wood. Therefore a small wooden sailboat with few metal fittings will be invisible to the radar. The second problem is that radar "sees" ocean waves which will fill the radar screen with clutter. This clutter can be removed by adjusting the signal, but low objects floating on the waves might also be removed. The third problem is that large objects can shadow smaller objects. If the fireboat is moving near a large steel hulled tanker, vessels on the other side of the tanker will be hidden. Finally, radar shows only the instantaneous position of an object, so motion can only be detected by monitoring the display to see what moved. If the fireboat is moving at the same time, determining which other objects are in motion will be difficult.

The maximum range of these radars is 48 nautical miles and the minimum range is 1/4 nautical mile (1,520 ft.). The closest to the vessel that objects can be detected is 100 feet. The control/display unit is equipped with a number of controls to tune the picture, select ranges and adjust the sensitivity. e. Depth Sounder

The depth sounder, in principal, is much like the radar set. A sending/ receiving unit called a transducer is located on the outside of the hull near the keel. It emits a series of high frequency sound waves which travel down through the water until they are reflected by the bottom. The transducer detects the returned sound wave and signals the control/display unit located in the overhead of the pilot house. Calculations using the time delay between signal sent and signal received determines the depth of the water under the vessel's keel.

The depth sounder or echo sounder installed on Boat 20 is a Furund FMV-603 and on Boat 15 it is a Furund FMV-61. f. Radio Directional Finder

A vessel in distress will usually signal for help using the ship's radio set. If a responding vessel had a device which could track that radio signal, it could more easily find and assist the needy vessel. The radio direction finder or RDF is such a device.

The RDF installed on the fireboat is manufactured by Simard Taiyo and consists of a ADDF TD-L1520 direction indicator and an H type adcock antenna #EA-351A. The direction indicator receives a signal from the VHF (Very High Frequency) radio that indicates what radio channel or frequency is being used when a radio message is received. It then tells the antenna to scan 360 degrees around the fireboat to determine what direction the radio message is coming from. This is displayed on the direction indicator dial by either a single illuminated spot or a pair of them, giving a direction relative to the boat's heading. The accuracy of the display is plus or minus 5 degrees.

To be used, the RDF requires that a radio signal be received. If the signal is continuous, then the display will continuously show the heading to the radio transmitter. If only a brief message is received, then the operator must quickly note the direction of the signal since it may not be repeated. g. Bell

The presence of a bell onboard a vessel is a long time marine tradition. On sailing vessels, the bell was used to signal the passing of time, alert the crew to a change of watch, and to signal one's presence when anchored in poor visibility. A ship's bell is still used for the latter purpose and is a legally required piece of equipment for all vessels over 40 feet in length. h. Whistle

The whistle is an audible signalling device used when the vessel is underway. It can be used to warn other vessels of an intended maneuver, to signal one's presence in fog, or to request a bridge to open. Rules covering when and how to use the whistle are contained in the U.S. Coast Guard Navigation Rules. Bridge signals are shown on the applicable navigation chart for your area dna are written up in the applicable U.S. Coast Pilot.

The whistle or air horn is located on the mast and is powered by compressed air. The air is controlled by a solenoid valve operated from either the pilot house or the aft control station. The control consists of a simple push button. i. Navigation Lights

Navigation lights are an essential ingredient to vessel safety when operating at night, just as the headlights and tail lights are on a car.

The arrangement and type of navigation lights on a vessel give information on vessel type, size, activity and direction of travel. To a non-seafarer, the sailor's ability to survey a harbor at night and know what kind of vessels are travelling where, borders on magic.

The fireboat's navigation lights are typical of power driven vessels less than 164 feet long. They consist of the following.

Masthead Light

A white light with a visible arc extending 112.5 degrees to port and starboard of the bow. This light is located on the mast just above the radar set.

Starboard Sidelight

Located on the housetop, it consists of a green light with a visible arc of 112.5 degrees. This extends from straight ahead to 22.5 degrees aft of the starboard beam.

Port Sidelight

The mirror image of the starboard sidelight, except that its color is red.

Stern Light

A white light located on the housetop, centerline, just aft of the tower monitor. This points aft with a 135 degree arc, 67.5 degree to either side of centerline.

Anchor Light

A white light with a 360 degree or all round arc. This is located on top of the mast.

These lights are a dual lens, dual lamp type as manufactured by Aqua Signal, Model 70D. The dual lamp feature ensures that a bulb failure will not cause loss of navigation lights. The visibility of the lights must, at minimum, be 5 miles for the masthead light and 2 miles for the others. Hence, tungsten bulbs are used.

The navigation lights are controlled from a panel in the pilot house. The panel includes two switches for each light (one for the primary lamp and one for the secondary lamp), an indicator light for each lamp, a test push button and an alarm for lamp failure (both audible and visible). The panel is manufactured by J Box, Inc., Model 6D120ACGN. j. Police Beacons

To alert other vessels of an emergency response situation, the fireboats are fitted with two police beacons. These are blue flashing lights located just aft and above the sidelights. They are Whelen Engineering Co., Model RB-120 and are controlled by a switch in the pilot house lighting panel. k. VHF Radio

The fireboats are fitted with two VHF/FM radios for communications. The frequency bands covered by VHF radios range from 156 to 162 million cycles per second or megahertz (MHz) and are specifically assigned to marine radio-telephone traffic (by contrast, the commercial FM band ranges from 80 to 108 MHz). This is the radio that is used to communicate with other vessels, with U.S. Coast Guard, or with Port stations.

The radio system consists of an antenna mounted on the housetop, a master unit located in the pilot house overhead and a remote unit located in the aft control stand. The system has the capacity to transmit on 54 channels, receive on 78 communication channels, and four weather channels. Both master and remote units are on Icom, Model ICM80D. Both units have push button channel selection and the ability to scan six channels. Power output is either 25 watt or 1 watt, selected by a panel switch. The VHF radio also connects to the radio direction finder as discussed above. l. UHF Radio

There are 2 UHF/FM radios installed on the fireboats. The one over the master helm (starboard side) is configured for Fire Department

needs. All Fire Department channels are pre set, plus Search & Rescue, hospitals, coast Guard, weather, etc.

The second master unit (port side) is configured for inter-Harbor communication; Lifeguards, Police, Harbor Department, etc. In addition two horn speakers are located outside, one facing forward and one facing aft, and one horn speaker is located in the engine room. m. Telephone

To facilitate onboard communications, a six station telephone system is installed onboard each vessel. Each station consists of a handset with the capacity for individual station dial or all-station talk. The stations are located in the pilot house, the day room, the engine room, the storeroom, forward void and the lazarette.

There is also a David Clark model u3810 radio interface module located next to the radar screen, center pilot console with ten sub modules, located at the forward monitor, port pilot console, first aid room, storeroom, aft station and five in the engine room

Five David Clark headsets, model H3341, are used with these modules. n. Intercom/Loud Hailer

An intercom/loud hailer system is installed onboard with a master station in the pilot house and remote stations located as follows: foredeck, afterdeck and storeroom. To allow hands-off communication, the stations have a talkback feature which uses a voice activated microphone. This permits, for example, a crew using the hose reel to hear instructions from the pilot house and to relay information back without being near the station.

The intercom/loud hailer system also has two external speakers, one located forward and one located aft, to hail other vessels. o. Loran C (Long Range Navigation)

A valuable adjunct to the fireboats navigation systems is the Taiyo Musen Co. model TL-900. This unit can supply a continuous and precise location of the vessel by measuring radio signals from land based transmitters.

2. Specific Operation

Some of the communication and navigation devices covered above are described below in further detail. Others such as the telephone system and intercom system are simple to operate and need no elaboration. For the most involved equipment such as the radar, the specific operating manual should be reviewed.

a. Before the compass can be used, the compass must be adjusted such that errors due to the ship's own magnetic field are corrected. This procedure for doing so is called "swinging the compass" and involves positioning the boat in different directions. At each position, a number of bearings are taken with the compass and compared to actual bearings from a chart. After allowing for the local (geographic) magnetic variation, any difference between the compass and the adjusted reading is the amount of error to be corrected. Compass magnets are then positioned nearby to eliminate the error and the procedure is repeated. The job of swinging the compass and making the adjustments is performed by a professional compass adjuster.

Once the compass is properly set, it should not change unless major alterations are made to the vessel. Once every two years the compass accuracy should be checked by carefully taking compass bearings, adjusting them for local variation and comparing to chart bearings.

The primary use of the compass is to ensure that a constant direction is maintained when steering in poor visibility or at night. The skill of steering to a compass course can be acquired through practice. The helmsman must anticipate how quickly the vessel's heading will change and strive to minimize the vessel's tendency to wander off course. For night operation, the compass is illuminated by an adjustable brightness light, the controls for which are located on the pilot house console.

b. To operate the search lights, one must:

Remove the canvas covers.

Position the search light such that when lit, it will not blind other vessels.

The search lights are powered by a circuit breaker in the pilot house power and lighting panel which must be switched on.

Each search light has an individual control switch located on the overhead next to each control handle.

Locking devices are provided on each search light control handle to hold the light in position.

When switched on, great care must be taken to ensure that the light is not shined on the bridge or pilot house of another vessel. To do so could cause temporary loss of vision by operating personnel and consequently create a navigation hazard. c. The radar system is the most complicated piece of electronics onboard the vessel. Hence the details of its operation are best covered by the system operation manual. General guidelines for operation are as follows:

Reliance must not be placed solely upon the radar when navigating in poor visibility. As discussed previously, some objects do not show up on the radar, hence a sharp visual lookout is mandatory. The operator should also stop and listen for that which the eyes (both electronic and visual) cannot see.

Use an appropriate range for the conditions. The full 48 mile range will miss objects close to the fireboat while the shortest ranges (1/2 or 1/4 mile) do not provide enough warning when traveling at speed.

When making any changes to radar settings, inform all other operators.

Check radar positions against dead reckoning and radio direction finder positions ON a dark, foggy night, it is easy, even for an experienced operator to get "turned around" and misread the radar screen. Cross-checking never hurts.

If the radar set fails to turn on, check to see if the circuit breaker in the pilot house panel has been tripped. d. To operate the depth sounder, first check the pilot house power and lighting panel to ensure that the breaker is switch on. Next, activate the power switch on the depth sounder panel and adjust the brightness to a satisfactory level. Finally, switch the mode selector to either FEET, METERS or FATHOMS as desired. Usually FEET will be selected when operating inside the breakwater. The depth sounder is set via a rear panel adjustment to display the depth from the water surface to the bottom. This allows the depth sounder reading to serve as a check on other navigational data. If the chart data is very different from the depth sounder reading, first check to ensure that the mode setting (feet, fathoms or meters) matches the soundings used on the chart. If they match, the operator should begin checking the accuracy of the charted position.

e. The radio direction finder operation is straight forward. With the VHF/FM radio already switched on, rotate the power switch on the RDF front panel to the ON position. If a message is received by the radio, the direction to the transmitter is indicated by yellow lights. There are 36 of these arranged in a circle, spaced 10 degrees apart. There are two display modes selected by a front panel switch. In the first mode a single yellow light will light up at a bearing relative to the vessel's heading. In the second mode two lights will illuminate bracketing the desired bearing.

Additional front panel controls adjust display brightness, indicate the channel being scanned and lock onto the displayed signal direction.

f. The bell is operated during reduced visibility when the vessel is anchored. Operation consists of ringing the ell rapidly for a five second duration, every minute.

g. If the fireboat is underway in reduced visibility, the whistle or air horn must be operated. If making way through the water, one prolonged blast must be sounded every two minutes. When stopped and making no way through the water, two prolonged blasts in succession must be sounded every two minutes. The interval between the blasts should be about two seconds.

The whistle should also be operated when maneuvering in a restricted area. The standard signals are as follows:

Maneuver Response Signal

Overtaking another vessel 1 short blast on her starboard side

Overtaking another vessel 2 short blasts on her port side

When in danger of collision 5 short, rapid blasts

When rounding a blind corner 1 prolonged blast

When leaving a dock or berth 1 prolonged blast

When crossing or meeting 1 short blast another vessel, port side to port side

When crossing or meeting 2 short blasts another vessel, starboard side to starboard side

When crossing or meeting 3 short blasts another vessel and operating astern

The whistle maneuvering signals listed above must be answered by a nearby vessel in acknowledgement. Whistle signals are not required if the radio-telephone (VHF/FM radio) is used to inform the other vessel(s) of an intended maneuver.

h. Navigation lights are required to be operated from sunset to sunrise, however, the prudent seaman will also operate the lights whenever lighting or visibility conditions are poor. The fireboats have three modes of navigation light operation:

Action Lighting

When underway Masthead light, port sidelight, starboard sidelight and sternlight switched on.

When anchored Anchor light switched on.

When being towed Port sidelight, starboard sidelight and sternlight by another vessel switched on.

i. Like the radar set and the depth sounder, the ship's radios are always operated when the ship is underway. This implies that each vessel has a proper radio license as issued by the Federal Communications Corporation (FCC) and on identifying call sign. The call sign for CHALLENGER is WR 8183, and the call sign for LIBERTY is WR 8184. These call signs are important because, unlike the Fire Department frequencies which are reserved for them, many different vessels use the VHF bands and the call sign allows the listener to know who is transmitting.

Radio operation is as follows:

Receiving:

Turn the VOLUME control and SQUELCH control fully counterclockwise.

Press the POWER switch. Channel 16 should appear on the display if the set is operating.

Turn the VOLUME control clockwise until a comfortable sound level is reached.

Turn the SQUELCH control carefully clockwise until the background noise just disappears.

To change channels, first push the DIAL SELECT button and then rotate the channel selector knob to the desired channel which will be shown on the display.

To monitor a weather channel, first push the WEATHER CHANNEL button, then rotate the channel selector knob. The display will show a "WX" and the weather channel number. To return to Channel 16, at any time, press the Ch 16 select switch.

Transmitting:

Push the CH 16 selector switch and wait until the channel is clear.

Press the push-to-talk (PTT) switch on the microphone and, holding the microphone close to the mouth, speak in a clear voice.

Give the vessel call sign each time a transmission is initiated and at the end of a transmission lasting more than three minutes.

After making contact with another station, agree on a new channel and then change. The intent is to minimize time spent talking on Channel 16.

During a conversation, use the term "OVER" when finished speaking so the other party knows the channel is clear for transmission.

When completely finished, use the term "OUT" to indicate to any listeners that the channel is clear for other users. Then, replace the microphone in its hanger and the radio will automatically switch back to Channel 16.

The VHF radio installed onboard has other features such as memory channels and a continuous scan that can best be understood by reading the operating manual. Some additional operational guidelines are as follows:

- Keep radio transmissions short and clear. Sloppy radio technique is the mark of an amateur seaman.

- Do not interrupt other transmissions unless an emergency exists.

- Use of profane language is prohibited by law.

- Keep the transmission power switch on the LO setting unless operating more than 10 nautical miles beyond the breakwaters. The LO setting produces a 1 watt output, which is sufficient for all harbor operations.

One marine radio function is to summon help when a vessel is in grave or imminent danger, the well known MAYDAY call. The use of the term MAYDAY indicates a serious condition and can cause the mobilization of many people. Therefore, improper use (i.e., when a boat has run out of fuel and needs a tow), is punishable by law. Distress calls have absolute priority over all other radio traffic. Since the fireboats will be responding to such calls and may need to issue a distress call themselves should an accident occur, the proper radio procedures are covered below:

Making a distress call:

Switch to Channel 16

Speak into the microphone as follows: "MAYDAY, MAYDAY MAYDAY"

"This is CHALLENGER (LIBERTY), Whiskey Romeo Eight One Eight Three (WR8184)"

"Located at ..... (give position as true bearing and distance from a known geographical position)."

Give the reason for the distress call.

Give the type of assistance needed.

Give the number of people aboard and the condition of any injured.

Give a description of the vessel -- "Vessel is eighty-eight feet long. Colors are black hull with red and white superstructure." Includes any other pertinent visual or audible clues such as smoke (describe color), blue flashing lights or operating foghorn.

Give channel you will be listening on.

Finish by saying: "This is CHALLENGER (LIBERTY), Whiskey Romeo Eight One Eight Three (WR 8184) Over."

Listen for an acknowledgement and then change channels for further communication.

Receiving a distress call:

First, wait for a shore station such as the U.S. Coast Guard to acknowledge receipt. If none respond, then proceed or if the distress call comes from a nearby vessel, respond after the shore station.

Repeat the name or call sign of the distress vessel three times.

State: "This is CHALLENGER (LIBERTY)," three times.

State: "Received Mayday."

Wait a brief moment, then transmit "Mayday, (call sign and name of distressed vessel), this is CHALLENGER (LIBERTY) Whiskey Romeo Eight One Eight Three (WR 8184)

Give present location.

Give speed traveling towards the distressed vessel and an estimate of how long until you can render assistance.

State "Over."

If the U.S. Coast Guard did not acknowledge the Mayday signal, try to raise the local USCG station and relay the Mayday message. Be prepared to follow any instructions they may give.

Shift to the distressed vessel's listening frequency if one was given and et going.

j. The UHF/FM radios installed aboard the fireboats are similar to those used in the Fire Department's land-based vehicles. Their use and operation is described in the operating manual and Department of Fire Guidelines.

k. The intercom/loud hailer operation is as follows:

Turn LISTEN VOL switch clockwise to a comfortable sound level. Red power indicator should light.

Turn FUNCTION switch to HAIL position.

Turn STATION switch to select speakers, either FWD, AFT or ALL or interior station.

Turn HAIL VOL switch clockwise to the desired volume level.

Key the microphone and speak.

When microphone button is released, talk-back at a remote speaker is relayed to the pilot house.

The intercom/loud hailer can also function as a foghorn by selecting the INLAND setting on the FUNCTION switch.

3. Primary Operator

The primary operator of all the navigation and IC electronics is the pilot. Any time equipment is used to navigate the vessel or to communicate with other vessels, it must be under his supervision and authority. The Fire Captain will need to understand and use the radios, loud hailer and telephone. Other crew members will be called upon to operate the intercom and telephone as needed.

C. Operations - Safety & Precautions

None of the equipment discussed above poses any unusual hazards to crew or maintenance personnel. Prudence dictates that before working on any electrically powered equipment, the power supply should be switched off at the appropriate distribution panel. In addition, the radar set should be shut off before working on any housetop equipment.

The components that are exposed to weather and firefighting spray will require a higher level of maintenance than components located in interior

locations. Regular maintenance is thus doubly important for equipment such as the radar antenna whose operation is essential to safe vessel navigation.

Section VI

HEATING, VENTILATING AND AIR CONDITIONING (HVAC) SYSTEM:

A. Introduction - Purpose

1. The subject covered under this heading and its related MARAD Section classification is as follows:

HVAC System Section 12

2. The purpose of the HVAC system is to make the pilot house, first aid space and crew's day room pleasantly warm in winder and delightfully cool in summer. It also provides combustion and cooling air to the engine room and heats the main deck storeroom.

3. The HVAC system is composed of five fundamental subparts. The first is the engine room supply fan located in the storeroom on the main deck at Fr. 7-3/4. Next is the central station air handling unit located in the fan room below the pilot house. Finally, there are duct reheaters, a radiant heater and a fan-forced wall heater in the pilot house, main deck storeroom and first aid space, respectively. the controls for the HVAC system have interconnections with the fire extinction and onboard alarm system, and the power and lighting system. For more information on these interconnections, see the following sections in Part 3 of this manual:

FIRE EXTINCTION AND ONBOARD ALARMS Section IV HULL PIPING Section VII POWER AND LIGHTING Section X

B. Operation - General & Specific

1. General Operation

The engine room is supplied in three locations with outside air drawn through a de-mister in the front of the stack. The engine room supply fan

has a two-speed motor so that three stage control is possible: no air, half flow, and full flow. All three air discharges are at Fr. 7-1/2 with the outboard ones blowing aft and the center one blowing forward. Air left over after the engines have used what they need for combustion, goes up the space around the exhaust pipes and out through louvers in the sides of the stack. See Figure 3-15.

Ventilation for the pilot house and dayroom is provided by another separate system as shown in Figure 3-16. The air handling unit in the fan room draws in outside air through louvers on the starboard side of the deckhouse at Fr. 5. The quantity is adjusted by the control system to be 610 cu.ft. per minute (CFM) during perfect weather and 70 CFM during extreme hot or cold weather with intermediate fresh air volumes during weather that is slightly hot or cold. The air is filtered, cooled as required, and divided between the crew's dayroom and the pilot house. Some of the air is extracted from the crew's head by the exhaust fan and discharged through a louver on the port side. The remainder of the air to the crew's dayroom wafts up the access stairwell to the first aid space. The air to the pilot house exhausts through an access door into the first aid space as well. The air handling unit picks up return air from a louver on centerline in the forward bulkhead of the first aid space. Return air beyond the amount wanted by the air handling unit is dumped through an exhaust louver on the port side.

Heat for the pilot house is supplied by a heater in the supply duct, as is heat for the crew's dayroom. The first aid space gets left over heat and cool from the pilot house and dayroom with supplemental heat from a wall mounted fan-forced heater. Heat for the main deck storeroom is from a ceiling mounted radiant heater. See Fig. 3-17.

2. Specific Operation

The air supply to the engine room has a 6000 CFM nominal MARAD size 60AF blower, manufactured by Hartzell Propeller Fan Co., as Model No. 18-23-VK3. The fan wheel is mounted directly on the shaft of a 3-hp, totally enclosed motor, supported in the tubular fan housing. The motor has windings to allow it to run at either 1800 rpm or 900 rpm to move either 6000 CFM or 3000 CFM. Power to run the fan comes from the switchboard by way of a motor controller on the afterside of the casing in the main deck storeroom. The FAST, SLOW and STOP push buttons for operating the fan are mounted in the controller cover and on the front of the pilot house console. A pressure switch in the Halon system stops the fan when Halon is released into the engine room. This pressure switch must be reset manually.

Large amounts of salty mist are in the air when the firefighting system is running, so the air inlet in the front of the stack is fitted with a de-mister. This consists of five stainless steel wire gauze pads, manufactured by the Otto H. York Co., in a removable frame behind an inlet louver. Droplets of mist floating in the air run into the gauze and stick. As moisture builds up on individual wires in the gauze, it falls off in drops which are big enough to move against the air flow. The de-mister must be back washed from time to time with clean fresh water to remove dirt and salt which build up on the wires.

The quantity of duct work in the engine room ventilation system is limited to a short discharge run from the fan extending down through the main deck. The duct work divides into three parts below the fan and has three supply terminals in the engine room overhead. One terminal points forward on centerline and two terminals point aft and outboard, port and starboard.

Air leaving the engine room works its way out through the casing around the exhaust pipes until it can escape through louvers in the side of the stack. If the door from the engine room to the storeroom is left open, the exhaust air may take a short cut and not go out through the casing where it is intended to provide upper engine room cooling.

All of the ventilation air for the pilot house and the dayroom passes through an air handler, Brod & McClung-Pace Co., Model SCF-79A/63A MI. Air enters the unit from the mixing box which selects the ratio of outside air to recirculated air, then it passes through a Dynel mesh filter and through a direct expansion cooling coil. At the outlet end, a 1/3 horsepower, belt driven, centrifugal fan provides the energy to move 610 CFM against a duct back pressure of 1" of water. The motor operates on 120 volt power from the dayroom power and lighting distribution panel. The belt drive uses Browning variable pitch pulleys and a standard vee belt so that the speed is adjustable, although the factory set fan speed of 2005 RPM should never need changing.

A Marine Development Corp., "Cruisair," Model WJA16, packaged condensing unit is connected to the cooling coil in the air handler to complete the air conditioning part of the system. The condensing unit consists of a refrigeration compressor, refrigerant condenser, and associated electrical and mechanical components. The refrigerant condenser is constructed of copper-nickel and is sea water cooled. All components are hermetically sealed. The unit operates on 120 volt power from the dayroom power and lighting distribution panel and uses Refrigerant 22. Cooling water is supplied by the auxiliary sea water pump in the engine room. Used cooling water is discharged over the port side at Fr. 5-1/4. this unit operates automatically once electric power is turned

on; pressure switches in the refrigerant storage receiver control the compressor start and stop. These pressure switches also work to stop the compressor if the flow of cooling water fails.

An emergency stop switch in the front of the pilot house control console will trip the circuit breakers supplying power to the air handler and the condensing unit. This is to be used in case there is a fire aboard the boat.

Refrigerant flow to the cooling coil, air mixing box damper position, heater on/off cycling, and temperature sensing are all controlled by a Honeywell electro-pneumatic control system for which there is no documentation. There are thermostats in the pilot house and in the dayroom connected to the Honeywell system. The wall heater in the first aid room and the radiant heater in the storeroom are not connected to the Honeywell system.

