Solas&Fire Fighting Manual

GASLOG GREECE SOLAS & Fire Fighting Manual
Issue and Update Control ................................................................................................................................ 4 3.3.4 Fixed Gas Sampling and Gas Detection Systems ....................................................... 3 - 48
Introduction ...................................................................................................................................................... 8 3.3.5 E/R Oil Mist Detection System ................................................................................... 3 - 56
Symbols and Colour Scheme ........................................................................................................................ 9 3.4 Loose Fire Fighting System ........................................................................................................ 3 - 59
Abbrevations................................................................................................................................................... 11 3.4.1 Fire Fighting Appliance ............................................................................................... 3 - 59
3.4.2 Air Breathing Apparatuses ........................................................................................... 3 - 65
Part 1 : General 3.4.3 Portable Fire Extinguishing Equipment ...................................................................... 3 - 71
1.1 Principal Particulars ....................................................................................................................... 1 - 1 3.5 Fire Fighting Systems.................................................................................................................. 3 - 82
1.1.1 Principal Particulars of the Ship..................................................................................... 1 - 1 3.5.1 Fire and Deck Wash System ........................................................................................ 3 - 82
1.1.2 Principal Particulars of Deck Machinery ....................................................................... 1 - 1 3.5.2 Water Spray System ..................................................................................................... 3 - 92
1.2 General Arrangement ..................................................................................................................... 1 - 5 3.5.3 Dry Powder System ..................................................................................................... 3 - 98
3.5.4 CO2 Flooding System ................................................................................................ 3 - 104
Illustrations 3.5.5 High Expansion Foam Fire Fighting System ............................................................ 3 - 110
1.2a General Arrangement ............................................................................................................ 1 - 5 3.5.6 E/R Local Fire Fighting System ................................................................................ 3 - 122
1.2b Midship Section..................................................................................................................... 1 - 6 3.5.7 Emergency Shut off Valve System ............................................................................ 3 - 126
3.5.8 Fire Door and Fire Damper Systems ......................................................................... 3 - 128
Part 2 : Emergency Instructions and Procedures 3.5.9 Emergency Stop ......................................................................................................... 3 - 129
2.1 Emergency Instructions .................................................................................................................. 2 - 3 3.5.10 Wet Chemical System for Deep Fryer ..................................................................... 3 - 130
2.1.1 Muster List ..................................................................................................................... 2 - 3 3.5.11 NOVEC 1230 Fire Fighting System ........................................................................ 3 - 131
2.1.2 Station Duty Bill ............................................................................................................ 2 - 5 3.5.12 Fire Control Station ................................................................................................. 3 - 133
2.2 Emergency Procedures ................................................................................................................. 2 - 10
SAMSUNG/GASLOG/ABS
2.2.1 Steering Gear ................................................................................................................ 2 - 10 Illustrations
2.2.2 Emergency Towing System .......................................................................................... 2 - 14 3.1.2a Fire Fighting Activities – Portable Extinguishers (1/2) ............................................................ 3 - 5
2.2.3 Flooding in the Engine Room ...................................................................................... 2 - 22 3.1.2b Fire Fighting Activities – Portable Extinguishers (2/2)............................................................ 3 - 7
3.1.2c Fire Fighting Activities – Fire Hoses (1/2) ............................................................................... 3 - 9
Illustrations 3.1.2d Fire Fighting Activities – Fire Hoses (2/2) ............................................................................. 3 - 11
2.1.1a Muster List ................................................................................................................................ 2 - 1 3.1.3a Emergency Escape From Engine Room ................................................................................. 3 - 13
2.2.1a Steering Gear ............................................................................................................................. 2 - 9 3.2a Fire Fighting and Fire Detection Equipment Plan Symbols - 1 ................................................ 3 - 19
2.2.1b Flow Chart............................................................................................................................... 2 - 11 3.2b Fire Fighting and Fire Detection Equipment Plan Symbols - 2 ................................................ 3 - 20
2.2.2a AFT Emergency Towing Equipment ....................................................................................... 2 - 13 3.2c Fire Fighting and Fire Detection Equipment – ACC Top Deck ................................................ 3 - 21
2.2.2b FWD Emergency Towing Equipment ..................................................................................... 2 - 15 3.2d Fire Fighting and Fire Detection Equipment – Navigation Bridge Deck .................................. 3 - 22
2.2.3a Engine Room Bilge System .................................................................................................... 2 - 19 3.2e Fire Fighting and Fire Detection Equipment – E Deck ............................................................. 3 - 23
2.2.3b Fire Deck Wash & Water Spray System.................................................................................. 2 - 20 3.2f Fire Fighting and Fire Detection Equipment – D Deck ............................................................. 3 - 24
2.2.3c Floodable time, control position and method for valve operation........................................... 2 - 21 3.2g Fire Fighting and Fire Detection Equipment – C Deck............................................................. 3 - 25
3.2h Fire Fighting and Fire Detection Equipment – B Deck............................................................. 3 - 26
Part 3 : Fire Safety System 3.2i Fire Fighting and Fire Detection Equipment – A DECK ........................................................... 3 - 27
3.1 Introduction of Fire Safety ............................................................................................................ 3 - 1 3.2j Fire Fighting and Fire Detection Equipment – Profile & Upper Deck ...................................... 3 - 28
3.1.1 General Fire Safety Practices and Precautions .............................................................. 3 - 1 3.2k Fire Fighting and Fire Detection Equipment – Bosun Store ..................................................... 3 - 29
3.1.2 Fire Fighting Activities and Fire Fighting Procedures................................................... 3 - 4 3.2l Fire Fighting and Fire Detection Equipment – Cargo Machinery Room & El. Motor Room ... 3 - 30
3.1.3 Escape Routes .............................................................................................................. 3 - 14 3.2m Fire Fighting and Fire Detection Equipment – E/R 2nd Deck ................................................. 3 - 31
3.1.4 Shipboard Fires ............................................................................................................ 3 - 17 3.2n Fire Fighting and Fire Detection Equipment – E/R 3rd Deck ................................................... 3 - 32
3.2 Fire Control Plans........................................................................................................................ 3 - 18 3.2o Fire Fighting and Fire Detection Equipment – E/R 4th Deck ................................................... 3 - 33
3.3 Detection and Alarm System ....................................................................................................... 3 - 35 3.2p Fire Fighting and Fire Detection Equipment – E/R Floor Deck ............................................... 3 - 34
3.3.1 Meanings of Ship's Alarms .......................................................................................... 3 - 35 3.3.3a Fire Alarm System .................................................................................................................. 3 - 39
3.3.2 Fire Detection System .................................................................................................. 3 - 37 3.3.4a Gas Detection System (1/2) .................................................................................................... 3 - 47
3.3.3 Fire Alarm System........................................................................................................ 3 - 40 3.3.4b Gas Detection System (2/2) .................................................................................................... 3 - 51
IMO No. 9687019 / Issue 1 (2016.07.25) 1 Index

CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
3.3.5a AOMD System Configuration ................................................................................................ 3 - 55 4.4.1 Two-way Radio Telephone Apparatus ......................................................................... 4 - 68
3.3.5b Remote Monitoring Unit (RMU) ........................................................................................... 3 - 57 4.4.2 Electronic Position Indication Radio Beacon (EPIRB) ............................................... 4 - 71
3.5.1a E/R Fire, Deck Wash & Water Spray System ......................................................................... 3 - 81 4.4.3 Search and Rescue Radar Transponder (SART) .......................................................... 4 - 75
3.5.1b Fire and Deck Wash System ................................................................................................... 3 - 83 4.4.4 GMDSS ........................................................................................................................ 4 - 80
3.5.1c Accommodation Fire Hydrant System (1/2)........................................................................... 3 - 87 4.4.5 Inmarsat – C System .................................................................................................... 4 - 90
3.5.1d Accommodation Fire Hydrant System (2/2) .......................................................................... 3 - 89 4.4.6 Inmarsat Fleetbroadband Felcom 500 ......................................................................... 4 - 94
3.5.2a Water Spray System................................................................................................................ 3 - 91 4.5 Search and Rescue Procedures .................................................................................................... 4 - 99
3.5.2b Water Spray Nozzles .............................................................................................................. 3 - 95 4.5.1 Missing Persons ........................................................................................................... 4 - 99
3.5.3a Dry Powder System (1/3) ....................................................................................................... 3 - 97 4.5.2 Man Overboard ............................................................................................................ 4 - 99
3.5.3b Dry Powder System (2/3) ....................................................................................................... 3 - 99 4.5.3 Search and Rescue ..................................................................................................... 4 - 100
3.5.3c Dry Powder System (3/3) ..................................................................................................... 3 - 101 4.5.4 Search Patterns........................................................................................................... 4 - 102
3.5.4a CO2 System .......................................................................................................................... 3 - 103 4.5.5 Methods of Rescue by Using Aircraft such as Helicopter......................................... 4 - 104
3.5.4b CO2 Cabinet ......................................................................................................................... 3 - 105
3.5.5a High Expansion Foam Fire Fighting System ....................................................................... 3 - 109 Illustrations
3.5.5b Flow Chart of E/R Fire Extinguishing ................................................................................. 3 - 112 4.1.1a Safety Plan Symbols ................................................................................................................. 4 - 1
3.5.5c Foam Nozzle Piping Arrangement – C Deck ....................................................................... 3 - 113 4.1.1b Lifesaving Equipment and Escape Routes on ACC Top Deck ................................................. 4 - 2
3.5.5d Foam Nozzle Piping Arrangement – B Deck ....................................................................... 3 - 114 4.1.1c Lifesaving Equipment and Escape Routes on Navigation Bridge Deck .................................. 4 - 3
3.5.5e Foam Nozzle Piping Arrangement – A Deck........................................................................ 3 - 115 4.1.1d Lifesaving Equipment and Escape Routes on E Deck ............................................................. 4 - 4
3.5.5f Foam Nozzle Piping Arrangement – Upper Deck ................................................................ 3 - 116 4.1.1e Lifesaving Equipment and Escape Routes on D Deck ............................................................. 4 - 5
3.5.5g Foam Nozzle Piping Arrangement – E/R 2nd Deck............................................................. 3 - 117 4.1.1f Lifesaving Equipment and Escape Routes on C Deck .............................................................. 4 - 6
SAMSUNG/GASLOG/ABS
3.5.5h Foam Nozzle Piping Arrangement – E/R 3rd Deck ............................................................. 3 - 118 4.1.1g Lifesaving Equipment and Escape Routes on B Deck ............................................................. 4 - 7
3.5.5i Foam Nozzle Piping Arrangement E/R 4th Deck ................................................................. 3 - 119 4.1.1h Lifesaving Equipment and Escape Routes on A Deck ............................................................. 4 - 8
3.5.6a E/R Local Fire Fighting System ........................................................................................... 3 - 121 4.1.1i Lifesaving Equipment and Escape Routes on Upper Deck & Profile ....................................... 4 - 9
3.5.7a Emergency Shut off Valve System ....................................................................................... 3 - 125 4.1.1j Lifesaving Equipment and Escape Routes on Bosun Store .................................................... 4 - 10
3.5.8a Fire Damper System ............................................................................................................. 3 - 127 4.1.1k Lifesaving Equipment and Escape Routes on Cargo Machinery Room & El. Motor Room . 4 - 11
4.1.1l Lifesaving Equipment and Escape Routes on E/R 2nd Deck ................................................. 4 - 12
Part 4 : Lifesaving 4.1.1m Lifesaving Equipment and Escape Routes on E/R 3rd Deck ................................................ 4 - 13
4.1 Lifesaving Equipment ................................................................................................................... 4 - 1 4.1.1n Lifesaving Equipment and Escape Routes on E/R 4th Deck ................................................. 4 - 14
4.1.1 Lifesaving Equipment Location Plans ........................................................................... 4 - 1 4.1.1o Lifesaving Equipment and Escape Routes on E/R Floor ....................................................... 4 - 15
4.1.2 Lifebuoys and Lights ................................................................................................... 4 - 16 4.1.3a Embarkation Area Lighting .................................................................................................... 4 - 19
4.1.3 Embarkation Area Lighting .......................................................................................... 4 - 20 4.1.4a Donning Procedure for Emergency Escape Breathing Device ............................................... 4 - 21
4.1.4 Emergency Escape Breathing Devices ........................................................................ 4 - 22 4.2.1a Lifeboat Construction ............................................................................................................. 4 - 25
4.2 Survival Craft .............................................................................................................................. 4 - 26 4.2.2a Launching Instruction DK (1/2) ............................................................................................. 4 - 31
4.2.1 Lifeboats (Rescue Combined Boat) ............................................................................. 4 - 26 4.2.2b Launching Instruction DK (2/2) ............................................................................................. 4 - 32
4.2.2 Life rafts ....................................................................................................................... 4 - 34 4.2.2c Hydrostatic Release Unit ........................................................................................................ 4 - 33
4.3 Survival Equipment and Techniques ........................................................................................... 4 - 38 4.3.1a Life Jacket Donning Procedure .............................................................................................. 4 - 37
4.3.1 Life Jackets................................................................................................................... 4 - 38 4.3.2a Immersion Suit Donning Procedure ....................................................................................... 4 - 41
4.3.2 Immersion Suits ........................................................................................................... 4 - 42 4.3.3a Water Survival Techniques ..................................................................................................... 4 - 45
4.3.3 Water Survival .............................................................................................................. 4 - 46 4.3.4a Hypothermia Table ................................................................................................................. 4 - 49
4.3.4 Exposure: Hypothermia ............................................................................................... 4 - 50 4.3.4b Hypothermia Treatment .......................................................................................................... 4 - 49
4.3.5 Hazards of Exposure and the Need for Warm Clothing .............................................. 4 - 50 4.3.6a Pick up from Sea to Lifeboat .................................................................................................. 4 - 55
4.3.6 Lifeboat and Liferaft Survival Techniques .................................................................. 4 - 51 4.3.6b Pick up from Lifeboat to Helicopter....................................................................................... 4 - 56
4.3.7 First Aid: Recovery ...................................................................................................... 4 - 60 4.3.7a Recovery Position ................................................................................................................... 4 - 59
4.3.8 Lifesaving Signals and Lifesaving Appliance.............................................................. 4 - 64 4.3.8a Lifesaving Signals .................................................................................................................. 4 - 61
4.4 Communication Equipment......................................................................................................... 4 - 68 4.3.8b Lifesaving Signals .................................................................................................................. 4 - 62

4.3.8c Lifesaving Signals .................................................................................................................. 4 - 63 Part 7 : Medical Emergencies

4.4.1a Two-way Radio Telephone Apparatus .................................................................................... 4 - 67 7.1 Introduction ..................................................................................................................................... 7 - 1
4.4.3a SART Mounting Positions ...................................................................................................... 4 - 77 7.2 First Aid Procedures ........................................................................................................................ 7 - 4
4.4.4a GMDSS .................................................................................................................................. 4 - 79 7.3 Transportation and Evacuation ..................................................................................................... 7 – 12
4.4.4b GMDSS Distress Reactions ................................................................................................... 4 - 81
4.4.5a Inmarsat – C System ............................................................................................................... 4 - 89 Illustration
4.4.6a Inmarsat Fleet System ............................................................................................................ 4 - 93 7.1a Summary of Emergency Response ................................................................................................ 7 - 1
4.4.6b Inmarsat-F Satellite Coverage Map........................................................................................ 4 - 95 7.2a CAB of Resuscitation .................................................................................................................... 7 - 3
4.5.2a Man Overboard....................................................................................................................... 4 - 99 7.2b Brachial and Femoral Pressure Points ........................................................................................... 7 - 5
4.5.4a Search Patterns ..................................................................................................................... 4 - 101 7.3a Improvised Stretcher .................................................................................................................... 7 - 18
4.5.5a Helicopter Rescue ................................................................................................................. 4 - 103
Part 5 : Cargo Handling Fire and Safety Procedures

5.1 Properties of LNG – Health Hazards .............................................................................................. 5 - 2
5.1.1 Flammability of Methane, Oxygen and Nitrogen Mixtures .......................................... 5 - 2
5.1.2 Supplementary Characteristics of LNG ......................................................................... 5 - 3
5.1.3 Properties of Nitrogen and Inert Gas ............................................................................. 5 - 4
5.1.4 Hazards, Safety and First Aid ........................................................................................ 5 - 5
5.2 Hazardous Areas .............................................................................................................................. 5 - 8
5.3 Cargo and Ballast Valve Remote Control ...................................................................................... 5 - 10
SAMSUNG/GASLOG/ABS
5.3.1 Cargo Valve Remote Control System .......................................................................... 5 - 10
5.3.2 Ballast Valve Remote Control System ......................................................................... 5 - 14
5.4 Ship Shore Communication System .............................................................................................. 5 - 16
5.4.1 Emergency shutdown System ...................................................................................... 5 - 16
5.4.2 Ship Shore Link............................................................................................................ 5 - 20
5.5 Ship to Ship Transfer ..................................................................................................................... 5 - 27
5.6 Jettisoning of Cargo....................................................................................................................... 5 - 29
Illustrations
5.1a Flammability of Methane, Oxygen and Nitrogen Mixtures .......................................................... 5 - 1
5.2a Hazardous Area Gas Dangerous Plan ............................................................................................ 5 - 7
5.2b Hazardous Areas and Gas Dangerous Zone Plan .......................................................................... 5 - 8
5.3.1a Cargo Valve Hydraulic Lines...................................................................................................... 5 - 9
5.3.2a Ballast Valve Hydraulic Lines .................................................................................................. 5 - 13
5.4a Control Flow for EM’CY Shut Down System & Tank Protection System ................................. 5 - 15
5.4.1a ESDS Pneumatic System .......................................................................................................... 5 - 17
5.4.2a Ship-Shore Link........................................................................................................................ 5 - 19
5.6a Jettisoning of Cargo ..................................................................................................................... 5 - 29
Part 6 : Electrical Safety System

6.1 Electrical Safety .............................................................................................................................. 6 - 1
6.2 High Voltage Systems Isolation and the Permit to Work System .................................................... 6 - 2

Issue and Update Control Item Issue 1 Issue 2 Issue 3

2.2.2b FWD Emergency Towing Equipment July. 2016
This manual was produced by: 2.2.3a Engine Room Bilge System July. 2016
2.2.3b Fire Deck Wash & Water Spray System July. 2016
PENTATECH CO., LTD. 2.2.3c Floodable time, control position and method for valve
For any new issue or update contact: July. 2016
operation
July. 2016
1-103, Cheonghak-Dong, Yeongdo-Gu, Busan, Korea
Part 3 : Fire Safety System
E-Mail: company@pentatech.co.kr 3.1 Introduction of Fire Safety July. 2016
3.1.1 General Fire Safety Practices and Precautions July. 2016
Modification/Correction Records 3.1.2 Fire Fighting Activities and Fire Fighting
July. 2016
Procedures
Item Issue 1 Issue 2 Issue 3 3.1.3 Escape Routes July. 2016
Issue and Update Control July. 2016 3.1.4 Shipboard Fires July. 2016
Introduction July. 2016 3.2 Fire Control Plans July. 2016
Symbols and Colour Scheme July. 2016 3.3 Detection and Alarm System July. 2016
Abbrevations July. 2016 3.3.1 Meanings of Ship's Alarms July. 2016
3.3.2 Fire Detection System July. 2016
Part 1 : General 3.3.3 Fire Alarm System July. 2016
1.1 Principal Particulars July. 2016
SAMSUNG/GASLOG/ABS
3.3.4 Fixed Gas Sampling and Gas Detection Systems July. 2016
1.1.1 Principal Particulars of the Ship July. 2016 3.3.5 E/R Oil Mist Detection System July. 2016
1.1.2 Principal Particulars of Deck Machinery July. 2016 3.4 Loose Fire Fighting System July. 2016
1.2 General Arrangement July. 2016 3.4.1 Fire Fighting Appliance July. 2016
3.4.2 Air Breathing Apparatuses July. 2016
Illustrations 3.4.3 Portable Fire Extinguishing Equipment July. 2016
1.2a General Arrangement July. 2016 3.5 Fire Fighting Systems July. 2016
1.2b Midship Section July. 2016 3.5.1 Fire and Deck Wash System July. 2016
3.5.2 Water Spray System July. 2016
Part 2 : Emergency Instructions and Procedures 3.5.3 Dry Powder System July. 2016
2.1 Emergency Instructions July. 2016 3.5.4 CO2 Flooding System July. 2016
2.1.1 Muster List July. 2016 3.5.5 High Expansion Foam Fire Fighting System July. 2016
2.1.2 Station Duty Bill July. 2016 3.5.6 E/R Local Fire Fighting System July. 2016
2.2 Emergency Procedures July. 2016 3.5.7 Emergency Shut off Valve System July. 2016
2.2.1 Steering Gear July. 2016 3.5.8 Fire Door and Fire Damper Systems July. 2016
2.2.2 Emergency Towing System July. 2016 3.5.9 Emergency Stop July. 2016
2.2.3 Flooding in the Engine Room July. 2016 3.5.10 Wet Chemical System for Deep Fryer July. 2016
3.5.11 NOVEC 1230 Fire Fighting System July. 2016
Illustrations 3.5.12 Fire Control Station July. 2016
2.1.1a Muster List July. 2016
2.2.1a Steering Gear July. 2016
2.2.1b Flow Chart July. 2016
2.2.2a AFT Emergency Towing Equipment July. 2016
IMO No. 9687019 / Issue 1 (2016.07.25) 4 Introduction

Item Issue 1 Issue 2 Issue 3 Item Issue 1 Issue 2 Issue 3
Illustrations 3.5.2a Water Spray System July. 2016
3.1.2a Fire Fighting Activities – Portable Extinguishers (1/2) July. 2016 3.5.2b Water Spray Nozzles July. 2016
3.1.2b Fire Fighting Activities – Portable Extinguishers (2/2) July. 2016 3.5.3a Dry Powder System (1/3) July. 2016
3.1.2c Fire Fighting Activities – Fire Hoses (1/2) July. 2016 3.5.3b Dry Powder System (2/3) July. 2016
3.1.2d Fire Fighting Activities – Fire Hoses (2/2) July. 2016 3.5.3c Dry Powder System (3/3) July. 2016
3.1 3a Emergency Escape From Engine Room July. 2016 3.5.4a CO2 System July. 2016
3.2a Fire Fighting and Fire Detection Equipment Plan 3.5.4b CO2 Cabinet July. 2016
July. 2016
Symbols - 1 3.5.5a High Expansion Foam Fire Fighting System July. 2016
3.2b Fire Fighting and Fire Detection Equipment Plan 3.5.5b Flow Chart of E/R Fire Extinguishing July. 2016
July. 2016
Symbols - 2 3.5.5d Foam Nozzle Piping Arrangement – B Deck July. 2016
3.2c Fire Fighting and Fire Detection Equipment – ACC Top 3.5.5e Foam Nozzle Piping Arrangement – A Deck July. 2016
July. 2016
Deck 3.5.5f Foam Nozzle Piping Arrangement – Upper Deck July. 2016
3.2d Fire Fighting and Fire Detection Equipment – 3.5.5g Foam Nozzle Piping Arrangement – E/R 2nd Deck July. 2016
July. 2016
Navigation Bridge Deck 3.5.5h Foam Nozzle Piping Arrangement – E/R 3rd Deck July. 2016
3.2e Fire Fighting and Fire Detection Equipment – E Deck July. 2016 3.5.5i Foam Nozzle Piping Arrangement E/R 4th Deck July. 2016
3.2f Fire Fighting and Fire Detection Equipment – D Deck July. 2016 3.5.6a E/R Local Fire Fighting System July. 2016
3.2g Fire Fighting and Fire Detection Equipment – C Deck July. 2016 3.5.7a Emergency Shut off Valve System July. 2016
3.2h Fire Fighting and Fire Detection Equipment – B Deck July. 2016 3.5.8a Fire Damper System July. 2016
SAMSUNG/GASLOG/ABS
3.2i Fire Fighting and Fire Detection Equipment – A DECK July. 2016
3.2j Fire Fighting and Fire Detection Equipment – Profile & Part 4 : Lifesaving
July. 2016
Upper Deck 4.1 Lifesaving Equipment July. 2016
3.2k Fire Fighting and Fire Detection Equipment – Bosun 4.1.1 Lifesaving Equipment Location Plans July. 2016
July. 2016
Store 4.1.2 Lifebuoys and Lights July. 2016
3.2l Fire Fighting and Fire Detection Equipment – Cargo 4.1.3 Embarkation Area Lighting July. 2016
July. 2016
Machinery Room & El. Motor Room 4.1.4 Emergency Escape Breathing Devices July. 2016
3.2m Fire Fighting and Fire Detection Equipment – E/R 2nd 4.2 Survival Craft July. 2016
July. 2016
Deck 4.2.1 Lifeboats (Rescue Combined Boat) July. 2016
3.2n Fire Fighting and Fire Detection Equipment – E/R 3rd 4.2.2 Life rafts July. 2016
July. 2016
Deck 4.3 Survival Equipment and Techniques July. 2016
3.2o Fire Fighting and Fire Detection Equipment – E/R 4th 4.3.1 Life Jackets July. 2016
July. 2016
Deck 4.3.2 Immersion Suits July. 2016
3.2p Fire Fighting and Fire Detection Equipment – E/R Floor 4.3.3 Water Survival July. 2016
July. 2016
Deck 4.3.4 Exposure: Hypothermia July. 2016
3.3.3a Fire Alarm System July. 2016
4.3.5 Hazards of Exposure and the Need for Warm
3.3.4a Gas Detection System (1/2) July. 2016 July. 2016
Clothing
3.3.4b Gas Detection System (2/2) July. 2016 4.3.6 Lifeboat and Liferaft Survival Techniques July. 2016
3.3.5a AOMD System Configuration July. 2016 4.3.7 First Aid: Recovery July. 2016
3.3.5b Remote Monitoring Unit (RMU) July. 2016 4.3.8 Lifesaving Signals and Lifesaving Appliance July. 2016
3.5.1a E/R Fire, Deck Wash & Water Spray System July. 2016 4.4 Communication Equipment July. 2016
3.5.1b Fire and Deck Wash System July. 2016 4.4.1 Two-way Radio Telephone Apparatus July. 2016
3.5.1c Accommodation Fire Hydrant System (1/2) July. 2016 4.4.2 Electronic Position Indication Radio Beacon
3.5.1d Accommodation Fire Hydrant System (2/2) July. 2016 July. 2016
(EPIRB)

4.4.3 Search and Rescue Radar Transponder (SART) July. 2016 4.2.2b Launching Instruction DK (2/2) July. 2016
4.4.4 GMDSS July. 2016 4.2.2c Hydrostatic Release Unit July. 2016
4.4.5 Inmarsat – C System July. 2016 4.3.1a Life Jacket Donning Procedure July. 2016
4.4.6 Inmarsat Fleetbroadband Felcom 500 July. 2016 4.3.2a Immersion Suit Donning Procedure July. 2016
4.5 Search and Rescue Procedures July. 2016 4.3.3a Water Survival Techniques July. 2016
4.5.1 Missing Persons July. 2016 4.3.4a Hypothermia Table July. 2016
4.5.2 Man Overboard July. 2016 4.3.4b Hypothermia Treatment July. 2016
4.5.3 Search and Rescue July. 2016 4.3.6a Pick up from Sea to Lifeboat July. 2016
4.5.4 Search Patterns July. 2016 4.3.6b Pick up from Lifeboat to Helicopter July. 2016
4.5.5 Methods of Rescue by Using Aircraft such as 4.3.7a Recovery Position July. 2016
July. 2016
Helicopter 4.3.8a Lifesaving Signals July. 2016
4.3.8b Lifesaving Signals July. 2016
Illustrations 4.3.8c Lifesaving Signals July. 2016
4.1.1a Safety Plan Symbols July. 2016 4.4.1a Two-way Radio Telephone Apparatus July. 2016
4.1.1b Lifesaving Equipment and Escape Routes on ACC 4.4.3a SART Mounting Positions July. 2016
July. 2016
Top Deck 4.4.4a GMDSS July. 2016
4.1.1c Lifesaving Equipment and Escape Routes on 4.4.4b GMDSS Distress Reactions July. 2016
July. 2016
Navigation Bridge Deck 4.4.5a Inmarsat – C System July. 2016
SAMSUNG/GASLOG/ABS
4.1.1d Lifesaving Equipment and Escape Routes on E Deck July. 2016 4.4.6a Inmarsat Fleet System July. 2016
4.1.1e Lifesaving Equipment and Escape Routes on D Deck July. 2016 4.4.6b Inmarsat-F Satellite Coverage Map July. 2016
4.1.1f Lifesaving Equipment and Escape Routes on C Deck July. 2016 4.5.2a Man Overboard July. 2016
4.1.1g Lifesaving Equipment and Escape Routes on B Deck July. 2016 4.5.4a Search Patterns July. 2016
4.1.1h Lifesaving Equipment and Escape Routes on A Deck July. 2016 4.5.5a Helicopter Rescue July. 2016
4.1.1i Lifesaving Equipment and Escape Routes on Upper 4.3.8c Lifesaving Signals July. 2016
July. 2016
Deck & Profile 4.4.1a Two-way Radio Telephone Apparatus July. 2016
4.1.1j Lifesaving Equipment and Escape Routes on Bosun 4.4.3a SART Mounting Positions July. 2016
July. 2016
Store 4.4.4a GMDSS July. 2016
4.1.1k Lifesaving Equipment and Escape Routes on Cargo 4.4.4b GMDSS Distress Reactions July. 2016
July. 2016
Machinery Room & El. Motor Room 4.4.5a Inmarsat – C System July. 2016
4.1.1l Lifesaving Equipment and Escape Routes on E/R 2nd 4.4.6a Inmarsat Fleet System July. 2016
July. 2016
Deck 4.4.6b Inmarsat-F Satellite Coverage Map July. 2016
4.1.1m Lifesaving Equipment and Escape Routes on E/R 3rd 4.5.2a Man Overboard July. 2016
July. 2016
Deck 4.5.4a Search Patterns July. 2016
4.1.1n Lifesaving Equipment and Escape Routes on E/R 4th 4.5.5a Helicopter Rescue July. 2016
July. 2016
Deck
4.1.1o Lifesaving Equipment and Escape Routes on E/R Part 5 : Cargo Handling Fire and Safety Procedures
July. 2016
Floor 5.1 Properties of LNG – Health Hazards July. 2016
4.1.3a Embarkation Area Lighting July. 2016 5.1.1 Flammability of Methane, Oxygen and Nitrogen
4.1.4a Donning Procedure for Emergency Escape Breathing July. 2016
July. 2016 Mixtures
Device 5.1.2 Supplementary Characteristics of LNG July. 2016
4.2.1a Lifeboat Construction July. 2016 5.1.3 Properties of Nitrogen and Inert Gas July. 2016
4.2.2a Launching Instruction DK (1/2) July. 2016 5.1.4 Hazards, Safety and First Aid July. 2016

5.2 Hazardous Areas July. 2016
5.3 Cargo and Ballast Valve Remote Control July. 2016
5.3.1 Cargo Valve Remote Control System July. 2016
5.3.2 Ballast Valve Remote Control System July. 2016
5.4 Ship Shore Communication System July. 2016
5.4.1 Emergency shutdown System July. 2016
5.4.2 Ship Shore Link July. 2016
5.5 Ship to Ship Transfer July. 2016
5.6 Jettisoning of Cargo July. 2016
Illustrations
5.1a Flammability of Methane, Oxygen and Nitrogen
July. 2016
Mixtures
5.2a Hazardous Area Gas Dangerous Plan July. 2016
5.2b Hazardous Areas and Gas Dangerous Zone Plan July. 2016
5.3.1a Cargo Valve Hydraulic Lines July. 2016
5.3.2a Ballast Valve Hydraulic Lines July. 2016
5.4a Control Flow for EM’CY Shut Down System & Tank
July. 2016
SAMSUNG/GASLOG/ABS
Protection System
5.4.1a ESDS Pneumatic System July. 2016
5.4.2a Ship-Shore Link July. 2016
5.6a Jettisoning of Cargo July. 2016

6.1 Electrical Safety July. 2016
6.2 High Voltage Systems Isolation and the Permit to Work
July. 2016
System
Part 7 : Medical Emergencies

7.1 Introduction July. 2016
7.2 First Aid Procedures July. 2016
7.3 Transportation and Evacuation July. 2016
Illustration
7.1a Summary of Emergency Response July. 2016
7.2a CAB of Resuscitation July. 2016
7.2b Brachial and Femoral Pressure Points July. 2016
7.3a Improvised Stretcher July. 2016

Introduction 3. Illustrations
1. General All illustrations are referred to in the text and are located either within or above the text where
sufficiently small, so that both the text and illustration are accessible when the manual is laid face up.
Although the ship is supplied with shipbuilder’s plans and manufacturer’s instruction books, there is no When text concerning an illustration covers several pages, the illustration is duplicated above each page
single handbook which gives guidance on operating complete systems. of text.
The purpose of this manual is to help fill in any gaps in information which may exists, and to provide
the ship’s officers with additional information not otherwise available on board. It is intended to be used Where flows are detailed in an illustration, these are shown in colour. A key of all colours and line
in conjunction with any other plans or instruction books and manuals already on board, and in no way styles used in an illustration is provided on the illustration.
replaces or supersedes them.
Details of colour coding used in the illustrations are given in the colour scheme.
In addition to containing detailed information on SOLAS procedures, each vendor manual contains
safety procedures and procedures to be observed in emergencies and after accidents. Symbols given in the manual adhere to international standards and keys to the symbols used throughout
the manual are given on the following pages.
In many cases the best operating practice can only be learned through experience. Where the
information in this manual is found to be inadequate or incorrect, details should be sent to SHI so that 4. Notices
revisions may be made to manuals of other ships.
2. Safe Operation The following notices occur throughout this manual:
The safety of the ship depends on the care and attention of all on board. Most safety precautions are a WARNING
SAMSUNG/GASLOG/ABS
matter of common sense and good housekeeping and are detailed in the various manuals available Warnings are given to draw reader’s attention to operations where Danger to Life or Limb may occur.
onboard. However, records show that even experienced operators sometimes neglect safety precautions
through over familiarity and the following basic rules must be remembered at all times. CAUTION
Cautions are given to draw reader’s attention to operations where Damage to Equipment may occur.
1) Never continue to operate any machine or equipment which appears to be potentially unsafe or
dangerous and always report such a condition immediately.
NOTE
Notes are given to draw reader’s attention to points of interest or to supply supplementary information.
2) Make a point of testing all safety equipment and devices regularly.
3) Never ignore any unusual or suspicious circumstances, no matter how trivial. Small symptoms
often appear before a major failure occurs.
4) Never underestimate the fire hazard of petroleum products, whether fuel oil or cargo vapour.
5) Never start a machine remotely from the control room without checking visually if the machine is
able to operate satisfactorily.
In the design of equipment and machinery, devices are included to ensure that as far as possible in the
event of a fault occurring, whether on the part of the equipment or the operator, the equipment
concerned will cease to function without danger to personnel or damage to the machine. If these safety
devices are neglected, the operation of any machine is potentially dangerous.

Symbols and Colour Scheme(1/2)
DIV SYMBOL DESCRIPTION DIV SYMBOL DESCRIPTION DIV SYMBOL DESCRIPTION DIV SYMBOL DESCRIPTION
Storm Valve
Not Connected Crossing Pipes Deck Penetration (Up) Globe Globe
With Handle
Stop Valve
Without Handle
PIPES AND PIPE JOINS

Connected Crossing Pipes Deck Penetration (Down) Angle Angle
(Arrowhead may be omitted)
Tee Pipe Deck Penetration (Up & Down) 3-Way Valve Globe
Needle Valve
Flexible Joint
(Plan) Pipe Downward Globe Angle
Flexible Pipe Joint Lift Check Valve
Flanged Joint Angle Globe
Relief Valve
Sleeve Joint Globe Screw Down Angle
Stop Check Valve
Concentric : (Arrowhead may be omitted )
Reducer Angle Cock
Eccentric :
Swing Check Valve
Screwed Joint Hand Operated (Arrowhead may be omitted) 2-Way Cock (L-Port)
Welded Joint Remote Control Pressure Reducing Valve 3-Way Cock (T-Port)
Sleeve Type Expansion Joint Spring Spring Loaded Check Valve(Flap) Locked Cock
SAMSUNG/GASLOG/ABS
PIPES AND PIPE JOINS
Float
VALVE AND COCKS
VALVE AND COCKS

Dresser Type Expansion Joint Flap Swing Check Valve Ball Valve
Bellows Type Expansion Joint Weight Globe 3-Way Ball Cock (L-Port)
Safety Valve
Hydraulic H (Arrowhead may be omitted)
Rubber Compensator Hyd. Control Angle 3-Way Ball Cock (T-Port)
CONTROL AND OPERATING DEVICE
Air A
Expansion Pipe Joint Diaphragm Membrane Globe Ball Float Valve

Self Closing Valve
Flanged Type Adaptor Coupling Diaphragm with Positioner Angle Manifold Valve (Stop)
Doubling O-Ring Type Expansion M Electric Motor Driven Regulating Valve Manifold Valve (Check)
Coupling
A
Blank(Blind) Flange Air Motor Driven Butterfly Valve(Wafer) Remote Operated Valve
Spool Piece S Emergency Shut Off Valve

Solenoid Driven Butterfly Valve(Flanged or Rugged)
(Remote Operated)
Cap Nut W Wax Driven Gate Valve Emergency Open Valve
Spectacle Flange A
Deck Stand for Reach Rod Breather Valve Air Motor Operated Valve
( : Open, : Shut)
Penetrating Watertight Bulkhead & Deck Stand for Manual Hydraulic M
Globe Electric Motor Operated Valve
Deck Crossing (With Flange) Operated
Hose Valve
Penetrating Non-Watertight
Angle Piston Valve
Bulkhead & Deck Crossing
S
To Bilge Foot Valve Soldnoid Valve
Fixed Band (Anchor Point) Dlaphragm Operated Valve
IMO No. 9687019 / Issue 1 (2016.07.25) 9 Symbols and Colour Scheme

Symbols and Colour Scheme(2/2)
DIV SYMBOL DESCRIPTION DIV SYMBOL DESCRIPTION DIV SYMBOL DESCRIPTION COLOR DESCRIPTION
W Goose Neck Type Air Pipe Head
Wax Driven 3-way Valve Hopper with Cover
with Wire Net Cargo
PIPE FITTINGS
Bonnet Type Air Pipe Head
Straght Air Vent Pipe
with Wire Net
Ball Float Check Valve
(Elevation) Sounding Head with Cap Spray
Angle Oil Tray Coaming
(Plan) (Deck Stand Type)
VALVES AND COCKS
(Elevation) Sounding Head with Vapour

Backflow Preventer (Plan) Self-Closing alve & Test Cock Bellmouth
(Elevation)
3-Way Soil Branch Valve
(Plan)
Scupper Off Connection Steam
Flow Regulating Valve Scupper with Water Seal Off Page Connection Compressed Air
Flanged End Air filter / Regulator Transmitter

Nitrogen
Screwed End Orifice Seal Pot
Inert Gas
Welding End Hose Coupling Loop Seal
( ) Glass Level Without Valve Lubricating Oil

Locked Closed Drain Silencer
CONTROL AND INSTRUMENTATION

Gauge
SAMSUNG/GASLOG/ABS
With Valve
Locked Open ( ) Exhaust Gas Silencer

Flat Glass With Self Fuel Oil
Oil Level Gauge Closing Valve
PIPE FITTINGS
LC Locked Closed Hull Distance Pipe Float Type Level Gauge Glycol
LO Locked Opened Bilge Hat Manometer

Ballast
NO Normal Open Observation Glass Inner Float Type Level Gauge
Sea Water
NC Normal closed Sight Glass Outer Float Type Level Gauge
PIPE FITTINGS
Fresh Water
Rose Box Flowmeter HB Hose Box
HR
Hydraulic Oil
Mud Box Fusible Plug Hose Reel
Simplex Strainer Thermometer Pocket FB Foam Box Diesel Oil
Boss
Duplex Strainer Horn (Phone) Condensate
Separator Boss with Plug Acummulator

Air
Drain Trap(Disc) Rose Plate Vacuum Breaker
Bilge
Change Piece,
Drain Trap(Ball Float)
Change Over Piece
Goose Neck Type Air Pipe Head Fire Water
Y Type Strainer
without Wire Net
Hopper
Bonnet Type Air Pipe Head Feed Water
without Wire Net
IMO No. 9687019 / Issue 1 (2016.07.25) 10 Symbols and Colour Scheme

Abbreviations EEBD EMERGENCY ESCAPE BREATHING DEVICE L LOW / LEVEL / LITER

EER ELECTRIC EQUIPMENT ROOM LCD LIQUID CRYSTAL DISPLAY
ABC AUTOMATIC BOILER CONTROL EGE EXHAUST GAS ECONOMIZER LCV LEVEL CONTROL VALVE
ABS AMERICAN BUREAU OF SHIPPING EMCY EMERGENCY LD LOW DUTY
ACB AIR CIRCUIT BREAKER EMR ELECTRIC MOTOR ROOM LDO LIGHT DIESEL OIL
ACC AUTOMATIC COMBUSTION CONTROL E/R ENGINE ROOM LEL LOWER EXPLOSIVE LIMIT
ACCOM ACCOMMODATION ESBD EMERGENCY SWITCHBOARD LL LOW LOW
AFT AFTER ESD EMERGENCY SHUT DOWN LNG LIQUEFIED NATURAL GAS
AHD AHEAD ESDS EMERGENCY SHUT-DOWN SYSTEM LO LUBRICATION OIL
ALM ALARM ETA EMERGENCY TOWING APPARATUS LP LOW PRESSURE
APPROX APPROXIMATELY EXH EXHAUST LS LEVEL SWITCH
APT AFT PEAK TANK EXP EXPANSION LT LOW TEMPERATURE
ASTM AMERICAN SOCIETY OF TESTING MATERIALS EXT EXTENSION MCC MOTOR CONTROL CENTRE
ATM ATMOSPHERE FCS FIRE CONTROL STATION MCR MAXIMUM CONTINUOUS RATE
AUTO AUTOMATIC FDF FORCED DRAFT FAN MDO MARINE DIESEL OIL
AUX AUXILIARY FDS FUNCTIONAL DESIGN SPECIFICATION MGPS MARINE GROWTH PREVENTING SYSTEM
AVR AUTOMATIC VOLTAGE REGULATOR FG FUEL GAS MID MIDDLE
BMS BURNER MANAGEMENT SYSTEM F&G FIRE AND GAS MSBD MAIN SWITCHBOARD
BO/WU BOIL-OFF / WARM-UP FI FLOW INDICATOR MTH METERS TOTAL HEAD
BOG BOIL-OFF GAS FO FUEL OIL N2 NITROGEN
SAMSUNG/GASLOG/ABS
CAN CONTROLLER AREA NETWORK FPT FORE PEAK TANK NAV NAVIGATION
CCC CARGO CONTROL ROOM CONSOLE FT FLOW TRNASMITTER NBO NATURAL BOIL-OFF
CCR CARGO CONTROL ROOM FW FRESH WATER NPSH NET POSITIVE SUCTION HEAD
CFW COOLING FRESH WATER FWD FORWARD O2 OXYGEN
CIRC CIRCULATING GCU GAS COBUSTION UNIT OMD OIL MIST DETECTOR
CMR CARGO MACHINERY ROOM GEN GENERATOR OS OPERATOR STATION
CLR COOLER GMS GAS MANAGEMENT SYSTEM P PORT/PRESSURE
CO2 CARBON DIOXIDE G/S GENERAL SERVICE PB PUSH BUTTON
CPU CENTRAL PROCESSING UNIT GUI GRAPHICAL USER INTERFACE PCV PRESSURE CONTROL VALVE
CSBD CARGO SWITCH BOARD GVU GAS VENTILATION UNIT PI PRESSURE INDICATOR
CSW COOLING SEA WATER H HIGH/HOUR PID PROPORTIONAL INTEGRAL DERIVATIVE
CT CARGO TANK HD HIGH DUTY PIPING AND INSTRUMENT DIAGRAM
CTS CUSTODY TRANSFER SYSTEM HFO HEAVY FUEL OIL PMS POWER MANAGEMENT SYSTEM
CW COOLING WATER HH HIGH-HIGH P/P PUMP
CYL CYLINDER HP HIGH PRESSURE PRESS PRESSURE
DF DUAL FUEL HT HIGH TEMPERATURE PRI PRIMARY/PRIMING
DFDE DUAL FUEL DIESEL ENGINE HV HIGH VOLTAGE PSU POWER SUPPLY UNIT
D/G DIESEL GENERATOR HYD HYDRAULIC PT PRESSURE TRNASMITTER
DIFF DIFFERENTIAL I/O INPUT / OUTPUT PV PROCESS VALUE
DO DIESEL OIL / DIGITAL OUTPUT IAS INTEGRATED AUTOMATION SYSTEM RCS REMOTE CONTROL SYSTEM
DP DIFFERENTIAL PRESSURE / DYNAMIC POSITIONING IG INERT GAS RCU REMOTE CONTROL UNIT
DW DISTILLED WATER/DRINKING WATER IGG INERT GAS GENERATOR REF REFRIGERATION
ECC ENGINE CONTROL ROOM CONSOLE IGV INLET GUIDE VANE RM ROOM
ECDIS ELECTRONIC CHART DISPLAY & INFORMATION SYSTEM IN INLET RPM REVOLUTIONS PER MINUTE
ECR ENGINE CONTROL ROOM IR INFRA-RED S STARBOARD
IMO No. 9687019 / Issue 1 (2016.07.25) 11 Abbreviations

SEC SECOND
SEQ SEQUENCE
SERV SERVICE
SETT SETTLING
S/G STEERING GEAR
SP SET POINT
S/T STERN TUBE
STBD STARBOARD
STOR STORAGE
SUC SUCTION
SUL SULPHUR
SUP SUPPLY
SW SEA WATER / SWITCH
SWBD SWITCHBOARD
SWL SAFE WORKING LOAD
SYNC SYNCHRONIZE
T/C TURBOCHARGER
TCV TEMPERATURE CONTROL VALVE
TEMP TEMPERATURE
THR THRUSTER
SAMSUNG/GASLOG/ABS
TI TEMPERATURE INDICATOR
TK TANK
TPS TANK PROTECTION SYSTEM
TRANS TRANSMITTER / TRANSFER
UPS UNINTERRUPTED POWER SUPPLY
V VOLTAGE
VDR VOYAGE DATA RECORDER
VDU VISUAL DISPLAY UNIT
VHF VERY HIGH FREQUENCY
VL VERY LOW
VRC VALVE REMOTE CONTROL
V/V VALVE
WBT WATER BALLAST TANK
WCI WORK CENTRED INTERFACE
W/H WHEELHOUSE
WO WASTE OIL
WS WORKSHOP
WU WARM UP
IMO No. 9687019 / Issue 1 (2016.07.25) 12 Abbreviations

Part 1 : General
1.1 Principal Particulars ...................................................................................................................... 1 - 1
1.1.1 Principal Particulars of the Ship ................................................................................... 1 - 1
1.1.2 Principal Particulars of Deck Machinery...................................................................... 1 - 1
1.2 General Arrangement .................................................................................................................... 1 - 5
Illustrations
1.2a General Arrangement ............................................................................................................ 1 - 5
1.2b Midship Section..................................................................................................................... 1 - 6
SAMSUNG/GASLOG/ABS
Part 1
General
IMO No. 9687019 / Issue 1 (2016.07.25) Part 1 General
Part 1 : General Steering Gear
1.1 Principal Particulars Maker: Flutek, Ltd

Model: FE21-177-T050-45DC/177 t∙m
1.1.1 Principal Particulars of the Ship Max. working pressure: 224 kg/cm2
Safety valve design pressure: 280 kg/cm2
Shipbuilder: Samsung Heavy Industries Co., Ltd. No. of set: 2
Goeje Shipyard
Republic of Korea 1.1.2 Principal Particulars of Deck Machinery
Yard Number: 2072
Ship’s Name: GASLOG GREECE Stern Em’cy Towing System
IMO No.: 9687019
Delivery Date: 2016.03.29 Maker: Tank Tech Co., Ltd
Flag: BERMUDA Model: KETSP-40A/KETA-43F
Port of Registration: Hamilton Capacity: FWD/AFT 2000kN type
Call Sign: ZCER6
No.1 Inmarsat-C I.D: 431 073 211 Accommodation and Pilot Ladder Reels
No.2 Inmarsat-C I.D: 431 073 210
Inmarsat FB 500 Voice: 870773407403 Manufacturer: Samgong Co., Ltd
Inmarsat FB 500 Fax: 870783400298 Length: 20.345 m
SAMSUNG/GASLOG/ABS
Type of Cargo: LNG Material: Al. alloy
Type of Ship: Gaslog
Classification: American Bureau of Shipping Life Boat (Rescue Combined Boat)
+A1 E, Liquefied gas carrier, Ship type 2G(Membrane tank, Maximum
pressure 25kPaG and Minimum temperature -163 °C, Specific Gravity Manufacturer: HLB
500kg/m3), SFA(40), SH, SH-DLA, SHCM, RRDA, +AMS, +APS, Model: HDL85CNF
DFD, GCU, TCM, NIBS, +ACCU, UWILD, PMP, R2, GP, CPS, Num. Of Persons: 48
ENVIRO+, BWT+, RW Statement of Compliance with DNV’s F-AMC Winch motors: Air operated
shall be provided from the Class.
Lifeboat Davit
Length Overall: 291.082 m
Length Between Perpendiculars: 279.0 m Manufacturer: Bada Heavy Industries Co., Ltd.
Breadth Moulded: 45.8 m Model: BDH 90S
Depth Moulded: 26.2 m SWL: 9,600 kg (94.08 kN)
Draft Design: 11.5 m
Summer Load Draft: 12.0 m Liferafts
Scantling Draft: 12.5 m
Manufacturer: Viking Lifesaving Equipment Ltd.
Description: Throw-overboard Inflatable, 25 ps, 4 pcs (with automatic release unit)
Throw-overboard Inflatable, 6 ps, 1 pcs
IMO No. 9687019 / Issue 1 (2016.07.25) 1-1 Part 1 General

INMARSAT – C Winch Motor Handling Davit
Manufacturer: FURUNO Electric Co,. Ltd. Maker: A Tech

Model: FELCOM 18 Type: SWL 0.9 TON
No. of sets: 2 Hoisting load: 900 kgf
Over load test: 1125 kgf
INMARSAT – F Hoisting speed: ab. 0.083 M/S (ab. 5M/MIN)
Hoisting / Lowering method: By air chain hoist
Manufacturer: FURUNO Electric Co,. Ltd. Max. lifting height: 4M
Model: FELCOM 500 Q’ty: 1 set/ship
No. of set: 1
Injured Person Lifting Davit
Portable VHF Transceiver
Maker: A Tech
Manufacturer: FURUNO Electric Co,. Ltd. Type: Air Motor Driven
Model: TRON TR20 Safety working load: 200 KG
Over load test: 250 KG
Hoisting speed: 15 M/MIN (At 3 layers)
Electronic Position Indication Radio Beacon (EPIRB)
Max. lifting height: about 36 M
Air motor capacity: 2.6 PS x 450 RPM
Maker: Jotron Electronics AS Source of air pressure: 7 kgf/cm2
SAMSUNG/GASLOG/ABS
Model: Tron 60S Working air pressure: 6 kgf/cm2
No. of units: 1 Total weight: about 75 KG
Search and Rescue Radar Transponder (SART) Steering Gear Room Davit
Maker: Furuno Electric Co., Ltd. Maker: A Tech

Mode: Tran SART20 Type: Air Motor Driven
No. of units: 2 Safety working load: 1000 KG
Electric Chain Hoist Hoisting speed: 10 M/MIN
Max. lifting height: 12 M
Maker: Daekyung Co., Ltd. Air motor capacity: 4.5 PS x 590 RPM
Model: DKEH-150 Source of air pressure: 8.5 KG/CM2
Capacity: 15.0 Ton Working air pressure: 6 KG/CM2
Test load: 18.75 Ton Working radius 2m
Power source: AC440V 3Ø 60Hz Winch, Hoisting load: 1000 KG
Operating Voltage: AC220V 1Ø 60Hz Rope speed: 10 M/MIN (At 3 layers)
Min. distance hook to hook: 1,820 mm Air motor, Horse power: 4.5 PS
Lifting speed: 2.1 M/min Speed: 590 RPM
Lift: 18.0 Meter
Trolley Hand Chain Length: 13.0 Meter / 8.0 Meter
Motor capacity: 3.75 Kw x 4P x 2

EM’CY Cargo Pump Handling Davit
Maker: A Tech
Type: SWL 2.5 T
Safety working load: 2500 KG
Source of air pressure: 8.5 KG/CM2
Working air pressure: 6 KG/CM2
Working radius: 4.5 / 5.9 M
Winch, Hoisting load: 1250 KG
Rope speed: 16 M/MIN (At 3 lyaers)
Air motor, Horse power: 7.3 PS
Speed: 750 RPM
Bosun Store Davit
Maker: A Tech
SAMSUNG/GASLOG/ABS
Type: Air motor driven
Safety working load: 1000 KG
Hoisting speed: 10 M/MIN
Working air pressure: 6 KG/CM2
Working radius: 2M
Rope speed: 10 M/MIN (At 3 lyaers)
Speed: 590 RPM

SAMSUNG/GASLOG/ABS
This page is intentionally blank.

1.2 General Arrangement
Illustration 1.2a General Arrangement
Cargo Machinery
Room
Elec.
Motor Cargo Mach.Tank Deck Store
Room
No.4 Trunk No.3 Trunk No.2 Trunk No.1 Trunk
Piping & Cable Space (S) Bosun Store

)
K (S
)
t. TK (S)
(S)
TK (S)
rv. TK (S
Engine Room C.L

Cofferdam
Cofferdam
Cofferdam
Cofferdam
Cofferdam
t. T
No.4 Cargo Tank No.3 Cargo Tank No.2 Cargo Tank No.1 Cargo Tank
Serv. TK
Set
S) Distilled WT (P&S) )
&S
FO Sett.
P& S) S) S)
No.1 HFO Set
SG Room T(
.1 HFO Se
P& P& P&

FO
No.2 MGO Serv. Tk (P)

(P BW
T( T( T(
EW
T
No.2 HFO
.1 H
)
B B B
WB
BT P&S
No.2 H
)
W W W
&S
No.2 MGO Stor. Tk (P) Bow THR. &
APT
.4 .3 .2
No
.1
(
No No No FPT
(P
(S) No
T
No FWD Pump
FO
WBT (C) No.1 MGO Stor. Tk (P) )
(S Void(C)
W
r Tk
D
ER Tk Room
FW
Wate
D
low
BT
EMCY Sea WT (S)
FW
erf
W
Exit B Ov
for
ER
(P)
CWT Trunk FO
SAMSUNG/GASLOG/ABS
W BT
(P&S)
ER
AP 10 20 30 40 50 60 70 80 90 100 110 115 120 130 140 150 160 170

3890 3890 3890 3525
FS : 800 WS : 3925 WS : 3925 WS : 3925 WS : 3530 FS : 800
12000 40800 47065 47065 47065 31765 18400 9600 11140

2700 3000 3000 2700 2700
Hose Handling Crane
Accommodation
Engine Casing Space No.1 Gas Dome
C.L C.L
10 20 30 40 50 60 70 80 90 100 No.2 Gas Dome110 120 130 140 150 160 170
No.3 Gas Dome Fore Mast
Em’cy Cargo Pump NO.4 Vent Mast NO.3 Vent Mast NO.2 Vent Mast NO.1 Vent Mast Em’cy Cargo Pump
Handling Davit Handling Davit
Hose Handling Crane

Electric Cargo
Deck
Motor Machinery
Store
Room Room

Illustration 1.2b Midship Section
WH Top Deck
3150 (51040 A/B)
Nav. Bridge Deck
(47890 A/B)
3150
E Deck
(44740 A/B)
3150
D Deck
(41590 A/B)
3150
C Deck
(38440 A/B)
3150
B Deck
SAMSUNG/GASLOG/ABS
Trunk 3300 (35290 A/B)
A Deck
(31990 A/B)
5790
Upper Deck
(26200 A/B)
Cargo Tank
S.L.W.L
S.L.W.L
Pipe
WBT(P) Duct WBT(S)

SAMSUNG/GASLOG/ABS

Part 2 : Emergency Instructions and Procedures
2.1 Emergency Instructions ................................................................................................................. 2 - 3
2.1.1 Muster List .................................................................................................................... 2 - 3
2.1.2 Station Duty Bill ........................................................................................................... 2 - 5
2.2 Emergency Procedures ................................................................................................................ 2 - 10
2.2.1 Steering Gear .............................................................................................................. 2 - 10
2.2.2 Emergency Towing System ........................................................................................ 2 - 14
2.2.3 Flooding in the Engine Room ..................................................................................... 2 - 22
Illustrations
2.1.1a Muster List................................................................................................................................ 2 - 1
2.2.1a Steering Gear ............................................................................................................................ 2 - 9
2.2.1b Flow Chart .............................................................................................................................. 2 - 11
2.2.2a AFT Emergency Towing Equipment ...................................................................................... 2 - 13
2.2.2b FWD Emergency Towing Equipment .................................................................................... 2 - 15
2.2.3a Engine Room Bilge System.................................................................................................... 2 - 19
2.2.3b Fire Deck Wash & Water Spray System ................................................................................. 2 - 20
2.2.3c Floodable time, control position and method for valve operation .......................................... 2 - 21
SAMSUNG/GASLOG/ABS
Part 2
Emergency Instructions
and Procedures
IMO No. 9687019 / Issue 1 (2016.07.25) Part 2 Emergency Instructions and Procedures
Illustration 2.1.1a Muster List
Crew Complement
Navigation Bridge
No. Rank/Rating
CO-Ordination Centre
01 Master
No. Rank/Rating
02 Chief Mate
01 Master
03 2nd Mate A
03 2nd Mate A
04 2nd Mate B
Emergency Team Eng. Emerg. Team
06 Appr. Officer 05 3rd Mate
No. Rank/Rating No. Rank/Rating
19 A.B.-4 06 Appr. Officer
02 Chief Mate 08 Chief Engineer
07 Cargo Officer
Communications
07 Cargo Engineer 09 2nd Engineer
08 Chief Engineer
03 2nd Mate A
11 4th Engineer 12 Appr. Engineer 09 2nd Engineer
Communication with
Bridge
15 Bosun 13 Electrician 10 3rd Engineer
Preparation of Radio
Equipment
16 A.B.-1 23 Oiler-1 11 4th Engineer
Transmission of Messages as
Per Master or His Substitute
17 A.B.-2 Orders 24 Oiler-2 12 Appr. Engineer
20 A.B.-5 13 Electrician
First Aid Team
22 Fitter Support Team 14 Electronic Engineer
No. Rank/Rating
25 Wiper No. Rank/Rating 15 Bosun
05 3rd Mate
04 2nd Mate B 16 A.B.-1
26 Cook/Steward
Rescue Boat Team 10 3rd Engineer 17 A.B.-2
(PORT Lifeboat) 27 2nd Cook
14 Elec. Engineer 18 A.B.-3
SAMSUNG/GASLOG/ABS
No. Rank/Rating 28 Messman-1
18 A.B.-3 19 A.B.-4
Report at Muster Station
02 Chief Mate Indicated
21 A.B.-6 20 A.B.-5
When Ordered, Carry to
10 3rd Engineer Place Indicated by Chief Officer, 21 A.B.-6
or His Substitute 29 Messman-2
15 Bosun (a) First Aid Kit(s) 22 Fitter
(b) Strecher(s)
(c) Resuscitator Unit(s)
23 Oiler-1
Carry Injured Person(s) to
Prepares the Rescue Boat for Lowering. Ship’s Hospital, or to Place
When Ordered, Embarks and Launches Indicated by Chief Officer, 24 Oiler-2
the Rescue Boat. All Members of the or His Substitute
Rescue Boat Team Should Have in
Possession the Fast Rescue Boat
25 Wiper
Certification
Lifeboats Preparation Team
26 CH. Cook
No. Rank/Rating No. Rank/Rating 27 2nd Cook
02 Chief Mate 17 A.B.-2 28 Messman-1
04 2nd Mate-B 20 A.B.-5 29 Messman-2
07 Cargo Engineer 21 A.B.-6
Emergency Team Eng. Emerg. Team Supernumeraries
Muster Station 10 3rd Engineer 22 Fitter
Proceed to Engine 30
Upper Deck 11 4th Engineer 23 Oiler-1 Control Room 31
(Accommodation) 13 Electrician 24 Oiler-2
PORT Side, Fire Station 1 32
14 Electronic Engineer 25 Wiper 33
16 A.B.-1 34
Support Team 35
Orered:
Emergency Team When Orderd Muster Station
Lower and Secure Lifeboat(s) at Embarkation Deck Level 36
When Emergency in E Deck AFT. 37
Engine Room, Proceed to Engine
Room and Provide
Assume Emergency Duties Per Case Safety Equipment Room
Assistance Per Case 38
39
Key Personnel Substitutes Engine & Support 40
Teams
Supernumeraries When an Emergency on Deck Area,
41
Duties MASTER CHIEF MATE Accommodation, Cargo Tanks or
to be Substituted by to be Substituted by Pump Room, Provide Support and 42
Supernumeraries Must Follow the Chief Mate 2nd Mate-A Assistance to Emergency Team
43
Instructions Received During
Thair Familiarization.
When Proceed at the Assigned
44
SPARE FIRE EXTINGUISHERS
Muster Station They Must Follow
the Orders Given by the CHIEF ENGINEER 2nd Engineer LOCATED AT FIRE STATION,
UPPER DECK, STEERING GEAR ROOM,
45
Master or the Officer in Charge to be Substituted by to be Substituted by AT MIDSHIPS (TRUNK DECK) STORE
2nd Engineer 3rd Engineer
The Sequence Number Against Each Rank/Rating
Represents the Identity number of Personnel
on Board, After Attached Crew List
IMO No. 9687019 / Issue 1 (2016.07.25) 2-1 Part 2 Emergency Instructions and Procedures
Chief Mate:
Chief Officer is responsible for L.S.A. & Fire Fighting equipment up-keeping and maintenance,
ensuring it is kept in proper operational condition, ready for immediate use.
2nd Mates:
Are responsible for carrying out inspections as per Planned Maintenance guidelines. Attend to
maintenance work and carry out inspections of L.S.A. & F/F equipment on board. Keep
maintenance records book up-dated.
Chief Engineer:
He is responsible for ensuring that F/F equipment in the engine room, as well as fixed fire
fighting systems, are maintained at a state of immediate readiness and proper operational
condition. This includes operational tests of all machinery involved with L.S.A. & F/F
equipment and systems on board. He provides technical assistance and ensures repair work
related to L.S.A. and F/F equipment on board is carried out by responsible engineers.
Officers and Ratings on Watch
SAMSUNG/GASLOG/ABS
In all cases of emergency, Officers and ratings on watch on Navigation Bridge and Engine
Control Room, to remain on watch unless otherwise instructed by Master or Chief Engineer
respectively after having been relieved.
Duty Officers and ratings during cargo, bunkers and/or ballast transfer to follow Officer in
charge orders and instructions pertinent to securing tanks and valves including cargo/bunker
hoses disconnection. After all secured, assume emergency duties per case. Do not divert
unless you are ordered to.
Upon announcement of any Emergency, except for “Abandon Ship”, proceed immediately to
your dedicated Muster Station. Wearing coverall, leather gloves, helmet, goggles and safety Approved By:
shoed is recommended. Time and opportunity given wear as much of PPE as possible. In
case that “Abandon Ship” command is announced proceed with your Immersion Suit to your Master:
dedicated Life boat. Do not wear your Immersion Suit unless you are instructed to do so.
Immersion Suit is to be used in case of jumping overboard and (or) using an inflatable life raft.
Never proceed to the Muster Station wearing slippers, shorts or underwear only. Life Jackets
are available inside each cabin.
If for any reason you can not safely proceed or gather to your dedicated “Muster Station”, then (Name, Signature)
proceed to the bridge.
Date:
Ship’s Stamp:
Part 2 : Emergency Instructions and Procedures
2.1 Emergency Instructions
2.1.1 Muster List
On board every ship, before sailing, the Master shall draw up the muster list, on a form approved by the
Ministry, in other to establish the tasks of all crewmembers in cases of emergency, particularly for fire
on board and abandon ship. Muster list copies shall be posted in the most frequented places of the ship
and, particularly, on the bridge, in the engine room and the crew accommodations. The muster list shall
be updated by the master in relation to any change in crews’ composition.
For each crewmember, the muster list shall indicate the point to be reached, the place to occupy and the
tasks to perform for:
• Closing of watertight doors, operation of devices used for ship’s trim control and for closing
valves, scuppers, overboard discharges, bulwark ports, skylights, side scuttles and other similar
openings of the ship, of fire doors, ventilation dampers, for stopping mechanical ventilation,
and for switching electrical power off.
SAMSUNG/GASLOG/ABS
• Extinguishing fires
• Use of communication systems
SAMSUNG/GASLOG/ABS
2.1.2 Station Duty Bill
General Alarm ABANDON SHIP SIGNAL FIRE SIGNAL Flooding Signal OIL SPILL SIGNAL MAN OVERBOARD SIGNAL
Seven (7) Short Blasts (or More) Verbal Order by the Master Group of Rapid Rings for a period There (3) Long Rings on Ship’s Verbal Order by the OOW Immediately Hail and Pass
Followed by One (1) LongBlast “ABANDON SHIP” of 10 sec. on Ship’s Bell and the General Alarm Bells “Oil Spill Stations to the Bridge
on Ship’s Whistle and General PROCEED TO LIFEBOATS Same on Ship’s General Alarm “MAN OVERBOARD”
Alarm System WITH LIFEJACKET
AND IMMERSION SUIT Sound Three (3) Long Blasts on
Ship’s Whistle. Repeat as Necessary
STATION BILL
No. Rank Lifeboat Abandon Ship Fire Flooding/Leakage Oil Spill Man Overboard
On the Bridge. On the Bridge.

On the Bridge. On the Bridge. On the Bridge.
1 Master Starboard In overall command. In overall command.
In overall command. In overall command. In overall command.
Carries ship’s log & documents. Submits initial notifications.
In charge of Port L/B preparation. Emergency Team.