Ducting in the pilot house and dayroom ventilation system consists of a supply duct, a return air duct, two exhaust ducts, and two distribution ducts. Each distribution duct contains an electric reheater and terminates at one or more diffusers. The supply duct is an insulated aluminum sheet metal structure running between an intake louver in the starboard bulkhead of the fan room and the mixing box on the after end of the air handler. One exhaust duct is an insulated aluminum sheet metal structure running between the return air grille in the fore bulkhead of the first aid room and an exhaust louver in the port bulkhead of the fan room. There is a back draft damper in this exhaust duct to prevent air from being sucked in from outside instead of from the return air duct. The second exhaust duct is a round, insulated aluminum tube running from the ceiling fan in the crew's head to the exhaust louver in the port bulkhead of the fan room. The return air duct is an insulated aluminum sheet metal structure running between the return air grille and the mixing box. The distribution duct for the pilot house runs from the front of the air handler, through the reheater, and up on the port side to seven diffusers in the pilot house console. See Fig. 3-18. The distribution duct for the dayroom runs from the front of the air handler, through the reheater, and down on the starboard side to a single diffuser in the ceiling of the dayroom.

The reheaters in the ducts are Indeeco, Model TFLZU, option code C1M4QQ3ZZ2U44L6. They are fitted with over temperature and low airflow cut out switches. The one for the pilot house operates on 208 volt power from the power and lighting distribution panel in the pilot house. The one for the dayroom operates on 208 volt power from the power and lighting distribution panel in the dayroom. The relationship between the reheaters and the control system is left as a problem to be worked out by the student.

A Broan, Model 679, household bathroom type fan with light is used as the exhaust fan for the crew's head. The lamp size is limited to 100 watts. Power to run the unit comes from the power and lighting distribution panel in the dayroom. The fan has a plastic centrifugal wheel producing a rated airflow of 70 CFM in this application. A toggle switch on the bulkhead controls the unit.

The backdraft damper in the exhaust duct is a device with a series of horizontal vanes balanced for gravity, but unbalanced for wind pressure. These vanes rotate closed when the air flows one way and rotate open when the air flows the other way.

The wall heater on the port bulkhead at Fr. 7 in the first aid room is a Chromalox, Model AWH-4208-1, operating on 208 volt power from the storeroom power and lighting distribution panel. The heater is rated at 2000 watts, and is fitted with a built-in disconnect switch, a cutout for over temperature, and an adjustable thermostat. A small propeller fan circulates air through the heater when the heating element is warm. Control for turning the heater on is either the disconnect switch or the circuit breaker in the storeroom power panel.

The radiant heater in the storeroom is a Chromalox, Model KR-3113-BV, hanging from the storeroom overhead at Fr. 10. A circuit breaker in the storeroom power and lighting panel controls the 208 volt power to the heater. The heater is rated at 1100 watts.

3. Primary Operator

The responsibility to activate the HVAC system belongs to the engineer, although the operation of the engine room supply fan can be shared with the pilot, who has a control station for it on the pilot house console. Adjusting the set points on the thermostats is the responsibility of the engineer, who must learn how to get the heat and air conditioning to come on without overlapping. Throwing the thermostats out of adjustment is the responsibility of the Fire Captain and the deck hand.

a. Engine Room Supply Fan

Starting

Power must be available at the switchboard in the engine room.

Make sure the fan circuit breaker on the switchboard is closed.

Press the FAST or SLOW button on the controller cover or the pilot house console. Use SLOW on cold days and when the engines are not running.

Stopping

Press the STOP button on the controller cover or the pilot house console.

b. Pilot House and Dayroom Ventilation

Starting

Power must be available at the switchboard in the engine room.

Make sure the feeder circuit breaker on the main switchboard for the dayroom power and lighting panel is closed.

Make sure the auxiliary sea water supply pump is running. If the toilet flushes, it is.

Close the circuit breakers in the dayroom power and lighting panel with the following markings:

#1 A/C Refrigeration Unit #5 Blower Feed Air Handler Fan #9 Heater Dayroom Reheater #10 Head Exhaust Fan Head Exhaust Fan

The system will operate automatically once it is energized.

Stopping

Open the circuit breakers in the dayroom power and lighting panel which were closed to start the system.

c. Storeroom and First Aid Room Heaters

Starting

Power must be available at the switchboard in the engine room.

Make sure the feeder circuit breaker on the main switchboard for the storeroom power and lighting panel is closed.

Close the disconnect switch on the first aid room heater.

Close the circuit breakers marked #1, First Aid Space Heater, and #3, Storeroom Heater, in the storeroom power and lighting distribution panel.

The first aid space heater will operate automatically once it is energized. The storeroom heater is either on or off.

Stopping

Open the circuit breakers in the storeroom power and lighting distribution panel which were closed to start the heaters.

C. Operations - Safety & Precautions

1. Precautions Peculiar to the System

Many parts of the HVAC system are operated by electricity. Make sure that when working on a part of the system, the electrical power to that part is turned off and tagged to advise other people not to energize the system. Shock and electrocution hazards are present when protective covers are not in place.

During normal operation, all fans are completely shrouded and present no personnel hazard. However, some maintenance activity may require the fans to be exposed, at which time the potential for bodily injury exists. Stay clear of exposed fan impellers and exposed belt drives.

Ventilation duct work collects dirt with time. Maintenance and repair activities usually loosen dirt to be blow out the next time airflow is established. When starting a fan for the first time after work has been performed on or in ducting, make sure dust sensitive equipment near ventilation terminals is removed or protected. Wear safety glasses or goggles to guard against eye damage from flying debris.

2. Hazardous Operating Temperatures

Electric heater elements reach temperatures which can turn flesh into charcoal. Not all heater elements glow red when they are turned on, some look the same whether they are dangerously hot or cold. Make sure heaters are turned off and have had ample time to cool before attempting to perform maintenance or repair on any part of a heater assembly. Do not use your fingers to test if a heater element is too hot to touch.

3. Chemical Hazards Presented by the System

Refrigerant 22 used in the air conditioning system is not poisonous, but a leak in the tubing on the condensing unit could result in refrigerant gas displacing the air in the fan room to an extent that the atmosphere will not support life. When you first enter the fan room, be prepared to leave immediately if you begin to feel drowsy. DO NOT enter the room without a Scott Airpack if the first person in has passed out.

4. Hazards Caused by Negligent Maintenance

The electric heater elements represent a serious fire hazard if dirt is allowed to build up in the ducting around the heaters. A fire inside a duct or behind a grille is awkward to fight and easy to avoid if the ducts are clean.

Insufficient air flow can shorten duct heater life. Do not obstruct the air flow to any of the electric heaters. Keep the space around the storeroom radiant heater clear of all obstructions for at least one foot. Do not paint heater elements.

5. Crew Safety During Operations

There are no safety hazards which should concern the crew during normal operations.

D. Operations - Maintenance

1. Non-Scheduled Periodic Maintenance

The controls for pilot house and dayroom ventilation will need periodic adjustment to correct the adjustments made by people who think they have a better idea of how it should be set up. The control air tubes in the Honeywell system will need to be cleaned at some time in their lives, depending upon how fast they plug up with dirt, moisture and oil. Aggregations of dirt discovered in the ducts should be removed at the time of their discovery if they are not subject to scheduled periodic removal.

2. Scheduled Periodic Maintenance

All scheduled maintenance items are described in the computerized Maintenance Program. Running this computer program will tell what to do when, on which machine. Any step-by-step instructions for maintenance tasks are contained in vendor technical literature referenced in the Maintenance Program printout.

3. Updating the Maintenance Schedule

Some maintenance intervals are sensitive to operating procedures and environmental conditions. Dirt build up on fans is particularly sensitive to the air quality and the amount of air recirculation which takes place. The boat operators should adjust the maintenance schedule based on their experience.

E. Trouble Shooting

1. Periodic Visual Inspection

During a visual inspection, look for dirt building up on the return air grille in the first aid room. If it is, it means the fan wheel, filter and cooling oil in the air handler need to be cleaned. Look at the sight glass in the liquid refrigerant line between the condensing unit and the cooling coil. If the dot in the middle of the glass is yellow, there is moisture in the refrigerant which must be removed, and the condenser should be checked for cracked and leaking tubes. Check that the damper actuators and their connecting links mounted on the air handler are not jammed in one position, and check to see that the control system is able to move the actuators.

2. Trouble Shooting Instructions

Trouble shooting guides are contained in the operator's manuals for the condensing unit and the air handler. For the control system, the boat's crew is not so fortunate. The first thing to consider when the HVAC system is not delivering comfortable living is that the thermostat is out of adjustment. If the fans run, but o air comes out, check for clogged filters. Do not dig into the control system without a thorough knowledge of how it is supposed to work.

Section VII

HULL PIPING SYSTEMS:

A. Introduction - Purpose

1. MARAD Section 11 covers all hull piping. Other systems or components and their associated MARAD Sections are as follows:

Heating, Ventilation and Air Conditioning Section 12 Sanitary Fixtures Section 20

Sea Water Systems Section 58 Sewage Treatment System Section 70 Compressed Air System Section 72 Pumps Section 73 Piping Section 74 Power and Lighting System Section 90

2. The Piping Systems discussed in this section are all those systems that do not directly support the main machinery. By nature they are distributed throughout the vessel.

3. The major components of the hull piping, and consequently their control, are located in the engine room. The systems to be discussed are:

Bilge System Oily Bilge System Potable Water System Auxiliary Sea Water System Sanitation System Drain Piping Sounding Tubes, Vents and Overflow Piping

B. Operation - General and Specific

1. System Descriptions & Operation

a. Bilge System

The bilge system exists primarily to pump unwanted water out of the hull. Secondary purposes are to supply priming water for the firemain pumps and dewater the firemain piping as described in Manual Part 3, Section XI. The system consists of suction piping, bilge manifold, strainers and pumps, and discharge piping.

A bilge suction line originates in each of the hull's fire water tight subdivisions and connects to the bilge manifold. Each suction inlet is protected from trash ingestion by a rosebox, which is a simple strainer made of expanded metal. The forepeak suction line has, in addition, a gate valve with a reach rod to a flush main deck fitting. This allows the forepeak line to be isolated in the event of a bow collision.

The bilge manifold consists of five bronze globe stop-check valves feeding into a common bilge main. Each valve connects to a bilge

suction line on the valves' upstream end. It is by opening and closing these valves that water can be selectively drained from the hull.

The bilge main divides into two branches, one leading to each pump. The aft branch has isolation ball valves, and a connection to the engine sea chests, see Fig. 3-18. With these, this branch can be isolated from the bilge main, allowing a steady supply of sea water for fire pump priming. The forward bilge main branch has isolation ball valves, and two connections; one from the firemain piping, and one from the emergency bilge suction. The firemain piping connection is for system dewatering. The emergency bilge suction connection is for combatting a rapid water flow into the engine room.

Just before each bilge main branch reaches the pump, it passes through a Hayward or Mueller simplex basket strainer. This protects the pump from small particles of trash. The strainers have bronze housings with stainless steel baskets.

The bilge pump and the priming/bilge pump are both self-priming centrifugal pumps. The bilge pump is a Gorman-Rupp Model 81- 1/2 D3 - X.75 3P with a 50 gpm capacity at a 23 ft. head. It is close-coupled to a 3/4 HP electric motor. The priming/bilge pump, with a capacity of 100 gpm at a 30 ft. head, is a Peabody Barnes Model 4CCE close-coupled to a 2 HP electric motor. Both pumps have end section iron casings and bronze impellers. Power supply to the motors is 3 phase 460 volts, direct from the switchboard via 15 amp circuit breakers.

Tapped into the suction and discharge piping for each pump are pressure gauges, a vacuum type on the suction end, and a pressure type on the discharge. These are used to monitor the pump performance.

The discharge piping from the bilge pump passes overboard through a 2" check valve and a 2" gate valve, while the priming/bilge pump discharge leads to the fire pump priming system. The discharges are cross-connected and isolation valves allow the routing of either or both pumps to the overboard discharge.

certain valves so that both prime and bilge pumps could be used to dewater compartments. Isolation valves on other systems may have to be closed to prevent compartment flooding.

To remove water from voids using the bilge pump, proceed as follows:

1. Verify bilge pump circuit breaker on main distribution panel is closed.

2. Open appropriate bilge suction line(s), and/or the engine room emergency bilge suction line.

3. Press bilge pump start button on motor controller above work bench.

4. Proceed to main deck and observe water discharge from through-hull fitting on port side.

To remove water from voids using prime/bilge pump, proceed as follows:

1. Verify prime/bilge pump circuit breaker on main distribution panel is closed.

2. Close supply valve from cooling water sea chest to prime/bilge pump.

3. Close cross-connect valves to bilge manifolds.

4. Open prime/bilge pump suction isolation valve.

5. Close priming discharge to firemain valve.

6. Open priming to overboard discharge valve.

7. Close bilge pump discharge valve.

8. Press prime/bilge pump start button on motor controller above work bench.

9. Observe readings on suction and discharge gauges above work bench.

10. Proceed to main deck and observe water discharge from through-hull fitting on port side.

To remove water from voids using both bilge and prime/bilge pumps simultaneously, proceed as follows:

1. Verify bilge and prime/bilge pump circuit breakers on main distribution panel are closed.

2. Open any or all of the bilge suction line valves, or engine room emergency bilge suction valve.

3. Close supply valve from cooling water sea chest to prime/bilge pump.

4. Open cross-connect valves to bilge manifold.

5. Open prime/bilge pump suction isolation valve.

6. Open priming to overboard discharge valve.

7. Close priming to fire main discharge valve.

8. Open bilge pump discharge valve.

9. Press bilge and prime/bilge pump start buttons on motor controllers above work bench.

10. Open supply valve from cooling water sea chest momentarily to prime both pumps, then close.

11. Observe readings on suction and discharge gauges above work bench.

12. Proceed to main deck and observe water discharge from through-hull fitting on port side. b. Oily Bilge System

As required by the U.S. Coast Guard, these vessels are fitted with an oily bilge system. To prevent oil from being pumped over the side by the regular bilge system, this totally separate piping system is used to dewater the engine room bilge, except in emergency conditions. The oily bilge system consists of suction lines, a pump, a holding tank, a deck discharge connection, and interconnecting piping. See Fig. 3-19.

The oily bilge pump is a small self-priming centrifugal type, ITT Bell- Gosset, Series 60, with a 10 gpm capacity at a 46 ft. head. The

pump can take suction from either: A bellmouth suction fitting, located in the forward engine room bilge, the oily water holding tank located under the grating just aft of the port engine sea chest, or a 3/4" hose connection located on the forward engine room bulkhead centerline. The latter can be used with a length of 3/4" hose to empty dirty oil from engine sumps.

The pump discharge has two branches, one leading to the oily water holding tank, and the other to a main deck discharge connection located on the aft end of the superstructure, port side. In normal operation, the valving is configured such that oily water is pumped from the engine room bilges into the holding tank. When the tank is near full, the valving is changed to permit the tank contents to be pumped to the deck connection, and thence to a shore station.

The oily water holding tank is fitted with a high level sensor which activates an alarm on the Argus alarm system. See section IV for further alarming information.

In the event of rapid engine room flooding caused by either collision, grounding or firemain piping failure, the oily bilge system is ignored in favor of the bilge system's much greater capacity. Some oil pollution will occur if this happens, but even more would occur if the vessel sank.

Power for the oily bilge pump comes from a 15 amp circuit breaker on the switchboard, and is 3 phase 460 volts. It drives a 3/4 HP, 1725 RPM electric motor, which is close-coupled to the pump.

The U.S. Coast Guard requires an oily bilge system, separate from other bilge piping. To dewater the engine room, except in emergencies, the procedure described herein includes suctioning both the oily bilge and the oily water holding tank, which is located in the engine room, aft of the port engine cooling water sea chest.

Dewater oily bilge:

1. Remove cap from oily water discharge hose connection.

NOTE: Located on deck, port side of deck house, aft of hose manifold.

2. Connect oily water discharge hose.

3. Open discharge gate valve, located below discharge hose connection.

4. Open isolation valve in discharge hose, near connection fitting. Proceed to engine room.

5. Open oily bilge to overboard discharge valve.

6. Close oily water tank fill valve.

7. Close auxiliary salt water pump circuit breaker on engine room lighting and distribution panel. Energize auxiliary salt water pump.

8. Verify that oily bilge to tank discharge valve is open.

9. Open oily bilge pump salt water supply valve and suction valve.

10. Energize oily bilge pump. Note gauge pressure on discharge piping.

11. Position bellmouth suction fitting, attached to suction hose, near centerline of bilge.

12. Open suction hose to bilge pump valve.

NOTE: Water under pressure from auxiliary salt water pump will flow from bellmouth fitting.

13. Gradually close bilge pump salt water supply suction valve.

NOTE: Supply valve nearest pump. Discharge pressure will drop until it stabilizes at approximately 10 psi and valve is completely closed.

14. Monitor bilge pump discharge pressure as bilge is dewatered through bellmouth suction fitting.

NOTE: Suction will be maintained as long as bellmouth fitting remains below water level.

15. When suction is lost and discharge pressure drops to zero, simultaneously close suction hose to bilge pump valve and open bilge pump salt water supply suction valve.

NOTE: Observe sharp rise in discharge pressure.

16. Allow sea water to flow through bilge pump and discharge line for a brief period to flush system.

17. De-energize oily bilge pump.

18. Close bilge pump salt water supply valve and suction valve.

19. De-energize auxiliary salt water pump. (Usually done at circuit breaker on engine room lighting and distribution panel.)

20. Open oily water tank fill valve.

21. Close oily bilge to overboard discharge valve. Return to on- deck connection.

22. Close discharge gate valve.

23. Close isolation valve in discharge hose.

24. Disconnect oily water discharge hose.

25. Secure cap to discharge hose connection.

26. Wipe up any spillage and secure discharge hose.

Suction oily water holding tank:

1. Complete steps 1 through 10 of oily bilge dewatering procedure.

2. Open oily water holding tank discharge valve.

NOTE: Valve located adjacent to oily water holding tank beneath flooring.

3. Gradually close bilge pump salt water supply valve.

NOTE: Discharge pressure will drop until it stabilizes at approximately 10 to 14 psi and valve is completely closed.

4. Monitor bilge pump discharge pressure as oily water holding tank is dewatered.

5. When suction is lost and discharge pressure drops to zero, open bilge pump salt water supply valve.

6. Close oily water holding tank discharge valve.

7. Complete steps 16 through 26 of oily bilge dewatering procedure. c. Potable Water System

The fireboats are each equipped with a potable water system, which supplies cold fresh water to three sink locations, and one hose connection. The system components are: Storage tank, pressure set, faucet sets and inter-connecting plumbing. See Fig. 3-20.

The storage tank is a 50 gal. stainless steel cylinder located in the forward void on the port side. It is filled by a 1" diameter line originating at a capped hose connection located on the port side main deck under the pilot house ladder. the tank also has a 1-1/2" vent line which terminates on the main deck next to the fill line. There is no means provided for gauging the tank level.

Water from the tank gravity feeds to the pressure set which is mounted on the forward engine room bulkhead. Manufactured by Jabsco, the pressure set consists of an electric powered pump, an accumulator, and control circuitry, all mounted on a common frame. This equipment maintains a relatively constant water pressure by starting and running the pump when pressure drops too low. The accumulator helps to smooth out stopping and starting pressure fluctuations. When water demand ceases, and pressure builds back up, the pump is switched off.

The pump is a Jabsco Model 18899-1005 with an output of 10 gpm @ 40 ft. head. An integral liquid sensor prevents the pump from operating when there is no water in the system. The electric motor is close-coupled to the pump, and has a maximum power consumption of 9 amps at 115 VAC. There is a circuit breaker on the main switchboard for turning the unit on or off.

Fresh water is supplied to the lavatory in the head, the crew dayroom sink, and the first aid space sink on the main deck. Cold water is piped to both the hot and cold fittings. The lavatory has self closing taps, while the others are non-self closing.

There is also a 1/2" hose connection in the engine room, located at the pressure set with a 3/4" bronze gate valve to isolate the connection. This source of fresh water can be used to fill engine jacket water tanks.

The potable water pump is activated by closing its circuit breaker on the engine room power and lighting panel. This will cause the pump to run until the pressure shut-off is activated. Whenever a faucet is opened the pump will switch on to maintain system pressure. The circuit breaker should be opened whenever the system will not be used for several hours.

Filling the potable water system is accomplished by connecting a hose to the fill pipe and slowly opening the supply valve. Rapid valve opening can cause unnecessary shock to the tank and piping. The incoming water will expel air through the vent connection. When water pours out of the vent, the tank is full, and the supply valve should be closed.

Drinking water contamination is to be avoided at all costs. The hose used to fill the water tank should be used exclusively for that purpose and should be clearly labeled as such. When filling the tank from an unfamiliar source, first taste the water to ensure it is potable. Always replace the cap on the tank supply connection when finished watering. d. Auxiliary Sea water System

This system furnishes: Cooling water to the air conditioning condenser; toilet flushing water; MSD backflush water. Sea water is taken from the engine sea chest cross-connect, and passes through a simplex strainer before reaching the auxiliary sea water supply pump. See Section XIII in Part 3 of this manual for additional information. The strainer is a 2" basket type, Mueller Part No. 135-B, with a bronze body and stainless steel basket.

The pump has a capacity of 10 gpm at 46 ft. head, and is a centrifugal type manufactured by ITT Bell Gosset, Series 60. It is driven by a close coupled 3/4 HP electric motor, using a 460V, 3- phase power supply from the switchboard. A motor controller switch is located on the forward engine room bulkhead near the pump for local control.

The auxiliary sea water pump is powered via a circuit breaker on the main switchboard and a local stop/start push button located on Bhd. 6 at centerline. Before activating the pump, check to ensure

that no valves are closed which would starve the pump of water. This pump must run whenever the air conditioning system is in operation, or flushing water is required.

The pump suction is protected from debris ingestion by a dedicated basket strainer. This should be cleaned periodically to remove buildup that could impair pump performance. Before cleaning, the pump must be shut off and its supply and discharge valves closed. Cleaning involves removing the strainer cover and lifting out the basket. This is then rinsed clean, replaced and the system restored to operation. e. Sanitation System

Since 1980, no registered vessel may discharge untreated sewage in U.S. waters. The U.S. Coast Guard has established regulations defining what is meant by sewage, and how it must be treated. General, sinks and showers may drain directly into the water, human waste may not. To comply with these regulations, the fireboats are fitted with a sanitation system.

The sanitation system consists of a toilet, a Marine Sanitation Device (MSD), an overboard discharge and interconnecting piping. See Fig. 3-21. Sea water flush and human waste from the toilet gravity flow into the MSD. An anaerobic process within the MSD breaks down the effluent into fine particles, which are then chlorinated. This destroys coliform bacteria and makes the treated sewage safe to discharge into the sea.

The toilet is an electrically operated marine type, Wilcox-Crittenden, Model Electro-Head-Mate. Small attached pumps supply the flushing water and empty the bow contents.

The MSD, Marland, Model 40, is mounted on the forward engine room bulkhead, and consists of four components through which the sewage successively flows. The first component is called the receiving module, and consists of a fiberglass tank with internal baffles. This unit breaks up the solid waste and retains the sewage long enough for the anaerobic process to begin.

The sewage then flows by gravity from the receiving module into the treatment module. This is also a fiberglass tank with baffles, which completes the solid breakup and anaerobic process. A small rotary pump is mounted on this tank to take the decomposed sewage and pump it on to the next component, the disinfection/filtration module. Power to the unit is from the main

switchboard and a safety on/off switchbox is located on the shell at Fr. 11-1/2, port.

As its name implies, this module filters the sewage to remove particles larger than 50 microns, and then treats the remaining liquid with a chemical disinfectant. The filter is a single basket type made from injection molded plastic. The disinfection treatment consists of passing the sewage liquid around compressed tables of calcium hypochlorite tetrachloro-gly-coluril. These tablets slowly wear away releasing chlorine to destroy bacteria.

To be effective, the chlorine must mix with the sewage liquid for several minutes, hence the fourth component, the retention module. From this component, the treated sewage flows overboard through a check valve and an overboard shell valve.

The receiving tank has a valved 1/2" connection from the sea water service system. This supplies rinse water to flush out the system prior to maintenance work.

The sewage system is fitted with a normally closed bypass around the MSD. This is not to be used unless a major failure of the MSD has occurred.

The toilet has a discharge pump that is powered from the pilot house 12 volt panel. A local control mounted near the toilet has two push buttons, one labelled FILL and one labelled EMPTY. The first one opens the intake valve to allow sea water to partially fill the bowl. The second one operates the discharge pump which transfers the bowl contents to the MSD receiving tank.

The operation of the MSD system is simple and straight forward. The power is supplied from the engine room power and lighting panel. To prevent pump burnout, the tanks should be filled with water before turning on the system. The circuit breaker should be closed whenever the vessel is in use to prevent an unpleasant build up of waste in the unit.

The anaerobic process requires the weekly addition of an activator via the toilet bowl.

The preventive maintenance program provides complete servicing procedures.

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f. Drain Piping

Water aboard ship will accumulate in unwanted places unless drain piping is installed to remove it. Drain piping can be categorized as either sanitary or deck drains. Sanitary drains serve sinks and thus handle soapy fresh water known as grey water. Deck drains prevent the formation of standing water both inside the superstructure, and on the weather deck. Because U.S. Coast Guard regulations address only human waste, both sanitary drains and deck drains can be led directly over the side.

The drain piping on the fireboats is arranged as shown in Figs. 3-22 and 3-23.

Drain piping operation simply consists of ensuring that the overboard valves, where fitted, are open.

g. Sounding Tubes, Vents and Overflows

Tanks and compartments below the main deck must have piping installed to test for fluid level and to prevent a build up of gas or fluid pressure.

Sounding tubes are pipe sections through which a weighted, marked line can be dropped. The fluid depth, if any, will register on the line when it is retrieved. The depth can then be compared to tabulated values to determine how many gallons of liquid are present. The fireboats each have eight sounding tubes located as shown of Fig. 3-24. All but one of the sounding tubes are configured as shown in Detail A of Fig. 3-25. The exception is the oily bilge tank sounding tube which originates in a quick acting gate valve located port side in the engine room at Fr. 12.

Vents allow air to escape from tanks shown they are being filled and permit some air circulation in void areas. The fireboats are each fitted with nine vents located as shown on Fig. 3-24. Six of the vents are standard marine gooseneck type with terminal screens as shown on Detail C of Fig. 3-25. The foam tank vents are fitted with vacuum pressure relief valves as described in Section 11 and as shown on Detail B of Fig. 3-25. Some of the vent terminals are additionally fitted with closure covers. They may be secured in storm conditions to prevent sea water from entering the vents.

Three of the five tanks rely upon their fill connections as the overflow connection. The exceptions are the potable water tank

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and the oily bilge tank. The former will overflow through its vent terminal which is located next to the potable water fill connection. Therefore, over filling the tank should be readily apparent to the crew member manning the hose. The oily bilge tank overflow is also its vent connection, but due to the location of this vent on the main deck, the possibility exists for an operator in the engine room to be unaware of an overflow condition. Therefore, vigilance must be exercised when operating the oily bilge system.

All the tanks should be sounded on a regular basis as prompted by the maintenance program. Sounding consists of removing the labelled access deck plug and dropping a marked, weighted line down the tube. DO NOT have your face directly over the tube when opening, as liquid may spurt out. Never remove more than one access fitting at a time as dirt or objects may fall into the open tubes.

When retrieving the sounding line from the tube, wipe it carefully with a rag to remove dirt and fluids. The tank level should show clearly on the sounding line. Note the level and continue retrieving the line. When done, replace the access cover and tighten down firmly. Enter the readings in the Reports section of the Maintenance Program.

Certain vents are fitted with closures to prevent water ingestion in extremely rough weather. These closures are secured by tightening a wingnut fastener. During normal operation, all vents are left open.

3. Primary Operator

The primary operator of the various hull piping systems is the engineer. All crew members will want to understand the toilet operation and should be familiar with the bilge piping. The engineer might be injured in a collision or grounding, so survival of the vessel could depend upon quick action by other crew members.

C. Operations - Safety and Precautions

1. Precautions

The pumps discussed above all require the presence of liquid to prevent friction and heat build up. Running them dry will cause the bearings to burn out and will damage the motor. Therefore, always ensure that liquid is present before running a pump.

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Use the oily bilge system to dewater the engine room bilge. Failure to do so means oil pollution and stiff fines for the offending vessel. For the same reasons, care should be exercised when emptying the oily water holding tank. Double check to ensure that the discharge hose is properly attached and place rags as needed to catch drips.

The MSD system can contain harmful bacteria so caution is needed. Always wash your hands after working on the system and remember the third rule of a sewer worker: DON'T PUT YOUR HANDS IN YOUR MOUTH.

2. Chemical Hazards

The MSD requires the addition of an activator and uses calcium hypochlorite tablets to chlorinate the effluent. Carefully read the package labels on both activator and tablets for hazard warnings.

3. Negligent Maintenance

The hull piping systems, by their utilitarian nature, tend to be ignored, but they are vital to safe vessel operation. A neglected auxiliary sea water pump will quit at the beginning of a heat wave, denying the crew air conditioning or flushing water. Corrosion can cause an overboard drain valve to leak dirty water into the hull. A bilge suction strainer plugged with trash will prevent the pump from dewatering the bilge. These are just a few examples of the problems caused by negligence.

Section VIII

MAIN PROPULSION/CONTROLS/MACHINERY PIPING:

A. Introduction - Purpose

1. The main propulsion components on the Long Beach Fireboats are classified under the following MARAD Sections:

Exhaust Silencers & Uptakes Section 50

Main Propulsion Diesels & Controls Section 51

Reduction Gears/Clutches/Flexible Couplings Section 52

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Shafting/Couplings/Bearings/Stern Tubes/Props/Rope Guards Section 53

Diesel Oil System Section 56

Lube Oil System Section 57

Sea Water Cooling System Section 58

Ship's Service Air System/Propulsion Control Air System Section 72

Power & Lighting Section 90

Interior Communications/Monitoring & Alarms Section 95

2. The purpose of the propulsion system is to provide power to propel the vessel and to pump firefighting water. All of the primary components for this system reside in the engine room of the boat between Fr. 6 through Fr. 13, or outside the vessel's hull. Machinery controls are placed in the pilot house.

3. The engines, their fire pumps and reduction gears are located in the engine room between Fr. 7 through Fr. 10, P&S, at approximately 7'-3" off centerline. All of their supporting equipment, except the controls for the engines, gears and pumps, are located in the general vicinity of the engines. The controls are placed in the pilot house. See Fig. 3-26 for general location of these components in the engine room. Both propulsion engines and their fire pumps have interconnections with the power and lighting system, firefighting system, Halon system and interior communications. For additional information on these connections, see the following Sections in Part 3 of this manual:

FIRE EXTINCTION & ONBOARD ALARMS Section IV

AUXILIARY ENGINES & GENERATORS Section IX POWER & LIGHTING Section X

FIREFIGHTING Section XI

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B. Operation - General & Specific

1. General Operation

The two propulsion engines manufactured by the Detroit Diesel Allison Division of General Motors, are twelve cylinder, vee type, turbosupercharged, two-stroke cycle diesel engines with variable output speed. Each propulsion engine is currently rated to produce 800 horsepower at 2300 RPM using No. 2 marine diesel oil for fuel. Power output from one engine is transmitted through a Twin Disc marine reverse- reduction gear to a coupling attached to the propeller shaft. the shaft rotates in bronze-bodied rubber stave bearings in the stern tube and at the shaft strut. The propellers attached to the shaft ends are Columbian Bronze 4-bladed propellers, 42" in diameter with a pitch of 39". The prop is held to the shaft end with a key and hub nut. Each engine is equipped with a clutched front-end power takeoff (PTO) for driving on Aurora 2500 gpm fire pump. In this configuration the fire pumps are direct-driven from the front end of the engine, while the special variable slip-speed reduction gear permits a portion of the engine power to be transmitted through to the shafting for maneuvering the vessel.

The P&S propulsion engines are inboard turning as viewed from the front of the engines. Each reduction gear takes this inboard turning input from it's engine and produces outboard turning output at the prop shaft coupling. This sense of rotation is transmitted through the shafting, and the propellers turn outboard in the "ahead" sense when viewed from behind the props. Refer to Section IV of Part 2 of this manual for additional explanations regarding the purpose for this.

The propulsion engines, reduction gears and clutches are controlled from the pilot house, the aft control console and locally at each engine by a pneumatic system designed by Systems Engineering, Inc. This control system provides two modes of operation for the reduction gears and front end clutches/fire pumps. The first mode operates the reduction gear with a fixed gear ratio that accepts engine speeds up to 2300 RPM with 800 horsepower. In this mode, engine power is delivered only to the reduction gear and shafting, not to the front end PTO, and is used for propulsion and maneuvering. The second mode causes the reduction gear to operate as a variable reduction gear by slipping the gear's clutch. In this mode, the gear accepts engine speeds as high as 1800 RPM and as low as 100 RPM without damage to the clutch. Known as "OMEGA MODE" this permits the engine to direct-drive the front end PTO and fire pump as well as to deliver power through the gear box to turn the shafting and propeller for maneuvering.

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All major propulsion components are serviced by dedicated machinery piping systems. These necessary systems include fuel oil storage, supply and return; reduction gear lube oil cooling; engine cooling sea water supply and discharge; ship's service air; propulsion control air; and finally, engine exhaust and silencing.

An Argus "Watchful Guardian" alarm system monitors the operating condition of the main propulsion plant machinery. The purpose of this unit is to alert the pilot or engineer to potential or real malfunctions of the equipment. An alarm display panel is located in the engine room at Bulkhead 13, and in the pilothouse control console face. See Fig. 3-27 for an illustration of the alarm lighting layout in the Argus display panel. The main engines are monitored for the following conditions: High jacket water temperature, low jacket water level, low lube oil pressure, and overspeed trip. It monitors the main fuel oil storage tank for low fuel oil level; the control air system for low control air pressure; and the reduction gear for high lube oil temperature. Location of these sensors for the machinery will be discussed further in this section.

2. Specific Operation

a. Propulsion Engines/Reduction Gears/Clutches/Fire Pumps

Both engines are high performance marine diesels. On the forward end of each engine is a pneumatic clutch for direct-driving of a fire pump. On each aft end is a heavy duty marine transmission for driving the shaft and prop.

Engine: Detroit Diesel, 12V91TAB, 800 HP at 2300 RPM

Transmission: Twin Disc, MG-530M, single reduction gearing w/Omega control

Clutch: Eaton Airflex, 12CB350, w/dual elements

Fire Pump: Aurora Pump, 411-BF, single stage centrifugal

Each propulsion engine is fitted with dual dry-type air filter/silencers, lube oil pump and dry sump, full flow lube oil filters, dual jacket water cooled lube oil coolers, jacker water heat exchanger and expansion tank, jacket water pump, thermostatic heat exchanger bypass valve, raw (sea) water pump, dual mechanical scavenger blowers, dual turbochargers, and a variable speed mechanical governor with an electric solenoid shutdown valve. Both engines are also fitted with raw water cooled charge air coolers, a fuel transfer pump, and an engine-

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mounted single element fuel filter. Only the starboard engine is fitted with a dual belt-driven emergency air compressor for supplying service air to the vessel's main air receivers. The port engine (nor center engine) does not have this feature.

Propulsion engine starting is with 150 psi compressed air from the boat's service air system. On the right side of each engine (looking aft in the boat), there is an engine-attached air driven cranking motor, Ingersoll-Rand, Model SS810GB03R31, with a Magnatrol solenoid operated air supply valve.

The engines are individually started and stopped with push buttons located on the main engine control panel in the pilot house. The start button energizes the solenoid operated air supply valve causing it to open and releasing air to the cranking motor, while the stop button activates a solenoid shutdown valve on the engine's speed governor controlling fuel flow. During routine vessel operations, engine starting, stopping and speed controlling is performed at the main control console in the pilot house. See Fig. 3-28 for the location of these controls in the pilot house. The solenoid operated air supply valves can also be over-ridden manually from the engine room so that an individual engine may be started for maintenance purposes or during emergencies. It is also possible to stop the engines two additional ways: First, there are emergency shutdown dampers in the air inlets on each engine. These will be electrically tripped by pneumatically- actuated pressure switches whenever the Halon firefighting system is activated. Refer back to Section IV, Part 3 of this manual for additional information on these switches. Second, the air inlet dampers on each engine can be manually closed by tripping the lever arm connected to the dampers.

Engine speed in controlled by the throttle levers in the pilot house. These levers send air signals to the respective engine governors which proportionally adjust the fuel rack settings to the signals that are sent. Pressure switches, in the firemain piping, work solenoid valves which vent the engine speed air signals if the firemain pressure exceeds 185 psi. Over-speed governors control excess engine speed should an engine suddenly become unloaded. These governors are attached to the aft blower and trip when the engine speed exceeds 2450 RPM.

(Further on in this section, we develop a more complete discussion of the propulsion control air system.)

Two Kim Hotstarts, rated at 2500 watts each, are mounted beneath each engine on their bases and connected with hoses to the jacket water system. These heaters keep the jacket water at the proper

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temperature for starting the engines while the vessel is docked. This eliminates cold engine warm-up time, which would be necessary before the vessel could leave the dock and respond to a call. Water circulation through the engine and heaters is by natural convection. The Hotstarts are energized only from the shore power connection because their thermostats may not protect them from burnout when the engines are running.

A flow check valve eliminates coolant flow through the heater while the engines are running.

WARNING: DURING THOSE TIMES WHEN THE ENGINES ARE RUN WITHOUT DISCONNECTING SHORE POWER, THE CIRCUIT BREAKER FOR THE HOTSTARTS MUST BE OPENED (OFF).

The vessel's 2500 gpm fire pumps are driven by the two propulsion diesels through their respective pneumatic clutches. A clutch is engaged by passing control air through an "Omega" control valve, a three-way solenoid valve, and a "Rotorseal" fitting attached on the hollow end of the pump shaft. Air pressure causes two bladders between an inner and outer clutch element to inflate and "lock" the elements together.

b. Shafting/Bearings/Propellors

Each propeller shaft has been fabricated from a single piece of corrosion resistant stainless steel allow to be 4-1/2" in diameter by approximately 24'-3" long.

To retain the shafts in position, each has been passed through a series of bearings that are housed in a stern tube and a V-strut. The stern tube extends through the hull from the engine room to the outside shell plating and the V-strut is located on the hull aft underbody. The stern tube houses two bearings, one forward and one aft, while the V-strut houses only one bearing. These are Johnson Rubber Co., Figure 1789, Code 0412, bronze-bodied rubber stave bearings. The bearings are securely held in their housings by Chockfast Orange type epoxy resin. The stern tube bearings are sea water lubricated and cooled by the stern tube cooling system. See Article 2.c.(3) further in this Section for a discussion of this system.

The inboard, forward end of each stern tube is sealed from the ingress of water into the hull by a Johnson Rubber Co. bronze stuffing box. These units are solid, single piece bronze castings which bolt to the end of the stern tube. A series of packing rings (10) are then slid down

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the shaft into the body of the stuffing box. A closing flange is tightened down compressing the packings against the shaft material effectively sealing the passage of water.

The propellers are Columbian Bronze Co. "Crewboat" type, 4-bladed propellers which are 42" in diameter with a pitch of 39". The propellers slide onto a keyed, tapered portion of the shaft and are held from rotating on the shaft by the key. A bronze hub nut screws over the shaft end tightly driving the propeller against the taper. Nut keepers affixed to the propeller hub retain the hub nut from loosening. The port propeller is left handed and the starboard prop is right handed, as viewed from behind the props.

Rope guards are attached to each V-strut bearing housing. These guards prevent rope from becoming wrapped around the shaft inside of the joint between the shaft and the propeller. They are fabricated from 1-1/2" wide bands of flat stock, rolled around the strut barrel and then welded down.

Each shaft is connected to its reduction gear output flange by a companion flange that was provided with the gear. The companion flange slides over a tapered keyway on the forward end of the shaft and is held in position by the key and a gear coupling retainer plate. This plate bolts through the flange and into the shaft end, thereby compressing the flange tightly against the shaft taper. The companion flange is then bolted to the output flange on the reduction gear.

An Engine Monitor, Inc. solid-state shaft RPM system is installed in the Long Beach boats. This system utilizes a non-contact method of measuring the individual speed and direction of each shaft. There small steel targets are affixed to each shaft. As the shaft rotates, the targets pass in front of two stationary proximity sensors. Two of the three targets pass in front of just one of the sensors (the speed probe) and provide for the determination of shaft speed. The other target passes in front of the other proximity sensor (the direction probe) and provides for the determination of the direction of rotation of the shaft.

The two probes are furnished prewired to a junction box. In turn, this junction box is wired to the shaft tachometer meter driven module which provides the 12V DC power required to energize the proximity sensors. This driver module also receives the output pulse signals from the sensors. When a target on the moving shaft passes in front of the stationary sensor, a pulse is generated causing a 12V DC output signal from the sensor. When the target is not passing the proximity sensor, the output signal from it is typically zero volt DC.

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The shaft tachometer meter driver module contains circuitry which generates a pulse of fixed amplitude and width each time a target passes the speed probe. The pulses are smoothed out by an electronic filter and sent on to a speed indicating meter. When the shaft is turning slowly, the generated pulses from the targets passing in front of the sensor are relatively far apart. Therefore, the output signal from the filter, and hence the voltage fed to the speed indicating meter is low. As the speed of rotation of the shaft increases, the generated pulses from the targets passing in front of the sensor occur closer together and thus the output from the electronic filter is higher resulting in higher voltage fed to the speed indicator. When the shaft is rotating at the full scale speed as shown on the indicator, the voltage fed to the speed indicator is typically 1.00V DC in magnitude.

The shaft tach meter driver module also contains circuitry that triggers a direction memory each time the direction target passes in front of the direction probe. The speed probe sends an input signal that the direction memory keys upon. One of the two speed targets and the direction target are located on the shaft in such a way that when the shaft is rotating in one direction, then the speed target is in front of the speed probe when the direction target passes in front of the direction probe. The direction memory merely remembers which event took place last. The output from the memory drives a different circuit which sets the polarity of the voltage delivered to the speed indicator. The needle at the gauge deflects to the right or left from center depending on the polarity signal sent from the memory.

The targets and probes are mounted on each shaft. The junction boxes are located at the pipe stanchions at floor plating level back at Fr. 10, P&S, and the shaft tachometer meter driver modules, which are labelled "ST-3", are mounted above the workbench at Fr. 10. Individual analog shaft RPM gauges are locally mounted next to their main engines on resilient mountings. In addition, a shaft RPM gauge for both P&S propulsion engines is mounted in the main engine control panel in the pilot house and back at the aft control console.

115V AC power is supplied to the shaft tach meter driver module from the engine room power and lighting distribution panel at Fr. 12, starboard.

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c. Machinery Piping

(1) Fuel Oil

No. 2 marine diesel oil is stored in a permanent storage tank in the vessel's structure below the main deck between Fr. 13 and 14. The tank extends to 5 ft. off centerline of ship, P&S, and holds 1500 gals. of diesel fuel.

The tank is piped with a 2" fill and sounding tube and capped with a flush deck plug at Fr. 13-3/4, and a 1-1/2" sounding tub at FR. 13. Should the tank level indicating system fail, then the tank can be sounded for fluid levels at these locations. The fuel tank is vented by a 2-1/2" line that exits the tank at Bhd. 13 in the engine room, penetrates the main deck at Fr. 10-3/4 just alongside the aft starboard house-side, and terminates in the atmosphere 30" above the deck at a gooseneck vent terminal with flame arresting screen.

The storage tank has a tank level indicating system (TLI) for monitoring fuel levels. A Gems, Series XM-800, continuous readout transmitter system is connected to the tank at Bhd. 13. A level gauge is located near by for local monitoring, and a meter gauge panel is installed in the pilot house console top. This meter is equipped with high and low level alarms.

A single 1-1/2" supply line exits the storage tank at Bhd. 13 in the engine room and leads to a triple element Racor fuel filter, Model 79/1000MA, mounted on the bulkhead. Flow rate through this filter is rated for 9.48 gpm, maximum. There is a tank shutoff valve at this line on Bhd. 13 and it may be opened or closed, either from the engine room or from the main deck. This valve shall be closed remotely from the main deck in the event of an engine room fire to close off fuel supply to all engines. A "T" wrench hangs in a bracket just inside the storeroom door and fits all the flush deck plugs, and can be used for this purpose.

One main supply line leaves the main fuel filter and travels forward under the floor plates to where 1/2" lines branch over to the P&S auxiliary engines, and to the P/C/S diesel engines. The fuel is filtered at the auxiliary engines by single element Racor filters, Model 200 FGM, which have been mounted at the engine bases, Fr. 10-12/, P&S. maximum flow rate through these filters is 0.53 gpm. These lines proceed into the engine mounted fuel pumps. Branch lines for the main engines lead into dual element Racor filters, Model 75/1000MA, mounted at each engine base. Flow rate through these filters is 6.32 gpm, maximum. The supply lines leave

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the filters and pass into the main engine-attached fuel pumps and single element fuel filters.

Individual fuel return lines from all engines are ganged together and led back, below floor plating level, to the main storage tank. Just before the tank lies an isolation shutoff valve.

(2) Lube Oil

The lube oil system for the main engines is self-contained within the engines. It consists of an oil pan, oil cooler, full-flow oil filter, bypass valves at the oil cooler and filter, and pressure regulating valves at the pump. The gear-type pump draws oil from the pan through an intake screen and filter, and then to the oil cooler. From the cooler the oil is sent through the oil galleries into the cylinder heads and block for distribution to the bearings, valve rocker arm assembly and other rotating parts. Dipsticks are provided for checking the fluid levels locally at each unit.

The reduction gear lube oil requires external cooling and this feature has been provided for both gears. The lube oil piping system for each gear consists of a 2-pass shell and tube type heat exchanger, Thermal Transfer Products, Model R-1606-74425; an Amot thermostatic control bypass valve and the necessary piping to connect the heat exchanger to the gear oil and sea water cooling ports. The lube oil supply and return piping from the gear come from connections at the aft gear housing; cooling water comes from the main engine sea water cooling loop by interrupting the overboard discharge flow and cycling it through the heat exchanger. Once the cooling water has passed through the exchanger, it is then returned to overboard discharge flow with some diverted to stern tube cooling.

(3) Machinery Sea Water Cooling & Supply System

The cooling system is comprised of four piping systems: See Fig. 3-29.

Main Machinery Cooling Firemain Priming Supply Auxiliary Sea Water Supply Stern Tube Sea Water Supply

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Main Machinery Cooling:

The purpose of the main machinery cooling system is to supply and discharge cooling water to and from the five diesel engines. Sea water enters the system through two sea chests located beneath the floor plates between Fr. 11 and 12, to either side of centerline. The two chests are cross-connected by a common 6" suction line and there is a manually operated 6" butterfly isolation valve at each chest. Should it become necessary to isolate either sea chest due to blockage, then that particular sea chest valve can be closed without loss of cooling supply to any of the machinery. The chests and piping have been sized so that total flow requirements can be provided by one sea chest. A single 6" supply line proceeds forward to Fr. 10 where the line reduces to 4" as it branches over, and up to, each of the main diesels. At the inlet connection to each main engine there is a 4" shutoff ball valve that can be used to isolate the sea water supply while servicing the engine.

Cooling water is filtered through a strainer located in the main supply line at Fr. 10. Access is beneath the floor plates at centerline of the boat.

The two diesel generator engines are each supplied cooling water via 2" lines coming off the main supply line at Fr. 10-1/2, P&S. the lines proceed to the engine-attached raw water pumps at the front of the engines. On each engine there are isolation shutoff valves.

After the cooling water has passed through the port and starboard main engines, it is diverted through the reduction gear lube oil heat exchangers to provide cooling of the lube oil. The water then exits into the overboard discharges located on each engine. The swingcheck valve prevents outside sea water from burping upstream into the discharge piping causing normal flow to cease, while the butterfly valve normally remains open except during servicing periods for the swingcheck valve.

Firemain Priming Supply:

Sea water for priming the firemain piping is provided by a 2" diameter suction line that branches off from the 6" cross-connection piping at the sea chests. The water is pumped through the priming system by a small centrifugal pump and dispensed to the three fire pumps. See Sections VII and XI for further information on this pump, and its motor starter.

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Auxiliary Sea Water Supply:

Sea water is supplied to flush the marine had in the day room; to cool the air conditioning condenser in the HVAC space, and to provide back flushing water for the marine sanitation device (MSD). The water is pumped through a primary 1-1/2" suction line that is taken off the 6" cross-connection piping at the sea chests. The line proceeds forward beneath the floor plating up to the auxiliary sea water supply pump mounted just aft of Bhd. 6, starboard. See Section VII of Part 3 for a description of the pump and its motor starter Before entering the pump, the water is filtered through a Hayward, or Mueller simplex strainer (LIBERTY or CHALLENGER). Immediately after the pump, the discharge line branches into the three 1" supply lines for the above pieces of equipment.