Emergency Team. Leader. Emergency Team Leader. Rescue Team.
Slips off the brake control wire. Leader.
2 Chief Mate Port Evaluates the condition of fire. Keeps the At the scene of the spill. Leader.
Releases sea painter. Mustering check. L/B At the scene of the flooding.
master informed. Handles fire control Keeps Master informed. Coxswain.
commander. Keeps Master informed.
SAMSUNG/GASLOG/ABS
On the Bridge.
On the Bridge. On the Bridge. On the Bridge. On the Bridge.
O.O.W, GMDSS Officer.
3 2nd Mate – A Port O.O.W, GMDSS Officer. O.O.W, GMDSS Officer. O.O.W, GMDSS Officer. O.O.W, GMDSS Officer.
Preparation distress messages.
Prepares distress messages. Prepares distress messages. Prepares notification messages. Prepares notification messages.
Carries EPIRB and port SART to port L/B.
In charge of Stbd L/B preparation. Support Team.

Support Team. On the Bridge.
Slips off the brake control wire. Leader. Support Team.
4 2nd Mate – B Starboard Leader. Assists in navigation.
Mustering check. Releases sea painter. Provides additional FFE or other Leader.
Provides FFE on spill site. Lookout.
L/B commander. assistance. B.A. controller.
In charge to lead supernumeraries to their First Aid Team. First Aid Team.
First Aid Team. First Aid Team.
5 3rd Mate Starboard L/Bs. Carries GMDSS VHF with spare Leader. Leader.
Leader. Prepares survivor reception area.
battery and stbd side SART to stbd L/B. Proceeds to fire site as directed. Provides assistance as directed.
On the Bridge. On the Bridge. On the Bridge. On the Bridge. On the Bridge.
6 Appr. Officer Port
Assists Master as directed. Assists Master as directed. Assists Master as directed. Assists Master as directed. Assists Master as directed.
Ensures that the securing pins and lashing Emergency Team.

Emergency Team.
Cargo lines have been removed from PORT L/B Replaces Chief Officer if needed or Emergency Team. At CCR.
7 Port At CCR assists with IAS
Engineer davits prior embarkation. proceeds at the CCR for handling of cargo At CCR assists with IAS handling. Assists with IAS handling.
handling.
Assists as directed. valves and machinery.
Engine Emergency Team. Leader. Engine Emergency Team.

Chief Engine operator. Handles fire control station during fire Engine Emergency Team. Leader. Engine Emergency Team.
8 Starboard
Engineer Starts the sprinkler. outside of engine spaces or steering gear Leader. In charge to transfer fuel Prepares the engine for manoeuver.
room. if necessary.
Engine Emergency Team.

Engine Emergency Team. Engine Emergency Team.
Engine operator. Starts fire-spray pumps. Operates sprinkler Engine Emergency Team.
9 2nd Engineer Port At the scene of the flooding if in Isolates the spill source.
Starts the sprinkler. valves. Operates fixed fire systems. Assists/Replaces Chief Engineer.
engine room. Replaces Chief Engineer.
Replaces Chief Engineer.
Support Team.
Support Team. Rescue Boat Team.
Opens air bottles. Fits the plug. Prepares bilge pumps/valves or Support Team.
10 3rd Engineer Starboard Replaces the leader of the team. Boat engineer.
Replaces the Chief Engineer. any required pump. Ensures that Prepares fire pumps for fire fighting.
Assists fireman to wear their outfit. Assists as directed.
there is sufficient air on deck.
Emergency Team. Emergency Team.

Opens air bottles. Fits the plug. Emergency Team. Engine Emergency Team.
11 4th Engineer Port Closes external ventilation inlets. Checks watertight
Replaces the 2nd Engineer. Prepares fire pumps for fire fighting. Assist as directed by Chief Engineer.
B.A. controller. doors/openings.
12
Appr.
Engineer
Starboard SAMSUNG/GASLOG/ABS
Assists as directed by Chief Engineer.
Assists as directed by Chief
Engineer.
Assist as directed by Chief Engineer.
Unplugs the battery charging cable from the P.S. Engine Emergency Team. Engine Emergency Team. Engine Emergency Team. Engine Emergency Team.
13 Electrician Port
L/B. On main switch board. On main switch board. On main switch board. Assist as directed by Chief Engineer.
Removes and carries the hard drive disc from

Support Team. Support Team. Support Team.
Electronic VDR box. Carries GMDSS VHF with spare On Bridge.
14 Starboard In cargo control room. In cargo control room. In cargo control room.
Engineer battery to stbd L/B. Unplugs the battery charging Lookout.
Assist with IAS handling. Assists with IAS handling. Assists with IAS handling.
cable from the S.S. L/B.
Pull out the Safety Pin from winch hand brake Emergency Team.
Emergency Team. Emergency Team. Emergency Team.
lever. Engage the crank handle and wind the boat Puts on fireman’s outfit & SCABA.
15 Bosun Port Operates portable air pumps. Operates portable air pumps. Launches the rescue boat.
fall manually to take off the slack (if necessary). Handles water or dry powder hose or fire
Repairs as instructed. Repairs as instructed. Prepares survivor reception area.
Operates the Brake. extinguishers.
Release the Fwd lashing line by Slip Hook. Pull Emergency Team. Emergency Team.
out the safety pin of the davit arm stopper. Puts on fireman’s outfit & SCABA. Emergency Team. Close all starboard side scuppers and Rescue Boat Team.
16 A.B. – 1 Starboard
Release the davit arm stop by operating the Handles water or dry powder hose or fire Carries bag with tools. then at the site of spill assisting clean Assists as directed.
handle. extinguishers. up operations.
Emergency Team.
Emergency Team.
Carries portable air pump.
Secures L/B painter. Deploys the ladder. Assists fireman to wear their outfit. Emergency Team. Assists at the launching of the
17 A.B. – 2 Port At the site of spill, assists the clean
Replaces Bosun. Deploys fire hoses. Carries equipment as needed. rescue boat. Rigs pilot ladder.
up operation. Using sawdust and
Assists in recovery.
shovel.
Pull out the Safety Pin from winch hand brake Support Team. Support Team.
Support Team.
lever. Engage the crank handle and wind the boat Puts on firemen’s outfit & SCABA. Provides FFE at the spill site. On the Bridge.
18 A.B. – 3 Starboard Checks watertight
fall manually to take off the slack (if necessary). Handles water or dry powder hose or fire Wears fireman’s outfit & SCABA or Lookout.
doors/openings.
Operates the Brake. extinguishers. chemical suit if instructed.
On the Bridge.
Helmsman. On the Bridge. On the Bridge. On the Bridge. On the Bridge.
19 A.B. – 4 Port
Carries GMDSS VHF with spare battery to the Helmsman. Helmsman. Helmsman. Helmsman.
L/B.
Release the Aft lashing line by Slip Hook. Pull Emergency Team.
out the safety pin of the davit arm stopper. Uses sawdust or absorbents as Rescue Boat Team.
20 A.B. – 5 Starboard Assists firemen to wear their outfit. Carries portable air pump in
Release the davit arm stop by operating the directed. Assists as directed.
Carries spare air cylinders. site.
handle.
SAMSUNG/GASLOG/ABS
Assists in collection of slops.
Support Team. Support Team.

Emergency Team.
Puts on firemen’s outfit & SCABA. Support Team. Provides FFE at the spill site.
21 A.B. – 6 Port Deploys the ladder. Rigs pilot ladder.
Handles water or dry powder hose or fire Carries hoses and connections. Wears fireman’s outfit & SCABA or
Assists in recovery.
extinguishers. chemical suite if instructed.

Emergency Team.
Secures L/B painter. Deploys the ladder. Emergency Team. Carries portable air pump. Assists at the launching of the
22 Fitter Starboard Assists firemen to wear their outfit.
Replaces A.B. – 3. Carries bag with tools. At the site of spill, assists the clean rescue boat.
Carries spare air cylinders.
up operation. Prepares survivor reception area.
Release the Fwd lashing line by Slip Hook. Pull

Engine Emergency Team. Engine Emergency Team. Engine Emergency Team. Engine Emergency Team.
out the safety pin of the davit arm stopper.
23 Oiler – 1 Port Handles hose or fire extinguishers. Assists as directed by Chief Deploys and handles fire hose or fire Assists as directed by Chief
Release the davit arm stop by operating the
Deploys fire hoses. Engineer. extinguishers as instructed. Engineer.
handle.
Ensures that the securing pins and lashing lines

Engine Emergency Team. Engine Emergency Team. Engine Emergency Team.
have been removed from STBD L/B davits prior Engine Emergency Team.
24 Oiler – 2 Starboard Handles hose or fire extinguishers. Assists as directed by Chief Assists as directed by Chief
embarkation. Cleaning up operations.
Deploys fire hoses. Engineer. Engineer.
Deploys the Ladder.
Release the Aft lashing line by Slip Hook. Pull Emergency Team.
Emergency Team. Emergency Team. Emergency Team.
out the safety pin of the davit arm stopper. Close all port side scuppers and then
25 Wiper Port Assists firemen to wear their outfit. Carries portable air pump in Launches the rescue boat.
Release the davit arm stop by operating the at the site of spill assists the clean up
Carries spare air cylinders. site. Prepares survivor reception area.
handle. operations.

26 Ch. Cook Starboard Carries blankets to L/B. Outside the hospital, awaiting orders. Carries stretcher.
Carries resuscitators. Carries resuscitator.
Carries resuscitators. Prepares survivor reception area.

27 2nd Cook Port Carries blankets to L/B. Outside the hospital, awaiting orders. Carries stretcher.
Carries stretcher. Carries stretcher.
Carries resuscitators. Prepares survivor reception area.

28 Mess Man – 1 Starboard Carries extra water to L/B. Outside the hospital, awaiting orders. Carries first aid kit.
Carries first aid kit. Carries first aid kit.
Carries first aid kit. Prepares survivor reception area.
Support Team.
Support Team. Support Team. On the Bridge.
29 Mess Man – 2 Port Carries extra water to L/B. Assists firemen to wear their outfit.
Assist as directed. Assists fireman to wear the outfit. Lookout.
Carries spare air cylinders.
Supernumeraries/Passengers
30 Starboard
SAMSUNG/GASLOG/ABS
31 Port
32 Starboard
33 Port
34 Starboard
35 Port
36 Starboard
37 Port At the sound of any emergency signal proceed
38 Starboard To the bridge and wait further instruction
39 Port
40 Starboard
41 Port
42 Starboard
43 Port
44 Starboard
45 Port
Illustration 2.2.1a Steering Gear
Key No.1 Limit Switches for No.2

Cylinder Rudder Angle Limiter Cylinder
Hydraulic Oil Line
No.3 No.4
Cylinder Cylinder
Button Button
Isolating Valve Isolating Valve
SAMSUNG/GASLOG/ABS
IV-1 IV-2
Setting Pressure Setting Pressure

280 kg/cm2 280 kg/cm2
Button Button Unloading

Device
Pressure Pressure
Setting Pressure Switch Switch
18~20
From kg/cm2 From
Storage Storage
Tank Tank
T˚ No.1 T˚ No.2
Main Torque Main Torque
Pump Motor Pump Motor
No.1 Oil Tank No.2 Oil Tank

No.1 LVDT No.2 LVDT
Servo Pump Servo Pump
Filter Filter
M M M M
2.2 Emergency Procedures it would be necessary to provide the following equipment:
2.2.1 Steering Gear  2-Isolating valves

 2-Level switches with “LOW” & “LOW-LOW” level positions with test bar
Maker: Flutek, Ltd.  Electric control panel for automatic isolation system
Model: FE21-177-T050-45DC  Alarm panel for automatic isolation system in W/H & E.C.R
Torque at max. working pressure: 1740 kN-m
Max. working pressure: 220 bar The oil tank serving each system is provided with “Low” and “Low-Low” level switches so that the electric signal from each level switch will
Safety valve design pressure: 275 bar cause the pump motor of the system to start or stop running and the auto-isolation valve to go into operation.
Rudder turning speed (by one pump): 65/28 deg./sec.
Dia. Of ram: 250 mm With this steering gear which is equipped with two pumps, No.1 pump/motor and its associated oil hydraulic system constitute No.1 power
Normal Tiller Radius: 635 mm actuating system whereas No.2 pump/motor and its associated oil hydraulic system constitute No.2 power actuating system.
Max. working rudder angle: 45 deg.
Limit rudder angle: 47.0 deg. Should the oil hydraulic piping failure, etc. take place with consequent leakage of working oil, the oil level in either one of the oil tanks goes
Electric motor No.1 & No.2: 55 kW, 1800 rpm down thereby causing the tank level switch to become actuated.
Steering Gear Room Davit The level switch, when actuated, issues electric signal to cause the pump motor to start or stop and the auto-isolation valve to operate for
alternative system isolation so that the sound power actuating system will be put into service to ensure the retention of continuous steering
Maker: A Tech capability.
Type: Air Motor Driven
SAMSUNG/GASLOG/ABS
Safety working load: 1000 KG Table: Operation Instruction
Hoisting speed: 10 M/MIN Isolating Valve
Max. lifting height: 12 M Case Condition Work. Pump Work. Cyl. Solenoid Button
Air motor capacity: 4.5 PS x 590 RPM IV-1 IV-2 IV-1 IV-2
No.1
Working air pressure: 6 KG/CM2 NORMAL ALL OFF FREE
Working radius 2m 1 No.2
Rope speed: 10 M/MIN (At 3 layers) TWO PUMPS USE No.1 & No.2 ALL OFF FREE
Speed: 590 RPM FAILURE OF PIPING SYSTEM No.1 No.3 & No.4 ON OFF
2 FREE
(AUTOMATIC) No.2 No.1 & No.2 OFF ON
2. General Description
FAILURE OF PIPING SYSTEM No.1 No.3 & No.4 PUSH FREE
3 OFF
NOTE (MANUAL) No.2 No.1 & No.2 FREE PUSH
The SOLAS 1981 Convention Reg. 29 “Steering gear” and the
4 EMERGENCY GENERATOR POWER No.1 ALL OFF FREE
Ship Classification Society rule (BV) and regulations make it
mandatory for all tankers exceeding 10000 deadweight tons in Remarks:
gross tonnage to be designed capable of recovering their steering 1. The case of 1 is ordinary use, and 2, 3 & 4 are emergency use.
ability in 45 seconds after experiencing a single failure of part of 2. In case of 2 & 3, the speed of vessel should be half of full speed.
the main steering gear power actuating system. 3. In case of 4 using emergency generator, the speed of vessel should be half of full speed.
And the rudder angle should be limited within 15 degrees.
The system comprise a standard 2-rams, 4-cylinders steering gear
controlled by one or two power units. In addition to the steering gear,
IMO No. 9687019 / Issue 1 (2016.07.25) 2 - 10 Part 2 Emergency Instructions and Procedures
Illustration 2.2.1b Flow Chart
No.2 Pump No.1 Pump

Running Running
No.2 Level Switch No.1 Level Switch

“Low” Level Low Level
Engine Control Room Navigation Bridge

Alarm Alarm
No.3 & No.4 Cylinder Isolation No.1 & No.2 Cylinder Isolation
(IV-2 : ON) (IV-1 : ON)
SAMSUNG/GASLOG/ABS
No.2 Level Switch
“Low-Low” Level
No.1 Level Switch
“Low-Low” Level
Yes No No Yes
No.1 Pump No.2 Pump No.1 Pump No.2 Pump

Start Running Running Start
Automatically Automatically
No.3 & No.4 Cylinder Isolation No.1 & No.2 Cylinder Isolation
(IV-2 : OFF) & (IV-1 : ON) (IV-1 : OFF) & (IV-2 : ON)
No.2 Pump No.1 Pump

Stop Stop
Automatically Automatically
3. Automatic Isolation System
This steering gear is so arranged that in the event of loss of hydraulic fluid from one system, the loss
can be detected and the defective system is automatically isolated within 45 seconds so that the other
actuating system shall remain fully operational (50% torque remained).
Operation
Two identical power actuating systems with either one or two power unit act simultaneously in normal
operation.
1) Failure mode operational sequence in one power unit running:

With No.1 power unit running and No.2 power unit stopped if loss of oil occurs, the following
sequence will take place.
a) The oil level in No.1 oil tank goes down to “ALARM & LOW” position and audible
and visual alarms are given on the navigating bridge and in the machinery space.
b) And No.1 isolating valve (IV-1) is automatically energized and the hydraulic system
associated with No.2 power unit is isolated.
SAMSUNG/GASLOG/ABS
c) If the oil loss is in the hydraulic system associated with No.2 power unit, steering is
being carried out by No.1 power unit and its two related cylinders (No.3 & No.4)
giving 50% torque.
d) On the other hand, if the oil loss is in the hydraulic system associated with No.1 power
unit, the oil level in No.1 oil tank goes down to “LOW-LOW” position. Then No.2
power unit is automatically started. No.2 isolating valve (IV-2) is automatically
energized. Then No.1 power unit is automatically stopped. Steering is now being
carried out by No.2 power unit and its two related cylinders (No.1 & No.2) giving 50%
torque.
If No.2 power unit running and No.1 power unit stopped, No.1 and No.2 of power unit, No.1 and No.2
of isolating valve are replace in above sequence.
2) Failure mode operational sequence in both power units running:

If oil level in No.1 or No.2 oil tank goes down “LOW-LOW” position, the isolating valve will
be operated suitably.
3) In case one power unit is running, if the low alarm in oil tank of stand-by power unit is
activated, stand-by power unit is automatically started. Then both power units are running.
Illustration 2.2.2a AFT Emergency Towing Equipment
Fairlead
Strong Point
Shackle
Cover
Eye Bolt
for Lifting Air Motor End Cover
SAMSUNG/GASLOG/ABS
Messenger Rope Strong Point
Air Hose
Fairlead & Strongpoint

Marker Buoy
Self-Igniting Light Pipe Support
Plastic Float
Pick-Up Rope
Messenger Rope
Retrieval Rope
Flange
Guide Pipe
Conical Guide
Towing Pennant
Storage Drum
2.2.2 Emergency Towing System The fairlead has adequate support of the towing pennant during towing operations, which allows bending 90°
to port and starboard, and 30° vertically downwards. The towing pennant bearing surface diameter to the
1. General Description towing pennant diameter should be not less than 7 to 1.
The emergency towing arrangement and escorting pull back system are designed so that in the event of Storage drum for Towing Pennant
a main engine failure or other onboard emergency situation, a tug can easily pick up the towing wire
from the ship and tow it to safety. These specifications are based on required IMO Res. MSC 35(63), The storage drum stores the towing rope and is always ready to use in an emergency.
Res. MSC 132(75) and SOLAS, Ch., Reg. 15.1 and conform with the IACS and ISO testing standards.
 Function of the band brake:
The emergency towing arrangement should be always ready to use.
During deployment of the towing pennant, band brake can be capable of being deployed in
Emergency Towing and Escorting Pull Back System controlled manual. The band brake prevents the drum from seceding due to rope tension, and the
rope from loosening due to towing rope tension when the towing arrangement is deployed. It also
Maker : TANKTECH Co., Ltd stops the drum form continuously rotating due to centrifugal force.
Type : KETA-40A (1 set/ship, AFT part, 2000 kN type)
: KETA-43F (1 set/ship, FWD part, 2000 kN type)  Function of the reduction gear:
: KESP-40 (3 set/ship, AFT part, 200 ton type)
The reduction gear is used to rewind the towing rope onto the storage drum after deployment.
Main Components The storage drum rotates at 3~4 rpm if air is supplied to the air motor fitted on the input shaft.
SAMSUNG/GASLOG/ABS
Pick up Gear & Storage Box Reduction ratio : 1/114
Design power : 6.25 kW
The intended use is for the hand over of the towing pennant in a ship to a tug boat. It is dropped into the sea Approx. weight : 125 kg
in an emergency and a tug boat collects it for towing the ship.
 Function of the safety clamp:
The Pick-up gear is made of buoyant materials and the breaking load of the messenger rope is 22.3 tons.
The safety clamp holds the storage drum securely in place under normal conditions, but breaks free
The storage box can be treated by crews, and note that the additional tool / equipment for its operation are when 3 or more tons of force are applied.
not required.
This component is necessary for rapid deployment in an emergency.
Towing Pennant
Portable Air Motor
A (C-type) socket and stopper socket are fitted on both ends of the rope.
The air motor is used to wind the towing rope onto the storage drum. Its maximum torque is 33.2 kg m and
The working strength of the towing rope should be 2,000 kN or less, and the breaking load of the towing its air pressure is set at 6 Kg/cm2 A reduction gear attached to the air motor and storage drum detaches if the
rope should be 4,000 kN or more. The towing rope should not break when it is bent 90° over the fairlead air pressure is more than 9 bar.
round.
The towing rope should have a length of at least twice the lightest, seagoing ballast free board at the fairlead,
plus 50 m.
Fairlead & Strong Point
The fairlead has an opening large enough to pass the largest portion of towing rope C-type socket through.
Illustration 2.2.2b FWD Emergency Towing Equipment
SAMSUNG/GASLOG/ABS Bulwark
Panama Chock
Chafing Chain Towing Rope
Smit Bracket
Deck Level
2700~3700
2. Operation Instructions for AFT Part NOTE
The band brake should be used to control the rotation speed of the storage drum and the dropping speed of the
Step 1. towing pennant into the sea.
Step 3.
Marker Buoy
Self-Igniting Light
Ship
Ship
Pick-Up Messenger
Rope Rope
Plastic Float Tug Boat
1) Pull toggle pin out of pick-up gear box and pull wedge handle forward.
2) Pick-Up Gear drops into the sea when door opens. Confirm its drops into the sea with care. If the rope 1) The stopper socket at the end of the rope stops at the strong point when the towing rope is entirely
is not dropped, push it toward the sea. unwound.
SAMSUNG/GASLOG/ABS
3) The lights on the buoy are turn on. 2) Starting towing.
Step 2. 3. Operation Instructions for Forward Part
1) After removing Fixing Pin of Smit Bracket, slide Shaft into the side in order to connect Chafing
Chain.
Before Installing The Chain

Ship
Pull Out Fixing Pin

Tug Boat
Slide Shaft to The Side
1) The Tug boat picks and lifts up Pick-Up Gear and winds it. 2) Place End link of the chain on Stopping Position, and slide Shaft through the end link of the
chain.
2) When the messenger rope is pulled, the safety clamp in the storage drum is broken and towing rope
starts to be unwound. (The safety clamp will automatically broken when approx. 3 tons of tension is Preparation of Secure
applied.
Pus Shaft for Secure
3) The band brake should be operated before the rope is entirely unwound and be adjusted breaking force
by rotating of brake handle. If the handle is rotated in a clock-wise direction, the brake force is
increased and the drop speed of the towing pennant is be decreased. The tug boat winds the towing
rope until the stopper socket reaches the strong point.
3) Put Fixing Pin into the hole of Shaft in order to secure Shaft. 9) Preparation of towing is completed, and a tug boat can tow the vessel. When the boat pull Towing
Pennant, the chain will be slip out through Panama Chock.
4) Pull up the end of Pick-Up Gear from a tug boat.
Pedestal Roller Smit Bracket
5) Connect the end of Pick-Up Gear with towing pennant on a tug boat.
6) Wind up Pick-Up Gear by using Pedestal Roller and Mooring Winch until the end of Towing Bow Chock
Pennant is onboard through Fairlead. Both of Mooring Winches of a towed vessel and tug boat
can be used. Shackle
Pedestal Roller Smit Bracket Towing Line
Bow Chock
Messenger Line
Towing Line
10) Towing Operation
SAMSUNG/GASLOG/ABS 4. Retrieval Procedures
1) Remove the end cover from the storage drum frame and mount the air motor.
2) Start the drive of the air motor by supplying air whose pressure is below 6 bar.
7) Fix the end of Towing Pennant safely in order to connect it with Chafing Chain.
3) Wind in the retrieval rope on the narrow part of storage.
8) Connect the end link with thte end of Towing Pennant by using Shackle.
4) Wind the rope on the wide part when the smallest storage part is entirely wound.
Pedestal Roller Smit Bracket
5) Wind the rope onto the drum and continue to check that it is winding on correctly.
Bow Chock 6) Wash the rope with clean water while winding.
7) Check for any damage to the rope while winding it in. Replace a damaged rope with a new one.
Shackle Towing Line 8) Grease the rope (Normally Calcium Grease is used).
9) Locate the safety clamp to its original location.
10) Remove the air motor and replace the cover in its original location.
11) Wash the pick-up gear with water, dry it, and put it into the gear box. Store the light buoy standing
upside down.
SAMSUNG/GASLOG/ABS
Illustration 2.2.3a Engine Room Bilge System
IMO International
BG061F (80) (50) From E/R Bilge Shore Connection
(65) (40) PI
Key Deck Scupper (PORT)
(50) with Blind Flange (50)
(STBD)
BG490F 9bar Cont. Air Supply (50) From G/E G/S & Upper Deck
Bilge, Sewage & Soil Line
BG491F
5ppm Cont. Air Comressor
Oil Content Fresh Water Line
BG071F
From Cargo Mach. Room
BG207F
Meter (25) Cont. Air
Control Air Line Bilge Drain
PI
To Incinerator (50) DAH
C B
BG063F BG062F
S
Waste Oil Tank
ZS
A
Oily Water
(40) (50) (50) BG070F Oil
Oily
Separator BG203F Detector
Pump Water Oily Water (50)
Separator
BG202F
(10.0 m3/h Separator
Adsorber 1. Incinerator WO Serv. Tank
x 2.5 bar) (10.0 m3/h) Pre Filter 2. Puri. Sludge Tank (LAL) (P) BG201F
PI PI (RWO) DPI
DPAH (50) BG253F 3. Puri. Sludge Tank (LAL) (S) (50)
(40) (50) From Purifier 4. Sep. Bilge Oil Tank (LAL)
BG200F
Bilge Prmiary Sludge Tank Auto
DPS Stop
Auto
Stop
Tank (10.0 m3)
PI From
Sludge Pump Start Panel (65) PI
(80)
(5.0 m3/h
(40)
BG014F x 4.0 bar)
(40)
S
BG039F BG040F
PI
BG016F
LI LI TI
WG134F BG015F
From FW BG010F BG252F BG251F
BG100F BG101F (50)
Service
MC
BG258F
BG012F
BG013F
(40) PI PI
BG011F From No.1 LO (50)
BG262F Drain Tank
BG068F
(40) BG250F
(15) From BWTS (32) Back Flushing
TRO Sensor (TRO-101) Filter (P) Drain (40) Floor (P)
BG009F (65) From Incin. WO
(80)
(40)
From BWTS Back Flushing OL031F (50) Tank Overflow Clean Drain
(15) (32) Floor (P)
TRO Sensor (TRO-111) Filter (S) Drain From No.1, 2 (25) BG210F PI Disch. Pump
BG204F
(40) From FO (65)
(15) From BWTS Newutralizer LO Trans. Pump Overflow Tank (30.0 m3/h
(25) BG209F
TRO Sensor (TRO-110) Tank Drain & x 5.0 bar)
BG003F
BG001F
BG002F
BG008F
BG006F
BG007F
(50)
SAMSUNG/GASLOG/ABS
PI
(15) From BWTS Equip. Coaming Drain (Self Priming)
TRO Sensor (TRO-100) From No.2 LO
BG060F
(25)
From Sea Water (50) (40)
Drain Tank
(15) From BWTS Suction Line BG261F
(65)
TRO Sensor (TRO-112) From FO (50)
(65) Drain Tank
(80)
BG250F
(65)
From Main G/E (100)

Mooring Deck LIAH LIAH BG064F
BG072F
BG017F
BD037 BD032 Charge Air (65) NC

S/G Room S/G Room
From IGS SW (100)
VS100F VS101F VS102F Cooler Cond. (125)
TI TI LI
Bilge Well Bilge Well Drain Line Tank Top Water Drain
(AFT, P & C) (FWD) BG059F
(25) (50) (80) (25) Sludge
(50) (80) To No.1 Bilge, (200)
LAH LAH
Bilge Well Bilge LAH
Separated Pump Clean Drain Fire & G/S Pump
BG013 AP BG011 BG021F OWS Bilge Holding Tank BG012 Stop
R/T
(AFT, P) LS Bilge Oil Tank Tank BG065F
Tank (65) Pump Stop (241.5 m3) LAH:80% LCL To No.1 & 2 Bilge,
(2.7 m3) (26.1 m3) (104.6 m3) (200)
BG012F Fire & G/S Pump
(65) BG (100) (65)
027F BG028F
WG137F LAH (150) (150) (200)
(40) BG006
S/T CFW (65) (65) (65) (65) (65) (80)
Tank (P) BG023F
(82.9 m3) From FW BG029F BG030F BG032F BG035F VS103F Cofferdam Cofferdam BG058F VS105F Bilge Well
Service Cofferdam (PORT, AFT) (PORT, FWD) Cofferdam (FWD, P) (3.2 m3)
BG024F (25) (65)
BG031F BG033F (P) (FWD)
BG026F (65) (150)
LAH LAH
BG009 LAH (50) (65) (65) (50) BG003
BG025F LAH BG010
BG015 Sunken Area BG BG
BG034F BG020F BG037F 036F 038F
Sunken Area Rear Side of
Mooring Deck for No.1 R/G Bilge Holding Tank Cofferdam Cofferdam Cofferdam
S/G Room S/G Room
(STBD, AFT) (STBD, FWD) (FWD) (150)
Bilge Well Bilge Well
(AFT) (FWD) (65) (65) (65)
LAH LAH
BG014 BG012 BG041F Bilge Well
R/T AP Tank (AFT, S)
(65)
(2.7 m3) Bilge Well
BG042F (FWD, S) (2.9 m3)
(65) BG
047F BG048F BG057F
WG138F LAH (150) (150)
(40) BG007
BG056F
S/T CFW (65) (65) (65) (65)
Tank (S) BG043F
(82.9 m3) From FW BG049F BG050F BG055F VS104F LAH
Service Cofferdam (100) (125) BG004
BG044F (25) (65)
BG051F BG053F (S)
BG046F (65) Upper Deck
LAH
BG018 LAH (50)
BG045F From AP Tank
(65) LAH BG019
BG016 Sunken Area BG052F
BG054F
Sunken Area Rear Side of
for No.2 R/G Bilge Holding Tank (P) (S)
Illustration 2.2.3b Fire Deck Wash & Water Spray System
Eductor Driving Water Line

FD646F
Eductor Overboard Line

Funnel Base
HB
To Ballast Stripping
E/R Casing
FD139F FD140F
B Deck
HB Comp. Air Charging
PCHL
FD141F FD142F PP035
FD641F A Deck FD642F PI PS
(50) HB (50) MC
(80)
Auto
ST : 8.0 bar ST/SP
HB FD143F FD144F HB SP : 9.0 bar
(200)
(200)
FD105F FD104F PI PI WS404F
Upper Deck Sett.
HB Upper Deck (50) 9.9 bar (50)
(100) (50) Hyd. WS405F

(80)
Tank Fire Line Pressurizing
FD146F FD145F (2 m3) Jockey Pump
FD129F FD130F FD119F FD120F FD107F FD108F
(50) (50) (50) (50) (2.0 m3/h x 9.0 bar)
HB HB HB HB
2nd Deck
To S/G (65)
LO
FD171F WS401F
Room (150)
(200)
FD148F FD147F
(50) (50)
FD131F FD132F (50)
FD121F FD122F (50)
FD109F FD110F MC
FD151F PI PI BG086F S
Control Air
HB HB HB HB Direct
3rd Deck (150) (200)
No.1 Main No.2 Main BG082F BG081F Bilge Suction
(50)
BG101F
SAMSUNG/GASLOG/ABS
Gen. Room Gen. Room
(100)
(80)
(80)
(80)
No.1
FD150F FD149F FD133F FD134F FD123F FD124F FD111F FD112F ZS BG083F
Main Cross-over Line

(50) (50) (50) (50)
BG084F
HB HB HB HB 4th Deck
(100)
(100)
(125)
From FW Tank
Bilge, Fire & G/S Pump
FD128F FD127F FD115F FD116F FD125F FD126F FD113F FD114F
(150)
(100)
(50) (50) (50) (50) (Self-priming Type)

(P) (S) (245.0/150.0 m3/h x 3.5/9.0 bar)
HB HB HB HB
Floor BG087F Control Air
FD103F S
(200) (200) From Main
MC
To Soot Drain (65)
BG085F Bilge Line
FD151F PI PI
Eductor
(150) (200) (200) (150)
AFT Center PORT STBD WS402F

BG101F
(100) (200) No.2
ZS
Water Spray System
FD106F
Fire Main System
PI PT Fire Pump
(180.0 m3/h x 9.0 bar)
To Hull Part
To Hull Part
Sett. PICAL
ZI ZI
To Bilge Well 6.5 bar MM103 For
MM105 MM104
Fire Pump MC
(200)
(200)
Auto Start
ZS PI PI ZS
(150) (200)
FD103F WS403F
LO LO
FWD BHD
Caution
(400)
(200)
This valve should be

Key closed after use of
Sea Water Line ballast stripping eductor
C/D
FD164F
FD163F
driving water & Water Spray Pump

LC
Fresh Water Line fresh water rinsing. (1,700.0 m3/h x 9.0 bar)
Cont. Air Line LO PI PI LO
Bilge/Drain Line (450) (450)
HB : Steel Basket FD162F FD161F WS061F
Illustration 2.2.3c Floodable time, control position and method for valve operation
Is E/R bilge pump running?
YES NO LEVEL STILL RISING LEVEL NOT RISING
Is E/R bilge pump running? Start E/R binge pump, taking Advise the bridge. Find and isolate the source of
suction from its bilge main and ingress of water.
any of the associated bilge wells, Stop the main motor and secure Restrict the rate of entry by any
and ensure that it is pumping. it against the ingress of water. means available, such as shoring,
If it does not pump immediately, bandaging, caulking, if the source
investigate in particular that no Isolate equipment from the main of water cannot be is isolated by
additional suction valves are open. switchboard before the equipment valves.
is flooded.
NO YES Before the sea water pumps are

flooded, it will be necessary to shut
Check reason why E/R bilge pump down the boilers, stop the diesel
is not pumping. generators, and start the
Check the position of all valves, emergency diesel generator.
SAMSUNG/GASLOG/ABS
particularly that extra suction
valves are not open. LEVEL STILL RISING LEVEL NOT RISING Secure the boilers against the
ingress of water. Secure the main
Find and isolate the source of feed pumps, diesel generators
The inflow of water is exceeding ingress of water. against the ingress of water.
the capacity of the reciprocating Restrict the rate of entry by any
bilge pump. means available, such as shoring,
bandaging, caulking, if the source
Advise bridge for further action.
of water cannot be is isolated by
valves.
Summon assistance using the
engineer’s call bell.
LEVEL STILL RISING LEVEL NOT RISING
Start bilge, taking suction from the Find and isolate the source of
direct bilge suction (FWD port) & ingress of water.
discharging directly overboard. Restrict the rate of entry by any
means available, such as
shoring, bandaging, caulking.
if the source of water cannot be
is isolated by valves.
2.2.3 Flooding in the Engine Room Engine Room Bilge Pump
1. General Capacity: 10 m3/h x 4.0 bar
Flooding in the engine room can occur due to a defect in the hull structure caused by grounding, Takes suction from the bilge main to the bilge primary tank through valves BG011F.
berthing or collision damage or due to a defect in the engine room’s sea water pipeline system.
The following steps can prevent or alleviate flooding problems: Maintain pipelines externally, tighten
slack supports and replace broken U bolts on pipe brackets to minimize fretting in way of supports.
Each month check for signs of corrosion, particularly on pipes which are not obviously visible during
daily inspections.
Operate all ship’s side valves regularly, so they can be operated easily when required in an emergency.
Valves such as fire pump suction valves, which are normally left open, should be closed at regular
intervals to prevent a buildup of marine growth. Ensure that remote valve actuation systems function
correctly. Check valve packing and ensure there is no excessive leakage.
Before opening sea water filters for cleaning, make sure the shut-off valves are shut tight by opening
the vent in the filter box cover. In any case break the cover joint before removing all cover bolts. The
same applies when opening coolers and pipelines anywhere in the system. If a valve is not fully closed
SAMSUNG/GASLOG/ABS
there will be appreciable leakage and because the bolts/nuts are still in place it is possible to retighten
the cover.
Personnel should be familiar with the position of bilge suctions and the pumps that can be utilized for
bilge pumping duties. They should also be familiar with the position of main sea suction and overboard
discharge valves and know which main suction is currently in use.
The emergency bilge suction valve should be operated on a regular basis.
Double bottom sounding pipe cocks and caps should be secured after use.
2. Pumps Available for Bilge Pumping Duties
No.1 Bilge Fire and General Service Pump
Capacity: 245/150 m3/h x 3.5/9.0 bar
Takes suction from the bilge main through valve BG083F but also has its own direct bilge suction
through valve BG081F.
No.2 Bilge Fire and General Service Pump
Capacity: 245/150 m3/h x 3.5/9.0 bar
Can take suction from the bilge main through valve BG085F.
SAMSUNG/GASLOG/ABS
Part 3 : Fire Safety System 3.2i Fire Fighting and Fire Detection Equipment – A DECK ........................................................... 3 - 27
3.1 Introduction of Fire Safety ............................................................................................................ 3 - 1 3.2j Fire Fighting and Fire Detection Equipment – Profile & Upper Deck...................................... 3 - 28
3.1.1 General Fire Safety Practices and Precautions .............................................................. 3 - 1 3.2k Fire Fighting and Fire Detection Equipment – Bosun Store..................................................... 3 - 29
3.1.2 Fire Fighting Activities and Fire Fighting Procedures................................................... 3 - 4 3.2l Fire Fighting and Fire Detection Equipment – Cargo Machinery Room & El. Motor Room ... 3 - 30
3.1.3 Escape Routes .............................................................................................................. 3 - 14 3.2m Fire Fighting and Fire Detection Equipment – E/R 2nd Deck ................................................ 3 - 31
3.1.4 Shipboard Fires ............................................................................................................ 3 - 17 3.2n Fire Fighting and Fire Detection Equipment – E/R 3rd Deck .................................................. 3 - 32
3.2 Fire Control Plans........................................................................................................................ 3 - 18 3.2o Fire Fighting and Fire Detection Equipment – E/R 4th Deck .................................................. 3 - 33
3.3 Detection and Alarm System ....................................................................................................... 3 - 35 3.2p Fire Fighting and Fire Detection Equipment – E/R Floor Deck ............................................... 3 - 34
3.3.1 Meanings of Ship's Alarms .......................................................................................... 3 - 35 3.3.3a Fire Alarm System ................................................................................................................. 3 - 39
3.3.2 Fire Detection System .................................................................................................. 3 - 37 3.3.4a Gas Detection System (1/2) ................................................................................................... 3 - 47
3.3.3 Fire Alarm System........................................................................................................ 3 - 40 3.3.4b Gas Detection System (2/2) ................................................................................................... 3 - 51
3.3.4 Fixed Gas Sampling and Gas Detection Systems ........................................................ 3 - 48 3.3.5a AOMD System Configuration ............................................................................................... 3 - 55
3.3.5 E/R Oil Mist Detection System .................................................................................... 3 - 56 3.3.5b Remote Monitoring Unit (RMU) ........................................................................................... 3 - 57
3.4 Loose Fire Fighting System ........................................................................................................ 3 - 59 3.5.1a E/R Fire, Deck Wash & Water Spray System ........................................................................ 3 - 81
3.4.1 Fire Fighting Appliance ............................................................................................... 3 - 59 3.5.1b Fire and Deck Wash System .................................................................................................. 3 - 83
3.4.2 Air Breathing Apparatuses ........................................................................................... 3 - 65 3.5.1c Accommodation Fire Hydrant System (1/2) .......................................................................... 3 - 87
3.4.3 Portable Fire Extinguishing Equipment ....................................................................... 3 - 71 3.5.1d Accommodation Fire Hydrant System (2/2) .......................................................................... 3 - 89
3.5 Fire Fighting Systems.................................................................................................................. 3 - 82 3.5.2a Water Spray System ............................................................................................................... 3 - 91
3.5.1 Fire and Deck Wash System ........................................................................................ 3 - 82 3.5.2b Water Spray Nozzles .............................................................................................................. 3 - 95
3.5.2 Water Spray System ..................................................................................................... 3 - 92 3.5.3a Dry Powder System (1/3)....................................................................................................... 3 - 97
SAMSUNG/GASLOG/ABS
3.5.3 Dry Powder System ..................................................................................................... 3 - 98 3.5.3b Dry Powder System (2/3) ...................................................................................................... 3 - 99
3.5.4 CO2 Flooding System................................................................................................. 3 - 104 3.5.3c Dry Powder System (3/3)..................................................................................................... 3 - 101
3.5.5 High Expansion Foam Fire Fighting System ............................................................. 3 - 110 3.5.4a CO2 System .......................................................................................................................... 3 - 103
3.5.6 E/R Local Fire Fighting System ................................................................................ 3 - 122 3.5.4b CO2 Cabinet ........................................................................................................................ 3 - 105
3.5.7 Emergency Shut off Valve System ............................................................................. 3 - 126 3.5.5a High Expansion Foam Fire Fighting System ....................................................................... 3 - 109
3.5.8 Fire Door and Fire Damper Systems ......................................................................... 3 - 128 3.5.5b Flow Chart of E/R Fire Extinguishing ................................................................................. 3 - 112
3.5.9 Emergency Stop ......................................................................................................... 3 - 129 3.5.5c Foam Nozzle Piping Arrangement – C Deck ....................................................................... 3 - 113
3.5.10 Wet Chemical System for Deep Fryer ..................................................................... 3 - 130 3.5.5d Foam Nozzle Piping Arrangement – B Deck....................................................................... 3 - 114
3.5.11 NOVEC 1230 Fire Fighting System ........................................................................ 3 - 131 3.5.5e Foam Nozzle Piping Arrangement – A Deck ....................................................................... 3 - 115
3.5.12 Fire Control Station .................................................................................................. 3 - 133 3.5.5f Foam Nozzle Piping Arrangement – Upper Deck ................................................................ 3 - 116
3.5.5g Foam Nozzle Piping Arrangement – E/R 2nd Deck ............................................................ 3 - 117
Illustrations 3.5.5h Foam Nozzle Piping Arrangement – E/R 3rd Deck ............................................................. 3 - 118
3.1.2a Fire Fighting Activities – Portable Extinguishers (1/2) ............................................................ 3 - 5 3.5.5i Foam Nozzle Piping Arrangement E/R 4th Deck ................................................................. 3 - 119
3.1.2b Fire Fighting Activities – Portable Extinguishers (2/2)............................................................ 3 - 7 3.5.6a E/R Local Fire Fighting System........................................................................................... 3 - 121
3.1.2c Fire Fighting Activities – Fire Hoses (1/2) ............................................................................... 3 - 9 3.5.7a Emergency Shut off Valve System ....................................................................................... 3 - 125
3.1.2d Fire Fighting Activities – Fire Hoses (2/2)............................................................................. 3 - 11 3.5.8a Fire Damper System ............................................................................................................ 3 - 127
3.1.3a Emergency Escape From Engine Room ................................................................................. 3 - 13
3.2a Fire Fighting and Fire Detection Equipment Plan Symbols - 1 ................................................ 3 - 19
3.2b Fire Fighting and Fire Detection Equipment Plan Symbols - 2 ................................................ 3 - 20
3.2c Fire Fighting and Fire Detection Equipment – ACC Top Deck ................................................ 3 - 21
3.2d Fire Fighting and Fire Detection Equipment – Navigation Bridge Deck.................................. 3 - 22
3.2e Fire Fighting and Fire Detection Equipment – E Deck ............................................................. 3 - 23
3.2f Fire Fighting and Fire Detection Equipment – D Deck ............................................................. 3 - 24
Part 3
3.2g Fire Fighting and Fire Detection Equipment – C Deck............................................................. 3 - 25
3.2h Fire Fighting and Fire Detection Equipment – B Deck............................................................. 3 - 26 Fire Safety System
IMO No. 9687019 / Issue 1 (2016.07.25) Part 3 Fire Safety System
Part 3 : Fire Safety System 3) Heat
3.1 Introduction of Fire Safety A critical temperature must be reached for ignition to occur, but once a fire has started it will
normally maintain its own heat supply. Heat may be applied deliberately, or it may be
3.1.1 General Fire Safety Practices and Precautions accidental. For example, heaters placed too close to furniture, curtains or paper, power points
being overloaded, and personal computers being covered with office paper.
1. The Nature of Fire
4) Fire spread
Fire is a chemical reaction known as combustion, which occurs when fuel and oxygen are brought
together with sufficient heat to cause ignition. Heat and fire may spread in four different ways.
This is simply represented by the fire triangle. A fire cannot start, or continue, if one side of the fuel-  Conduction
oxygen-heat triangle is absent, or if there is an interruption in the chemical chain reaction that sustains
burning. This refers to direct heat transfer. For example, heat traveling along through unprotected
steelwork (girders, deck planting, bulkheads, etc.).
 Convection
The spread of heat via gases, liquids or heat circulating through stair wells, lift shafts,
ventilation trucking, etc.
SAMSUNG/GASLOG/ABS  Radiation
Materials may be ignited when placed too close to a source of radiated heat such as an
electric heater or other heating appliances.
 Direct Burning
Where combustible materials give off sufficient vapour to encourage combustion to

<Fire Tetrahedron> continue when coming into contact with a naked flame. For example, a mattress being
exposed to a lighted cigarette.
1) Fuel
Fire in any one compartment may spread by one or more of the methods listed, and may spread
This can be a solid, liquid or gas, which when heated gives off flammable vapours. Examples in one or more of six directions unless inhibited by boundary cooling or some other method.
include, paper, wood, cardboard, paint, oils, acetylene, etc. Fire may also be spread via air-conditioning and heating ducts, ceiling voids and conduits.
2) Oxygen
Oxygen is normally present in the air in sufficient quantity to sustain a fire.
IMO No. 9687019 / Issue 1 (2016.07.25) 3-1 Part 3 Fire Safety System
2. Types of Fire 3. Fire Prevention
When dealing with a fire, it is Important to recognize its type, as the correct treatment of one type of fire Some specific areas of concern that if neglected could be a source of fire:
may only increase the danger if applied to another type.
 Bottom of lift shaft
CLASS A: Ordinary Combustibles: Includes wood, cloth, paper, rubber, many plastic, and other  Stores
common materials that burn easily.  Near incinerators
 Laundries and drying rooms
CLASS B: Flammable liquids: Includes gasoline, oil, grease, tar, oil-based paint, lacquer, and  Oil spills, or oily rags in baskets
flammable gas.  Wastepaper baskets
 Galley exhaust ducts
CLASS C: Electrical equipment: Includes wiring, fuse boxes, circuit breakers, machinery and  Combustible material near heat sources.
appliances.  Clothes hanging over cookers or heaters
CLASS D: Combustible metals. Includes magnesium, lithium, and other combustible metals or Good housekeeping
metal dust.
 Control
 Tidy storerooms.
 Steel bins with lids, for collecting oily waste, emptied frequently.
 Store and use items such as cleaning fluids, paints, solvents, aerosols and other highly
SAMSUNG/GASLOG/ABS
flammable material as directed by the manufacturer. At the end of the working day, secure them
in the designated stowage.
 All spillages to be wiped up immediately and dirty rags disposed of safety.
 Close doors of empty compartments and switch off unnecessary lighting and other electrical
equipment.
Electrical
 Carry out earth test and inspect wiring normally out of sight.
 Inspection of personal equipment (for example radios) by a competent person.
 Take faulty equipment out of service.
 Regular inspection of electrical appliances.
 Disconnect equipment not in use including radios and videos.
 Allow irons and soldering irons to cool before stowing. Do not leave unattended when in use.
 Renew electrical leads at the first sign of wear in the outer covering.
 Sufficient, relevant and clear safety notices.
<Type of Fire>
 Do not overload power points.
 Do not tamper with electrical fittings or equipment.
 Do not push bare wires into electric sockets.
Smoking 4. Contingency Plans
 Use proper ashtrays and disposal facilities. Assessment of action in a fire situation will be more effective if a certain amount of preplanning is
 Never smoke in bed. carried out, time permitting.
 Adhere to the designated smoking and no-smoking areas.
 Extinguish matches and cigarettes before discarding them.  Know where chemicals (cleaning fluids, boiler chemicals, etc), paints and compressed gas are
 Do not flick cigarette or pipe ash. located.
 Do not smoke when moving around the ship.  Decide on the entry route for various compartments and in various situations.
 Use only safety matches.  In a given situation decide whether to attack the fire, batten down and contain the fire, or use a
 Do not use cigarette lighters or stow lighter fuel with personal belongings. fixed flooding system.
 Avoid developing plans that rely on a single person completing a specific act.
Machinery
 Regularly inspect and maintain all items, including those outside of the machinery spaces.
 Safety equipment such as fuel shut-offs, baffle plates, overflow alarms, heat sensors, etc. must
be kept in good order.
 Adhere to safe working practices.
Hot work
SAMSUNG/GASLOG/ABS
 Do not use the equipment unless you are trained and authorized to do so.
 Check that any oxy-acetylene hoses are not leaking, are securely attached, and not twisted.
 Keep the working area free of sharp objects.
 Do not restrict your access to the work area, and move about carefully.
 Make sure someone knows where you are at all times.
 Check there are no combustible materials below or adjacent to the area of work.
 Do not commence work in areas where there are surfaces covered with grease, oil, or other
flammable materials.
 Port holes and openings through which sparks may fall should be closed.
 The far side of a bulkhead or deck should be checked for materials and substances that may
ignite and for cables and other services that may be affected by the heat.
 Gas free certificates must be issued if appropriate.
 Suitable fire extinguishers should be kept at hand during all operations.
 A person with a suitable extinguisher should keep watch on areas which may be affected, but
are not visible to the welder.
Hazards
 Identify hazards to all concerned and emergency procedures associated with them.
 The duty officer, or other person when carrying out rounds, must be observant and report
suspicious smells, leaks from pipes or tanks, and electrical machinery that appear to be
overheating. Check for any wrongly stowed flammables, or items wrongly stowed in places
such as mast houses, funnel uptakes, small machinery compartments and other ‘convenient’
places. Report any fire fighting or safety equipment that is missing.
3.1.2 Fire Fighting Activities and Fire Fighting Procedures - Versatile – a jet for penetration, spray for cooling large areas or boundary cooling.
1. Principles of Fire Extinguishing 2) Disadvantage
A fire cannot start or continue, if one side of the fuel – oxygen – heat triangle is absent, or there is an - The possible effect on stability.
interruption in the chemical chain reaction that sustains burning. - Liquid fires may be spread through use of water.
- Not suitable for fires involving electricity or if live cables are adjacent.
If one of these four elements can be removed, the “triangle” is broken and any fire will cease to burn. - Reacts with certain substances to produce toxic fumes.
Starvation Carbon dioxide (CO2)
By removing the fuel from a fire it is unable to sustain combustion. A medium that ‘extinguishers’ the fire, thus displacing the air (with its oxygen content).
1) Remove material from area 1) Advantage
2) Shut off fuel valves - Inert

- Relatively cheap.
3) Manoeuvre the vessel to allow the wind to carry heat and flames away. - Does not harm cargo.
- Does not form toxic or explosive gases when in contact with most substances.
Smothering
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2) Disadvantage
This is achieved by reducing the oxygen (air) surrounding the fire. CO2, foam, sand, blankets, steam,
etc. will all have this effect. - Only a limited supply will be available.
- No cooling effect.
Cooling - Danger of asphyxiation.
To reduce the temperature of the burning substance below its ignition point. This is usually achieved by Foam
using water as the extinguishing medium.
Foam smothers a fire by forming an airtight seal. Foam also has the property of preventing vapours
Interference escaping through the its blanketing effect, thus preventing a fire igniting above the foam blanket. Foam
has some cooling effect but it must not be used on electrical equipment.
This is an anti-catalytic effect that breaks the chemical chain reaction that sustains a fire. Halons and
some dry powders extinguish in this way. Inert Gases (for example, Argon)
2. Extinguish Media Argon and inert Argon compound gases require a storage volume ten times that of halon and about 60%
that of CO2. The extinguishing time for a total flood system is in excess of one minute.
Water
Water Mist
It is a cooling agent, with the advantage that where sufficient quantities of steam are involved, it
displaces oxygen. Water is the ideal agent for cooling many fuels. These systems are similar to water spray systems but are engineered to produce very fine water droplets
which extinguish fires because of their capacity to absorb large quantities of heat. Water spray
1) Advantages extinguishing systems are generally installed in the protection of paint lockers.
- Readily available at sea

- Large capacity to absorb heat.
Illustration 3.1.2a Fire Fighting Activities – Portable Extinguishers (1/2)
1 2 3
FIRE!
FIRE
Always raise the alarm before attempting to tackle a managable fire. Operate fire fighting equipment prior to entry into a space Be aware of potential flashover whilst entering a space containing fire.
If the fire is already too big to tackle, contain the fire as best as possible, containing a fire to ensure it is working correctly. Remain low at all times.
prepare the fire hoses and await assistance.
4
SAMSUNG/GASLOG/ABS 5
Protect yourself behind objects in the space where possible. If, at any stage, you have any doubt that the fire is within your capabilities to tackle, retreat, prepare
Tackle the fire in the appropriate fashion for the fire extinguisher(see opposite). a fire hose ready for use, close any doors and attempt to contain the fire as best as possible until help arrives.
3. Fire Control When determining the amount of ventilation and its nature, the following considerations may apply:
Whilst an attack is being made on the fire, adjacent compartments must be inspected where necessary  What would be the natural flow of gases in the compartment on fire?
boundary starvation and boundary cooling must be carried out. A fire is generally contained by the  What effect would open apertures and forced ventilation have on the flow?
following:
 Can the hot gases be blown back at the fire fighters?
Boundary cooling
 Will the venting of hot gases cause the fire to spread or obscure vision elsewhere?
Decks and bulkheads must be hosed down, having first isolated any electrical circuits, in order to Fire Approach
prevent the fire spreading by conducted heat. Only the minimum amount of cooling water must be
applied and the cooling hoses should not be left unattended. Often the direction of approach to a fire is determined by its location and the layout of the vessel. If
there are alternative approaches that may be made, then the fire fighter must be aware of the limitations
If the area remains wet, it is not necessary to do more than monitor the situation. If heat dries the wet of each.
surfaces, the then cooling must be continued. Care should be taken that there is no build up of free
surface water, and consideration must be given to exhausting the compartment to remove steam. 1) From the same level
Boundary starvation This is the preferred route, as equipment is easier to handle and access is usually the most
convenient.
Boundary starvation will involve removing carpets, clothes from lockers and drawers, cardboard,
furniture and all combustible material, including paneling and other fixtures. 2) From above
Ventilation
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Control of ventilation in a fire results in two potential difficulties:
If access from the same level is not practical, the next consideration should be from above.
However, the fire fighters will encounter an uncomfortable layer of smoke and heat which must
be penetrated during entry.
1) Continuing ventilation will allow air to perpetuate and even increase the fire. 3) From below
2) Closing off ventilation will trap smoke, possibly in increasing amounts. The least favoured option is to approach a fire from below. Although it may be the coolest and
most smoke free route, access through hatches is often difficult and energy consuming.
To ventilate or not must be carefully considered. Generally, if no persons are in the effected space it may
be completely sealed and containment achieved. Initially if the seat of the fire is not known, it may be
prudent to keep the compartment closed and all ventilation stopped. Searches should only be conducted
by personnel wearing breathing apparatuses.
When a space has been completely closed down, it may, after boundary cooling, be decided that fire
fighters should re-enter. A low reentry point may be the most comfortable to avoid the accumulated heat,
smoke and gases, but fire fighting ‘upwards’ is difficult and energy consuming.
In such a situation, it is necessary to carefully weigh the advantages and disadvantages of various
reentry points, the difficulties that each present to the fire fighters, and the effect on them of removing
through ventilation, heat, smoke and steam.
Illustration 3.1.2b Fire Fighting Activities – Portable Extinguishers (2/2)
OPERATION OF DIFFERENT TYPES OF FIRE EXTINGUISHERS
Approx 10 feet (3 Meter) Approx 10 feet (3 Meter)
WATER FIRE EXTINGUISHERS FOAM FIRE EXTINGUISHERS
Aim directly at the base of the fire. Be careful not to break up the fire and spread it further. Aim at adjacent vertical surface and allow the foam to flow over the burning liquid. For carbonaceous fires use
If the fire does break up, attempt to bounce the water onto the flames or use a finger in a similiar fashion to a water extinguisher.
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to slow the water down as it leaves the extinguisher nozzle. Not suitable for electrical fires.
Not suitable for electrical or liquid fires.
Approx 10 feet (3 Meter) Approx 10 feet (3 Meter)
POWDER FIRE EXTINGUISHERS CO2 FIRE EXTINGUISHERS
Aim directly at the base of the fire and use sweeping motion to apply the powder. Aim directly at the base of the fire. As flames die down approach the fire and apply the gas more directly to the fire.
Not suitable for carbonaceous or liquid fires.
WARNING - Only hold the discharge horn on the hand grip, do not hold any other part of the horn.
4. Using a Fire Extinguisher
Ensure that the type of extinguisher that you propose to use is suitable for the risk. Whilst still not
immediately confronting the fire, activate the extinguisher by removing the safety pin and pressing the
control lever.
This will confirm that the extinguisher is working before approaching the fire. Hold the appliance in
front of your body and approach the fire keeping as low as possible.
At all times maintain a clear withdrawal route. Do not allow flames, smoke or heat to cut off your way
of escape. If in the open, approach from the windward side.
Foam
Position yourself where you are able to use the full throw of the extinguisher. If the fire is contained,
steadily direct the foam on to a vertical surface and let it spread in an unbroken flow over the burning
surface.
In the case of an open fire, aim the foam upwards and slowly sweep from side to side. This will create a
foam blanket by allowing the foam to fall (gently) on to the fire.
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Do not direct the foam jet into a liquid as this may only spread the fire. Neither should the jet be
directed into the foam ‘blanket’, as this will break the seal and allow in air which would cause re-
ignition.
CO2
Keep low and use a swift sweeping action. Start at the closest point of the fire and work towards the
furthest point. This will “drive” the flames off. Be careful not to point directly into the burning material
or liquid as this may serve only to scatter it. If the fire is inside electrical equipment or machinery, put
the discharge nozzle against an opening or grill.
On a class (A) fire, or a fire involving electrical equipment, discharge the whole extinguisher’s contents
to maximize the cooling effect. On a liquid fire, stop as soon as the fire is out and keep watch in case of
re-ignition.
Illustration 3.1.2c Fire Fighting Activities – Fire Hoses (1/2)
SOLID STREAM WIDE STREAM WATER WALL
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Used to fight a fire where the fire is at a distance or only accessible Used to fight a fire where the fire can be safely approached. Would be used Used to protect fire fighters from the heat of the fire as they
through a narrow opening. Beware of breaking up the fire with in most fire fighting situations. The water is not thrown as far or with as approach to distance where the fire can be more effectively
the force of the jet. much force as the solid stream. tackled. Not particularly suitable for directly tackling a fire.
If a jet is used at close quarters, bouncing the stream off an adjacent Once the water wallhas been used to approach a fire, the
surface can reduce the force of the water and avoid breaking up nozzle can be adjusted to a more suitable fire fighting spray.
the fire. Be aware of the increased exposure to the heat of the fire that
will occur with the loss of the water wall.
5. Using of Fire Hoses Jet
All crewmembers should be instructed in the use of fire hoses and practice working and moving with a The jet gives the greatest reach and so enables the fire fighters to keep a safe distance from the fire. It is
fully charged hose. They must also be familiar with and trained in the use of the various water patterns used to penetrate and where required to break up debris.
which may be delivered by adjustable nozzles.
A jet should not be used during interior attacks until the heat has been controlled and dissipated. The jet
It is recommended that at least three crewmembers are assigned for each hose as far as practicable. is not to be used on oil or liquid fires.
Ideally, one should control the nozzle;
A second crewmember will be positioned immediately behind the first and assist by taking the weight of
the hose, while the third crewmember will handle the bight of the hose. At least the first two members of
the team should be wearing firemen’s outfits, and if appropriate, breathing apparatus.
When bringing the hose into use, the spray pattern should be set to Water Wall (full spray) and directed
downwards before giving the order to open the hydrant. Once the flow is established, the fire fighter
may change the discharge stream to that required and direct it as appropriate. Broader streams produce
more water droplets and thus a greater cooling effect, but they also reduce the range.
Water Wall / Full Spray (90 deg. angle)
This shields the fire fighters from radiant heat by producing a ‘water curtain’ immediately before them.
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The water wall may be used in combination with other means of attack, for example, another hose set to
spray a jet.
When using a water wall in close proximity to the fire, caution must be exercised. If the water wall is
too close, the flames may be ‘sucked’ towards the nozzle.
Wide Spray (60 deg. angles)
For close attacks and indirect application. Indirect application is the use of very short bursts of water
into the heat layer above the fire. It is used where a direct attack (onto the fire) may cause sufficient air
movement to force the heat collected at the deck head back round the fire fighters.
Normal Spray (30 deg. angle)
This may be used to control a fire and also to ‘push’ it away. Additionally, by directing the narrow spray
across an opening (for example a port) or through an opening a “venturi” effect is created, which may
assist in dispersing smoke, fumes and heat.
Broken Spray (15 deg. angle)
This is used from a distance when cooling is required.
IMO No. 9687019 / Issue 1 (2016.07.25) 3 - 10 Part 3 Fire Safety System

Illustration 3.1.2d Fire Fighting Activities – Fire Hoses (2/2)
IDEAL USE OF WATER HOSES
One hose is used to provide a water wall which protects all four fire fighters
from the heat as they approach the seat of the fire.
The other hose can be used to provide an effective fire fighting spray.
The fire fighting hose can be left off until required. It should be directed
away from the fire as it is brought into use to avoid a solid stream of water
being directed in to the fire and breaking it up.
SAMSUNG/GASLOG/ABS IDEAL USE OF WATER HOSES
IDEAL USE OF A PORTABLE FOAM BRANCH
One hose is used to provide a water wall which protects all four fire fighters
from the heat as they approach the seat of the fire.
The foam branch can be left off until the fire is reached.
It can then be brought in to use, by directing the throw away from the fire
until a good stream of foam is being generated.
The fire fighter should aim to hit an adjacent vertical surface and allow AFFF
FOAM
the foam to flow slowly over the burning liquid, forming a smothering carpet.
The fire fighter should monitor the foam generation constantly and be ready
to direct the hose away from the fire if the foam supply fails.
The back-up man should quickly replace any used foam supplies with
replacement drums. He should be positioned outside the area affected
by the fire where possible, eliminating the requirement to wear breathing
apparatus.
AFFF
AFFF
FOAM
FOAM
IDEAL USE OF A PORTABLE FOAM BRANCH

6. Leadership Contingency must be made for an alternative venue from which the master/command team can operate
should the chosen position be inaccessible.
 Take charge of the situation
 Keep the whole picture in mind. Do not focus over intently on one aspect or detail.
 Give orders in a clear and concise manner but without hysteria or panic.
 Listen to advice, but do not allow this to be interpreted as indecisiveness.
 The organization must be such that it allows for a leader becoming a casualty. Key person
substitutes must be clearly identified beforehand and suitably trained.
 Leadership of individual parties may vary with the circumstances. An engineer may lead a fire
attack party in a machinery space, whilst a deck officer may lead the party in other situations.
 Delegate specific duties as may be required. For example “You close fire dampers 2 and 4.”
 The master or team leader must not take on tasks which inhibit his ability to keep in view the
whole picture, or which limit their ability to ‘lead’.

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When it is necessary for the master to give directions, these should be routed through the team
leaders and not directly to the team members.
The Master / Command Team
Responsibilities of the master/command team include:
 Keeping overall control of the various parties.
 Monitoring the event and assessing the effectiveness of the fire attack.
 Accounting for the whereabouts of all persons on board.
 Recording times, events and communications.
 Maneuvering the vessel as most appropriate for the situation.
 Monitoring the vessel’s stability and assessing the free surface effect of any water used.
 Collating and disseminating information from, and to all concerned parties.
 Communicating with other vessels and the rescue services.

Illustration 3.1.3a Emergency Escape From Engine Room
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3.1.3 Escape Routes Cargo Ships and Tankers
1. Means of Escape Accommodation:
The design of a vessel should allow for the crew to quickly and safely evacuate any compartment and There must be two means of escape between main bulkheads, one giving direct access to the
access the survival craft embarkation deck in the event of a fire or other emergency. Escape routes are embarkation deck or higher deck. Doors may be locked provided escape and access is not hindered, and
both routes for escape and access. A lift is never to be regarded a means of escape. provided that they can be opened from both sides.
Hatches Tower Block with no outside Decks:
Hatches may provide the second means of escape from some crew accommodation or working spaces All levels are to be connected to each other by an external sloping ladder with at least one access door at
such as a Pump Room or Steering Flat. Escape hatches must be operable from both sides, not able to be each level. All levels must also be connected by an internal enclosed stairway.
locked, and accessed by a fixed steel ladder. For ease of opening, escape hatches should be provided
with a counter balance.
2. Search Related Problems
Inner Bedrooms Moving Around
Where a crew cabin incorporates a bedroom, or inner room, that is accessed through a dayroom, and In smoke, or other conditions restricting visibility, it is necessary to move around by touch. Because of
there is no direct access to the inner room from the corridor, there should be an escape panel or window this situation, there is a possibility that the searchers may become casualties themselves. It is therefore
to allow emergency evacuation of the inner room. However, if the dayroom is fitted with a smoke important that some simple but effective search techniques are practised.
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detector that is part of the ship’s fixed fire detection system, the inner room does not require a second
means of escape.
 Shuffle feet: Do not walk in a normal cadence. The weight of the body should be placed on the
Doors rear foot after it has been tested that it is safe to move forward. This is done by pushing the foot
along the deck and probing. If safe to do so, bring the rear foot up to the front foot and
Doors should normally open with the flow (i.e. in the direction of escape), except cabin doors which commence the next advance. The feet should not be lifted from the deck, nor should they cross
will normally open into the cabin. Doors in vertical emergency escape trunks will normally open out of (i.e. the front foot always stay as the front foot). Sliding the foot forward rather than lifting will
the trunk. In crew accommodation, doors will normally be hinged, although sliding doors may be help detect obstructions and dangers such as projecting nails, stairs, fallen items, etc.
permitted in some circumstances.
 The searcher should hold a free hand 30-40cm in front his face, slightly cupped with palm
Machinery Spaces towards himself. As he advances he slowly moves his hand up and down to ensure that neither
head nor face strike an obstruction. It is important that the back of the hand is forward so that
There should be two means of escape from each machinery space, one of which shall provide should he contact some sharp, hot or electrically live object there is a tendency for the hank to
continuous fire shelter. Ladders are to be secured with insulated fixing points so that heat from a fire re-coil from, rather than grasp the object.
cannot be transferred to the ladder. A control room within a machinery space must have a means of
escape which does not necessitate entering the machinery space.  With smoke, the air will be coolest near the floor and it will sometimes be beneficial to crawl to
avoid excessive heat. When crawling forward raise the free hand in front on you. For the same
Space with Gas Cylinders reasons described above, the hand should be slightly clenched and with the back uppermost.
From a low, relatively smoke free position, it is sometimes possible to detect the fire glow
These are to be entered from the open deck, even if the space is in the ‘tween deck. Vertical ladders and which has been obscured when standing upright.
hatches are not permitted. Access doors must open outwards.
 When descending stairs, proceed backwards. This will shield the face from heat and allow a
more secure handhold.