Stern Tube Sea Water Supply:

Sea water is supplied to lubricate and cool the stern tube stuffing box, and the forward and aft stern tube bearings, P&S. The entire piping system is located in the bilge at Fr. 10-1/2, P&S, directly beneath the two auxiliary diesel engines. The water is driven into the stuffing box, circulates down through the forward stern tube bearing and then exits the tube at the aft bearing. Some water is supplied by the reduction gear heat exchanger cooling water discharge. The piping includes shutoff valves to isolate the system, and a hose bib connection that serves as an alternate connection for an emergency source of cooling water and to backflush water pickup tube in the event it becomes plugged. A hose can be run between the auxiliary sea water system and the hose bib to provide emergency cooling. These bibs are located to either side of centerline at Fr. 10, just above floor plating.

(4) Compressed Air

The compressed air system on the vessel provides air for the following installations and main machinery:

Ship's Service Air Propulsion Control Air

Ship's Service Air:

Two eighty gallon air receivers, Brunner engineering, store air for both of the systems listed above. The tanks are mounted piggy- back style on permanent foundations in the forward engine room just aft of Bhd. 6 to starboard. Each tank has the following

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equipment and piping mounted with it: a tank pressure safety relief valve set to 220 psi; 3" crane liftcheck valve; 3" shutoff ball valve before the liftcheck valve; 0-300 psi tank pressure gauges and a 1/2" ball valve for draining the tank. See Fig. 3-30.

Two reciprocating compressors, one electric-driven and the other driven by the starboard propulsion engine, supply air to the air receivers. The starboard propulsion engine compressor serves as the emergency compressor.

The 2 HP electric compressor is a Quincy Co., Model 310-100, rated for 12 standard cu.ft. per minute (SCFM at 200 psi. It is located in the engine room at F4. 7-1/2, at the starboard shell on a permanent foundation. The unit is air cooled, pressure lubricated, and two staged with a 3-1/2" low pressure bore, a 2" high pressure bore and a 2-1/2" stroke. It has a Kingston pressure relief valve set at 175 psi and a Kunker in-line relief valve located at Fr. 7 which is set at 220 psi, in line air filters and strainers, and an Ashcroft pressure gauge. Power comes from the main switchboard circuit breaker at 460 bolts, 3-phase into a motor controller mounted on Bhd. 6 to starboard of centerline. The unit is started at the motor controller. The compressor is protected from backflow of condensate by a drip leg with a drain valve downstream from the unit's flex hose discharge connection. The drip leg dumps to the bilge at the forward side of transverse web Fr. 7, starboard. This compressor can charge the main air receivers to 200 psig in approximately 35 minutes with no other equipment drawing air from the tanks. However, it is set to go on at 140 psi and off at 160 psi. A Square D pressure switch mounted near the electric compressor at Fr. 7 senses high or low pressure in the tanks, and turns the unit either off or on as required.

There is also a 5 HP Quincy, Model 325, set to go on at 160 psi and off at 175 psi located at Fr. 4 on starboard side. The service air piping leaves each receiver and then joins together in a common header. See Fig. 3-31. Just beyond this point moisture in the air is removed by a Clark moisture separator and trap located at Fr. 6 in corner. This trap should be drained daily. After leaving the separator, the air passes through a reducing station located on the shell plate at Fr. 6-3/4, starboard. Here the pressure is reduced from the tank pressure to 150 psig. The system then sends air at 150 psig to each air cranking motor at the 3 main engines. Prior to entering the cranking motor, the air flows through an air strainer, the Magnatrol air start valve, and an air filter. These 3 items are grouped together on each engine base just before the cranking motor.

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Two branch lines split away from the 150 psig line. The first line enters into a second reduction station where the pressure is brought to 110 psig. Two branches leave this station. One line is sent out to 2 hose connections which have been placed about the engine room for pneumatic tools, and the second line travels out to become the sea chest blowdown system. See Fig. 3-32.

The second branch splitting away from the 150 psig line is piped over to the port side shell at Fr. 7. One branch from this line exists the engine room, enters the HVAC space, and continues up to the top of the pilot house to provide air for the navigating whistle. The solenoid valve that controls supply to the whistle is located at the aft HVAC space bulkhead. Check this valve should problems arise with the proper functioning of the whistle. A second line branches off and traces over to the propulsion control air system (see discussion below). The main 150 psi line enters a pressure reducing station located on the shell plating at Fr. 7-3/4. Here the pressure is reduced to 120 psi. The air is then passed through a moisture trap and lubricator before being dispensed throughout the vessel to the firemain pneumatic valve actuators.

Propulsion Control Air System:

The Systems Engineering, Inc. (SEI) propulsion control air system orchestrates the flow of air between all the actuators and controls for the main diesel engines, reduction gears and fire pump clutches. The engine control system is pneumatic. All components discussed below have either been fabricated by SEI or have been assembled by them using common off-the-shelf pneumatic equipment.

150 psig compressed air is piped in from the ship's service air system to a Norgren air drier and storage tank. See Fig. 3-33. This assembly is located in the port forward corner of the engine room at Bhd. 6. From the tank, air is supplied to several components. Some air travels directly into the main engine control panels where it can be distributed to the various control actuators for clutch engagement, gear shifting and engine governor speed, see Fig. 3- 34. Other air from the reducing panel is sent into inter-connected transfer panels which distribute it to the control heads (throttle and clutch levers) and pressure gauges located either in the pilot house at the main propulsion control stations, or back to those same controls at the aft control console, see Fig. 3-34. The distribution of air to the various components is controlled by transfer valves in the control panels. Control air is passed to whichever station is selected by pushing on the transfer button at the chosen station.

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This action causes the remaining two stations to be vented resulting in loss of control at those stations. Air from the control heads returns through the transfer panels back to the main engine control panels where air signals are sent along to the gear selectors, engine speed controls and clutch controls. See Fig. 3- 35.

When the vessel is in OMEGA mode, engine speed and PTO selector valves (OMEGA levers) receive supply air from the main control panels in the engine room. All output signals from these valves return to the panels as well.

(5) Exhaust Piping

The purpose of the exhaust piping is to remove hot exhaust gases from the engines and to reduce engine noise. Each main diesel engine has twin exhaust ports. The hot gases exit the ports into a common engine header that is led across the overhead in the engine room and then up through the uptake casing to the atmosphere. The 3 exhaust lines have been grouped tightly in the casing.

Each main engine, P/C/S, has a separate dry type silencer, Harco, Model 1660, which is placed vertically in the casing. Stainless steel bellows expansion joints, American Boa, with full length liners, are installed in each pipe near the exhaust outlet at the engine to isolate vibration and allow for thermal growth. Pipe supports throughout have been fabricated to permit movement of the piping without inducing unnecessary strain to the vessel's structure.

All diesel engine exhaust piping and silencers are insulated with mineral wool blankets in the engine room and cloth covered calcium silicate blocks in the stack. The mineral blankets are wired in place to allow easy removal for making repairs to the system.

See Section IX, Part 3 of this manual for a discussion of the exhaust system for the auxiliary engines. d. Controls & Console Arrangements

(1) Pilot House

Because of the design features requested by the Port and Fire Department, the vessel's pilot house is nearly 15 feet wide. This dimension was a major factor in the placement and grouping of the pilot house controls. Refer to Fig. 3-36. Notice that there are 5

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major groups of controls on the console: Steering, Engines, Firefighting, Navigation and HVAC.

Steering controls, Group 1, line in two distinct areas on the console top. One complete set is positioned at the extreme port and starboard side of the console. This permits the pilots to steer while looking out of the sliding windows directly adjacent to their body position. From these positions, the engine length along the vessel's side may be seen aiding close-in maneuvering during docking and firefighting. This advantage would be lost if a traditional steering wheel was placed on centerline. The starboard position is intended to be the primary steering station during docking, patrol and navigation. Placed nearby is the vessel's compass, horn button, radar, main steering gear control panel, thruster control panel, control air pressure gauge, port and starboard main engine throttle levers, and on the overhead, the depth sounder, searchlight controls and switch. The port steering station is intended to be used during fire fights and near to this station are the primary firefighting controls of Group 3. Additionally, the following controls are available to the pilot: Thruster control panel, port and starboard main engine throttle levers, control air pressure gauge, and on the console face, the generator control panel. At the overhead will be found the port searchlight controls and switch, and the marine VHF/FM radio- telephone. See Section I of Part 3 for a description of the steering gear controls, Section IX for generator controls, and Section XI for thruster controls.

Group 2 controls are for main diesel engine controls and monitoring. These controls are placed approximately near centerline of ship because once the engines are started, the pilot will need to be able to read the gauges from both steering stations. The main control panel has the following controls and gauges for each engine: Engine start & stop buttons, engine RPM, shaft RPM oil pressure, water temperature and fuel pressure gauges. There is an on/off switch and dimmer knob for reducing glare from the control panel lighting at night. Below the main control panel near the front edge there is a pressure gauge for starting air pressure and the fuel tank level gauge meter. Other Group 2 controls are the propulsion throttle levers, control air gauges and station selector switches, which are placed near the steering stations.

Group 3 controls are the firefighting equipment controls. With the exception of the port and starboard engine OMEGA levers near the compass on the starboard side, all the firefighting controls are lumped together on the console top and front, just off centerline to port. All controls necessary to command the remote monitors,

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open and close all remote pneumatically operated firemain valves and thrusters, prime and firemain, and control of the engine fire pump speeds are located in this area. See Section IX in Part 3 for a complete discussion of these controls.

Group 4 controls are for navigating and communication. These include the compass, horn button, radar, and vessel phone headset, all located on the console top to starboard of centerline, and the following items directly overhead on the ceiling (from port to starboard): Port searchlight control and switch, marine radio- telephone, radio direction finder, the Fire Department UHF radio, crew intercom and loudhailer, and the depth sounder. Finally, on the console face, just beneath the radar you will find the windshield wiper control switches. Refer to Section V in this manual for a complete discussion of the navigating components.

Group 5 controls and equipment handle the HVAC distribution of air into the console and pilot house, and the control of the engine room fan. Across the top of the console are 3 slotted diffusers and 2 nozzle diffusers. These merely break up and dispense the treated air entering the pilot house from the HVAC central air handler located below in the HVAC space. Two additional slotted diffusers are placed near the deck level on the front of the console face. Also in the console face, just below the radar, are the push button control stations for the engine room fan and the emergency break glass push button for the A/C condenser.

(2) AFT Console

This console is intended to be used during rescue, salvage and special firefighting operations. The following controls are located on, or in, this console: Jog steering lever, propulsion throttles, thruster control panel, rudder angle indicator, horn button, shaft RPM gauges, starting air pressure gauge, engine restart buttons, propulsion control transfer switch, the tower monitor control panel, a crew intercom loudspeaker and the marine radio telephone VHF unit.

3. Primary Operator

Responsibility for starting, running and stopping the propulsion engines belong to the pilot. The vessel's engineer will be required to know these sequences as well for purposes of assisting the pilot and for maintenance.

a. P&S Propulsion Engines

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Before Starting Deadship

(1) Be advised, in advance, of the actual launch date.

(2) Insist on a daylight launch schedule.

(3) Review all work contracted for by the port and completed by the boat yard.

(4) Inspect the general condition of the boat, prior to launch, and have all major problems corrected.

Launch Day

(1) Arrange to have representatives from Larson Boat Yard, Port of Long Beach, Rados and the Fire Department present during the launch.

(2) Have tradespeople on hand to make any last minute changes or adjustments to boat systems as needed.

(3) Have Fireboat Liberty towed to dockside following launch from ways. This will give operating crew time for ship's start up and systems evaluation, prior to getting under way for the return trip to Berth #37.

Post-Launch Procedures

(1) Once dockside, connect shore power and check for proper phasing.

(2) Start engine room ventilation system.

(3) Close all battery charger circuits.

(4) Close water jacket heater circuits. (5) Close all circuit breakers, except air compressor.

Air System

(1) Check oil level on electric air compressor; drain off moisture from air reservoirs.

(2) Close air compressor circuit breaker.

(3) Check air compressor oil pressure gauge.

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(4) Check all air system valving, including those ion the supply line from the starboard main engine-driven compressor.

(5) Close switch to air drier, check system valving.

Diesel Fuel Oil System

(1) Check fuel oil tank level.

(2) Check all fuel filter valving.

(3) Drain moisture from all record fuel oil filters.

(4) Check all fuel oil system valving, including return fuel oil piping.

Sea water Cooling System

(1) Open P&S sea water cooling sea chest valves.

(2) Open sea water cooling valves to all engines, reduction gear heat exchanges, and P&S stern tube piping.

(3) Open vents to firemain and sea water cooling sea chests.

(4) Open auxiliary sea water pump and prime/bilge pump supply valve.

(5) Open all overboard discharge valves for raw water cooling, msd, and a/c condenser piping systems.

(6) Check prime, bilge, and ASW pump inlet strainers.

(7) Operate firemain priming and bilge pumps, and check overboard discharge.

(8) Operate ASW pump and check overboard discharge.

(9) Inspect all engine raw water cooling (JABSCO) pumps, replace gaskets, tighten clamps, as required.

(10) Inspect all cooling system zincs, and replace as necessary.

(11) Check jacket water levels in all expansion tanks.

(12) Check operation of expansion tank Murphy gauges.

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Lubricating Oil System

(1) Check lube oil levels in all engines and reduction gear boxes.

(2) Open valves to and from reduction gear heat exchangers.

Steering System

(1) Check hydraulic oil level in storage tank.

(2) Close circuit breakers for No. 1 and 2 steering gear on main switchboard.

(3) Check the transfer switch for fwd/aft station control and switch to the forward station.

(4) Check the green/red station selector switch at P&S stations in pilot house.

(5) Check rudder response at P&S stations by imparting a movement to the helm lever and verifying that the rudder angle indicator gauge registers your command.

(6) Transfer steering control from forward to aft station. Verify response to aft console jog stick commands.

(7) Check steering system piping in lazarette for leaks and open all valves.

(8) Set D.A.R.B.S. valve in "normal" position.

Miscellaneous Checks

(1) Pump out all bilges.

(2) Open all deck drains.

(3) Check illumination of all navigation lights.

(4) Check operation of ship's electronics: Marine radio, depth sounder, radar, loudhailer, KMA 715 radio, etc.

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Engine Start Up

(1) Start P&S ship's service generator engines; check oil pressure and all other operating gauges. Select the generator with the least operating hours to remain running during the return voyage.

(2) Bring port generator on line and check voltage output. Do the same for the starboard generator.

(3) Verify that all fire pumps turn freely by hand.

(4) Start P&S main engines.

(5) Check oil pressure, fuel pressure, and all other operating gauges.

(6) Check overboard raw water discharge from all engines.

(7) Check P&S stern tube stuffing box packing for cooling water drip, adjust as necessary.

Firefighting System

(1) Check all firemain piping for proper valve settings.

(2) Start center pump engine.

(3) Check all gauges for proper operation.

(4) Prime center pump, engage center pump, and fill firemain system.

(5) Operate thrusters, fore and aft bilaterally, and check for air leaks in valve actuators.

(6) Verify operation of variable thruster controls.

(7) Disengage center pump, shut down center pump engine.

Return to Berth #37

(1) Request that Fireboat Challenger provide an escort.

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(2) After mooring fireboat, flush firemain system, check reduction gear oil levels, obtain lube oil samples, secure vessel.

Starting Engines From The Pilot House

(1) After shore power circuit breaker has tripped, disconnect cable and remove to shore.

(2) Bring generator of choice on line. See this procedure in Article B.3.a. of Section IX in Part 3 of this manual.

(3) Check for minimum 125 psi starting air pressure

(4) Verify that all Omega control levers are disengaged.

(5) Move to the port or starboard steering and propulsion station you wish to use. Verify throttle levers are both at the "clutch" position and then depress the propulsion control button at that station to transfer control to it.

(6) Bring the steering gear unit of choice on line. See this procedure in Article B.3.c. of Section I in Part 3 of this manual.

(7) Press and hold the port or starboard (your choice) propulsion engine start button on the engine control panel in the pilot house until the attendant engine tachometer reads 400 RPM - 700 RPM, approximately. If the engine fails to start within 10 seconds, there is a malfunction. Find out why.

(8) Check that lube oil pressure on that engine is established within 15 seconds of starting (approximately 50 psi). If not, press and hold the black colored stop button until the tachometer shows minimum indication. Find out why.

(9) Start the remaining propulsion engine following the steps above.

(10) Check the fuel oil pressure gauges for approximately 5-6 psi.

(11) As engines become warm, check the jacket water temperature gauges for approximately 175 degrees F., indication.

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(12) Press the high speed push button for the engine room air supply fan.

(13) Cast off mooring lines and proceed to get underway.

Starting Engines From The Engine Room

(1) Disconnect shore power on dock or breaker panel.

(2) Bring generator of choice on line. See this procedure in Article B.3.a of Section IX in Part 3 of this manual.

(3) Proceed to pilot house. Verify all Omega levers are disengaged. Move throttle levers to the "clutch" position at control station of your choice. Depress control transfer button at that station. Return to engine room.

(4) Check for minimum 125 psi starting air pressure at main receivers.

(5) Proceed to engine of choice. Push down on the manual bypass lever on air start valve at engine base. If engine fails to start within 10 seconds, there is a malfunction. Find out why.

(6) Check that lube oil pressure, fuel oil pressure and jacket water temperature readings indicate as stated above. If not, find out why.

(7) Start the other engine as appropriate.

Starting the Center Engine

See Article B.3.b. of Section IX in Part 3 of this manual.

Running (if time allows)

After startup, and every hour thereafter, inspect all engines for leaks, check the lube oil pressure for the engines and reduction gear, and check all jacket water temperatures.

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Engaging Fire Pumps

Refer to Article B.2.b. in Section XI of Part 3 of this manual for priming, engagement, operation and disentanglement of the fire pumps driven by the P/C/S diesel engines. See also, Article B.3.b. in Section IX of Part 3 for additional procedures with regard for the center engine and fire pump.

Stopping From The Pilot House

(1) Bring both throttle control levers to the "clutch" position.

(2) Run both engines for 3 to 5 minutes unloaded at idling speed.

(3) Disengage all Omega levers if this has not been performed earlier.

(4) Press and hold the black stop button for each engine on the engine control panel until the tachometer drops to minimum indication.

Stopping From The Engine Room

Assuming no activity has occurred with the throttles and the engines have been idling, press and hold the black stop buttons on the local engine control panels until the local engine tachometers drop to a minimum indication.

After Stopping

(1) Secure the on line generator by the procedures in Article B.3.a. in Section IX of Part 3 of this manual.

(2) If shore power is connected, close the circuit breaker for the hotstarts.

(3) Blow down the starting air system moisture traps.

C. Operations - Safety & Precautions

1. Precautions Peculiar to the System

a. Propulsion Plant

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The propulsion engines have an exposed vibration damper on the front end, and a partially exposed clutch and shaft at the drive end. Stop all engines before performing any maintenance or repair work on or around these rotating parts. Do not dent the vibration damper case; crankshaft failure may occur.

The engine cooling system is pressurized under operating conditions. Opening the expansion tank cover while the engine is running may cause violent boiling, a loss of coolant, and possible burns to people nearby.

Avoid looking in the direction of the air start motor during starting. The exhaust blast from this motor may stir up sufficient dirt to cause eye damage.

The propulsion shafting is exposed, but covered with a guard in the vicinity of Fr. 10 P&S. Avoid wearing loose clothing in this area. b. Hazardous Operating Temperatures

The surface temperatures of the propulsion engines become at least high enough during normal operation to cause first degree burns of exposed skin. People working in the engine room, particularly when the boat is underway should be fully clothed. The exhaust manifolds and turbochargers have surface temperatures high enough to ignite combustible materials. These surfaces are insulated, but represent a serious hazard if the insulation is allowed to deteriorate or become oil soaked. c. Chemical Hazards Presented by the System

There are no known chemical hazards from normal starting, running and stopping the generator and pump engines. However, during maintenance, contact with jacket water additives, fuel oil and lubricating oil is likely. Avoid contact with these fluids as much as possible. Wash skin with soap and fresh water after contact. d. Hazards Caused by Negligent Maintenance

Engines are durable mechanically, but have many sources of oil leaks if they are not maintained with care. Because engines are a source of ignition, oil leaks represent a serious fire hazard. No oil leaks should be allowed. Any oil lying on or around the engine after a maintenance effort should be wiped up immediately. Oily rags must not be left resting on an engine at any time. Buckets or tins collecting oil drips are deadly substitute for proper leak prevention.

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2. Crew Safety During Operations

The noise produced by all of the engines is sufficient to cause loss of hearing. always wear protective ear muffs in the engine room when any engine is running. When performing maintenance on the engines in a quiet engine room, keep ear muffs or ear plugs within reach; engines may be started from the pilot house without warning.

During maintenance of any engine, tag all of it's start push buttons to warn others of the danger of starting the engine.

Keep away from the moving belts for the starboard diesel air compressor. Do not attempt any maintenance or adjustment of belt drives during operation. Keep belt and coupling guards in place and in good condition at all times during operation.

Avoid unnecessary burns when working around hot engines by being fully clothed.

D. Operations - Maintenance

1. Non-Scheduled Periodic Maintenance

The air cleaner service interval for the engines is not fixed. Whenever a restriction indicator shows red or an engine has difficulty carrying the load, or it smokes, the air cleaner should be serviced according to the directions in the engine operator's manual.

2. Scheduled Periodic Maintenance

All scheduled maintenance items are described in the computerized Maintenance Program. Running this computer program will tell you what to do when, on which machine. Any step-by-step instructions for maintenance tasks are contained in vendor technical literature referenced in the Maintenance Program printout.

3. Updating the Maintenance Schedule

Some maintenance intervals are sensitive to operating procedures and environmental conditions. The oil change frequency for engines that never get hot should be shorter than that for engines which do, because the oil absorbs water. Injector tips can foul if the fuel quality is poor. The boat operators should adjust the maintenance schedule based on their experience.

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E. Trouble Shooting

1. Periodic Visual Inspection

Each time an engine is run, it should receive a walk around inspection to look for leaks and loose parts. The best time to do this is when the engine is loaded and warmed up. Conditions that seem to be different from normal should be examined more closely when the machine is stopped. Any discrepancies should be corrected and then noted by making entries into the "Report" section of the Maintenance Program.

2. Main Propulsion Starting

Should an engine fail to start, check these items first:

a. Sufficient starting air pressure b. Fuel flow to filters c. Manually reset air dampers d. Check pneumatic switches in Halon system

3. Trouble Shooting Instructions

Complete trouble shooting guides are contained in the operator's manuals for the propulsion engines, reduction gears, clutches, auxiliary pumps, air compressor and control air system. These tables of problems and possible causes will help to solve most to he operational problems. The generic nature of the engine manuals means that trouble shooting for radiator cooled applications must be ignored.

Whenever an engine shows signs of overheating, the raw water flow should be checked first. The Jabsco pumps used on all of the engines have rubber impellers which tend to lose arms and quit pumping. Broken impeller arms can clog the pump discharges.

Section IX

AUXILIARY ENGINES AND GENERATORS:

A. Introduction - Purpose

1. The subjects covered under this heading and their related MARAD section classifications are as follows:

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Generators Section 77 Generator Engines Section 76 Center Pump Engine Section 76 Exhaust Piping Section 50 Diesel Oil System Section 56 Lubricating Oil System Section 57 Pumping Engine Clutch Section 52 Sea water Cooling System Section 58

2. The purpose of the center pump engine is to provide a dedicated source of power to drive the center fire pump. The purpose of the generator engines is to drive the generators, and the generators provide electrical power for lights, machinery and appliances when the boat is not connected to shore power.

3. The generators and their engines are located in the engine room, 7'-3" off centerline to port and starboard at Frame 11, with all of their supporting equipment except the start, stop and run controls which are located in the pilot house. The pumping engine is located on centerline at Frame 8, also with all of its supporting equipment except the start, stop and run controls which are located in the pilot house. The center pump engine has interconnections with the fire fighting system and the generators have interconnections with the power and lighting system. For further information on these interconnections, see the following Sections in Part 3 of this manual:

HULL PIPING SYSTEMS Section VII POWER & LIGHTING Section X FIREFIGHTING SYSTEM Section XI

B. Operation - General & Specific

1. General Operation

a. Generators

The generators, manufactured by Kato Engineering, produce 460 volt, three phase, 60 Hertz (cycle per second) electric power when their rotors turn 1800 RPM. A brushless exciter on the free end of the generator shaft works in conjunction with a semiconductor voltage regulator to maintain the output at 460 volts for loads within the 40 KW generator rating. The voltage regulators are not designed to work with both generators connected to the electrical distribution system at the same time.

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b. Generator Engines

The generator engines, manufactured by John Deere, are four cylinder, four-stroke cycle, naturally aspirated diesels with constant speed governors for 1800 rpm operation. These engines are capable of developing 43 KW continuously. The electrical system is arranged to prevent both engines form being loaded at the same time, but they can be running at the same time with one unloaded. Starting and stopping the generators can be accomplished from push button stations in the pilot house and in the engine room. Under normal conditions, the engines will come up to and maintain 1800 rpm immediately after starting.

c. Center Pump Engine

The center pump engine, manufactured by the Detroit Diesel Allison Division of General Motors, is a twelve cylinder, vee type, turbosupercharged, two-stroke cycle diesel, with variable output speed. It drives only the center fire pump through an air clutch. Starting and stopping the pump engine can be accomplished from a push button station in the pilot house. Control of engine speed is done from the pilot house to control pump discharge pressure.

2. Specific Operation

a. Generators

The generator engines, are made up of three basic subparts, the main generator part, the exciter, and the voltage regulator/current boost.

Generator: Kato Engineering, Model 4PI-0800, 40 KW, 60 Hz, 3-phase

Exciter: Kato Engineering

Voltage Regulator: Basler Electric, KR4FF 120-139V, 60 Hz

Current Boost: Basler Electric, CBS 344X

The main generator has a rotor made up of a shaft, field poles, an air circulating fan, and a single bearing. The rotor relies on the prime mover to provide bearing support at one end. Outside the rotor is a frame and a stator with 6 coils connected in a three-phase series wye, from which the output power is drawn. The field poles are formed from

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steel laminations pressed on the shaft and have windings which are energized with direct current from the exciter. There is an end bell on the free end of the frame which carries a ball bearing to support the free end of the shaft.

The exciter is a small generator turned inside out relative to the main generator. Its field is stationary and supported by the generator end bell while its armature rotates outboard of the generator bearing. High frequency, three-phase power produced by the exciter is changed to direct current by a full wave bridge, silicon rectifier which rotates with the shaft. Two generator field leads run through a groove in the shaft beneath the bearing to connect the field windings with the rectifier. The amount of generator field excitation is controlled by the amount of exciter field excitation, which is controlled by the voltage regulator output current.

The voltage regulator, located inside the main switchboard, takes a small amount of power from one coil of the generator and senses the voltage across this coil. The DC current delivered to the exciter field is adjusted by the regulator to maintain the generator coil voltage at a preset level. A rheostat in the main switchboard allows voltage adjustment of +/- 10% of nominal. During startup, when the generator voltage is low, the regulator puts full generator voltage, rectified, into the exciter field. This helps the residual magnetism of the exciter bring the generator voltage up to full value quickly. A current boost system works with the voltage regulator so that in the event of a short circuit, the voltage will not fall to such a low level that the short circuit current is below the circuit breaker trip point. A feature of the voltage regulator maintains the generator output voltage in proportion to the frequency in the event that the frequency falls below 54 Hz.

Generator excitation independent of the voltage regulator is available in the manual mode set by a switch on the main switchboard. An autotransformer and diode bridge supply DC to the exciter field, and the voltage regulator is switch off. The current boost system continues to work in the manual mode.

Heat produced in the generator windings is removed by air drawn from the engine room through the generator by the fan on the generator shaft. b. Generator Engines

The generator engines are industrial engines with all of the normal auxiliary systems to be found on an automotive diesel, plus some added equipment to provide sea water cooling of the jacket water.

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Engine: John Deere 4279D, 43 KW at 1800 RPM Governor: Stanadyne DB-2 Raw Water Pump: Jabsco Heat Exchanger: Sen-Dure SA223 Jacket Water Preheater: Kim Hotstart 3P1544, 1500W Alternator: Motorola, 12V, 35 amp.

Each engine is equipped with a dry type air cleaner, oil pump, full flow oil filter, jacket water pump, jacket water cooler thermostatic bypass valve, jacket water cooled oil cooler, fuel filter, fuel transfer pump, and uncooled exhaust manifold. A jacket water to raw water heat exchanger with integral expansion tank has been mounted on the front end of the engine skid and connected with hoses into the cooling system in the same manner as a radiator would be. A raw water pump has been added with a belt drive from the front end of the crankshaft. The pump support can be tilted to adjust the belt tension.

Exhaust leaving the engine manifold goes through a stainless steel bellows expansion joint into a cowl spiral silencer and then out through a pipe, up the stack. The exhaust system is insulated with mineral wool blankets in the engine room and cloth covered calcium silicate blocks in the stack. The blankets are wired in place to allow easy removal for making repairs.

Generator engine starting is electrical with power supplied by 12 volt storage batteries. See Fig. 3-37. Start and stop push buttons for activating the starter relays and the fuel shutoff solenoids are located on the generator control panel in the pilot house and on the gauge board above each generator. High jacket water temperature, low lubricating oil pressure, and Halon release will activate the fuel shutoff solenoids also. Power to charge the starting batteries comes from either a battery charger in the ship's service electrical system or belt driven alternators on the engines.

Each generator engine is equipped with a governor which allows the engine speed to rise only 3 to 5 percent if the load goes from full to zero. During setup in the shipyard, the engine speed was set to produce 60 Hz A with some generator load so the overall output frequency range is approximately 58.5 to 61.5 Hz. The engine speed does not normally need to be changed, and there is no provision for doing so except by disturbing factory set stops.

A Kim Hotstart is an electric immersion water heater in a small tank designed to keep an engine near operating temperature when it is not

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running. One rated at 1500 watts is mounted on the engine base and connected with hoses to the jacket water system. Water circulation through the engine and the heater is by natural convection. The Hotstart is energized only from the shore power connection because its thermostat may not protect it from burnout when the engine is running WARNING: DURING THOSE TIMES WHEN THE ENGINE IS RUN WITHOUT DISCONNECTING SHORE POWER, THE CIRCUIT BREAKER FOR THE HOTSTART MUST BE OPENED.

c. Center Pump Engine

The pump engine is a high performance marine propulsion diesel fitted with a clutch for direct drive of a fire pump.

Engine: Detroit Diesel 12V92TAB, 650 HP at 1800 RPM

Clutch: Eaton Airflex 14CB5604DA, with dual elements

The center pump engine is fitted with dual dry-type air filters/silencers, lube oil pump, full flow oil filters, dual jacket water cooled oil coolers, jacket water pump, jacket water heat exchanger, thermostatic heat exchanger bypass valve, raw water pump, dual mechanical scavenge blowers and dual turbosuperchargers. The engine also is fitted with a raw water cooled charge air cooler, a fuel transfer pump, and a single element fuel filter. There are no belt driven auxiliaries on this engine.

Exhaust from each turbocharger passes through a stainless steel bellows expansion joint, then combines with the exhaust from the other turbocharger. The single combined exhaust goes up to a Harco silencer in the stack. The exhaust system, except for the turbochargers, is insulated with mineral wool blankets in the engine room and cloth covered calcium silicate blocks in the stack. The blankets are wired in place to allow easy removal for repairs.

Pump engine starting is with 150 psi compressed air from the boat's service air system. The engine is fitted with an air driven cranking motor with a solenoid controlled air supply valve. A push button for starting the engine is located on the main engine control panel in the pilot house. A push button for stopping the engine is located in the same place and operates a solenoid shutdown valve on the engine governor. An emergency shutdown damper in the engine air inlet is activated whenever Halon is released.

Under normal circumstances, starting, stopping, and controlling the center pump engine is always done from the pilot house. There is a manual override on the air start valve in the engine room which can be

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used to operate the air starter for maintenance purposes. The engine can be stopped from the engine room by manually closing the shutdown damper in the air inlet. The start button will activate the starter and the stop button will always stop the engine, regardless of the positions of any other engine controls.

Engine speed is proportional to an air signal sent to the engine governor, and the signal is controlled by an adjustable regulator worked by the throttle knob on the pump control panel. Air to the regulator is turned on and off by a valve called the "Omega" control. If the Omega control is disengaged when the engine is started, the engine will go to idle speed. When the Omega control is engaged, the speed will rise to whatever level is set on the throttle. If the Omega control is engauged before starting, the engine will go to the throttle setting without pausing at idle.

The clutch is activated by air passing through the Omega control valve, a three way solenoid valve, and a "Rotorseal" fitting on the end of a hollow pump shaft. Air pressure causes two bladders between the inner and outer elements of the clutch to inflate and lock the elements together. Control interlocks prevent actuation of the solenoid valve to engage the clutch if the pump is dry, or if the engine is above idle speed. There is no speed restriction on clutch disengagement. Disengaging the Omega control while the engine is running drops the speed to idle and disengages the clutch. Re-engaging the Omega control will bring the engine back up to speed but will not re-engage the clutch; the pump stop button must be pressed followed by a normal pump start sequence. If the clutch pressure falls to the point where the clutch might slip, a pressure switch commands the clutch control solenoid valve to disengage the clutch. If the center pump is primed and the Omega control is engaged, the engine can be started with the clutch engaged.

The center pump engine governor maintains the engine speed between idle and 1800 rpm, depending on the pressure of an air signal set by the throttle knob on the pump control panel in the pilot house. A firemain pressure switch works solenoid valves to vent the engine speed air signal if the firemain pressure gets too high.

Two Kim Hotstarts, rated at 2500 watts each, are mounted on the engine base and connected with hoses to the jacket water system. Water circulation through the engine and heaters is by natural convection. The Hotstarts are energized only from the shore power connection because their thermostats may not protect them from burnout when the engine is running. WARNING: DURING THOSE TIMES WHEN THE ENGINE IS RUN WITHOUT DISCONNECTING

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SHORE POWER, THE CIRCUIT BREAKER FOR THE HOTSTARTS MUST BE OPENED.

3. Primary Operator

Responsibility for starting, running and stopping the auxiliary engines belongs to the pilot. The vessel's engineer will be required to know these sequences as well for purposes of assisting the pilot and maintenance.

a. Generator and Generator Engine

Before Starting (if time allows)

Check engine oil level.

Check jacket water level in the expansion tank.

Check that the engine cooling raw water suction and discharge valves are open.

If shore power will not be disconnected, open the Hotstart circuit breaker.

Starting From the Pilot House (Fig. 3-38)

Press and hold the start button until the white, engine run light begins to glow.

Allow the engine run light to reach full brightness. The engine is now at operating speed, and the green "ready" light should be illuminated.

Press the red "circuit breaker close" button until the circuit breaker closed light (red) comes on. This loads the generator and disconnects the other generator, and if done from the pilot house, opens (trips) the shore power breaker.

Starting From the Engine Room (Fig. 3-39)

Press and hold the start button on the generator gauge board until the tachometer reads 900 rpm.

Move to the switchboard and open the shore power breaker manually.

Press the red "circuit breaker close" button until the circuit breaker closed light (red) comes on. This loads the generator and disconnects the other generator.

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Running (if time allows)

After startup, and every hour thereafter, inspect the engine for leaks, check the oil pressure, and check the jacket water temperature.

Once per hour, check the omnibus bar voltage for all three phases and adjust to 460V using the "automatic voltage control" knob when the generator voltage control switch is in the "auto" position.

If the generator voltage control switch is in the "manual" position, monitor the voltage on one phase continuously and adjust the voltage with the unmarked autotransformer knob. Avoid using manual voltage control because manual control may be too slow to prevent damaging voltage variations.

Stopping (Fig. 3-40)

Select the generator control panel in the pilot house or the switchboard in the engine room.

Press and hold the green "circuit breaker open" button until the green circuit breaker open light comes on. This unloads the unit.

Run the engine for 3 to 5 minutes unloaded.

If operating from the engine room, move to the generator gauge board.

Press and hold the stop button until the generator running light goes out.

After Stopping

If shore power is connected, close the circuit breaker for the Hotstart. b. Center Pump Engine

Before Starting

Check oil level.

Check jacket water level in the expansion tank.

Check that the engine cooling raw water suction and discharge valves are open.

If possible, check that the pump turns freely by hand.

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If shore power will not be disconnected, open the Hotstart circuit breaker.

Check for 125 psi, starting air pressure.

Check that the Omega control is disengaged.

Starting (Fig. 3-41)

Press and hold the center engine start button on the engine control panel in the pilot house until the center engine tachometer reads 400 rpm, approximately. If the engine does not start within 10 seconds, there is a malfunction.

Check that oil pressure is established within 15 seconds of starting. If not, press and hold the stop button until the tachometer shows minimum indication.

Move to the pump control panel in the pilot house and turn the center pump engine throttle knob fully anti-clockwise to set idle speed for the Omega engaged condition.

Engage the pumping engine Omega control. The pump is now ready to be started according to the procedures for operating the firefighting system. See Firefighting System Operation in Section XI.

Running (if time allows)

After startup, and every hour thereafter, inspect the engine for leaks, check the oil pressure, and check the jacket water temperature.

Stopping (Fig. 3-42)

Adjust the center pump engine throttle knob on the pump control panel in the pilot house to bring the engine to 900 rpm.

Press and hold the center pump stop button until the red, stop indicator light is illuminated.

Run the engine for 3 to 5 minutes unloaded at 900 rpm.

Disengage the Omega control.

Move to the engine control panel in the pilot house. Press and hold the center pump engine stop button until the tachometer drops to minimum indication.

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After Stopping

If shore power is connected, close the circuit breaker for the Hotstarts.

Blow down the starting air system moisture traps.

C. Operations - Safety & Precautions

1. Precautions Peculiar to the System

a. Generators

The generators contain high speed rotating parts and produce lethal voltages. A generator must be stopped before removing protective covers for the purpose of making electrical connections, adjustments, inspection, trouble shooting, testing, repair, or parts replacement. Be sure protective covers are reinstalled before starting a generator because physical harm or electrocution may occur.

A generator fan experiences high stresses at operating speed, and poorly maintained fans have been known to fly apart. Do not light or pry on a fan. Keep the fan clear and clear of stationary parts. Make sure the fan hub bolts remain properly torqued.

b. Generator Engines

The generator engines have exposed belt driven equipment on their front ends. Stop the engines before performing maintenance or repairs on the belt driven equipment. Do not wear loose clothing when working near the front ends of the generator engines. Make sure the belt guards are installed and in good condition before running the generators. Life is just one big volley ball game until you have your hand run through a vee-belt pulley.

The generator engine cooling systems are pressurized under operating conditions. Opening the expansion tank cover while an engine is running may cause violent boiling, a loss of coolant, and possible burns to people nearby.

c. Center Pump Engine

The center pump engine has an exposed vibration damper on the front end, and a partially exposed clutch and shaft at the drive end. Stop the engine before performing any maintenance or repair work on or

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around these rotating parts. Do not dent the vibration damper case; crankshaft failure may occur.

The pump engine cooling system is pressurized under operating conditions. Opening the expansion tank cover while the engine is running may cause violent boiling, a loss of coolant, and possible burns to people nearby.

Avoid looking in the direction of the air start motor during starting. The exhaust blast from this motor may stir up sufficient dirt to cause eye damage.

2. Precautions Peculiar to Batteries

The generator engines use 12 volt automotive-type lead acid batteries for starting. Care must be taken when working with these batteries to ensure that the acid is not spilled on equipment or personnel. If spillage should occur, the affected area must be washed down with fresh water. Never work on a battery unless other people are within calling distance. The starting batteries are located in boxes adjacent to the generator engines. Do not set anything, particularly metal tools, on the batteries. Disconnect the battery ground cable when working on the 12 volt electrical system.

3. Hazardous Operating Temperatures

The surface temperatures of the generator engines and the pump engine become at least high enough during normal operation to cause first degree burns of exposed skin. People working in the engine room, particularly when the boat is underway, should be fully clothed. The exhaust manifolds and turbochargers have surface temperatures high enough to ignite combustible materials. These surfaces are insulated, but represent a serious hazard if the insulation is allowed to deteriorate or becomes oil soaked.

4. Chemical Hazards Presented by the System

There are no known chemical hazards from normal starting, running and stopping the generator and pump engines. However, during maintenance, contact with jacket water additives and lubricating oil is likely. Avoid contact with jacket water and lubricating oil as much as possible. Wash skin with soap and fresh water after contact.

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5. Hazards Caused by Negligent Maintenance

a. Generators

Improper maintenance of the generator is likely to result in insulation damage and shock hazard or a short circuit to ground and an electrical fire. Poor maintenance of cable terminations can lead to hot spots and arcing. If protective covers are not replaced, objects may fall into the generator rotor or onto exposed electrical terminals. Severe damage can result.

b. Engines

Engines are durable mechanically, but have many sources of oil leaks if they are not maintained with care. Because engines are a source of ignition, oil leaks represent a serious fire hazard. No oil leaks should be allowed. Any oil lying on or around the engine after a maintenance effort should be wiped up immediately. Oily rags must not be left resting on the engine at any time. Buckets or tins collecting oil drips ar ea deadly substitute for proper leak prevention.

6. Crew Safety During Operations

The noise produced by the generator and pump engines is sufficient to cause loss of hearing. Always wear protective ear muffs in the engine room when any engine is running. When performing maintenance on the engines in a quiet engine room, keep ear muffs or ear plugs within reach; engines may be started from the pilot house without warning.

During maintenance of any engine, tag all of its start push buttons to warn others of the danger of starting the engine.

Keep away from moving belts. Do not attempt any maintenance or adjustment of belt drives during operation. Keep belt and coupling guards in place and in good condition at all times during operation.

Avoid unnecessary burns when working around hot engines by being fully clothed.

D. Operations - Maintenance

1. Non-Scheduled Periodic Maintenance

The air cleaner service interval for the generator engines is not fixed. Whenever a restriction indicator shows red or an engine has difficulty

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carrying the load or it smokes, the air cleaner should be serviced according to the directions in the engine operator's manual.

2. Scheduled Periodic Maintenance

3. Updating the Maintenance Schedule

Some maintenance intervals are sensitive to operating procedures and environmental conditions. The oil change frequency for engines that never get hot should be shorter than that for engines that do, because the oil absorbs water. Injector tips can foul if the fuel quality is poor. The boat operators should adjust the maintenance schedule based on their experience.

E. Trouble Shooting

1. Periodic Visual Inspection

Each time an engine or generator is run, it should receive a walk around inspection to look for leaks and loose parts. The best time to do this is when the engine is loaded and warmed up. Conditions that seem to be different from normal should be examined more closely when the machine is stopped. Any discrepancies should be corrected and then noted by making entries into the "Report" section of the Maintenance Program.

2. Trouble Shooting Instructions

Complete trouble shooting guides are contained in the operator's manuals for the generators, generator engines and pump engine. These tables of problems and possible causes will help to solve most of the operational problems. The generic nature of the engine manuals means that trouble shooting for radiator cooled applications must be ignored. The raw water pump on the generator engines is not covered by the trouble shooting tables and must not be overlooked.

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3. Exhaust Piping

All the engines in the engine room including the center pump engine and the two generator engines have been equipped with a new closed crankcase emission system. This system is called Airsep Air and oil separator.

The Airsep system is simple in operation and has no moving parts. Airsep takes the combined blowby oil and gases from your crankcase breather, and separates the oil from the fuel-rich gases. The oil is returned to the crankcase, and the remaining combustion gases and water vapor are inducted into the engine's air intake system for recombustion. The result is no blowby in the engine room.

The only maintenance requirements for the Airsep system is the air filter. If the air restriction gauge on the Airsep turns red the air filter must be cleaned or replaced.

Section X

POWER AND LIGHTING:

A. Introduction - Purpose

1. The subjects covered under this heading and their related MARAD section classifications are as follows:

Switchboard Section 89 Motors/Controllers Section 90 Panelboards Section 90 Switches/Plugs/Receptacles Section 90 Lighting Section 90 Battery Systems Section 90 Test Equipment Section 90

2. The purpose of the power and lighting system is to receive power from either of the ship's service generators or from the show power connection, and to distribute it to the electrically operated lights, appliances and fixtures distributed throughout the boat.

3. The ship's service switchboard is located in the engine room at the after end on the port side near centerline, at Fr. 13. Power and lighting distribution panelboards are located in the following places:

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Pilot house, main deck, console front, port side, Fr. 5

Storeroom, main deck, port bulkhead, Fr. 9

Engine room, lower deck, starboard side outboard, Fr. 12

Crew's day room, lower deck, after bulkhead, starboard side, Fr. 6

There is also an engine jacket water heater panel next to the power and lighting panel in the engine room, and there is a navigation light penal in the front of the pilot house console, on centerline.

The power and lighting system has interconnections with all systems which use electricity and with the generators which make electricity. For more information on these interconnections, see the following Sections in Part 3 of this manual.

General Hull Machinery Section I Furniture & Furnishings Section II Fire Extinction & Onboard alarms Section IV Navigating & Electronic Equipment Section V Heating, Ventilating & Air Conditioning Section VI Main Propulsion/Controls Section VIII Auxiliary Engines & Generators Section IX Firefighting System Section XI

B. Operation - General & Specific

1. General Operation

a. Ship's Service Switchboard

The ship's service switchboard, manufactured by Continental Electric Service Corporation, receives 460 volt, 3-phase, AC power from one of the generators or from shore and connects it through circuit breakers to major load items. See Fig. 3-43. Most of these major load items are electric motors, but one is a power and lighting transformer, and another is the distribution panel for the electric jacket water heaters on all of the diesel engines. There are meters in the switchboard for monitoring the voltage, frequency, and current demand, and lights for indicating ground faults. There are generator controls, safety interlocks and all of the circuit breakers for the 460 volt circuits in the switchboard. Sixteen 460 volt branch circuits, including one spare, are fed from the main switchboard. Five 208/120 volt branch circuits,

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including one spare, are fed from the main switchboard also. See Figs. 3-44 and 3-45.

b. Heater Panel

The heater panel has a branch circuit for each engine and one spare for a total of six. All branches are 3-wire, 460 volt, 3-phase. c. Motors

Motors rated at or above 3/4 horsepower and the motors which move the monitors are driven by 460 volt, 3-phase power. Motors below 3/4 horsepower are driven by 120 volt, single phase power. Motor construction varies with each application.

d. Motor Controllers

All motor controllers for 3-phase motors have magnetic contactors and all motor controllers for single phase motors do not. Those which control 3-phase motors that are extremely important to the operational safety of the boat, such as steering motors, are low voltage release (LVR). Single phase controllers are manual, low voltage release effect (LVRE). The remaining controllers are low voltage protected (LVP). LVR and LVRE controllers shut the motor down on low voltage and restart it automatically when voltage is restored. LVP controllers shut the motor down on low voltage and must be manually reset when the voltage is restored. Transferring the electrical load from shore power to a generator or from generator to generator will cause all of the LVP controllers to drop off the line. Some controllers have special features to match special features of their motors. For more detail, see the descriptions in Section 82.d "Motor Controller," which follows.

e. Transformer

A Jefferson "Powerformer" transformer converts 460 volt power into 208/120 volt for lighting and small appliances. It is located in the engine room just forward of Fr. 10 to port of centerline.

f. Distribution Panels

The distribution panels for power and lighting are General Electric Model NLTQ with appropriate slot counts for the number of branch circuits and spares. Single pole, two pole and three pole breakers can be accommodated for single and 3-phase power, although these panels have no 3-phase branch circuits. All items consuming AC

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electrical power at 208 or 120 volts are fed from a circuit breaker on one of these panels. See Fig. 3-45. g. Navigation Light Panel

The navigation light panel, manufactured by J-Box Inc., distributes power to the navigation lights and provides an alarm and indication of failed lights. It is mounted on the front of the pilot house console near centerline. h. Lighting Fixtures

Lighting fixtures fall into six categories: Special lights such as the police beacon and the searchlight, navigation lights, emergency lights with backup batteries, deck floodlights, fluorescent lights, and incandescent lights. Exterior lighting is provided by incandescent lights on the main deck at side with floodlights covering the bow, the stern and the ramp. i. Receptacles

Electric receptacles fall into four categories: Duplex navigation light receptacles, duplex 125 volt receptacles, and the 100 ampere shore power receptacle. The duplex 125 volt receptacles are ordinary "wall plugs" located conveniently in all of the manned spaces, while the single 125 volt receptacles are limited to two places in the engine room for operating power tools. j. Battery Chargers

There are four La Marche "Constavolt" battery chargers to supply charging current to the generator starting batteries, the general alarm battery and the radio battery. See Figs. 3-37, 3-46 and 3-47. All of the batteries and battery chargers operate on a nominal 12 volts. Two chargers are in the engine room and two are in the HVAC space. k. 12 Volt Distribution Panel

The 12 volt distribution panel, located on the front of the pilot house console, supplies the interior communication loads and is fitted with an expanded scale voltmeter for monitoring battery condition. A battery select switch is used to connect the omnibus circuit in the panel to the IC battery and its charger.