Smoke Behaviour Normally the search should commence at the point of greatest danger so that the searchers are nearest
fresh air and safety at the end of the search. Pay attention to doors and openings so that they are not
It may be difficult to determine the seat of a fire merely from the presence of smoke. Smoke may travel passed without completing the search of each compartment and recess. Trapped persons often seem to
a considerable distance from the source and its presence may not necessarily indicate where the fire is take refuse in wardrobes, cupboards and recesses; make sure that these are not overlooked.
seated. Neither is volume of smoke always a true guide to the size of the fire. Smoke rises (e.g. up lift
shafts, stairwells, etc.) when heated, and sinks as it cools. It will rise until it meets a deck head or other However, when searchers are wearing lifelines this approach may not be practical in larger spaces
obstruction, where it will then spread sideways (mushroom). enveloped in thick smoke. In this situation there may be a danger of the searchers becoming
disorientated. Even hoses may not assist if they become coiled around or cross other hoses.
Heat Characteristics
Usually the temperature increases as the seat of the fire is approached, although in the immediate
vicinity of the fire, an inrush of air (to feed the fire) may be felt. Cautiously feeling bulkheads, decks, 3. Emergency Escape from E/R
doors, etc. for heat, is a reliable guide to determining the direction in which the fire seat lays. Blistering Introduction
paint and distorted plastic molding and fittings will also indicate the direction of the fire.
If it is suspected that a fire fighter is lost in smoke, it may be possible to indicate the location of an exit An emergency trunk is fitted at the aft end of the engine room to allow personnel to escape in the event
by standing close to it and giving a series of hand claps. of a life threatening situation. The emergency trunk leads to the aft mooring deck.
There are Emergency Escape Breathing Devices (EEBD) situated on all levels of the engine room,
Doors and Openings which can be used to protect personnel during the escape from the engine room.
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When searching for a fire, open doors may cause extra draught and result in the fire spreading. After Proceed aft to the ’A’ class fire door leading into the emergency trunk and climb the vertical ladder to
passing through a doorway, the BA wearer should close the door as far as hoses and lines permit, unless the aft mooring deck.
the intention is to carry out ventilation control. If it is decided to secure a swing door in the open
position, it should be wedged so that it is open into the room and not onto the alleyway or staircase. Emergency Escape Breathing Device (EEBD)
Disorientation in Smoke Equipment comprises of a respiratory mask and small air cylinder which supplies 10 minutes of air to
There is always a very real possibility of getting “lost” in smoke, even in a compartment with which, in allow escape to fresh air.
other circumstances, the searcher may be familiar. There are 10 EEBDs located in the following locations :
 E/R Floor Deck: 1 ea

Search Patterns
 E/R 4th Deck: 2 ea
When looking for persons, the search should be methodical and in accord with a pre-determined pattern.
The search may allow either a “right hand” pattern; that is the searchers investigate a compartment by  E/R 3rd Deck: 2 ea
moving continuously and methodically in one direction, either to the right or left. Circulate the area or
compartment around the perimeter or bulkhead back the commencement or entry point.  E/R 2nd Deck: 3 ea
Where possible, search in pairs: One man uses the back of his gloved hand to maintain contact with the  Upper Deck: 2 ea
bulkhead or perimeter. The second adds width to the search by walking abreast of the first and maintains
contact with him by placing his hand on the other’s shoulder. The free hand of each searcher is held in
front, slightly cupped with palm towards him. As he advances, he slowly moves his hand up and down
to ensure that neither head nor face strike an obstruction. The searchers should progress by shuffling
their feet as previously described. In larger spaces the searchers may add more width and keep contact
by tying a short length of rope between them.

4. Operation of EEBD
1) Check the cylinder pressure. The indicator should stay within the green field.
2) Put the set around your head and adjust by pulling the strap.
3) Pull the cover to break the plastic seal. The automatic trigger device should open the air supply.
4) If there is no air flow, pull the yellow strap marked with the arrow.
5) If, for some reason, the air supply would still stay closed, get the cylinder out of the bag and
pull the ring marked ‘EMERGENCY PULL’ and open the valve by removing the pin attached to
the yellow stripe.
6) Having the air supply open, get the hood out of the bag and put it on. Make sure, that the rubber
collar fits well and tight to prevent any leaks.
7) Leave the dangerous area immediately. Remember, that this is an EMERGENCY DEVICE and
the air supply will last for 10 minutes only.
WARNING
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Never use the EEBD set for fire fighting or cargo handling operation.

3.1.4 Shipboard Fires When considering the use of fixed fighting systems, the following should be taken into account:
1. Accommodation Fires - Are there any persons in the compartment, and will the use of the system be harmful or fatal to
them?
Accommodation fires may present some serious problems. In most vessels, deck head and bulk head
voids which carry electrical cables and plumbing services, provide a channel for an unrestricted air - Is it possible to use the fixed system only partially (for example a partial gas discharge into the
supply which may feed a fire. fuel separator area only)?
Additionally, each cabin and compartment may have a ventilation trunk linking it with other - Does the system have one shot only? Is the vessel prepared to have no cover until it is recharged,
compartments and providing a means of air supply and smoke distribution. Alleyways, stairwells and possible many days sailing away?
lift shafts promote the spread of fire, smoke, fumes and heat to areas remote from their source.
- If the fixed system is used, for how long will the vessel be without engine power and
The use of plastics and other synthetic materials in furniture, curtains, bulkhead panels and other décor maneuverability?
may, in a short space of time, produce large volumes of toxic fumes and thick smoke. These are life
threatening to anyone in the vicinity or connected via a conduit or ventilation route. Even large areas - A fixed gaseous system has no cooling effect. After its use will the vessel be able to reduce the
may quickly become smoke filled. temperature in the space so there is no danger of re-ignition when the space is opened up?
The fire may be contained by boundary cooling and boundary starvation. Careful consideration must be
given to ventilation control and every effort must be made to remove heat, smoke and fumes without
feeding air to the fire.
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Check remote areas for the spread of heat, smoke and fumes via ventilation ducts, voids, lift shafts, etc.
Except in storerooms, water spray is often effective in tackling accommodation fires, but care must be
taken with respect to the isolation of electrical circuits and stability.
2. Machinery Space Fires
The main dangers in machinery spaces are those posed by oils (often under pressure) in close proximity
to heat, machinery running at high temperatures and turning at high speeds, a multitude of electrically
driven items, switchboards and generators.
The effect of an oil fire in a machinery space enclosed with metal bulkheads is that there is often a rapid
rise in temperature which presents a situation where controlled venting may be required to remove heat
and humidity.
Situations that may give rise to a fire in the machinery space include fractured fuel lines, overheated
bearings, boiler flash backs, crankcase explosions, electrical faults and overloads, negligence and
human error.
Fixed extinguishing installations of CO2, foam, or water spray are usually available for fire fighting in
machinery spaces. The decision as to when to use such a system will be taken by the master.

3.2 Fire Control Plans The purpose of conducting fire drills includes the following:
Passenger ships engaged in international voyages, some other passenger vessels, and other ships of over 500 To prove the equipment exists
tonnes are required to permanently display a Fire Control Plan. This is often a General Arrangement Type
 What is available
Drawing, on which is clearly shown the following:
 Where is it stowed
 Fire control stations
 How is it used
 Fire sections enclosed by “A” class divisions
 Does it work?
 Fire sections enclosed by “B” class divisions
To test the organisation
 Location of the fire detectors and alarms
 Does everyone know what to do?
 Location of fire detector control panels  Can it actually be done?
 Location of the fire extinguishing equipment  Is it flexible?
 Means of access to different compartments and decks  What happens if various persons are removed(e.g. though injury)?
 Ventilating system including fan control positions To build confidence
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 In the equipment and in the system
 Position of dampers and identification number of the ventilating fans serving each section
 Learn leadership skills
A copy of the plan must be permanently kept in a watertight enclosure outside of the superstructure. The
enclosure is to coloured red, clearly marked, easily opened and located where it will not be easily cut off  Develop an understanding of problems that might be encountered
in the event of a fire. This copy of the Fire Control and Safety Plan is for the use of shore side fire
fighting personnel. Often it will be positioned close to a gangway, but if not, there must be signs  To enable commanders and party leaders to manage the ‘whole’ situation
directing the shore-side fighting crew to its location.
Muster
Fire Fighting Organisation During a muster, all persons must be accounted for. Thereafter each group leader must, at all times, be
Detail of the actions to take in the event of fire, the composition of the fire, the composition of fire aware of the safe situation of each member of his team.
parties, and the methods of attack, will vary from ship to ship. However, there are some fundamental
principals that are applicable to most situations.
Drills
Fire drills should be conducted in a realistic manner, but not of course to the extent that there is danger
of injury to any person or the vessel. Training in practical fire fighting should be supplemented with
instructions concerning fire theory, fire prevention, details about the design and use of individual types
of equipment, organisational considerations, matters peculiar to the particular vessel, etc.

Illustration 3.2a Fire Fighting and Fire Detection Equipment Plan Symbols - 1
SYS SYMBOL DESCRIPTION SYS SYMBOL DESCRIPTION
Remote Control for Emergency Fire Water Pump CR Fire Control / Repeater Panel
E.F.P
Remote Control for Bilge Fire & G/S Pump (No.1 & 2) R Fire Repeater Panel
BI.F.P
Remote Control for Water Spray Pump

W.S.P G Gas Detection Main Panel
FO & LO Pump(s) Remote Shut-Off (ES1A/1B)

G Gas Detection Repeater Panel
P,M
Emergency Shut Down (P : Purifier, M : Valve Control Panel for Main G/E Room)
GS Gas Sampling Repeater Panel
INDICATORS AND ALARM DEVICES

A Ventilation Remote Control or Shut-Off
for Accommodation Room Area Vent Fan (ES3) Manually Operated Call Point
FIRE DETECTORS,
M Ventilation Remote Control or Shut-Off
for Engine Room Area Vent Fan (ES2A/2B) Space or Group of Spaces Monitored by Heat Detector
C Ventilation Remote Control or Shut-Off
for Other Area Vent Fans (ES4A/4B) Space or Group of Spaces Monitored by Smoke Detector
L Smoke Detector for Fire Alarm & Water Mist Local Fire Fighting System
LOCATION OF REMOTE CONTROLS
Emergency Stop Button for Emergency Cargo Pump Space or Group of Spaces Monitored by Flame Detector
C.P L Flame Detector for Fire Alarm & Water Mist Local Fire Fighting System
Remote Control for Emergency Fire Pump
Smoke & Heat Dectector Dual Type
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D
Remote Control : E/R Bilge Pump, Sludge Pump,
B.S.P
Sewage Treatment Plant, Vacuumarator Light Signal Column
Remote Control for Fuel Oil Valves

Local Gas Sampling Panel/Main Panel
L.M
Remote Control for Lube Oil Valves

Gas Sampling Point
WM WM
R L
Remote Release Station for Water Moniter (L : Local, R : Remote)
Space or Group of Spaces Monitored by Gas Detector
W
L Remote Release Station for Water (L : Local)
PA Speaker
CO2
L Remote Release Station for CO2 (L : Local)
Fire Pump
F F
L
Remote Release Station for Foam (L : Local)
B : Bilge, Fire & G/S Pump, W : Water Spray Pump
BW
P P
Remote Release Station for Powder (L : Local)
L
Emergency Fire Pump
PUMPS & VALVES,ETC

NO NO
Remote Release Station for Novec (L : Local, R : Remote) (M)
R L Fire Hose & Nozzle for Water (M : Fire Hose Lengths)
W Length : Acc.(20m), ER (15m), Hull (25m)/F-W : From Fresh Water
M
Remote Control for Fire Damper W
Fire Hydrant
W
Emergency Shut Down Switch Fire Main Section Valve
ESDS
FIRE DETECTORS,
INDICATORS AND
ALARM DEVICES
N
Water Mist Panel (None : Main, R ; Repeater) Valve for N2 Gas in Vent Mast
F
Novec Relay Alarm Panel Foam Section Valve
P
Fire Alarm Central Cabinet Dry Powder Unit

Illustration 3.2b Fire Fighting and Fire Detection Equipment Plan Symbols - 2
SYS SYMBOL DESCRIPTION SYS SYMBOL DESCRIPTION

(33) CO2
Dry Powder Hose Cabinet & Release Station Fixed Fire Extinguishing Battery CO2
P
W
EL. Horn for Fire/Gen. Fixed Fire Extinguishing Installation for Water (2 Pump Units)
F
CO2 CO2 Horn Fixed Fire Extinguishing Installation for ER and S/G Room
Novec Horn
VALVES, ETC
NO
F Fire Extinguisher (Foam Type 9L)
PUMPS &
9L
W
Water Monitor F
Wheeled Fire Extinguisher (Foam Type 45L)
45L
P
Powder Monitor NO
NOVEC Unit
International Shore Connection F

135L
Wheeled Fire Extinguisher (Foam Type 135L)
Water Spray Valve

P
12kg
Fire Extinguisher (Powder Type 12kg)
FIREMAN’S OUTFIT & FIRE FIGHTING

A Mechanical Ventilation Fan
(A : Blue for Accommodation) CO2
Fire Extinguisher (CO2 Type 5kg)
5kg
M Mechanical Ventilation Fan
(M : Green for Machinery Spaces) F Portable Foam Applicator (20L) with Spare (20L)
EQUIPMENT
20L
Closing Device for Ventilation Inlet and Outlet (To Open Air)
FOR VENTILATION
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A
(A : Blue for Accommdation & Service Spaces) W/C
Portable Wet chemical Fire Extingusher (9L)
SHUT-OFF
9L
M Closing Device for Ventilation Inlet and Outlet (To Open Air)
(M : Green for Machinery Spaces) NO
Space Protected by NOVEC Nozzle
A Fire Damper
(A : Blue for Accommdation & Service Spaces) F
Space Protected by Foam Nozzle
S
Smoke Damper
FLWC
M Fire Damper Fixed Fire Fighting System for Deep Fat Fryer
(M : Green for Machinery Spaces) CO2
Space Protected by CO2 Nozzle
C Control Station
W
Space Protected by Water Nozzle
Fireman's Outfit
(Suit 1set, Breathing Apparatus(1800L) 1set with Spare
FIREMAN’S OUTFIT AND FIRE FIGHTING EQUIPMENT
WL
FL Cylinders 2sets, Boots 1set, Glove 1set, Safety Lamp with Battery 4sets, Fixed Local Application Water Nozzle
Safety Belt 1set, Fire Axe 1set, Helmet 1set, Life Line 1 set)
Sea
Emergency Key Box Sea Water Nozzle

EK
Fire Blanket in Galley

G Emergency Generator
Emergency Source of Electrical Power (Battery) H Fire Fighting Equip. for Winching Operations Area
Spare Cartridges for All Portable Fire Extinguisher in Engine Room

Push Button-Switch for General Alarm
IG Inert Gas Installation Spare Cartridges for All Portable Fire Extinguishers (CO2 Cartridge Type)
Emergency Switchboard
Fire Deck
Plan Plan
Fire Control & Safety Plan / Deck Safety Plan

Illustration 3.2c Fire Fighting and Fire Detection Equipment – ACC Top Deck
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Illustration 3.2d Fire Fighting and Fire Detection Equipment – Navigation Bridge Deck
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Illustration 3.2e Fire Fighting and Fire Detection Equipment – E Deck
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Illustration 3.2f Fire Fighting and Fire Detection Equipment – D Deck
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Illustration 3.2g Fire Fighting and Fire Detection Equipment – C Deck
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Illustration 3.2h Fire Fighting and Fire Detection Equipment – B Deck
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Illustration 3.2i Fire Fighting and Fire Detection Equipment – A DECK
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llustration 3.2j Fire Fighting and Fire Detection Equipment – Profile & Upper Deck
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Illustration 3.2k Fire Fighting and Fire Detection Equipment – Bosun Store
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Illustration 3.2l Fire Fighting and Fire Detection Equipment – Cargo Machinery Room & El. Motor Room
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Illustration 3.2m Fire Fighting and Fire Detection Equipment – E/R 2nd Deck
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Illustration 3.2n Fire Fighting and Fire Detection Equipment – E/R 3rd Deck
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Illustration 3.2o Fire Fighting and Fire Detection Equipment – E/R 4th Deck
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Illustration 3.2p Fire Fighting and Fire Detection Equipment – E/R Floor Deck
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3.3 Detection and Alarm System  Bang on doors in case people are asleep, but do not open them as this may allow smoke in
unnecessarily.
3.3.1 Meanings of Ship's Alarms
 Operate the closest fire alarm call point.
The correct actions in the early stages of a fire, whilst it is still small, will enhance the chances of
successfully extinguishing it. Remember, even the biggest fires start as a single flame. Large fires will  Use an internal telephone to inform the bridge or other control centre.
more often than not have once been small, but spread because they were not dealt with correctly in the
early stages. When informing the control centre, state:
No crewmember should be in any doubt about the following:  The location of the fire.
 Action to take on discovering a fire.  The type of fire.
 Action to take on hearing the fire alarm  The size of the fire.
 Knowing where fire fighting equipment is kept  Details of any casualties.
 Knowing how to use it effectively  What actions, if any, are at present being undertaken.
 Awareness of his own and others’ safety during fire fighting Do not attempt to fight the fire until others have been informed.
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Usually it is the initial actions of the person discovering a fire that makes the difference between a small
blaze being quickly extinguished, and a catastrophic fire that could lead to the loss of the ship and/or
even to loss of life.
When other persons appear, one should carry on raising the alarm whilst the others commence first-aid
and fire fighting, provided it is safe to do so.
If the fire is behind a closed door

“Fires always happen to others, never to me”, is a very common misconception.
If smoke is seen coming from behind a closed door and there is no indication of the size or type of fire
The first reaction when discovering a fire is usually one of shock or disbelief. Without proper training then:
this often leads to actions that are instinctive by nature and very often incorrect.
 Do not open the door.
If the person first discovering the fire becomes a casualty, then effectively the fire has not yet been
discovered, and will grow and spread unchecked, until someone else responds in the correct manner.  Raise the alarm in the way previously described.
You may discover a fire anywhere by sight, smell or sound. When you do find a fire:  Do not attempt to tackle the fire.
 Think about the correct procedure for raising the alarm.  Prepare fire-fighting equipment.
 Stay calm.  When the fire fighting party arrives, advise the leader of what you have observed and what you
know about the situation.
 Do not panic as it will affect your ability to act effectively and may frighten others
unnecessarily. If the door of the compartment of fire is open
 Shout “Fire, Fire, Fire”, and indicate its location.  Raise the alarm as described above.

 If you are fully clothed and it is safe to do so, fight the fire using appropriate fire fighting
equipment.
- Keep as low as equipment.
- Do not let the fire or smoke get between you and your escape passage.
 If you are forced back – Close the door.
 Start preparing fire fighting equipment to be ready for the fire fighting party.
 Move casualties to a place of safety.
 Consider ways of preventing the fire from spreading. For example:
- Boundary cooling.
- Removing flammable items away from the path of the fire.
- Isolate all local ventilation sources.
 Switch off local electrical circuits.

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Remain in the vicinity of the fire, at a safe distance, to brief whoever is in charge. The information
required is:
 Where the fire is situated.
 What is burning?
 Any hazardous substances.
 Number and position of casualties.
 What initial actions have been taken (for example hoses prepared)
 Details of ventilation and electrical circuits already isolated.
Any training must ensure that all personnel know the location of the nearest extinguisher to their place
of work and their accommodation. They must also know how to use the extinguisher, and be aware of
its limitations. Remember, the correct type of extinguisher should have been sited with regard to the
type of risk in any particular area of the vessel.
Familiarity with all fire fighting equipment and its effective and safe use in an emergency will save vital
time. This can make the difference between a manageable incident and a disaster.

3.3.2 Fire Detection System Optical smoke detectors
1. General Nominal voltage: 24 VDC

Working voltae: 20 ~ 38 VDC
A fire detection system is designed to detect rapidly the onset of fire, give early warning and provide the Working current: 0.2 mA
crew with the best possible chance of controlling and extinguishing a fire, before it can destroy property, Alarm current: 5 mA
the ship and even lives. Remote indication: Max. 3 Ma
Temperature range: -25 °C to +70 °C
The system comprises a central control and monitoring panel replicate with back-up panels, a
combination of heat, smoke and flame detectors, alarm call points and alarm bell/horns. The system may Use a light source to determine obstruction or light scatter caused by smoke particles entering the
be simple or more complex with addressable detectors, computerized control, etc. chamber. More advanced units may use laser technology.
There are to be at least two separate power sources, one of which is taken from the emergency supply. Photo thermal detectors
The system is to be operable at all times, with the power supplies and electric circuits continuously
monitored for failure or fault. In this type of detector the condition of the optical (smoke detecting) chamber is monitored and
compared with a heat sensing element. An alarm signal is generated when the comparison indicates a
Detectors and manually operated call points are grouped in sections, and activation of any unit initiates fire situation. The system is able to discriminate between smoke from fires, and smoke from other
an audible and visual alarm at the control panel and indicating units. sources such as cigarettes or steam, and therefore reduces the incidence of false alarm.
If an alarm is not acknowledged within two minutes, then audible alarms are activated throughout the Flame detectors
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crew accommodation, control stations and main machinery spaces. The control panel is located either on
the bridge or at the main fire control station. The minimum extent and arrangement of a fire detection Operating voltage range: 24 VDC
and alarm system is dependent on the type and age of a vessel. Supply Voltage: 24 VDC
Max. current (normal): 450 µA
2. Type of Detectors Max. current detector: 700 µA (Alarm)
Application temperature: -25 °C to +70 °C
Heat detectors
The infrared and ultraviolet bands of the electromagnetic spectrum may be used for flame detection, but
Nominal voltage: 24 VDC more commonly it is infrared flame detectors that are found on board. Infrared detectors respond to
Working voltae: 20 ~ 38 VDC electromagnetic radiation resulting from the burning of carbon and hydrocarbon materials, and to the
Working current: 0.2 mA flame frequencies. The units should be immune to false alarms caused by solar rays. If hydrogen is
Alarm current: 5 mA present, a particular type of flame detector will be required.
Remote indication: Max. 3 mA
Linear heat detectors
Rate of rise gives an alarm when the detected temperature exceeds a fixed limit. Normally this will be
between 54 and 78 deg. C. However, detectors with a higher temperature rating may be used in areas of Types of linear heat detectors include pressurized tubing, cables that contain dielectric materials, fiber
high ambient temperature such as a galley, although the permissible operating temperature must not be optic cables, and other systems. Linear heat detection may be found on cable trays and in environments
more than 30 deg. C above ambient. The detectors will give an alarm at lower temperatures if the rate of where smoke detection would not be suitable.
increase in temperature is more than 1 deg. C per minute.
Detectors must be tested periodically by hot air or smoke simulation.
Ionization smoke detectors
3. Installation
Senses at an early stage, the invisible smoke particles evolved from a fire.
Smoke detectors are usually found in accommodation stairways, corridors and escape routes. When
locating any detector near beams, ventilation duct extractions, and various other positions, care must be

taken that the air flow around the location does not impair the performance of the detector.
Flame detectors may be used in addition to smoke and heat detectors, but not in lieu of them. There are
additional requirements regarding the installation of fixed fire detection systems in unattended
machinery spaces, cargo holds, special category spaces and ro-ro decks.
4. Manual call points
Nominal voltage: 34 VDC

Working voltage: 20 ~ 38 VDC
Supervising current: 0.25 Ma
Alarm current: 2.5 mA
Current when short circuited: 12 mA
Temperature range: -25 °C to +70 °C
In addition to the detectors, manually operated call points are installed throughout the accommodation,
service spaces and control stations.
One manually operated call point shall be located at each exit. Manually operated call points shall be
readily accessible in the corridors of each deck such that no part of the corridors is more than 20m from
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a manually operated call point.

Illustration 3.3.3a Fire Alarm System
SAMSUNG/GASLOG/ABS

3.3.3 Fire Alarm System Fire Alarm Panel
Maker: Consilium Marine. The fire alarm panel is activated when a fire alarm is detected on the system. The FIRE indicator flashes
Type: CS 3000 Salwico Fire Alarm System and the section number and detector address in alarm are displayed on the numeric display.
1. General Description Keys Operation
The CS3000 is a computerised, fully addressable analogue fire alarm system with analogue detectors. ALARM MUTE: This key is used to acknowledge
The detectors are automatically tested and continuously supervised by the central unit. In the event of The fire alarm and mute the buzzers.
fire the appropriate output channels are activated controlling fire-damping measures. At pre-set fixed ALARM RESET: This key is used to reset the fire alarm.
intervals the system actively checks that all connected units are in working order and that the contents of ALARMS IN QUEUE: LEDs indicate multiple alarms which can be scrolled through
the system are according to its configuration. using this key. Each alarm is listed in the alphanumeric display.
The fire alarm system can be divided into several geographically separated central units and control Indicators Description
units, which are inter-connected into a larger system. Conventional detectors and sensors of closing type
can be connected to the CS3000 system, in addition to the analogue detectors. EXT.CONTROL ACTIVATED: LED indicating that an external control output is active.
The operator supervises and operates the system from one or more control units, which normally are SECTION/DETECTOR NOT RESET: LED indicating that an alarm reset
placed at convenient locations, separated from the central units. Has been attempted but failed.
(Detector still in alarm)
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The different central units and control units of the system communicate with each other on the system
loop, consisting of two RS-422 channels. Operating Panel
The central unit and its detectors communicate on two-wire loops. The loop can either be a single-ended The operating panel is used for controlling the system and to display extra information in case of a fire
branch line, a two-way closed loop with or without connected branch lines. The communication method alarm. The alphanumeric display is used as a complement to the numeric display on the fire alarm panel,
is based on frequency modulation (FSK). Each detector is connected to its loop via a specially as a communication medium when operating the system and to display guiding texts for the function
developed integrated circuit, IDA, for supervision and communication. The detectors are normally keys. Under normal conditions, when the central unit is in normal status, the text ‘Salwico CS3000’ is
power supplied from the loop. displayed together with the date and time.
In this document “loop” refers to the physical loop as described above. The physical loop can be divided Keys Operation
into max 5 “zones” with a definition program. A zone can either be the entire loop or a part of a loop.
F1, F2, F3, F4: Function keys, used for choosing functions form the menus in the
A system may contain max 999 loops, with max 64 loops per central, including 400 conventional loops. display and for entering certain characters with no keys of their own.
One loop may have a total of max 150 analogue loop units. 0-9: Numeric keys.
Correction key (←): The last key stroke is erased.
This User’s Guide describes the CS3000 fire alarm installation in a marine environment. Return key (◀┙): The system returns to normal status, CS3000 CONTROL UNIT is
displayed.
2. Control Unit Panel S, D, SD, EA, EC, AD: Command keys used to choose the unit (section/detector no. etc) to
operate on.
The central unit panel is divided into two parts, the fire alarm panel and the operating panel. The fire MUTE : Fault handling key used to acknowledge faults and to mute the buzzers
alarm panel is activated when there is a fire alarm in the system. The operator verifies and supervises RESET: Fault handling key used to reset the faults.
the system by using the different keys and the display on the operating panel. ON, OFF, TIMER: Operation keys used to choose the operation to perform.
LIST (↑↓): List handling keys, the LIST key is used to open the list function.
The arrow keys are used to scroll through the lists.

Indicators Description 3) The section number and detector address in alarm are displayed on the fire alarm panel and on
the alphanumerical display on the operating panel.
POWER ON: Illuminated when the power is on.
DISCONNECTION: General disconnection of detectors indicator. 4) The address of the first fire alarm is displayed on the first line and additional information about
TEST: Lit when the central unit is in test mode. the alarming unit is displayed on the second line, if provided. The address of the latest fire
SECTION/DETECTOR: Lit when a reset of a fire alarm has been NO RESET attempted but alarm is displayed on the third line and additional information about this unit is displayed on the
failed. fourth line. The total number of fire alarms is shown to the right on line one.
ALARM TRANSFER: Lit when the dedicated fire output is activated (steady light) and
flashing when the door is open, and the fire output is deactivated. 5) Press the ALARMS IN QUEUE button to display the next fire alarm.
EXTERNAL ALARM: Lit when an external alarm output is disconnected or faulty.
DELAY OFF: Lit when the time delay is deactivated. 6) The second fire alarm address is displayed both on the fire alarm panel and on the
SYSTEM FAULT: Lit when a fault occurs in the system program. alphanumerical display. The fire alarm is presented on the two first lines on the display. Five
ABNORMAL COND: Lit when an abnormal condition has occurred. seconds after pressing ALARMS IN QUEUE, the first fire alarm is displayed again.
3. System Operation 7) If ALARMS IN QUEUE is pressed when the last fire alarm is displayed, the first fire alarm is
displayed again and the ALARMS IN QUEUE indicator goes out for 3 seconds.
Detection of a Fire Alarm
Reset Fire Alarm
FIRE lamp is flashing: A fire alarm is detected in the system
All the information about the fire alarm is displayed on the first and second line on the display. Only one fire alarm can be reset at a time, i.e. the displayed fire alarm
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1) Press ALARM MUTE, to mute and acknowledge the fire alarm.
2) The FIRE indicator stops blinking and becomes steady red. The audible fire alarm, including
1) Press the ALARMS IN QUEUE button repeatedly to select the appropriate fire alarm.
2) Press ALARM RESET to reset the fire alarm. The system tries to reset the fire alarm.
the internal buzzer when the door is opened is defined at the initialization of the system. They
are permanently silenced when the ALARM MUTE is pressed. 3) When a fire alarm is reset it disappears from the display and the fire alarm is moved to the fire
alarm history list. The next fire alarm is then displayed or if there is no move fire alarm the
3) The section number and detector address in alarm are displayed on the fire alarm panel and on system returns to normal status, ‘Salwico CS3000’ is displayed with date and time.
the alphanumerical display on the operating panel.
Fire Alarms that could not be reset
4) The section number and the detector address are displayed on the first line and additional
information about the location is displayed on the second line, if provided. A detector that cannot be reset can be listed in two ways. Press the LIST or ALARMS IN QUEUE key.
NOTE The ALARMS IN QUEUE key can only list the non-reset table fire alarms if all fire alarms are
The system has detected a fire alarm at the same time as it has detected acknowledged and reset (i.e. the ALARMS IN QUEUE LEDs are not lit) and if all faults are
Hardware fault in the central unit. The system cannot display the exact address of the fire alarm; it can acknowledged. If this is not the case, the ALARMS IN QUEUE key will only list the fire alarms that are
only display the central unit number. not reset.
ALARMS IN QUEUE lamp is flashing. There is more than one fire alarm in the system. 1) Press ALARMS IN QUEUE repeatedly to select the appropriate fire alarm. The fire alarm
address is displayed on the fire alarm panel and the operating panel alphanumerical display.
1) Press ALARM MUTE repeatedly, to mute and acknowledge all the fire alarms.
2) Press ALARM RESET. The system tries to reset the fire alarm.
2) The FIRE and ALARMS IN QUEUE indicators stop flashing and turns over to steady red when
all the fire alarms are muted. The audible fire alarm is permanently silenced when the ALARM
MUTE is pressed.

If no key is depressed for about 60 seconds the display returns to the first non-resettable fire alarm. If The FAULT indication stops flashing and becomes steady yellow. The internal buzzer is permanently
the fire alarm is reset it disappears from the display and from the fire alarm list. The display then returns silenced. The fault is placed in a fault list and the alphanumeric display is erased. The next fault is
to the next fire alarm or if there are no more fire alarms it returns to normal status, “CS3000 displayed if there are more faults. Otherwise the display is erased and it returns to its previous status.
CONTROL UNIT” is displayed. If the alarm does not reset, the reason is displayed on line three. The The number of faults in the system and the order they occurred is displayed on line three. The fault list
problem should be investigated. The non-resettable fire alarm is displayed again after a few seconds. can be scrolled through by using the up and down arrow keys.
1) Press List. NOTE

There is at least one fire alarm in the system. The fault cannot be displayed and it is therefore
2) Press F1 (Fire Alarm) immediately put into the Fault list.
3) Press F2, to select the not resettable list. To Reset Faults
NOTE 1) Press LIST to open the list function. Faults can only be reset from the fault list.
A maximum of 100 fire alarms can be included in the list and it is cyclic. If this list is full when a new
fire alarm occurs, the new fire alarm is put in a queue until an older fire alarm is reset. The list can be 2) Press F2 to select the fault list. The latest fault is always displayed first. The fault list can be
printed out on a printer. scrolled through using the list key. The LED on the arrow key is lit if there are more faults to be
listed.
The LIST key can always be used regardless of system status. Pressing LIST shows the fire alarms one
by one on the first line of the alphanumerical display. They can then be reset in the normal way one by 3) Press the arrow keys until the appropriate fault is displayed.
one. If the alarm does not reset, the reason is displayed on line three. The problem should be
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investigated. The not resettable fire alarm is displayed again. 4) Press R in the FAULT field to reset the fault. The system attempts to reset the fault.
(Press M in the FAULT field to acknowledge the displayed fault.)
1) Select the appropriate fire alarm by using the arrow keys.
5) The fault is reset if it disappears from the list. The next fault is displayed after about 5 seconds.
2) Press ALARM RESET, to reset the fire alarm. The system is trying to reset the fire alarm. If the fault list is empty, the text LIST EMPTY is displayed, and the system returns to normal
status, “CS3000 CONTROL UNIT” is displayed. If the fault is not reset, the reason is displayed
The fire alarm is reset and it disappears from the alpha-numerical display. The fire alarm is moved from on line three. Investigation is required.
the Not resettable list to the Fire history list. The text LIST EMPTY is displayed when the fire alarm list
is empty. The system returns to the normal menu after a few seconds and the text “CS3000 CONTROL 6) The first fault is always displayed first. You can interrupt the list function at any time by
UNIT” is displayed. pressing the RETURN key.
The reason why the fire alarm is not reset is displayed on line three. This text disappears after about a Disconnections
few seconds but the fire alarm remains displayed on line one and two. Check the problem and deal with
it, then try to reset the fire alarm again. Different parts of the fire alarm system can be disconnected for instance, sections, detectors, manual call
points, section units, alarm devices, external control devices and loops. This can be useful when there is
Fault Indication welding in a particular section or removal of detectors is required due to structural shipboard work etc.
A whole section can be disconnected permanently or for a defined time interval using the timer function.
The FAULT indicator flashes and the internal buzzer sounds. One or more faults are detected in the The disconnected section can only be reconnected from the ‘Disconnections’ list.
system and the latest fault is displayed on the alphanumeric display. The first line displays the word
FAULT, a fault code followed by the section number, the detector address, and a fault message. When operating the system a mistake can be corrected using the CORRECTION key to erase one step at
Additional text is displayed on line two, if provided. The fault codes are listed in the manufacturer’s a time backwards. To interrupt the disconnection function and return to normal status, press the
manual. Only one fault can be acknowledged at a time. Press M in the FAULT field to acknowledge the RETURN key. The system returns to normal status and ‘CS3000 CONTROL UNIT’ is indicated.
fault and mute the buzzer.

Disconnect zones A detector can also be disconnected locally. All the locally disconnected detectors are marked with the
text LOCAL OFF in the Disconnections list. A locally disconnected detector can only be reconnected
1) Press S to select zone. manually.
2) Enter a section number in the interval 1 - 999. Disconnection of manual call points
3) Press OFF to disconnect the zone. (Access level 2)

A manual call point or a section unit can be permanently disconnected. Select the unit you want to
4) When the section is disconnected the text on line three is changed to ORDER DONE. disconnect after you have selected a section and thereafter press the OFF key to disconnect the unit.
5) The DISCONNECTION LED is lit if this is the first active disconnection in the system. Disconnection of alarm devices
6) A message is displayed on line three, for about few seconds, if the system cannot disconnect the (Access level 1)
section. The system thereafter returns to the previous menu. All alarm devices or a single alarm device can be permanently disconnected. Press the EA key, enter an
address for a single alarm device or if all alarm devices are to be disconnected press the OFF key
7) Continue to define the next disconnection or, if finished, return to normal by pressing RETURN. immediately.
Disconnection for a certain time interval Disconnection of external control devices
The procedure for a disconnection for a certain time is the same as for a permanent disconnection except (Access level 1 and 2)
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that after the section number is entered, press the TIMER key and enter time duration for the All external control devices, a single external control device or a category of external control devices
disconnection, thereafter press the OFF key. The maximum disconnection time is 24 hours. can be disconnected permanently. Firsts press the EC key, thereafter enter the external control device
address or select a category, finally press the OFF key to disconnect.
Disconnection of detectors
Disconnection of alarm delay
(Access level 1)
When disconnecting detectors there is a free choice of a single address, a sequence of addresses or all (Access level 3)
addresses. The disconnections can either affect all types of detectors or only a specific type of detectors The alarm delay function is normally ON and it can be disconnected manually. Press the AD key,
such as smoke detectors or heat detectors. specify the central unit number and then press the OFF key.
The disconnection can either be a permanent disconnection or a disconnection for a certain time interval. Reconnection
A disconnection for a certain time interval reconnects the detectors automatically when the time interval
has elapsed. The permanent disconnections are reconnected from the Disconnections list. (Access level 1 or 2)
A detector is specified by the section number and thereafter the type of detector. The following type of The permanently disconnected units can only be reconnected from the Disconnections list. Select the
detectors can be specified: appropriate disconnection and thereafter change the status of the specified unit by pressing the ON key.
A disconnection for a certain time interval reconnects the units automatically when the time interval has
- All detectors, press the D key elapsed. The units can be manually reconnected from the Disconnections list before the time interval
- Smoke detectors, press the SD key has elapsed.
- Heat detectors, select HEAT. DET in the section menu. A locally disconnected detector can only be reconnected manually.
Thereafter specify the number of detectors that shall be disconnected by entering a single address, an
address interval or nothing for all detectors. If the detectors shall be disconnected for a certain time,
press the TIMER key and enter the disconnection time before pressing the OFF key, otherwise press the
OFF key directly to disconnect the detectors.

NOTE 4) Each keystroke is echoed on the display with an asterisk (*).

All disconnected units should be reconnected as soon as possible since the CS3000 fire alarm system · Enter the new code once again.
cannot supervise a disconnected unit.
5) If the access code is accepted
4. Adjustment A text is displayed on line three and after a few seconds the display returns to normal status and
the text CS3000 CONTROL UNIT is displayed.
Change access level
6) If the access code is not accepted
(Access level 1) If the access code is not accepted the text on line three is changed to ACCESS CODES NOT
Different operators are allowed to use different functions. All functions in the system are therefore THE SAME. Erase the wrong access codes by using the correction key and thereafter enter the
divided into four different access levels of which the normal user has access to three. The system new access code again.
automatically enters access level one when the control unit door is opened. You may change to a new
access level by entering an access code, one for each access level. Set date
1) Select access level function (Access level 2)

· Press F4 (MENU). The system date can be changed with this function. The date must be entered on the form YYMMDD.
· Press F1 (ACC.LEV.).
· Enter a four-digit number for the desired level. 1) Select date function
· Press F4 (MENU) repeatedly until SET DATE is displayed on line four.
2) Each keystroke is echoed on the display with an asterisk (*). · Press F2 (SET DATE).
SAMSUNG/GASLOG/ABS
3) If the access code is correct the new access level is displayed on line three. After a few seconds
the display returns to the previous menu.
2) Enter new date
· Enter a six-digit number, (YY: MM: DD) two digits each for year, month and day, separated by:
(colon). You will find colon present on the display when you need it, use the F1 key.
4) If the access code is not correct the system keeps the old access level. After a few seconds the · Press F1 (READY).
display returns to the previous menu.
3) Enter day of week
Change access code · Enter a digit, 1-7, for the day.
(Monday = 1, Tuesday = 2, Wednesday = 3, Thursday = 4, Friday = 5, Saturday = 6, Sunday = 7)
(Access level 1) · Press F1 (READY).
The functions in the system are divided into several access levels and each level is protected by an
access code. You can go from one access level to another by entering the correct access code. You can 4) The system checks the date and only accepts a correct date. The new date is displayed for a few
change the access codes by using the display on the operator panel, but you can only change the access seconds thereafter the system returns to normal status and the text CS3000 CONTROL UNIT is
codes for the present access level or a lower level. displayed.
1) Select access code function Set time

· Press F4 (MENU).
· Press F2 (CHA.CODE). (Access level 2)
The system clock is set with this function. The time must be entered as hours:
2) Enter access level Minutes: seconds on a 24-hour clock. The colon is used as a separator between each item. The colon is
· Enter an access level 1, 2 or 3. The system only accepts the current level or a lower level. If the present on function key F1 when needed.
system does not accept the level, erase it and enter a new lower level.
1) Select time function
3) Enter new access code · Press F4 (MENU) repeatedly until SET TIME is displayed on line four.
· Enter the new code, a four-digit number.

2) Set time 1) Enter zone
· Press F1 (SET TIME). · Press S
· Enter a two-digit number for hours. · Enter a section number, interval 1 - 999.
· Press F1 (:).
· Repeat this procedure for minutes and seconds. 2) Select power unit
· Press F1 (READY). · Press F4 (MENU) until power unit is displayed.
· Press F2 (POWER DATA).
3) If you want to erase one or more digits use the correction key (¬). · Enter address.
· Press F4 (MENU).
4) If the time interval is correct the system clock is changed and the text TIME CHANGED is
displayed on line three and the time on line two is updated. After a few seconds the system returns 3) EARTH FAULT TEST
to normal status and the text CS3000 CONTROL UNIT is displayed. · Press EARTH+ (F1) or EARTH- (F2).
The earth fault detection between the positive/negative connector, depending on your selection,
5. Test and earth is tested for proper function. The result of the test, 0 or 1, is displayed on line three. 0 is
equal to test failure and 1 is equal to test successful.
Lamp test
4) RAPID CHARGE
(Access level 1) · Press R.CHARGE (F4).
This test function lights all the indicators and each segment on the display for about five seconds. The rapid charging of the battery in the net unit is started. The charging continues for 30 minutes.
SAMSUNG/GASLOG/ABS
1) Press F4 (MENU).
Repeatedly until LAMP. TEST is displayed on line four.
2) Press F1 (LAMP TEST).

All segments on the display and all indicators on the control unit panel are lit. Thereafter the
system returns to normal status, the text CS3000 CONTROL UNIT is displayed.
Buzzer test
(Access level 1)
You can use this function to test the buzzer. The buzzer will sound for about 5 seconds.
1) Press F4 (MENU).
Repeatedly until BUZZER is displayed on line four.
2) Press F3 (BUZZER).
The buzzer beeps a few times. Thereafter the system returns to normal status, the text CS3000
CONTROL UNIT is displayed.
Power unit test and rapid charge of battery
(Access level 2)
This test function includes both a test of earth fault for a power unit and a rapid charge function.

6. MN3000 - Mini Repeater unit
A MN3000, mini repeater unit, can only display one fire alarm at a time. An indicator is lit if there is
more than one fire alarm in the system. The user can list all fire alarms in the system forward or
backward by use of two keys. The MN3000 also includes a local buzzer that is activated at each fire
alarm. The user can mute this buzzer from the MN3000 (local mute). All the indicators and each
segment in the display on the MN3000 are tested when the lamp test key is activated.
MN3000 panel
SAMSUNG/GASLOG/ABS
When the MN3000 panel is activated by a fire alarm the first fire alarm is shown in the display and the
local buzzer is sounding. The first two lines in the display are equal to the first line in the display on the
operating panel, as the third and fourth lines are equal to the second line on the display on the operating
panel. The text on the MN3000 display is changed whenever the text is changed on the first two lines on
the operating panel display. The MORE ALARMS indicator is lit when more than one fire alarm is
detected in the fire alarm system. The user may at any time display the other fire alarms in the system
by using the two LIST keys, the fire alarms are listed forward and backward respectively.
The user may mute the local buzzer by activating the LOCAL MUTE key all the other audible devices
are not effected.
Keys Operation
△ LIST: The previous fire alarm is shown in the display.
▽ LIST: The next fire alarm is shown in the display.
LOCAL MUTE: The local buzzer is muted but no other audible
Device is affected.
LAMP TEST: All the indicators and all the segment in the
Display is lit for a few seconds.
Indicators Description
ON LINE: Is lit when the power is on.
MORE ALARMS: LED indicating multiple fire alarms.

Illustration 3.3.4a Gas Detection System (1/2)
Gas Sampling Tube

- SUS316L, ERW, 1.0T
- Connection : Bite Type
- Passing Through Passage Way
26
Stop Valve
Passage Way
Passage Way
27
Bow
Thruster &
Main Cabinet at
FWD
Elec. Equip. Room
Pump
Room
Control Air
12 9 6 3
No.4 No.3 No.2 No.1 CL
11 Gas 8 Gas 5 Gas 2 Gas
Cofferdam
Cofferdam
Cofferdam
Cofferdam
Cofferdam
No.4 Dome No.3 Dome No.2 Dome No.1 Dome
Void (C) Engine Accommodation 10 7 4 1 Void
Liquid Liquid Liquid Liquid
Casing Space Dome Dome Dome Dome
CL
Elec. Cargo
Motor Machinery
Room Room
29
Passage Way
SAMSUNG/GASLOG/ABS
28
Key
Drain Separator
Drain Separator Control Air Line
Degassing Tank
(20, 34) Drain Line
Venting Tank Cargo No.4 No.3 No.2 No.1
Mach. Vent Vent Vent Vent
Room Mast Mast Mast Mast
Elec.
Motor 33 Deck 32 31 30
Stop Valve
in EER Room 23 22 21 Store Trunk Deck
35
Main
Cabinet
17 16 15 14 13
Bosun Store
24
CL
S/G
Room
No.4 Cargo Tank No.3 Cargo Tank No.2 Cargo Tank No.1 Cargo Tank 25 BW
Engine Room
FWD Water Bow
Void (C) Ballast Tank Thruster &
(P & S) FWD Void
Pump
Room
CW
Tank
(C) 19 18

3.3.4 Fixed Gas Sampling and Gas Detection Systems No. Location Warning Alarm
12 No.4 cargo tank IS 30% LEL 60% LEL
1. Specification
13 No.1 cofferdam 30% LEL 60% LEL
Maker Consilium Marine AB 14 No.2 cofferdam 30% LEL 60% LEL
Gas sampling system Salwico SW2020 – for Caro Area 15 No.3 cofferdam 30% LEL 60% LEL
Gas detection system CCP – for Cargo & E/R Area 16 No.4 cofferdam 30% LEL 60% LEL
Sampler GD10 infrared 17 No.5 cofferdam 30% LEL 60% LEL
0~100 % LEL (0~5 % VOL) Methane 18 Duct keel FWD 30% LEL 60% LEL
Sampling range
0~100 % Methane
19 Duct keel AFT 30% LEL 60% LEL
2. General Description 20 Gas Vent Drain Tank for Condensate 30% LEL 60% LEL
21 Cargo Machinery Room FWD 30% LEL 60% LEL
There are two completely separate gas monitoring/trip systems fitted on board. One is the fixed gas
22 Cargo Machinery Room AFT 30% LEL 60% LEL
sampling system which monitors the sampling points in the hazardous gas zone and the other is the
fixed gas detection system which monitors the non-hazardous gas zone areas. The analysing/control 23 Cargo Motor Room 30% LEL 60% LEL
units for both systems are located in the electric equipment room on A deck and are linked to the IAS to 24 Bosun Store 30% LEL 60% LEL
allow the active alarms to be viewed.
25 FWD Pump Room 30% LEL 60% LEL
In the event of a gas being detected, alarms are activated simultaneously at the IAS stations on the 26 Passage Way PORT FWD 30% LEL 60% LEL
SAMSUNG/GASLOG/ABS
bridge, cargo control room and engine control room. The alarms which sound in the engine room, motor 27 Passage Way PORT AFT 30% LEL 60% LEL
room and cargo machinery room are two-tone high pitched sirens, and there are also flashing lights that
indicate that the gas alarm has been activated. Both systems are calibrated on 100 % methane. 28 Passage Way STBD FWD 30% LEL 60% LEL
29 Passage Way STBD AFT 30% LEL 60% LEL
SW2020 Gas Sampling System 30 No.1 Cargo Tank v/v Mast 30% LEL 60% LEL
31 No.2 Cargo Tank v/v Mast 30% LEL 60% LEL
Type of Two Salwico GD True IR(Optima plus) Detector Methane 0-100% LEL
detectors 32 No.3 Cargo Tank v/v Mast 30% LEL 60% LEL
Two Salwico GD True IR(Optima plus) Methane 0-100% VOL
33 No.4 Cargo Tank v/v Mast 30% LEL 60% LEL
No. Location Warning Alarm 34 Gas Vent Drain TK for Bilge 30% LEL 60% LEL
1 No.1 cargo tank IBS (1) – Gas dome 30% LEL 60% LEL 35 Degassing Tank for Inter/After 30% LEL 60% LEL
2 No.1 cargo tank IBS (2) – Liquid dome 30% LEL 60% LEL 36 Inside Gas Sampling Cabinet 15% LEL 30% LEL
4 No.2 cargo tank IBS (1) – Gas dome 30% LEL 60% LEL
5 No.2 cargo tank IBS (2) – Liquid dome 30% LEL 60% LEL

The SW2020 gas sampling system is an automatically scanning gas sampling system, permanently The SW2020 system consists of four parts which are as follows:
installed with a number of sampling points. The gas detectors are common for all sampling points
allowing the use of high quality gas detectors with good accuracy. A gas sample is taken from each 1) Control Unit
sampling point in turn according to the sampling sequence and transported through the sampling pipe to The control unit contains all control and checking functions of the system and is located in the cargo
the gas detectors. The sampling time for each point is individually adjustable corresponding to the pipe control room.
length of each sampling point. This gives an optimal short cycle time.
2) Analysing Unit
The system is intended for the detection of explosive and toxic gases in the cofferdams, pipe tunnels, The analysing unit contains all functions for gas sampling and transportation of the test samples. A
void spaces, ballast tanks, slop tanks and other areas adjacent to the cargo tanks. The system is designed measuring point for internal monitoring of leakage is also installed in the analysing unit.
to meet the requirements of IMO/SOLAS and all classification rules.
3) Repeater Unit
Individual Sampling Point Settings The repeater unit contains a clear text display for alarm and fault messages. One unit is normally
located in the Wheel House.
Each sampling point can easily be operated from the control unit and has individual settings for:
Sampling time as a function of pipe length 4) Pipe System
Gas detectors (up to 4) connected for monitoring samples. For example: % (LEL) Lower Explosive The pipe system transports the test samples from the sampling points to the analysing unit. The pipe
Limit, vol% and ppm system includes shut off valves, flame traps, filters.
Alarm levels for low and high alarm for each detector and each sampling point
Clear text information
SAMSUNG/GASLOG/ABS
Programmable Scanning Sequence
Each sampling point can easily be operated from the control panel. For permanent installations in ballast
tanks or other areas, which may periodically be filled with fluid, a counter-pressure system
automatically protects the pipes with a gentle flow of air, preventing clogging.
The sampling time for each disconnected sampling point is deducted from the cycle time, thus reducing
the cycle time for the remaining sampling points. Gas Detection Panel (Salwico SW2020)
The SW2020 gas sampling system also allows the possibility to define the sampling sequence, enabling 3. Operation of the Fixed Gas Sampling System
certain points to be sampled more frequently.
This system consists of a pre-suction pump which draws from each of the sampling points individually
A flow fault on a sample point will activate the Automatic Pipe Cleaning System (APCS). The APCS via a suction filter and discharges into the gas sampling unit via a flame screen. An analyser pump
will first attempt to remove the cause of the flow fault by flushing the sampling pipe and then try to draws the sample in and discharges it to the infrared gas analyser and finally out to atmosphere.
obtain a new sample. The sampling point is automatically disconnected and the fault is transferred to the
fault list if the flow fault remains. There are two gas analysers fitted, both of which are in constant use, with one measuring 0 to 100%
LEL and the other measuring 0 to 100% volume. The LCD panel on the front of the main control panel
The last measured gas value for a sampling point can be viewed in the Sampling Point List. Manual displays both the LEL and the % volume readings for the point being sampled.
measurement and purge on a selected sampling point are also done from this list.
There are 37 external sampling points and one internal sampling point which is located inside the
A test gas cylinder is connected to the system for calibration of the gas detectors. analyser unit at the top of the cabinet. This internal sampling point is positioned to detect any gas due to
leaking pipework within the cabinet.

An alarm will sound and shutdown the system at 30% LEL. If a sample from any of the 37 sampling
points reaches 30% LEL, a high gas alarm will be activated on the IAS. A high-high gas alarm is
activated if the gas reading rises to 60% LEL. A complete sampling cycle takes approximately 30
minutes.
There are two vacuum switches fitted within the system, one is used for an internal leakage test and the
other for a flow failure on the transportation pump. The internal leakage test is carried out every 24
hours and consists of closing all the sampling solenoid valves and running the analyser pump. If the
vacuum switch is activated, it proves the integrity of all the pipework, valves, pump and also the
vacuum switch. An alarm sounds in the event of the vacuum switch not being activated.
The APCS is activated by a sampling pipeline becoming blocked. This will cause the pump to stop and
the automatic pipeline cleaning function to be started. This consists of purging the sampling line back to
the sampling point with dry compressed air for 15 seconds in order to clear the blockage. The pump will
then restart and try to obtain another sample. If the vacuum switch is again activated the flow failure
alarm will be activated.
There are also two pressure switches fitted within the system for monitoring the discharge pressures of
the pre-suction pump and the analyser pump. They are activated in the event of low discharge pressure
from either pump and will stop the pump and the sampling sequence, resulting in a flow failure alarm.
SAMSUNG/GASLOG/ABS
There are three calibration gas bottles located inside the analyser cabinet, one of 50% LEL, one of 100%
by volume and one of 100% N2. These are used for calibrating the two Simrad GD10 infrared gas
analysers.

Illustration 3.3.4b Gas Detection System (2/2)
Detail B Detail A
Flame Screen Weather Deck Flame Screen Weather Deck

Deck House
Gas Detection 3-Way V/V will be added on the sampling Front Wall
Point Main Cabinet line for bilge discharge line’s gas vent tank.
Filter (Analysing Unit) Gas Detection Drain Separator
Gas Venting Tank for : 4.5 Meter
Drain Separator Point
Degassing Tank : - Steam Condensate Lines
Main Cabinet
- Cooling - Bilge Discharge Line C-deck
Filter (Analysing Unit)
Water System Cargo area Main
Cabinet
Degassing Gas Venting in Elec. Equip. Room
Tank B-deck
Tank From
N2 Sealing
Vent Pipe
Trunk
Stop Valve
A-deck
Vent Mast Gas Detection Lines

(Pass through
PORT PORT Passage Way) STBD
Drain Separator
From Gas Vent Drain TanK Cargo Tank
N2 Sealing
Vent Pipe
SAMSUNG/GASLOG/ABS
Filter
Collector Cone Trunk B A

Filter
Section for Acc. Front Wall
Gas Detection
Lines
Pipe Duct Access Trunk
Safety Line (50A)
Filter
Liquid Dome
Gas Dome
Gas Detection Lines

Trunk
PORT STBD
Cargo Tank
Water Ballast Tank (P) Water Ballast Tank (S)

CL
Typical Section for Cargo Tank IBS/IS

Typical Section

Salwico Fixed Gas Detection System
Funnel Casing Area DF Engine and Generator Room

Type of Salwico GD True IR (Optima plus) with Bartec EEx Junction Box for Methane Type of Salwico GD True IR (Optima plus) with Bartec EEx Junction Box for Methane
detectors 0 ~ 100%LEL detectors 0 ~ 100% LEL
Loop, Loop,
Location Warning Alarm Location Warning Alarm
Address Address
1, 11, 1 E/R SUP. FAN NO.1 (P) E/R 2ND DK 30% LEL 60% LEL 3, 19, 1 NO.1 G/E EXH. DAMPER 30% LEL 60% LEL
1, 11, 2 E/R SUP. FAN NO.2 (P) E/R 2ND DK 30% LEL 60% LEL 3, 19, 2 ABOVE NO.1 G/E FWD PIPE DUCT AIR INLET 30% LEL 60% LEL
1, 12, 1 EM’CY GEN ROOM IN F/C A-DK (P) 30% LEL 60% LEL 3, 19, 3 CENT. OF NO.1 G/E 30% LEL 60% LEL
1, 12, 2 GCU GAS V/V TRAIN RM (F/C B-DK) 30% LEL 60% LEL 3, 20, 1 NO.1 GVU IN PORT GVU RM 30% LEL 60% LEL
1, 13, 1 E/R NATURAL EXH. VENT (P) STR-1 30% LEL 60% LEL 3, 20, 2 NO.2 GVU IN PORT GVU RM 30% LEL 60% LEL
1, 13, 2 E/R NATURAL EXH. VENT (S) STR-1 30% LEL 60% LEL 3, 21, 1 CENT. OF NO.2 G/E 30% LEL 60% LEL
EXTRACTION FAN OUTLET FOR GCU GAS V/V TRAIN 3, 21, 2 ABOVE NO.2 G/E FWD/STBD PIPE DUCT AIR INLET 30% LEL 60% LEL
1, 13, 3 30% LEL 60% LEL
RM (F/C B-DK)
3, 21, 3 ABOVE NO.2 G/E FWD/PORT PIPE DUCT AIR INLET 30% LEL 60% LEL
1, 13, 4 GCU SIDE (F/C B-DK) 30% LEL 60% LEL
3, 21, 4 NO.2 G/E EXH. DAMPER 30% LEL 60% LEL
1, 14, 1 E/R SUP. FAN NO.3 (S) E/R 2ND-DK 30% LEL 60% LEL
SAMSUNG/GASLOG/ABS
1, 14, 2 E/R SUP. FAN NO.4 (S) E/R 2ND-DK 30% LEL 60% LEL
4, 23, 1 FWD/PORT PIPE DUCT AIR INLET 30% LEL 60% LEL
Accommodation Space
4, 23, 2 FWD/PORT PIPE DUCT AIR INLET 30% LEL 60% LEL
Type of SALWICO GD NDIR CH4, Non Dispersive gas detector, Methane gases (CH4),
detectors 0 ~ 100%LEL 4, 23, 3 CENT. OF NO.3 G/E 30% LEL 60% LEL
Loop, 4, 23, 4 NO.3 GVU IN STBD GVU RM 30% LEL 60% LEL
Location Warning Alarm
Address 4, 24, 1 NO.4 GVU IN STBD GVU RM 30% LEL 60% LEL
2, 15, 1 FWD (S) ENTRANCE IN ACC. UPP-DK 30% LEL 60% LEL 4, 24, 2 CENT. OF NO.4 G/E 30% LEL 60% LEL
2, 15, 2 FWD (S) ENTRANCE IN ACC. A-DK 30% LEL 60% LEL 4, 24, 3 ABOVE NO.4 G/E FWD PIPE DUCT AIR INLET 30% LEL 60% LEL
2, 15, 3 FWD (S) ENTRANCE IN ACC. B-DK 30% LEL 60% LEL
2, 16, 1 GALLEY AIR SUP. DUCT IN A-DK 30% LEL 60% LEL Engine Room Area
2, 16, 2 S/G ROOM (N2 B. TK) 19% VOL 17% VOL Salwico GD True IR (Optima plus) with Bartec EEx Junction Box for Methane
Type of
0 ~ 100%LEL & 0 ~100% VOL, SALWICO GD NDIR CH4, Non Dispersive gas
2, 16, 3 FRESH AIR INTAKE (S) IN ACC. UPP-DK 30% LEL 60% LEL detectors
detector, Methane gases (CH4), 0 ~ 100%LEL
2, 16, 4 FRESH AIR INTAKE (P) IN ACC. UPP-DK 30% LEL 60% LEL Loop,
Location Warning Alarm
2, 17, 1 FWD (P) ENTRANCE IN ACC. B-DK 30% LEL 60% LEL Address
2, 17, 2 FWD (P) ENTRANCE IN ACC. A-DK 30% LEL 60% LEL 5, 25, 1 NO.1 G/E AFT PIPE DUCT INSIDE P GVU RM 30% LEL 60% LEL
2, 17, 3 FWD (P) ENTRANCE IN ACC. UPP-DK 30% LEL 60% LEL 5, 25, 2 NO.2 G/E AFT PIPE DUCT INSIDE P GVU RM 30% LEL 60% LEL
18, 1 W/H NAV. DK 30% LEL 60% LEL 5, 25, 3 EXT. FAN OUTLET FOR PORT GVU RM (E/R 2ND DK) 30% LEL 60% LEL
5, 26, 1 LOCAL GAS SAMPLING CABINET NO.1 INTERNAL 15% LEL 30% LEL
5, 26, 2 PORT MAIN G/E CFW EXP. TK VENT 30% LEL 60% LEL
5, 26, 3 NO.1 MAIN G/E CRANKCASE AIR VENT 10% VOL 15% VOL

6, 27, 1 NO.3 G/E AFT PIPE DUCT INSIDE S GVU RM 30% LEL 60% LEL
6, 27, 2 NO.4 G/E AFT PIPE DUCT INSIDE S GVU RM 30% LEL 60% LEL
6, 27, 3 EXH. FAN OUTLET FOR STBD GVU RM (E/R 2ND DK) 30% LEL 60% LEL
6, 28, 1 LOCAL GAS SAMPLING CABINET NO.2 INTERNAL 15% LEL 30% LEL
6, 28, 2 STBD MAIN G/E CFW EXP. TK VENT 30% LEL 60% LEL
The GS3000 fixed gas detection system consists of fixed gas detectors located within the
Accommodation space, Funnel casing area, Engine Room area, DF Engines and Generator room. The
system is a computerised, fully addressable analogue gas alarm system with analogue detectors. The
detectors are automatically tested and continuously supervised by the central unit. In the event of gas
being detected, the appropriate output channels are activated controlling the gas damping measures.
At pre-set fixed intervals, the system actively checks that all connected units are in working order and
that the contents of the system are according to its configuration.
SAMSUNG/GASLOG/ABS
All communication between the operator and the system is performed via the front panel on the control
unit. The CCP system detects gas, fault, abnormal condition or change in the system status; this is
displayed on the control unit panel. The operator can control and check a number of functions in the
system.
To make it easier for the operator to handle all the functions, they are divided into three access levels,
where each level is protected by an access code that can easily be changed by the operator.

SAMSUNG/GASLOG/ABS

Illustration 3.3.5a AOMD System Configuration
Junction Box Vision IIIA

Engine Room Oil mist Detector
01 02 03 04 05 06 07 08 09 10 11 12 13 14
GROUP #1
Power / Signal 1.0SQ X 4C, Shielded

250V L-MPYCS MAX. 200M
Ship Yard Supply
Power 24V DC
Alarm
01 02 03 04 05 06 07 08 09 10 11 12 13 14
GROUP #2
SAMSUNG/GASLOG/ABS
Ship Yard Supply

01 02 03 04 05 06 07 08 09 10 11 12 13 14
GROUP #8

Ship Yard Supply

3.3.5 E/R Oil Mist Detection System At the RUM, alarm set-points are set and alarm output relay types can be selected. Other setting or
selections necessary for system configuration are also performed at the RMU, and those configuring
Maker: Specs data can be displayed on its LCD.
1. General 3. Operation
Since oil mist could be generated on a ship either by lubrication oil, hydraulic oil or fuel oil being Measurement Date Reading
sprayed out from high pressure equipments, or having leaked out from lower pressure equipments and
contacted high temperature surfaces, locations with such probability of oil mist generation have to be Oil mist concentration data measured at detectors can be read on the RMU LCD in two ways.
considered for detector installation. One way is to read in digital figures, and the other is to read in bar-graph charts.
In general, equipments as listed below and oil connections to hose equipments should be considered 1) Ditigal figures are shown on the LCD automatically when the RMU power is turned on or by
first, although the final decision should depend on the type and design of the ship. pressing MAIN MENU 1-QZ ENT in turn from any other screen of the menu structure.
2) The bar-graph chart is shown by pressing SELECTION from the digital figure screen. By
- Steering gear pressing SELECTION again, the screen can be changed back to digital figures.
- Burner flat (port & starboard)
- FO heaters Monitoring the Dtector Status
- FO purifiers
- Main diesel engine The present mist value, peak mist value, slowdown alarm (Mist High Alarm) set value and Pre-Warning
- Turbo alternator Alarm set value of each detector can be read. Also, their status whether a detector is isolated or on a
SAMSUNG/GASLOG/ABS
- Emergency diesel generator communication fault, can be monitored.
- Compressor Push MAIN MENU, 2ABC, ENT in turn, select < 2. Detector Status > on the screen with the ▲, ▼
- FO transfer pump keys, then press ENT.
- LO transfer pump
- Incinerator Monitoring the Group Operation Status
- Hydraulic power pack room
The status of each group can be known, whether the slowdown relay is isolated or not, the group is
2. AOMD System Configuration isolated or not and the number of detectors in the group can be determined.
Press MAIN MENU 2ABC ENT in turn and on the screen select <1. Group Status > with the ▲, ▼
The AOMD System consists of detectors that are installed on engine rooms or other spaces with keys, then press ENT.
potential hazards of oil mist, junction boxes and remote monitoring units (RMU’s) which are located in
areas remote detectors such as in the control room. Reading the Event Log
A maximum of 14 detectors can make one detector group. Each cable in a detector group is routed to The history of events including alarms, operations and works done on the system is seen in the order of
and connected at a junction box, which is located near the detectors of the group. A cable the junction occurrence. Up to 3,000 events are stored. Data can be orted and displayed by the type of events.
box is then routed to and connected at the RMU. Press MAIN MENU 3DEF ENT in turn.
A maximum of eight groups can be configured in a AOMD System, allowing a total of 112 detectors to Actions on Alarm Activations
be connected.
There are four alarms that can be activated from the RMU. They are < Pre-Warning Alarm >, < Mist
The RMU receives the oil mist concentration signals (measured in mg/l) from all detectors and performs High Alarm >, < Fan Fault > (detector fan trouble), < Contamination > (detector contaminated), <
data treatments, including displaying the present concentration values of all detectors, storing all Comm. Fault > (Communication between detectors and the RMU in trouble) and < System Fault >
measured data for 12 hours, activating alarms, displaying the history data of measured values and events (Communicdation between RMU and outside system in trouble).
such as concentration alarms and fault alarms.