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2. Specific Operation

a. Ship's Service Switchboard

The switchboard is divided into three sections. Starting at the top is the meter and control section. In the middle is the supply circuit breaker section, and at the bottom is the load circuit breaker section.

The meter and control section has three areas across, one for each source of electrical power. The left hand and center areas, facing the switchboard, ar for the two diesel generators, while the right hand area is for shore power. Below these areas is the control area with push buttons for operating the generator circuit breakers.

Each generator area has, side by side across the top, a generator power available light (white), a voltmeter and ammeter. A switch below the voltmeter connects this meter across the three possible combinations of phases on the generator output and across the three possible combinations of phases on the distribution bus. A switch below the ammeter connects this meter to one of the three phases of generator output. Below the ammeter switch is a potentiometer knob for adjusting the output voltage of the generator in the automatic voltage regulation mode; turn it clockwise to increase volts. The next thing below the potentiometer knob is the generator voltage control switch, when in the "auto" position, makes the voltage regulator control the generator field, or, in the "manual" position, connects a Variac (variable auto-transformer) to the generator field through a rectifier. The Variac knob is the bottom item in the column below the ammeter; turn it clockwise to increase volts in the "manual" mode.

The generator voltage regulators are mounted on a pan behind the meters in the switchboard. They automatically adjust the generator field current to maintain constant generator output voltage. The voltage set point is 460 variable + 10% with the potentiometer. In the manual mode, the voltage variation is much greater and damage from excess voltage may be possible. Load changes will cause voltage changes in the manual mode which will not go away unless someone intervenes. The worst case is probably the voltage rise from stopping the 15 horsepower foam pump. Avoid using manual voltage control except as an emergency measure.

Short circuits between line conductors and ground create shock and electrical fire hazards. Ground fault indicators warn of the existence of such short circuits or "grounds."

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The ground fault indicators are located below the voltmeter switch for Generator No. 1. The upper indicator is a ground fault ammeter which is connected to a current transformer around the neutral ground lead from the power and lighting transformer. See Fig. 3-48 for a circuit diagram. ground in the 208/120 volt distribution system must include the neutral ground lead in the return path, so an increase in the current flow indicates a ground fault. Some current will always be present in the ground lead so that the condition of the meter can be checked by shorting its leads with the test button located below it. The indication should go to zero.

The three clear lights below the ground fault ammeter test switch are the ground fault indicator lights for the 460 volt distribution system. When one light goes dim or out, and the other two are bright, there is a ground in the phase with the dark light. The test button below the center light will bring all lights on with equal brightness to make sure the ground is not really a burned out bulb. The primary windings of three 4:1 potential transformers inside the switchboard are connected between the three phases and a common ground with the normally closed test button in the ground leg. The indicator lights are rated at 120 volts and are connected across the secondaries of the transformers. See Fig. 3-48 for the circuit diagram. The common ground on the primary side is the neutral in a 3-phase wye connection and normally operates at 266 volts relative to all of the phases. The secondaries of the transformers produce only 66 volts and the indicator lights glow dimly. When one of the phases becomes grounded, the voltage between ground and the other phases goes to 460 so that the lamps for those phases are supplied with 115 volts and they glow brightly. The primary of the transformer for the grounded phase sees no voltage difference so the lamp connected to its secondary winding goes out.

A frequency meter is located below the voltmeter switch for Generator No. 2. Below this meter is a switch to connect the frequency meter to either of the generators. The frequency of the power produced by either generator should be between 57 and 63 Hertz at all times.

The shore power area on the right side of the switchboard contains, from the top down, a voltmeter with an amber power available light beside it, an ammeter, and a phase sequence meter. The power available light is illuminated when the shore power cable is plugged into an active receptacle. The voltmeter is connected between Phases A and B, while the ammeter has a current transformer around Phase B. If all three phases are live, three amber lights on the phase sequence meter are illuminated with the same intensity. A missing phase makes two of these lights go dim. Connecting the shore power

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cable to a receptacle where the phase sequence is different from that of the boat illuminates a light marked "incorrect" on the phase sequence meter. There is a "correct" light on the meter for times when connections are compatible.

At the bottom of the upper switchboard section are four push buttons and four indicator lights, some green for open, and some red for closed. There is an open and closed combination for both of the power operated circuit breakers serving the diesel generators.

The supply circuit breakers are General Electric, Type TED, 150 ampere frame, 70 ampere fixed thermal magnetic trip, 50 degrees C., ambient, three-pole, 480 volt devices. Each breaker is fitted with an under voltage trip and two SPDT auxiliary contacts, plus plug-in mounting hardware.

The left hand supply circuit breaker is for Generator No 1 and the center supply circuit breaker is for Generator No. 2. These two are power operated from push buttons on the switchboard and in the pilot house. They cannot be operated unless their respective generator is running up to voltage; they trip off automatically on under voltage. The right hand supply circuit breaker is manually operated and is for shore power. All of the supply breakers are electrically interlocked so that two of them cannot remain closed at the same time. Closing either generator breaker will trip the other generator breaker and the shore power breaker. The manner in which the shore power breaker interlock works, when a generator breaker is closed from the engine room, allows both breakers to be closed for an instant (break after make). The shore power breaker is tripped first (break before make) when a generator breaker is closed from the pilot house. To reconnect to shore power, the shore power breaker must be closed manually. It will not stay closed if either generator breaker is closed. Shutting off an on-line generator or pulling the shore power plug will trip the circuit breakers for these items due to under voltage.

At the bottom of the switchboard are three horizontal rows of circuit breakers for distribution. Counting from top to bottom and from left to right, the first 16 breakers are for the 460 volt system and the last five breakers are for the 208/120 volt system. All of the breakers are connected to tin plated copper omnibus bars through plug-in mounting assemblies. The conductors to the loads are connected directly to lugs on the breakers. With the exception of the ones supplying the steering gear, all 460 volts distribution breakers are General electric Type TED, 150 ampere frame, fixed thermal magnetic trip, 50 degree C., ambient, three-pole, 480 volt devices. The breaker supplying the jacket water heater panel has an under voltage trip connected to the shore power

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receptacle so that all jacket water heaters are deenergized when shore power is not connected. The breakers supplying the steering gear pumps have short circuit, but not overload protection and are General Electric type TEC, 150 ampere frame, adjustable magnetic trip only, three-pole, 460 volt devices with one SPDT auxiliary contact. Their trip setting is adjustable between 42 and 198 amperes. All 208/120 volt distribution breakers are General Electric Type TEB, 150 ampere frame, fixed thermal magnetic trip, 50 degrees C., ambient, three-pole, 240 volt devices.

b. Heater Distribution Panel

The heater distribution panel is the only distribution panel to handle 460 volt power. It is a General Electric Type NHB with six circuit breakers inside, one for each engine, plus a spare. The breakers are General Electric Type TED, 150 ampere frame, 15 ampere fixed thermal magnetic trip, 50 degrees C., ambient, three-pole, 480 volt devices. The circuit breakers are bolted to omnibus bars inside the enclosure. Branch circuit conductors are bolted to lugs on the breakers.

c. Motors

There are seventeen 460 volt, 3-phase motors on the boat. The following list contains all of them.

Motor HP Enclosure

Anchor windlass 5 TEFC Supply fan (2-speed) 3 TEFC Steering pump #1 1-1/2 TEFC Steering pump #2 1-1/2 TEFC Foam pump 15 TEFC Air compressor 2 TEFC Bilge pump #1 3/4 Unk. Priming pump 2 Unk. Foredeck monitor train Unk. TENV-XP Foredeck monitor elevation Unk. TENV-XP Tower hydraulic pump 7.5 TEFC House top monitor train Unk. TENV-XP House top monitor elevation Unk. TENV-XP Tower monitor train Unk. TENV-XP Tower monitor elevation Unk. TENV-XP Port bow monitor Unk. TENV-XP Starboard bow monitor Unk. TENV-XP

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TEFC: Totally enclosed, fan cooled

TENV-XP: Totally enclosed, non-ventilated, explosion-proof

There are two 120 volt motors which are not subparts of appliances. They are the 1/4 horsepower, open, drip-proof motors on the oily bilge pump and the auxiliary sea water pump. The motor on the fresh water pressure set may be one of these too. These motors are single phase, capacitor start, induction run.

None of the motors require any special starting procedure to get them running; just turn on the electricity and they go. The foam pump motor is large enough to require a reduced starting voltage to keep from drawing the line voltage down too far. The foam pump starter described in the next paragraph does this without any intervention by the operator.

d. Motor Controllers

The anchor windlass motor controller is a Square D Class 8538, Type SBA-21, located on the forward face of the dayroom bulkhead, in Void 2, on Fr. 4. It has a NEMA Size O magnetic contactor in a NEMA 12 (dust and driptight) enclosure with a disconnect switch. Control is from a start/ stop push button station on the main deck near the bow monitor. The motor is started across the line and will trip off on low voltage. The motor is started across the line and will trip off on low voltage. The motor must be manually restarted upon correction of a low voltage condition. The unit if fitted with melting alloy type overload relays, where excess motor current passing through heaters melts the solder holding back a spring loaded release mechanism in the controller contactor. Overload relays must be reset by hand after a cool down period of approximately five minutes.

The supply fan motor controller is a Square D Class 8819, Type SBA- 2, located at Fr. 9 on the after bulkhead of the uptake casing inside the storeroom on the main deck. It has two NEMA Size 0 magnetic contactors, one for fast and one for slow, in a NEMA 12 enclosure. Control is from fast/slow/stop push buttons in the enclosure cover and on the front of the pilot house console. A pressure switch in the Halon system and a "Fire Break Glass" switch on the face of the pilot house console are wired in series with the stop switch and serve to stop the fan in an emergency. The motor is started across the line and will trip off on low voltage. The motor must be manually restarted upon correction of a low voltage condition. The unit is fitted with melting alloy type overload relays.

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The steering pump motor controllers are Klockner-Moeller models supplied by the steering gear manufacturer, Wagner. They are mounted on the fore bulkhead in the lazarette, near the steering pump units. They have a magnetic contactor inside a NEMA 12 enclosure with a disconnect switch. Control is from start/stop push buttons on the face of the pilot house console and in the enclosure covers. The motors are started across the line and will trip off on low voltage. When voltage is restored, the motors will restart automatically. The controllers are fitted with overload relays which do not trip the motors off the line, but energize warning lamps near the start/stop buttons. Refer to the steering gear portion of Section I of Part 3 of this manual for more detail.

The foam pump motor controller is a Square D Class 8606, Type SDA- 1, located on the fore bulkhead in the lazarette on the port side, next to the foam pump safety switch. It has two 3-pole contactors, a 2-pole contactor with a time delay relay, and an autotransformer inside a NEMA 12 enclosure. Control is from start-stop push buttons in the enclosure cover and in a control station next to the foam pump in the engine room. The contactors and the autotransformer are connected to provide the motor with a reduced voltage at startup and switch to full line voltage after a short time governed by the delay relay. The motor will trip off the line on low voltage and must be manually restarted on correction of the low voltage condition. The unit is fitted with melting alloy type overload relays. The safety switch is a Square D, Model HU-362A with three poles rated at 60 amperes and 600 volts. It can be opened to protect people working on the motor or controller from being shocked.

The air compressor motor controller is a Square D Class 9536, Type SBA-2, located in the engine room on Bulkhead 6. It has a NEMA Size 0 magnetic contactor inside a NEMA 12 enclosure. Control is from a hand/off/auto switch in the enclosure cover or from pressure switches near the air tank. The motor is started on full line voltage or "across the line" and will trip off on low voltage. When a low voltage condition is corrected, the motor will restart automatically. The unit is fitted with melting alloy type overload relays.

The controller for bilge pump #1 is a Square D Class 9536, Type SBA- 2, located in the engine room at Fr. 10 near the bilge pump. It has a NEMA Size 0 magnetic contactor inside a NEMA 12 enclosure. Control is from start/stop push buttons in the enclosure cover. The motor is started across the line and will trip off on low voltage. The motor must be manually restarted upon correction of a low voltage condition. The unit is fitted with melting alloy type overload relays.

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The four control relay boxes for the monitors act as the motor controllers for the monitor motors and the tower hydraulic pump motor. The bow monitor and foredeck monitor control relay boxes are located in Void #1 on the after side of Bulkhead #1. The control relay box for the housetop monitor is on the fore bulkhead in the HVCA space beneath the pilot house. The control relay box for the tower monitor and the tower hydraulic pump is on the after bulkhead of the storeroom on the main deck. Each control relay box contains two overload protected motor contactors to provide reversing operation for each monitor motor. The box for the tower monitor also contains an overload protected contactor for the tower hydraulic pump motor. The enclosures for the control relay boxes are the French equivalent of NEMA 12. Control for all of the contactors is from the monitor panels in the top of the pilot house console. Momentary contact joy sticks control the monitor motors while stop/start push buttons control the tower hydraulic pump motor. The overload protection is from Telemecanique brand "automatic circuit breakers," which probably have thermal trips.

The oily bilge pump and auxiliary sea water pump controllers are Square D Class 2510, Type MBA 1, located near centerline on Bulkhead 6 in the engine room. They have two-pole, NEMA Size M-O, manual contactors in NEMA 12 enclosures. Control is from a start/stop lever in each enclosure cover. The motors are started across the line and they do not trip off on low voltage. Each unit is fitted with one melting alloy type overload relay in the "line" pole. e. Transformer

The transformer is not a child's toy which changes from a pickup truck into a monster. However, it is a Jefferson "Powerformer," Catalog No. 223-3214, rated at 45 KVA or 36 KW, with an 0.8 power factor. The transformer takes 460 volt, delta connected 3-phase power from the main switchboard and converts it into 208/120 volt, wye connected power. The line-to-line voltage on the primary is 460 volts, the line-to- line voltage on the secondary is 208 volts, and the line-to-neutral voltage on the secondary is 120 volts. The neutral is grounded to the hull in only one place near the transformer. Transformer cooling is by natural convection. It is located in the engine room forward of Fr. 10, near centerline. f. Distribution Panels

The distribution panels are constructed to allow the distribution of 3- phase 208 volt and single phase 208 volt or 120 volt power from the same unit. Four omnibus bars, one for each phase and one for the

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neutral, run vertically through the panel and can accept plug-in branch breakers with either one, two or three poles. Only single pole circuit breakers, General Electric Type THQL, with various fixed thermal magnetic trip settings, are used on this boat.

The storeroom panel is located in the main deck storeroom on the port bulkhead. It contains slots for 12 breaker poles, but only 8 are filled. The panel supplies 120 volt power through 15 ampere single pole circuit breakers to storeroom lights, storeroom receptacles, a hose reel, and a spare circuit. The panel supplies 208 volt, single phase power through 15 ampere two-pole circuit breakers to the storeroom heater and the first aid space heater.

The dayroom panel is located on the starboard bulkhead in the dayroom. It contains slots for 18 breaker poles, 14 of which are filled. A 30 ampere single pole breaker supplies the mini-kitchen with 120 volt power. Nine 15 ampere single pole breakers supply 120 volt power to dayroom lighting, head lighting, forward void lighting, galley receptacles, the head exhaust fan, the pilot house and dayroom supply fan, lighting and receptacles in the fan room, and two spare circuits. Two 15 ampere two-pole breakers supply 208 volt single phase power to the dayroom heater and the pilot house air conditioner. The circuit breakers for the pilot house air conditioner and the dayroom supply fan ar fitted with shunt trips controlled by a ventilation shut down push button on the front of the pilot house console.

The engine room panel is located at Fr. 12 on the starboard side of the engine room. It contains slots for 18 breaker poles, all of which are filled. Two 30 ampere single pole breakers supply 120 volt power to two 30 ampere convenience receptacles in the engine room. Sixteen 15 ampere single pole breakers provide 120 volt power to two engine room lighting circuits, lazarette lighting, aft void lighting, engine room receptacles, engine room emergency lighting, lazarette receptacles, the potable water pump, two starting battery charger circuits, the marine sanitation device, fire pump high water sensors, the auxiliary sea water supply pump, the Argus Monitor power supply, the oily bilge pump and two spare circuits.

The pilot house panel is located in the front face of the pilot house console on the port side. It contains slots for 24 breaker poles, 21 of which are filled. The navigation light panel is fed from the pilot house panel without a circuit breaker, in compliance with Coast Guard regulations. Two 30 ampere single pole circuit breakers supply 120 volt power to the search lights and a spare circuit. One 20 ampere breaker supplies 120 volt power to another spare circuit. Sixteen 15 ampere single-pole breakers supply 120 volt power to pilot house

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lighting, deck lights, four flood light circuits, rotating beacons, the radar power rectifier, the radio battery charger, the general alarm battery charger, windshield wipers, the loudhailer, the firefighting control system, the whistle, pilot house receptacles, and one spare circuit. A 15 ampere two-pole breaker supplies 208 volt single phase power to the pilot house heater. g. Navigation Light Panel

The navigation light panel is located in the face of the pilot house console. It is a J-Box, Inc., Model 6D120ACGN with switches for six dual lamps operating on 120 volt AC, with a grounded neutral. From top to bottom, the lamp assignments are port, starboard, masthead, anchor, stern and spare. Six identical amplifier circuits monitor the current in the lamp filaments and trigger a buzzer and an alarm light if one fails. A 3 ampere fuse protects the line to each bulb and a 10 ampere fuse protects the line coming into the panel. There is no protection in the neutral anywhere. Switches for each dual lamp select one of the filaments or "off." Pushing a test button removes power from the lamps, but leaves the alarm energized so that all of the alarm lights and the buzzer are activated. Navigation lights can be as small as 25 watts and as large as 250 watts without impairing the operation of the panel. h. Lighting Fixtures

All of the navigation lights are incandescent Aqua Signal, Model 70D, with part number variations depending on the lens color and the shield arc. The police beacon is a Whelen Engineering, Model RB-120 with a blue dome, rotating reflector, and 120 volt lamp. The search lights are Perko "solar-Ray" model with 120 volt, 1000 watt, tungsten-halogen bulbs. All of the deck floodlights are Jabsco-Rayline, Model 14790- 0000 with 120 volt, 500 watt bulbs. The fluorescent light fixtures providing interior illumination have weather resistant, overhead surface mounted, all plastic housings for 20 or 40 watt tubes and are Pauluhn model Paulerex FPS 220 or FPS 240. The incandescent light fixtures for interior and exterior illumination are bulkhead mounted, vapor and waterproof units, Pauluhn Model 707A, for lamps up to 100 watts. There emergency light fixtures, Dual-Lite, Model AS-80-BC, provide illumination to two locations in the engine room and one location in the first aid room in the event of the loss of 120 volt power. The emergency light fixtures contain sealed lead-acid batteries and chargers, plus protective circuitry for low battery voltage.

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i. Receptacles

The navigation lights plug into 120 volt duplex receptacles in cast aluminum, watertight, angle type boxes, Pauluhn, Model 2572A. Convenience outlets throughout the boat are 120 volt duplex receptacles in cast brass boxes, Pauluhn, Catalog No. 2672, which will accept standard, 3 prong plugs. There are two 30 ampere single receptacles in cast aluminum watertight boxes, Pauluhn, Catalog No. 3110A, in the basement for power tools. The shore power receptacle on the after deck is a dust ignition and explosion-proof device with four poles and a 100 ampere rating, Appleton Electric, Catalog No. EBR1034EH50. j. Battery Chargers

The starting battery chargers, La Marche "Constavolt," Model A22-20- 12V-A1, are located in the engine room at Fr. 11, one to port, and one to starboard. They take 120 volt AC from the engine room distribution panel, reduce it with a transformer, and rectify the output to make direct current. A saturable reactor, having one winding connected in series with the AC input and another winding connected in series with the DC output, holds the output voltage between 12 volts at maximum charge and 13.8 colts at trickle charge. The maximum charging current is 20 amperes. both the input and the output have fuse protection, and there is an ammeter for monitoring the charging process. Adjustable taps inside the unit allow for output voltage adjustment to get the correct truckle charge current. These taps were set during construction and should never need adjustment again.

The radio battery charger, located in the HVAC space below the pilot house on the port side, is exactly the same as the starting battery chargers. The general alarm battery charger, also located in the HVAC space below the pilot house, is a La Marche "constavolt," Model A22-19-12V-A1. The general alarm battery charger has a 20 ampere maximum charging current, but is otherwise identical in operation to the starting battery chargers. Both of these chargers take 120 volt AC from the pilot house distribution panel. k. 12 Volt Distribution Panel

The 12 volt distribution panel is a Newmar, Model DC-1, with seven switch/circuit breakers, six of which are used. The battery select switch is wired so that the positions "battery 1," "both," and "battery 2," all connect to the single radio battery and its charger. From top to bottom, the loads served by the 12 volt panel are the radio direction finder (ADF), the depth sounder (D/R), VHF radio transmitter/receiver

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No. 1, the telephone (AIPHONE), the commercial broadcast receiver (CO. RADIO), and the VHF radio transmitter/receiver No. 2. A battery test switch connects the voltmeter to the battery in either position.

3. Primary Operator

Operator actions which take place outside the pilot house are intended for the engineer to perform. Operator actions which take place inside the pilot house are intended for the pilot.

a. Ship's Service Switchboard

Energizing from Shore Power:

Any branch circuit breaker may be left closed when connecting to shore power.

Plug the shore power cable into the boat and the dock receptacles.

Check that the shore power available lamp (amber) is illuminated.

Check that the shore power voltmeter reads between 440 nd 480 volts.

Check that the "correct" lamp on the phase sequence meter is illuminated brightly and the "incorrect" lamp is dim or not. If the "incorrect" lamp is bright, interchange two of the leads to the shore power receptacle on the dock.

Check that all three phase lamps on the phase sequence indicator are illuminated. If they are not, unplug the shore power cable and clean the contacts. WARNING! DISCONNECT POWER TO THE SHORE POWER RECEPTACLES BEFORE CLEANING THE CONTACTS OR ELECTROCUTION WILL OCCUR.

Make sure both generator circuit breakers are open. If a generator is on line, its breaker can be opened using the appropriate green push button on the switchboard.

Close the shore power circuit breaker manually.

Energizing from a Generator:

Start and run the generator according to the procedures in Section IX.

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Connecting Loads:

Close the circuit breaker for the branch circuit to be loaded. The circuit breakers for all branch circuits but the jacket water heaters normally should remain closed.

Adjusting Generator Voltage:

Use the voltmeter for the operating generator to read the voltage on all three phases of the generator and all three phases of the switchboard omnibus circuit (bus). They should all be the same. If one is more than 20 volts different from the average, find out why.

Set the voltmeter switch to the position which provide readings nearest to the average.

In automatic voltage control mode, adjust the voltage control potentiometer clockwise to increase volts to 460 and counter-clockwise to decrease volts to 460.

In manual voltage control mode, adjust the voltage control Variac clockwise to increase volts to 460 and counterclockwise to decrease volts to 460.

Testing for Grounds:

Examine the three white ground fault lamps. If they are not equally bright, push the test button. Replace those lamps which are dim or out when the test button is pushed.

Examine the ground fault lamps again. If they are still not equally bright, turn off each 460 volt circuit breaker in turn. The circuit which, when shut off, causes the lamps to glow equally, has a ground fault in the phase marked by the dark lamp.

Examine the ground fault ammeter. Push the test button; the meter reading should go to zero. If it does not, replace the meter.

Examine the ground fault ammeter again. If it indicates more than one or two amperes, there is a significant ground fault which needs correction. Turn off each distribution panel supply circuit breaker in the switchboard in turn. The panel which, when shut off, causes the fault current to drop, is feeding a grounded branch circuit.

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Turn off, in turn, each branch breaker in the panel with the grounded branch circuit. The branch circuit when, when shut off, causes the fault current to drop, has a grounded line conductor. b. Heat Distribution Panel

Energizing Heaters:

Make sure that the switchboard is energized from shore power.

Close the heater distribution panel feeder circuit breaker in the switchboard. This breaker trips every time shore power is disconnected.

Use the circuit breakers in the heater distribution panel as toggle switches to turn individual jacket water heaters on and off. The normal position for breakers in this panel is ON.

See Section IX of Part 3 of this manual for precautions regarding running engines with the jacket water heaters energized. c. Motors

Starting:

Make sure starting the motor will not cause harm to any person or thing.

Check that the appropriate circuit breaker on the switchboard is closed.

Check that the motor controller disconnect switch, if fitted, is closed.

Press the motor start button.

Stopping:

Press the motor stop button. d. Controllers

See Motors above. e. Transformer

No operator action required.

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f. Distribution Panels

Close all circuit breakers except the spares and leave them closed for normal operation.

If a circuit breaker trips, correct the overload condition and reclose the breaker.

Circuit breakers may be used as ON/OFF switches for equipment not fitted with such switches.

g. Navigation Light Panel

Lights On:

Make sure power is available from the switchboard.

Turn the panel power switch ON.

Push the panel test button and confirm the activation of six warning lights and a warning horn.

For those navigation lights which are to be illuminated, move the filament selector switches on the navigation light panel to the starboard side "Primary" position.

If a lamp failure is indicated, more the selector switch for that lamp to the port side "Secondary" position. Replace the failed lamp immediately.

Lights Off:

Move all of the lamp selector switches to the port side "Secondary" position to check the lamp condition. Replace lamps which show an alarm.

Move all of the lamp selector switches to the center of OFF position.

Turn the panel power switch OFF.

h. Lighting Fixtures

Turn them ON and OFF with their switches or circuit breakers, whichever is convenient. Note that turning power off to the emergency light fixtures turns the emergency lights on.

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If AC power to the emergency lighting fixtures has been shut off for 24 hours, disconnect the batteries to prevent an unrecoverable deep discharge.

i. Receptacles

Operation of shipboard receptacles is the same as using wall plugs at home, except that some have water resistant covers which need to be removed before using and replaced after using. Replacing the covers is important for preserving receptacles which may get wet down in a firefight.

j. Battery Chargers

Battery chargers can be turned on and left on except when the batteries are being serviced.

If starting battery chargers blow fuses on the DC side when their engine is cranked over, these chargers should be shut off during engine cranking. There may be a built in relay which does this automatically.

C. Operations - Safety & Precautions

1. Precautions Peculiar to the System

All of the electric power and lighting system contains lethal voltages. Electrical equipment of all kinds must be de-energized at the source of power before it is opened for the purpose of making electrical connections, making adjustments, inspecting, trouble shooting, testing, making repairs or replacing parts. Be sure protective covers are reinstalled before energizing a piece of electrical equipment because severe burns or electrocution may occur.

The neutral line for all 120 volt circuits is grounded to the hull through the main switchboard. Appliances which have case ground tied to the neutral internally can produce a shock hazard when connected to the system. Portable appliances with two prong ungrounded plugs and internal connections between the case and neutral must not be used because the case may be elevated to 120 volts above ground if the plug is put in wrong.

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2. Hazardous Operating Temperatures

Some motors when operating at load can have enclosure surface temperatures high enough to cause minor skin burns.

Light fixtures, after a period of operation, become hot enough to cause serious burns. When changing lamps, allow light fixtures to cool before opening them.

3. Chemical Hazards

No hazardous chemical which will be encountered in normal operation or maintenance activities are known to exist in the electrical system. The emergency lighting fixtures do contain sealed batteries filled with toxic electrolyte. If one of these batteries does become open accidentally, wash the affected area with fresh water. Keep electrolyte off the skin, wash areas of contact with soap and lots of water, get medical attention for acid burns.

4. Hazards Caused by Negligent Maintenance

Improper maintenance of electrical equipment is likely to result in missing safety covers, exposed conductors inside panels, missing or damaged insulation, and moisture inside enclosures. All of these things increase the hazards of shocks, electrocution, arcing, and fire. Openings for motor cooling air must not be blocked with paint, dirt build-up, rags, temporary drip deflectors, or anything else. Do not allow water or oil to drip on electrical equipment. Never run totally enclosed, fan cooled (TEFC) motor without its fan shroud, or motor overheating will occur.

5. Crew Safety During Operations

The engine room and lazarette are noisy when equipment is running. Always wear protective ear muffs in these spaces when any equipment is running. When performing maintenance in a quiet machinery space, keep ear muffs or ear plugs within reach; equipment may be started from the pilot house without notice.

Do not perform maintenance or trouble shooting tasks on electrical equipment that is energized. If measurements must be made from live circuits, shut off the power before making the meter connections. When working on electrical equipment out of sight of the switchboard, open the local safety switch or lock the circuit breaker open. Keep the enclosures on electrical equipment intact and in place. Use the proper non- conducting tool for pulling and inserting cartridge fuses.

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D. Operations - Maintenance

1. Non-Scheduled Periodic Maintenance

Most of the maintenance of electrical equipment is of the nonscheduled variety, replacing lamps and fuses.

Special care is required when handling quartz-iodine and tungsten- halogen lamps that no fingerprints are put on the glass bulbs. The acids deposited by fingers etch the glass and make it break when it is heated.

2. Scheduled Periodic Maintenance

All scheduled maintenance items are described in the computerized Maintenance Program. Running this computer program will tell what to do at what time, on which piece of equipment. Some step-by-step instructions for maintenance tasks are contained in the computer printout and some are contained in vendor technical material referenced in the printout.

3. Updating the Maintenance Schedule

Some maintenance intervals are sensitive to operating procedures and environmental conditions. For instance, the lens cleaning interval for the searchlights and beacons is short in anticipation of dirty air. The boat operators should adjust the maintenance schedule based on their experience.

E. Trouble Shooting

1. Periodic Visual Inspection

Each time a piece of electrical equipment is operated, it should be examined for corrosion; rust in crevices is evidence of moisture collecting inside. Light fixtures should be examined for condensation on the inside of the lens. Cable penetrations should be checked to see if the cable has been pinched or pulled in some way. Look out for circuit breakers which are hot or take more than one attempt to stay closed; they may be failing. Circuit breakers that hum may be failing, too.

Check the fans on the motors every time they are started. Keep them free of dirt and make sure they have all of their blades and they move air.

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2. Trouble Shooting Instructions

When something does not seem to work the way it is supposed to work, attack the problem systematically and scientifically, starting with the easiest actions and the most likely causes. First make sure that the problem is clearly identified; that you know exactly what does not work and how to make it not work in a repeatable way. Look at all of the trivial reasons for obvious loose connections on terminal boards and look for evidence or arcing and burning. Make sure that the correct voltages are present.

If a fuse blows or a circuit breaker trips, try to find the cause of the excess current demand before you energize the circuit with a new fuse. The second time around, some real damage may happen. Never replace blown fuses of greater current capacity unless you are trying to isolate an electrical problem by looking for smoke.

Section XI

FIREFIGHTING SYSTEMS:

A. Introduction - Purpose

1. The firemain and foam system is classified under MARAD, Section 11, Hul Piping. Other major components are classified as follows:

Propulsion Engines Section 51 Pump Engine Section 76 Pumps Section 73 Firefighting Controls Section 97 Reduction Gears & Clutches Section 52 Compressed Air System Section 72

2. The purpose of this system is to supply sea water or foam solution to various monitors and hose ports around the vessel for extinguishing external fires. Sea water can also be supplied to thrusters for use in maneuvering the vessel.

B. Operation - General & Specific

1. System Description - General

a. Introduction

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The firemain and foam system is comprised of four piping systems (suction, priming, discharge and foam) connecting to three pumps, seven monitors, four propulsion thrusters, one hose reel and several hose ports. It is a sophisticated system and the real heart of the boat.

The firemain piping is kept dry during standby, patrol and rescue modes of operation. This is to minimize corrosion, to prevent the growth of marine life in the piping, and to lighten the vessel. b. Fire Fighting Agents

For most fires, sea water will be used to suppress the flames through cooling. For petroleum based fires where sea water would spread the fuel and hence the fire, a foam solution will be used. This foam solution is produced by injecting an Aqueous Film Forming Foam (AFFF) concentrate into the sea water stream.

AFFF concentrates are a combination of fluorocarbon surfactants and synthetic foaming agents. An aqueous film is formed when the foam solution interacts with the hydrocarbon fuel. This film rapidly spreads over the surface of the fuel isolating it from an oxygen supply. The AFFF concentrate is designed for mixing with sea water in a 3% proportion. c. Suction Piping (Fig. 3-49)

Sea water enters the system through two sea chests located between Fr. 9 and 10 either side of centerline. Each sea chest is sized to handle a 10,000 gpm flow. There is a pneumatically operated 18" stainless steel butterfly sea valve on the forward side of each sea chest to isolate the firemain from the ocean.

Connecting the two sea valves is a 'U' shaped piping assembly of 18" stainless steel pipe which forms the main suction loop. The loop is divided into three sections by two normally open isolation valves, each section having a branch to a pump suction. The isolation valves are manually operated 18" stainless steel butterfly type which permit segregation of a damaged or failed section of piping. d. Fire Pumps

Three fire pumps are supplied via inlet valves from the suction loop; two of 2,500 gpm capacity and one of 5,000 gpm capacity. The two smaller pumps are driven by a clutched power take-off from the front end of the propulsion engines. The large pump is located on centerline

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at Fr. 7 and is powered through a clutch by a dedicated diesel engine. See Fig. 3-50 for arrangement.

All three pumps are of the single stage split case centrifugal type as manufactured by the Aurora Pump Co. Their construction is a cast iron case with bronze fittings and mechanical seals. e. Priming Piping

Since the fire pumps are non-self priming, a source of water to fill each pump casing before starting is required. This is supplied to each fire pump by a connection to the bilge/priming pump. Sea water is taken from the engine sea water cooling piping passed through the bilge/priming pump and then to each fire pump via a normally closed remote operated ball valve. f. Discharge Main

The discharge from each fire pump leads through a discharge valve into the 12" firemain loop located in the engine room overhead. There is also a relief valve branch for each pump located upstream of the discharge valve. If a pump is running and its discharge valve is closed, sufficient water is passed through the associated relief valve to prevent overheating. Relief valves are the adjustable type as manufactured by Kunkle Valve Co.

The overhead-mounted firemain loop is a 'U' shaped section of 12" stainless steel pipe, as seen from above. From the bottom of the 'U', one 12" diameter branch leads forward to serve the forward dire monitors, one 10" diameter branch leads up to serve the housetop monitor and one 1-1/2" diameter branch leads up to supply the house spray system described on page 3-147.

At each end of the 'U', the firemain splits into three 8" diameter branches, one running athwartship to close the top of the 'U' and two running aft, P&S, to supply monitors and thrusters, see Fig. 3-49. The athwartship or cross-connection branch feeds the tower monitor with a 6" diameter branch.

Along each side of the 'U' a 6" diameter branch leads up to a four-valve hose manifold located port and starboard on the main deck. g. Forward Piping

The discharge piping leading forward from the firemain loop supplies the following via remote operated butterfly valves:

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1 6" foredeck monitor 2 6" fixed position bow monitors 2 Fixed bow thrusters 3 2-1/2" hose ports 1 2-1/2" hose station

The 6" monitor is a Skum Model MK-150EL with a capacity of 2000 gpm at 144 psi. It is driven by electric motors in both azimuth and elevation. The fixed bow monitors are each Skum Model FJ-150EL with electrically operated stream adjustment from fog to straight stream. Their capacity is 2000 gpm each at 145 psi. The bow thrusters consist of a machined nozzle bolted to a pad which is welded onto the hull just above the water line at Fr. 1.

h. Housetop Monitor

The housetop monitor is a Skum Model MK-250EL driven by electric motor in both elevation and bearing. This is the largest monitor on the boat with a capacity of 5400 gpm at 142 psi inlet pressure. Elevation will be limited to plus 75 degrees and minus 10 degrees while azimuth will be limited to 45 degrees port and starboard of center line. The limitations or stops are to prevent blasting the foredeck in elevation and to limit vessel heel due to monitor thrust in azimuth.

i. House Spray System

The pilot house front can be thermally protected by a water spray system. A valved riser port and starboard lead to eight spray nozzles, four on each side. The supply valves are 1-1/2" ball type located below the pilot house in the HVAC space. Extension handles operate the valves and are accessed by opening the port and starboard pilot house console access doors.

j. Tower Monitor

The tower monitor, Skum Model MK-150EL, has a capacity of 1500 gpm at 150 psi inlet pressure Azimuth and elevation are controlled by electric motors. Elevation is limited to plus 70 degrees and minus 15 degrees, and the monitor can be aimed 155 degrees to either side of due aft. The tower supporting the monitor is an elevating type manufactured by VonTell Nico and powered by a hydraulic system located in the lazarette. The extended height of the tower is nominally 69 feet above the water line and the retracted height is nominally 45 feet above the water line.

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k. Aft Piping

Located on either side of the after deck are Skum Model MK-150 manually operated monitors. These are equipped with a spray deflector or fogger, similar to those on the foredeck, housetop and tower monitors. The afterdeck monitors have a nominal capacity of 2000 gpm at a 153 psi inlet pressure.

The stern thrusters are machined nozzles identical to the bow thrusters. They are located on either side at Fr. 14-1/2 just above the water line. Water flow to each nozzle is controlled by remote operated 6" butterfly valves. l. Hose Manifolds

The side hose manifolds each consist of four 2-1/2" hose ports and a manifold pressure gauge. The port side manifold also has a branch leading aft to feed a hose reel and a hose station. The hose reel is an electrically powered type manufactured by Hannay with 200 feet of 1" booster hose. The hose station consists of a rack with 100 feet of 1- 3/4" hose connecting to a 2-1/2" hose valve.

The bow hose manifold consists of three 2-1/2" hose ports, a manifold pressure gauge and a 1-1/2" branch with a shutoff valve leading to a hose station. m. Firefighting Controls

controls for the remote operated valves, equipment and monitors are located either on the port side of the pilot house console or on the aft control station. The controls can be divided by function into start and stop of the system, control of monitors and system status displays. The aft control station provides for just control of the tower monitor, and the forward and aft thrusters. All other firefighting functions are handled by the pilot house controls.

The pilot house console is arranged with all of the controls and instruments needed for the job of firefighting and station keeping. These are generally located on the port side of the console. In general, the controls for system start and stop and status displays are located on sloping panels on the forward part of the console; less convenient to reach, but with better visibility. The monitor controls are placed nearest the user for convenience during a firefight. See Fig. 3- 52 for the console arrangement and control placement.

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n. Control System

The control system power is 24 volts, 60 Hz supplied by a single phase transformer. Closing a console valve control switch permits the power to flow to the valve solenoid. The activated solenoid then moves, allowing 100 psi control air to enter the pneumatic valve actuator and thus open or close the valve. A limit switch is located on each remote operated valve to signal the valve position (open or closed).

The pump and valve status panel (mimic board) is located near the console centerline. A firemain system schematic is marked on the panel surface with indicator lights for the pumps and remote operated valves. When any pump is running (fire pumps, priming pump and foam pump), a corresponding white light appears on the panel. The pneumatically operated valves are each indicated by a single color lamp; red if the valve is closed. These markings and indicator lights give the operator an overview of how the system sequencing works and help in trouble shooting malfunctions.

The control system operation depends upon sensors in the firemain piping. Some sensors provide performance information, others enable the proper system sequencing while still others act as safety interlocks. A brief discussion of the sensors follows:

Low Pressure Switch:

A Square D Model AEW-2 switch is fitted on each fire pump discharge to act as an interlock with the discharge valve control. This switch is set to close at 100 psi, below which the valve cannot be opened. A red indicator light marked LOW PRESSURE is illuminated on the pump control panel whenever this switch is open.

High Pressure Switch:

To prevent a dangerous over-pressurization of the firemain, each pump discharge is fitted with a Delaval/Barksdale Model D2H150 pressure switch. If the system pressure exceeds 180 psi, the switch will close, sending a signal to adjust the engine governor position and thus slow the engine.

Water Level Detector:

This normally open switch is closed when the water in a pump fills the discharge piping indicating that pump is primed. Switch closure causes: The green READY indicator to light, the discharge and priming valves to close and enables the pump start sequence to

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continue. Should the pump loose prime and the water level detectors switch open at any point, the discharge valve will either close or remain closed until a primed condition is re-established. Each pump has a water level detector, Warrick Model 2E1F4.

Omega Drive Switch:

A normally open pressure switch is located in the compressed air piping leading to each pump. When the Omega transfer levers are moved to the engaged position, air enters the clutch supply piping and closes the pressure switch. This enables the pump start sequence to proceed.

Engine Idle Interlock Switch:

A pressure activated switch is located in each main engine governor position control circuit. These switches are set to close when the engine RPM's fall below 700, enabling the pump start sequence to continue.

2. Specific Operation of the System

a. Fire Pump Priming

During standby, patrol and rescue operations, the firemain suction and discharge piping is kept in a dry condition. Therefore, once a fire alarm is received the vessel proceeds to the fire site with a dry system. Upon nearing the fire sit (within 300 yards), the priming sequence should be initiated in order to be ready to start the pumps upon arrival. The sequence starts with all valves closed and is as follows:

* Press the OPEN buttons on the sea chest valve panel. This will open the P&S sea chest valves allowing water into the suction piping. Normally both sea chest valves are opened. Whether one or both valves are opened the corresponding light(s) on the status panel should change color from red to green indicating the valve(s) are fully open.

The air in the suction piping will be vented through check valve connections located just upstream of each pump suction valve. This vent piping is gathered together into a single line which is then led overboard on the starboard side at Fr. 7.

* Press the priming pump START button located below the sea chest valve panel. This will start the priming/bilge pump and pressurize the

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priming system. A white light will be illuminated on the status panel whenever the pump is running.

* Once the sea chest valve(s) has opened, the fire pumps can be primed simultaneously or individually by pressing the green PRIME/READY switch on each pump control panel. This causes the associated priming valve to open, allowing sea water to enter the suction piping and fill the pump casing. The main suction valve is kept closed to prevent the priming water from draining into the main suction loop. The pump discharge valve will open to allow the air to escape as the priming water enters. A white PRIME indicator will appear on the pump control panel during this sequence.

* Each pump is considered primed when the pump casing and discharge piping fill with water until the level reaches a water sensor located just upstream of the pump discharge valve. When this sensor is activated, both the priming and the discharge valves will close and their associated lights on the status panel will change color from green to red. A green READY indicator light will be illuminated at the pump control panel and the white PRIME indicator light will extinguish.

* When the pumps are primed, the starting sequence may continue or the pumps can be held in a ready, primed condition until they are needed. Should the pumps lose their prime through a leaking suction valve, the water level sensor will be deactivated. This will extinguish the green READY indicator on the pump panel and prevent the pump from being started. The priming sequence would have to be run again before the pump could be used. b. Pump Engine & Propulsion Diesel Operation

Up to this point no mention has been made of the engines that will drive the pumps, but the starting sequence cannot continue until they have been addressed.

If the center pump is to be operated, the associated pump engine must be started. This can be done at any point during the run to the firefight. It is recommended that the engine be started at least 5 minutes prior to opening the sea chest valves to allow warm up time. The starting sequence for the center pump engine begins as follows:

* Check the start air pressure gauge to ensure that there is sufficient air to start the engine. The gauge should register at least 125 psi to continue with the engine start sequence, and is located near the console edge on centerline.

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* Press the starting switch firmly and hold down until the engine starts as indicated by the tachometer. If the engine fails to start after 10 seconds, a malfunction has occurred. Refer to Section VIII for trouble shooting procedures.

* Immediately after starting, observe the oil pressure gauge. If there is no pressure indicated within 10 to 15 seconds, stop the engine by firmly pressing the stop button.

* To complete the pump engine preparations, move the center Omega transfer lever to the forward position. This opens the air supply to the center pump clutch.

* The center fire pump throttle is located on the console top below the center pump panel. Rotate it clockwise from the idle setting to speed up the engine. As speed increases, check the center fire pump discharge pressure gauge to see if there is a pressure indicated.

To drive the wing pumps, the propulsion engines need to be switched to the Omega gear mode. This is accomplished by moving the throttles to the neutral idle position and then moving the Omega transfer levers from the aft position to the forward position. The Omega transfer levers are located on the starboard side of the console, forward of the throttle controls. c. Pump Engagement

With their associated engines in idle and the propulsion engines in Omega mode, the pumps can be started. If these two conditions are not met, interlocks will prevent pump engagement.

* To engage any pump, press the START switch on the appropriate pump panel. This will cause the pump suction valve to open, the clutch to engage and the red STOP indicator to extinguish.

* The pump and engine are now locked together and pump pressure is regulated by adjusting the engine speed. This is accomplished by rotating the throttle control knob near each pump panel. Both pump pressure and engine rpm must be monitored when adjusting the throttle setting. Maximum allowable engine speed when pumping is about 1950 rpm.

* A normally closed low pressure switch will open when the pump pressure reaches 100 psi, extinguishing the red LOW PRESSURE light on the pump panel and unlocking the OPEN switch which controls the discharge valve. The open switch is normally locked to prevent a

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pump from being back-spun in a situation where the firemain is already pressurized.

* Anytime a pump is operating and its discharge valve is closed, the pump output will pass through an adjustable relief valve and then overboard. This is to prevent the pump from over heating and damaging its bearings and seals. The relief valves are set at nominally 175 psi.

* After one of the wing engines is brought to the proper pumping rpm, the port and starboard throttle levers can be used to maneuver the vessel as described in Section VIII.

d. Pump Shutdown & Re-engagement

As the firefighting output demand varies it will be necessary to add and remove pumps from operation. Once a pump is engaged the only action necessary to remove it from service is to depress the STOP switch. This causes the discharge and suction valves to close and the clutch to disengage simultaneously. On the pump panel the green START indicator will extinguish and the red STOP indicator and red LOW PRESSURE indicators will remain on as long as the pump prime is maintained and the pump may be restarted simply be pressing the START switch. e. Foredeck Monitor Operation

The foredeck monitor is controlled from a panel located on the port side of the pilot house console. The panel consists of a joystick for elevation and bearing control, a power switch to activate the panel and valve control switches. Operation of the monitor is as follows:

* Rotate the control power switch to ON. The small yellow indicator light will illuminate.

* Position the monitor by use of the joystick. With the system pressure and monitor size, a water stream of considerable force and range will be produced. Great care must be exercised to ensure that the monitor is pointed in a safe direction before opening the valves.

* Once the monitor is positioned, either the FOAM or WATER switches may be pressed. The associated valve will open as indicated on the status panel and either a water stream or foam solution will flow from the monitor. Note that a foam solution will only be produced if a

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foam tank has been selected and the foam pump is running, otherwise just a water stream will flow.

* The monitor may be repositioned while the valves are opened and the valve control switches may be changed from WATER to FOAM without going through OFF first.

* The spray deflector on the monitor tip is actuated by depressing a push button on the joystick head. This causes the two small metal plates on the monitor tip to move together, breaking up the water stream into a fog. To return to a straight stream, depress the push button again. f. Housetop/Monitor Operation

The large housetop monitor is controlled by a pilot house console panel that is almost identical to the foredeck monitor. The operation is similar except that there are valve control switches for WATER and OFF only.

g. Tower Monitor Operation

The tower monitor can be operated from either a panel on the pilot house console or one of on the aft control console. Both panels include the following controls: A joystick for monitor elevation and azimuth control, a yellow indicator light, a three-position toggle switch for raising or lowering the tower, three switches for valve control labeled FOAM, OFF and WATER. In addition, the pilot house panel has a three-position rotary switch marked PILOT HOUSE, OFF, and AFT CONTROL, which supplies control system power as indicated. The aft control station has a push button switch marked AFT CONTROL in lieu of the control power switch. The monitor operation is as follows:

* Rotate the control power switch from OFF to either AFT CONTROL or PILOT HOUSE. Whichever is chosen, the associated yellow indicator light will illuminate, indicating which panel has control. In addition, if the aft control station is selected, the operator must walk aft and depress the AFT CONTROL push button switch which will illuminate. This ensures that transfer of control from the pilot house to the aft control stand is a positive, deliberate act.

* To transfer monitor control back to the pilot house, simply depress the illuminated push button switch on the aft control console and the light will extinguish. Now, neither station has control. To complete the transfer, the pilot house control power switch must be rotated to PILOT

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HOUSE. The yellow indicator light on the aft panel will extinguish and the one on the pilot house panel will illuminate.

* Once power is available, the tower may be raised by pushing the toggle switch to the TOWER UP position and holding it there. this turns on the hydraulic power pack which pumps hydraulic oil into the tower elevating mechanism. The tower elevates at 11.5 ft./minute, so 2.5 minutes are required to fully extend the tower. Releasing the toggle switch returns it to an off position thereby shutting off the hydraulics. The monitor may be operated with the tower at any position.

* Pushing the toggle switch to TOWER DOWN will lower the tower as long as the switch is held. Any water or foam solution remaining the tower will be forced out through the tower nozzle as the tower retracts.