Illustration 3.3.5b Remote Monitoring Unit (RMU)
OIL MIST DETECTOR STATUS INDICATION
RUN ALARM FAULT
SAMSUNG/GASLOG/ABS
SYSTEM GROUP ISCLATE
FAULT
POWER DETECTOR ISOLATE
MAIN DISP MAIN MENU ALARM MGR SLECTION ON
1 2 3 4 5 ESC
,QZ ABC DEF GHI JKL
6 7 8 9 0 ENT ALARM ACK
MNO PRS TUV WXY

When an alarm is activated, a buzzer on the RMU sounds and the LED lamp corresponding to the alarm
on the RMU is lit. Also, the content of the alarm is displayed on the lower right side of the LCD.
When an alarm is activated, the operator oshould acknowledge the alarm by pressing the < ALARM
ACK > button on the RMU. Upon acknowledgement, the buzzer will stop sounding and if the alarm
status has been cleared, the LED will be turned off and the alarm message on the LCD will disappear. In
this case, the oprator can review the alarm that has been cleared in the < EVENT LOG >.
If the alarm status still exists after the acknowledgement, the LED lamp will remain lit and the alarm
message on the LCD will remain on display.
When < Pre-Warning > alarm or < Mist High > alarm is activated, the operator must immediately take
action according to the ship’s operating procedures.
The service team should be informed of other alarms concerning problems of equipment or the system
for remedical actdions.
SAMSUNG/GASLOG/ABS

3.4 Loose Fire Fighting System 2. Fire Hose Couplings
3.4.1 Fire Fighting Appliance Specifications
Hose with coupling

1. Fire Hoses
Maker: NK.CO., LTD
Standard fire hoses are constructed from woven polyester lined with a synthetic rubber to give a smooth, Inner lining: High-quality, very light synthetic rubber based on EPDM.
low friction bore. This type of hose may be polyurethane coated to provide additional abrasion Steam or hot air vulcanized.
resistance. Other higher quality hoses comprise an all synthetic woven textile reinforcement encased in Very smooth for minimum friction loss.
a PVC/Nitrile rubber, forming a unified lining and outer cover. External coating: Synthetic coating for protection from abrasion.
Flame, oil, and fuel resistant.
Cargo ships of over 1000 gross tones must have one hose for every 30m length of the vessel, plus one Properties: Seawater, weather, ageing and ozone resistant.
spare, but not less than five hoses (this number does not include any hoses that are required in the Temperature range from -40 ℃ up to + 100 ℃
engine room or boiler room). In some cases the classification may increase the number of hoses required. Bursting pressure: MIN 42 bar
The number of hoses required in vessels of less than 1000 gross tones will be determined by the Hyd. Test pressure: 24 bar
classification. Colour: Red
The permitted minimum length of a hose is 10 meters. The maximum is:
 Not more than 15 metres for machinery spaces.

SAMSUNG/GASLOG/ABS
Not more than 20 metres for other spaces and open deck.
Not more than 25 metres for other spaces and open deck of ships with a maximum breadth of 30
metres.
Stowage of Fire Hoses
Hoses must be stowed rolled, Dutch rolled (i.e., rolled from the centre, with both couplings accessible or
flaked).
Care of Fire Hoses
Hoses may chafe due to vibration; therefore they should be stowed with minimum contact within the
locker interiors. Their storage should be in dry, well ventilated conditions. Hoses are also liable to kick,
especially adjacent to the hydrant. The fire hose must be carefully lead so that kinking, which reduces
water flow, is avoided and the hose must be protected by being wrapped in rags or similar protection
where it passes over sharp edges such as door sills, hatch coamings, etc. Whenever avoidable, charged
hoses should never be dragged over rough surfaces.
<Fire Hose with Coupling>
Pressure Testing of Fire Hoses
Each hose assembly should be tested according to the manufacturer’s instructions. Typically, this will be
done annually at 50% above the working pressure. Damaged and suspect hoses must be removed from
service until an efficient repair can be affected

General
Fire fighting hoses are joined and connected to the hydrants by couplings. There are many different
types of couplings, all of which may be incompatible unless a suitable adapter is available.
Some couplings consist of a male and female section of different but compatible designs. With this type
of coupling, each hose would have a male coupling at one end and a female coupling at the other.
Couplings that have male and female parts that are identical are known as hermaphrodite couplings.
Inspection and Maintenance of Couplings
 After use, flush with clean fresh water.
 Inspect after use or at intervals of not greater than one month.
 Check any release mechanism (for example, the lugs on instantaneous couplings) for free
movement.
 Inspect the sealing rings.
SAMSUNG/GASLOG/ABS
 Use lubricants as recommended by the manufacturer. For the bolt and spring in an instantaneous
connection, lithium grease can be used.
<Fire Hose Box>

3. Fire Hose Box
4. Nozzles
Specifications
Specifications
Maker: NK CO., LTD.
Material: GRP Maker: NK CO., LTD.
Size: 460W x 560H x 190D Material: Brass
Colour: RED (Outside/Inside)
White (Name) General
FIRE HOSE BOX (Name Mark)
Weight: Approx. 8 kg When in use, the discharge end of the hose will be fitted with a nozzle so that the operator may control
the manner in which water is projected at a fire. Standard nozzle sizes are 12mm, 16mm and 19mm.
The spray nozzle must be capable of producing a plain jet without spread, and have a throw of at least
12m. The spray must produce a reasonably fine spray that forms a curtain, from behind which it is
possible to approach a fire. The spray pattern would have a diameter of about 5m at a distance of 2 m
from the nozzle.

Jet/Spray Nozzles 5. International Shore Connection
Standard type of nozzles, by which a twist grip operation is capable of shutting off the hose discharge, Specifications
or delivering it as a jet or spray according to the operator’s desire. Some diffuser nozzles also have a
water curtain capability. Maker: NK CO., LTD.
Weight: Approx. 7.2 ± 0.5 kg
Nominal
A L Weight (Approx.) N.B (Ø d) Part No.
Size General
40 A Ø 12 116N1601ME-P
Vessels of over 500 tons must carry at least one international shore connection to enable water to be
50 A Ø 70.4 293 1.8 kg Ø 16 116N1602ME-P
supplied from another vessel or from the shore to the fire main. It must be possible to use the connection
65 A Ø 19 116N1603ME-P on either side of the vessel.
Rates of Nozzles The international shore connection has a flat face flange on one side, whilst the other side consists of a
coupling that will fit the ship’s hydrant and hose. A suitable gasket, four 16 mm x 50 mm long bolts, and
When large volumes of water are used for fire fighting, consideration must be given to the stability of eight washers are required to be kept with each international shore connection.
the vessel. Compartments flooded with run-off fire fighting water may unbalance the vessel or cause it
to list dangerously.
Care of Nozzles
SAMSUNG/GASLOG/ABS
Nozzles should not be dragged along the deck or subjected to knocks and blows which would prevent a
free flow of water. Any mechanism should be lightly greased according to the manufacturer’s
instructions, always ensuring that the operation of the nozzle does not become impaired by any build up
of old grease.
<International Shore Connection>
6. Hose Reels
1) Specifications
Maker: NK CO., LTD.

Material: Mild Steel
Colour: Red
<Jet/Spray Nozzle> Weight: Approx. 3.5kg

General 7. Fireman’s Outfit-Protective Clothing
Hose reel units are found throughout the accommodation alleyways and in some service spaces. They Manufacture: Viking
are usually fixed or hinged (swinging). Very often they will be found recessed in to alleyway bulkheads Type: Two-piece suit
and stairways.
Fireman’s protective clothing is designed to protect the skin from heat radiating from a fire, from burns
The hoses are generally of 65mm nominal bore with lengths of 18 metres. and scalding by steam. They are manufactured from material which is flameproof, water resistant, and
easy to clean.
Inspection
Normally the suit will be a two-piece (jacket and trousers)
Hose reel units must be inspected at regular intervals in accordance with SOLAS requirements. The
procedure is usually as follows: The complete set consisted of:
 Ensure that the water supply to the hose is turned off.  Trousers (with braces) – worn outside of the boots.
 Jacket. Elasticised at the wrists and worn over the trousers.
 Completely run out the hose and check its general condition.  Safety helmet with chin strap and full face visor and neck curtain. The neck curtain is to be
worn outside of jacket collar.
 Check that all couplings are tight.  Gloves (heat resisting) – worn outside of the jacket sleeves.
 Helemet
 Turn on the water and open the nozzle. Check that the operation is free in all modes
SAMSUNG/GASLOG/ABS
(Spray & Jet). The clothing should be reasonably comfortable and allow the fire-fighter freedom of movement. The
wearer’s ears are not covered so that he may remain partially sensitive to the ambient heat.
 Close the nozzle so that the hose is subject to the full line pressure and check couplings, pipe work
and valves for leaks. These suits are for use in close proximity to a fire. They are not Fire Entry Suits.
Firemen’s equipment should be stored where it is easily accessible, but in positions which are not likely
to be cut off in the event of a fire. Where more than one set of equipment is carried, they should be
stored in widely separated positions.
 Axes
Manufacture: NK
Length: Max. 1300 mm, Min. 650 mm
Weight: Approx. 1.4 kg
Firemen’s axes have a short wooden or insulated handle. One side of the head has a cutting edge and the
other side a spike. A belt and pouch allows a fire-fighter to carry the axe and keep both hands free.
 Safety Lamps
Product reference: TS-26

Product description: Safety torch, primary cell powered, straight
Max surface temp. (gas): T6
Ambient temperature (gas): -20 °C to +40 °C
<Hose Reel> Weight (excl./inc. cells): 150 g/350 g

Firemen’s lamps are battery operated and must have a duration of no less than three hours. They may be
of either the hand-held type, or cap mounted. Hand-held lamps must have a belt clip, or another suitable
hands-free carrying method.
 Breathing Apparatuses
Breathing Apparatuses are to be of the Self-contained type. As with other firemen’s equipment,
breathing apparatuses must be stored in readily accessible positions which are not likely to be cut
off in the event of fire, and also stowed in widely separated positions.
8. Breathing Air Compressors
1) Specifications
Maker: Bauer
Voltage: 440V
Frequency: 60Hz
Working Pressure: 330 bar & 225 bar dual type
Capacity: Approx. 100 L/min
SAMSUNG/GASLOG/ABS
2) General
The high pressure compressors are designed to compress air for breathing as required in diving and fire
fighting applications. The Max. allowable operating pressure is 225 bar or 330 bar depending on unit.
Special air compressors intended solely for recharging compressed breathing air cylinders may be
carried. They may be either portable or fixed. The air intakes must be sited so that the ingress of water
or noxious fumes in a avoided, even in the most adverse circumstances.
<Breathing Air Compressors>

SAMSUNG/GASLOG/ABS

3.4.2 Air Breathing Apparatuses 2. Preparation for use
Manufacturer: Drager Fitting of Cylinder
1. General  Check that the valve port, and reducer handwheel threads are undamaged. And that the
connector O ring is in position and undamaged.
Compressed air respiratory protection equipment with integral plus lung demand valve, has been
researched and designed to meet the specific needs of the end user.  Place back plate in a horizontal position. Extend cylinder strap, sliding cylinder through strap,
and positioning valve port into reducer handwheel.
All variants of this product use the same carbon composite back plate and high performance first stage  Lift unit into an upright position. Screw handwheel into valve port (hand tighten only) and (if
pressure reducer fitted with a positive pressure lung demand valve. Variants are fully compatible with a fitted with it) hook anti-vibration strap to hand wheel.
range of facepiedes and compressed air cylinders.
 Return back plate to a horizontal position. Take up any slack on the cylinder strap, and pull the
strap over the cylinder. The cam lock is secured by a Velcro strap. The unit is now ready to be
activated.
SAMSUNG/GASLOG/ABS
<BA (Breathing Apparatus)>

<Fitting of Cylinder>

3. Pre-operational checks  Repeat whistle check of the above High Pressure Leak Test.
High Pressure Leak Test NOTE

Following a satisfactory whistle test, press the reset button to switch ‘Off’ the positive pressure.
 Open cylinder valve slowly but fully to pressurize system.
 Close cylinder valve and observe the high pressure gauge.
 The gauge reading must not decrease more than 10bar in 1 minute.
NOTE
Before opening the cylinder valve, press the reset button to switch ‘Off’ the positive pressure
mechanism.
Whistle Warning Unit Test
 Cover the demand valve outlet with the ball of a hand. Press the centre of the rubber cover. This
turns ‘On’ positive pressure. Vent the system by slowly and carefully lifting the ball of a hand.
Maintain a slow decrease in pressure.
 Monitor the high pressure gauge. The whistle should sound at the preset pressure of 55bar +/-
5bars.
SAMSUNG/GASLOG/ABS
 Should whistle no sound at the required pressure, the whistle may be reset as follows:
<Whistle>
With a 3mm hexagon socket key, remove the anti-tamper plug from the adjuster (1), situated in
the reducer body between the high pressure hose and medium pressure hose connections.
- Turn adjuster clockwise to increase pressure.
- Turn adjuster anti-clockwise to decrease pressure.

4. Fitting of Breathing Apparatuses
Step (3)
Step (1)  Locate the neck strap stud hole in the centre strap of the head harness.
 Extend the shoulder straps and the waist belt –carefully lift the set onto your shoulders.  Reset the oxygen demand valve by pressing the red button.
 Connect and adjust the waist belt so that the apparatus sits comfortably on your hips.
SAMSUNG/GASLOG/ABS
 Place the mask carrying strap around your neck.
Step (4)
 With the gauge in your left hand, fully open the cylinder valve with your right hand.
Step (2)
 The cylinder should not be less than 80% full.
 Lightly pull down on the shoulder straps until the back plate makes contact with your shoulders.
 Perform the High Pressure Leak Test, by fully closing the cylinder valve and ensuring that the
 Tuck the loose ends of the straps into the waist belt. pressure does not fall by more than 10 bar within 1 minute.
 The (chest strap) if fitted, should also be connected. Adjust straps to a comfortable position.

Step (5) Step (6)
 Re-open the cylinder valve.  Breath in to activate the unit.
 Remove the stud from the head harness.  Ensure that the mask seals satisfactorily on your face.
SAMSUNG/GASLOG/ABS
 Fully extend all the straps.  Inhale and exhale three times. Hold your breath and listen carefully for any leaks. There should
be no audible leaks when you are not breathing.
 Firmly push the facemask onto your face and into the chin cup.
 With the gauge in your left hand, fully close the cylinder valve with your right hand. Breathe
 With the Panorama Mask: (depicted) Firmly tighten the harness by the middle two straps. very slowly, while exhausting air from the system. The whistle should begin to sound between
Adjust top straps as required. 50 and 60 bar.
 With the F2 mask: Firmly tighten the harness by pulling out and backwards.  Continue to breathe until all the air within the mask is exhausted. The gauge should then read
 Start with the lower straps, followed by the middle two straps and top strap if required. zero, and the mask should collapse firmly onto your face.
 Turn the cylinder valve on. The breathing apparatus is now ready for use.

After Use
Step (8)
Step (7)
SAMSUNG/GASLOG/ABS
 Remove the unit by releasing the waist belt (and chest strap if fitted), and then extending the
 Reset the oxygen demand valve. shoulder straps.
 Remove the facemask by gently pulling the head harness buckles forward and lifting the mask  Remove the facemask neck strap from your neck and carefully remove the unit from your
off your face. shoulders.
 Close the cylinder valve. Activate the supplementary supply to exhaust any remaining air from  Clean the unit and recharge the cylinder in readiness for its next use.
the system.

SAMSUNG/GASLOG/ABS

3.4.3 Portable Fire Extinguishing Equipment
There are a large number of portable fire fighting appliances available on board this vessel. This section
will give a brief description of the most common types that will be encountered.
It should be noted that fire fighting on board any ship is an inherently hazardous and dangerous
operation, as the effects of smoke and heat are magnified by the steel structure which confines and
controls the direction of the spreading fire. It is therefore important that the ship’s staff have an intimate
knowledge of both the ship’s structure and the fire fighting equipment available.
Portable Extinguishers
Portable extinguishers are designed to be carried to a small fire and provide an initial fire fighting
capability. A number of the different types fitted to this vessel will be illustrated here. It is noted that all
of the extinguishers are red in colour, irrespective of the fire fighting medium contained inside. It is
therefore essential that before attempting to tackle a small fire with one of these appliances, that the
correct one for the emergency is used.
A common feature on all of the portable extinguishers fitted is the use of an anti-tamper seal. This seal is
usually made of plastic or lead, and is fitted to the extinguisher after it is filled. It must be removed prior
SAMSUNG/GASLOG/ABS
to operating the unit, and in this way provides a swift visual indication that the unit may not be full.
Listed below are the types of extinguisher that are fitted on board.
1. CO2 Fire Extinguishers
General
The portable CO2 extinguishers fitted to this vessel have a capacity of 5 kg and store liquid CO2 at very
high pressure, and are therefore constructed as high pressure gas storage bottles. (The cylinders on this
vessel are pressure tested to 250 bar before they are put into service.)
Care should be taken when discharging any CO2 extinguisher as the reduction of pressure from the
extinguisher storage pressure to atmospheric pressure reduces the temperature of the gas to such an
extent that anything in contact with the gas freezes. This includes the discharge horn which is used to
direct the flow of gas onto the fire. Most horns have a safe area to hold, but some do not, and the
operator should be aware of this fact whenever using one of these extinguishers.
<Portable CO2 Fire Extinguisher (5kg)>
The CO2 extinguishers are painted red colour and are commonly found in areas with a high risk of
electrical fire (such as switchboard rooms), where CO2 extinguishers are particularly effective.

- 5kg CO2 Fire Extinguishers 2. Foam Fire Extinguishers
Operating Instructions for CO2 Fire Extinguishers
For Class B and C fires: Oils, Grease, tars, oil base paint, lacquers, flammable gases and electrical
equipment.
1) Grasp safety pin and pull to remove.
2) Pull out horn and aim at base of flames.
3) Squeeze the handle and lever to discharge extinguisher onto fire.

(Replace extinguisher if after use total weight reduction is more than 10%.)
1 2
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3
<Operating Instructions for CO2 Fire Extinguishers>
<Portable Foam Fire Extinguisher (9L)>

General 1 2
The foam extinguishers fitted are 9 and 45 litres, and are cartridge operated. The extinguishers use
AFFF foam chemical concentrate with water to produce a foam blanket. The small extinguishers are
fitted with an internal CO2 cartridge and are operated in a similar way to the CO2 extinguisher
previously described.
Although AFFF is the type of foam extinguisher used on this vessel, it is not unknown to find protein-
based foam in these extinguishers, even when they are new. It is very important that the correct foam is
put in an extinguisher, or it will not operate correctly. The foam extinguishers are painted red colour and
3
are commonly found in machinery spaces where there is a risk of fire caused by a liquid spill.
- 9L Foam Fire Extinguishers
Operating Instructions for 9L Foam Fire Extinguishers
For Class A and B fires: Wood, paper and flammable liquids.

4
SAMSUNG/GASLOG/ABS
2) Squeeze the handle and lever to activate the internal gas cartridge. Release the lever for approx.
(4) seconds. (Wait (4) seconds to allow pressure to build-up sufficiently with-in the
extinguisher.)
3) Aim nozzle at fire.
4) Squeeze the handle and lever again to discharge foam and extinguish any flames.
Recharging method for 9L Foam Fire Extinguishers
Extinguishers must be completely discharged before removing the head cap. Extinguishers
should only be recharged by a competent person, using only materials specified by manufacturer.
a) Remove head cap and CO2 cartridge. Fit charged CO2 cartridge (75g Max.).
b) Refill extinguishgydslaer with 9 litres of premix foam solution (1 litre of 6% AFFF, mixed with <Operating Instructions for 9L Foam Fire Extinguishers>
8 litres of clean water). Screw head cap on tightly and renew sealing.
WARNING
It is dangerous to use anything other than the recommended refill. It is important that only those
recharging materials specified on the extinguisher label be used. The use of any other recharging
material may impair the efficiency or cause malfunction of the extinguisher.

- 45L Foam Fire Extinguisher 1
Operating Instructions for 45L Foam Fire Extinguisher
For Class A and B fires: Wood, paper and flammable liquids.
1) Grasp hose by handle and extend from extinguisher to desired length.
2) Aim nozzle at fire. Open the pilot cylinder valve by rotating valve on top
of unit counter-clockwise.
2
3) Discharge foam and extinguish any flames.
<Operating Instructions for 45L Foam Fire Extinguisher>

<Portable Foam Fire Extinguisher (45L)>

Recharging Method for 45L Foam Fire Extinguishers
1) Extinguishers are to be serviced annually and discharge tested on a four yearly rotation.
2) Use only spares and refilling materials as specified by the manufacturer/supplier.
3) Service in clean dry conditions.
4) Squeeze handle of discharge nozzle to ensure release of all gas pressure within main of cylinder
extinguisher.
5) Remove head cap using special releasing tool or rubber hammer.
NOTE
If gas pressure is apparent upon movement of head cap, allow to vent before full removal.
6) Empty extinguisher’s contents into a clean container. Check the weight and measure the
contents. If the quality is poor, discard and empty any remaining residue.
7) No corrosion or damage should be visible on extinguisher, either internally or externally.
SAMSUNG/GASLOG/ABS
Remove from service if corrosion is visible.
8) Remove discharge hose. Check for blockages and operation of discharge nozzle.
9) Remove pilot cylinder and check that weight is full when compared to weight on label. If loss
of contents is more than 10%, replace with a new cylinder.
NOTE
Ensure replacement CO2 cylinder is filled with correct weight of CO2 gas propellant.
10) Check ‘O’ ring seal on closure, replace if required.
NOTE
The pressure release device is factory set. Do not adjust it.
11) Replace head cap and tighten with special tool or rubber hammer.
12) Fit service record label and record details.

3. Dry Powder Extinguishers
General
The dry powder extinguishers fitted to this vessel are 9 kg in size, and are fitted with an internal CO2
cartridge similar to those fitted in the foam extinguishers. These extinguishers have high fire ratings
(excellent fire extinguishing ability) and with ABC powder (as fitted on this ship), can be used in almost
any location, as they are suitable for fighting all types of fires.
There are many modern ships at sea which have only dry powder extinguishers on board. The only
drawback to powder extinguishers is the resulting mess left by their use. This is particularly true when
used to fight electrical fires.
Dry powder extinguishers are painted red in colour and are commonly found in areas where multiple
risks exist, such as in machinery spaces, etc.
SAMSUNG/GASLOG/ABS
<Portable Dry Powder Fire Extinguisher (9kg)>

- 9kg Dry Powder Fire Extinguishers 1 2
Operating instruction for dry powder fire extinguisher
For Class A, B and C fires: Ordinary combustibles, flammable liquids and electrical.
2) Squeeze the handle and lever to activate the internal gas cartridge. Release the lever for approx.
(4) seconds. (Wait (4) seconds to allow pressure to build-up sufficiently with-in the
3
extinguisher.)
3) Aim nozzle at fire.
4) Squeeze the handle and lever again to discharge foam and extinguish any flames
SAMSUNG/GASLOG/ABS
<Operating instruction for dry powder fire extinguisher>

Recharging Method for Dry Powder Fire Extinguishers 2) 9 L, 45 L foam fire extinguishers
1) To remove the cap assembly and CO2 cartridge from the cylinder, grasp the cap assembly and Weigh CO2 cylinder annually. Refill cartridge if weight is 10% less than specified weight.
turn it counter clock wise. Check that the hose and nozzle are free of any obstructions. Check seal wire. It must be intact.
Keep extinguishers out of direct sunlight as much as possible.
2) Pull out the entire cap assembly and CO2 cartridge from the cylinder.
3) 9 kg dry powder fire extinguisher
3) Attach a new CO2 cartridge to the cap assembly. Fill the cylinder with dry powder.
Weigh CO2 cylinder annually. Refill cartridge if weight is 10% less than specified weight.
4) Reinsert the cap assembly with new CO2 cartridge into cylinder and tighten by turning it Check that the hose and nozzle are free of any obstructions. Check seal wire. It must be intact.
clock wise. Keep extinguishers out of direct sunlight as much as possible.
1 2 3 4 Any extinguisher that has remained in one place for more than (6) months without being moved,
should always be turned upside down and then right side up again before being operated.
Special Fire Extinguisher Warnings

Spa re
Powder
1) In the event that the safety pin has been removed prior to using the extinguisher:
- Put the safety pin back only into the holes of the top lever.
SAMSUNG/GASLOG/ABS -
-
Check the space between the plunger the top lever.
Do not apply pressure to the bottom lever while inserting the safety pin into the holes of
the top lever, as this will activate the gas cartridge inside the extinguisher.
2) After using an extinguisher:
- In the case of dry powder extinguishers, discharge any residual gas in order to prevent
<Recharging Method for Dry Powder Fire Extinguishers> the hardening of any dry powder left inside the extinguisher.
4. Maintenance and Warning - After discharging any residual gas, lock the levers together by re-inserting the safety
pin into the holes of both the top and bottom levers.
Maintenance of Fire Extinguishers
- Store any empty extinguishers with the safety pin in, locking the top and bottom levers
1) 5 kg CO2 fire extinguishers together.
Weigh CO2 cylinder annually. Refill cartridge if weight is 10% less than specified weight.
Check that the hose and nozzle are free of any obstructions. Check seal wire. It must be intact.
Keep extinguishers out of direct sunlight as much as possible.

5. Portable Foam Applicator
General
Fire fighting foam is a stable collection of small bubbles of lower density than oil or water. It has a
tenacious quality enabling it to seal horizontal surfaces. Air foam is made by mixing air into a water
solution containing a foam concentrate. Foam flows freely over a burning liquid surface and forms a
tough, air-excluding continuous blanket to isolate volatile, combustible vapours from the air.
It resists disruption due to wind and draught, or heat and flame attack, and the foam ‘blanket’ is capable
of resealing after an incursion. Fire fighting foams retain these properties for relatively long periods.
Hydrant Valve
Applicator
Fire
SAMSUNG/GASLOG/ABS
Main
Fire Hose
Pick Up Tube
Liquid Foam
Container
<Portable Foam Applicator>
Operating Instructions for Foam Applicator
1) Connect fire hose with fire hydrant valve outlet.
2) Connect foam applicator with fire hose.
3) Insert the tip of the pick-up tube into the liquid foam container.
4) Open fire hydrant valve and aim applicator at base of fire. Refill foam after complete or partial
use.

SAMSUNG/GASLOG/ABS

Illustration 3.5.1a E/R Fire, Deck Wash & Water Spray System
Eductor Driving Water Line

FD646F
Eductor Overboard Line

Funnel Base
HB
E/R Casing
FD139F FD140F
B Deck
HB Comp. Air Charging
PCHL
FD141F FD142F PP035
FD641F A Deck FD642F PI PS
(50) HB (50) MC
(80)
Auto
ST : 8.0 bar ST/SP
HB FD143F FD144F HB SP : 9.0 bar
(200)
(200)
FD105F FD104F PI PI WS404F
Upper Deck Sett.
HB Upper Deck (50) 9.9 bar (50)
(100) (50) Hyd. WS405F

(80)
Tank Fire Line Pressurizing
FD146F FD145F (2 m3) Jockey Pump
FD129F FD130F FD119F FD120F FD107F FD108F
(50) (50) (50) (50) (2.0 m3/h x 9.0 bar)
HB HB HB HB
2nd Deck
To S/G (65)
LO
FD171F WS401F
Room (150)
(200)
FD148F FD147F
(50) (50)
FD131F FD132F (50)
FD121F FD122F (50)
FD109F FD110F MC
FD151F PI PI BG086F S
Control Air
HB HB HB HB Direct
3rd Deck (150) (200)
No.1 Main No.2 Main BG082F BG081F Bilge Suction
(50)
BG101F
SAMSUNG/GASLOG/ABS
Gen. Room Gen. Room
(100)
(80)
(80)
(80)
No.1
FD150F FD149F FD133F FD134F FD123F FD124F FD111F FD112F ZS BG083F
Main Cross-over Line

(50) (50) (50) (50)
BG084F
HB HB HB HB 4th Deck
(100)
(100)
(125)
From FW Tank
Bilge, Fire & G/S Pump
FD128F FD127F FD115F FD116F FD125F FD126F FD113F FD114F
(150)
(100)
(50) (50) (50) (50) (Self-priming Type)

(P) (S) (245.0/150.0 m3/h x 3.5/9.0 bar)
HB HB HB HB
Floor BG087F Control Air
FD103F S
(200) (200) From Main
MC
To Soot Drain (65)
BG085F Bilge Line
FD151F PI PI
Eductor
(150) (200) (200) (150)
AFT Center PORT STBD WS402F

BG101F
(100) (200) No.2
ZS
Water Spray System
FD106F
Fire Main System
PI PT Fire Pump
(180.0 m3/h x 9.0 bar)
To Hull Part
To Hull Part
Sett. PICAL
ZI ZI
To Bilge Well 6.5 bar MM103 For
MM105 MM104
Fire Pump MC
(200)
(200)
Auto Start
ZS PI PI ZS
(150) (200)
FD103F WS403F
LO LO
FWD BHD
Caution
(400)
(200)
This valve should be

Key closed after use of
Sea Water Line ballast stripping eductor
C/D
FD164F
FD163F
driving water & Water Spray Pump

LC
Fresh Water Line fresh water rinsing. (1,700.0 m3/h x 9.0 bar)
Cont. Air Line LO PI PI LO
Bilge/Drain Line (450) (450)
HB : Steel Basket FD162F FD161F WS061F

3.5 Fire Fighting Systems  The sea water pipe for anchor washing
3.5.1 Fire and Deck Wash System Bilge, Fire & G/S Pumps and Fire Line Pressurising Jockey Pump
1. Specifications The No.1 bilge, fire & G/S pump (located on the floor in the engine room) are permanently set for use
on the fire and deck wash system with the discharge and suction valves always being left open during
Bilge, Fire & G/S Pump normal operations. Sea suction for the pumps is taken from the sea water crossover main that connects
to the sea chests.
Maker: Naniwa Pump Mfg. Co., Ltd.
Model: FB2V-250-2 The No.2 bilge, fire & G/S pump also has a direct bilge suction from the engine room port forward bilge
Type: Vertical Centrifugal Pump well. Normally however, the bilge suction valves on the pump are kept closed, as supplying oily bilge
Capacity: 245 m3/h x 3.5 bar water to the fire fighting system could result in oil being fed to a fire.
150 m3/h x 9.0 bar
Motor output & speed: 132, 39 kW/1750, 1150 rpm WARNING
Number of sets: 2 When using the bilge, fire & G/S pumps, always ensure that the suction valves to the bilge main and
forward bilge wells are closed. Any oily bilge water supplied to the water spray system could result in
Emergency Fire Pump oil being added to a fire.

The fire main is pressurized at between 8.0 and 9.0 bar by means of a sea water hydrophore tank which
Model: FBWHV-250
is maintained under pressure by means of the fire line pressurizing jockey pump.
SAMSUNG/GASLOG/ABS
Type: Vertical Centrifugal Pump
Capacity: 580 m3/h x 120 MWC
The jockey pump is normally set for automatic start and stop operation. Pressure switches are fitted on
Motor output & speed: 325 kW/1750 rpm
the sea water hydrophore tank to pressurize the fire main line. The fire pump will start when the fire
Number of sets: 1
main pressure is below 8.0 bar.
Fire Line Pressurising Jockey Pump

Emergency Fire Pump

The emergency fire pump which is located in the bow thruster room, is dedicated as the emergency
Model: EB2H-32D
pump for fire fighting requirements, e.g. failure of fire pumps, flooding of engine room, etc. The pump
Type: Horizontal Centrifugal Pump
is vertical, centrifugal, self-priming with an electric motor, and has its own dedicated sea chest.
Capacity: 2 m3/h x 9.0 bar
Motor output & speed: 5.5 kW/3500 rpm
The emergency fire pump can be started from:
Number of sets: 1
 The IAS on the bridge
 The fire control station (FCS)
The fire and deck wash system can supply sea water to the following:
 The CCR
 The fire hydrants (Engine room, Deck, Accommodation)
 The local starter panel
 The cargo manifolds water curtain system
 The deck wash sea water system
 The bilge eductor for chain locker, bosun store, bow thruster room and void

Illustration 3.5.1b Fire and Deck Wash System
FD591F Air Eliminator (15A)

FD592F
Trunk Deck
(40) To No.7 Bilge Eductor To No.5 Bilge Eductor (40)
FD541F
To Accommodation FD670F
FD599F
(80) in Passage Way in Passage Way FD565F FD563F
Hydrants (250) (250) (25)
On Trunk
Deck (50) (50) (50) (50) (50) (50) (50) (50) (50) (50)
FD545F
FD558F
FD529F
FD523F
FD535F
FD551F
(50) (50) (50) (50) (50) (50) (50) (50) (50) On Trunk Deck
FD675F
FD573F
FD597F
HR
HR
HR
HR
HR
HR
FD571F FD569F FD567F SW Cooling Line
for Windlass
FD531F
FD560F
FD556F
FD553F
FD549F
FD543F
FD539F
FD537F
FD533F
FD527F
FD525F
FD521F
FD547F
FD580F
On Trunk
FD501F Break Disc
NO
(250) Deck
On Trunk (250)
HB
HB
HB
HB
HB
HB
HB
HB
HB
HB
HB
HB
HB
Deck
PI
(150)
FD561F FD502F
From Fire Pump (200)
M PS PI Hawse
in Engine Room FD575F Pipe
Cofferdam
Cofferdam
Cofferdam
Cofferdam
HB
HB
Engine Accommodation DCP Tank House (P)
FD554F
FD557F
Casing Space DCP Tank House (S)
FD503F
M PS PI Hawse
Pipe
Cargo Mach. Room (150)
FD504F
HB
(250)
HB
HB
HB
HB
HB
HB
HB
HB
HB
HB
(250)
FD579F
HR
FD583F
FD532F
FD544F
FD540F
FD538F
FD534F
FD528F
FD526F
FD522F
FD548F
FD550F
NO
FD555F
(250)
FD572F FD570F
HR
HR
(50) FD568F
HR
HR
HR
HR
On Trunk FD598F
FD552F
FD546F
On Trunk Deck
FD676F
Deck
FD530F
FD524F
FD536F
FD559F
FD574F (50) (50) (50) (50) (50) (50) (50) (50)

(50) (50) (50)
(250) (50) (50) (50) (50) (50) (250) (50) (50)
SAMSUNG/GASLOG/ABS
(25)
To Accommodation
FD600F
(250)
(40) To No.8 Bilge Eductor To No.6 Bilge Eductor (40) FD566F FD564F
Hydrants in Passage Way in Passage Way FD671F FD542F
Trunk Deck
Local Push Button

Key Near Fire Water Monitor FD594F
Fire Main Line Fire Water Monitor
Near Dry Power Monitor (Manifold AFT) FD593F
(250)
Drain Line
FD501F(P)
HB : Hose Box with Fire Hose,
FD504F(S)
Nozzle & Connection Spanner FWD
HR : Hose Reel Type Near the Bosun Mooring
FD561F
Store Entrance Deck FD502F(P)
FD503F(S)
HB
HB
FD512F
FD510F
Sett. 9 bar
To A ccommodation To A ccommodation for Press.
(65)
Hydrants Hydrants Reg. Valve
(50) (50)
(250) (100)
(80) (150)
To No.2 Bilge Eductor (40) (150) (50)
FD588F
FD587F
LO FD505F
for Bosun Store
FD507F
FD683F FD681F PI (40) To No.1 Bilge Eductor
FD674F FD506F
Fire Main Fire Main To Deck Scupper CL (50) for Chain Locker
HR
(250A) Trunk (250A) FD682F
HR
(250) (250)
WG522F FD573F FD574F WG526F FD684F BW

(15) (15)
FD541F FD542F
Cofferdam
(80) From Fire Pump (200) (80)
(25) in Engine Room (25) Water Curtain Bow Thr. &

FD575F FWD PumpRoom (250)
Drain Pipe Drain Pipe for Cargo Manifold
FD515F FPT
(50)
HR (C, Void)
MC
CF022
LO
PI PI FD513F
FD517F
FD672F FD673F
FD511F FD516F FD514F
EMCY Fire Pump
(580 m 3 /h x 120 MWC)

Fire Water Supply 4) Connect a G/S air hose to the air charging inlet valve and pressurize the hydrophore tank with
general service air until the level in the tank reaches the bottom of the glass. Full air pressure in
The deck fire main has a main isolating valve FD575F before the port and starboard main isolating the tank should now be reached.
valves (FD573F and FD574F). Section isolator valves on each side at regular intervals along the deck,
further allow any part of the system to be supplied or isolated from either side of the ship. 5) Repeat steps 2) & 3) until the tank reaches full pressure. The level in the gauge should be
approximately half way up. Air and water may be alternately vented and drained to establish the
All hydrant valves are normally kept in the closed position, with the isolating valves on the ring main correct level.
kept in the open position at all times (except for when there is a need to isolate a section of the ring
main for any reason). 6) The sea water hydrophore tank is now operational, and the fire line jockey pump can be
selected to AUTOMATIC operation.
When in the terminal, under normal operating conditions, the fire main will be under pressure, ready to
supply the manifold water curtain. The hoses will also be run out as a fire precaution. 7) Each of the hydrants can be individually opened in turn to vent air from the system.
3. Operating Procedure After the hydrants have been vented, the fire main system is ready for operation. The fire line
pressurizing jockey pump should now continuously maintain the pressure in the fire main system.
Preparation for Use of the Fire and Deck Wash System
Procedure for Supplying Sea Water to the Fire and Deck Wash System
NOTE
The fire main must be maintained under pressure at all times by the use of the hydrophore tank unit The fire pump, bilge, fire & G/S pumps, which is located in the engine room, can all supply water to the
and fire line pressurizing jockey pump. The fire main should be already flooded before the sea water system through suction from the sea water main. The sea water main must therefore be open and
SAMSUNG/GASLOG/ABS
hydrophore unit is started. operating to ensure a steady supply of sea water for fire fighting. It will be assumed then, that the fire
main is operational and fully pressurised by the fire jockey pump.
Operating Procedure for Sea Water Hydrophore Unit
The fire mains are run in the under deck passage along the port and starboard sides of the vessel. At
The sea water hydrophore unit valves will be set as follows: strategic locations along the deck, hydrant connectors are provided so that all areas of the deck may be
reached by water spray from the hoses. The fire and deck wash main supply the cargo manifold side
Valve Description Position shell water curtain.
WS404F Fire line pressurizing jockey pump suction valve Open
To operate the system, proceed as follows:
FD104F Fire line pressurizing jockey pump discharge valve Open
FD105F Hydrophore tank outlet valve Open 1) Ensure that all manual intermediate isolating valves along the fire main on the main deck are
open.
To operate the sea water hydrophore unit, proceed as follows:
2) Open first the deck main isolating valve FD575F, and then the port and starboard main isolating
1) Check that the sea water main suction is flooded with sea water, and that the high or low sea valves FD573F and FD574F. These three valves are located at the front of the accommodation
suction valves are open. Check that all hydrant valves are closed. Check that the hydrophore block and are manually operated by extended spindles. Ensure that all hydrant outlet valves are
tank gauge valves are open. closed.
2) Open jockey pump suction valve WS404F from the sea water main, and pump discharge valve 3) Ensure that the valves are set as in the following table to supply sea water to the fire and deck
FD104F. wash system.
3) Open tank outlet valve FD105F. With the fire line jockey pump, fill the hydrophore tank until
the water level gauge on the tank reads full; and then stop the jockey pump.

Illustration 3.5.1b Fire and Deck Wash System
FD591F Air Eliminator (15A)

FD592F
Trunk Deck
(40) To No.7 Bilge Eductor To No.5 Bilge Eductor (40)
FD541F
To Accommodation FD670F
FD599F
(80) in Passage Way in Passage Way FD565F FD563F
Hydrants (250) (250) (25)
On Trunk
Deck (50) (50) (50) (50) (50) (50) (50) (50) (50) (50)
FD545F
FD558F
FD529F
FD523F
FD535F
FD551F
(50) (50) (50) (50) (50) (50) (50) (50) (50) On Trunk Deck
FD675F
FD573F
FD597F
HR
HR
HR
HR
HR
HR
FD571F FD569F FD567F SW Cooling Line
for Windlass
FD531F
FD560F
FD556F
FD553F
FD549F
FD543F
FD539F
FD537F
FD533F
FD527F
FD525F
FD521F
FD547F
FD580F
On Trunk
FD501F Break Disc
NO
(250) Deck
On Trunk (250)
HB
HB
HB
HB
HB
HB
HB
HB
HB
HB
HB
HB
HB
Deck
PI
(150)
FD561F FD502F
From Fire Pump (200)
M PS PI Hawse
in Engine Room FD575F Pipe
Cofferdam
Cofferdam
Cofferdam
Cofferdam
HB
HB
Engine Accommodation DCP Tank House (P)
FD554F
FD557F
Casing Space DCP Tank House (S)
FD503F
M PS PI Hawse
Pipe
Cargo Mach. Room (150)
FD504F
HB
(250)
HB
HB
HB
HB
HB
HB
HB
HB
HB
HB
(250)
FD579F
HR
FD583F
FD532F
FD544F
FD540F
FD538F
FD534F
FD528F
FD526F
FD522F
FD548F
FD550F
NO
FD555F
(250)
FD572F FD570F
HR
HR
(50) FD568F
HR
HR
HR
HR
On Trunk FD598F
FD552F
FD546F
On Trunk Deck
FD676F
Deck
FD530F
FD524F
FD536F
FD559F
FD574F (50) (50) (50) (50) (50) (50) (50) (50)

(50) (50) (50)
(250) (50) (50) (50) (50) (50) (250) (50) (50)
SAMSUNG/GASLOG/ABS
(25)
To Accommodation
FD600F
(250)
(40) To No.8 Bilge Eductor To No.6 Bilge Eductor (40) FD566F FD564F
Hydrants in Passage Way in Passage Way FD671F FD542F
Trunk Deck
Local Push Button

Key Near Fire Water Monitor FD594F
Fire Main Line Fire Water Monitor
Near Dry Power Monitor (Manifold AFT) FD593F
(250)
Drain Line
FD501F(P)
HB : Hose Box with Fire Hose,
FD504F(S)
Nozzle & Connection Spanner FWD
HR : Hose Reel Type Near the Bosun Mooring
FD561F
Store Entrance Deck FD502F(P)
FD503F(S)
HB
HB
FD512F
FD510F
Sett. 9 bar
To A ccommodation To A ccommodation for Press.
(65)
Hydrants Hydrants Reg. Valve
(50) (50)
(250) (100)
(80) (150)
To No.2 Bilge Eductor (40) (150) (50)
FD588F
FD587F
LO FD505F
for Bosun Store
FD507F
FD683F FD681F PI (40) To No.1 Bilge Eductor
FD674F FD506F
Fire Main Fire Main To Deck Scupper CL (50) for Chain Locker
HR
(250A) Trunk (250A) FD682F
HR
(250) (250)
WG522F FD573F FD574F WG526F FD684F BW

(15) (15)
FD541F FD542F
Cofferdam
(80) From Fire Pump (200) (80)
(25) in Engine Room (25) Water Curtain Bow Thr. &

FD575F FWD PumpRoom (250)
Drain Pipe Drain Pipe for Cargo Manifold
FD515F FPT
(50)
HR (C, Void)
MC
CF022
LO
PI PI FD513F
FD517F
FD672F FD673F
FD511F FD516F FD514F
EMCY Fire Pump
(580 m 3 /h x 120 MWC)

4) Ensure that the valves are set as in the table below: Isolating valves on sections of the deck fire ring main are kept in the open position at all times, except
when there is a need to isolate a section of the fire main for any reason. The hydrant valves are normally
Valve Description Position kept in the closed position.
FD163F Cross connection valve to water spray system Locked Closed
To operate the deck fire main, proceed as follows:
FD106F System drain valve Closed
WS401F No.1 bilge, fire & G/S pump suction valve Locked Open
1) Check that the fire main is pressurised using the hydrophore tank and fire line pressurising
BG082F No.1 bilge, fire & G/S pump direct bilge suction Closed jockey pump as previously described. When system is fully pressurised, check that the
BG084F No.1 bilge, fire & G/S pump fresh water suction Closed emergency fire pump is set for operation and that the bilge, fire & G/S pumps are set for
FD101F No.1 bilge, fire & G/S pump discharge valve to fire main Open automatic operation.
No.1 bilge, fire & G/S pump discharge valve to ballast
FD171F Closed 2) Open the deck fire main isolating valves. Set the valves as in the following table:
eductor
WS402F No.2 bilge, fire & G/S pump suction valve Open
BG087F No.2 bilge, fire & G/S pump bilge suction Closed Valve Description Position
FD102F No.2 bilge, fire & G/S pump discharge valve to fire main Open FD575F Isolating valve from engine room Open
No.2 bilge, fire & G/S pump discharge valve to ballast FD573F Port main isolating valve Open
BA172F Closed FD574F Starboard main isolating valve Open
eductor
No.1 bilge, fire & G/S pump discharge to ballast FD571F Port remotely operated fire safe isolating valve Open
FD141F Closed
educator driving line FD569F Port isolating valve after of cargomanifold Open
SAMSUNG/GASLOG/ABS
No.2 bilge, fire & G/S pump discharge to ballast FD567F Port cargo manifold isolating valve Open
FD152F Closed
educator driving line
FD565F Port isolating valve forward of cargo manifold Open
FD563F Port isolating valve at forward cargo tank Open
5) At the IAS, and at the respective switchboard starter panels, ensure that the selected pumps are
set as ON in order to allow the pumps to be operated remotely. Start the main fire pump or the FD675F Port isolating valve at forward on trunk deck Open
selected bilge, fire & G/S pump on high speed. FD572F Starboard remotely operated fire safe isolating valve Open
FD570F Starboard isolating valve after of cargomanifold Open
6) After connecting the fire hose, open the desired hydrant valves on the fire main. FD568F Starboard cargo manifold isolating valve Open
FD566F Starboard isolating valve forward of cargo manifold Open
CAUTION
FD564F Starboard isolating valve forward cargo tank Open
At least one outlet on the system should be opened to allow flow through the pump in use. This
will help to avoid over heating and cavitation of the pump. A general service water outlet for the FD676F Starboard isolating valve forward on trunk deck Open
anchor wash will be the most suitable for this.
3) Start the bilge, fire & G/S pumps.
Procedure for Operating the Deck Fire Main
4) The bilge, fire & G/S pumps can now be stopped as the deck fire main is pressurised. Place the
The deck fire main is a ring main, and therefore all of the hydrants can be supplied with water; with the bilge, fire & G/S pumps in manual mode after confirming that the jockey pump is holding the
exception of any hydrants located between closed valves. pressure in the fire main.
The fire and deck wash system is comprised of the fire hydrants on the fire ring main running along the Bow Fire Main System
main deck, and the fire hydrants along the accommodation block. Branch lines from the fire main
system in the engine room directly supply the fire hydrants in the AFT deck areas and the funnel uptake Flushing water at the hawse pipes is supplied by the fire main. Supply the cooling water to the port
block. hawse pipe valve FD502F and starboard valve FD503F. The chain locker bilge eductor is supplied with
operating water through valve FD505F.

Illustration 3.5.1c Accommodation Fire Hydrant System (1/2)
Upper Deck Plan A Deck Plan B Deck Plan

FD609F
HB
(50)
FD601F FD605F (80)
FD641F (80)
(80) HB HB (80)
HB (50) (50)
(80)
(80)
(50)
Fresh FD611F FD587F

Water (50) HB (80) (80)
Tank (P) (50) A
(80)
(80) FD607F
HB
From (50)
(50)
Engine
FD603F
FD644F Room
(50)
HB
(50)
HB
APT
Mooring Engine Accommodation Engine Accommodation Engine Accommodation
Deck Casing Casing Casing
HB
FD604F
From FD608F
(50)
Engine HB
Room (50)
(50)
FD612F FD588F
Fresh D
Water HB (80) B
(50)
Tank (S)
(80)
C
FD642F (125) (80)
FD606F
(125) FD602F HB (250)
(80)
HB (125) (50) (50)
(50) (50) HB
(50) (125) (80) FD610F
SAMSUNG/GASLOG/ABS
HB
(50)
C Deck Plan
D Deck Plan
Upper Deck Plan FD613F
HB
(50)
(80)
(80) (50)
Swimming Pool (80)
FD644F FD615F (80)
HB HB
FD619F (50)
(50) (50)
(80) HB
(50) (80)
From Fire & Wash
D
Steering Gear Room FD645F Deck Line
HR
(50) From Engine Room
Swimming Pool C/D
(100)
Engine Accommodation
AP Tank Casing
BC506F Deck
Key To Scupper FD618F

Pipe FD620F (50) HR
Fire Main Line CW Tank (50)
FD616F HB
Drain Line HB
(50) (50) (80)
(50)
HB : Hose Box with (80)
(50)
Fire Hose, (80)
(80)
Nozzle & Connection (80)
Spanner FD614F
HR : Hose Reel Type HB
(50)

Accommodation Block The pump can be started and stopped from the wheel house, fire control station, foam room, or local
starter.
The accommodation block fire hydrants on the port and starboard sides are supplied with water from the
fire main as required. The swimming pool is filled from the deck fire main. On the navigation bridge
deck, air eliminator valves are equipped at the upper most parts of the fire main. The swimming pool is
also filled from the fire main.
NOTE
Every hydrant valve should be operated at least once every two months. During fire drills and normal
deck washing procedures, use of all deck valves should be performed. In this way, the opening of
valves at frequent intervals will help ensure that their movement will be free should they be required
during an emergency.
Fire Hose Boxes
Each fire hydrant has a hose box located close to it. A fire hose and nozzle, with a standard hydrant
fixture, is located inside of each box. After each use, the hoses and nozzles should be thoroughly
flushed with fresh water and must then be correctly stowed in their boxes. A scheduled periodic check
should be carefully made for any signs of wear or damage, and hoses and nozzles should be quickly
replaced if necessary.
Cargo Manifold Water Curtains

SAMSUNG/GASLOG/ABS
The fire main, which is pressurised by the bilge, fire & G/S pumps, supplies water from the fire main to
both the port and starboard cargo manifold side curtains. In the event that the G/S pump is needed, it
will be run at high speed in order to supply adequate volume. Two manually operated valves, one at
each end of each water curtain, are equipped to supply the water curtains and also allow fresh water
supply to them.
The Port water curtain valves are: FD670F & FD541F
The Starboard water curtain valves are: FD671F & FD542F
4. Emergency Fire Pump Operation
Operation of the pump is as follows:
1) Ensure that the emergency fire pump suction strainer is clear and confirm that the pump’s
discharge valve FD513F and suction valve FD511F are open.
2) Close the emergency fire main drain valve FD514F.
3) Ensure that power is available to the pump starter panel.

Illustration 3.5.1d Accommodation Fire Hydrant System (2/2)
PS
Foam Room
E Deck Plan Engine Casing (200)
Nav. Bri. Deck Plan To Engine Room
NC (15)
PS
To No.1 Main (65)

(50) G/E Room (P) NC
(50) PS Hand Pump Foam
(50)
To No.2 Main Liquid
FD630F (65)
Drum
FD621F PI G/E Room (S) NC
Air Eliminator PS Flex. Hose
HB FD625F
(50) (50) HB (50)
To No.1 Purifier (65)
FD623F
Room (P) NC
FD646F
PS Filling Connection
with Blind Flange Breather
HB To No.2 Purifier (65) (250)
(40) Valve
(50)
Room (S) PS NC Level
Gauge
(65)
SAMSUNG/GASLOG/ABS
IGG Room
PS NC PS
Board Foam Tank
GCU Gas Valve
NO
NO
(25)
(65) (4.3m3)
Train Room
PS NC
FD641F(P) FD642F(S) (80)
(40)
(50) (50) NC
(40) NO NO
FD622F (40) Foam
HB FD631F FD624F (40) Proportioner NO NO NC
(50) (50)
From Engine HB (50) Steeling NO
Room Air Eliminator Gear (40)
FD626F PI Room
NC
(50) (40)
FD660F
(50) (40) NO
(15)
NC
(50)
(40)
NC NO NO From
(40) (250) (250) EMCY
(40) FD654F Firre
Pump

SAMSUNG/GASLOG/ABS

Illustration 3.5.2a Water Spray System
Cargo Manifold (P)

For CL013
/023/033
SP602F SP601F
SP553F
043F
SP571F
(200) No.3 Group (150) (65) (65)
(80) (80)
SP552F
(200) No.4 Group (150) (125) (125) (100)
SP572F SP524F
(100)
(40)
(25)
(100)
SP532F
(80)
(40)
(250)
SP541F
SP513F
(80)
(80)
For SP523F
(80)
(40)
For (40)
SP543F
SP542F
SP522F
SP521F
CS701F
SP512F
SP511F
CL701F,
CG704/ SP531F
From Water (400) (80) 705/706 (80)
For
(80) (80)
Spray Pump in CG075F
707/708F,
For
Cofferdam
Engine Room CG703F
CS702/703F
Engine
SP554F
For CL700F
Void (C) (25)
Casing Accommodation CG700F/701F/
(50)
(50)
(50)
(300)
(50)
702F
Space (300)
SP573F (80) (25)
Cofferdam
Cofferdam
Cofferdam
(125)
For
CS700/
071F
Cargo Mach.
Room
(80)
(80)
Side Wall (80) (80)
(FWD & AFT, PORT only)
(65) (65)
SP604F SP603F
For CL014
/024/034
044F
SAMSUNG/GASLOG/ABS
(80) Cargo Manifold (S)
(65)
(80)
(100)
(80)
(50) (50)
(100) (100) (40) Key
(40) Sea Water Line
(150) (65)
(80)
(25) (250) (300) (125) (50)
(80)
(50)
(80)
(400)
(50)
(80)
From Water Spray Pump (80) (80)
in Engine Room
(100)
(80) (80)
(125)
(100)
(40) (40)
(65) (65)
W/H Top
(65) To No.3/4 (125)
Nav. Deck
(80)
Group
(80) (80)
(100)
E Deck
(125)
(80) (80)
Steering GearRoom
(100)
(200)
(80) (80) D Deck
(400)
(100)
(125) (200) (125) C Deck
SP575F
(300)
B Deck Void (C)
SP579F
SP576F
SP574F SP544F
Water Spray Pump
A Deck
The area protected by

rundown from higher Main Deck
spray areas. CW Tank

3.5.2 Water Spray System SP571F Supply to group 3 water spray system Open
SP572F Supply to group 4 water spray system Open
1. Specifications
SP575F Supply to group 5 water spray system Open
Water Spray Pump
3) Start the engine room pump either from the IAS screen or from the emergency panel and supply
Maker: Naniwa Pump Mfg. Co., Ltd. water to the water spray system. This pump must be selected as remote at the local selector
Type: Vertical Centrifugal Pump switch in order to allow it to be started from the IAS screen.
Model: C4V-400B
Number of sets: 1 NOTE
Rated out-put: 1700 m3/h x 9.0 bar The water spray system should always be rinsed with fresh water after use.
Motor output & speed: 780 kW/1150 rpm
The sea water spray nozzle is arranged as shown below:
Group 1 (Total: 4873.2 litres/min.)
The accommodation front wall, cargo machinery room & electric motor room outside wall, cargo Name/Object Number Nozzle Q’ty Actual flow (L/min)
manifold areas, liquid / gas domes & valves, lifeboat area, lifeboat embarkation area and emergency Navi. Deck (914.7 litres/min.)
escape routes are protected by water spray from the effects of fire, gas leakage, or liquid spill. There is
FWD wall 1/4K-BRASS24 23 434.7
one (1) 1700 m3/h x 9.0 bar Water Spray Pump, located on the bottom platform in the engine room,
PORT wall 1/4K-BRASS24 10 189.0
delivering to the spray rails across the accommodation block front, port and starboard, cargo machinery
SAMSUNG/GASLOG/ABS
ST’BD wall 1/4K-BRASS24 10 189.0
room sides and deck domes/manifolds. They are grouped into five sections as follows:
E-Deck (1228.5 litres/min.)

Group 1 Accommodation front wall area
Group 2 Cargo machinery room & Elec. motor room outside wall service FWD wall 1/4K-BRASS24 31 585.9
Group 3 Cargo manifold area (P&S) service PORT wall 1/4K-BRASS24 17 321.3
Group 4 Liquid / Gas dome & valves service ST’BD wall 1/4K-BRASS24 17 321.3
Group 5 Lifeboat area & Lifeboat embarkation area & Emergency escape routes
D-Deck (1365.0 litres/min.)
Each group main spray rail has a remotely operated hydraulic isolating valve operated from the FCS, the FWD wall 1/4K-BRASS27 31 651.0
CCR and manually at the local side. The spray pump can be started locally, from the wheelhouse, the PORT wall 1/4K-BRASS27 17 357.0
FCS, the CCR and on the main deck close to the accommodation exits. ST’BD wall 1/4K-BRASS27 17 357.0
3. Operating Procedure C&B&A-Deck (1365.0 litres/min.)

C-Deck FWD wall 1/4K-BRASS27 31 651.0
It is assumed that the sea water main suction valves at the sea water valve chest(s) are open to provide C-Deck PORT wall 1/4K-BRASS27 17 357.0
sea water suction. C-Deck ST’BE wall 1/4K-BRASS27 17 357.0
B-Deck FWD wall Protected by rundown of higher spray nozzle
1) All intermediate isolating valves along the water spray system on the deck must be open. A-Deck FWD wall Protected by rundown of higher spray nozzle
2) Set up the group valves as shown in the table below: Group 2 (Total: 2105.0 litres/min.)
Name/Object Number Nozzle Q’ty Actual flow (L/min)
Valve Description Position Cmr, Emer- Upper (1065.5 litres/min.)
SP574F Supply to group 1 water spray system Open 1/4K-BRASS24 15 283.5
FWD wall
SP573F Supply to group 2 water spray system Open 1/2HH-BRASS35W 1 26.0

PORT wall 1/4K-BRASS24 25 472.5 OJN964 1/2HH-BRASS30W 1 26.0

AFT wall 1/4K-BRASS24 15 283.5 OJN965 1/2HH-BRASS30W 1 26.0
Cmr, Emer- Middle(1039.5 litres/min.) Group 4 (Total: 4772.0 litres/min.)

FWD wall 1/4K-BRASS24 15 283.5 Name/Object Number Nozzle Q’ty Actual flow (L/min)
PORT wall 1/4K-BRASS24 25 472.5 No.4 Liquid Dome Area (942.0 litres/min.)
AFT wall 1/4K-BRASS24 15 283.5 1FF-BRASS25 5 570.0
OJN501
1/2HH-BRASS30W 7 175.0
Group 3 (Total: 3048.0 litres/min.) OJN502 1-1/4FF-BRASS50 1 197.0
Cargo Manifold Port Side (1468.0 litres/min.) No.4 Gas Dome Area (477.0 litres/min.)
OJN901 1-1/4FF-BRASS50 1 197.0 OJN551 3/4HH-BRASS6W 1 58.0
1-1/4FF-BRASS50 1 197.0 OJN553 1/2HH-BRASS30W 1 25.0
OJN905
3/8HHSJ-BRASS15082 1 65.0 1FF-BRASS35 1 160.0
OJN554
OJN912 1/2HH-BRASS35W 1 26.0 1/2HH-BRASS40W 6 204.0
OJN903 1-1/4FF-BRASS50 1 197.0
1-1/4FF-BRASS50 1 197.0
OJN906
SAMSUNG/GASLOG/ABS
3/8HHSJ-BRASS15082 1 65.0 No.3 Liquid Dome Area (1042.0 litres/min.)
OJN913 1/2HH-BRASS35W 1 26.0 1FF-BRASS25 5 570.0
OJN601
OJN908 1/2HH-BRASS35W 1 26.0 1/2HH-BRASS30W 7 175.0
OJN909 1/2HH-BRASS35W 1 26.0 OJN602 1-1/4FF-BRASS50 1 197.0
OJN910 1/2HH-BRASS35W 1 26.0 OJN604 1/2HH-BRASS30W 4 100.0
OJN911 1/2HH-BRASS35W 1 26.0
No.3 Gas Dome Area (113.0 litres/min.)
Cargo Manifold ST’BD Side(1580.0 litres/min.) OJN651 3/4HH-BRASS6W 1 58.0
1-1/4FF-BRASS50 1 197.0 OJN653 1/2HH-BRASS30W 1 25.0
OJN955
3/8HHSJ-BRASS15082 1 65.0
OJN952 1-1/4FF-BRASS50 1 197.0 No.2 Liquid Dome Area (945.0 litres/min.)
OJN956 1-1/4FF-BRASS50 1 197.0 1FF-BRASS25 5 495.0
3/8HHSJ-BRASS15082 1 65.0 OJN701
1/2HH-BRASS30W 7 175.0
OJN953 1-1/4FF-BRASS50 1 197.0 OJN702 1-1/4FF-BRASS50 1 197.0
OJN958 1/2HH-BRASS35W 1 26.0
OJN959 1/2HH-BRASS35W 1 26.0 No.2 Gas Dome Area (107.0 litres/min.)
OJN960 1/2HH-BRASS35W 1 26.0
OJN751 3/4HH-BRASS6W 1 51.0
OJN961 1/2HH-BRASS35W 1 26.0
OJN753 1/2HH-BRASS40W 1 30.0
OJN970 1/2HH-BRASS35W 1 26.0
OJN753 1/2HH-BRASS35W 1 26.0
OJN971 1/2HH-BRASS35W 1 26.0
OJN962 1/2HH-BRASS45W 1 34.0
OJN963 1/2HH-BRASS30W 1 26.0

No.1 Liquid Dome Area (138.0 litres/min.)

OJN804 1/2HH-BRASS35W 1 26.0
OJN805 1/2HH-BRASS35W 1 26.0
OJN806 1/2HH-BRASS35W 1 26.0
OJN807 1/2HH-BRASS45W 1 34.0
OJN808 1/2HH-BRASS35W 1 26.0
1FF-BRASS35W 5 495.0
OJN801
1/2HH-BRASS30W 7 175.0
OJN802 1-1/4FF-BRASS50 1 197.0
No.1 Gas Dome Area (1112.0 litres/min.)

OJN851 3/4HH-BRASS6W 1 51.0
OJN852 1/2HH-BRASS40W 1 30.0
OJN853 1/2HH-BRASS35W 1 26.0
Group 5 (Total: 4840.0 litres/min.)

Lifeboat & EM’CY Excape Routes (PORT) (2420.0 litres/min.)
SAMSUNG/GASLOG/ABS
LIFEBOAT AREA (TOP)
LIFEBOAT AREA (SIDE1)
LIFEBOAT AREA (SIDE2) 1-1/4FF-BRASS70 5 1380.0
EM’CY ESCAPE ROUTES 3/8HHSJ-BRASS15082 8 520.0
LIFEBOAT EMBARKATION
3/8HHSJ-BRASS15082 8 520.0
AREA UPPER DECK
Lifeboat & EM’CY Excape Routes (ST’BD) (2420.0 litres/min.)

LIFEBOAT AREA (TOP)
LIFEBOAT AREA (SIDE2) 1-1/4FF-BRASS70 5 1380.0
EM’CY ESCAPE ROUTES 3/8HHSJ-BRASS15082 8 520.0
LIFEBOAT EMBARKATION
3/8HHSJ-BRASS15082 8 520.0
AREA UPPER DECK

Illustration 3.5.2b Water Spray Nozzles
Maker: ILJIN
"FF" Type Fogjet Spray Nozzle "HH-W" Type Fulljet Spray Nozzle
A A
S.S.CO. FULLJET
B
B
Capacity (L/Min) Dimensions Capacity (L/Min) Spray Angle (DEG) Dimensions

Connection Capacity Material Part No Nozzle Type Connection Capacity Material
Part No Nozzle Type
Size Size 1 bar 2 bar 3 bar 5 bar 7 bar 10 bar A (mm) B (mm) Size Size 1 bar 2 bar 3 bar 5 bar 7 bar 10 bar 0.3 bar 0.7 bar 6 bar A (mm) B (mm)
WS 1200 003 02 05 1FF-Brass25 NPT 1 25 57 81 99 127 151 180 WS 1200 004 02 06 1/2HH-Brass30W 30W 13.4 18.1 22.0 25.0 27.0 29.0 114 120 108
29.5 42
WS 1200 003 02 06 1FF-Brass35 NPT 1 35 80 113 138 178 210 252 WS 1200 004 02 07 1/2HH-Brass35W 35W 15.6 21.0 25.0 29.0 32.0 34.0 114 120 108
Brass NPT 1/2 35.0 21.0
WS 1200 003 02 07 1-1/4FF-Brass50 NPT 1-1/4 50 114 161 197 255 300 360 WS 1200 004 02 08 1/2HH-Brass40W 40W 17.8 24.0 29.0 33.0 36.0 39.0 114 120 108
31 53 Brass
WS 1200 003 02 08 1-1/4FF-Brass70 NPT 1-1/4 70 160 225 275 355 420 500 WS 1200 004 02 09 1/2HH-Brass45W 45W 20.0 27.0 33.0 37.0 41.0 44.0 114 120 110
SAMSUNG/GASLOG/ABS
WS 1200 004 02 11 3/4HH-Brass6W NPT 3/4 6W 31.0 42.0 51.0 58.0 64.0 69.0 114 120 112 40.5 27.0
"K" Type Floodjet Spray Nozzle
A B
Capacity (L/Min) Spray Angle (DEG) Dimensions

Part No Nozzle Type Connection Capacity Material
Size Size 0.7 bar 1 bar 1.5 bar 2 bar 3 bar 4 bar 0.5 bar 1.5 bar 4 bar A (mm) B (mm)
WS 1200 005 02 01 1/4K-Brass24 24 9.2 10.9 13.4 15.5 18.9 22.0 115 131 144
NPT 1/4 14.3 34.0 Bronze
WS 1200 005 02 02 1/4K-Brass27 27 10.3 12.3 15.1 17.4 21.0 25.0 119 135 148

SAMSUNG/GASLOG/ABS

Illustration 3.5.3a Dry Powder System (1/3)
Local Release Cabinet

DP
No.3 Dry Monitor

Powder
Unit
No.2 Dry No.1 Dry

Powder Powder
Unit Unit
Cofferdam
Cofferdam
Cofferdam
Cofferdam
Cofferdam
Accommodation DP DP DP DP DP DP DP DP DP DP
Space
No.10 No.9 No.8 No.7 No.6 No.5 No.4 No.3 No.2 No.1
Hose
Cabinet
SAMSUNG/GASLOG/ABS
Elec.
Motor
Room
Cargo
Machinery
Room
No.4 Dry
Powder
Unit Monitor
DP
Local Release Cabinet
Key
DP : Dry Powder Releasing Cabinet with Hose
DP : Dry Powder Releasing Cabinet for Monitor

3.5.3 Dry Powder System
1. Calculation
1) Dry Powder Capacity Required
a) Three (3) Hand Hoses:

3.5 kg/sec. x 60 sec. x 110% x 3 units = 693.0 kg
b) Three (3) Hand Hoses:
3.5 kg/sec. x 60 sec. x 110% x 3 units = 693.0 kg
c) One (1) Monitor:
25 kg/sec. x 60 sec. x 110% x 1 unit = 1650.0 kg
Two (2) Hand Hoses:
3.5 kg/sec. x 60 sec. x 110% x 2 unit = 462.0 kg
Total 2112.0 kg
d) One (1) Monitor:

25 kg/sec. x 60 sec. x 110% x 1 unit = 1650.0kg
Two (2) Hand Hoses:
3.5 kg/sec. x 60 sec. x 110% x 2 unit = 462.0 kg
SAMSUNG/GASLOG/ABS
Total 2112.0 kg
2) Number of Expellent Gas Cylinders (68 L, N2, 130 kg/cm2)
40 L of expellent gas per 1 kg of dry powder for 630 kg, 2112 kg discharge.
<Dry Powder System Monitor>
a) Three (3) Hand Hoses = 5 Bottles/unit
b) Three (3) Hand Hoses = 4 Bottles/unit
c) One (1) Monitor / Two (2) Hand Hoses = 11 Bottles/unit
d) One (1) Monitor / Two (2) Hand Hoses = 11 Bottles/unit
<Deck Dry Powder Hose Cabinet>

<Dry Powder System Monitor Release Cabinet>

Illustration 3.5.3b Dry Powder System (2/3)
Fire Control Station PORT (Main)

STBD PORT
R No.1 (P) No.2 (S)
Key
R
Nitrogen
(65)
Nitrogen and Sodium
No.1 (S)
No.2 (S)
No.2 (P)
No.1 (P)
Bicarbonate
R
CO2
Upper Inlet
N2 Gas Line
R Symbol Description
No.1 Con. V/V

Lower Inlet (40) Valve (Normal Close)
N2 Gas Line
Globe V/V W/Hose Valve (Normal Open)
Fitting Air Conn.
Line R
Tank P/G Primary P/G
Cargo Control Station Release Control Cabinet
(40) To Hand Hose Cabinet
STBD PORT No.9
Selection Valve
Hand Hose Cabinet
No.7 Non-Return Check Valve
No.1 (S)
No.2 (S)
No.2 (P)
No.1 (P)
R Pneumatic Constant Pressure Valve

Valve for and Filter
SAMSUNG/GASLOG/ABS
Crossover
No.3 Tank Unit PORT (2,000L) R Regulator
R Regulator (Selection Valve)
(80)
Main Regulator
R
R Main Discharge Valve

R
Ball Valve
Safety Valve (for Tank)
Cylinder
R
Upper Inlet Cylinder with Vent Bleed

N2 Gas Line R Hand Hose Cabinet Control Valve
No.8
No.1 Con. V/V
Lower Inlet (40) To Hand Hose Cabinet

N2 Gas Line No.10 Hand Hose
Globe V/V Hose
Fitting Air Conn. Dry Powder Nozzle
Line (Ball Valve Type)
Instruction Chart
STBD (Main)
No.1 (S) No.2 (P) Pressure Gauge
Dry Powder
R with Root Valve
(65) Vent Bleed
R
No.4 Tank Unit STBD (2,000L)

2. Main System d) Open ball valve.
Dry power fire extinguishing system for cargo area. The system is designed to protect the above deck e) Aim the hose nozzle for fire fighting.
exposed cargo area including product piping according to the rules of DNF (F-AMC) and SOLAS (IGC
CODE). f) Now system is operated.
The system is comprised following main components. 3) In Case of Failure of a Dry Powder Tank Unit
 2 pcs independent 2000L dry powder unit charged with 2112.0 kg a) Close No.1 ball valve.
 2 pcs independent 800L dry powder unit charged with 693.0 kg b) Open another cylinder valve.
 2 pcs 25 kg/s dry powder monitor located at the cargo manifold. c) Open No.2 ball valve.
 The monitor can be locked in positions to cover the side of cargo manifold in use. d) Another tank should operate.
 2 pcs release control cabinet (outdoor) are located next to each monitor, and 4 pcs release e) If system fails to operate, go to dry powder tank room and follow emergency operation
control cabinet (indoor) are at a cargo con. room & fire control station. procedure.
 10 pcs hose stations, each comprising a 33m hose with 3.5 kg/s hand pistol and release station. Manual Operating (Emergency)
3. Operating Procedure
To Operate Dry Powder

SAMSUNG/GASLOG/ABS 1) Open Manual Valve for Crossover to Allow Back-up from the Other Tank.
2) If the Selection Valve for Monitor (PORT or ST’BD) is Not Open. Please Open the Valve
Manually.
1) Monitor Release Control Cabinets
3) Open Manual All Cylinder Valve (Port or ST’BD).
a) Open the door.
After Use of System
b) Open one cylinder valve.
1) Set No.2 Control Valve to “CLOSE” Position. Close Main Valve.
c) Open No.1 ball valve (PORT or ST’BD).
2) Set Inlet Valve to “CLOSE” Position.
d) Now system is operated.
3) Set No.1 Control Valve to “N2 STOP” Position. Stop Pressurizing Dry Chemical Container.
e) If system fails to operate or fire suppression fails, follow below procedure.
4) Dissipate Remaining Gas in Dry Powder Tank from Vent Valve.
2) Hand Hose Cabinets
5) Set N2 Vent Valve to N2 Vent Position.
a) Open the door.
6) Set No.1 Control Valve “Normal Position”. → Dissipate Remaining Gas in N2 Cylinder from
b) Pull out the full length of hose (33m). N2 Vent Valve.
c) Open one cylinder valve. 7) Return Valve to Normal Positions after All Nitrogen Gas has been Dissipated.
Illustration 3.5.3c Dry Powder System (3/3)
R
R Key
(40) Nitrogen
Nitrogen and Sodium
Bicarbonate
CO2
Upper Inlet
N2 Gas Line Symbol Description
No.1 Con. V/V
Lower Inlet Hand Hose Cabinet Valve (Normal Close)

N2 Gas Line No.4
Globe V/V W/Hose Valve (Normal Open)
Air Conn.
R
Fitting
Line (40) To Hand Hose Cabinet
No.6 Release Control Cabinet
Selection Valve
R
Non-Return Check Valve
(40) To Hand Hose Cabinet
R No.2
Constant Pressure Valve
and Filter
SAMSUNG/GASLOG/ABS
No.2 Tank Unit FWD (800L) R Regulator
R Regulator (Selection Valve)
Main Regulator
R
R Main Discharge Valve

R
(40) Ball Valve
Safety Valve (for Tank)
Cylinder
Upper Inlet Cylinder with Vent Bleed

N2 Gas Line Hand Hose Cabinet Control Valve
R No.3
No.1 Con. V/V
Lower Inlet
N2 Gas Line
(40) To Hand Hose Cabinet Hand Hose
Globe V/V W/Hose No.5
Fitting
Air Conn. Dry Powder Nozzle
Line (Ball Valve Type)
Instruction Chart
Pressure Gauge
Dry Powder
R with Root Valve
(40) To Hand Hose Cabinet Vent Bleed
R
No.1
No.1 Tank Unit FWD (800L)
8) Recharge N2 Cylinders. 4) Unscrew Clamping Device for the Propellant Gas Cylinder.
9) Refill Dry Chemical Agents to Dry Tank. 5) Remove Propellant Gas Cylinder. And Replace It by a Charged One.
To Operate Agitation 6) Remove Clamping Device and Fasten It Slightly by Means of the Hexagon Nut.
1) Set No.2 Control Valve to “CLOSE” Position. 7) Unscrew Protecting Cap and Align the Propellant Gas Cylinder. Draw Up the Hexagon Nut at
the Clamping Device.
2) Manually Discharge N2 Cylinders by Hook Down of Actuator Lever Fore Cylinder Valve After
Taking Out the Safety Pin and Stop It. 8) Insert Connecting Line and Screw Union Nut onto the Cylinder Valve (Pay Attention of the
correct Position of the Sealing).
3) Do Not Pressurized More Than 15 kg/cm2 (14.7 BAR) by Main Regulator Automatically. But
Need to Check. 9) Tighten the Union Nut at the Connecting Line.
4) Open Vent Valve, and Slowly Vent Out the N2 Gas in the Tank. Keep Venting Out Until the
Tank Pressure is Reached to the Atmospheric Pressure. 10) Mount the Opening Cylinder onto Quick Opening Valve.
5) After Finish of the Venting Return Control Valve, Vent Bleed into the Original Position. 11) Screw the Protecting Cap onto Supporting Ring.
6) After Agitation, Please Recharging the N2 Gas to Cylinder.
Re-Charging of Dry Powder Extinguishant

SAMSUNG/GASLOG/ABS
1) Remove the Blind Flange of Dry Powder Tank. During the Working to Loosen the Bolts and
Nuts of the Blind Flange, if Blowing-Off of Gas should be Found, Await until the Gas has been
Throughly Exhausted.
2) Fill Dry Powder Storage Tank with the Specified Quantity of Dry Powder Agent Through The
Manhole. The Dry Powder Agent to be Re-Charged should be of Sodium Bicarbonate Never
Use Other Type of Dry Powder Agent.
3) Upon Completion of Re-Charging of Dry Powder Agent, the Bolt and Nuts of the Blind Flange
should be Tightly Fastened.
Re-Charging of N2 Gas
1) Remove Release Actuator from Cylinder Valve.
2) Unscrew Union Nuts of the Connecting Line at the Cylinder Valve and if Blowing-Off of Gas
should be Found, Await until the Gas has been Remove Connecting Line. (Be Careful wit the
Sealing)
3) Screw the Protecting Cap onto Propellant Gas Cylinder.
Illustration 3.5.4a CO2 System
To Open Air
Local CO2 Room
P P P P P P P
Control Cap
Cylinder Cabinet
TD TD TD
P P P
M M
2 Bottles 2 Bottles 3 Bottles

Control Valve Cabinet
f F d D b B
PG PS
a d e
b d f
P
Paint Chemical Oil/Grease

Store Store Store
a A c C
SAMSUNG/GASLOG/ABS
e E
Alarm Signal
& Vent Stop
Require Q'ty of Cylinder
* Total : 7 Bottles
- Paint Store : 3 Bottles
Main Power Supply - Chemical Store : 2 Bottles
AC 220V, 60 Hz - Oil Grease Store : 2 Bottles
EMCY Power Supply
AC 220V, 60 Hz
Detail
No.2
No.1
Paint Store Outside of Paint Store Chemical Store Outside of Chemical Store Oil/Grease Store Outside of Oil/Grease Store
(1 ea) Release Control Cabinet (1 ea) Release Control Cabinet (1 ea) Release Control Cabinet
Paint Store Chemical Store Oil/Grease Store
M M M M M M
E E E
Ex A Ex C Ex E
(1 ST) B (1 ST) D (1 ST) F
3.5.4 CO2 Flooding System The CO2 cylinders in the system are also fitted with valves to relieve any excess pressure caused by
excessive heat. However, to avoid this type of release, the cylinders should be located in areas where the
Maker: NK Co., Ltd ambient temperature will not exceed 55 °C, and also out of direct sunlight.
Type: High Pressure
Capacity: 7 cylinders each containing 45 kg In case of contact with any of the gaseous extinguishing agents contained in the system (which may
cause low temperature burns), thoroughly irrigate the affected areas with clean water, apply clean
1. General dressings, and seek immediate medical attention by a trained professional.
2. CO2 Flooding System

WARNING
DANGER OF ASPHYXIATION
The CO2 flooding system is employed as a means of depriving a fire of oxygen and thereby
Never re-enter a CO2 flooded area until it has been thoroughly ventilated and confirmed to be safe.
extinguishing it. Depending on the environment, from 35 % to 50 % by volume of the oxygen within a
protected space is depleted upon the release of CO2. Although CO2 is not generally considered to have a
Central Total Flooding System (Engine Room Area)
high level of toxicity itself, it can still be very dangerous because of the low level of oxygen within a
protected space after its release. Upon activation of the system, asphyxiation of any personnel within a
Gross Mixing Min. CO2 Q’ty Required
protected space is a possibility and a very real danger. The system therefore has built in safe guards to
NO. Protected Space Volume Ratio
prevent the automatic release of CO2 into a protected space while it is occupied. Prior to CO2 being In kg In 45 kg cylinder
(m3) (%)
released into a protected space, an audible CO2 alarm sounds, and the alarm is raised on the IAS. The
systems can only be activated manually to help protect against the accidental release of CO2. 1 Oil/Grease Store 121 40 % 86.43 2
2 Chemical Store 121 40 % 86.43 2
SAMSUNG/GASLOG/ABS
Prior to release of any CO2 system, always ensure that no personnel are within the protected space.
3 Paint Store 159 40 % 113.57 3
Always first make a visual check of the area to ensure that no one who may be injured or unconscious
remains inside. Conduct a muster to ensure that all personnel are present and accounted for. Supplied CO2 - - - 7
Operation of the system is initially achieved from the fire control room, the CO2 room or any of the
local release control cabinets located outside the main door of each protected space by:
 Opening a release control cabinet door

 Pulling down the handle for the control cylinder CO2 main valve
 Opening the release valve cabinet(s) (alarms will sound)
 Pulling down the handle within the release valve cabinet for the CO2 cylinders to the protected
space(s)
WARNING
The system must never be activated until any missing persons are accounted for and known not to be
within the space where the CO2 is to be released.
The system is designed to allow discharge of the required number of cylinders into the protected spaces
individually or simultaneously if needed. A certain number of cylinders are required in order to achieve
the correct concentration of CO2 within each of the protected spaces. The exact number of cylinders
required is determined by the largest protected compartment plus one spare. When the release system is
activated for a specific space, only the required number of cylinders for that space are released.
Illustration 3.5.4b CO2 Cabinet
Release Cabinet Supply Cabinet
Slow Leak Valve Slow Leak Valve
Pressure Gauge Pressure Gauge
Sign Release Cabinet Sign Supply Cabinet
Cylinder CO2 Ass., 2.68L Cylinder CO2 Ass. 2.68L
Instruction Sign Instruction Sign

Sequential Release Unit
Ball Valve 2 1 Microswitch Ball Valve
Tube Fittings Φ8
SAMSUNG/GASLOG/ABS Cable Gland
High Press CO2 System

Tube Fittings Φ8
Slow Leak Valve
Pressure Gauge
Sign Release Cabinet
Cylinder CO2 Ass., 2.68L
Instruction Sign
Sequential Release Unit
Ball Valve 2 1 Microswitch
Tube Fittings Φ8 Cable Gland
3. Release Control Cabinets 2) Release Control Cabinet
Discharge of CO2 for the central bank systems and sub-systems into the protected spaces is initially a) Open the door. – Alarms will be activated.
achieved manually from the release control cabinets located in the fire control room, the CO2 room, or b) Ensure all personnel have vacated the protected space.
the individual release cabinets in the local independent areas. When a release control cabinet is operated, c) Close vents, doors and hatches.
the cylinder release valves and the main discharge valves to the protected spaces are activated as pilot d) Open one cylinder valve.
CO2 is directed to the selected areas. e) Open valve No.1 & No.2 – Vent fans will be stopped. After main valve open.
f) The system is operated.
Each of the CO2 release control cabinets has two isolation ball valves. Small bore pilot gas pipe work
connects one of the isolation valves to the cylinder bank to open the cylinders, and the other to open the In case of failure local areas at the outside go to the CO2 room immediately. And follow the same
line valve to the protected spaces. procedure as above.
A pilot CO2 delay unit equipped on the pipeline to the main storage bottles allows for a time delay of 6. In the Event of Fire in Local CO2 Room
approximately 30 seconds between the actuation of the main cylinder release isolating valve and the
operation of the cylinder release valves. Evacuation of personnel in the protected spaces is aided by the Go to the control cylinder cabinet located at the fire control station and follow instructions.
time delay this offers after the CO2 release alarm is sounded.
1) Key Box
Upon opening a release control cabinet door, audible and visual CO2 alarms are activated along with
their relevant equipment trips, and the ventilation fans in the protected area stop as the main valves are a) Break the glass.
opened. When the isolation control valves are in the open position, the release cabinet doors cannot be b) Take the key.
SAMSUNG/GASLOG/ABS
closed.
2) Control Valve Cabinet
WARNING
Release of CO2 into any space must only be considered when all other options have failed and then only a) Open the door.
on the direct instructions of the Master. b) Ensure all personnel have vacated the protected space.
c) Close vents, doors and hatches.
4. Trips and Alarms d) Open valve No.1 & No.2
e) Open one cylinder valve.
Upon opening the door of any release cabinet, the relative alarm switches for the protected space(s) will f) Go to the control cylinder cabinet.
automatically activate visible signal lights and audible electric horns. Additionally, electrical trips which
isolate electrical equipment in the protected spaces will activate, and the pneumatic dampers will shut. 3) Control Cylinder Cabinet
NOTE a) Open the door.

As a matter of safe operating practice, all personnel should familiarize themselves with the alarm and b) Open one cylinder valve.
trip signals, and be aware that the electrical trips activated vary with each system that is activated. c) The system is operated.
5. In the Event of Fire in Local Areas If not, follow emergency operation on instruction chart.
Go to the release control cabinet located at the protected enterance and follow instructions.
1) Key Box
a) Break the glass

b) Take the key
7. Emergency Operation
In case of failure in operation of the system from the control cabinet, go to the CO2 room.
1) Ensure all personnel have been evacuated from the space to be flooded with CO2.
2) Confirm oil pumps / purifiers stopped, doors and hatches closed.
3) Open the relevant main valve. (Confirm all vent fans stoped.)
a) Hand wheel type: Open by rotating the wheel to anti-clockwise.
4) Go to the cylinder and open the cylinder valve.
a) Remove the safety pin of actuator fitted on cylinder valve.
b) Pull down the operating lever and the CO2 gas is discharged.
5) Take the same action rapidly for the required quantities of CO2 cylinders.
6) The system is in operation.
8. After Discharge
1) Allow enough time for the CO2 gas to extinguish the fire.
2) Do not reopen the space until all reasonable precautions have been taken to ascertain that the
fire is out.
SAMSUNG/GASLOG/ABS
3) When the fire is out, ventilate the space thoroughly.
4) Persons re-engering the space must wear the compressed air breathing apparatus until the
atmosphere has been checked and verified in 21 % of oxygen content.
SAMSUNG/GASLOG/ABS
Illustration 3.5.5a High Expansion Foam Fire Fighting System
High Expansion Foam Room Fire Control Station
Spare Part
Remote
Control
Foam Tank Skid Panel
PS1
MV1 Engine Room Zone 1
Main
Filling Line (Connection) Control (200)
Panel NC Generator : HF 650-36ST
(40)
F02 Generator : HF 550-1ST
E Generator : HF 450-2ST
T04 PS2 Generator : HF 350-18ST
Test Drain
Ball Valve MV2 No.1 Main GE & GVU Room
T05
Zone 2
(65)
NC Generator : HF 650-6ST
Generator : HF 450-2ST
E
FSV PS3
(25) MV3 No.2 Main GE & GVU Room Zone 3
NC (65)
T01
Flushing Line
F01
F01
NO
NO
F04 Test E
(25) PS4
Conn.
(25)
MV4
SAMSUNG/GASLOG/ABS
No.1 Purifier Room Zone 4
(65)
Drain
(250)
F03
E
PCV
PS5
(150)
MV5
(25)
NC No.2 Purifier Room Zone 5

(65)
PRV SSV NC Generator : HF 650-4ST

Water T03
(250) (150) (250) Generator : HF 550-1ST
E
NO NC PS6
T02
Test Valve MV6
IGG Room Zone 6
(250)
(65)
E
PS7
MV7
GCU Valve Train Room Zone 7
(65)
NO
Pump NC Generator : HF 650-4ST

Start Panel Generator : HF 550-1ST
E
PS8
MV8
Steering Gear Room Zone 8
(80)
Emergency
Fire Pump E
Sea
Chest
Key
Foam Line
Drain Line
3.5.5 High Expansion Foam Fire Fighting System 2. Operating Instruction (Main)
Maker: NK Co., Ltd Auto Mode
1. General Description Start
Application Rule 1) Press related fire area’s main valve open button. (Main valve No.: MV1, MV2, MV3, MV4,
MV5, MV6, MV7, MV8)
Up to 2008 Amendments MSC, 1/Cire. 1271 and ABS.
2) Foam suction valve (FSV), Sea water suction valve (SSV), EM’CY Fire pump, Foam pump,
Any required fixed high – expansion foam system in machinery spaces shall be capable of rapidly will operate automatically.
discharging through fixed discharge outlets a quantity of foam sufficient to fill the greatest space to be
protected at a rate of at least 1m in depth per minute. The quantity of foam – forming liquid available Stop
shall be sufficient to produce a volume of foam equal to five times the volume of the largest space to be
protected. The expansion ratio of foam shall not exceed 1000 to 1. 1) Press related fire area’s main valve close button. (Main valve No.: MV1, MV2, MV3, MV4,
MV5, MV6, MV7, MV8)
Volume of Protected Space Minimum Required Filling Rate
Up to 500 m3 2.31 m per minute 2) Foam suction valve (FSV), Sea water suction valve (SSV), EM’CY Fire pump, Foam pump,
Between 501 m3 and 3100 m3 1.49 + 0.00031 x (3100-V) m/min will suspend automatically.
Above 3100 m3 1.49 m/min
SAMSUNG/GASLOG/ABS
Manual Mode
Foam Liquid
Start
Certificate: Certified by MED
1) Press related fire area’s main valve open button. (Main valve No.: MV1, MV2, MV3, MV4,
Type Designation: 1% High Expansion Foam (NK.D – 101M) MV6, MV6, MV7, MV8)
Foam 1%, sea water 99%
2) Press foam suction valve (FSV) and sea water suction valve (SSV) open button.
Application & Limitation: The foam concentrate is approved for use against hydrocarbon fires.
Suitable for use with sea water. 3) Press EM’CY fire pump start button.
Nominal Use Concentration: 1% 4) Press foam pump start button.
Minimum Use Temperature: 0 °C (273K) Stop
Storage Temperature: 0 °C ~ 50 °C (273K ~ 323K) 1) Press stop button for foam pump and EM’CY fire pump.
The foam concentrate is to be delivered with a batch certificate confirming sedimentation, pH – value, 2) Press close button for main valve and foam suction valve (FSV), sea water suction valve (SSV).
expansion ratio, drainage time and volumetric mass.
CAUTION
When is manual mode, can not operate in remote control panel.
CAUTION
Do not start except for fire.
3. Operating Instruction (Remote)
Auto Mode
Start
1) Press related fire area’s main valve open button. (Main valve No.: MV1, MV2, MV3, MV4, MV5, MV6,
MV7, MV8)
2) Foam suction valve (FSV), Sea water suction valve (SSV), EM’CY Fire pump, Foam pump, will operate
automatically.
Stop
1) Press related fire area’s main valve close button. (Main valve No.: MV1, MV2, MV3, MV4, MV5, MV6,
MV7, MV8)
2) Foam suction valve (FSV), Sea water suction valve (SSV), EM’CY Fire pump, Foam pump, will suspend
automatically.
SAMSUNG/GASLOG/ABS
CAUTION
When is manual mode, can not operate in remote control panel.
CAUTION
Do not start except for fire.
Illustration 3.5.5b Flow Chart of E/R Fire Extinguishing
Fire Confirmation
(Main Control Panel) (Main Control Panel)

Manual Operating Manual Operating
“MV xx Open” “MV xx Open”
System Start
Protected Area
Pressure Switch (1) Main Valve Open In Protected Area

“On” (MV x) Alarm Sound
(2) Foam Suction Valve
Open (FSV)
SAMSUNG/GASLOG/ABS
(3) Sea Water Suction
“System Start” Indicate Valve Open (SSV)
on Panel
(4) Fire Water Pump Start
(5) Foam Pump Start
Fire Fighting
Fire Confirmation
(Main Control Panel) (Remote Control Panel)

Manual Operating Manual Operating
“MV xx Close” “MV xx Close”
System Stop
Illustration 3.5.5c Foam Nozzle Piping Arrangement – C Deck
204 6 6 141
6
140
SAMSUNG/GASLOG/ABS
DN 65A
142 6
143 6
Illustration 3.5.5d Foam Nozzle Piping Arrangement – B Deck
6 138
SAMSUNG/GASLOG/ABS
136 6 185
5
6 186
6 187
6 188
137 6 6 189
6 139
UP 65A Gcu Gas Valve Train Room
From Foam Tank Unit - 65A
DN 100A
Illustration 3.5.5e Foam Nozzle Piping Arrangement – A Deck
130 3
SAMSUNG/GASLOG/ABS
131 3
132 3
DN 65A
UP 100A
Illustration 3.5.5f Foam Nozzle Piping Arrangement – Upper Deck
134 3
SAMSUNG/GASLOG/ABS
3 135
133 3 202 6
201 3
DN 65A
DN 100A
FROM FOAM TANK UNIT - 200A
Illustration 3.5.5g Foam Nozzle Piping Arrangement – E/R 2nd Deck
180 181
127 128 6 6
129 182 183 184
6 6 4 6 6 6
6 126
6 120
6 6
6 6 6
124 125
121 122 123
DN 50A
117 6
SAMSUNG/GASLOG/ABS
6 118
6 119
IGG ROOM
FROM FOAM TK UNIT - 65A 109
6
101 102
6 108
6 6
ENGINE ROOM
FROM FOAM TK UNIT - 200A
103
6 203 3
110 6
112 4 6 116
112 6
104 113 6
106 6
6
114 6
105
107 6
6
115 6
Illustration 3.5.5h Foam Nozzle Piping Arrangement – E/R 3rd Deck
190 6
6 191
6 6 6
192 6 NO.1 MAIN GE & GVU ROOM
FROM FOAM TANK - 65A 156 157 161
154
UP 50A
5 DN 50A
6 193 144 3
194 6 155 160 159 158
SAMSUNG/GASLOG/ABS
5 6 6 6
145 3
NO.2 MAIN GE & GVU ROOM 146 3

6 1195 FROM FOAM TANK - 65A
102
196 6
147 3
5 6 6 6
5
163 164 165 166
162
197 6
167 168 169
6 6 6
6 198
199 6
148 3
Illustration 3.5.5i Foam Nozzle Piping Arrangement E/R 4th Deck
39 47 58 66
35
31
NO.1 PURIFIER27ROOM
FROM FOAM
23 TK UNIT - 65A
19
15
6 6 6 5 6
.
170 171 172 173 174
I.
-17
A
13
3 149
3 150
SAMSUNG/GASLOG/ABS
3 151
3 152
3 153
I.
G.E.
.
179 6
175 176 177 178
5
6 6 6 6
NO.2 PURIFIER ROOM
FROM
15
FOAM TK UNIT - 65A
19
23
27
31
35 39 43 66
SAMSUNG/GASLOG/ABS
Illustration 3.5.6a E/R Local Fire Fighting System
PORT Main GE 1+2 PORT Purifier
STBD Main GE 3+4 STBD Purifier
No.1 Aux. Boiler Inert gas Generator
No.2 Aux. Boiler Hydraulic Power Pack
Incierator Hydraulic Power Pack

Unit of Steering Room
Wheel House
EMCY Diesel Generator
Release
Indication
SAMSUNG/GASLOG/ABS
Test Drain
Release
Logic
Unit
FCS
Ball Valve
PS
Pump Starter
Panel
Main Power Supply, 440Vac ECR

Test Drain EMCY Power Supply, 440Vac
Ball Valve AMS
(Yard Supply)
Fresh Water Tank DC24V Battery Power Supply

Diesel Pump Battery
Control Panel & Charger Power Supply, 230Vac
Battery
Ship Fire Detecton System
Em’cy
Fire Pump
3.5.6 E/R Local Fire Fighting System Pump Starter Panel
Maker : NOVENCO Get signals from the RLU to the pump, and section valves. It is normally in AUTO position so that in
case of fire it will operate automatically. It can also be operated manually and this is described on the
1. General Description Instruction Board placed at the pump unit.
The system is build up to protect local hazardous areas where a fire most often occur, this could be by spray Pump
fire from a leaking fuel pipe or a small pool fire of diesel or lubrication oil. When fire occurs the detection
system will raise the alarm locally, and on the bridge, so that you will have a warning. The alarm is indicated The pump is activated by the pump starter panel and is dimensioned to cover the largest area regarding
as specified in SOLAS Reg. ll-2/10.5.6.4 pressure and water flow. This area is determined by hydraulic calculation and compared to the pump
curve.
“Activation of any local application system shall give a visual and distinct audible alarm in the protected
space and at continuously manned stations. The alarm shall indicate the specific system activated”. During testing, it is not possible to compare pump capacity and hydraulic calculation unless the flow
from the “Test connection” is measured. Maximum pressure against a closed valve can be compared.
Seconds after the second detector will activate the system, and water mist will be released in this specific
area. It takes 2 signals from the same area to release the system; this is to avoid a release by mistake, if Section Valves
welding or other repair is ongoing.
The section valves are placed on an anodised aluminium block. Each section valve will open according
Function to the signal coming from the RLU.
SAMSUNG/GASLOG/ABS
The control of the system is done from a dedicated Release Logic Unit based on inputs from the ships main In case of electric failure, the valves can be manually opened by turning the marked release button on
fire detection system. The fire detection is handled by the ships main fire alarm system. the solenoid valve.
The RLU is intended for: During testing it can be verified if the valve opens by checking the pressure gauge. At the same time
check the other pressure gauges to see if a non-activated valve is leaking.
 Receiving automatic release signals from ships main fire system.
 Receiving release signals from manual activated push buttons placed in each protected. Ball Valves
Section The valves are standard the marine type and are resistant to the marine environment. They are equipped
with a lockable device that ensures the valve will be kept locked in the correct position.
 Manual release by push buttons build-in in the RLU front door.
 Indication of activated section by lamps build-in in the RLU front door. Air Supply
 Handling of alarm outputs for sirens/flashlights.
 Handling of alarm outputs for IAS - VDR etc. Requirements for air quality: Normal clean and dry air at 5 to 10 bar. The air is intended for:
In case there is a failure in the detector system, it is possible manually to release the system on the RLU or at  Purging the pipes after use
the locally placed “Sprinkler release button”. And in worst case the release can be performed from the pump  Testing the system (instead of using water)
unit, this is described on the Instruction board placed at the pump unit.
Main Components
Local Protection Nozzle
The Novenco NHP2 and NHP4 nozzles are of the open type. The nozzles in the system are arranged and
spaced to effectively cover specified areas in the event of fire.
Shock & Vibration Disconnection of the System when the Fire is extinguished
To ensure that the pump unit is capable to withstand the vibrations that are normally present on vessels, Assure that the fire has been extinguished; the pump will be stopped by turning the “Auto-0-Man” switch to
the pump unit has been thoroughly tested by DANAK, an institute specializing in vibration and rough “-0-” position on the pump starter panel at pump unit. The system can be set back to standby position when
service testing and evaluation. all alarms are reset on the RLU and the “Auto-0-Man” switch on the pump starter panel is in “Auto” position.
Sprinkler Release Button Purge pipes with compressed air through valve (air supply) after fire.
Maker: Consilium Normal Standby Condition (Automatic Release)

Type: Salwico MCP-SPR-C (GB)
Nominal voltage: 24 VDC All manual valves at the pump unit must be open, except the air supply valve and the test valves, which
Working voltage: 16 ~ 30 VDC should be closed. Switch for the sprinkler pump to be in AUTO position. All valves can be locked in required
Temperature range: -25 °C to +70 °C position.
If welding or scheduled work is causing smoke, heat or flame in the engine room, special precautions should
The MCP-SPR-C is a push button for outdoor environment and designed for the Salwico conventional be made in order to avoid automatic sprinkler release.
sprinkler centrals. The selected material PC/ABS and the encapsulation, with ingress protection IP67,
makes it very suitable for harsh environment. Pressing the glass causing it to crack activated the Manual Release
sprinkler release. A protective plastic coating on the glass prevents operator injury.
Manuel release can be done from the RLU, or breaking the glass on the sprinkler release button will activate
2. Protected Area the system.
G/E 3+4
G/E 1+2
Protected area section
SAMSUNG/GASLOG/ABS
Nozzle type
NHP 2
NHP 2
No. of nozzles
25
25
Pipe dia.
32
32
Mechanical Release
The system can also be started manually from the pump starter panel by turning the “Auto-0-Man” to
IGG NHP 2 2 15 “MAN” position. Open the relevant section valve manually by rotates the small screw on the solenoid valve.
Emergency diesel generator NHP 2 2 15 (This screw must in normal conditions always be kept in closed position)
HFO purifier(P) NHP 2 3 15
HFO purifier(S) NHP 2 4 20 Additional Remote Release
Aux. boiler 1+2 NHP 2 2 15
Incinerator NHP 2 2 15 If the engine control room is not classified as a fire control station, the RLU cannot be placed inside the
Hydraulic power pack NHP 2 4 20 engine control room except if a remote release panel is placed in the fire control station, connected to the
system, so that manual remote release can be done from an area outside the engine room.
3. Local Protection System
4. False Alarm
Alarm
False alarm may occur in the following case:
In case of fire in any part of the machinery spaces with automatic/manual local protection system, the alarm
in the Fire Control Station will sound incessantly. Moreover, the alarm lamps on the Release Logic Unit  Electric malfunction in the system.
(RLU) will light up, as will the warning signal/lamps placed in the protected area.  Temperature higher than limit of the smoke/heat detectors.
 UV light in the wave length of 185 ~ 260 nm at the flame detectors.
Actions in Case of Alarm  Exhaust gas due to leak at gasket or broken pipe.
Locate the fire immediately. Follow the ships fire muster plan. NOTE
Trace the cause of a false alarm immediately, rectify the fault and note it in the log book
SAMSUNG/GASLOG/ABS
Illustration 3.5.7a Emergency Shut off Valve System
AC090F Fire Control Station Key

Sett. PAL Control Air Line
9.9 bar CM184 PI To Fire Damper
Control Panel Bilge/Drain Line
EMCY G/E Room No.1
(15) (15)
To Damper Incinerator Room
Air No.2 for Hull Part Incinerator Incinerator
LO Bottle (15) Waste Oil Waste Oil
Wire Rope (15) Incinerator Service Tank Settling Tank
EMCY G/E (Outside Room)
No.3
MGO Tank
(15)
MGO
Service Tank
Control
A Deck (P) Locker OD122F
OF360F
(15)
OF361F
Upper Deck (P) Upper Deck (S) Upper Deck (S)
(15)
From
Control
Air System
No.2 Main No.1 Main
No.1 RG LO G/E LO G/E LO No.2 RG LO
SAMSUNG/GASLOG/ABS
Grav. Tank Settling Tank Settling Tank Grav. Tank
OL026F OL023F
OL275F OL276F
3rd Deck (P)
No.2 MGO Storage Tank No.1

MGO Storage
Tank No.2 No.1 No.2 No.1
HFO Service HFO Service HFO Settling HFO Settling
Tank Tank Tank Tank
No.2 No.1
MGO Service MGO Service
Tank Tank (15)
(15)
No.1 Purifier No.2 Purifier

BG254F Sludge Tank Sludge Tank BG256F
OD039FOD037F OD038FOD036F OD022F OD020F OF055F OF071F OF054F OF072F OF053F OF052F OF051F OF050F
4th Deck (P) 4th Deck (S)
FO
Overflow
Tank
OF020F
3.5.7 Emergency Shut off Valve System 4. Operation of Control Box in fire
1. General Outline In the emergency case, glass at the front of the control box is broken, and a lever handle of three-way ball
valve shall be turned urgently until a position for operation of stopper. Then, the air flows out of an
Air-Operated Emergency Shut-Off Valve is installed at a fuel oil tank or lubricating oil tank, and is exclusive air bottle, thereby closing the emergency Shut-Off Valve.
usually opened or closed at the tank side with a valve handle wheel. But in the emergency case (fire in the
engine room), it is capable of shutting off the valve urgently with the remote control outside the engine 5. Maintenance and Inspection of Control Box
room.
In the control box, an air bottle is provided for the exclusive use for the closing of Emergency Shut-Off
2. Structure Valve. So if the air in the main air reservoir which is an air source, is exhausted, it is capable of closing all
the Emergency Shut-Off Valves. For this purpose, the pressure in a air bollte shall be usually maintained
1) Structure of Valve Seat at 7 kgf/cm2.
This valve is of the back flow structure. So the valve once closed does not open absolutely even
if a spring loses its function. Accordingly, it is safe because the flow of oil from tank is prevented. Meanwhile, a charge valve (it does not cause a back flow to the engine room because it constitutes a
check valve) is opened, and drain valve is usually closed. On the assumption that drains accumulate in an
2) Valve Setting Method air bottle, drains shall be discharged by opening drain valve regulary.
The valve is set as an Operating Spindle telescopes in the groove of bush after a Hand Wheel is
turned to right (clockwise), a Bush is hoisted, and a lever is lowered to the lowest level together
with a piston. When a handle wheel is then turned to left, a stem rises to open the valve.
SAMSUNG/GASLOG/ABS
3. Operation of Emergency Shut-off System
1) Manual Operation
The valve is closed when a handle wheel is turned to right while the valve is set, and is opened
when a handle wheel is turned to left. It is completely similar to the operation of general valve.
2) Remote shutting-off of Valve
In case of fire in the engine room, a lever of three-way ball valve in the control box is turned to
supply the air into an Air Cylinder and to raise a Piston. When a lever is pushed up, an operating
shaft revolves and a lock is released. As a result, the valve is closed by the power of spring
3) Resetting of Valve
After the operation of valve with the remote control, the air supply is halted when a lever handle
of three-way ball valve in the control box is turned to the counterclockwise and simultaneously,
the remaining pressure in air cylinder is discharged. After the discharge of air in air cylinder, the
valve is reset according to the same order of operation as described in the valve setting method.
4) Change of Gland Packing
When the valve is fully opened, a Disc Nut makes contact at the lower isde of Bonnet and a back
seat goes in action to prevent the flow of fluid to the gland packing section. Accordingly, it is
capable of changing the gland packing without making a tank empty.
Illustration 3.5.8a Fire Damper System
Close Open ZS
No.1 Main Control Panel NP14 No.3 Main Control Panel Fire Control Station Key
for E/R Dampers No.1 Main Control Panel for E/R Dampers
for E/R Dampers Solenoid Control Air Line
Damper for No.1 Engine Room NP1 NP21 Valve
Cabinet
Supply Fan (SD-01)
Solenoid No.2 Main Control Panel No.4 Main Control Panel
Damper for No.2 Engine Room NP2
Valve for E/R Dampers NP20
for E/R Dampers
Cabinet
Supply Fan (SD-02) NP8 NP22
Damper for No.4 Engine Room NP3 NP19

Damper for No.4 Engine Room NP4 NP18

Main Control Panel
Close Open for EMCY G/E Room Dampers
NP5 NP11 NP17 NP25 NP1
NP28
Damper for Transformer Room (P) NP6 NP12 NP16 NP24 NP3
Supply Fan (SD-21) CP1 AC055F CP2 AC054F CP3 AC053F CP4 AC052F CP1 AC051F
Damper for Transformer Room (P)
NP7 NP13 NP15 NP23 NP2
Exhaust Fan (SD-20)
Damper for Transformer Room (S) NP29

From Control Air Service
Supply Fan (SD-22)
Damper for Transformer Room (S)

Exhaust Fan (ED-20)
No.3 Main Control Panel Open Close Main Control Panel Open Close
Close Open No.2 Main Control Panel for E/R Dampers for EMCY G/E Room Dampers
for E/R Dampers NP4
A-0 Fire Damper for No.1 HV & LV SWBD NP5
Pneu. Closing Damper for EMCY
Damper for No.1 Engine Room Room Unit Cooler Supply Duct (SD-08) Gen. Engine Exhaust (CDSQ-1636, ED01)
NP36
Surplus Air (ED-01)
A-0 Fire Damper for No.1 SWBD Room Pneu. Closing Damper for EMCY
Damper for No.2 Engine Room Unit Cooler Return (ED-06) Gen. Engine Supply (CDSQ-2522, ED02)
Surplus Air (ED-02)
SAMSUNG/GASLOG/ABS
A-0 Fire Damper for No.1 LV SWBD Room Open Close
Damper for No.4 Engine Room Exhaust Duct (ED-07)
Surplus Air (ED-03) NP37
NP6
A-0 Fire Damper for No.1 HV SWBD Room For EMCY Gen. Room Exhaust
Damper for No.4 Engine Room Exhaust Duct (ED-08) (CDD-0404, ED11)
Surplus Air (ED-04)
CP2
A-0 Fire Damper for ECR No.1 Unit Cooler For EMCY Gen. Room Supply
Damper for Gas Valve Unit Room Supply Duct (SD-10) (CDD-0404, ED12)
for Gas Combustion Unit (SD-05)
Close Open A-0 Fire Damper for ECR No.1 Unit Cooler For EMCY Gen. Engine SWBD Room
Damper for Fresh Air Intake for Return (ED-09) Supply (CDD-0404, ED22)
GCU (SD-06)
A-0 Fire Damper for ECR No.2 Unit Cooler
Pneu. Closing Damper for EMCY Gen.
Damper for Main G/E Room (P) NP38
Engine SWBD Room Exh. (CDD-0606, ED21)
Supply Duct (SD-14) Supply Duct (SD-11)
No.4 Main Control Panel Open Close
Damper for Main G/E Room (P) A-0 Fire Damper for ECR No.2 Unit Cooler for E/R Dampers
Supply Duct (SD-15) Return (ED-10)
NP30 NP43
A-0 Fire Damper Engine Control Room Damper for Incinerator Room
Damper for Main G/E Room (P)
Exhaust Duct (ED-11) Supply Duct (SD-07)
T/C Supply Duct (SD-23)
Damper for Incinerator Room
Damper for Main G/E Room (P) A-0 Fire Damper for Process Station Exhaust Duct (ED-05)
Exhaust Duct (ED-22) Room Exhaust Duct (ED-12) NP44 Damper for IGG Room
Damper for Main G/E Room (S) Supply Duct (SD-16)
Supply Duct (SD-19) Damper for Main G/E Room (P) A-0 Fire Damper for No.2 HV & LV SWBD
Exhaust Duct (ED-23) Damper for IGG Room
Room Unit Cooler Supply Duct (SD-12) Exhaust Duct (ED-16)
Damper for Main G/E Room (S) NP31 NP39
Supply Duct (SD-20) Damper for Gas Valve Unit Room for A-0 Fire Damper for No.2 SWBD Room
DF Engine Room (P) Supply Duct (SD-24) NP45 Damper for Hyd. Power Pack Room
Unit Cooler Return (ED-13)
Damper for Main G/E Room (S) Supply Duct (SD-17)
T/C Supply Duct (SD-26)
A-0 Fire Damper for No.2 HV SWBD Room Damper for Hyd. Power Pack Room
NP32
Damper for Main G/E Room (S) Exhaust Duct (ED-14) Exhaust Duct (ED-17)
NP40
Exhaust Duct (ED-24)
A-0 Fire Damper for No.2 LV SWBD Room
Damper for Main G/E Room (S) Exhaust Duct (ED-15) NP46 A-0 Fire Damper for Elec. Workshop
Exhaust Duct (ED-25) Supply Duct (SD-18)
NP33 A-0 Fire Damper for No.1 Converter
Damper for Gas Valve Unit Room for Room (P) Supply Duct (SD-27) A-0 Fire Damper for Elec. Workshop
DF Engine Room (S) Supply Duct (SD-25) Exhaust Duct (ED-18)
NP41 A-0 Fire Damper for No.1 Converter RM
Damper for Purifier Room (P) No.1 Pack. Unit Cooler Reurn (ED-28) Damper for Welding Space A-0 Fire Damper for No.2 Converter
NP34
Supply Duct (SD-29) Exhaust Duct (ED-19) Room (S) Supply Duct (SD-28)
A-0 Fire Damper for No.1 Converter
Damper for Purifier Room (P) Room (P) Exhaust Duct (ED-30) A-0 Fire Damper for No.2 Converter RM
Exhaust Duct (ED-26) No.1 Pack. Unit Cooler Reurn (ED-32)
A-0 Fire Damper for No.1 Converter RM
Damper for Purifier Room (S) NP35 No.2 Pack. Unit Cooler Reurn (ED-29) A-0 Fire Damper for No.2 Converter
Supply Duct (SD-30) NP42 Room (S) Exhaust Duct (ED-31)
Damper for Purifier Room (S) A-0 Fire Damper for No.2 Converter RM
Exhaust Duct (ED-27) No.2 Pack. Unit Cooler Reurn (ED-33)
3.5.8 Fire Door and Fire Damper Systems switch would operate correctly.
1. Fire Door Some automatic closures are equipped where they are required. Automatic operation is by means of a
fusible link, that is activated at high temperatures (such as in galleys or drying rooms). The temperature
In order to restrict the spread of fire, the bulkhead and decks of the vessel are constructed to meet at which the fusible link activates may be adjusted or increased, but it may not be increased to more
specific safety standards. Various standards apply, depending on the nature of the space surrounded. than 30°C above the maximum deckhead temperature. The automatic systems used in controlling the
Generally, the fire resistance of the bulkheads are expressed as A, B, or C, followed by a number fire dampers are designed to close the damper in the event of a failure in any part of the system. The
indicating the time that the division will prevent a specified temperature rise. automatic damper closing system is also capable of being manually overridden.
Each has a visible indication to show if it is open or closed. The indicator, which is connected directly to
Class A the damper blade, is not reliant on an electrical or pneumatic system. This is because the manually
operated handle connected directly to the damper blade is also used as the open/closed indicator. There
A division constructed of steel, or equivalent material, and capable of preventing the passage of smoke are no clear and permanent ‘Open’ and ‘Closed’ indications, so that the position of the damper is readily
or flame for one hour; according to a standardised test. Class “A” division bulkheads should be determined.
insulated with non-combustible materials, so that on the side opposite of a fire, the average temperature
will not exceed more than 139 °C, and be no more than 180 °C at any one point. The position from which any damper is operated is also readily accessible and marked in a red
‘luminous’ color. Any damper located behind a deckhead panel or other lining, has the access through
 Class “A-60” - Must prevent the stated temperature rises for at least 60 min. the deckhead or lining marked ‘FIRE DAMPER’. There is also a notation by which the particular
damper may be identified. The fail-safe automatic closing fire dampers are required for ducts that
 Class “A-30” - Must prevent the stated temperature rises for at least 30 min. penetrate the boundaries of category “A” machinery spaces, galleys, etc.
SAMSUNG/GASLOG/ABS
 Class “A-15” - Must prevent the stated temperature rises for at least 15 min. 3. Maintenance Method of Shut off Dampers
 Replacing setting handle spring for damper:

 Class “A-0” - Must prevent the stated temperature rises for at least 10 min.
If the fuse handle is to be repaired or replaced, it should be replaced with full new handle
Class B assembly set. This is because ease of operation may be reduced if only the spring mounted
inside is changed.
A division capable of preventing the passage of flame for one half of an hour; according to a
standardised test. The insulation should be such, that on the side opposite of a fire, the average  Procedure for replacing shut off damper fuse (manual type):
temperature will not exceed more than 139 °C, and be no more than 225 °C at any one point. A class “B”  Divide the setting hook (attached to the handle) from the fuse release pin.
division must be constructed of approved non-combustible materials. (Combustible materials may be
permitted provided they meet certain other requirements.)  Dismantle by turning the fuse release unit set to the right.
Fire resistance of doors and doorframes fitted to bulkheads and decks must be, as far as is practicable, at  When re-mounting, turn the fuse release unit set to the left.
least equivalent to the bulkhead or deck in which they are fitted. Watertight doors need not be insulated.
2. Fire Dampers
Fire dampers are provided in ventilation ducts and air intakes so that in the event of a fire, sections may
be sealed and isolated thereby prohibiting the passage of heat and smoke.
In their simplest from, the dampers consist of a solid metal (steel) plate located inside an air duct. In its
open position, the damper allows the free flow of air through a duct, and in its closed position it
completely prevents the passage of air, smoke and heat through the duct.
All dampers are required to be manually operated by means of a handle connected directly to the
damper blade. Generally, remote control is not permitted as there is no guarantee that a remote button or
3.5.9 Emergency Stop
The emergency stop system is provided to give a central point from which equipment can be shut down in
an emergency situation. Emergency stops are hard-wired to the starter of the equipment and act
completely independently of any remote control available to the equipment. EM’CY shut down switches
existing also in wheelhouse, CCR & ECR. EMCY Stop Push Button Box
Emergency Stop List
Stop Group Load Group

ES1A E/R F.O. & L.O. PUMPS
ES1B E/R F.O. & L.O. PUMPS
ES2A E/R VENT FAN
ES2B E/R VENT FAN
ES3 ACCOMM. FAN
ES4A OTHER DECK F.O./L.O. PUMPS & VENT. FANS
3S4B OTHER DECK F.O./L.O. PUMPS & VENT. FANS ES1A ES1B ES2A ES2B
SAMSUNG/GASLOG/ABS
ES3 ES4A ES4B
No.1 BILGE FIRE & No.2 BILGE FIRE &

WATER SPRAY PUMP EMCY FIRE PUMP FIRE PUMP
G/S PUMP G/S PUMP
RUN RUN RUN RUN RUN
LOW LOW
START START START START/RUN START/RUN
STOP STOP STOP STOP STOP
<EM’CY Stop Push Button Box>
3.5.10 Wet Chemical System for Deep Fryer 8) Lift the cocking pin up with cocking lever and install the lock bar.
Maker: HACCP MASTER SAMJOO ENG. 9) Disconnect the safety shipping cap on a newly installed nitrogen cartridge and slowly turn the
Model: ANSUL R-102 RESTAURANT FIRE SUPPRESSION SYSTEM cartridge to the right and tighten it.
(Standard UL 300 Listed)
10) Check the whole system for complete re-installation.
1. System Description
11) Remove the assembled lock bar from the system.
Single-tank System
12) Cover the Ansul enclosure box cover to the original form.
The type of system required for the particular installation will be determined through the guidelines
covered in “ System Design”. Additional equipment which may be required to complete the system
design is explained in the “System Components” section. Additional devices covered are: remote manual
pull stations, mechanical and electrical gas shut-off valves, electrical switches, and pressure switches.
The R-102 single-tank system is available with a stainless steel enclosure and consists of:
 ANSUL AUTOMAN Regulated Release Assembly (Electrical or Mechanical)

 Nitrogen Cartridge and / or Carbon Dioxide Cartridge
 ANSULEX Low Ph Liquid Fire Suppressant
 Discharge Nozzles
SAMSUNG/GASLOG/ABS
 Detection Components
2. Operating and Refilling Method of Fire Extinguishing System for Deep Fat Fryer
1) If the fire is occurred, pull only one handle of Pull Station located near by, then escape from the
galley.
2) After finishing of extinguishing, to be cleaned as below.
CLEANUP : Extinguishing agent is an alkarine liquid. It needs to be cleaned out within 24 hours
after spratying. Wipe the grease or oil with a clean cloth/sponge first and cleanse rest on the floor
with warm water and neutral detergent. Do not use detergent for cleaning for deep fat cooking
equipments.
3) Turn the nitrogen cartridge to the left and remove it from the assembly.
4) Disconnect Ansul piping line and hose assembly from tank adaptor assembly.
5) Take the tank assembly out and disconnect the upper union nut. Clean the system pipe line.
6) Refill the 3.0 gallon of Ansul R-102 Fire Suppression agent to the agent tank.
7) Reassemble the system to the first status.
3.5.11 NOVEC 1230 Fire Fighting System 3. Operation
1. Specification Fire Control Station
Maker: NK CO., LTD Go to the remote control panellocated. At the fire control station and follow instructions.
2. General Description 1) Open the acryl door on the prepare release button.
A system comprises one or more containers connected to a system of pipework and nozzles. Novec 1230 fluid is 2) Push the prepare release button of fire occurred area.
liquefied under pressure and is stored in steel containers, each of which is fitted with a valve specially designed to  Alarm will be activated.
allow the contents of the container to discharge rapidly. When the valve opens, Novec 1230 fluid flows into the  Vent fans will be sopped.
distribution pipework to the discharge nozzles where it is rapidly dispersed as a vapour.
3) Push the release button of fire occurred area. After push the release button, time delay occurs for 30
Discharging Novec 1230 fluid gives the appearance of a fog which may temporarily reduce visibility. This clears seconds. In order to evacuate the fire zone. Novec agent will not release during the time delay of 30
rapidly and should not obstruct the ability of personnel to safely exit the protected area. seconds even if you push the Novec release button.
Novec 1230 fluid based systems are designed to extinguish fires involving flammable liquids, gases and in 4) Now system is operated.
electrical equipment.
5) Discharged lamp will be on if Novec 1230 gas discharge normally.
Gross Cylinder Q’ty
SAMSUNG/GASLOG/ABS
Protected Space Each Protect Area
Volume (m3) Size (L) (BTL)
No.1 Converter room 263.0 147 2
Go to the release control cabinet located at entrance of each protected area and follow instructions.
No.2 Converter room 263.0 147 2
No.1 Transformer room 590.0 180 3 1) Key box.
No.2 Transformer room 590.0 180 3  Break the glass.
No.1 Switch board room 486.0 147 3  Take the key.
No.2 Switch board room 454.0 147 3
2) Release control cabinet
Engine control room 484.0 147 3
1. Open this door.
Electric work shop 67.0 52 2  Alarm will be activated.
Cargo machinery room 2391.6 180 13  Vent fans will be sopped.
Elec. Motor room 10289 180 6 2. Ensure all personnel have vacated the protected space.
Cargo switch board room (Port) 324.6 106 3 3. Close vents, doors and hatches.
4. Open one cylinder valve.
Cargo switch board room (Stbd) 323.4 106 3
5. Novec 1230 fire extinguishing s ystem s hall be operated.
Em’cy generator room 258.2 147 2
Em’cy SWBD room 215.0 147 2 After Discharge
Galley exhaust duct - 16 1
1) Allow enough time for the Novec 1230 gas to extinguish the fire.
2) Do not reopen the space until all reasonable precautions have been taken to ascertain that the fire is out.
3) When the fire is out, ventilate the space thoroughly.
4) Persons re-entering the space must wear the compressed air breathing apparatus until the atmosphere has been
checked and verified in 21% of oxygen content.
CAUTION
When alarm sounds evacuate hazard area. After Novec 1230 fluid discharge the protected area should be kept
closed for 15 minutes and do not re-enter until thoroughly ventilated.
WARNING
When the alarm sounds, evacuate at once. Novec 1230 fire extinguishing gas will be released.
SAMSUNG/GASLOG/ABS
3.5.12 Fire Control Station
Section A
Section D
23 13 16 8
13
21 9 22 28
27 32 25 12
26 24-1 8
9
CS42D
17 13 Key
31 25 12
CS42D
17 1 - Control Locker for EMCY Shut Off V/V & Air Reservoir
32 16 28 2 - EMCY Start/Stop Push Button Box
7 24-2 15 11
3 - Main Control Panel for Closing Damper for CMR,EMR
19 21
21 4 - Remote Control Panel
23 22
5 - Release Control Cabinet
20 24-3 33 6 - Instruction Chart for Dry Powder System
7 - Storage Cabinet (Fireman’s Outfit & Personal Protection Equip.)
CS42D
E C 17 14 B 8 - International Shore Connection Box
7 14 9 - Fire Alarm Repeater Panel
29 Section B 10 - 3 Tier Shelf
02
11 - Manual Call Point
12 - Sound Powered Telephone
24-4 13 - 2W WT Speaker
05
CS42D
14 - Smoke Detector
17 24-3
SAMSUNG/GASLOG/ABS
15 - Gen. EMCY Alarm Push Button
05 24-1 16 - Outline of Shut Off Switch for CG946 & CG947
1
CS42D
03 17
10 17 - Lighting
24-2 24-4
18 - Alarm Relay Panel
34
13 19 - Remote Control Panel for Fire Safety Valve
21 11 15 33 20 - EMCY Shut Switch Box for Shipside Valves
21 - Switch for Room Lighting
1 22 - Co2 Portable Fire Extinguisher
31 No.1 No.2 No.3 No.4
23 - Dry Powder Portable Fire Extinguisher
A 24-1 - Fire Damper Control Box for ER (No.1)
24-2 - Fire Damper Control Box for ER (No.2)
25 - Auto. Telephone
Section C Section E
26 - Container Receptacle with Switch
27 - Portable Breating Air Refill Compressor
28 - Water Mist System Hi-Fog Main Control Panel
29 - High Expansion Foam Remote Control Panel
30 - Instruction Chart for High Expansion Foam
31 - EMCY Shut Down Button
13 32 - Main Control Panel for Water Monitor
33 - Receptacle
30 34 - Main Control Panel for Closing Damper for EMCY Gen. Room
6 20 19 34
29
2 3
5 5 4 23
Part 4 : Lifesaving 4.1.1m Lifesaving Equipment and Escape Routes on E/R 3rd Deck ................................................ 4 - 13
4.1 Lifesaving Equipment ................................................................................................................... 4 - 1 4.1.1n Lifesaving Equipment and Escape Routes on E/R 4th Deck ................................................. 4 - 14
4.1.1 Lifesaving Equipment Location Plans ........................................................................... 4 - 1 4.1.1o Lifesaving Equipment and Escape Routes on E/R Floor ....................................................... 4 - 15
4.1.2 Lifebuoys and Lights ................................................................................................... 4 - 16 4.1.3a Embarkation Area Lighting .................................................................................................... 4 - 19
4.1.3 Embarkation Area Lighting .......................................................................................... 4 - 20 4.1.4a Donning Procedure for Emergency Escape Breathing Device ............................................... 4 - 21
4.1.4 Emergency Escape Breathing Devices ........................................................................ 4 - 22 4.2.1a Lifeboat Construction ............................................................................................................. 4 - 25
4.2 Survival Craft .............................................................................................................................. 4 - 26 4.2.2a Launching Instruction DK (1/2) ............................................................................................. 4 - 31
4.2.1 Lifeboats (Rescue Combined Boat) ............................................................................. 4 - 26 4.2.2b Launching Instruction DK (2/2) ............................................................................................. 4 - 32
4.2.2 Life rafts ....................................................................................................................... 4 - 34 4.2.2c Hydrostatic Release Unit ........................................................................................................ 4 - 33
4.3 Survival Equipment and Techniques ........................................................................................... 4 - 38 4.3.1a Life Jacket Donning Procedure .............................................................................................. 4 - 37
4.3.1 Life Jackets................................................................................................................... 4 - 38 4.3.2a Immersion Suit Donning Procedure ....................................................................................... 4 - 41
4.3.2 Immersion Suits ........................................................................................................... 4 - 42 4.3.3a Water Survival Techniques ..................................................................................................... 4 - 45
4.3.3 Water Survival .............................................................................................................. 4 - 46 4.3.4a Hypothermia Table ................................................................................................................. 4 - 49
4.3.4 Exposure: Hypothermia ............................................................................................... 4 - 50 4.3.4b Hypothermia Treatment .......................................................................................................... 4 - 49
4.3.5 Hazards of Exposure and the Need for Warm Clothing .............................................. 4 - 50 4.3.6a Pick up from Sea to Lifeboat .................................................................................................. 4 - 55
4.3.6 Lifeboat and Liferaft Survival Techniques .................................................................. 4 - 51 4.3.6b Pick up from Lifeboat to Helicopter....................................................................................... 4 - 56
4.3.7 First Aid: Recovery ...................................................................................................... 4 - 60 4.3.7a Recovery Position ................................................................................................................... 4 - 59
4.3.8 Lifesaving Signals and Lifesaving Appliance.............................................................. 4 - 64 4.3.8a Lifesaving Signals .................................................................................................................. 4 - 61
4.4 Communication Equipment......................................................................................................... 4 - 68 4.3.8b Lifesaving Signals .................................................................................................................. 4 - 62
4.4.1 Two-way Radio Telephone Apparatus ......................................................................... 4 - 68 4.3.8c Lifesaving Signals .................................................................................................................. 4 - 63
SAMSUNG/GASLOG/ABS
4.4.2 Electronic Position Indication Radio Beacon (EPIRB) ............................................... 4 - 71 4.4.1a Two-way Radio Telephone Apparatus .................................................................................... 4 - 67
4.4.3 Search and Rescue Radar Transponder (SART) .......................................................... 4 - 75 4.4.3a SART Mounting Positions ...................................................................................................... 4 - 77
4.4.4 GMDSS ........................................................................................................................ 4 - 80 4.4.4a GMDSS .................................................................................................................................. 4 - 79
4.4.5 Inmarsat – C System .................................................................................................... 4 - 90 4.4.4b GMDSS Distress Reactions.................................................................................................... 4 - 81
4.4.6 Inmarsat Fleetbroadband Felcom 500 .......................................................................... 4 - 94 4.4.5a Inmarsat – C System ............................................................................................................... 4 - 89
4.5 Search and Rescue Procedures .................................................................................................... 4 - 99 4.4.6a Inmarsat Fleet System ............................................................................................................ 4 - 93
4.5.1 Missing Persons ........................................................................................................... 4 - 99 4.4.6b Inmarsat-F Satellite Coverage Map ........................................................................................ 4 - 95
4.5.2 Man Overboard ............................................................................................................ 4 - 99 4.5.2a Man Overboard ....................................................................................................................... 4 - 99
4.5.3 Search and Rescue...................................................................................................... 4 - 100 4.5.4a Search Patterns ..................................................................................................................... 4 - 101
4.5.4 Search Patterns ........................................................................................................... 4 - 102 4.5.5a Helicopter Rescue ................................................................................................................. 4 - 103
4.5.5 Methods of Rescue by Using Aircraft such as Helicopter ......................................... 4 - 104
Illustrations
4.1.1a Safety Plan Symbols ................................................................................................................. 4 - 1
4.1.1b Lifesaving Equipment and Escape Routes on ACC Top Deck................................................. 4 - 2
4.1.1c Lifesaving Equipment and Escape Routes on Navigation Bridge Deck .................................. 4 - 3
4.1.1d Lifesaving Equipment and Escape Routes on E Deck ............................................................. 4 - 4
4.1.1e Lifesaving Equipment and Escape Routes on D Deck ............................................................. 4 - 5
4.1.1f Lifesaving Equipment and Escape Routes on C Deck .............................................................. 4 - 6
4.1.1g Lifesaving Equipment and Escape Routes on B Deck ............................................................. 4 - 7
4.1.1h Lifesaving Equipment and Escape Routes on A Deck ............................................................. 4 - 8
4.1.1i Lifesaving Equipment and Escape Routes on Upper Deck & Profile....................................... 4 - 9
4.1.1j Lifesaving Equipment and Escape Routes on Bosun Store .................................................... 4 - 10
Part 4
4.1.1k Lifesaving Equipment and Escape Routes on Cargo Machinery Room & El. Motor Room . 4 - 11
4.1.1l Lifesaving Equipment and Escape Routes on E/R 2nd Deck ................................................. 4 - 12 Lifesaving
IMO No. 9687019 / Issue 1 (2016.07.25) Part 4 Lifesaving
Part 4 : Lifesaving
4.1 Lifesaving Equipment
4.1.1 Lifesaving Equipment Location Plans
Illustration 4.1.1a Safety Plan Symbols
SYSTEM SYMBOL DESCRIPTION SYMBOL DESCRIPTION
ST
Eme rgency Escape Breathing Device
Search and Rescue Transponder ( SART)
(None : Working, S : Spa re, T : Training)
48P
Lifeboat (48P) w ith D avit E.P.I.R.B (Eme rgency Position Indicating Raido Beacon)
Inflatable L iferaft for 25 Person (2), 6 Person (1) Line -Throwing App liance
Life Buoy Rocket Parachute Fla re
Life Buoy with Buoyant L ifelines of at least 30 m Embarkation Ladder
SAMSUNG/GASLOG/ABS Life Buoy with Self Igniting Light Stretcher

LIFE SAVING APPLIANCES
Survi val-C raft Dist ress Signal

Life Buoy with Self Igniting Light & Buoyant L ife Lines at Least 30 m
(4 pa rachute fla res, 6 hand fla res, 2 smo ke signals)
Life Buoy with Self Igniting Light & Self-Acti vating Smo ke Signal Medical Loc ker
Life Jacket SL Personal P rotection
Immersion Su it SO LAS Training Manual & Fi re Fighting Manual
Muster Station Air Comp ressor for Breathing Appa ratus
Two-Way VHF & UHF Radiotelephone Appa ratus Muster and Eme rgency Instruction
Eme rgency Ex it Rescue Boat (6P) w ith D avit at PO RT Side
Eme rgency Telephone Defibr illator Un it
Eme rgency Shower
IMO No. 9687019 / Issue 1 (2016.07.25) 4-1 Part 4 Lifesaving

Illustration 4.1.1b Lifesaving Equipment and Escape Routes on ACC Top Deck
SAMSUNG/GASLOG/ABS

Illustration 4.1.1c Lifesaving Equipment and Escape Routes on Navigation Bridge Deck
SAMSUNG/GASLOG/ABS

Illustration 4.1.1d Lifesaving Equipment and Escape Routes on E Deck
SAMSUNG/GASLOG/ABS

Illustration 4.1.1e Lifesaving Equipment and Escape Routes on D Deck
SAMSUNG/GASLOG/ABS

Illustration 4.1.1f Lifesaving Equipment and Escape Routes on C Deck
SAMSUNG/GASLOG/ABS

Illustration 4.1.1g Lifesaving Equipment and Escape Routes on B Deck
SAMSUNG/GASLOG/ABS

Illustration 4.1.1h Lifesaving Equipment and Escape Routes on A Deck
SAMSUNG/GASLOG/ABS

Illustration 4.1.1i Lifesaving Equipment and Escape Routes on Upper Deck & Profile
SAMSUNG/GASLOG/ABS

Illustration 4.1.1j Lifesaving Equipment and Escape Routes on Bosun Store
SAMSUNG/GASLOG/ABS
IMO No. 9687019 / Issue 1 (2016.07.25) 4 - 10 Part 4 Lifesaving

Illustration 4.1.1k Lifesaving Equipment and Escape Routes on Cargo Machinery Room & El. Motor Room
SAMSUNG/GASLOG/ABS

Illustration 4.1.1l Lifesaving Equipment and Escape Routes on E/R 2nd Deck
SAMSUNG/GASLOG/ABS

Illustration 4.1.1m Lifesaving Equipment and Escape Routes on E/R 3rd Deck
SAMSUNG/GASLOG/ABS

Illustration 4.1.1n Lifesaving Equipment and Escape Routes on E/R 4th Deck
SAMSUNG/GASLOG/ABS

Illustration 4.1.1o Lifesaving Equipment and Escape Routes on E/R Floor
SAMSUNG/GASLOG/ABS

4.1.2 Lifebuoys and Lights
1. General
Maker: Kosco Co., Ltd.

Material: Polyurethane and to be covered with polyethylene
Weight: More than 2.5 kg
Color: Orange
Grab line: Polyethylene
SOLAS Chapter Ⅲ Regulation 7.1 refers to the constructional requirements for lifebuoys, lifebuoy
lights, smoke signals and buoyant lifelines. Regulation 32 stipulates the minimum requirements that
must be carried by cargo ships, and Regulation 7.1 stipulates the types of fittings required.
2. Lifebuoy Requirements
• There shall be at least one lifebuoy on each side fitted with a buoyant lifeline.
• Not less than half the lifebuoys are to be provided with self-igniting lights.
SAMSUNG/GASLOG/ABS
• At least two of the lifebuoys with self-igniting lights shall also be fitted with self-activating <Life Buoy with Self-igniting Light>
smoke signals, emitting smoke of a highly visible colour and shall be capable of quick release
from the navigation bridge.
• Each lifebuoy is to be marked with the ship’s name, Port of registration and reflective tape to
assist with identification and search and rescue.
3. Use of Lifebuoys
Man Overboard
If man overboard is observed:
• Shout ‘Man Overboard’ – indicating Port or starboard.
• Throw the nearest lifebuoy overboard – try and maintain visual contact.
• Raise the alarm and inform the bridge.
• The officer of the watch will instigate man overboard procedures including releasing a
combined light and smoke lifebuoy to assist in marking the area.
<Life Buoy>

In Port or at Anchor 6. Self-Igniting Light (1)
A lifebuoy with a buoyant lifeline should always be at the head of the gangway. Specifications
Embarking/Disembarking using the Pilot Maker: Daniamant Limited

Type: L90
A lifebuoy equipped with a self-igniting light should always be available near the pilot ladder or Weight: 1.08kg
gangway. A lifeline fitted with a quoit capable of floating shall also be available. No. of units: 5 sets
5. Light and Smoke Signal (Light and Self-Activating Smoke Signal)
Specifications
Size: Length 490 mm

Diameter 188 mm
Width 86 mm
Weight: 4.3 kg (Including bracket 5.0 kg)
Body Color: Orange
Smoke Emission Time: 15 min
Flashing Light Time: 2 hours
SAMSUNG/GASLOG/ABS
Expiry Period: 3 years
Packing: 2 light-smoke signals with brackets
per paper box
General
General
Day and night signal which is attached to a lifebuoy and used in an emergency to mark the position of a
man overboard with light and smoke. A lifebuoy light marks the position of a lifebuoy. It is attached to the lifebuoys on board the ship. In case
of a man overboard, the lifebuoy will be thrown overboard together with the lifebuoy light. It marks the
Operation instructions position of the lifebuoy for the person who has gone overboard and for the ship or the rescue boat.
1) With lifebuoy-slide: remove quick-release pin for releasing of lifebuoy. Operating instructions
2) Without lifebuoy-slide: throw lifebuoy over board with connection-line connected to signal. 1) Tie lanyard to lifebuoy.
2) Throw light together with lifebuoy onto sea.
NOTE
Mounting Method: After removing paper insulator, mount light in proper position. Lens should
be in downward position.