* The rest of the tower operation is similar to that described previously for the foredeck monitor. h. Bow Monitor Operation

To the left of centerline on the pilot house console is the control panel for the bow monitors. Like the other panels this is equipped with a control power switch, an indicator light and switches for valve control. Since both monitors are operated from one panel, there are two rows of three switches, each labeled FOAM, OFF and WATER.

On either side of the panel is a joystick for adjusting the spray from fog to solid stream. Pushing one of these to FOG and holding it in position will activate an electric motor. This drives a collar forward over the monitor barrel into the stream. A serrated edge on the forward collar edge breaks the stream up into fog. At its full forward position, the fog spray will cover a 120 degree arc. Control of this monitor is similar to those described earlier, except that there is no joystick control. i. Manual Monitor Operation

The manual monitors mounted on the aft deck are completely trainable in azimuth and have an elevation range of plus 85 degrees to minus 45 degrees. The weight of the long barrel is counter-balanced by power- boost water pistons for ease of use. Controls consist of a manually operated butterfly valve at the monitor base, a control handle, locking levers for both elevation and azimuth, and a spray deflector adjustment lever.

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Monitor operation is as follows:

* Point the monitor toward a safe direction and lock it into position.

* Unlock the valve handle and move it down until the handle is vertical, then relock it. CAUTION: A good grip is required while moving the valve since the water pressure force will try to yank it into place.

* After grasping the control handle, the locking levers may be released to reposition the monitor. It is advisable to lock the monitor into position whenever possible. This helps prevent a loss of control.

* Never point the monitor at a person since severe injury may result. If pointed at the deck or the house of the fireboat, the firestream will likely blow the paint off. The operator must always be conscious of where every monitor is pointing.

* To shut off the monitor the locking levers should first be engaged. Then both hands may be used to unlock and move the valve handle to the closed position.

j. Thruster Operation

To counteract the firestream forces, these vessels are equipped with fixed hull thrusters, which can be used in conjunction with the propellers to maintain station while firefighting. The thrusters are operated from either of two stations, two in the pilot house P&S, or one at the aft control station. All three control panels are identical, consisting of four push buttons, one for each thruster. Depressing a button once opens the associated supply valve. Depressing the button again closes the valve. NOTE: DO NOT hold these buttons down or they will continually cycle on/off at the valve. This arrangement allows the operator to set a thruster and then attend to other duties. Any combination of thrusters may be used; their operation being indicated by both valve lights on the status panel and by illumination under the chosen push buttons.

FIREBOAT FOAM SYSTEM

Foam solution is produced by injecting an aqueous film forming foam (AFFF) concentrate into the sea water stream. This is done through a device known as a Balanced In-line Proportioner. Foam is stored in two 500 gallon tanks and

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supplied to as many as four (4) proportioners, or to other containers by a dedicated pump and piping system.

Due to the high consumption rate of foam during pumping operations, close monitoring of concentrate levels is very important. Running the foam pump dry will damage the pump impeller in just a few seconds.

To pump foam, proceed as follows:

1. Verify foam pump circuit breaker on main distribution panel is closed.

2. Open port and starboard foam tank suction and return valves.

NOTE: This is done manually on Fireboat Liberty.

3. Rotate tank selector switch to either port or starboard position.

4. Rotate tank level selector switch to match tank selection.

5. Press foam pump start button.

6. Press foam button on monitor control panel to dispense foam solution from desired appliance.

NOTE: At least one fire pump must be in operation.

To dispense foam solution from port and/or starboard hose manifolds, go to engine room and proceed as follows:

1. Close 6" hose station water supply valve.

2. Open 2" hose station foam supply valve.

3. Open 3" firemain to proportioner valve.

4. Open 3" proportioner to manifold valve.

5. Open port and/or starboard hose manifold discharge valve(s).

To return to water operation only and to secure hose manifold foam proportioner, reverse the above procedure.

To transfer foam concentrate from onboard storage tanks to other containers, proceed as follows:

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1. Complete steps 1 through 4 of pump foam procedure.

2. Close port side isolation valve.

NOTE: Located near foot of engine room ladder in overhead piping.

3. Remove cap from foam transfer hose connection.

NOTE: Located near foot of engine room ladder in overhead piping.

4. Connect foam transfer hose.

5. Press foam pump start button.

6. Open foam transfer discharge valve.

NOTE: Monitor foam tank concentrate levels.

To cease foam transfer operation, proceed as follows:

1. Close foam transfer discharge valve.

2. Press foam pump stop button.

3. Disconnect foam transfer hose.

4. Secure cap to foam transfer hose connection.

5. Flush and clean foam transfer hose.

To cease foam pumping operation, proceed as follows:

1. Press foam pump stop button.

2. Rotate tank selector switch to off position.

3. Rotate tank level selector switch to off position.

4. Close port and starboard foam tank suction and return valves.

NOTE: This is done manually on Fireboat Liberty

5. Flush foam piping system.

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NOTE: Use sea water to flush foam concentrate and solution from piping system. Rinse drained system with fresh water.

See "Flushing Fireboat Firemain and Foam System" section for additional information.

ee Crew Training Manual, Section XI for additional information.

FLUSHING FIREBOAT FIREMAIN AND FOAM SYSTEM

Due to the corrosive nature of sea water and foam concentrate, it is necessary to flush the firemain, priming and foam systems after use. Remember it is our intent to flush as much of the system piping as possible. In order to do so, we must configure the valves in the system so as to allow flush water to circulate throughout the piping and then to drain from it.

The procedure is divided into three (3) segments. First, the sea water is removed from the system. Then the system is allowed to overflow with fresh water, and finally, the entire system is drained and reconfigured for service.

The procedure begins upon completion of the pumping operation. After throttling the pumping engines to idle, the omega controls can be taken off-line, thus leaving the pump suction and discharge valves open.

Then proceed as follows:

1. Close P&S firemain sea chest valves.

NOTE: Open all pump suction and discharge valves if not already so configured.

2. Open ball valve in bypass piping at pump discharge check valve, of all three pumps.

3. Open the prime valves to all three pumps (if they are not kept in open position).

4. Open either port of starboard thruster valves and tower monitor valve. This will allow water to drain from firemain to sea level. 5. As water is draining, open tower monitor, pilot house monitor, foredeck monitor, hose manifolds, pilot house mister valves, and aft deck monitors.

6. Once system has drained to sea level, close thruster valves.

7. Open firemain to bilge suction valve in engine room.

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8. Operate bilge pump to evacuate firemain suction loop and discharge water overboard.

NOTE: This operation should not exceed 10 minutes in duration. If pump continues to discharge water beyond 10 minutes, either the system was not completely drained to sea level, or water is being introduced to the system.

9. Close cooling sea chest to prime bilge pumps supply valve.

10. Open both sea chest to bilge pump valve

NOTE: This will allow flush water to circulate through both priming and bilge pumps and associated piping.

11. Close prime and bilge pump suction gauge valves, located behind work bench.

NOTE: This is to prevent damage to instruments while piping is pressurized with flush water.

12. Connect flush water supply hoe to any outlet on foredeck hose manifold.

13. Open flush water supply valve and begin filling firemain piping with flush water.

NOTE: Flush water will begin to discharge onto deck or flow from through-hull fittings as water reaches these levels.

14. Progressively close bilge pump discharge to overboard valve, P&S hose manifold valves, fore and aft deck monitors, and pilot house monitor after water has been allowed to flow from these openings for a brief period.

NOTE: The system will fill until water is flowing only from the tower monitor.

15. Close flush water supply valve.

16. Close manifold inlet valve and disconnect flush water supply hose. 17. Progressively open pilot house monitor, fore and aft deck monitors, and hose manifolds to allow flush water to drain.

18. Open either port or starboard thruster valves to allow remaining water to drain from firemain piping to sea level.

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NOTE: A this point, all appliance and manifold valves should be open to allow system to drain.

19. Open bilge pump discharge to overboard valve.

20. Open prime and bilge pump suction gauge valves.

21. Operate bilge pump to evacuate firemain suction loop and discharge water overboard.

22. Close both sea chest to bilge pump valves.

23. Open cooling sea chest to prime/bilge pumps supply valve.

24. Close pilot house mister valves.

25. Close all monitor and manifold valves.

26. Close ball valve in bypass piping at pump discharge check valve, on all three pumps.

27. Observe mimic board on fire control panel in pilot house for status of all valves in firemain system. System should not be ready for next priming and pumping operation.

Flushing Foam Piping:

1. connect lengths of 1-3/4" hose between the firemain flushing connections and the foam piping flushing connections.

NOTE: To flush foam concentrate requires large volumes of water. It is best to initially flush piping with sea water during pumping operations, until discharge water is clear. then use fresh water to rinse system after sea water is drained.

2. Close port and starboard foam tank suction and tank return valves.

3. Open flushing connection valves.

4. Open foam pump suction and discharge valves.

5. Operate foam pump.

NOTE: Make certain piping is full of water before operating foam pump.

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6. Successively operate all four foam proportioners, allowing sea water, then later fresh flush water to flow through proportioners and out related appliances.

7. Close all foam proportioners.

8. Operate foam pump.

NOTE: This allows flush water to circulate through the pressure regulating valve and return piping.

9. Secure foam pump.

10. Close foam pump suction and discharge valves.

11. Close flushing connection valves.

12. Disconnect and drain connecting hose lengths.

13. Follow firemain flushing procedures to complete process.

NOTE: See crew training manual for additional information.

3. Primary Operator

The firemain and foam system will demand the services of the entire crew. Depending on the type of fire to be dealt with, the system can be operated by one, two or all four members of the crew. The high degree of automation allows the vessel to arrive at a fire site and begin pumping water as rapidly as possible. Consequently, the pilot house will serve as the main control center.

It is envisioned that the primary operator will be the Fire Captain. He will work with the pilot to coordinate vessel maneuvering requirements and firefighting demands. If the Captain is called away from the pilot house, then the pilot will assume responsibility for the controls.

For operations involving the hose ports, manual monitors or hose reels, the engineer and the deckhand/firefighter will work together to move equipment and make connections. As required, they will be given further assistance by the captain. The pilot must remain in the pilot house at all times since station keeping and vessel safety are his prime responsibilities.

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The pilot must also keep track of the engine gauges, fuel and foam level, air pressure gauges and other system instrumentation. Upon spotting a problem, he must take appropriate emergency action as described in Subsection C, and alert the engineer.

If valving or other equipment in the engine room needs to be adjusted, it is the responsibility of the engineer. He is the one must familiar with the machinery and piping systems. For the same reasons, he is responsible for emergency procedures involving ship's systems.

When the vessel is fighting a tanker fire or a building fire, tower monitor control will often shift to the aft control stand. The pilot will remain in the pilot house to handle station keeping and necessary pump and/or foam control. The Captain will transfer to the aft control stand to operate the tower and handle radio communications. If he is called elsewhere, like onto the tanker deck for observation of the problem, the deckhand/firefighter shall assume control. The engineer remains free to handle emergencies, should they arise.

During stand down from a firefight, the Captain and engineer shall work together to drain the firemain, with the Captain in the pilot house and the engineer in the engine room. The deckhand/firefighter shall stow equipment, including the manual monitors, and report to the Captain when all gear is secure. The pilot shall maintain position until the Captain indicates that all systems are ready for the return trip.

C. Operations - Safety & Precautions

1. Precautions Peculiar to the System

During full operation, approximately 1,200 horsepower is being input to the firemain system to drive the fire pumps. This power must be contained by the piping and equipment for release in a controlled manner through the hose ports, monitors and thrusters. Extreme damage to property and injury to personnel will occur if this power is not contained or controlled. Therefore, the two problems of containment and control need to be examined.

Containment is most simply explained as keeping the sea water where it belongs. System design and operation is intended to keep the sea water moving in an orderly fashion. However it is always possible for problems to occur. Some potential problems, their symptoms and their corrective procedures are listed below.

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a. One or both sea chests becoming blocked by trash or marine organisms.

This will manifest itself by a drop in pressure at constant pump rpm as the pump has to work harder to pull water through the piping. If this is suspected, the operator must quickly go into the engine room and examine the sa chest vacuum pressure gauges. The negative reading on either of these will confirm that part of one or both sea chests is blocked. The operator might also detect firemain piping vibrations as the pump cavitates and struggles to operate.

To correct the condition, close one of the sea chest valves. The pumps should still be running, taking suction out of the other sea chest. Next, close the outboard vent valve and then open the 2" inboard ball valve on the compressed air line. Blow air back through the sea chest for 3 to 4 minutes to free the blocking debris. After closing the inboard valve, opening the vent valve and reopening the sea chest valve, the operator should check the sea chest vacuum pressure gauge for a normal reading. If necessary, the back flushing procedure should be repeated for the other sea chest. See Section VIII, Part 3, for reference information on the sea chest blowdown system. b. A break in either the suction or discharge piping.

The large water flow into the hull caused by such a breakage will immediately set off the bilge alarm. There will also be a drop in firemain pressure evidenced by the individual pump low pressure alarms.

If the vessel is pumping water when the bilge alarm sounds, the operator must conclude that the cause is a firemain piping fracture. Failure to do so could result in severe water damage to engine room equipment and potential sinking of the vessel. The first action must be to press the STOP switch on all three pump panels, regardless of how fast the engines are running or what state the firefight is in. If the fracture is in the discharge piping, this will stop the inflow of water. Second, the sea chest valves must be closed to isolate the suction piping from the sea.

The cessation of water flow should be enough to alert the engineer that an emergency exists. To speed him on his way into the engine room, the three engines, racing along under no load, should be brought back to idle.

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Upon reaching the engine room, the first action should be to switch on the bilge pump and then open the engine room bilge suction and emergency bilge suction valves.

While the bilges are being drained, the engineer must search for the location of the break. If it is in the discharge piping, the break can be isolated by closing the 12" and 8" manual valves located in the overhead. This will allow about 75% of the manifolds and hose ports to be usable upon restarting the appropriate pumps.

If the break occurs in the suction piping, at least one pump will have to be shut down. Operating the manual 18" valves will isolate the damaged piping and allow firefighting to resume.

The engineer must also check to see what equipment, if any, was damaged by the incoming water and isolate it accordingly. Extreme care must be taken around electrical equipment to avoid shock from sea water providing a current path.

Once damaged piping and equipment have been isolated, the crew can decide to either return to the fire station or restart the pumps and resume the firefight. c. A valve stuck open or closed.

The pump and valve status board, in conjunction with the various control panels, reveals the open or closed condition of all the remote valves by means of colored lights. If the firemain system is not functioning properly, the operator should scan the status board for any unusual valve conditions.

Any of the remote operated valves may be by-passed and operated manually by putting a wrench on the exposed valve end.

An emergency wrench has been fabricated for this purpose to close either of the two 18" pneumatic sea chest valves. This emergency wrench is located on the forward side of the starboard pipe stanchion at Fr. 10 in the engine room. It is suggested that the ship's crew fabricate several of these for all valve sizes and place them in the following locations: Void 2 (bow pneumatics), engine room (priming and firefighting), lazarette, and thruster pneumatics. d. Engine Problem

This would be generally revealed by an alarm on the pilot house Argus panel. For further information on engine alarms and trouble shooting,

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see Section IV - Fire Extinction & Onboard Alarms. The alarms and the appropriate responses are listed below:

* High Jacket Water Temperature: There is a blockage in the engine cooling system so the engine should be shut down quickly, but not immediately. Bring the engine to idle, stop the pump and press the engine kill switch.

* Low Lube Oil Pressure: This is a serious condition since the engine will quickly seize with no oil. Shut down must be immediate, so stop the pump and press the engine kill switch.

* Engine Overspeed: The engine is accelerating beyond acceptable limits and must be immediately killed. Stop the pump and press the kill switch.

* Low Jacket Water Tank: This indicates that the fresh water used to cool the engine has reached a low level. This is probably due to a system leak so the engine should be shut down quickly. Follow the procedure described above for high jacket water temperature.

* Propulsion Engine Reduction Gear Cooling High Temperature: The Omega reduction gear has high cooling requirements when operating in the slip clutch mode. Hence this alarm condition is most likely to occur when the engine is operating at full pumping rpm and is being extensively used for maneuvering. The first reaction should be to bring the throttle lever assembly to the neutral position and see if the alarm condition persists. If so, it is an indication that there is a cooling system failure and the engine must be shut down. Follow the procedure described above for high jacket water temperature. e. Low Tower Hydraulic Fluid

This is an alarm on the Argus panel and its activation will imply a system leak since routine maintenance will ensure a normally full reservoir. To respond, the operator should shut off the supply valve and lower the monitor. Total loss of hydraulic fluid could cause an uncontrolled tower descent and subsequent damage to the equipment. f. Engine Room Fire

The engine room is equipped with two fire detectors, one over each propulsion engine. Activation of these sensors will cause an alarm to sound in the pilot house Argus panel.

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An engine room fire is the most serious emergency possible on these vessels and must be treated accordingly. The immediate response should be to first move the boat away from any hazardous location and then activate the Halon system as described in Section IV. This will shut down the machinery, including the generator, therefore, all power to the firefighting controls will be cut off.

Once power has been restored to the control system, the operator should carefully go through the pump clutch controls to ensure that the pumps are disengaged from the engines before any attempt is made to start the diesel. Some valves will require manual operation to return them to the proper sequencing.

2. Chemical Hazards Presented by the System

Seawater is one of the most common substances on earth and yet its chemical makeup creates a never ending series of vessel maintenance problems. The salt solution acts as a conductive path for electricity which can: Cause corrosion between dissimilar metals; provide a ground path to short out electrical equipment; promote chemical reactions between other substances such as metal and oxygen. Protection of equipment from salt water thus consists of either rinsing away the salt with fresh water, applying paints and other coatings on exposed surfaces, or by selecting materials that offer the most resistance to sea water attack. Regular maintenance is extremely important in ensuring equipment longevity.

AFFF foam is a low toxicity liquid with a pH of 7.6 to 8.0 (mildly basic) and a specific gravity of 1.05 to 1.07. the foam is considered biodegradable.

Continued contact of foam concentrate with skin may cause drying. Exposed areas should be washed with water and common hand cream applied. If foam should come in contact with the eye, thorough flushing with water will eliminate the irritation.

3. Hazards Caused by Negligent Maintenance

The crew needs to consider two kinds of hazards; hazard to themselves and hazards to others. If a poorly maintained relief valve causes the firemain to burst, the immediate danger is to the operating crew. If a monitor is inoperable, a fellow firefighter will be denied its assistance. The entire purpose of these vessels is to prevent loss of life and property by combating fires. Poor firemain and foam system maintenance makes these vessels no better than fancy excursion boats.

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4. Crew Safety During Operation

The greatest crew hazard is the improper monitors aiming. The operators must at all times be aware of where the crew is on deck and how they would be affected by monitor operation. The vessel should be positioned upwind of the fire if possible. This is especially important when using foam to prevent the foam from being blown back aboard, creating poor visibility and stoppage of the engine air intake. The control must not be used casually, or worse yet, accidentally. Therefore, when water is pumping, be very careful not to lean against the pilot house console.

For the crew handling equipment, the unstable motion of a boat can cause loss of balance. Hand holds are placed throughout the vessel for assistance. One rule to remember is: Avoid moving heavy equipment by oneself, and keep one hand free at all times if possible. When rigging hoses over the side, keep your center of gravity low and inboard. Falling overboard clothed in full firefighting gear is not recommended

FIREBOAT BILGE PUMP/PRIMING BILGE PUMP

Normal operation of the bilge system consists of suctioning water from any or all of the five water tight compartments, i.e., forepeak, forward void, engine room, aft void, and lazarette. In the event of a serious collision or grounding, it may be necessary to reconfigure certain valves so that both prime and bilge pumps could be used to dewater compartments. Isolation valves on other systems may have to be closed to prevent compartment flooding.

To remove water from voids using the bilge pump, proceed as follows:

1. Verify bilge pump circuit breaker on main distribution panel is closed.

2. Open appropriate bilge suction line(s), and/or the engine room emergency bilge suction line.

3. Press bilge pump start button on motor controller above work bench.

5. Proceed to main deck and observe water discharge from thru-hull fitting on port side.

To remove water form voids using prime/bilge pump, proceed as follows:

1. Verify prime/bilge pump circuit breaker on main distribution panel is closed

2. Close supply valve from cooling water sea chest to prime/bilge pump.

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3. Close cross-connect valves to bilge manifolds.

4. Open prime/bilge pump suction isolation valve.

5. Close priming discharge to firemain valve.

6. Open priming to overboard discharge valve.

7. Close bilge pump discharge valve.

8. Press prime/bilge pump start button on motor controller above work bench.

9. Observe readings on suction and discharge gauges above work bench.

10. Proceed to main deck and observe water discharge from thru-hull fitting on port side.

To remove water from voids using both bilge and prime/bilge pumps simultaneously, proceed as follows:

1. Verify bilge bilge and prime/bilge pump circuit breakers on main distribution panel are closed.

2. Open any or all of the bilge suction line valves, or engine room emergency bilge suction valve.

3. Close supply valve from cooling water sea chest to prime/bilge pump.

4. Open cross-connect valves to bilge manifold.

5. Open prime/bilge pump suction isolation valve.

6. Open priming to overboard discharge valve.

7. Close priming to fire main discharge valve.

8. Open bilge pump discharge valve.

9. Press bilge and prime/bilge pump start buttons on motor controllers above work bench.

10. Open supply valve from cooling water sea chest momentarily to prime both pumps, then close.

11. Observe readings on suction and discharge gauges above work bench.

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12. Proceed to main deck and observe water discharge from thru-hull fitting on port side.

OILY BILGE AND/OR HOLDING TANK PUMP-OUT

U.S. Coast Guard requires an oily bilge system, separate from other bilge piping. To dewater the engine room, except in emergencies, the procedure described herein includes suctioning both the oily bilge and the oily water holding tank, which is located in the engine room, aft of the port engine cooling water sea chest.

Dewater oily bilge:

1. Remove cap from oily water discharge hose connection.

NOTE: Located on deck, port side of deck house, aft of hose manifold.

2. Connect oily water discharge hose.

3. Open discharge gate valve, located below discharge hose connection.

4. Open isolation valve in discharge hose, near connection fitting. Proceed to engine room.

5. Open oily bilge to overboard discharge valve.

6. Close oily water tank fill valve.

7. Close auxiliary salt water pump circuit breaker on engine room lighting and distribution panel. Energize auxiliary salt water pump.

8. Verify that oily bilge to tank discharge valve is open.

9. Open oily bilge pump salt water supply valve and suction valve.

10. Energize oily bilge pump. Note gauge pressure on discharge piping.

11. Position bellmouth suction fitting, attached to suction hose, near centerline of bilge.

12. Open suction hose to bilge pump valve.

NOTE: Water under pressure from asw pump will flow from bellmouth fitting.

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13. Gradually close bilge pump salt water supply suction valve.

NOTE: Supply valve nearest pump. Discharge pressure will drop until it stabilizes at approximately 10 psi and valve is completely closed. 14. Monitor bilge pump discharge pressure as bilge is dewatered through bellmouth suction fitting.

NOTE: Suction will be maintained as long as bellmouth fitting remains below water level.

15. When suction is lost and discharge pressure drops to zero, simultaneously close suction hose to bilge pump valve and open bilge pump salt water supply suction valve.

NOTE: Observe sharp rise in discharge pressure.

16. Allow sea water to flow through bilge pump and discharge line for a brief period to flush system.

17. De-energize oily bilge pump.

18. Close bilge pump salt water supply valve and suction valve.

19. De-energize auxiliary salt water pump. (Usually done at circuit breaker on engine room lighting and distribution panel.)

20. Open oily water tank fill valve.

21. Close oily bilge to overboard discharge valve. Return to on-deck connection.

22. Close discharge gate valve.

23. Close isolation valve in discharge hose.

24. Disconnect oily water discharge hose.

25. Secure cap to discharge hose connection.

26. Wipe up any spillage and secure discharge hose.

Suction oily water holding tank:

1. Complete steps 1 through 10 of oily bilge dewatering procedure.

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2. Open oily water holding tank discharge valve.

NOTE: Valve located adjacent to oily water holding tank beneath flooring.

3. Gradually close bilge pump salt water supply valve.

NOTE: Discharge pressure will drop until it stabilizes at approximately 10 to 14 psi and valve is completely closed.

4. Monitor bilge pump discharge pressure as oily water holding tank is dewatered.

5. When suction is lost and discharge pressure drops to zero, open bilge pump salt water supply valve.

6. Close oily water holding tank discharge valve.

Complete steps 16 through 26 of oily bilge dewatering procedure.

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