7. Self Igniting Light (2)
Specifications
Maker: Daniamant
Type: L90, L161
No. of units: L90 5 sets
L161 2 sets
General
The lifebuoy light is a dry cell powered light equipped with a tilt switch for automatic function. It burns
SAMSUNG/GASLOG/ABS
for two hours with a light intensity of at least 2 candelas and is safe on oil or petrol covered waters.
A lifebuoy light marks the position of a lifebuoy. It is attached to the lifebuoys on board the ship. In case
of a man overboard, the lifebuoy will be thrown overboard together with the lifebuoy light. It marks the
position of the lifebuoy for the person who has gone overboard and for the ship or the rescue boat.
Operation
The light is automatically switched on when the lifebuoy is deployed. As the lifebuoy is deployed, the
lanyard will lift the light from its mounting bracket. Upon leaving the bracket, the rip cord attached to
the switch will switch the light on. When switched on, the light will provide a flashing light of at least 2
Cd. Once the light has been deployed, it must be considered expended and replaced with a new light.

Illustration 4.1.3a Embarkation Area Lighting
FH
500
B-Deck
Flood Light for Life
Boat Embarkation
A-Deck
Life Boat
SAMSUNG/GASLOG/ABS
(LB & RB Combined Type)
Life Boat Davit
Upper Deck
B-Deck Life Raft

(With Seat)
FH
500
(Throw-Overboard Type)
Flood Light for Life Boat
Launching with Swiveling Device
Embarkation Ladder

4.1.3 Embarkation Area Lighting
The vessel is equipped with launching and embarkation lighting around the lifeboat and liferaft areas.
The lighting is made up of:
• 500W Halogen flood lights
The lifeboat is provided with embarkation and launch lights. The embarkation light is located on the B
deck. The launching light has a swiveling device and is located on the upper deck. All of the light
fittings are of the explosion proof 500W halogen floodlight type and are mounted in safe areas.
The locations of the lifeboat and rescue boat are indicated in illustration Lifesaving Equipment and
Escape Routes on Upper Deck.
SAMSUNG/GASLOG/ABS
<Life Boat and Rescue Boat Launching Light>

Illustration 4.1.4a Donning Procedure for Emergency Escape Breathing Device
SAMSUNG/GASLOG/ABS

4.1.4 Emergency Escape Breathing Devices 13) Once the apparatus has been used it must be returned to be serviced and have the cylinder re-
charged.
1. Specifications
4. Routine Checks
Manufacturer: SABRE
1) Check that the contents gauge needle is in the green sector, showing that the cylinder is fully-
2. General charged.
Sabre ELSA is a self-contained, open circuit, compressed air, constant-flow, escape breathing apparatus. 2) Check that the bag is clean and undamaged.
ELSA comprises a compressed air cylinder with a combined reducer/cylinder valve, an escape hood,
with a breathing hose and a stowage bag. ELSA is fitted with a 2 litre (10 minute duration) or 3 litre (15 3) Check that the anti-tamper tags are in place and unbroken.
minute duration) steel cylinder. The constant flow rate is 38 litres per minute. The combined
reducer/cylinder valve (RCV) is held closed by a firing pin, which is attached to the bag’s flap by a 4) Check that access to the bag is unobstructed.
quick fire strap. When the access flap is opened it pulls the pin and opens the valve. Air immediately 5) Check that the quick fire strap and pin are in place.
flows into the hood. If the firing pin is not release when the bag is opened the quick-fire strap can be
used to pull it. The red EMERGENCY PULL disc on the RCV can be used to pull the valve actuator 5. After Use Cleaning
once the firing pin has been released.
1) Wipe the surface of the hood and bag using a clean lint-free cloth moistened and warm water.
3. Instruction for Use
2) Allow the hood and bag to dry naturally away from direct heat and sunlight.
1) Lift ELSA from the ready-to-use store and place the neck-strap around the neck so that the
pictogram on the bag is outermost. 3) Disinfect the neck seal using a hygienic wipe.
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2) Hold the bag and pull the flap to withdraw the firing pin. Listen for air flowing into the hood. 4) Use an de-misting wipe.
3) If there is no sound, check that the firing pin is fully withdrawn. 6. Charging Cylinders
4) If the firing pin is still in place, pull the yellow belt to free the pin. Remove Cylinder from Bag
5) If there is still no sound, access the reducer/cylinder valve and pull the red EMERGENCY 1) Break anti-tamper tags, open the bag flap carefully and release quick-fire strap from firing pin.
PULL discs. 2) Open the bag fully and check that firing pin is fully home. If necessary push the actuator into
6) Pull the hood from the bag. the reducer/cylinder valve and fit the firing pin.
7) Place the palms of the hands together and insert through the rubber neck seal. Open the hands to 3) Ease the contents gauge through the slot in the bag window and withdraw the cylinder from the
open the hood. bag.
8) Hold the hood with the neck seal over the crown of the head and pull the hood down over the 4) Flex the hose and check for wear and damage. Return apparatus for service if hose is worn or
head until the neck seal is around the neck. Check that clothing or hair is not trapped in the neck damaged.
seal. Charge Cylinder
9) Check that there is a steady flow of air into the hood. 1) Remove the charging adaptor dust cover and store safely for use later.
10) Breathe normally. Leave the hazard area immediately. 2) Fit the firing pin and quick-fire strap.
11) When clear of the hazard area, insert thumbs under the neck seal and remove the hood. 3) Fit 200 bar G5/8 pattern charging connector to the charging adaptor.
12) When the cylinder is almost empty the warning whistle sounds. Beyond this point carbon 4) Keep the reducer/cylinder valve clear of the water and immerse the cylinder vertically in water
dioxide within the hood will increase and the hood must be removed as soon as it is safe to do so that three quarters of the cylinder is covered.
so.

5) Slowly open the compressor supply valve. Charge cylinders at 40 L/min (10 min. cylinders
should take approximately 10 minutes to charge and 15 min. cylinders approximately 15
minutes), then close the compressor supply valve.
6) When the cylinder has cooled check that it is fully. If necessary, open the compressor supply
valve briefly until the contents gauge shows full.
7) Close the compressor supply valve, bleed off pressure from the supply hose, disconnect the
charging adaptor from the cylinder and fit the charging adaptor dust cover.
Re-fit Cylinder into Bag
1) Remove the cylinder from water, dry thoroughly and fit it into the bag.
2) Fit the contents gauge through the slot in the bag so that the gauge can be seen clearly when the
bag is closed.
3) Feed approximately half of the breathing hose into the bag.
4) Fold hood into bag and arrange the breathing hose under the rear of the hood so that it will not
foul when the hood is pulled from the bag.
5) Fit quick-fire strap to the bag flap.
SAMSUNG/GASLOG/ABS

SAMSUNG/GASLOG/ABS

Illustration 4.2.1a Lifeboat Construction
SAMSUNG/GASLOG/ABS
Note:
FRP(GRP) Hull Construction
For Tanker Version
L x B x D x H : 8.5 x 3.0 x 1.35 x 2.95m
Self-Righting Type
Min. 6 Knots Speed

4.2 Survival Craft Winch (BWL65S)
4.2.1 Lifeboats (Rescue Combined Boat) Max. Pull Load: Max. 6500 kg
Lowering Speed (S): {(0.4 + 0.02H) x 60} m/min : 48 m/min ≤ S ≤ 78 m/min (Full Load)
1. Specifications (Full Load Speed x 0.7) m/min (empty load)
Hoisting Speed: 4.5 m/min
Maker: HLB Electric Motor: 11 kw x 4p
Source: AC 440V, 3PH, 60Hz
Boat Data with Engine Winch Weight: 1100 kg
Number of Boat: Two (2) Winch (BWR65S)

Type: First Type: Lifeboat & Rescue Combined boat
Second Type: Only Lifeboat Max. Pull Load: Max. 6500 kg
Model: HDL85CNF Lowering Speed (S): {(0.4 + 0.02H) x 60} m/min : 48 m/min ≤ S ≤ 78 m/min (Full Load)
Capacity: 48 persons (Full Load Speed x 0.7) m/min (empty load)
Dimensions: 8.5 x 3.00 x 1.35 x 2.95 m Hoisting Speed: More than 18 m/min
Weight : Max. empty boat weight – 4425 kg Electric Motor: 22 kw x 4p
Total Davit Load (incl. boarding persons) – 8385 kg Source: AC 440V, 3PH, 60Hz
Material: FRP (Fiberglass Reinforced Plastic) Winch Weight: 1150 kg
Engine Speed: Water-cooled diesel engine, 29 Hp at 2800 rpm Lowering height: H = abt. 30 m
SAMSUNG/GASLOG/ABS
Exhaust: Dry exhaust type (at the lightest condition)
Cooling: Fresh water cooling with keel cooler
Fuel system: 150 liter fuel tank with filling connection and one (1) valve at fuel oil
tank
Propeller reduction gear: 2.54 : 1 Fwd. ratio, controlled Fwd., Neutral and Aft.
Engine control: Side mounting engine control lever with mechanical cables for
propeller reduction gear and engine governor at helmsman position
Electric system: 12V x 1.7KW Start motor, 14V x 50A Alternator
Davit and Winch
Type: BDH90S (Davit)

BWL65S (Life Boat, Winch)
BWR65 (Life / Rescue Boat, Winch)
Davit (BDH90S)
Max. Design Load: S.W.L = 9,600 kg (94.08 kN)

Design Condition of Ship: 20 degrees hell/10 degrees trim
Davit Weight: Abt. 5000 kg

2. Lifeboat Equipment (No. of units) This boat is capable of maintaining positive stability when in an upright position in calm sea and loaded
with its full complement of persons and equipment and holed in any one location below the waterline,
- Buoyant Oars (4) assuming no loss of buoyancy material and no other damage.
- Crutch (Rowlock) with lanyard (4)
- Boat-hook (2) 4. Construction
- Buoyant bailer (1)
- Bucket (2) This boat is constructed of FRP by the hand-lay-up method. The hull with cover is moulded in
- Survival manual (1) longitudinally separated port and starboard mold, laminated together after bonding of the side and top
- Compass (1) buoyancy tank. All mats, rovings and resins for laminates are approved by classification society and the
- Sea anchor with hawser and tripping line (1) resins are of self-extinguishing quality as usual.
- Painter (2) FRP longitudinal side and top buoyancy tanks are provided in the hull, filled with P.U.Foam.
- Hatchet with vinyl bag (2) The floor and center bench are made of FRP. The metal parts inside as well as outside are of a quality,
- Fresh Water (288) that corrosion is limited to a minimum. As far as steel parts are galvanized.
- Rustproof dipper with lanyard (1)
- Rustproof graduated drinking vessel (1) 5. Propulsion
- Food Ration (48)
- Rocket parachute flare in container (4) The engine is powered by a compression ignition engine and its fuel has a flashpoint of 43 °C or more.
- Hand flare in container (6) The speed of a boat when proceeding ahead in calm sea, when loaded with its full complement of
- Buoyant smoke signal in container (2) persons and equipment and with engine-powered auxiliary equipment in operation, is at least 6 knots
- Waterproof electric torch with 1 spare set battery & 1 spare bulb (1) and at least 2 knots when towing the largest life raft carried on the ship loaded with its full complement
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- Daylight signaling mirror with instruction (1) of persons and equipment or its equivalent.
- Life-saving signal table (1) The capacity of fuel is provided to run the fully loaded boat at 6 knots for a period of not less than 24
- Whistle with lanyard (1) hours. The engine is operated near the helmsman position. The detail specification of engine is able to
- First-aid outfit in waterproof pack (1) be seen at the engine manual.
- Anti-seasickness tablets in container (288)
- Seasickness bag for each person (48) 6. Steering
- Jack-knife with lanyard (1)
- Tin-opener with lanyard (3) This boat is so arranged that an adequate view forward, after and both sides is provided form the control
- Buoyant rescue quoit attached 30m of buoyant line (2) and steering position for safe launching and manoeuvring. This boat is provided with push-pull cable,
- Manual pump with bilge line (1) removable rudder tiller, rudder stock and rudder for remote steering mechanism.
- Set of fishing tackle (1) Also, in case the remote control steering mechanism fails, the emergency rudder tiller is installed near
- Tool set (1) the rudder tiller.
- Portable fire-extinguisher (Dry powder : 2.0kg) (1)
- Search light (1)
- Radar reflector (1)
- Thermal protective aid (5)
- Rainwater collector (1)
- Buoyant line for rescue (combined) boat (1)
Total Equipment Weight (include fresh water): Lifeboat & Rescue combined Boat, 267 kg
3. General
This boat have been constructed and been of such form and proportions that it have ample stability in a
seaway and sufficient freeboard when loaded with its full complement of persons and equipments.

7. Operating Instructions of Davit 3) When the lifeboat lowers with slow speed, tensile force will be on the pendant lines and boat
will be hanged by it.
Lowering
4) When the boat is completely suspended by pendant line, disengage the suspension link from
1) Remove the safety pin of the winch brake lever. boat release hook.
2) Release the davit arm stopper by operating the stopper lever. 5) Check the boat release hook for maintenance.
3) Embark the personal in boat. 6) Pay out the boat falls at winch until it’s possible to reengage suspension link.
4) Pull down the winch remote control wire in the lifeboat. or Lift up the winch brake lever 7) Hoist and turn in until it’s possible to remove hanging off pendants from auxiliary lifting lug.
directly from the boat deck
8) Disengage pendant lines from auxiliary lifting lug and eye plate at davit arm.
5) When the lifeboat is fully waterborne, operate the release gear of the life boat.
9. Operating Instructions for Recovery Strop and Hanging-Off Pendant
Hoisting
1) With rescue boat in stowed position, install hanging off pendant to eye plate on davit head. For
1) Maneuver the lifeboat to come under boat falls. recovery of rescue boat from water, engage recovery, strop shackle in suspension link. Engage
strop side in the boat hoist hook.
2) Connect the suspension links of the davit simultaneously to both fore and aft hook.
SAMSUNG/GASLOG/ABS
2) Hoist boat to 200mm from davit head. Connect shackle to auxiliary lifting lugs.
3) Insert the safety pin of the winch brake lever.
3) Lower the boat until fully suspended by the hanging off pendant.
4) Hoist the lifeboat by operating the winch using the push button switch until the winch is
stopped by the limit switch. 4) Disengage side from boat hoist hook and strop shackle from suspension link. Engage
suspension link in the boat hoist hook.
5) Disembark from the boat.
5) Stow recovery strop in the boat. Eliminate boat fall slack and subsequently hoist the boat.
6) Hoist the davit arm completely using the manual handle.
6) Disengage shackle. Finish by bringing the boat into its inboard position.
7) Set the arm stopper and lower the suspension block on the davit horn by releasing the winch
brake.
8) Fasten the boat lashing line.
8. Operating Instructions of Hanging-Off Pendant
Hanging-off pendants are used for handling of life boat when you needs to do maintenance of boat
release hook.
1) Connect one end of pendant line to eye plate of davit arm and the other end to auxiliary lifting
lug of boat release book.
2) Lowering the life boat to max. turning out position

10. Lifeboat Engine Operating Procedure NOTE
• If you do not want to engine pre-heating, push the start button three times continuously within
Preparation before first start 1 second and then engine will be starting without pre-heating.
1) Check that oil level is between the marks on the dipstick, placed at the side of the engine. • Verify that the oil lamp, water lamp and charge lamp lights are off after run the engine. If
either light is on, stop the engine immediately.
2) Check the lubricating oil of reverse and reduction gear.
• To secure long life and maximum power it is recommended to run the engine for the first 25
3) Recommend checking of oil level before start. hours at not more than 80% of the maximum output.
4) Fill the fuel tank. Use only diesel fuel. • Do not run the engine over idle speed (about 1000 rpm) and 5 minutes without supplying it
with cooling water or seawater. Either the engine seawater pump will be damaged or the
Starting Engine engine will be damaged from overheating. Before starting the engine, be sure to supply
seawater or cooling water with provided auxiliary device to the seawater pump.
1) Put the marine gear into “neutral position” by means of gear separation button.
Stopping the engine
2) Press 1 time the “START” button on engine operation panel (Automatically all lamps are light
on for 1 second). 1) Move the engine control lever into the neutral position.
2) Turn the starter switch to “OFF” and remove the key. (Turn key type)
3) Automatically fuel solenoid valve is operated and operate pre-heating system for 9 seconds and Press the “Stop” button on engine operation panel. (Button type-smart key)
SAMSUNG/GASLOG/ABS
then starter motor rotate the engine. (Do not operate glow plugs continuously for more than 180 3) Turn the all of battery switch to “OFF”.
seconds and the starter should not work for more than 20 seconds continuously.)
NOTE
4) Automatically operate the after-heating system for 8 seconds to reduce exhaust gas. If engine do not be stopped in spite of doing the preceding 1~3, move the engine stop lever to the
“STOP” position.
5) Run at a idle speed until the engine reaches a normal operating temperature before doing work.
Charge Lamp
START
Oil Lamp Water Lamp
STOP
RESET
Glow Lamp

Manoeuvring
1) With the control lever in neutral position the engine is idling, and the marine gear is in neutral.
When the lever is moved forward in rage 1, the marine gear is engaged to “Ahead” first by
means of working clutch-forward, and then in range 2 the engine R.P.M is increased. When the
lever is moved from the neutral position to range 3, the marine Gear engaged to “Astern” first
by means of working clutch-backward. And then in rage 4 the engine R.P.M is increased.
NOTE
Do not stop control lever in clutch range (0~1 or 0~3).
SAMSUNG/GASLOG/ABS
2) Only engage “Ahead” or “Astern” when the engine is idling.
3) To accelerate engine without engaging gear operate gear release button 5 and move control
handle in either direction.

Illustration 4.2.2a Launching Instruction DK (1/2)
SAMSUNG/GASLOG/ABS

Illustration 4.2.2b Launching Instruction DK (2/2)
SAMSUNG/GASLOG/ABS

Illustration 4.2.2c Hydrostatic Release Unit
1 2 3
JAN
2
FEB MAR
1
2 3 4 5
4 5
JAN
FEB
1
2
3
1

4.2.2 Life rafts The rafts are provided with boarding ladders, inside and outside gripping lines, capsize stabilizers and a
salt water activated battery for both internal and external lighting.
1. Specifications Accessories supplied are a rescue line with rubber quoits, repair outfit, hand bellows, floating knife,
operational instructions, sea anchor (drogue) and an emergency pack meeting SOLAS standards.
Maker : Viking Lifesaving Equipment Ltd.
3. Launch Procedure for the Davit Launched Twenty-five Man Life rafts
(4) Units : Viking 25DK + Life raft for 25 persons, throw over board type
The four (4) 25P life rafts (Viking, yard provided) are supplied with an HRU 1) Un-do the Senhouse slip and release the webbing straps. Clear them from the life raft canister.
Hammar H20.
(1) Units : Viking 6DK + Life raft for 6 persons, throw over board type 2) Plumb the davit arm over the life raft from its stowage position.
3) Free the release hook connecting shackle from its protective flap within the life raft canister (the
shackle is marked with a red tag).
4) Lower the davit fall wire until the lifting hook mechanism is in line with the life raft.
5) Connect the lifting hook mechanism on the end of the fall wire to the life raft lifting shackle
(marked with the red tag) and ensure that the lifting hook release mechanism cocking handle is
in the locked position.
SAMSUNG/GASLOG/ABS
6) Using the winch drum handle, take the weight of the life raft on the gantry fall wire and lift the
life raft clear of the deck and swing the davit outboard.
7) Secure the life raft bowsing lines to the dedicated cleats on the embarkation deck. Ensure that
the bowsing lines are not tangled and have adequate slack to allow the life raft to inflate freely.
8) Secure the life raft red inflation line loosely to the ship’s rail.
9) Ensure that the water beneath the launching area is clear of any obstructions and pull hard on
the life raft inflation tag and inflate the life raft (this will take approximately 25-30 seconds).
10) Once fully inflated, bowse the life raft into the ship’s side and ensure that it is level with the
embarkation deck by adjusting the bowsing lines, before tying them securely onto the cleats.
2. General
11) The first crew member should enter the life raft and make an initial inspection of the raft to
There are four 25-person life rafts in total, two stowed close by each lifeboat on deck and one 6-person check that all is safe and correct, prior to embarking any more crew members.
life raft stowed on the upper deck.
12) Ensure the embarking crew removes all sharp objects which may damage the life raft and
All five 25-person life rafts are of the manual launch variety, with hydrostatic release and four 25 person embark one at a time, loading evenly around the circumference of the interior.
life rafts are of the automatic inflatable variety. The forward 6-person life raft is not fitted with a
hydrostatic release unit.
All the liferafts are constructed with twin buoyancy chambers, one above the other. The bottom and the
canopy of the rafts are of double construction and may be inflated by bellows.

13) Embark a maximum of 25 crew into the life raft. 1) Attach the Hammar H20 with a shackle to a strong point on the deck or on the cradle.
14) Release the bowsing lines from the cleats and throw the loose ends into the life raft. 2) Attach the life raft lashing with a manual release hook to the upper yellow thimble and firmly
secure the life raft.
15) Release the red inflation tag from the ship’s rail and throw the loose end into the life raft.
3) Fit a shackle to the connector and connect the painter line to the shackle.
16) Check that the water below the launching area is clear and proceed to lower the life raft using
the brake handle on the winch. The life raft can be lowered from inside the craft by pulling on The Hammar H20 is now correctly installed and will be in service for two years.
the (D) ring suspended from the davit. This releases the brake. The rate of descent is governed
by a centrifugal brake. Manual Release
17) When the life raft is approximately 1 metre above the water, cock the release hook mechanism In order to launch the life raft manually, release the sliphook and throw the life raft overboard. The life
into the AUTOMATIC RELEASE position. raft is now attached to the vessel by the painter line via the connector. Pull the painter line and inflate
the life raft so the survivors can board.
18) Resume lowering and the life raft should automatically release when it makes contact with the
water.
19) Once afloat and steady, cut the painter and manoeuvre the life raft clear of the ship’s side using
the paddles or with assistance from a powered craft.
SAMSUNG/GASLOG/ABS
20) To launch the next life raft the hook is hoisted back and the davit is swung inboard to plumb the
remaining life raft. The automatic hook is attached to the next life raft.
4. Automatic Release Hook (H20)
The Hammar H20 hydrostatic release unit is designed for life rafts from 6 up to 150 persons. The
Hammar H20 release unit consists of a double looped white rope line, a release mechanism.
The white strong rope of Hammar H20 is secured to the deck or life raft cradle and attached to the life
raft lashing with a sliphook. If the ship sinks, the water pressure will, within 4 metres, activate the sharp
knife which cuts the white strong rope and the life raft will float free. As the ship sinks, the life raft
painter line will be stretched and the life raft starts to inflate.
Instruction for Marking
Markings must be done solely by a manufacturer of life rafts or an authorized life raft service station.
The expiry date is 2 years from month of installation onboard. The release unit is labelled with a
marking for year and month. Use a knife and carefully scratch away the appropriate square for month
and year of expiry two years ahead. A hydrostatic release unit, which is not properly marked with its
date of expiry, is not approved. Each Hammar H20 release unit has its own individual serial number.
Installation
Check the unit for proper marking of expiry date 2 years from month of installation onboard. Please
note that the unit has to be correctly marked to be approved by the marine authorities.

5. Release of Rafts 2) Paddle away from the danger zone using the paddles placed in a bag close to the entrance of the
raft.
3) Alternatively, one of the lifeboats or the rescue boat could be used to tow the raft clear.
When the raft is full of survivors, others can hold onto the lifeline around it. The raft is capable of
supporting double the number of persons it is certified to carry.
4) When clear of the danger zone, stream the sea anchor or drogue.
The sea anchor stabilizes the raft and helps to minimize drift.
5) Inflate the canopy and the bottom of the raft as this gives excellent insulation against the cold.
To do this, connect the bellows to each topping up valve in turn, which are placed in the raft
floor and inner canopy.
The bellows are located in a bag at the entrance.
After a long stay in the raft, it may be necessary to top up the two buoyancy tubes.
SAMSUNG/GASLOG/ABS
6) Connect the bellow’s plastic tube to the yellow topping up valves.
NOTE
The side of the raft where the CO2 cylinder is attached lies deepest in the water. The place is marked
Hydrostatic Release Units (HRUs) are fitted to each life raft stowed in the vicinity of the ‘RIGHT HERE’.
accommodation. These will activate when submerged to a depth of two to four meters, releasing the
rafts to float towards the surface. 1) Stand with the feet on the cylinder; hold onto the righting strap (placed across the bottom of the
raft).
After activation of the HRU, the raft is still secured to the vessel by a weak link. After inflation,
sufficient drag is applied to break the weak link and allow it to float free. 2) Maneuver the raft so that the opposite side is facing into the wind.
Once a life raft floats free from the stowage position, the life raft painter, still secured to the ship by the 3) Throw the body backwards while holding onto the righting strap and keeping the feet on the
weak link will deploy. As the weight comes on the painter it will automatically activate a CO2 cylinder cylinder.
and inflate the life raft leaving the now inflated raft tethered to the vessel by the weak link. As the
weight on the weak link continues to increase, the weak link will part, releasing the inflated life raft. When the wind is very strong, the lifeline can be tied around the waist to prevent the raft being blown
away.
In order to launch the life raft manually, release the sliphook and throw the life raft overboard. The life
raft is now attached to the vessel by the painter line via the connector. Pull the painter line and inflate A non-swimmer should keep hold of the righting strap and allow the raft to fall back on him (the rubber
the life raft so the survivors can board. raft will not injure him). He can then work his way back to the raft entrance under water, holding onto
the strap of the lifeline.
6. Launching Procedure for Inflatable Life rafts If automatic inflation does not work:
1) After launching the life raft, the painter must be cut with the knife provided to avoid the raft Swim up to the container, tear off the black rubber bands between the brass rings on the two nylon
being pulled under. bands and release the raft by pulling the release wire or use the bellows placed inside the raft.

Illustration 4.3.1a Life Jacket Donning Procedure
SAMSUNG/GASLOG/ABS

4.3 Survival Equipment and Techniques
2. General
4.3.1 Life Jackets
The ship’s life jackets conform to the SOLAS ChapterⅢ regulations 7 and 22 as follows:
1. Specifications
1) Assigned to all persons on board.
Manufacturer: KOSCO
Type: LJ2010 2) A sufficient number of life jackets shall be carried for persons on watch and for use at remotely
Weight: 570g (± 5%) located survival craft stations.
No. of units: 69 Sets 3) Life jackets shall be placed so as to be readily accessible and their position must be clearly
indicated.
Requirements
8 1) A life jacket shall not continue burning or melting after being totally enveloped in a fire for a
period of 2 seconds.
 After demonstration, a person is able to correctly don it within a period of one (1) minute
without assistance.
 Is capable of being worn inside out, or is clearly capable of only being worn one way and, as
far as practicable, cannot be donned incorrectly.
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Key
1. Fabric
 Is comfortable to wear.
 Allows a wearer to jump from a height of at least 4.5 metres into the water without injury and
without dislodging or damaging the life jacket.
2. Belt
3. Retro-Reflective Tape 2) A life jacket shall have sufficient buoyancy and stability in calm fresh water to:
4. Buckle  Elevate the mouth of an exhausted or unconscious person not less than 120mm clear of the
water, with the body inclined backwards at an angle of not less than 20°and not more than
5. Whitle Poket
50° from the vertical position.
6. Light Loop
3
 Turn the body of an unconscious person in the water from any position to one where the
7. Velcro
7 mouth is clear of the water in not more than 5 seconds.
6 8. Grab Loop
5
3) A life jacket shall have a buoyancy which shall not be reduced by more than 5% after 24 hours
9 9. Lifejacket Light
submersion in fresh water, and allow a person to swim a short distance and board a survival
2 10. Buoyant Line craft.
4
10 11. Whistle with Line 4) Each life jacket shall be fitted with a whistle secured by a cord.
11

5) Each life jacket shall be provided with a light that conforms as follows: Installation and Operation
 Have a luminous intensity of not less than 0.75cd. Installation
 Have a source of energy capable of providing a luminous intensity of 0.75cd for a period of Put the bracket under the fixing and of the lifejacket with its four keys towards and insert outside, the
at least 8 hours. keys into the holes on the back of the light to secure the light on the lifejacket.
 Be visible over as great a segment of the upper hemisphere as is practicable when attached Operation
to the life jacket.
Switch on: Pull down the cord connected to the push-pull switch to “ON” position for standby. The light
6) If a flashing light is provided, it should: will lighten and flash automatically when the contactors have water touched.
 Be provided with a manually operated switch. Switch on by compulsion: Operate the switch “OFF-ON” twice in 2s, the light will lighten and flash no
matter that the contactors have water touched or not. In addition, this operation can be used to check the
 Not be fitted with a lens or curved reflector to concentrate the beam. battery. The battery indicator in red lightens meaning the battery in full capacity; otherwise, the battery
 Flash at a rate of not less than 50 flashes per minute with an effective luminosity of 0.75cd. is in poor capacity.
3. Life Jacket Donning Procedure NOTE

The push-pull switch is always set in “Off” position when delivery. It should be set in “ON”
1) Put your head through the lifejacket. position for standby!
2) Turn the waistband to behind of body and connect the buckle.
SAMSUNG/GASLOG/ABS
3) Pull securing the end of waistband as tight as possible. WARNING
Do not dismantle battery pack.
4. Life Jacket Light (YDL12)

WARNING
The lifejacket light of YDL12 equipped with Energizer CR2 lithium battery and LED bulb in white
Do not make any external electrical connection.
color driven by constant current controlled by the microchip, featuring compact structure, lower power
consumption, safety and reliable, and easy to install onto lifejacket with its bracket, is developed and
manufactured by Jiangsu Huayan Marine Equipment Co., Ltd.
WARNING
The light is also equipped with a push-pull switch for working mode setting and battery checking as Do not recharge
well.
Luminous intensity ≥ 0.75 cd Adaptive surrounding temperature -30°C ~ +65°C

WARNING
Do not incinerate.
Duration ≥ 8h Operation temperature -15°C ~ +40°C
Energizer CR2 WARNING

Battery Lighting form Flashing
lithium battery Store between -30 °C ~ +65 °C, and Dispose of used lights in accordance with local regulations.
Lamp-house LED/White Flash Frequency 50 ~ 70 times/min

SAMSUNG/GASLOG/ABS

Illustration 4.3.2a Immersion Suit Donning Procedure
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4.3.2 Immersion Suits 2. General Description
1. Specifications Outer material made of hardly flammable, tear-proof nylon in orange, inner neoprene layer in yellow
(even after water contact the orange structure of the nylon is preserved), 3 times glued and watertightly
sewn on the outside with a tear-proof thread, excellent insulation even when water penetration occurs
Manufacturer: AQUATA due to a damage of the suit.
Type: IS-AS
Size: Universal Adult Hood and gloves attached to the suit, face-flap for additional insulation. Reflecting tape on arms, legs,
Weight: 4.0 kg breast and head, signalling whistle, attachment possibility for a strobe light, pocket with buddy line and
Available size: 125 ~ 155 cm (Model 140) stainless carbine snap, each suit individually pressure tested.
155 ~ 175 cm (Model 165)
175 ~ 195 cm (Model 185) This suit provides you the best warmth-protection possible – even when operating in temperature ranges
195 ~ 215 cm (Model 205) around the freezing point, 7.0 mm neoprene material, foam filled pillow provides buoyancy, heavy-duty
No. of units: 3 sets (Model 205) harness for helicopter lift-up, large breast pocket, excellent performance in medium water temperatures,
53 sets (Model 185)
fulfils all SOLAS requirements, foam filled pillow provides buoyancy, heavy-duty harness for
3 sets (Model 165)
helicopter lift-up, large breast pocket.
The neoprene itself is self-extinguishing. Suit can be used without life jacket.
Requirements
SAMSUNG/GASLOG/ABS 1) Immersion suits are constructed with waterproof materials so that:
2)
• They can be unpacked and donned without assistance within 2 minutes.
• They will not sustain burning or continue melting after being totally enveloped in fire for a
period of 2 seconds.
• They are provided with arrangements to minimize or reduce free air in the legs of the suit.
• Following a jump from a height of no less than 4.5m into the water there is no ingress of
water.
3) An immersion suit shall permit a person wearing it (together with a life jacket if required) to
carry out the following:
• Climb up and down a ladder at least 5m in length.
• Perform normal duties during abandonment.
• Jump from a height of not less than 4.5m into the water without damaging or dislodging the
immersion suit or being injured by it.
• Swim a short distance to a survival craft.

< Immersion Suit>

4) Where a life jacket is required to be worn with an immersion suit the life jacket shall be worn
over the immersion suit. The person wearing the immersion suit should be able to don the life
jacket without assistance.
5) An immersion suit that is made of material that has no inherent insulation shall be:
• Marked with instructions that it must worn in conjunction with warm clothing.
• Constructed so that when worn in conjunction with warm clothing and a life jacket, it
continues to provide thermal protection following one jump into the water from a height of
4.5m, and also ensures that when worn for 1 hour in calm circulating water at 5°C, the
wearer’s core body temperature does not fall more than 2°C below normal body
temperature.
6) An immersion suit shall permit a person wearing it, with hands covered, to pick up a pencil and
write after being immersed in water at 5°C for 1 hour.
7) The buoyancy requirements for a person wearing an immersion suit with a life jacket are such
that in fresh water, the wearer is to be able to turn from face down to face up position in not less
than 5 seconds.
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SAMSUNG/GASLOG/ABS

Illustration 4.3.3a Water Survival Techniques
Huddle Position
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Help Position

4.3.3 Water Survival Heat Loss
1. General The body gives off heat to the surrounding in the following manner:
The publication ‘A Picket Guide to Cold Water Survival’ gives an excellent guide on how to survive in Conduction
cold water and should be studied if available. In calm water at 5°C a normally dressed person has only
about a 50% chance of surviving for one hour. Loss of body heat is a gradual process and simple self- Conduction is the transfer of heat by air or water currents. Moving air cools the body quicker than still
help techniques can extend survival time. air. The cooling effect of moving air is known as the ‘wind chill effect’. Similarly moving water about
the body cools faster than still water at the same temperature.
Initial Immersion Cold Shock Reaction
Radiation
Sudden immersion into cold water, for those not accustomed to it, produces a dramatic increase in heart
rate, blood pressure and breathing rate. These responses decline after a few minutes of immersion, but it Radiation is the transfer of heat by rays of energy without direct contact with other substances.
is not unknown for death or incapacitation to occur at this time, particularly in persons already suffering Evaporation
from high blood pressure or heart defects.
Evaporation is the vaporising or drying up of liquid, such as sweat or moisture from wet clothing. When
Adequate clothing will reduce the effects of cold shock, and it is considered better to slowly introduce a a body gets too hot, sweating occurs and the evaporation of the sweat has a cooling effect on the skin.
person into the water rather than jump; thus making a more gradual temperature change. Evaporation of moisture from wet clothing has the same effect and cooling process, and resultant loss of
Short Term Immersion body heat. The body is normally heated by its own heat production, clothing acts as insulation, trapping
the warmed air between the skin and the clothing. If this layer of air is lost then the insulation is reduced
Even a normally competent swimmer has been known to become quickly exhausted when immersed in and the skin temperature will also decrease.
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cold water. The cold shock reaction causes a rapid gasping for breath, making it difficult to maintain
adequate leg and arm movement, together with the possibility of the swimmer inhaling water. Hypothermia
Because swimming in these conditions is difficult, the benefits of wearing of a life jacket cannot be Once the body temperature falls below 35°C the person will begin suffering from hypothermia. At this
overstated. A life jacket gives additional buoyancy, and in the event of the wearer becoming stage, discomfort, impaired speech, disorientation and mental confusion become well established. When
unconscious, will automatically turn the wearer to face the wind and sea. This is because the lower half the temperature falls to 31°C, unconsciousness may occur. At this point, shivering is usually replaced by
of the body acts as a sea anchor, with the legs trailing to windward of the jacket. muscle stiffness, and the pupils of the eyes may become enlarged. Heart beat becomes irregular and
weak and the pulse barely detectable.
Long term Immersion
Death may occur at any stage of hypothermia. When the body temperature has fallen to below 30°C, it
Normal body temperature is about 36.9°C. If this falls to below 35°C, a person is said to be suffering is very difficult to be certain if a person is alive or dead. Death by hypothermia is defined as a failure to
from hypothermia. The first signs of cold are shivering and increased numbness, particularly in the revive upon re-warming.
limbs and extremities. Hypothermia is also indicated by increasing slowness of physical and mental
response accompanied by the slurring of speech and problems with vision. Other symptoms are Table.1 Stages of Hypothermia
irritability, and irrational behaviour, with increasing slowness of physical and mental responses. Cramps, Initial immersion Initial 2-3 minutes Cold shock reactions
nausea and complete lethargy may also occur. As time progresses, shivering is displaced with persistent
Short term immersion 3-15 minutes Exhaustion and drowning
muscular rigidity, and finally the person will become unconscious with depressed breathing and a
Long term immersion 30 minutes plus Effects of progressive cooling
slowed pulse rate. The person will be very pale, cold to the touch, with dilated pupils and tendon
Post immersion Post immersion collapse and
reflexes will absent. Death, due to heart failure, will occur when the body temperature falls to about
(Occurring in 20% of casualties rescued) secondary drowning
24°C.

2. Water Survival Techniques 5) Amount of Body Fat
The time scale for hypothermia can vary according to the following: People with more body fat are better protected from the cold than thinner people; heavier
people having their own built-in insulation.
1) Water Temperature
6) The Amount of Water Movement
On average, survival in water of between 14°C and 18°C, wearing ordinary clothing and in a
life jacket, would be between 2.5 to 9 hours, depending if lightly or heavily clad. In water In calm water, the amount of spray and drenching from waves is reduced, increasing the chance
temperature of 6°C -8°C survival time would be reduced to between about 0.5 and 2 hours. of survival.
Body heat loss to the water from a naked person wearing a life jacket is about 26 times greater 7) Wind Effect
than if the person were in the same temperature conditions on land discounting any wind chill
factor. The heat loss would increase if the person tried to swim or exercise in an attempt to keep Once out of the water, the ‘wind chill’ factor becomes an additional hazard for those in wet
warm. clothing. Persons should seek to get out of the wind and shelter under the protective covers of
the survival craft, huddling close to each other for warmth. If clinging to wreckage, the person
Blood supply to the muscles would then be increased and subsequently heat is lost to the should crouch or lie down to reduce the area of body exposed to the wind.
surrounding water. If dressed, any warm water trapped beneath the clothing would in turn be
forced out and replaced with cooler water; again reducing the body temperature.
It is important to try and spend as little time in the water as possible. Should it be necessary to
remain immersed, then the person should float quietly, allowing the life jacket to support the
wearer. By adopting the ‘HELP’ (Heat Escape Lessening Posture) it is possible to minimise the
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amount of heat loss to the water. The elbows should be kept close to the chest, and the neck of
the life jacket gripped. At the same time, the legs should be crossed and brought up to the chest.
Should there be other persons in the water, get close together and form a circle facing inwards.
This is the ‘huddle’ position and as well as keeping everyone together, provides a bigger target
for search and rescuers to spot.
The ‘HELP’ and ‘huddle’ positions are difficult to maintain in rough seas and the only resort in
this case is to attempt to keep your back to the sea and wind in order to reduce the amount of
splash into the face.
2) Amount of Clothing Worn
The more layers of clothing worn, the greater the survival times. Where oilskins or a survival
suit are worn as the outer layer, the greater the reduction in body temperature loss. Head
covering, gloves and thick socks also help to reduce heat loss.
3) Survival Times in Sea Water-Temperature at 7°C
• Lightly clad – 40 minutes

• Heavily clad – 80 minutes
• Naval immersion suit – 6 to 8 hours
4) Age and Physical Fitness
Old people, children and persons suffering from illness or injury are at higher risk of
hypothermia.

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Illustration 4.3.4a Hypothermia Table Illustration 4.3.4b Hypothermia Treatment
1
Wrap plastic foil around
the cold water survivor.
37
36
Marked Shivering Confusion
35
Disorientation
34
Amnesia
33 Progressive
Body Core Temperature ℃
Muscle Sleepiness
Rigidity Heartbeat Slows
32 2
Bottom blanket is wrapped
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around the injured person.
31 Shivering Ceases
30 Possible Abnormal
Dilated Pupils Heart Rhythm
that Still React
29 Unconsciousness
28
27
3
The rest of the person is wrapped up.
26 No Pupil Reflexes Muscles Ensure the head is well covered.
Relax
25
Apparent Death/Death
24
Time

4.3.4 Exposure: Hypothermia 4.3.5 Hazards of Exposure and the Need for Warm Clothing
1. General 1. General
There is a risk of hypothermia in water below about 25°C. Extra clothing will delay the onset of It is now well known and admitted that during a disaster at sea, most lives are lost by hypothermia
hypothermia even if immersed, and will provide extra warmth for a survivor in a lifeboat even though which is actually a loss of body heat, resulting from exposure.
they may have been immersed in cold water prior to entering the lifeboat.
The expected survival time for a person in water can be indicated by the table below.
Totally enclosed or partially enclosed lifeboats provide far better protection from the elements than the
older open type, but extra clothing is still essential for warmth in nearly all climates. If a survivor has Sea Temperature Maximum Time of Survival
been immersed in water and has hypothermia, strip off the wet clothing and replace with dry garments if 0 °C 15 minutes
available. If no dry garments are available, wring the wet clothing out as thoroughly as possible. The 2.5 °C 30 minutes
damp clothing should then be dried, if possible, while being careful not leaving the survivor exposed for 5 °C 1 hour
any period of time. 10 °C 3 hours
15 °C 7 hours
Treatment of Hypothermia 20 °C 16 hours
25 °C 3 days or more
Warm the patient with extra layers of clothing and use life jackets as extra insulation. Use a thermal
protective aid (plastic survival bag) if available. Persons particularly at risk from hypothermia should be 2. Procedure
positioned nearer the engine, which will run for 24 hours at full power and much longer if kept at
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reduced speed. The engine can be a very valuable source of warmth in cold weather, but fuel should be In case of emergency, it is therefore very important to proceed as follows:
conserved as much as possible, dependent upon sea conditions, by running at reduced speed or using the
engine for a certain period only. Before abandoning ship, if there is time:
2. Dehydration - Put on extra clothing, as many layers as possible.

- Put on gloves, socks, windbreaker or waterproof cloth.
This is a fact of life in a survival craft. The best that can be done, is to attempt to minimize the rate at - Put lifejacket over the lot.
which the body loses fluid. Drinking either sea water or urine increases the rate at which precious body
- Supply extra blankets in the survival craft.
fluids are used up, and in turn makes the person even thirstier, leading to an eventually lapse into
unconsciousness followed by death. Avoid eating protein, minimize exercise, and try to stay dry and
When floating in the water awaiting rescue:
comfortable.
- As much as possible try not to swim, not move, and not waste energy unnecessarily.
- Maintain yourself in a floating position.
- Gather with other survivals and keep as close as possible to each other.
Once onboard the survival craft:
- Do not waste energy.

- Close all openings.
- Arrange shelters against the weather.
- Try to work up the temperature in raft through body heat.
- Distribute evenly, extra clothing and blankets.

4.3.6 Lifeboat and Liferaft Survival Techniques 3. Additional Duties
In the event that the vessel has to be abandoned, it is necessary to make some very important decisions Ensure that the following are properly allocated:
and carry out actions quickly. These are summarized as follows: • Allocation on the Lifeboat Muster List
1. Prior to Abandonment • SARTS (radar transponders) to the lifeboats
If time and circumstances permit: • GMDSS portable radios to the lifeboats
• Put on extra clothing • EPIRB to the lifeboats
• Put on a life jacket • Blankets and provisions
• Take extra clothing or blankets Liferaft Equipment
• Drink water • Operational instructions
• Take water in sealed containers • One sea anchor and cord
In addition to the SART, EPIRB and GMDSS radios, the following items will be of use: • Two paddles
• Extra life jackets • Rescue quoit with line
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• Extra survival bags • Bellows
• Small plastic bags • Repair kit
• Extra medical flashlights and batteries • One buoyant safety knife – two in rafts for more than twelve persons
• Paper and pencil • Four rocket parachute flares
• Portable radio receivers, books, playing cards etc. • Six hand flares
• Navigational instruments, books, chart, and chronometer • Two buoyant smoke signals
• Ship Captain’s Medical Guide • Electric flashlight with spare bulb and batteries
2. Abandoning Vessel • Whistle
All personnel should, if possible, board the lifeboat without getting wet. If for some reason this is not • Signalling mirror
possible and a jump into the water has to be made, the follow procedure should be adopted: • Scissors
• Make sure it is clear to jump • Instructions for survival
• Hold your nose • Illustrated table of lifesaving signals
• Hold down your life jacket • One bailer, two in rafts for more than twelve persons
• Put your feet together • Two sponges
• Look ahead when you jump • Emergency rations, 10,000 KJ per person

• Drinking water, 1.5 litres per person • One ration of provision with at least 10,000KJ for each person
• One drinking vessel • Four parachute flares
• Three tin openers • Six hand flares
• Fishing tackle • Two buoyant smoke singles
• Medicine box • One flashlight(Morse)with 2 spare batteries and 2 spare bulbs
• Anti-seasickness medicine, 6 doses per person • One daylight signal mirror
• Seasickness bag, 1 per person • One waterproof card with lifesaving signals
• Radar reflector and radar transponder • One whistle
• Thermal protective aids for 10% of the number of persons permitted in the liferaft, but at least • One first aid outfit
enough for 2 persons
• 300 doses of anti-seasickness tablets
• Signal lam
• 50 seasickness bags
• Survival bags
• One pocket knife with tin opener
• Water bags
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• Three tin openers
Lifeboat Equipment
• Two rescue quoits with line
• One set of oars
• One manual pump
• One set of crutches
• One set of fishing tackle
• Two boat hooks
• One portable fire extinguisher
• One bailer
• One searchlight
• Two buckets, with lanyards
• Five thermal protection aids
• One survival manual
• One efficient radar reflector
• One compass in binnacle
• Tool set
• One sea-anchor with hauser and tripping line
• One rainwater collector
• Two painters
• Two hatchets
• 270 litres of fresh water in bulk, tin or sachets
• One rustproof dipper with lanyard
• Three rustproof, graduated cups

4. Aboard the Survival Craft To minimise drift, rig the sea anchor. Issue anti-seasickness tablets, and ensure that any persons in
the water are accommodated in the lifeboat or liferaft if possible.
First Actions
Listen for whistles and look for survivors, signalling lights of other rafts, ships or aircraft. The
• Move away from immediate danger. lookouts should be properly briefed in their duties with regard to the collection of useful debris,
• Elect a leader, this may be the most senior officer or the person appointed on the muster list. how to keep a lookout, sector searches, and the proper use of pyrotechnics.
• Give an anti-seasickness tablet to all personnel. Proceed Towards the Nearest Land
• Activate the EPIRB (Emergency Position Indicating Radio Beacon). In some circumstances this will be the most obvious choice. Factors to take into consideration are:
• Take a muster of persons on board. • Was a distress alert sent?

• If no EPIRB is in the boat, search the area of the sinking to see if it has surfaced.
• Search the area for other survivors or survival craft. • How far to the nearest land, is the nearest land within the fuel range of your craft?
• Liaise with any other survival craft to ensure that all persons are accounted for. Indications of the proximity of land are changes in the wind direction around sunset and sunrise.
The land and sea breeze effect can be quite distinct in some areas. A single cumulus cloud (or
• Assess the situation. Is rescue likely and how long will it take? occasionally several) appearing to be stationary close to the horizon, whilst others are moving, is a
• Do you stay close to the position of the sinking or proceed towards the nearest land? good indication of land beneath. This is also true if a single cloud, with no others around, remains
stationary close to the horizon. There are many other indications, such as a green and blue
• Put the food and water under the control of one person who will be responsible for distribution reflection on the underside of the clouds in low latitudes, the direction that birds fly in either early
of the rations. in the morning or in the evening, and also the change in colour of the sea from green or blue to a
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lighter colour.
• Collect in all additional food, clothing and sharp objects or weapons that may have been
brought into the survival craft. Do not approach land at night unless you know exactly where you are and that the landing area or
harbour entrance can be safely transited. During the hours of darkness, lookouts should keep a close
• No food or water should be issued for the first 24 hours. watch for the sound of surf and report to the watch leader any visual or audible occurrences.
• The leader should nominate different people to the following positions: first aid, signalman, hull Settling Down to a Period before Rescue
repairs, engine repairs, recorder of voyage log, navigator, helmsman and lookouts.
Having made an assessment of how long it will be before rescue is likely, it is now necessary to
Stay Close to Position of Abandonment decide how the available food and water will be divided and issued. The following are a few
With the improvements brought about by the GMDSS systems in maritime search and rescue, guidelines:
staying close to the position of abandonment is the most likely decision that will be made. Prior to The minimum daily water ration should be around 450ml to 500ml given in three separate issues at
taking to the lifeboat, a DSC distress alert should be sent out. This can be done at the touch of a sunrise, noon and sunset. This quantity will be sufficient to avoid severe dehydration. The daily
signal button. In addition there are the EPIRB and SART which should be taken to the lifeboats food ration should consist of 800KJ to 850KJ of the emergency rations given in three equal
when abandoning ship. The EPIRB, when activated, allows the Marine Rescue Co-ordination amounts the same as for the water (this equates to 500g)
Centre (MRCC) to locate the position of survivors and guide vessels and aircraft to the rescue
position. Should the EPIRB not be in the survival craft when the vessel sinks, the hydrostatic To make the decision as to how much should be issued, take the total available (separate one third
release unit will automatically release it, and it will then automatically start its transmissions. as emergency stock in case rescue is not forthcoming when expected), then apportion the remainder
Where possible, it is therefore beneficial for all the survival craft to stay together (if possible) by where possible on the above basis as a minimum.
tying the survival craft together.
In each lifeboat there will be 3 litres of water and 10,000KJ of food for each person that the boat is
The SART should be positioned on the extension pole, switched on and mounted as high as possible. certified to carry. It should be noted that the emergency rations consist mainly of carbohydrates,
The batteries will last for 96 hours on stand-by, and for about 8 hours continuous operation if some fat and minimal protein. These rations do not require the consumption of water or body fluids
vessels are in the area and accessing it. (so that they can be more easily digested), which is of great importance.

Food and water should be issued in such a way that all can see that it is fair. Everyone will become If your water ration is at least one litre per person daily, then fishing can be a worthwhile exercise.
thirsty, and as time passes, human nature will make the ration distribution a very difficult and trying However, remember that fish are high in protein which brings its own problems as previously
experience (and also the highlight of the day). mentioned.
If a desalination plant is available, this should be put into operation immediately and its output used The blood of sea birds is quite nutritious. To catch sea birds, try putting some of the fish guts on a
in preference to the emergency water rations. piece of wood with a hook in the middle and allow it to float a little way from the craft.
Passing the Time Do not encourage swimming as a form of exercise, this will use up energy and can put the
individuals at risk from sharks.
The leader will have to face and resolve the following problems:
Maintain morale. This is best approached by giving duties to each person which are meaningful,
and ensuring that they are carried out.
Duties such as lookout, helmsman and bailer should be rotated at intervals of not more than one
hour, as this will prevent boredom and lack of vigilance from setting in.
Continually show confidence that rescue will take place. Do not allow individuals to lapse into
melancholy. Try to make everyone think of factors other than the present situation by introducing
games of various forms. If a portable radio is available tune it in and listen to the various
programmes. Playing card games is useful, as considerable concentration is required.
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Maintain the health of all on board, both mental and physical. Routines can be counter productive.
Where possible restrict movement to a minimum as all movement consumes body fluid. Body fluid
is probably the most significant single factor to control whether or not you survive.
The initial withholding of food and water for 24 hours puts the body into a slightly dehydrated state,
which is the ideal situation for a prolonged period in a survival craft. During this period all persons
should be encouraged to urinate; this will assist in reducing urinary retention problems later.
Do not consume food high in protein (as this causes more defecation), which in turn causes you to
use up un-replaceable body fluids.
If possible, keep a good flow of fresh air through the boat as this will help to reduce seasickness.
Ensure that all persons take the anti-seasickness tablets for the first two days. After this, most
people will be acclimatised to the motion of the craft.
Towards the evening, try to hang out any damp clothing and make sure it is dry for the evening chill
in the tropics. This avoids the loss of body fluid as body heat dries the clothing and reduces the
internal body temperature.
As thirst grows, the temptation increases to drink seawater. This temptation must be resisted at all
costs.
All parts of the body should be shaded from the sun and the elements. This will reduce the loss of
body fluid and also reduce the risk of sunburn or frostbite.

5. Pick up from Sea to Lifeboat Illustration 4.3.6a Pick up from Sea to Lifeboat
Normal Pick up Procedure
1) The coxswain will determine which side of the boat he wants the person in the sea to be brought
onboard.
2) People in the way of the pick-up operation should be moved. Two persons assigned to the pick-up
operation take their places. Use a lifeline.
3) The boat is manoeuvred gently from leeward to windward. As the bow pass the person in the sea
(with a clearance of 1.5 m), put the helm hard over towards the person.
4) Back the lifeboat up, put the gear in “Neutral” and the wind will drive the lifeboat towards the
person.
5) If possible, the person in the sea should immediately be secured with a line or the like.
6) The person is lifted in over the stern ramp. Make use of the movements of the lifeboat to reduce the
amount of effort required. It is best for the person involved to be pulled in horizontally. Avoid
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pulling sharply. Make sure the person is not injured or that their back is not broken while pulling
him/her into the stern ramp threshold backwards.
7) As soon as the person has been pulled in, close the hatch. Report to coxswain that the boat is once
again ready to manoeuvre.
8) The person rescued should be laid in the lifeboat with legs raised, even if conscious. After being
taken out of the water one can suffer a sudden rush of blood pressure (due to the loss of outside
hydrostatic pressure from the water). At worst, this can lead to instant death if the person is held
upright.
9) The person rescued is then treated as described in the section on injured persons (in particular, refer
to hypothermia treatment).
Correct boarding procedure from sea to Rescued survivor properly positioned (with legs
lifeboat, via stern ramp. elevated).

Illustration 4.3.6b Pick up from Lifeboat to Helicopter
1 2
3
SAMSUNG/GASLOG/ABS
4

6. Pick up from Lifeboat to Helicopter 6) One person assists, while the one to be rescued stands on the stern ramp and puts on the harness as
follows:
During evacuation from the lifeboat, it is crucial that those on board maintain discipline and follow the
instructions of the leaders. - Hold the harness “upside-down” between yourself and the hoist line.
The operation itself is controlled from the helicopter. If the helicopter sends down its own rescuer, he is in - Put one arm through the noose of the harness. Slide the harness over your head and one shoulder.
charge of everything that goes on in the lifeboat. If no rescuer is sent down, the coxswain is in command. If
there is radio contact with the helicopter, procedures will be dictated from there. - Then put the other arm through and slide the harness down over your back. Make sure the
harness goes around the lifejacket.
Normally, injured persons are hoisted up first. In cases of major injuries and poor communication it may be
necessary to send an uninjured person up to manage the situation with stretchers etc. - Check that the hoisting cable and hook are free in front of the chest. Tighten the adjustment strap
on the harness.
The following procedure should be observed:
7) Give the all-clear signal for “pull-up”, as shown in the figure.
1) No one should go up on the roof of the lifeboat. Everyone must be seated in the lifeboat until told
otherwise. Lifejackets or immersion suits should be worn. 8) The person being rescued should remain completely passive until on board the helicopter.
WARNING
Thermal bags should be taken off unless a stretcher is to be used.
SAMSUNG/GASLOG/ABS
2) Only one hatch should be opened (upon the instructions of the person in command).
3) The lifeboat should be kept against the wind, as far as possible, and at rest. The helicopter moves
towards the lifeboat, not vice versa.
4) The rescue harness is lowered preceded by a control line and weight.
WARNING
Let the weight drop into the sea before touching the control line. (Static electricity can cause
shocks). The weight must remain in the sea at all times, and the control line must never be
attached to the lifeboat.
5) When the harness is at deck level, someone must go out on the stern ramp, grab the control line and
pull in the harness.
WARNING
Keep lifeboat gear in neutral. Avoid allowing the control line to become entangled in the
propeller.

7. Pick up from Lifeboat to Another Vessel It is only the correct lifeboat lifting eyes on both sides of the lifeboat that are constructed to carry the whole
weight of the lifeboat.
Any transfer of persons from a lifeboat to another vessel can involve the risk of injuries. If the lifeboat is
undamaged and those on board uninjured, it will be safe to remain in the lifeboat. Towing hooks, sprinkler pipes, rails etc. must not be used for anything but the purpose for which they were
constructed.
In severe weather it should therefore be evaluated whether to postpone transferring people until the operation
can be carried out under safer conditions. 8. Use of Drogues
General precautions are: The lifeboat and liferaft are equipped with floating anchors intended for improving the behavior of the boat
or craft in heavy seas, or to reduce the drifting speed in case it is necessary (keeping the boat in the abandon
1) Transferring requires high standards of discipline. ship area for instance).
2) One person must be in command. No one should do anything without clear instructions. Proceed as follows:
3) Never stand on the roof of the lifeboat (not even during drills). • The sea anchor is held tied to the outside life line of the raft as illustrated below. It prevents the raft
Remain seated and secured until told otherwise. from drifting by being trailed in the water, and maintains a steady position against the direction of
waves.
• Adjust the length of the sea anchor line depending on the state of the sea. If it is set such that when
the anchor hits the wave crest at the same time as the raft hits it, the sea anchor has the effect of
SAMSUNG/GASLOG/ABS
stabilizing the raft.
4) Keep the hatches closed at all times, apart from the actual evacuation.
5) Remember that freeboard and stability are reduced if people are moved over to the one side of the
lifeboat.
<Liferaft trailing sea anchor>
In special circumstances it may be practical to recover the whole lifeboat with auxiliary ships’ provisions or
deck crane. This should only be done in exceptional circumstances with people on board.
Remember that in rough seas there will be jerks that will double the load on the hoisting wires.

Illustration 4.3.7a Recovery Position
1 2
Hold casualty’s arm,

palm outwards,
against his cheek
Make sure that
the legs are straight
Foot is flat on
the ground
Place arms at
right angles
to the body
Kneel beside the casualty.Remove spectacles and any very bulky objects, such as mobile phones and large Bring the arm that is nearest from you across the casualty’s chest, and hold the back of his hand against
SAMSUNG/GASLOG/ABS
bunches of keys from the pockets. Do not search the pockets for small items. the cheek farthest from you. With your other hand, grasp the near leg just above the knee and pull it up,
Make sure that both of the casualty’s legs are straight. keeping the foot flat on the ground.
Place the arm that is farthest from you at right angles to the casualty’s body, with the elbow bent and the palm
facing upwards.
3
CAUTION
!
If the casualty is found lying on his side or front,
Keeping the casulaty’s hand pressed against
his cheek, push on the far leg and roll the
not all these steps will be necessary to place casualty away from you on to his side.
him in the recovery position.
Hold on to casualty’s Adjust the upper leg so that both the hip and
leg and push it over the knee are bent at right angles.
Tilt the casualty’s head back so that the airway

remains open.If necessary, adjust the hand
under the cheek to make sure that the head
remains tilted and the airway stays open.
If not already done, call for professional medical

assistance. Monitor and record vital signs - level
of response, pulse and breathing.
If the casualty has to be left in the recovery

position for longer than 30 minutes, roll him on
Bent leg props up body to his back, and then turn him on to the opposite
Hand under cheek helps
and prevents casualty side - unless other injuries prevent you from
to keep airway open
from rolling forwards doing this.

4.3.7 First Aid: Recovery 2. Rescue
1. Injuries, Ailments and Treatment Take care as, by now, you may not be as fit or as able as when you boarded the survival craft. Your
mental and physical processes will be operating in slow motion. Establish communication with the
Injuries rescue craft, give all details regarding the condition of the survivors and discuss the simplest means of
A first aid kit is supplied with every lifeboat and a leaflet describing simple first aid is enclosed with transfer to the other craft. The injured and weakest should be transferred first.
each kit. Remember to take your log with you.
Frostbite 3. Recovery Position
Frostbite usually occurs in the extremities, i.e., fingers, toes, ears. Wear protective clothing if The recovery position prevents an unconscious victim from chocking on their own tongue or vomit.
possible. Reduce lookout period in very cold weather and watch each other’s condition. Wriggle nose Unconscious victims, who are breathing and have a pulse, should always be put in the recovery position.
and cheeks and exercise hands and feet to keep the circulation going. Try to huddle together to share
body warmth. The following procedure describes how to put a victim in to the recovery position:
Do not massage the affected area once signs of frostbite have appeared. Warm the area by holding a 1) Kneel beside the victim and open their airways by lifting the chin and tilting the head
hand against it. backwards.
Urine Retention 2) Straighten the victim’s legs. Remove any spectacles they may be wearing.
This can be dangerous, so make a mental note of this early. Before urine production is reduced by 3) Place the arm farthest from you into a stretched out position, palm up and at a right angle above
rationing, ensure that everyone urinates within the first 24 hours. If retention occurs, dangling your their head.
SAMSUNG/GASLOG/ABS
hands in the water may help, but whilst this is being done, keep a wary eye for sharks. After a period
of time in a survival craft, urine will appear dark and smoky coloured. This is normal and no action is 4) Bring the arm nearest you across the chest and place it palm down under their farthest cheek.
necessary. 5) Pull the victim’s nearest leg to you up at the knee, while keeping their foot on the ground.
Sunburn 6) Push on the bent leg to roll them away from you. Make sure the hand under their cheek is
Avoid excessive exposure to the sun by keeping under cover. Keep head, neck and other exposed supporting their head.
areas covered. A very gradually acquired sun tan may be beneficial. 7) Make sure the other arm is stretched out at a right angle, palm facing upwards, and that the
Salt Water Boils victim is not lying on it.
These are due to the skin becoming sodden with sea water. Do not squeeze or prick boils. Keep them 8) Adjust the bent leg so that the knee is at a right angle.
clean and cover with a dry dressing. Keep the area as dry as possible to avoid chafing. 9) Ensure the airways remain open by tilting the head back.
Dry Mouth and Cracked Lips 10) Monitor the victim’s breathing and circulation.
Swill water around your mouth prior to swallowing. Suck a button. Smear lips with cream or soft NOTE
petroleum jelly.
If the victim is found lying on his side or front, not all these steps will be necessary to place
Swollen Legs him in the recovery position.
This is common and due to long periods spent in a sitting position. It will subside, without treatment,
after rescue.

Illustration 4.3.8a Lifesaving Signals
Landing signals for the guidance of small boats with crews or persons in distress.
Manual signals Light signals Other signals Signification

Day Night Signals combined with Replies from life-saving stations or
coast rescuing media. maritime rescue units to distress
signals made by a ship or person
In General: Affirmative
K
This is the best place Specifically: Rocket line
to land. is held - tail block is
made fast - man is in Day
the breeches buoy
Vertical motion of a Vertical motion of a or firing of a green star signal. or code letter 'K' given by light - haul away
white flag or of the arms. white light or flare. or sound-signal apparatus.
A range (indication of direction) may be given by placing a steady white light or flare
at a lower level and in line with the observer.
Day Night
Orange smoke signal
S Landing here highly

In General: Negative
Day
dangerous. Specifically: Slack
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away - avast hauling
Horizontal motion of a Horizontal motion or firing of a red star signal. or code letter 'S' given by light
white flag or of the arms of a light or flare. or sound-signal apparatus. 1 min 1 min
extended horizontally.
Day
or combined light & sound signal
1. 2. 3. (thunder - light) consisting of 3 single
signals which are fired at intervals
of approximately one minute.
1. 2. 1: or signalling the code letter

'S' (...) followed by the code Night
1: Horizontal motion of a white flag, followed by letter 'R' (. .) if a better landing

place for the craft in distress is
2: the placing of the white flag
on the gound and
located more to the in right Landing here highly
3: by the carrying of another white in
flag
the the direction of approach.
direction to be indicated. dangerous.
A more favourable
Night 2: or signalling the code letter location for landing
1. 2. 3. 'S' (...) followed by the code is in the direction
letter 'L' (. . .) if a better landing White star rocket consisting of 3 single
indicated. signals which are fired at intervals of
1: or firing of a red star signal place for the craft in distress is
vertically and located more to the in left approximately one minute.
2: a white star signal in the direction
towards the better landing place. the direction of approach.
1: Horizontal motion of a light or flare

You are seen-assistance will be
2: followed by the placing of the white light given as soon as possible.
or flare on the gound and
(Repetition of such signal shall
3: the carrying of another white light or flare have the same meaning)
in the direction to be indicated.

Illustration 4.3.8b Lifesaving Signals
TABLE OF SIGNALLING FLAGS

NUMERAL PENDANTS
1 6
A (Alpha) B (Bravo) C (Charlie) D (Delta) E (Echo) F (Foxtrot) G (Golf)
I have a diver I am taking in, Yes. (Affirmative or Keep clear of me. I am altering my I am disabled. I require a pilot.When
down. Keep or discharging the significance of I am manoeuvring course to Communicate made by fishing vessels
well clear at or carrying the previous group with di fficulty. starboard. with me. operating in close proximity
slow speed. dangerous goods. should be read in on the fishing grounds it means
the affirmative). ‘I am hauling nets’. 2 7
3 8
H (Hotel) I (India) J (Juliett) K (Kilo) L (Lima) M (Mike) N (November)

I have a pilot I am altering my I am on fire and I wish to You should stop My vessel is No.(Negative or the
on board. course to port. have dangerous communicate your vessel stopped and significance of the
cargo on board. with you. instantl y. making no way previous group should be
4 9
Keep well clea r. through the wate r. read in the negative). This
may be only given visually
SAMSUNG/GASLOG/ABS
or by sound. For voice or
radio table transmission
the signal should be NO.
5 0
SUBSTITUTES
O (Oscar) P (Papa) Q (Quebec) R (Romeo) S (Sierra) T (Tango) U (Uniform)
Man overboard. In harbour . All persons My vessel is My engines are Keep clear of me. You are running
should report on board healthy and I going full speed I am engaged in into dange r.
as the vessel is about request free No signal. astern. pair trawling.
to proceed to sea. practique.
At sea . May be used by
fishing vessels to mean
‘My nets have come fast
upon an obstruction’.
First Second Third
V (Victory) W (Whiskey) X (X-ray) Y (Yankee) Z (Zulu)

I require I require medical Stop carrying out I am dragging I require a tug. When
assistance. assistance. your intentions my anchor. made by fishing vessels
and watch for my operating in close proximity
signals. on the fishing grounds it means Code and Answering Pennant
‘I am shooting nets’.

Illustration 4.3.8c Lifesaving Signals
AIR TO SURFACE VISUAL SIGNALS

Signals used by aircraft engaged in search and rescue operations to direct ships towards an aircraft, ship or person in distress.
Procedure performed in sequence by an aircraft Signification Signals used by a vessel in response to an aircraft engaged in search and
Signification
rescue operations
The aircraft is directing a vessel

towards an aircraft or vessel in
distress. Acknowledges receipt of aircraft's
(Repetition of such signals shall signal.
2. CROSS the vessel's projected course have the same meaning).
closeAHEAD at a low altitude while 3. Head in the direction in which Flash Morse Code signal
1. CIRCLE the vessel at least once the vessel is to be directed Hoist 'Code and Answering' Change the heading to the
ROCKING the wings (See Note) 'T' by signal lamp.
pendant Close up; or required direction; or
NOTE Opening and closing the throttle or changing the propeller pitch may also be practised as an alternative means of attract ing attention to that of rocking
the wings. Howeve r, this form of sound signal may be less e ffective than the visual signal of rocking the wings owing to high n oise level on board the vessel.
The assistance of the vessel is
no longer required.
(Repetition of such signals shall Indicates inability to compl y.
have the same meaning). Flash Morse Code signal
4. CROSS the vessel's wake close
ASTERN at low altitude while ROCKING the wings. (Seete)
no Hoist international flag 'N' 'N' by signal lamp.
(NOVEMBER); or
Procedure performed by an aircraft Signification

Reply from an aircraft observing signals from surface craft or survivors Signification
or
Flash the landing lights Use any other Drop
Rock the wings or navigation lights on Flash Morse Message Understood
suitable signal Drop a communication
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Drop a (during daylight) and off twice (during Code signal T or R
message or equipment suitable The aircraft wishes to inform or
message or or hours of darkness) or by light or
for establishing instruct survivors
direct contact
Fly straight and Flash Morse
Use any other Message Not Understood (Repeat)
level without Code signal RTP
suitable signal
rocking wings or by light or Signals used by a survivors in response to a message dropped by an aircraft Signification
Helicopter/Ship Operations Use any other Dropped message is understood

Identification of the vessel suitable signal by the survivors
Flash Morse Code signal
The vessel transmits a radio homing signal normally on Visual Signals 'T' or 'R' by light or
410kHz to be used by the helicopte
r’s automatic
direction finder (ADF) 1. FORWARD
Arrival of the Helicopter Use any other Dropped message is not
suitable signal understood by the survivors
Responsibility of the O
fficer in Flash Morse Code
Charge - to helicopter signal 'RPT' by light
Indicating to helicopter pilot that the vessel is ready 3. LOSS OF RADIO COMMUNIC ATIONS
H and the helicopter may approach. Arms repeatedly

moved upward and backward beckoning onward. In such an event:
a) The helicopter should circle the vessel.
Use International Code of Signals or plain Use the following surface-to-air
Helicopter to be fitted with a marine VHF FM radio language by use of a torch, signalling visual symbols by displaying the
transmitting and receiving at least on channel 16 and 2. FINISHING OPER ATIONS b) The vessel should make contact by signalling lamp or
lamps or signal flags appropriate symbols on the deck
two other simplex working frequencies. Unless otherwise as follows:
Steady white light - Ready to receive helicopter or on the ground
agreed in advance vessel to set watch on VHF channel
16 too. Indicating operations finished Arms
- Series of short flashes - Reception of helicopter
repeatedly crossed above the head delayed for a period of not more that 15 minutes. Message IMO/CAO's visual symbols
SIGNALLING Prolonged series of the letter N in Morse code ( )
- Require assistance V
- Reception of helicopter delayed for an indeterminate
period in excess of 15 minutes. - Require medical assistance X
According to rules 27 (b) (i) and (ii) of the International - No or negative N
WARNING SIGNAL:A FLASHING RED LIGHT IN THE
Regulations for Preventing Collisions at Sea (1972),
OPERATING AREA WILL INDICATE TO THE HELICOPTER - Yes or affirmative Y
or International Code Flag ‘D
’ to be flown.
PILOT THAT OPERATIONS ARE TO CEASE IMMEDIATELY
- Proceeding in this direction

4.3.8 Lifesaving Signals and Lifesaving Appliance General
1. Lifesaving Signals Every ship is to be provided with a line throwing appliance which must be capable of throwing a line,
with reasonable accuracy, at least 230m in calm whether, utilising a line with breaking strength of not less
A table describing the lifesaving signals shall be readily available to the officer of the watch of every ship than 2kN.
to which SOLAS chapter V applies. The signals shall be used by ships or persons in distress when The unit should be stored with brief instructions or diagrams clearly illustrating the use of the line
communicating with life-saving stations, maritime rescue units and aircraft engaged in search and rescue throwing appliance.
operations.
The life-throwing appliance is used;
Such lifesaving signals are described in the International Aeronautical and Maritime Search and Rescue
Manual (IAMSAR) Vol. III, Mobile Facilities and illustrated in the International Code of Signals as  During rescue operations for establishing connection between the rescue vessel and the ship in
amended pursuant to resolution A.80 (IV). distress for towage assistance
 Evacuation of persons
2. Life-Saving Appliance
 Rigging of breeches buoy
Line Throwing Appliance  When mooring under difficult circumstances
 In man overboard situations
Specifications
The rocket is fired in such a way that the line will fall very close to the person in the water.
Maker: Huahai Marine Signals
Type: JHT-4 How to aim the line throwing appliance:
SAMSUNG/GASLOG/ABS
Throwing distance: equal-greater than 230 m
• In calm weather or in following wind or head wind, aim straight at the target. Take into account
Line breaking strength: 2 kN
the direction of the wind (to windward or leeward of the target) and adjust the angle accordingly.
Deflection: 10 degrees from center line
Size: 258 x 170 x 270 mm • In a strong side wind, aim at the windward side of the target as the wind pressure on the line will
No. of units: 1 set (4 pcs) steer the rocket towards the wind. If the distance to the target is close to the maximum range of
the rocket, 300m, aim to windward of the target. The wind pressure will affect the rocket when its
speed decreases and will draw it to leeward.
The line throwing device has a rope which is attached to the inside of the canister by a quick-release knot.
It has an integral handle/trigger unit and is marked on the casing giving easy reference to the optimum
firing angle.
Line Throwing Appliance - Instructions
1) Reverse the cover and install tight.
2) Reverse the little cover.
3) Pull out the trigger.
4) Pull out the safety pin.
5) Aim at the target and press down the trigger, then it launched.
WARNING
Use for distress signal only. Don’t direct outlet to person. Use before the expiry date.

Rocket Parachute Flare Injured Person Lifting Davit
Specifications Maker: A Tech

Type: Air Motor Driven
Maker: Huahai Marine Signals Safety working load: 200 KG
Type: HR-3
Burning time: Over 40 seconds
Max. lifting height: about 36 M
Bursting height: Over 300 meters
Ignition colour: Bright red Source of air pressure: 7 kgf/cm2
Weight: 0.37kg Working air pressure: 6 kgf/cm2
No. of units: 1 set (12pcs) Total weight: about 75 KG
General Operation Procedure
A rocket parachute flare is a pyrotechnic aerial flare to alert potential rescue crafts from far distances. The 1) Please check the air line.
rocket parachute flare should be used when there is the best possibility of being seen (e.g., the lights of a
ship can be seen at the horizon). The rocket will fly to a height of over 300 meters. At the top of the 2) Set the position of the control lever to “NEUTRAL”.
trajectory, a red flare with 30,000 candelas will be ejected along with the rocket parachute flare. The
burning time is over 40 seconds. A red flare with a height of 300 meters can be seen on a clear night for 3) You can turn the davit to the working position by turning handle.
more than 30 nautical miles.
SAMSUNG/GASLOG/ABS
4) Move the control lever to the position of “Lowering”.
Rocket parachute flares are provided on the ship’s bridge. (12pcs)

5) After hanging the weight, move the control lever to the position of “Hoisting”.
In liferaft (4pcs) and lifeboat (4 pcs)
6) After all workings are over, you can fix the davit by the locking pin and fasten the wire to the stowage
Operation instructions handle.
7) Please use the carrying handle when carrying the davit on deck.
1) Hold end marked “TOP” upwards, Remove bottom cap.
Stretcher (Neil Robertson type)
2) Hold flare over your head, pull ignition line hard.
3) Hold flare firmly and upright with both hands. After 2s the Rocket will fire. Model: Neil robertson type
Weight: Net weight 7 kg, Gross weight 8 kg
Size: Packing carton size is 166 x 16 x 16 cm, Stretcher size 165 cm L x 125 cm W
Material: Terylene oxford textile, lauan and belt
Loading weight: 120 kg both horizontal and vertical
How to use
1) Deloy the stretcher with the “INSIDE” mark upwards.
2) The wounded lies down on the stretcher, One fixing band at the upper part of the stretcher will be used for
fixing the head or neck.
3) There are three fixing bands at the middle of the stretcher will be used for fixing chest and the groove there
could be used for receiving the upper arm.

4) There are two fixing bands at the lower part of the stretcher for fixing crura below the tip.
5) Two rings located at the lower part of the stretcher are used for receiving the feet.
6) One set of wooden bar from the top of the bottom of the stretcher could protect the backbone effectively.
Moving instruction
1) To take hold of the rubber rings in black color on the backside of the little and uplift it after the wounded
well fixed.
2) In case of rescuing with a helicopter, to fix it to the lifting facilities, lift it away carefully from the vertical
access on board the ship and drop it down to rescue boat.
SAMSUNG/GASLOG/ABS

Illustration 4.4.1a Two-way Radio Telephone Apparatus
Example of default
display screen
Ch 14 156.700 Setup
Volume Contrast
Single/DW/TW
HI
Channels
Menu Key tone
Info
Contrast
1 Battery
Ch 14 156.700 Single/DW/TW
Squelch Single
2
SQ DW
HI TW
156.000 Key
Ch
Ch16
16 156.000
1. Antenna 156.700
3 Volume
Volume Ch 14 Channels
2. LCD Display Screen
SAMSUNG/GASLOG/ABS
Volume 6
HI Hi/Lo 8
3. Press to Talk (PTT) Button HI 9 TW
4 7 10
Enter
Menu DW/TW 4. Menu Key
Ch 16 156.000
5 11
5. Channel Key
Volume
CH SQ 6. High/Low Power Key 16
HI
8
6 12 7. Up Arrow Key
HI/LO 9
8. Down Arrow Key Ch 14 Ch 16,9 Key tone
16 Off
Volume
9. Channel 16 Direct Select Key Enter/TW Low
13
HI TW High
10. Enter DW/TW Select Key
11. Squelch Control Key 156.700
Ch 14 Info
14
12. Power ON/OFF Key Volume SW ver: 1.00
PTT Temp.: 25°C
15 15
13. Microphone HI TX Battery: 5.83V
14. Speaker
Ch 14 156.700 Battery
15. Battery Release Buttons
Volume Lithium
Receiving NIMH
HI RX

4.4 Communication Equipment visibility orange and are waterproof to IP67 standard.
4.4.1 Two-way Radio Telephone Apparatus Three hand held TR20 GMDSS VHFs are located in the wheelhouse. Each unit consists of a transceiver,
rechargeable battery (NiCad type) and a mains operated battery charger. An emergency orange non-
Maker: JOTRON Electronics AS rechargeable lithium battery is supplied with each unit and is only to be used in an emergency situation.
Type: TRON TR20 GMDSS
The radio has all the maritime simplex channels with a priority selection for channel 16. Set up controls
1. Specifications are on the front of the main unit. All necessary operating parameters are indicated on the LCD screen.
Parameter Tron TR20 GMDSS Direct Select Controls

Conforming standard ETS 300 225
Refer to the location of the function key numbers and LCD screen examples.
Frequency range 154 – 163 MHz
Channel spacing 25kHz (12.5kHz optional) On/Off Switch(12)
Number of channels 21 + optional 20

Press this key to turn the transceiver on, the LCD illuminates indicating the channel number etc. To turn
Operating temperature range –20 to +55°C the transceiver off, press and hold the key for approximately two seconds; this prevents an accidental
switching off.
Battery life > 12 hours (Lithium battery 2W power output, 10-10-80)
Battery life, standby 67 / 35 hours (Lithium/NiMH) Press to Talk Button(3)
Antenna connector
AF output power internal
AF output power external
SMA
SAMSUNG/GASLOG/ABS
> 200 mW
> 100 mW
Press this key to transmit. Release it to listen for a response.
Volume Control(7) and (8)
Size, WHD 62 mm x 160 mm x 41 mm To adjust the volume up or down, press the Up arrow key(7) or the Down arrow key(8) respectively.
Weight Approx. 350g Approx. with Lithium battery The Up and Down arrow keys always act as the volume control keys unless another function is selected.
Squelch Adjustment(11)
Complete Set
Press the SQ key(11) and then use the Up or Down arrow key to adjust the squelch threshold. Press the
Name Type Q’ty
ENTER key (10) to confirm the settings and return to the default display.
VHF Transceiver TRON TR20 3
Battery Charger RCH-20 2 Channel 16 Direct Selection(9)
AC/DC Adapter 9881 2
80059 3 To select channel 16 press the red 16 key(9) and channel 16 will be selected with default settings of high
Rechargeable NiMh Battery
output power and full volume.
Primary Battery Pack 80060 3
Carrier Case 80364 3 Channel Selection(5)
2. General Description To select a channel press the CH key(5) and then use the Up or Down arrow key to select the desired
channel. Press the ENTER key to confirm the selection and return to the default display.
The portable TR20 VHF transceivers carried onboard are designed for GMDSS applications and meet
the requirements of the European Telecommunications Standards Institute (ETSI) to ETS 300 225
(European Technical Standards). They are constructed from glass reinforced polycarbonate in high

High and Low Output Power(6)
To select high or low transmitter output power press the HI/LO key(6). Each press of this key toggles
between high and low power. When high power is selected, HI appears on the LCD screen.
Menu Selected Option
The majority of the settings for the TR20 are carried out through the menu.
Procedure to Select dual Watch Function
1) Press the menu key (4) and the setup menu will be displayed.
2) Use the Up or Down arrow key (10). The ‘Single/DW/TW’ screen is displayed, an asterisk
denotes the current selection.
3) Use the Up or Down arrow key to move the cursor to the required selection and press the
ENTER key.
4) To activate/deactivate DW or TW when selected, press the NETER key. DW or TW and the
channel numbers selected will be indicated in the display when active. To transmit, DW or TW
must be deactivated by pressing the ENTER key.
5) If a signal is received on one of the selected channels when DW or TW is active, press the
SAMSUNG/GASLOG/ABS
ENTER key to proceed with communications. To return to DW to TW, press the ENTER key
again.
The procedure for changing any of the other function parameters from the main menu is the same as the
procedure described in 1) to 3) above.

SAMSUNG/GASLOG/ABS

4.4.2 Electronic Position Indication Radio Beacon (EPIRB) 2. General
1. Specifications The Tron 60S EPIRB is buoyant, and is designed to automatically release and activate in case of an
Maker: Jotron Electronics AS emergency when the EPIRB and its bracket is submerged in the sea. It can also be operated as a manual
Model: Tron 60S EPIRB, by manually releasing it from its bracket and then activating it.
Battery: Lithium, 5 years service life.
Materials: Glass reinforced polycarbonate The purpose of the EPIRB is to give a primary alarm to the search and rescue authorities. The EPIRB gives
Compass safe distance: 0.85 m an immediate alarm when activated, transmitting the ID of the ship in distress. For periodic testing, a test
Operating temperature: -20°C to + 55°C function is implemented. During the test cycle, the EPIRB does a self-test on the transmitters and on the
Storage temperature: -20°C to + 65°C battery status. No emergency signal is transmitted during the self-test.
Operating life: Minimum 48 hours at -20°C
Frequency: 406.037 MHz ± 2 ppm (COSPAS/SARSAT transmitter) The battery of the EPIRB will last for at least 48 hours from activation of the EPIRB.
121.500 MHz (HOMING transmitter)
No of units: 1 3. Operation
Float free bracket: 385 H x 151 W x 148 D mm, 850 g approx.
Manual bracket: 156 H x 134 W x 95.8 D mm, 150 g approx. WARNING
Use only during situations of grave and imminent danger.
WARNING
Replace the battery after the satellite EPIRB is operated for any purpose other than a test.
SAMSUNG/GASLOG/ABS Manual operation
1) Break the seal and pull the locking pin holding the main activator switch.
2) Push slider to move the switch to the ON position. The switch is spring-loaded and will
automatically go to the ON position.
3) The strobe light, located at the top of the EPIRB, will start flashing indicating that the EPIRB is
operating.
4) If possible, keep the EPIRB in an open area away from any metal objects (ship construction
etc.) that may limit the satellite coverage.
5) Transmission can be stopped by turning the switch to READY position.
Automatic operation
1) The EPIRB will automatically release from the bracket, float to the surface and start to transmit
when the EPIRB, in its bracket, is deployed into water at a depth of approx. 2-4 meters (6 - 13
<EPIRB> feet).
WARNING 2) Alternatively the EPIRB can be manually released from the bracket and put into the water.
Do not install the EPIRB near strong magnetic fields that could activate the beacon. Transmission will continue until the EPIRB is lifted out of the water, and dried off.

3) The transmission can also be stopped by placing the EPIRB in the bracket. There are several systems in use, with beacons of varying expense, different types of satellites and
varying performance. Note that even the oldest systems provide an immense improvement in safety,
4. Manual test of EPIRB compared to not having a beacon.
WARNING GPS-based, registered

The self-test should be performed only within the first 5 minutes of any hour.
The most modern 406 MHz beacons with GPS track with a precision of 100 meters in the 70% of the
To perform the self-test, the EPIRB has to be removed from the bracket. world closest to the equator, and send a serial number so the responsible authority can look up phone
numbers to notify the registrator (e.g. next-of-kin) in four minutes.
1) Push and hold the switch in the TEST position for 15 seconds. Keep hands and other objects
away from the upper part of the EPIRB (away from the antenna). The GPS system permits stationary, wide-view geosynchronous communications satellites to enhance
the doppler position received by low Earth orbit satellites. EPIRB beacons with built-in GPS are usually
2) The test is passed after only one single flash! called GPIRBs, for GPS Position-Indicating Radio Beacon or Global Position-Indicating Radio Beacon.
3) Release the switch and put the EPIRB back into the bracket. However, rescue cannot begin until a doppler track is available. The COSPAS-SARSAT specifications
say that a beacon location is not considered "resolved" unless at least two doppler tracks match or a
5. Locating Methods of EPIRB doppler track confirms an encoded (GPS) track. One or more GPS tracks are not sufficient.
How they work High-precision registered
SAMSUNG/GASLOG/ABS
All the systems work something like this: A beacon is activated by a crash, a sinking, or manually by An intermediate technology 406 MHz beacon (now mostly obsolete in favor of GPS enabled units) has
survivors. The beacon's transmission is picked up by one or more satellites. The satellite transmits the worldwide coverage, locates within 2 km (12.5 km² search area), notifies kin and rescuers in 2 hours
beacon's signal to its ground control station. The satellite's ground station processes the signals and maximum (46 min average), and has a serial number to look up phone numbers, etc. This can take up to
forwards the data, including approximate location, to a national authority. The national authority two hours because it has to use moving weather satellites to locate the beacon. To help locate the beacon,
forwards the data to a rescuing authority. The rescuing authority uses its own receiving equipment to the beacon's frequency is controlled to 2 parts per billion, and its power is a hefty five watts.
locate the beacon and makes the rescue or recovery. Once the satellite data is in, it takes less than a
minute to forward the data to any signatory nation. Both of the above types of beacons usually include an auxiliary 25 milliwatt beacon at 121.5 MHz to
guide rescue aircraft.
Location by Doppler (without GPS)
The Cospas-Sarsat system was made possible by Doppler processing. Local unit terminals (LUTs)
detecting non-geostationary satellites interpret the Doppler frequency shift heard by LEOSAR and
MEOSAR satellites as they pass over a beacon transmitting at a fixed frequency. The interpretation
determines both bearing and range. The range and bearing are measured from the rate of change of the
heard frequency, which varies both according to the path of the satellite in space and the rotation of the
earth. This triangulates the position of the beacon. A faster change in the doppler indicates that the
beacon is closer to the satellite's ground track. If the beacon is moving toward or away from the satellite
track due to the Earth's rotation, it is on one side or other of the satellite's path.
If the beacon's frequency is more precise, it can be located more precisely, saving search time, so
modern 406 MHz beacons are accurate to 2 parts per billion, giving a search area of only 2 square km,
compared to the older beacons accurate to 50 parts per million that had 200 square kilometers of search
area.
<Overview Diagram of EPIRB/COSPAS-SARSAT Communication System>

In order to increase the useful power, and handle multiple simultaneous beacons, modern 406 MHz
beacons transmit in bursts, and remain silent for about 50 seconds.
Russia developed the original system, and its success drove the desire to develop the improved
406 MHz system. The original system was a brilliant adaptation to the low quality beacons, originally
designed to aid air searches. It used just a simple, lightweight transponder on the satellite, with no
digital recorders or other complexities. Ground stations listened to each satellite as long as it was above
the horizon. Doppler shift was used to locate the beacon(s). Multiple beacons were separated when a
computer program analysed the signals with a fast fourier transform. Also, two satellite passes per
beacon were used. This eliminated false alarms by using two measurements to verify the beacon's
location from two different bearings. This prevented false alarms from VHF channels that affected a
single satellite. Regrettably, the second satellite pass almost doubled the average time before notification
of the rescuing authority. However, the notification time was much less than a day.
Satellites used
Receivers are auxiliary systems mounted on several types of satellites. This substantially reduces the
program's cost.
The weather satellites that carry the SARSAT receivers are in "ball of yarn" orbits, inclined at 99
SAMSUNG/GASLOG/ABS
degrees. The longest period that all satellites can be out of line-of-sight of a beacon is about two hours.
The first satellite constellation was launched in the early 1970s by the Soviet Union, Canada, France
and the USA.
Some geosynchronous satellites have beacon receivers. Since end of 2003 there are four such
geostationary satellites (GEOSAR) that cover more than 80% of the surface of the earth. As with all
geosynchronous satellites, they are located above the equator. The GEOSAR satellites do not cover the
polar caps.
Since they see the Earth as a whole, they see the beacon immediately, but have no motion, and thus no
doppler frequency shift to locate it. However, if the beacon transmits GPS data, the geosynchronous
satellites give nearly instantaneous response.

SAMSUNG/GASLOG/ABS

4.4.3 Search and Rescue Radar Transponder (SART)
1. Specifications
Maker: Jotron Electronics As

Model: Tron SART20
Frequency: X-band (3 cm) (9.2 - 9.5 GHz)
Temperature range: Operating: -20 to +55°C
Storage: -30 to +65°C
Battery: Lithium, 5 years service life
Battery capacity: 96 hours standby +8 hours continuous operation when activated by a radar with
1 kHz prf at -20°C, 5 years storage.
No. of units: 2
Radiated power: > 400 mW e.i.r.p (+26 dBm)
Sweep type: 12 sweep sawtooth type
Forward 7.5 us ± 1 ms
Return 0.4 us ± 0.1 ms
Starts with return sweep
Receive sensitivity: Better than -50 dBm e.r.s
Response delay: max. 5 ms
Antenna pattern: Horizontal polarization
SAMSUNG/GASLOG/ABS
Omni directional radiation in horizontal
Greater than ± 12.5 degrees elevation
angles in the vertical plane
<SART>
2. General
The Tron SART20 is an emergency device consisting of a SART radar transponder and mounting rope
for life rafts and life boats.
The 9 GHz radar transponder is designed to meet the rules and regulations for use on vessels and life
rafts in maritime service, and meets the specifications for 9 GHz radar transponders for use in search
and rescue operations at sea.
The operating range of the SART is up to 30 nautical miles, depending on the height of the electronic
unit and the radar height of the search and rescue unit (sea or airborne). With a radar height of 20m and
the unit placed at 1m above sea level, the range will be up to 10 nautical miles.
The SART is buoyant, however to obtain maximum performance the transponder should be placed in a
vertical position and as high up as possible in order to achieve maximum coverage.
The purpose of the SART is to perform a secondary alarm when search and rescue units are searching
for a life raft and or lifeboat in distress. The SART will help the units to pinpoint exactly where the

distressed boat is located in a larger area. This is done with the help of the radar on the searching ship or 4. Test of the Tron SART20
helicopter.
Test of the SART is done using the ships own 3 cm radar. The radar display will show different patterns
When the SART is interrogated (hit) by a radar signal, it will immediately start to transmit a number of depending on the range to the transponder.
sweeps covering the complete maritime 3 cm radar band.
1) Hold the switch on the SART in the “TEST” position.
The SART should be activated immediately after activation of the EPIRB or by instruction from the
rescue control centre. 2) Simultaneously, a person should observe the radar display to check for correct pattern. The
radar should be set for a 10 nm range.
The batteries of the SART will last at least 96 hours in standby after activation, and then a minimum of
8 hours of continuous operation. 3) The test should preferably be done in open sea to avoid interference on the radar display from
land echoes.
Features
4) Alternatively, a radar of a nearby ship can be used to test the transponder. A ship to ship VHF
- Watertight to a depth of minimum 1 meter. channel should then be used to confirm operation.
- Buoyant in case the transponder is accidentally dropped into the water. CAUTION
While the SART is activated it will respond to any 3 cm radars within range. Tests must be made as
- Can withstand a drop from 20 meters into the water. Resistant to seawater, oil and sunlight. short as possible (5 min) to avoid interference and to avoid wasting battery capacity.
SAMSUNG/GASLOG/ABS
- Comes as standard with a 10 meter rope and shackle hook to be used for hanging the SART on 5. Replacing the Battery Module
the inside of a life raft.
1) Open the transponder by turning the screw ring counter clockwise.
- Is equipped with an LED and built in buzzer to indicate operation.
2) Remove the rubber gasket.
- Battery module has a 5 year service life.
3) Slide out the battery module and disconnect the battery connector.
3. Operation
4) Ensure the silicagel bag and anti corrosion tape supplied with the battery are fitted to the inside
Activating the Tron SART20 of the SART.
1) Break seal at switch. 5) Connect the new battery module and slide it into the SART housing.
2) Pull locking pin and make sure that the switch enters the “ON” position. An audible “BEEP” 6) Insert rubber gasket.
will be heard and the indicator LED will start to flash.
7) Tighten the screw ring by turning it clockwise.
3) Place (or hold) the transponder in a vertical position as high as possible. When the SART is
within range of an active 3 cm radar, the internal loudspeaker will be activated. A handheld 8) Change the battery expiry label on the SART housing with a new updated label.
VHF radio should now be used to establish contact with the approaching boat or helicopter.
9) Test the transponder according to procedure.
Deactivating the Tron SART20
1) Move the switch to the “OFF” position.
2) Replace the locking pin.

6. SART Mounting Positions
Illustration 4.4.3a SART Mounting Positions
Mounting at a
position
Mounting attachment
as high as possible
SART
Lifeboat
Liferaft Mother ship Lifeboat
SAMSUNG/GASLOG/ABS

SAMSUNG/GASLOG/ABS

Illustration 4.4.4a GMDSS
Basic Concept of The GMDSS

Emergency alert messages passed to mission control and rescue coordination
centers, coast earth and coast radio stations and vessels in the area.
COSPAS
INMARSAT
SARSAT
SAMSUNG/GASLOG/ABS
Relay Ship
Rescue EPIRB Rescue

Co-ordination Coordination
Center Center
Coast Ship in distress Local User
Earth Terminal mission
Station Control Center
SART
National/International
National/ International Network
Network SAR Service
Coast Radio Coast Radio

Station HF,MF,VHF Station
HF,MF,VHF

4.4.4 GMDSS • Safety: These are reserved for meteorological and navigational warnings
1. Overview • Routine: Normal alerts to attract the attention of coast stations or other ship stations
The Global Maritime Distress and Safety System (GMDSS) is an international system relating to all It is in the interest of safety that the watch keepers are aware of which sea area the ship is in at any time.
vessels over 300 gross tones and all passenger vessels engaged on international voyages, irrespective of There are four sea areas within GMDSS. The Admiralty List of Radio Signals Volume 5 provides
tonnage. It provides comprehensive communications for distress, urgency and safety operations in the comprehensive details.
terrestrial and satellite services. It specifies methods to be used to enable vessels requiring assistance to
transmit specific alerting signals to indicate they require help. A1 Area
This is an area within radiotelephone range of at least one VHF coast station at which continuous
There are nine vital communication functions that all vessels complying with SOLAS regulations must DSC alerting is available, as defined by a contracting government.
be able to fulfill, namely:
A2 Area
• Transmitting ship-to-shore distress alerts by at least two separate and independent means, each This area excludes area A1 and is within radiotelephone range of at least one MF coast station at
using a different radio communication service which continuous DSC alerting is available, as defined by a contracting government.
• Transmitting and receiving ship-to-ship distress alerts A3 Area

This area excludes areas A1 and A2, but is within the coverage range of the Inmarsat satellite
• Receiving shore-to-ship distress alerts system, between latitudes 70º North and 70º South.
SAMSUNG/GASLOG/ABS
• Transmitting and receiving search and rescue co-coordinating communications A4 Area
This area covers any sea areas not covered by areas A1, A2 and A3, i.e., the polar regions.
• Transmitting and receiving on-scene communications
Distress Alerting
• Transmission and reception of location signals
The primary function of the distress alert is to inform a coast station and/or a Marine Rescue and
• Reception of maritime safety information Coordination Centre (MRCC) of the ship’s situation. On receipt of a distress alert, an MRCC will
coordinate the rescue and will relay details to other ships in the area. If the ship is in distress, the main
• Transmitting and receiving general radio communications to and from shore-based radio objective should always be to send the distress alert ashore by any appropriate means. However,
systems or networks personnel may also consider alerting vessels in the vicinity by sending a distress alert using Digital
Selective Calling (DSC) equipment on VHF Channel 70 (for vessels within approximately 50 ~ 70
• Transmitting and receiving bridge-to-bridge communications miles) or MF on 2187.5kHz (for vessels within approximately 150 to 200 miles).
One of the features of GMDSS, is that it enables watch keeping duties to be performed by automatic The distress communication procedure should always be as follows:
means both ashore and on ships. Generally, it is unlikely that a manual radio watch will be carried out
on the Radio Telephony (RT) distress frequencies in any particular band; therefore it is important to 1) Send a distress alert on an appropriate band according to the sea area as listed below. This is a
precede any emergency communications with an appropriate alert. There are four levels of priority very important action as it attracts the attention of radio personnel enabling them to listen to
given to such alerts: distress messages.
• Distress: When the vessel or person(s) onboard are in grave and imminent danger and require 2) Expect an acknowledgement from a shore station either by DSC or telephony.
immediate assistance
3) Send a distress call and message on the RT distress frequency in the same band as the distress
• Urgency: When the safety of the vessel or person(s) is threatened and they require assistance. alert and follow the instructions given by the MRCC/controlling station.
Examples include; not under command and require a tow, vessel overdue; person(s) require
medical assistance

Illustration 4.4.4b GMDSS Distress Reactions
SAMSUNG/GASLOG/ABS

GMDSS Distress, Urgency and Safety Frequencies in Terrestrial Radio Bands Example of distress call and message by RT:
Sea Area Band DSC Alerting Frequency RT Communications - MAYDAY, MAYDAY, MAYDAY
- This is (Ship Name), (Ship Name), (Ship Name)
A1 VHF Channel 70 Channel 16
- MAYDAY
A2 MF 2187.5 2182 - (Ship Name) / MMSI No. XXX XXX XXX
A3/A4 HF* 4027.5 4125 - 20 degrees 35 minutes north, 65 degrees 19 minutes west
A3/A4 HF* 6312 6215 - On Fire
- Require immediate assistance
A3/A4 HF* 8414.5 8291
- Over
A3/A4 HF* 12577 12990
A3/A4 HF* 16804.5 16420 Urgency Alerts
(Frequencies are quoted in kHz) For messages concerning the safety of the vessel or person(s) on the vessel, use the following procedure
on any appropriate radio band according to the sea area:
* Select an HF frequency band according to the distance from the nearest HF shore station and the time
of day. Generally speaking, the higher the band the greater the range. At night, a lower band will 1) Send DSC urgency alert.
achieve greater distances. If unsure, use 8MHz. (Inmarsat distress procedures are described later.)
2) Send an urgency call and message.
Example procedure of how to request medical assistance from Area A3:
SAMSUNG/GASLOG/ABS 1) Send DSC urgency alert on 8414.5 kHz, indicating intended RT transmission frequency (8291
kHz) in the call. Do NOT expect to receive an acknowledgement.
2) Transmit an urgency call and message on 8291kHz as follows:
- PAN PAN, PAN PAN, PAN PAN

- All stations, all stations, all stations
- I have crew with severe injuries and require medical assistance
- My position is 20 degrees 35 minutes north, 65 degrees 19 minutes west
<Example of Distress Transmission Procedure in Area A1> - Over
Table. Systems To Use For Distress Alerting Safety Alerts
MF DSC MF DSC If it is necessary to send a meteorological or navigational warning, use the following procedure on any
Sea Area VHF DSC Ch.70 Inmarsat-C Inmarsat-F
2187.5kHz 4/6/8/12/16MHZ appropriate radio band according to the circumstances:
A1 Yes No No Yes Yes
A2 No Yes No Yes Yes 1) Send a DSC safety alert.
A3 No No Yes Yes Yes
A4 No No Yes No No 2) Send safety call and message.

Example procedure of how to advice vessels in the vicinity of a danger to navigation and at the same - 20 degrees 35 minutes north, 65 degrees 19 minutes west
time inform shore stations in Area A1: - On Fire
1) DSC safety alert on VHF channel 70, indicating intended RT transmission channel in the call. - 25 persons onboard
Do NOT expect to receive an acknowledgement.
4) Using distress priority, and ideally selecting the nearest Land Earth Station (LES) to the ship’s
2) Transmit safety call and message on VHF channel 16 (or 13). position, send the distress message. If an LES is not selected here, it will default to the last used
LES. Stand by for further communications from the MRCC.
- SECURITY, SECURITY, SECURITY
- All stations, all stations, all stations Urgency or Safety Alerts via Inmarsat-C
- Large floating container sighted in position 20 degrees 35 minutes north, 65 degrees 19 minutes If required to send urgency or safety priority messages via Inmarsat-C, compose the message using the
west edit facilities. Leave the message on the screen as text, then:
- Danger to navigation, keep sharp lookout
- Over 1) Go to ‘TRANSMIT’ mode.
2. Procedure on the Receipt of a DSC Distress Alert 2) Select routine priority.
See illustration GMDSS Distress Reactions 3) Select the appropriate LES.
SAMSUNG/GASLOG/ABS
3. Procedure upon the Receipt of a DSC Urgency or Safety Alert 4) Select the special code from the following:
32 to request medical advice
On receipt of a DSC urgency or safety alert, tune the RT to the frequency indicated in the received alert 38 to request medical assistance
and await reception of the call and message. Do NOT attempt to acknowledge the urgency or safety 39 to request maritime assistance
alert. 42 to provide weather danger and navigational warnings
4. Procedure for Sending Alerts via Inmarsat 5) Send the message as text.
Inmarsat-C Distress Alerts Sending Alerts via Inmarsat-F
Inmarsat-C is an ideal system for distress alerting and messaging. It can be used from sea areas A1/A2 Inmarsat-F supports voice only channel for Distress, Urgency and safety alerts.
and A3, but NOT area A4. Inmarsat-C does NOT support voice communications, so all messages appear
as text. Inmarsat-C is a store and forward system. There are no live links between the ship and shore Inmarsat-F Distress Transmission Procedure
authorities, therefore expect a short delay before any response from ashore.
Refer to the supplied Distress card and follow the telephone distress call procedure. When the MRCC
Inmarsat-C Distress Transmission Procedure: answers, speak clearly. An example message is given below:
1) Send a distress alert (either designated or undesignated). - MAYDAY, MAYDAY, MAYDAY

- This is (Ship Name)
2) Expect a response from an MRCC within 2/3 minutes. - My position is 20 degrees 35 minutes north, 65 degrees 19 minutes west
- My Inmarsat-F mobile voice number is XXX XXX XXX
3) Compose a distress message on the Inmarsat-C editor using the following format: - Sinking (Give the nature of distress)
- MAYDAY (or SOS) - Over
- (Ship Name)/ Inmarsat-C number XXX XXX XXX

Follow the instructions of the MRCC operations operator, and when requested, replace the handset to Secrecy of Communications
await further calls. Keep the telephone line clear so that the MRCC can call back when necessary.
All administrations bind themselves to take the necessary measures to prohibit and prevent the
5. GMDSS Radio Watch-keeping following:
At sea, the vessel shall maintain a continuous radio watch on the following: • The unauthorized interception of radio communications not intended for the general use of the
public.
Frequency/Ch Purpose of Watch
VHF Ch. 16 * RT distress/urgency/safety and route call/reply • The divulgence of the contents, simple disclosure of the existence, publication or any use
VHF Ch. 13 International ship-to-ship safety of navigation whatsoever, without authorization, of information of any nature obtained by the interception of
VHF Ch. 70 Short range DSC distress/urgency/safety and routine alerts radio communications.
MF 2187.5 kHz Medium range DSC distress/urgency and safety alerts
HF 8414.5 kHz ** Long range DSC distress/urgency and safety alerts Radio Log Keeping
518 kHz Reception of NAVTEX MSI
Inmarsat-C Reception of EGC MSI including shore-to-ship distress alerts All vessels are required to keep a radio log on the navigating bridge convenient to the radio installation.
Inmarsat-F Reception of shore-to-ship distress alerts It should be available for inspection by any authorized representative of any administration.
* Vessels are required to monitor VHF channel 16 until 1st February 2005. The log contains details of the ship’s name, call sign, MMSI number, details of persons qualified to
** Plus at least one other HF frequency from 4,207.5, 6,312, 12,577 and 16,804 kHz. operate the radio equipment and the daily diary of operation of the radio equipment. Entries in this latter
part should contain the following:
SAMSUNG/GASLOG/ABS
As the vessel has Inmarsat-C, there is no requirement to monitor HF DSC frequencies for A3 distress
alerts. MF/HF DSC equipment can be configured to watch the 2187.5 kHz frequencies only. • Details of communications relating to distress, urgency and safety, including times and details
of ships involved and their positions
6. General Rules for Communications
• Record of important incidents such as breakdown or malfunction of equipment, adverse
All Stations are forbidden to carry out propagation and interference
• Unnecessary communications • Serious breaches of radio procedures by other stations
• The transmission of profane language • The position of the ship at least once per day
• The transmission of signals without identification • Details of the tests carried out on radio equipment as in paragraph 5 below
Avoid Interference NOTE

Any messages received as hard copies, such as NAVTEX, EGC, etc, can be appended in date order at the
All stations are forbidden to carry out the following: rear of the logbook and an indication of the time and frequency received can be noted in the log.
• The transmission of superfluous signals and correspondence 7. Testing of GMDSS Radio Equipment
• The transmission of false or misleading signals Daily tests
All stations shall radiate the minimum power necessary to ensure satisfactory service. • The proper function of the DSC facilities shall be tested at least once per day without radiation
of signals, by use of the means provided by the equipment

• Battery voltage should be checked once per day and where necessary brought up to fully Emergency Position Indicating Radio Beacon (EPIRB)
charged condition
An EPIRB is a secondary means of transmitting a distress alert ashore – usually from a survival craft. It
Weekly tests can be activated manually, but may also be released automatically by a hydrostatic release mechanism if
the vessel sinks. Three types of EPIRB can be used within GMDSS:
• Proper operation of the MF DSC facilities shall be tested weekly by means of a test call with a
coast station. When out of range of an MF coast station for longer than one week, the ship • COSPAS/SARSAT satellite EPIRB giving coverage of all sea areas
should make a test call on the first opportunity when the ship comes into range of such a coast
station • Inmarsat-E EPIRB giving coverage in sea areas A1/A2 and A3
NOTE • VHF DSC EPIRB giving coverage in sea area A1 only

Live tests should NOT be made on VHF DSC equipment.
All EPIRBs must be capable of indicating the vessel’s ID and position. The equipment manufacturer
Monthly tests encodes Vessel ID information into the EPIRB. Positional information can be determined automatically
by the COSPAS/SARSAT satellites by measuring the Doppler effect; by having an in-built GPS receiver
• Each EPIRB shall be examined monthly by operating its test facility and ensuring that it is able or by manually inserting the position via a keypad on the EPIRB. For COSPAS/SARSAT EPIRBs, there
to float free. It should be inspected for security and any signs of damage may be a maximum of 90 minutes before the alert is received ashore.
• Each SART should be tested by means provided and by observing rings on nearby 3cm radar Inmarsat-E EPIRBs provide almost instantaneous alerting.
SAMSUNG/GASLOG/ABS
• Each survival craft VHF shall be tested on a channel other than channel 16 VHF EPIRBs work on VHF channel 70 and send a designated DSC alert to coast stations and vessels
within an A1 area. They have an in-built SART for determining position.
• The radio battery compartment should be inspected and the security and condition of all
batteries providing a source of energy for any part of the radio installation should be checked Digital Selective Calling (DSC)
• Printers should be checked daily to ensure an adequate supply of paper DSC is an automated watch keeping and alerting system operating in the VHF, MF and HF band. It
permits unmanned watch keeping for distress/urgency/safety and routine calls in the terrestrial radio
• The condition of all aerials and insulators should be checked monthly service by having dedicated watch keeping receivers listening out continuously.
8. Brief Description of GMDSS Equipment Band Frequency/Cannel Use

VHF Channel 70 Distress/urgency/safety and routine alerts
Search and Rescue Transponder (SART) MF 2187.5kHz Distress/urgency/safety alerts
MF 2177.0kHz Routine shore-to-ship alerts
The purpose of a SART is to indicate the position of survival craft or survivors during search and rescue MF 2177.0 Hz Routine ship-to-ship alerts
operations. It operates in the 3cm radar band only. When activated, a SART sweeps the 3cm radar band MF 2189.5kHz Routine ship-to-shore alerts
and on receipt of radar pulses from a search and rescue craft it transmits coded signals. This results in a 4207.5; 6312; 8414.5; 12577;
series of dashes appearing on the rescue craft radar display; similar to those of a RACON. The echo HF Distress/urgency and safety alerts
16804.5kHz
nearest to the rescue craft’s own position represents the position of the SART. The minimum range of a 4, 6, 8, 12, 16, 18, 22 and Paired DSC frequencies are available for routine
SART is 5 nautical miles. In order to achieve this, the SART should be mounted at least 1 meter above HF
25MHz bands alerts. Details in ALRS Volume 1
sea level in a vertical aspect. If lying in the sea, the range may be limited to approximately 1 mile.
NOTE
DSC watch keeping receivers whilst at sea should monitor frequencies shown in red continuously. To
receive routine DSC alerts in MF and HF bands, an additional scanning receiver must be fitted.

Maritime Mobile Station Identity (MMSI) System Additionally, selection can be made over the type of warning available for reception. In order not to
receive unwanted information, navigators should program MSI equipment accordingly.
Each mobile station (ship) and shore station having DSC equipment is issued with a unique MMSI
number. This number is programmed into all DSC equipment on installation. Self-identification is Types of message, which can be programmed:
always automatically included is any DSC transmission. The MMSI system also permits individual
stations or groups of stations to be called. The allocation of MMSI numbers is as follows: A: Navigational warning*
B: Meteorological warning*
Ships Stations C: Ice report
9 digits, the first three being the country MID: e.g., 123456789. D: SAR information (distress alerts relays etc)*
E: Meteorological forecasts
Shore Stations F: Pilotage messages
9 digits, the first two being 00, then country MID: e.g., 001234567. G: Decca warnings
H: Loran-C warnings
Group of Stations I: Omega warnings
9 digits, the first being a single 0, and then country MID: e.g., 012345678. J: Satnav warnings
K: Other navaid warnings
Reception of Maritime Safety Information (MSI) L: Navigational warnings additional to letter A*
V, W, X, Y: Special services – trial allocation
GMDSS provides facilities for the reception of meteorological warnings, navigational warnings and Z: No messages on hand
shore-to-ship distress alerts. SOLAS regulations require ships to monitor the appropriate frequencies in
SAMSUNG/GASLOG/ABS
order to receive MSI in their area. NOTE
Messages marked * cannot be disabled.
Short Range MSI
Satcom Systems
NAVTEX – operating on:
The International Mobile Satellite (Inmarsat) organization provides high quality voice, telex, data and
• 518kHz for English language broadcasts facsimile circuits to suitably equipped vessels. The system comprises four geostationary satellites in
• 490kHz for second language (or supplementary broadcasts) orbit approximately 36,000kms above the equator. Each satellite provides coverage for a particular
• 4209.5kHz in tropical zones to overcome the effects of MF static ocean region; as below. Communication (via these satellites), at latitudes greater than approximately 70
degrees, are unreliable due to the satellites being out of line-of-sight when so far north or south.
518 kHz has to be included in a NAVTEX receiver. The other frequencies may or may not be fitted
according to vessel requirements. The four satellites cover the main ocean regions and are named accordingly:
Long Range MSI • AOR-W Atlantic Ocean Region West

• POR Pacific Ocean Region
• Enhanced Group Call (EGC) : Operating via Inmarsat-C • IOR Indian Ocean Region
• HF NAVTEX: Operating in areas where MF NAVTEX and EGC are not available • AOR-E Atlantic Ocean Region East
Details of these systems providing worldwide coverage can be found in the Admiralty List of Radio There are five marine Inmarsat systems in operation:
Signals Volumes 3 and 5.
Facilities on NAVTEX and EGC receivers allow the operation to programme reception of messages
from different areas. EGC receivers automatically restrict the reception of messages to the NAVAREA
that the vessel is in, by awareness of the vessel’s position via GPS input. The world is divided up into 16
‘NAVAREAS’, each having its own provision.

Inmarsat A
Using mainly analogue technologies, this system provides telephone, telex, facsimile and data
communications between suitably equipped MESs and subscribers ashore via their national and
international telephone and data networks.
Inmarsat B
Using digital technologies exclusively, this system features all of the facilities available in Inmarsat-A.
However, it makes better use of the satellite power and bandwidth thus increasing the number of
available channels and is more cost efficient. Inmarsat-B will eventually replace Inmarsat-A.
Inmarsat C
Inmarsat C is a digital satellite communications messaging system. This system does not support voice
communications. Enhanced Group Call (EGC) equipment, based on this system, is used for receiving
maritime safety information (MSI) and is an integral part of all marine Inmarsat-C equipment.
Inmarsat E
Inmarsat E utilizes the L-band (1.6GHz) EPIRB system, offering almost instantaneous distress alerting
SAMSUNG/GASLOG/ABS
via Inmarsat satellites. It can be used instead of a COSPAS/ SARSAT EPIRB for vessels trading in sea
areas A1, A2 or A3 only.
Inmarsat M and Mini M
Inmarsat M and Mini M are digital communications systems for voice, low-speed data and facsimile
services. These systems do not conform to GMDSS.
Network Co-ordination Station (NCS)
Each ocean region has its own Network Co-ordination Station (NCS), which controls the allocation of
channels to MESs and LESs within its region. When a call is initiated, the NCS connects the MES to the
LES.
Land Earth Station (LES)
Within each of the satellite ocean regions there are a number of Land Earth Stations (LES). The function
of the LES is to provide a connection between the Inmarsat system and national and international
telecommunications systems worldwide. An LES may also be referred to as a Coast Earth Station (CES).
Mobile Earth Stations (MES)
Each vessel equipped with suitable Inmarsat equipment is known as a Mobile Earth Station (MES).
Each MES is issued with a unique Inmarsat Mobile Number (IMN). If a user has more than one MES,
each will have its own Inmarsat Mobile Number (IMN).

SAMSUNG/GASLOG/ABS

Illustration 4.4.5a Inmarsat – C System
*=At Least Two SSAS Alert Units are Required. Antenna Unit
IC-118
**=Mandatory for EGC operation as required by IMO RES.A.664(16).
Terminal Unit
IC-218
100/115/220/230 VAC, 1Φ, 50/60 Hz

AC-DC Power Supply PC
PR-240
SAMSUNG/GASLOG/ABS
24 VDC
GPS Board
12/24 VDC OP 16-62
(Built-in) Shipboard LAN (Ethernet)
Printer **
24 VDC PP-510
For 12 VDC Power DC-DC converter is Mini Keyboard

required to use PP-510. 5139U
Navigator
Alarm Contact Signal
Junction Box
IC-318
Distress Alert/Received Call Unit
IC-305 or Alarm Unit IC-350
SSAS Alert Unit SSAS Alert Unit
IC-307 * IC-307 *
Alarm Unit IC-306
(Max. 3 Units)

4.4.5 Inmarsat – C System • Full coverage of Inmarsat-C services: EGC, Internet E-mail, Audio Alarm
distress messaging, polling, data reporting.
Maker: FURUNO Electric Co., Ltd. The audio alarm is released in the following instances.
Model: FELCOM18 • GMDSS compliant with optional printer, AC/DC power supply
unit Telex, Distress EGC message received
1. General Description Trouble
Unit e-mail acknowledge Safety/
Distress Urgency detected
• Terminal unit accepts a wide variety of external equipment: received received Normal
The Inmarsat C system provides worldwide telex and data transmission and Distress Alert/Received Call Unit IC-305, Alarm Unit IC-350, Terminal
reception of written information to owners of an Inmarsat C transceiver or a YES YES YES YES NO YES
Alarm Unit IC-306, PC, navigator, etc. Unit
terrestrial telex network via satellite. Further, e-mail can be sent via the internet.
Distress
• Shipborne LAN Ethernet alert/
Communication mode is store-and-forward telex, which means all information NO YES YES YES NO NO
Received
sent are first stored at an LES (Land Earth Station) and then delivered to • Store-and-forward telex communication (public telex network) call unit
designated party.
Alarm
YES NO NO NO NO YES
• GPS receiver (option) built in the terminal unit provides GPS- unit
An EGC (Enhanced Group Call) receiver is built in the FELCOM system to
generated position.
receive the following types of messages, broadcast by LESs:
Adjusting Brilliance
• SafetyNETTM: Governments and maritime authorities can use this
• Data reporting and polling
service to distribute maritime safety information to ships within
Raising brilliance: Press [Alt] + [F7]
selected areas.
• EPADR (Enhanced Pre-Assigned Data Reporting) applicable. Lowering brilliance: Press [Alt] + [F6]
• FleetNETTM: Commercial subscription organizations or shipping
SAMSUNG/GASLOG/ABS
companies can use this service to transmit trade information (for
• VMS (Vessel Monitoring Service) applicable. Keyboard
example, company news or market prices) simultaneously to a
selected group of ships, to provide up-to-the-minute information.
• EGC system-related messages are sent by Inmarsat to certain • Remote distress alert unit
shipping companies and geographical areas.
2. Operational Overview
The FELCOM system allows you to make distress calls. They are given
immediate priority over all other calls, and are automatically routed to a land- Terminal Unit
based Rescue Co-ordination Centre (RCC).
The terminal unit is the heart of the FELCOM system, creating,
Besides its primary application of ship-shore, shore-ship or ship-ship transmitting and receiving messages. The unit consists of a display,
communications, the Inmarsat C service has also proved beneficial to trucking POWER switch, DISTRESS button, USB port and SD card slot.
firms who have found it indispensable for communicating with their vehicles.
This manual, however, concentrates on ship applications, the main application. Item Function
POWER Turns the Terminal Unit and equipment connected to the
Features switch Terminal Unit on and off. The FELCOM 18 is almost 100% keyboard controlled. Operation is carried
DISTRESS Transmits the distress alert to an LES, when there is a life- out with the function keys, numbered F1-F10 at the top of the keyboard.
Mainly consisting of an antenna unit and a terminal unit, the FELCOM18 button endangering situation on your ship.
provides the full range of distress and general communication services for SD card slot, The SD card stores transmitted and received messages,
mobile and fixed terrestrial subscribers in the Inmarsat C communication SD card settings, etc.
network. Its compact size permits installation where space is limited. USB port Connects a mini USB keyboard.
• Complies with Conforms to the following standards: IMO

A.807(19), MSC.68(68) Annex 4, MSC/Circ 862, IMO A.694(17),
IEC 60945-4, IMO A.664(16), IEC 61162-1.

Shortcut keys
Key Function
[Alt]+[N] Same as New in File menu
[Alt]+[O] Same as Open in File menu
[Alt]+[Q] Same as Close in File menu
[Alt]+[D] Same as Delete in File menu
[Alt]+[S] Same as Save in File menu
[Alt]+[P] Same as Print in File menu
[Alt]+[X] Same as Undo
[Delete] Same as Cut in Edit menu
[Alt]+[C] Same as Copy in Edit menu
[Insert] Same as Paste in Edit menu
[Alt]+[V] Same as Change Window in Edit menu
Function Key Description

<Inmarsat-C Terminal Unit>
SAMSUNG/GASLOG/ABS
Key Function
LONGITUDE
File (F1) Opens and closes file; print files; MIME decoding. 180 W 160 W 140 W 120 W 100 W 80 W 60 W 40 W 20 W 0 20 E 40 E 60 E 80 E 100 E 120 E 140 E 160 E 180 E
Edit (F2) Provides text editing facilities.

Transmit
Transmit messages.
(F3) 60 N 60 N
EGC (F4) Display EGC messages; show EGC network ID.

Reports Facilities for data reporting, message reporting, and
30 N 30 N
(F5) EPADR.
Logs (F6) Displays sent and received message logs.
LATITUDE
LATITUDE
POR AOR-W AOR-E IOR POR
Options Facilities for login and logout, manual position input, 0
178 E 54 W 15.5 E 64.5 E 178 E
0
(F7) testing, maintenance, NCS and ocean region selection.

Menus for system setup, editor setup, EGC setup, auto
Setup (F8) 30 S 30 S
mode setup, e-mail setup, and configuration.
Position
Prepare the distress alert message.
(F9) 60 S 60 S
Stop
Silence audio alarm. 5˚ Elevation 5˚ Elevation 5˚ Elevation 5˚ Elevation 5˚ Elevation
Alarm(F10)
TEL: 870 or 872 TEL: 870 or 874 TEL: 870 or 871 TEL: 870 or 873 TEL: 870 or 872
Pacific Ocean Region Atalantic Ocean West Region Atlantic Ocean East Region Indian Ocean Region Pacific Ocean Region
Pacific Ocean Region Atlantic Ocean Region-East

Atlantic Ocean Region-West Indian Ocean Region
Inmarsat-C Terminal Unit

SAMSUNG/GASLOG/ABS

Illustration 4.4.6a Inmarsat Fleet System
VMT Office (Master) C-Deck
CCR
RJ45
RJ45 RJ45
Antenna Uinit Cradle Handset
RJ45
N-P-8DFB RJ45
Nav Dat RJ45

PC
Chartco BNC PoE LAN RJ11

L-Band RJ11
Receiver MJ-2S Auto Tel. Exchanger
Communication
Unit
SAMSUNG/GASLOG/ABS
RJ11
G3 FAX
RJ11 220 VAC,

MJ-2S 1 PH, 60Hz
RJ11
MJ-BOX
VMT Office (Master)

SMS PC
Telephone
GPS : GP 150 Dual (MD-550)
220 VAC, AC - DC Power

1 PH, 60Hz Supply Unit

4.4.6 Inmarsat Fleetbroadband Felcom 500 2. Specifications of Facsimile Machine Fax-2840
Maker: FURUNO Memory capacity: 16 Mbyte

Model: FELCOM 500 Paper tray: 250 sheets (60 to 105 g/m2)
Manual paper tray: Width: 76.2 to 216 mm ± 1.0,
1. Specifications of Inmarsat Fleetbroadband Felcom 500 Length: 116 to 406.4 mm ± 1.0
Printer type: Non-impact page printer
The FELCOM 500 consists of an antenna unit, communication unit, and a handset. The FELCOM 500 Print method: Laser beam scanning
provides telephone, facsimile and data services. Automatic Documents Feeder (ADF)
Capacity: Up to 20 pages
The main features of the FELCOM 500 are: Document width: 147.3 to 355.6 mm
Document length: 147.3 to 215.9 mm
Transmit frequency: 1626.5 MHz to 1660.5 MHz
Receiving frequency: 1525.0 MHz to 1559.0 MHz Facsimile
Channel interval: 1.25 kHz
G/T: Better than -7 dB/K Compatibility: ITU-T group: Super G3
EIRP: 22 dBW Modern speed: 33.6 kbps fax modern
Coding method: MH/MR/MMR/JBIG (mono)
Antenna Unit Transmission speed: Approx. 2.5 s per page
Scanning width: Max. 215.9 mm
SAMSUNG/GASLOG/ABS
Antenna type: Patch array antenna Printing width: Max. 215.9 mm
Gain: Greater than 17 dBi Gray scale: 256 mono-tone
Axial ratio: Less than 2.0 dB Resolution: 203 x 392 dot/inch max.
Antenna beam width: 22° approx.. (at -3 dB) Warming up: Within 7 s
Stabilization: Three-axis control Memory for dial numbers
Positioning: Az: 0° to 360°, El: 5° to 90° One-touch dial: 22 locations
Position accuracy: Within 0.6 dB (95% time) Speed dial: 200 locations
Tracking: Electrical beam tracking system Broadcasting: 272 locations
Communication Unit
Communication services
Voice: 4 kbps AMBE+2 or ISDN3.1 kHz audio
Data: ISDN UDI/RDI 432 kbps
Short message service: Up to 160 characters
Facsimile: Group 3 facsimile via 3.1 kHz audio
Modulation: QPSK, 16QAM

Illustration 4.4.6b Inmarsat-F Satellite Coverage Map
LONGITUDE
180 W 160 W 140 W 120 W 100 W 80 W 60 W 40 W 20 W 0 20 E 40 E 60 E 80 E 100 E 120 E 140 E 160 E 180 E
60 N 60 N
30 N 30 N
LATITUDE
LATITUDE
SAMSUNG/GASLOG/ABS
0 0
178 E 54 W 15.5 E 64.5 E 178 E
30 S 30 S
60 S 60 S
5˚ Elevation 5˚ Elevation 5˚ Elevation 5˚ Elevation 5˚ Elevation
TEL: 870 or 872 TEL: 870 or 874 TEL: 870 or 871 TEL: 870 or 873 TEL: 870 or 872
Pacific Ocean Region Atalantic Ocean West Region Atlantic Ocean East Region Indian Ocean Region Pacific Ocean Region
Pacific Ocean Region Atlantic Ocean Region-East

Atlantic Ocean Region-West Indian Ocean Region

3. Operation
Power On/Off
The POWER switch on the front panel of the Communication Unit switches all units of the FELCOM
500 terminal on/off:
• IP Handset
• Communication Unit
• Antenna Unit
• Incoming Indicator (option)
1) By hand, loosen the two screws near the insertion slot on the front of the Communication Unit
and remove the cover plate. The SIM card port is found underneath.
2) Insert the SIM card IC face down into the card port. To eject the SIM card, push it in with your NOTE
finger. Usually, about 3 minutes is required for the above screen to display. If there are obstacles or interference
in the path of the satellite, more time may be required.
NOTE
SAMSUNG/GASLOG/ABS
You may be asked for PIN code depending on SIM card settings. If password is required, go to step 5).
3) Replace the cover unfastened at step 1.
4) Turn on the power switch on the Communication Unit. When the following screen displays "V: 5) Press the Enter key to display the PIN code input screen.
Ready" and "D: Not connected" on the handset, communication is possible. Wait approx. three
minutes for this screen to display. 6) Enter the 4- to 8-digit SIM PIN code, and press the Enter key.
7) Press the key. If the PIN code is entered correctly, the idle screen appears on the handset.
If entered wrong, the message “PIN code is invalid” appears.

8) To brighten the screen, press the key while pressing the [0] key. To darken the screen, press
the key while pressing the [0] key. The brilliance of the screen can be adjusted from any
screen.
How to make a call
There are three methods to make a call:
• Enter the number of the party to call

• Select a number from the call History
• Select a number from the Contacts list
How to Enter a Number

1) Complete the conversation.
To enter a number from the handset, do the following:
1) Remove the handset from the cradle, and enter the number from the idle screen: 2) Press the key or replace the handset in the cradle to end the call.
How to Place a Call from the History List
SAMSUNG/GASLOG/ABS A number can be dialed directly from the outgoing and incoming call history list. Up to 20 calls can be
stored in each history list. When the 21st call occurs, the oldest logged call is deleted from the list.
1) From the idle screen press (for incoming history) or (for outgoing history). The
caller’s name appears in the history list if it is registered in the Contacts list. “No-caller-ID”
appears if the number is hidden. Press and to change between incoming and outgoing
history.
Land: [00], country code, subscriber number.

Ship-to-ship (Inmarsat terminal): [00], [870] (ocean area code), Inmarsat Fleetbroadband number.
Internal call: 4 digit inter-line number
2) Press the key or press the Enter key to send the call. The indication shown below appears on
the screen.

How to Receive a Call
2) Press or to select the number to call. 01 is the most recent number.
1) When the handset rings, release the handset from the cradle then press the key. If the call is
3) Press the key to dial the selected number. from one of the subscribers described below, the name of the caller is displayed.
How to Call From the Contacts List
At the incoming or outgoing history screen, press the key to open the submenu.
1) At the idle screen, press the key to open the Contacts screen
2) Talk to caller.
3) When conversation is finished, press the key to complete the call, or place the handset on the
cradle. The communication time appears for 3 seconds and then the idle screen returns.
2) Press or
SAMSUNG/GASLOG/ABS
to select the location to view (Handset, Communication Unit, SIM).
3) Press or to select a contact.

4.5 Search and Rescue Procedures Illustration 4.5.2a Man Overboard
4.5.1 Missing Persons
In the event of someone being suspected missing, the officer of the watch should be immediately
informed and steps put in place to determine if they are actually missing or just not readily available.
 Determine where and when the person was last seen.

 Organise a search of the vessel including decks, engine room and all accessible spaces.
 Prepare to turn the vessel round and retrace the track to where and when there was a last
sighting of the person.
 Post additional lookouts.
 Prepare the rescue boat for immediate use and have the crew standing by.
Should the on board search not find the person, then use the VHF to call to other vessels in the area
asking them to keep a good lookout as they transit the area. Other vessels may join in search.
On arrival at the last known position, a search of the area will be required. This may involve only your
own vessel or possibly others who have come to assist. There are several search patterns that can be
used. (See Illustration 4.5.4a Search Patterns)
SAMSUNG/GASLOG/ABS
4.5.2 Man Overboard
In the event of a man overboard, the following steps should be implemented:
 Shout ‘man overboard’, indicating port or starboard.

 Throw the nearest lifebuoy overboard – try and maintain visual contact.
 Raise the alarm and inform the bridge.
 The officer of the watch will instigate man overboard procedures including releasing a
combined light and smoke lifebuoy to assist in marking the area and sound the general alarm.
 Activate MOB on the GPS and radar if fitted.
 Turn the vessel away from the side that the person went overboard and carry out either a
Williamson Turn or some other manoeuvre that brings the vessel back on its reciprocal track,
heading back towards the target.
 Post additional lookouts.
 Prepare the engine room for manoeuvring.
 Advise any other vessels in the area.
 Prepare the rescue boat for immediate use and have the crew standing by.
 Manoeuvre the vessel as close as possible to the target.
 Launch the rescue boat.
 Effect a rescue and retrieve the rescue boat.
 Administer first aid and, if necessary, obtain medical assistance.

4.5.3 Search and Rescue
The procedure below describes the actions to be taken should the vessel receive a distress message from
another vessel:
 Check the position of the vessel in distress with respect to own ship’s position.
 Relay the distress message, if no acknowledgement is received from the shore station.
 Proceed at maximum safe speed to the distress location and inform the RCC.
 Inform the owners/charters/operators of the deviation.
 Maintain a continuous listening watch on all distress frequencies.
 Consult MERSAR/IMOSAR manuals.
SAMSUNG/GASLOG/ABS
 Establish communications with all other surface units and SAR aircraft involved in the SAR
operation.
 Follow instructions from the RCC and on-scene commander for executing SAR operation.
 Plot positions, courses and speeds of other assisting units.
 Prepare the engines for manoeuvring when near to the distress location.
 Monitor the X-band radar for locating the survival craft transponder (SART) signals using 6 or
12 mile ranges.
 Post extra lookouts for sighting flares, switch on the searchlights at night.
 Prepare the rescue boat, pilot ladder and nets for assisting recovery of survivors when sighted.

Illustration 4.5.4a Search Patterns
SAMSUNG/GASLOG/ABS
Parallel Search Pattern Square Search Pattern
This will vary from boat to boat and

should be adjusted following a trial.
At heading + ‘60 put helm

Begin hard over to port
reducing
speed ‘60
Helm hard over

to starboard
Man overboard
- note heading
180
At heading + 180 steer MOB
reciprocal course
Sector Search Pattern Williamson Turn

4.5.4 Search Patterns Procedure with the Vessel Underway
1. Search Patterns In the event of a man overboard with the vessel underway take the following actions:
The recommended search patterns, starting from a common datum point, provide a basis to search for a • Press the ‘man overboard’ button on the ECDIS and/or the event pushbutton on the GPS.
man overboard. The quick turn method should be considered when the incident has just occurred and • Put the helm hard over toward the side on which the person fell.
the person is still visible. A Williamson turn should be considered when the incident if older where the • Release the appropriate lifebuoy from the port or starboard.
person is not immediately visible, requiring the ship to be manoeuvred onto a reciprocal course. • Mark the position on the ARPA display and the GPS.
• Sound the General Alarm and make a PA announcement.
The search patterns for a man overboard, whose point is known approximately, but be seen are as • Post a lookout continuously keeps sight of the person.
follow: • Continue executing the turn, the type of which will be dictated by the situation and the position
of ships close by.
Sector Search Pattern • Ring the engines to standby.
• As parties close up to emergency stations, the rescue boat can be prepared for lowering.
• Where the position of a person is known within reasonable limits, the Sector Search Pattern • Hoist the appropriate flag signals and use the VHF to warn vessels in the vicinity.
should be used first.
• All turns are 120° to starboard. WARNING
• The length of the leg is dependent on the state of visibility and the size of the search object, in Because of the dangers to personnel in the fast rescue craft, and the difficulty in retrieving the
as much as the length of each leg is the same. fast rescue craft, the Master will consider the sea state before allowing the fast rescue craft to be
• The first leg of the search should begin in the direction where the person is most likely to be launched.
SAMSUNG/GASLOG/ABS
seen.
• Should the person still be missing on completion of the initial search pattern and it is known Procedure with the Vessel not Underway
they are within the area, a second pattern should be commenced with the heading 30◦ to
starboard on the initial search pattern heading. In the event of a man overboard with the vessel not underway take the following actions:
Square Search Pattern • Release the appropriate lifebuoy from the port or starboard bridge wing
• Mark the position on the ARPA display and the GPS.
 If the sector search pattern has failed to find the person, the ship should commence the square • Sound the General Alarm and make a PA announcement.
search pattern from the same datum point. • Post a lookout to continuously keep sight of the person.
 All turn are 90° to starboard. The length of the leg is dependent on the state of visibility and the • Ring the engines to stand by
size of the search object. After the first square has been completed, the subsequent increase in • As parties close up to emergency stations, the rescue boat can be prepared for lowering.
search leg is increased accordingly.
NOTE
2. MERSAR Refer to the Merchant Ships Search and Rescue Book and the Wheelhouse Poster- Man
Overboard Rescue Manoeuvre.
The I.M.C.O. MERSAR (Merchant Ship Search and Rescue manual is a useful source of additional
information. Search patterns including those suitable for use with more than one ship and aircraft are
described.

Illustration 4.5.5a Helicopter Rescue
SINGLE LIFT
SAMSUNG/GASLOG/ABS Single lift is a typical rescue sling.

Approach the sling in a way so that it is
always is between you and the hoist.
The sling is to be put under the armpits and
the straps are to be tightened.
DOUBLE LIFT
When using a double lift the helicopter sends

a rescuer down to put sling
around the person to be rescued.

4.5.5 Methods of Rescue by Using Aircraft such as Helicopter • Single lift
1. General The most widely used means for evacuating persons is the rescue sling. The rescue sling is
suited for the purpose of quickly picking up persons, but it is unsuitable for patients. Rescue
A helicopter may be used to supply equipment and rescue or evacuate persons. slings are known by several names and come in slightly different shapes and configurations.
Slings may be made of webbed or belted material, similar to that used in parachute
The radius of helicopter action usually varies between 50 and 200 nautical miles from base, and lifting harnesses.
capacity between one and more than 15 persons depending on the size and type of aircraft.
NOTE
Certain rescue operations will involve risks for the helicopter crew. Therefore, it is essential in each case The sling is put on in much the same way as one puts on a coat, ensuring that the loop of
to evaluate the seriousness of the situation and to ascertain the need for helicopter assistance. the sling is passed behind the back and under both armpits. The person using the sling must
face the hook at the end of the hoisting cable.
In supplying equipment, a helicopter normally comes to a hover over a cleared space and lowers the
equipment by means of its winch cable. Personnel on deck need only unhook the cable. Hands should be clasped in front as shown. One must not sit in the sling, nor should the
sling be unhooked.
2. Equipment
• Double lift
During rescue operations, a helicopter normally uses a special device for hoisting or lowering persons.
Seating belt manned by a helicopter crew member. This method is suitable for pick up from
Large helicopters frequently lower a member of their own crew aboard the ship for assisting in the the water or the deck, of incapacitated persons not wounded badly enough so that a litter
SAMSUNG/GASLOG/ABS
disembarkation procedure and in the use of the equipment. For the evacuation of persons, the end of the (stretcher or basket) has to be used. The helicopter crew member puts the person into the
hoisting cable may be provided with one of the following means: sling and conducts the hoist operation.
1) Rescue Sling 2) Rescue Basket
<Rescue Basket>
<Rescue Sling>
The use of the rescue basket does not require any special measures. The person to use the basket
merely climbs in, remains seated and hold on.

3) Rescue Stretcher 4) Rescue Net
<Rescue Net>
The rescue net has a conically shaped “bird cage” appearance and is open on one side. The
person to use the net merely enters the opening, sits in the net and holds on.
SAMSUNG/GASLOG/ABS
<Rescue Stretcher>
5) Rescue Litter (stretcher or basket)
• Injured patients, will in most cases, be disembarked by means of a rescue litter.

Notwithstanding, as a ship’s litter may be available in most cases, the evacuation of patients
When rescuing badly injured persons, a stretcher is used. The person to be lifted is strapped into should normally be done in a special litter provided by the helicopter.
the stretcher and winched up to the helicopter. This may be carried out from the deck of a large
vessel. • To this litter, bridles are fitted and it can quickly and safely be hooked on and off, for which
purpose a suitable hook is attached to the hoisting cable.
If from a liferaft the roof of the liferaft must be deflated and all other persons seated on the
deflated roof. • Even if the transfer of the patient from the ship’s own stretcher to the litter provided by the
helicopter is painful, it should be preferred to a risky evacuation in a litter which is not
suited for the purpose.
6) Rescue Seat
The rescue seat looks like a three pronged anchor with flat flukes or seats. The person to be
hoisted merely sits astride one or two of the seats and wraps his arms around the shank. This
device can be used to hoist two persons at once.

Part 5 : Cargo Handling Fire and Safety Procedures
5.1 Properties of LNG – Health Hazards .............................................................................................. 5 - 2
5.1.1 Flammability of Methane, Oxygen and Nitrogen Mixtures ......................................... 5 - 2
5.1.2 Supplementary Characteristics of LNG ........................................................................ 5 - 3
5.1.3 Properties of Nitrogen and Inert Gas ............................................................................ 5 - 4
5.1.4 Hazards, Safety and First Aid ....................................................................................... 5 - 5
5.2 Hazardous Areas .............................................................................................................................. 5 - 8
5.3 Cargo and Ballast Valve Remote Control ...................................................................................... 5 - 10
5.3.1 Cargo Valve Remote Control System ......................................................................... 5 - 10
5.3.2 Ballast Valve Remote Control System........................................................................ 5 - 14
5.4 Ship Shore Communication System .............................................................................................. 5 - 16
5.4.1 Emergency shutdown System ..................................................................................... 5 - 16
5.4.2 Ship Shore Link .......................................................................................................... 5 - 20
5.5 Ship to Ship Transfer ..................................................................................................................... 5 - 27
5.6 Jettisoning of Cargo....................................................................................................................... 5 - 29
Illustrations
5.1a Flammability of Methane, Oxygen and Nitrogen Mixtures .......................................................... 5 - 1
5.2a Hazardous Area Gas Dangerous Plan ............................................................................................ 5 - 7
5.2b Hazardous Areas and Gas Dangerous Zone Plan .......................................................................... 5 - 8
SAMSUNG/GASLOG/ABS
5.3.1a Cargo Valve Hydraulic Lines...................................................................................................... 5 - 9
5.3.2a Ballast Valve Hydraulic Lines .................................................................................................. 5 - 13
5.4a Control Flow for EM’CY Shut Down System & Tank Protection System ................................. 5 - 15
5.4.1a ESDS Pneumatic System .......................................................................................................... 5 - 17
5.4.2a Ship-Shore Link........................................................................................................................ 5 - 19
5.6a Jettisoning of Cargo ..................................................................................................................... 5 - 29
Part 5
Cargo Handling Fire and
Safety Procedures
IMO No. 9687019 / Issue 1 (2016.07.25) Part 5 Cargo Handling Fire and Safety Procedures
Illustration 5.1a Flammability of Methane, Oxygen and Nitrogen Mixtures
B Area EDFE
21 flammable
E
20
19 Caution
F This diagram assumes complete mixing
18 which, in practice, may not occur.
17
Y
16
M
15
N Mixtures of air and methane
14
G X cannot be produced above
13 line BEFC
D
12
11
%
10
SAMSUNG/GASLOG/ABS
O
x
y
g
9
8
7
e
n 6
5
4 Area HDFC
capable of forming flammable
3 mixtures with air, but containing
2 too much methane to explode
1
Z C
A 0 10 H 20 30 40 50 60 70 80 90 100
Methane %
Area ABEDH
not capable of forming
flammable mixture
with air
IMO No. 9687019 / Issue 1 (2016.07.25) 5-1 Part 5 Cargo Handling Fire and Safety Procedures
Part 5 : Cargo Handling Fire and Safety Procedures NOTE

In this example point X, representing changing composition, passes through the flammable zone EDF,
5.1 Properties of LNG – Health Hazards that is, when the methane content of the mixture is between 5.5% at point M, and 9.0% at point N.
5.1.1 Flammability of Methane, Oxygen and Nitrogen Mixtures Applying this to the process of inerting a cargo tank prior to cool down, assume that the tank is initially
full of air at point B. Nitrogen is added until the oxygen content is reduced to 13% at point G.
The ship must be operated in such a way that a flammable mixture of methane and air is avoided at all
times. The relationship between gas/air composition and flammability for all possible mixtures of The addition of methane will cause the mixture composition to change along the line GDC which, it will
methane, air and nitrogen is shown in the above diagram. be noted, does not pass through the flammable zone, but is tangential to it at point D.
The vertical axis A-B represents oxygen-nitrogen mixtures with no methane present, ranging from 0% If the oxygen content is reduced further, before the addition of methane, to any point between 0% and
oxygen (100% nitrogen) at point A, to 21% oxygen (79% nitrogen) at point B. The latter point 13%, that is, between point A and G, the change in composition with the addition of methane will not
represents the composition of atmospheric air. pass through the flammable zone.
The horizontal axis A-C represents methane-nitrogen mixtures with no oxygen present, ranging from Theoretically therefore, it is only necessary to add nitrogen to air when inerting until the oxygen content
0% methane (100% nitrogen) at point A, to 100% methane (0% nitrogen) at point C. is reduced to 13%. However the oxygen content is reduced to 2% during inerting because, in practice,
complete mixing of air and nitrogen may not occur.
Any single point in the diagram within the triangle ABC represents a mixture of all three components,
methane, oxygen and nitrogen, each present in a specific proportion of the total volume. The proportions When a tank full of methane gas is to be inerted with nitrogen prior to aeration, a similar procedure is
of the three components represented by a single point can be read off the diagram. followed. Assume that nitrogen is added to the tank containing methane at point C until the methane
SAMSUNG/GASLOG/ABS
content is reduced to about 14% at point H. As air is added, the mixture composition will change along
For example, at point D: line HDB, which, as before, is tangential at D to the flammable zone, but does not pass through it.
 Methane: 6.0% (read on axis A-C) For the same reasons as when inerting from a tank containing air, when inerting a tank full of methane it
 Oxygen: 12.2% (read on axis A-B) is necessary to go well below the theoretical figure to a methane content of 2%. This is because
 Nitrogen: 81.8% (remainder) complete mixing of methane and nitrogen may not occur in practice.
The diagram consists of three major sectors: The procedures for avoiding flammable mixtures in cargo tanks and piping are summarised as follows:
1) The Flammable Zone Area EDF: Any mixture the composition of which is represented by a 1) Tanks and piping containing air are to be inerted with nitrogen or inert gas before admitting
point that lies within this area is flammable. methane at ambient temperature. This should be done until all sampling points indicate 2.0% by
vol. or less oxygen content and the dew point is less than -40°C.
2) Area HDFC: Any mixture the composition of which is represented by a point that lies within
this area is capable of forming a flammable mixture when mixed with air, but contains too much 2) Tanks and piping containing methane are to be inerted with nitrogen or inert gas before
methane to ignite. admitting air. This should be done until all sampling points indicate 2.0% by vol. methane and
the dew point is less than -40°C.
3) Area ABEDH: Any mixture the composition of which is represented by a point that lies within
this area is not capable of forming a flammable mixture when mixed with air. It should be noted that some portable instruments for measuring methane content are based on oxidising
the sample over a heated platinum wire and measuring the increased temperature from this combustion.
Using the Diagram This type of analyser will not work with methane-nitrogen mixtures that do not contain oxygen.
Assume that point Y on the oxygen-nitrogen axis is joined by a straight line to point Z on the methane- For this reason, special portable instruments of the infrared type have been developed and supplied to
nitrogen axis. If an oxygen-nitrogen mixture of composition Y is mixed with a methane-nitrogen the ship for this purpose.
mixture of composition Z, the composition of the resulting mixture will, at all times, be represented by
point X, which will move from Y to Z as increasing quantities of mixture Z are added.
5.1.2 Supplementary Characteristics of LNG 4. Cryogenic Temperatures
1. When Spilled on Water Most metals lose their ductility at these temperatures; and may cause the brittle fracture of many
materials. In case of LNG spillage on the ship’s deck, the high thermal stresses generated from the
 Boiling of LNG is rapid, owing to the large temperature difference between the product and restricted possibilities of contraction of the plating will result in fracture of the steel.
water. CAUTION
Contact with LNG or with materials chilled to its temperature of about -160 °C will damage living
 LNG continuously spreads over an indefinitely large area, resulting in a magnification of its rate
tissue.
of evaporation until vaporisation is complete.
5. Behaviour of LNG in the Cargo Tanks
 No coherent ice layer forms on the water.
When loaded in the cargo tanks the pressure of the vapour phase is maintained as substantially constant,
 Under particular circumstances, with a methane concentration below 40 %, flameless slightly above atmospheric pressure.
explosions are possible when the LNG strikes the water. These result from an interfacial
phenomenon in which LNG becomes locally superheated at a maximum limit until a rapid The external heat passing through the tank insulation generates convection currents within the bulk
boiling occurs. However, commercial LNG is far richer in methane than 40 % and would cargo; heated LNG rises to the surface and boils.
require lengthy storage before ageing to that concentration.
The heat necessary for the vaporisation of LNG comes from the outer environment of the cargo tanks
 The flammable cloud of LNG and air may extend for large distances downwind (only methane leaking through the cargo tank insulation. As long as the generated vapour is continuously removed by
when warmer than -112.5 °C is lighter than air) because of the absence of topographic features maintaining the pressure as substantially constant, the LNG remains at its boiling temperature.
SAMSUNG/GASLOG/ABS
which normally promote turbulent mixing.
If the vapour pressure is reduced by removing more vapour than is generated, the LNG temperature will
decrease. In order to make up the equilibrium pressure corresponding to its temperature, the
2. Vapour Clouds
vaporisation of LNG is accelerated because of an increased heat leak into the cargo tanks.
 If there is no immediate ignition of an LNG spill, a vapour cloud may form. The vapour cloud is If the vapour pressure is increased by removing less vapour than is generated, the LNG temperature will
long, thin, cigar shaped and, under certain meteorological conditions, may travel a considerable increase. In order to reduce the pressure to a level corresponding to the equilibrium with its temperature,
distance before its concentration falls below the lower flammable limit. This concentration is the vaporisation of LNG is slowed down and the heat transfer from LNG to vapour is reduced.
important, for the cloud could ignite and burn with the flame travelling back towards the
originating pool. The cold vapour is denser than air and thus, at least initially, hugs the surface. LNG is a mixture of several components with different physical properties and in particular with
Weather conditions largely determine the cloud dilution rate, with a thermal inversion greatly different vaporisation rates, the more volatile fraction of the cargo vaporises at a greater rate than the
lengthening the distance travelled before the cloud becomes non-flammable. less volatile fraction. The vapour generated by the boiling of the LNG, contains a higher concentration
of the more volatile fraction than the LNG.
 The major danger from an NG vapour cloud occurs when it is ignited. The heat from such a fire
The properties of the LNG, e.g. the boiling point, density and heating value, have a tendency to increase
is a major problem. A deflagration (simple burning) is probably fatal to those within the cloud
during the voyage.
and outside buildings, but is not a major threat to those beyond the cloud, although there will
could be burns from thermal radiation.
3. Reactivity
Because at high concentrations, methane tends to dilute the quantity of oxygen in the air to less than that
needed to sustain life, it is considered an asphyxiant. It is also a greenhouse gas and as such is
considered a pollutant in the upper atmosphere. However because of its inactivity, insolubility and
volatility it is not considered a pollutant in water.
5.1.3 Properties of Nitrogen and Inert Gas 4) Hazards
1. Nitrogen Due to its extremely low temperature in liquid state, liquid nitrogen is potentially dangerous,
and any physical contact with it may cause severe damage to living tissue. Additionally, any
Nitrogen on the vessel is produced either by the nitrogen generators that separate air into nitrogen and spillage of liquid nitrogen on the vessel’s deck will result in failure or fractures of the vessel the
oxygen based on a hollow fibre membrane principle, or by the vaporisation of liquid nitrogen supplied same as for LNG.
from shore.
2. Inert Gas
CAUTION Inert gas is produced on board using an inert gas generator, which produces inert gas at 14000 Nm3/h
Due to the absence of oxygen, nitrogen is an asphyxiant. with a -45 °C dew point, burning low sulphur content gas oil. This plant can also produce dry air at
14000 Nm3/h with a -45 °C dew point.
The nitrogen is used on board for: Inert gas is used to reduce the oxygen content in the cargo system, tanks, piping and compressors, in
order to prevent an air/CH4 mixture prior to aeration, and after warm-up. It is also used before refit or
 Purging of cargo pipe lines repairs, and prior to the gassing-up operation after refit, before cooling down.
 Purging the heaters Inert gas composition
 Pressurisation of the insulation spaces Oxygen < 1 % in vol.
 Sealing of the gas compressors Carbon dioxide < 14 % in vol.
 Fire extinguishing in the vent masts Carbon monoxide < 100 ppm by vol.
SAMSUNG/GASLOG/ABS
Sulphur oxides (SOx) < 10 ppm by vol.
Nitrogen oxides (NOx) < 100 ppm by vol.
1) Physical Properties of Nitrogen:
Nitrogen balance
Nitrogen is the most common gas in nature since it represents 79 % by volume of the Earth’s Dew point < -45 °C
atmosphere.
Soot (on Bacharach scale) 0 (complete absence)
At room temperature, nitrogen is a colourless and odourless gas. Its density is near that of air;
1.25 kg/m3 under standard conditions. Inert gas is slightly denser than air; approx. 1.35 kg/m3 at 0 °C.
When liquefied, the temperature is -196 °C under atmospheric pressure, a density of 810 kg/m3, CAUTION
and a vaporisation heat of 199 kJ/kg. Due to its low oxygen content, inert gas is an asphyxiant.
2) Properties of Nitrogen
Molecular weight 28.016

Boiling point at 1 bar absolute (0.1 MPaA) –196 °C
Liquid SG at boiling point 1.81
Vapour SG at 15 °C and 1bar absolute (0.1 MPaA) 0.97
Gas volume/liquid volume ratio at –196 °C 695
Flammable limits None
Dew point of 100 % pure N2 < –80 °C
3) Chemical Properties:
Nitrogen is considered an inert gas; it is non-flammable and without chemical affinity. However,
at high temperatures, it can be combined with other gases and metals.
5.1.4 Hazards, Safety and First Aid circulate the liquid. It should also be noted that the phenomenon of rollover only happens rarely, and
typically only if two different cargos have been loaded together in the same tank.
1. Rollover of Cargo
Stratification can also be prevented by measuring the density of the cargo while unloading an LNG
A phenomenon known as “rollover” can cause a loss of containment and lead to the formation of LNG vessel and, if necessary, adjusting the unloading procedures accordingly. Additionally, the LNG storage
liquid pools. Caused by stratification within a storage tank, LNG “rollover” refers to a rapid release of tanks have rollover protection systems which include pump-around mixing systems and distributed
LNG vapours from a tank. When two separate layers of different densities (as a result of different LNG temperature sensors.
compositions) exist in a tank, the possibility of rollover arises.
2. Potential Hazards of LNG to Human Beings
Fig.1 Stratification within an LNG Cargo Tank
The general scale of the potential hazards of a large LNG spill over water, were provided by using
existing experimental data that was evaluated and analyzed to assess several potential spill hazards
Boil off including: asphyxiation, cryogenic burns and cryogenic damage to the ship from very cold LNG,
dispersion, fires, and explosions.
Heat When LNG is spilled from a tank onto water, it forms a pool of liquid on the water. A fog like vapour
Lighter layer gets denser Heat cloud then forms close to the water as the liquid warms and changes into natural gas vapour. Ambient
air mixes with the cloud as it continues to warm up, and eventually the natural gas vapour disperses into
the atmosphere. This cloud could however drift into populated areas before completely dispersing under
Heat Denser layer gets lighter Heat certain atmospheric conditions.
Heat
SAMSUNG/GASLOG/ABS
Heat
Any persons who come into contact with an LNG vapour cloud could potentially be asphyxiated, as an
LNG vapour cloud displaces the oxygen in the air. Additionally, depending on the conditions, LNG
vapours can be flammable. If the LNG vapour cloud ignites, the resulting fire will, depending on
available oxygen, burn back through the vapour cloud toward the initial spill. It will continue to burn
above the LNG that has pooled on the surface resulting in what is known as a pool fire.
The mechanism behind “rollover” is that basically, in the top layer, the liquid becomes warmer as a
result of heat leaking into the tank and rises up to the surface, where it then evaporates.
Experimental data for small scale LNG fires have shown that LNG fires burn hotter than oil fires of the
same size. Both the high temperatures of an LNG fire and the cold temperatures of the spilled LNG,
As the lighter gases are preferentially evaporated, the liquid in the upper layer becomes denser. In the
have the potential to seriously damage the tanker and result in a cascading failure of the vessel. A
bottom layer, the warmed liquid rises towards the interface by free convection but does not evaporate
cascading failure could also greatly escalate the severity of the original incident.
due to the hydrostatic head exerted by the top layer. In this way, the lower layer becomes warmer and
less dense.
3. Protective Clothing and Equipment
The two layers mix rapidly, as the densities of two layers approach each other. The lower layer (which
Cryogenic liquids flow very freely and can penetrate woven or other porous clothing much faster than water. The wearing
has been superheated) gives off large amounts of vapour as it rises to the surface of the tank. This
of appropriate protective clothing can greatly reduce the risk of cryogenic burns through accidental
phenomenon is termed “rollover”.
exposure to LNG liquid.
A rapid release of large quantities of vapour, leading to potentially hazardous situations is the greatest
Protection can range from loose fitting fire resistant gloves (usually made from leather or PVC) and full
risk arising from a rollover accident. In addition, the tank pressure relief system may not be able to
face shields, to special extra protection multi-layer clothing, depending upon the risk of exposure.
handle the rapid boil off rates, which could result in tank failure, leading to the rapid release of large
amounts of liquid LNG then forming into a liquid pool.
All personnel must therefore wear gloves, face masks and other protective clothing as a protection from
freezing liquids when entering and working in potentially hazardous areas.
Rollover can be effectively avoided by carefully monitoring the composition of all LNG streams added
to the tanks, and by keeping the tank contents well-mixed using mechanical means such as pumps to
The following types of protective clothing are recommended: Other Specifics:
 Eye/Face Protection:  Eye

Safety goggles or glasses as appropriate for the job Do not wash the eyes with hot or lukewarm water. Never introduce oil or ointment into the
A full face shield when handling any cryogenic material eyes without first receiving medical advice. Open eyelids wide to allow any liquid that has
entered to evaporate. If the injured cannot tolerate light, protect the eyes with a light bandage
 Skin Protection:
or handkerchief. Treat for shock. Seek immediate medical attention.
Protective gloves of any material appropriate for the job. Loose fitting insulated gloves are
recommended for cryogenic materials. They must be loose so that they can be thrown off
 Skin
quickly if liquid spills into them (non-porous, full body cryogenic suit).
Remove any contaminated clothing and flush the affected area with cold water and soap. Do
 Respiratory Protection:
not use hot water. A physician should see the patient promptly if the cryogenic "burn" has
Positive pressure air line with full-face mask and escape bottle or self-contained breathing resulted in blistering of the skin or deep tissue freezing or if frostbite has occurred. The "burn"
apparatus should be available for emergency use. should be treated in a similar manner as a thermal burn. Treat for shock. Seek immediate
 Other/General Protection: medical attention.
Safety boots high enough to be covered by a cryogenic suit without cuffs.
 Ingestion
4. Cryogenic / Freeze Burns Do not give fluids, water or food. Do not induce vomiting. Keep injured comfortable in a
warm location (approximately 22 °C; 70 °F). Treat for shock. Seek immediate medical
SAMSUNG/GASLOG/ABS
Cryogenic burns can occur from direct body contact with cryogenic liquids, metals, and cold gas. LNG attention.
itself or materials that have been chilled to its temperature of approximately -160 °C are extremely
dangerous and will damage living tissue they come in contact with. Cryogenic burns will injure LNG Asphyxiation
personnel and others who come in contact with cryogenic materials resulting in serious injury and even
death. Although LNG is not in and of itself poisonous, exposure at the centre of an LNG vapour cloud could
result in asphyxiation as a result of the absence of oxygen. If the vaporizing LNG does not ignite, the
Direct contact with metal at cryogenic temperatures, or exposure to LNG can damage skin tissue much possibility exists that the LNG vapour concentrations in the air may be high enough to present an
more rapidly than exposure to LNG vapour. It may also be possible for personnel to physically quickly asphyxiation hazard to the vessel’s crew, emergency response personnel, pilot boat crews, or any others
move away from cold LNG vapour before they are injured by it. that may be exposed to the LNG vapour cloud.
5. Treatment of Cryogenic Burns
In the event of contact with LNG liquid or cryogenic materials, first flush the affected area with
lukewarm water. Do not use a forceful flow of water as this could cause tissue damage. Do not apply
direct heat. Move the injured to a warm location (approximately 22 °C; 70 °F) and treat for shock. Seek
immediate medical attention.
While waiting for medical attention:

 Continue to flush the affected area of the skin with lukewarm water
 Loosen the injured clothing and remove any tight jewellery
 Keep the patient warm and at rest
 Do not allow the injured to smoke and do not offer hot beverages.
Illustration 5.2a Hazardous Area Gas Dangerous Plan
Key
Area Classification As Zone 0
Elec.
Motor Cargo Machinery
Room Room Deck Store
No.4 Trunk No.3 Trunk No.2 Trunk No.1 Trunk
Piping & Cable Space (S) Bosun Store

(S)
)
t. TK (S)
K
)
(S)
C.L
rv. TK (S
Engine Room
. TK (S
t. T
Cofferdam
Cofferdam
Cofferdam
Cofferdam
Cofferdam
Serv. TK
)
Set
S)
S) S) S) &S
Distilled WT (P&S)
P&
FO Sett
No.1 HFO Set
T(
P& P& P&
SG Room
O Se
(P
FO
No.2 MGO Serv. Tk (P) BW

T( T( T(
EW
T
O
1H
)
No.1 HF
B B B
BT P&S
B
No.2 HF
No.2 H
)
&S
No.2 MGO Stor. Tk (P) W W W W Bow THR. &
No.
APT
.4 .3 .2
(
FPT
(P
.1
T
No No No FWD Pump
FO
WBT (C) No.1 MGO Stor. Tk (P)
(S) No
Void(C)
W
D
ER r Tk Tk
S)
Room
FW
Wate
(
D
lo w
BT
EMCY Sea WT (S)
FW
erf
W
Exit for B Ov
ER
P)
Trunk FO
(
CWT
BT
SAMSUNG/GASLOG/ABS
W
(P&S)
ER
AP 10 20 30 40 50 60 70 80 90 100 110 115 120 130 140 150 160 170

3890 3890 3890 3525
FS : 800 WS : 3925 WS : 3925 WS : 3925 WS : 3530 FS : 800
12000 40800 47065 47065 47065 31765 18400 9600 11140

2700 3000 3000 2700 2700
Hose Handling Crane
Accommodation
Engine Casing Space No.1 Gas Dome
C.L C.L
10 20 30 40 50 60 70 80 90 100 No.2 Gas Dome110 120 130 140 150 160 170
No.3 Gas Dome Fore Mast
Em’cy Cargo Pump NO.4 Vent Mast NO.3 Vent Mast NO.2 Vent Mast Em’cy Cargo Pump
Handling Davit Handling Davit
Hose Handling Crane

Electric Cargo
Deck
Motor Machinery
Store
Room Room
5.2 Hazardous Areas Illustration 5.2b Hazardous Areas and Gas Dangerous Zone Plan
Under the IMO code for the Construction and Equipment of Ships Carrying Gases in Bulk, the
following are regarded as hazardous areas:
Gas dangerous spaces or zones, are zones on the open deck within 3.0 m of any cargo tank outlet, gas or
vapour outlet, cargo pipe flange, cargo valve and entrances and ventilation openings to the cargo
compressor house. They also include the open deck over the cargo area and 3 m forward and aft of the
cargo area on the open deck up to a height of 2.4 m above the weather deck, and a zone within 2.4 m of
the outer space of the cargo containment system where such spaces are exposed to the weather.
WH Top Deck
The entire cargo piping system and cargo tanks are also considered gas dangerous. 3150 (51040 A/B)
Nav. Bridge Deck
(47890 A/B)
3150
In addition to the above zones, the Code defines other gas-dangerous spaces. E Deck
(44740 A/B)
3150
D Deck
The area around the air-swept trunk, in which the gas fuel line to the engine room is situated, is not (41590 A/B)
3150
considered a gas dangerous zone under the above Code. C Deck
(38440 A/B)
3150
All electrical equipment used in these zones, whether a fixed installation or portable, is certified ‘safe B Deck
type equipment’. This includes intrinsically safe electrical equipment, flame-proof type equipment and
Trunk 3300 (35290 A/B)
A Deck
SAMSUNG/GASLOG/ABS
pressurised enclosure type equipment. Exceptions to this requirement apply when the zones have been (31990 A/B)
5790
certified gas-free, e.g. during refit. Upper Deck
(26200 A/B)
NOTE
1. The plan shows the gas dangerous spaces and gas dangerous zones in order to guide the detail
design of “ELE. EQUIPMENT ARR’T ON DECK”
2. Intended cargo: Cargo Tank
Liquefied Natural Gas (LNG temp.: -163 ˚C, Range of Densities: from 470 kg/m3)
3. Classification: American Bureau of Shipping S.L.W.L
S.L.W.L
+A1 E, Liquefied gas carrier, Ship type 2G(Membrane tank, Maximum pressure 250 mbar and
Minimum Temperature -163 °C), SH, SH-DLA, SHCM, RES, +AMS, +ACCU, SFA(40), NIBS,
+APS, ENVIRO, PORT, POT, CRC, DFD, UWILD, CPS.
Pipe
WBT(P) Duct WBT(S)
Illustration 5.3.1a Cargo Valve Hydraulic Lines
Valve Box with Accumulator

(50) Pressure for ESD Valves
(50) Return
(25) (25) (25) (25) (25) (25) (25) (25)
(25) (25) (25) (25)

7C 5C 3C 2C Stop Valve 1C Valve Box
CL401 CL402 CL403 CL301 CL302 CS071

CS400 CS401 CS403 CL303 CG075
CG946 Engine
Casing CS407 CS408 CS300 CS301 CL011
Cofferdam
Cofferdam
Cofferdam
Cofferdam
Cofferdam
CL400 CL407 CS303 CL021 CL201 CL202 CL203 CL101 CL102 CL103
Accommodation CS409 CS410
Void (C) CS307 CS308 CL031 CS200 CS201 CS203 CS100 CS101 CS103
Space
CL300 CL307 CL041 CS207 CS208 CS107 CS108
CG947 CS702 CS703 CG708 CG071 CL200 CL207 CL100 CL107 CG702
CS109 CS110
To/From CL012 CL022
CG938
Engine Room CL032 CL042
CG939
6C CG072
Elec. CG940
Cargo Machinery
Motor 4C
Room
Room
CG900 CG901 CG902

CG903 CG941 CG942
CG904 CG925 CG926
CG908 CG927 CG928
SAMSUNG/GASLOG/ABS
CG930 CG936 CG937
For Cargo Valves Key

Hydraulic Oil Line
: Intermediated Position
Control Type
: ESDS Block
Trunk
Cargo Manifold Cargo Manifold

Valve Box (3C) Valve Box (4C)
PORT STBD
Cargo Tank
5.3 Cargo and Ballast Valve Remote Control
No.7 solenoid valve box Male Connector 12 ø x 3/8”G (SUS316L) 24
All the valves necessary for the operation of the cargo and ballast system are hydraulically operated by
Main Line BY-PASS Ball valve 210K 25A (SUS316L) 1
separate hydraulic power packs, situated in the hydraulic power pack room on the upper deck. Control
of the power packs and valve operation is from the IAS in the CCR.
3. Hydraulic Power Pack
5.3.1 Cargo Valve Remote Control System
The power pack builds up the hydraulic pressure (discharging pressure: 120 bar) for actuating the
1. Specifications valves for the cargo system. The pumps are the self-regulating type, which maintain the oil pressure at
the preset pressure in the circuit with constant pump running.
Maker KSB Seil Co., Ltd.
Accumulator capacity 50 litre x 5 sets The hydraulic power unit consists of two main pumps and one topping-up pump. During normal
N2 bottle 68 litre x 1 set loading and unloading operations only one pump is required to meet the demand, while the second
Main electric motor 8.6 kW, 1755 rpm, 440 V, 60 Hz pump is put on automatic stand-by cut-in mode and will cut in when the system pressure is reduced to
Topping up electric motor 4.6 kW, 1740 rpm, 440 V, 60 Hz 105 bar. The topping up pump is normally used during sea-going conditions.
Main pump capacity 28 litre/min x 2 sets
The hydraulic power pack can be operated remotely from the IAS or locally from the local control box.
Topping up pump capacity 14 litre/min x 1 set
When no valve operation is required, running of the topping up pump for each system is sufficient. The
The system is designed for position indication and electro-hydraulic remote control of hydraulically
hydraulic topping up pump is designed to keep the system pressurised when no valve is under operation.
actuated valves for cargo system.
SAMSUNG/GASLOG/ABS
When valve operation is required, one of the two main pumps is to be started. Each hydraulic main
Pressurized oil generated by the poser pack is directed into the opening or closing chamber of the
pump has sufficient capacity to close or open two (2) of the largest valves within one (1) minute. When
actuators through solenoid operated control valves.
one main pump is selected, the other main pump will act as the stand-by pump.
2. Location of Cabinets
4. Pump Settings
All remotely operated valves are piston operated except for the liquid dome and the spray header
Setting Stand-by pump Running
isolating valves, which are vane type actuators. The supply oil is distributed to 7 solenoid valve boxes Description Alarm
value start pump trip
situated in the side passageway (port and starboard) and 1 in the cargo compressor room. Each cargo
tank, manifold area, cargo compressor room has its respective solenoid valve box as follows: Low-Low pressure(Alarm) 90 bar - No -
Low pressure(Alarm) 100 bar Yes No -
Stand-by pump start pressure 105 bar - Yes Yes
Usage Item Spec. & Material Q’ty
Normal discharging pressure 120 bar - - -
No.1 solenoid valve box Male Connector 12 ø x 3/8”G (SUS316L) 26 High pressure (Alarm) 130 bar Yes No No
Relief valve 143 bar - - -
No.2 solenoid valve box Male Connector 12 ø x 3/8”G (SUS316L) 20 Motor detect (Alarm) - Yes Yes Yes
Low level (Alarm) 430 litre Yes No No
No.3 solenoid valve box Male Connector 12 ø x 3/8”G (SUS316L) 14 Low-Low level (pump shutdown) 300 litre Yes No Yes
High temperature (Alarm) 50°C Yes No No
Filter clogging (Alarm) 2 bar Yes No No

NOTE
In case of the topping up pump running, the topping up pump will not be automatically stopped.
IMO No. 9687019 / Issue 1 (2016.07.25) 5 - 10 Part 5 Cargo Handling Fire and Safety Procedures
5. Remote Control  Connect the emergency hand pump with connection block on pressure common line and
return common line.
1) For O/S Valves  Push the solenoid as manual override on the solenoid valves while pumping of emergency
The opening or closing order is obtained when the solenoid corresponding to the requested
hand pump until obtaining a corresponding valve position.
motion is activated (the signal is through an intrinsically safe power supply unit in the barrier
box). The valve moves to full open or full close position and cannot be stopped at any
intermediate position. - Open/shut valve: full close or full open position
- Intermediate valve: full close/full open or any required valve position
2) For Intermediate Valves
The opening or closing order is obtained when the solenoid corresponding to the requested 7. Valve Position Indication
motion is activated. The valve moves as long as the corresponding solenoid is activated (the
signal to be through the IS relay repeater in the barrier box). The valve can be stopped at any 1) O/S valves with a limit switch
intermediate position. The opening or closing position indication is obtained from the course limit switch on the
hydraulic valve actuator, and it is connected through the intrinsically safe type relay repeater in the
CAUTION barrier box in which voltage-free contacts are generated in order to realize the valve position
When the signal position for full close or full open is required, keep the solenoid activated a minimum indication in IAS.
of 10 seconds.
2) Intermediate remote controlled valves
3) For ESD Valves The opening or closing position indication is obtained from the potentiometer and limit
Under normal operating conditions, the ESD valves can be controlled in the same way as the switches on the hydraulic actuators in order to realize the valve position indication in the IAS.
SAMSUNG/GASLOG/ABS
other valves.
(The ESD solenoid valve is normally energized and shuts the oil way from the ESD solenoid to 8. Valve Operating Time Adjustment
the closing chamber of the corresponding actuators).
Valve operating time adjustment can be adjusted using the flow control valve installed on each solenoid
Under ESD conditions, the ESD solenoid valve is dis-energized and to open the oil way from ESD valve block.
solenoid valve to closing chamber of the corresponding actuators.
Consequently, ESD valves are automatically shut at ESD conditions. The hydraulic power for
closing ESD valves (at ESD conditions) is supplied from the hydraulic accumulators.
The capacity of the accumulators has been sized to allow three (3) strokes of the corresponding
ESD valves.
6. Emergency Control of the Solenoid Valves.
1) In case of electric power failure

Push the solenoid as manual override on the solenoid valves.
 Open/shut valves: push the manual override until obtaining a corresponding valve
position (full close or full open).
 Intermediate valve: push the manual override until obtaining a corresponding valve
position.
2) In case of lack of hydraulic pressure

 Close the main isolating valves.
SAMSUNG/GASLOG/ABS
Illustration 5.3.2a Ballast Valve Hydraulic Lines
OD631
OD632
Bow
Thruster &
SP571 FWD
SP572 Pump
Room
CL
Cofferdam
Accommodation OF613 FPT
Cofferdam
Cofferdam
Cofferdam
Cofferdam
Space OF614 (C, Void)
Engine
Casing
Solenoid SP573
Valve Box CL
To/From 1H SP574
Engine Room
SP575
Elec.
Cargo Machinery
Motor
Room
Room
Passage Way
SAMSUNG/GASLOG/ABS Key
Hydraulic Oil Line
: Intermediated Position
Control Type
Elec. Cargo
SP575 Motor Machinery Deck
SP574 SP573 Room Room Store
No.4 Trunk Deck No.3 Trunk Deck No.2 Trunk Deck No.1 Trunk Deck
OD631 SP571
OD632 SP572
OF613 Bosun
OF614 Store
CL
S/G
To/From
Room 1H
Engine Room BW
FWD Water
AP Tank Ballast Tank Bow
Thruster &
Engine Room (P & S)
FWD
Pump
Room FPT
(C, Void)
CW
Tank
BA518 BA514 BA510 BA506 BA503 OF602

BA519 BA515 BA511 BA507 BA504 OF603
BA520 BA516 BA512 BA508 BA505
BA521 BA517 BA513 BA509
5.3.2 Ballast Valve Remote Control System 4. Pump Settings
1. Specification Stand-by Running

Description Setting value Alarm
pump start pump trip
Maker KSB Seil Co., Ltd. Low pressure(Alarm) 100 bar Yes No -
Accumulator capacity 32 Litre x 2 sets
Stand-by pump start pressure 105 bar - Yes Yes
N2 Bottle 68 Litre x 1 set
Main electric motor 4.6kW, 1740rpm, 440V, 60Hz Normal discharging pressure 120 bar - - -
Topping up electric motor 4.6kW, 1740rpm, 440V, 60Hz High pressure (Alarm) 130 bar Yes No No
Main pump capacity 14 Litre/Min x 2 sets
Relief valve 143 bar - - -
Topping pump capacity 14 Litre/Min x 1 set
Motor detect (Alarm) - Yes Yes Yes
The system is designed for position indication and electro-hydraulic remote control of hydraulically Low level (Alarm) 430 litre Yes No No
actuated valves for ballast system.
Low-Low level (Pump shutdown) 300 litre Yes No Yes
Pressurized oil generated by the power pack is directed into the opening or closing chamber of the High temperature (Alarm) 50 °C Yes No No
actuators through solenoid operated control valves. Filter clogging (Alarm) 2 bar Yes No No
Valve remote control and position indication to be realized from the VDUs of IAS in CCR.
NOTE
SAMSUNG/GASLOG/ABS
2. Ballast, Bilge, FO, Sea Water Cooling and Water Spray Systems In case of the topping up pump running, the topping up pump will not be automatically stopped.
The hydraulic power unit consists of two main pumps and one topping-up pump. During normal 5. Emergency Control
loading and unloading operations, only one pump is required to meet the demand, while the second
pump is put on automatic standby mode ready to cut in when the system pressure is reduced to 105bar. Pump Model : PMI25
The topping up pump is normally used when the vessel is in sea mode condition. Tank Volume : 5 Liter 1 Threaded End
Stroke Volume: 25 mL
All remotely operated valves are piston operated. The supply oil is distributed to a solenoid valve board Max. Pressure : 0 ~ 250 bar
situated in the engine room. The operation of the valves is conducted from the IAS in the CCR.
3 Special Connector
3. Hydraulic Power Pack 1) Emergency hand pump operating procedure:
The power pack builds up the hydraulic pressure (discharging pressure : 120 bar) for actuating the a) Check oil level in the tank.
Direction Valve
valves for the ballast system. The pumps are of the self-regulating type, which maintain the oil pressure
at the preset pressure in the circuit with constant pump running. b) Connect the connectors (threaded ends)
① to the pressure actuators “O” and “S”. Pressure Gauge
The hydraulic power pack can be operated remotely from the IAS or locally from the local control box.
c) Press the pump lever while monitoring
When no valve operation is required, running of the topping up pump for each system is sufficient. The the pressure gauge.
hydraulic topping up pump is designed to keep the system pressurised when no valve is under operation.
When valve operation is required, one of the two main pumps is to be started. Each hydraulic main AMRI/ACTO Model Actuator
pump has sufficient capacity to close or open two (2) of the largest valves within one (1) minute. To use: Connect the special connector ③ with threaded ends ① and then connect the special connector
③ to the actuator “O” and “S”.
When one main pump is selected, the other main pump will act as the standby pump.
Illustration 5.4a Control Flow for EM’CY Shut Down System & Tank Protection System
Alarm
I.S. Barrier & ESDS Control Panel IAS
EMCY Shut Down System
Shore Connection Valve
Manual Switch Normal Close Contact Close
Off
Ship/Sho re Pneu. Hose
Air Release
Fusible Plug Normal Close Contact #
Melted Cargo Pump
Stop
#
Optical Interface Normal Close Contact Spray Pump
Failure from Shore Stop
N2 Compander
Stop
Electric Interface Normal Close Contact
Failure from Shore EMCY Shut Down Normal Close Contact HD Compressor
OR Control Stop
Not Use
Pneu. Press. Low LD Compressor
in Shop/Sho re Comm. Use Stop
Forcing Vaporiser
Control Air Press. Stop
Low
GCU Trip
Cargo Tank Level IAS
Normal Close Contact
Extremely High (99%)
IAS DF Engine Gas
by CTS or Ind.
SAMSUNG/GASLOG/ABS
Trip (P&S)
Vapour Header Press. Very EMCY Cargo Pump

Low (To With 3 mbar of ATM) Stop
Fuel Gas Pump

Normal Close Contact Stop
Both CPU Failure
IGG Blower
Stop
Electric Power Fail (PORT)
Normal Close Contact AND Fuel Gas Valve Close
Electric Power Fail (STBD) (CG938/939)
Hydraulic Oil Press. Normal Close Contact Fuel Gas Return Valve
Low Close (CG940)
ESD Signal to
IS ESD Sol. V/V Power Fail (3C)
Normal Close Contact Shore
IS ESD Sol. V/V Power Fail (4C) OR Condensate Return Valve *
Normal Close Contact Close (CS161/261/361/461)
IS ESD Sol. V/V Power Fail (6C)
Switch Vent Gas Valve
to Cargo Tank (RG827)
ESD Lamp on CCC
Tank Protection System 1
Cargo Tank Press Low Low Tank Protection #

Normal Close Contact Spray Nozzle
(To Within 20 mbar of ATM) Control 1 Valves Close
(CS107/108/207/208/307/308/407/408)
Cargo Tank Level IAS

Normal Close Contact Tank Protection Normal Close Contact Tank Filling Valve *
Very High (98.5%)
IAS Control 2 Close(CL100/200/300/400)
by CTS or Ind.

# Activation for each pump & valve
Cargo Tank Press High High Tank Protection Normal Close Contact on TPS 1 condition
(220 mbar) Control 3
# Activation for each pump & valve
*
on TPS 2 and TPS 3 condition
5.4 Ship Shore Communication System • Wheelhouse (Push Button Switch: 1 ea)
• ECC (Push Button Switch: 1 ea)
5.4.1 Emergency shutdown System
The ESD (Emergency Shut-Down) System is to automatically isolate all emergency-related systems of Fusible Metal Box
LNG carrier into a safe state in case of an emergency. The ESDS is capable of being manually and
automatically initiated responding to ESD conditions by shutting down cargo transfer and isolating The fusible plugs are used to detect the improper temperature increase which is caused by a fire or
cargo storage in a surge-free fashion. The ESDS is designed and manufactured to fully meet the fail- explosion, etc. The fusible plug is melted by the surrounding heat higher than 98 °C. Disconnection by
safe requirements. meting the plug initiates the ESD action. The fusible plugs should be installed at the following locations
as a minimum.
The ESDS is a system independent of IAS and can be connected with IAS for normal operation of ESD
valves, monitoring and alarm by using hardwiring among the individual points. The ESDS includes - IS Zone (With an IS Barrier in the ESDS Cabinet)
TPS (Tank Protection System) I/II logic as well as ESD logic itself. The standard items of ESDS • Cargo tank liquid domes (Fusible Metal Box: 4 sets)
include ESDS cabinet (PLC system, IS barrier, etc.), air control board for pneumatic, manual push • Shore connection (Fusible Metal Box: 2 sets)
button boxes, fusible plug boxes, transmitter box, solenoid valve box for air releasing and ship/shore • Cargo machinery room (Fusible Metal Box: 2 sets)
pneumatic line connectors. • Electric motor room (Fusible Metal Box: 1 set)
1. Description Air Control Board
IS barrier Air control board is used to control the air pressure of the pneumatic ESD line at the predefined set
SAMSUNG/GASLOG/ABS
point so-called “Normal Pressure”. The pressure of the pneumatic line is measured by two pressure
1) Digital Input IS barrier for manual push button box and fusible metal box and independent level transmitters. One is used in the ESD system as a process variable to control the air pressure and another
sensor is used as an ESD cause “Air Supply Pressure Low” and also as a monitoring purpose in the IAS. The
2) Digital Output IS barrier for air release valve air pressure is maintained at the predefined set point by “On/Off” control using the solenoid valves.
3) Analog Input IS barrier for Pressure Transmitter box
Pressure Transmitter Box
UPS
The pressure transmitter is used to measure the air pressure of the pneumatic ESC line and the
UPS is to backup power supply over thirty (30) minutes at the failure of main source power. measured pressure is used for triggering of the ESD.
Push Button Switch Box Solenoid Valve Box
The manual push buttons are used by an ship personnel to initiate the ESD action for an emergency The solenoid valve is used to release the air of the pneumatic ESD line at the ESD condition and to
situation. The manual push buttons should be installed at the following locations as a minimum. inform an emergency situation to the shore terminal by lowering the air pressure of the pneumatic ESD
line.
- IS Zone (With an IS Barrier in the ESDS Cabinet)
• Cargo tank liquid domes (Push Button Switch Box: 4 sets) Pressure Setting Switch
• Shore connection (Push Button Switch Box: 2 sets)
• Forward area (Push Button Switch Box: 1 set) Pressure setting switches should be installed on operator console of IAS in CCR. This is to set the set
• Cargo machinery room (Push Button Switch Box: 1 set) points for both the normal pressure and the trip pressure of the pneumatic ESD line depending on the
• Electric motor room (Push Button Switch Box: 1 set) port conditions.
- None-IS Zone
• FCS (Push Button Switch Box: 1 set)
• CCR Console (Push Button Switch: 1 ea)
Illustration 5.4.1a ESDS Pneumatic System
Solenoid Valve Box Cargo

(P-only) Manifold (P)
Pressure Switch Box

(P-only)
PI
Miniature Valve Passage Way

Bow
Thr. &
FWD Pump
Room
C.L
(15)
EMCY Shut Down Line
Passing through Trunk
Trunk Deck FPT
Air Control Board (15)
in Elec. Equip. Room
C.L
(15) Deck Store
(15)
(15) From Control
Air Supply Elec.
Cargo Mach.
Motor
Room
Room Passage Way
PI
Key
SAMSUNG/GASLOG/ABS
Compressed Air Line
Shore Connection (P&S) Drain Line
Connection : SVHC8-8F-U (Female)
SVHN8-8F (Male) Typical Section View
6-10 Meter AFT From Vapour Center ESDS Main (15A)
(15) (15)
Trunk
PI PI
Shore Connection Solenoid Valve Box

(P&S) (P-only)
Pressure Switch Box
(P-only)
(15)
From Control Air Supply
Air Control Board for ESDS

at Elec. Equip. Room
Bosun Store
Cargo Tank
Engine Room
Bow
Thrust Void
Room
C.L
2. ESD (Emergency Shut Down) • Stop the H/D compressor (2 sets/ship)
• Stop the L/D compressor (2 sets/ship)
1) Causes • Stop the forcing vaporizer (1 sets/ship)
• Stop the GCU (1 set/ship)
• Manual Emergency Shut-down (Each push button) in twelve (12) locations (9: Hazardous area, • Close spray nozzle valve (8 sets/ship)
3: safe area) • Close Fuel gas valve to DF engine and GCU close (2 sets/ship)
• Five (Melting plugs for fire) in nine (9) locations
• Close Fuel gas return valve to vapor header (1 set/ship)
• Ship/Shore link System (fiber Optic or Electric, Pneumatic)
• Stop the Fuel gas pump Stop (2 sets/ship)
• Vapor Header Pressure Low Low
• DF engine gas trip (2 sets/ship)
• Cargo Tank Level Extremely High
• Electric power failure
• Hydraulic Oil Pressure Low Low 4. Tank Protection System II
• Control Air Press. Low
• IS ESD Sol Valve Power Fail 1) Causes
• Both CPU Fail
• Cargo Tank Level Very High
2) Consequences
2) Consequences
• Stop the cargo pump (8 sets/ship)
• Stop the spray pump (4 sets/ship) • Close the cargo tank filling valve (4 sets/ship)
• Stop the emergency pump (1 set/ship)
SAMSUNG/GASLOG/ABS
• Close the cargo manifold valve (10 sets/ship) 5. Tank Protection System III
• ESD Signal to Shore (S/S Pneumatic Release) (1 set/ship)
• ESD Signal to Shore (S/S Electric Link Release) (1 set/ship) 1) Causes
• ESD Signal to Shore (S/S Optical ESDS to Terminal) (1 set/ship)
• H/D Compressor Stop (2 sets/ship) • Cargo Tank Pressure High High
• L/D Compressor Stop (2 sets/ship)
• Forcing vaporizer Stop (1 set/ship) 2) Consequences
• Fuel gas pump stop (2 sets/ship)
• IGG blower stop (2 sets/ship) • Stop the spray pump (4 sets/ship)
• DF engine gas trip (2 sets/ship) • Close spray nozzle valve (8 sets/ship)
• GCU trip (1 set/ship) • Stop the cargo pump (8 sets/ship)
• Fuel gas valve to DF engine and GCU close (2 sets/ship) • Stop the emergency pump (1 sets/ship)
• Fuel gas return valve to vapor header close (1 set/ship)
3. Tank Protection System I
1) Causes
• Cargo Tank Pressure Low Low
2) Consequences
• Stop the cargo pump (8 sets/ship)

• Stop the spray pump (4 sets/ship)
• Stop the emergency pump (1 set/ship)
Illustration 5.4.2a Ship-Shore Link
Cargo Control Room Ship Wiring Manifold D/Weather Deck
Flush Mounted PORT ITT/Cannon Box

Hotphone PORT Located AFT Close to
Ship AC ITT/ Accomodation Block
Power Supply Cannon
Box
AC I/P
PORT Shipside Box
Desktop
Modem Located in
MLM Display Manifold Area
Power
Conveptor Hotphone Speaker 14 Core Cable
AC 100 V Speaker
Cable
(1 Pair) Hotphone Dual Gang
37way & 4way
Junction FO JXB
Bo I/P 4W 37 W FO
Power Public Plant

Display
OKI Modem phone phone
Changeover
DC 12 V
Switch
MLM Serial Line
Hotphone
Hot Phone (2 Pair Minimum)

O/P I/P
Desktop O/P B A
PC PSU
Consult Relevant Project
Serial
I/P AC 220 V Specific SSL Enclosure
Drawings for Full Details
220 VAC of Cable Connections Enclosure
SAMSUNG/GASLOG/ABS
Power
9W “D” (3 Core from (5m Earth Cable to Structure
Conn RJ11 RJ11 RJ11 Distribution All Cables Enter SSL to Non Haz Area)
Earthing
Board) Enclosure from
Ship AC
Power Supply Under Deck
(220 V
- 250 V Max) Safety IS Clean
Earth Earth Earth (Spare)
STBD ITT/Cannon Box
Electric Cable (5 Pair Minimum) STBD
Located AFT Close to
Plant phone (1 Pair Minimum) Fibre-Optic Cable (8 Core) ITT/ Accomodation Block
Public phone (1 Pair Minimum) Electric Cable (19 Pair Minimum) Cannon
Box STBD Shipside Box
MLM Mode I/F (Fibre-Optic Mode) and MLM RS-232 I/F (Electric Mode)
Located in
Manifold Area
Dual Gang
37way & 4way
FO JXB
I/P 4W 37 W FO
Ship to Shore Electric ESD Signal (To ESD Enclosure) (1 Pair Minimum)
Shore to Ship Electric ESD Signal (To ESD Enclosure) (1 Pair Minimum)
Ship to Shore Fibre Optic ESD Signal (To ESD Enclosure) (1 Pair Minimum)
Shore to Ship Fibre Optic ESD Signal (To ESD Enclosure) (1 Pair Minimum)
Common Alarm Indication (To DCS) (1 Pair Minimum)
220 VAC Primary Supply (From Power Distribution Board) (3 Core Minimum) Electric Cable (5 Pair Minimum)
24 VDC Backup Supply (From Power Distribution Board) (2 Core Minimum)
(5m Earth Cable Enclosure
to Non Haz Area)
to Structure
Fibre-Optic Cable (8 Core) Earthing
Electric Cable (19 Pair Minimum)
5.4.2 Ship Shore Link 37-Way Electrical Receptacle
Maker: Seatechnik
1. Integrated Electric and Fibre optic Ship-Shore Link System
Ship Shore Link System have been in use almost universally in the LNG industry since the introduction
of the SIGTTO Recommendations and Guidelines for Linked Ship/Shore Emergency shut-Down of
Liquefied Gas Cargo Transfer in 1987. Primarily for Emergency ShutDown (ESD), the systems support
telecommunications and data transfer.
The initial trade in LNG was from dedicated loading terminals to a small number of receiving terminals Standard practice is to ensure safe functioning during emergency breakaway of a ship and thus,
and generally each trade used a unique ship-shore link compatible with ships and shore installations. requiring all ESD circuits to be protected by intrinsically safe (Ex’ia’) techniques. The telephone
Following the expansion of trade in the 1990’s, compatibility issues required solving as ships were circuits which themselves cannot be passed through Ex’ia’ relays on shore which are switched by
required to visit more terminals to avoid proliferation of expansive systems and installations. continuity loops on board. The principal protection is however Ex’d’ not Ex’ia’.
As the connection and installation at mid-ships passes through Hazardous areas (To Shore) and Gas
Dangerous areas (on board), any electrical equipment requires either flameproof (EEx’d’) certified Generally the link supports:
equipment or intrinsically Safe (Ex’ia’ or EEx’ib’) circuitry.  ESD Ship - Shore
 ESD – Shore - Ship
1) Ship Side Connectors
 Telecommunication channels
Fibre Optic 6 Core Connector
SAMSUNG/GASLOG/ABS 


Additional Shore-Ship trips required by some French import terminals
Control of return gas compressor pressure offered by some US import terminals
Test facilities
 Data transfer for Mooring Load Monitor
 Connection identification
4-Way Electrical Receptacle
The receptacle has a permanent connection to the ship’s superstructure. A 4-Way Electrical Umbilical
Cable must be used to connect to the fixed receptacle counterpart on shore, which is connected to the
shore ground.
It is used mainly in Montoir de Bretagne Terminal in France.

The system utilizes a combined Electric/Fibre optic shipside box, one port and one starboard. In
addition to Electric Connectors, it also has a multi-way 6-fibre pre terminated shipside connector tail on
the right hand side. The tail is factory terminated with approximately 1.5 metre cable into a
polycarbonate IP 65 enclosure with 6 x ST-ST- bulkhead fittings to terminate with the fixed cable.
The shipside connector is normally installed within one of the fixed Shipside boxes. In the event of
damage, the tail can be replaced without the need for specialist skills or tools.
Miyaki Compatible Connector One-Only Connection
It is normal practice to connect only one system at a time by prior agreement with the requirement of the
terminal.
NOTE
Two ESD systems can never be used simultaneously.
Ship-to-Ship Transfer (STS)
STS is facilitated by the use of the Pyle National 37-way connector, using the Hotline telephone in Iwatsu
(Call-Signal) mode to connect to a similarly outfitted ship. The system configuration module supports reverse
connection of shore-ship and ship-shore trip circuits. Only one ship need select reverse connection.
NOTE
The fibre optic system cannot be used for STS, as the ship and shore telecommunications operate on different
frequencies and the simulated shore system has to have exchange facilities to support the other shipboard
telephones.
The Miyaki Compatible Connectors are a vertically mounted unit with a lever operated isolator
interlocked with the plug body. The receptacle is retained by the locking ring, which is turned after 2. Ship Shore Link System, Fibre-Optic Ship-Side System
insertion of the plug to retain the plug.
SAMSUNG/GASLOG/ABS
1) General Description
2) Worldwide Compatible Integrated Systems
A Fibre-Optic Ship-Shore Link (FO SSL) comprising 4 channels of multiplexed communications/data,
Terminals are usually equipped with one and in some cases two of the afore mentioned systems. Usually, the ship-shore and shore-ship Emergency Shutdown (ESD) is in use at 55 % of LNG Terminals worldwide
terminal specifies the choice of system and the ship is obliged to ensure it can offer a compatible counterpart and almost all the Japanese import terminals.
on board.
The original Ship-Shore Link system was developed by Sumitomo and manufactured by Furukawa
The Seatechnik system used on board this vessel is a fully compatible fibre optic modular ship shore link Electric Ltd. In 1996, their UK partner Seatechnik-NFI, developed a totally compatible, but significantly
systems, developed to include all systems in a single rack with ship-side boxes that enable connection of improved system for the Das Island export terminal.
shore umbilical cables to shipside connectors which may be fixed or incorporated as a semi-portable adaptor.
A System Selector Module accommodates differences in configurations. The shipboard system and terminal systems are identical other than the transposition of frequencies of
the telecommunications transmitted and received, the need for a special fibre-optic cable reel on the
SIGTTO guidelines recommend testing of all systems including SSL 24 hours before berthing. Seatechnik shore, and selector switches for the shipboard installation between port & starboard.
produces a range of passive and active test equipment which enables testing to full functional level by
simulation. The system comprises:
This specification covers the equipment and operation of the standard Safetylink fibre optic ship-shore link
Control enclosure Usually located in or adjacent to the cargo control room
for communications and emergency shutdown. Combined with this is an Electric SSL system. In this way,
the system is totally compatible with each terminal specified with communications and shutdown functions From the Control Enclosure to shipside boxes for fibre optic
supported by at least one system. Fibre optic cable
connector.
Compatibility for this project at the specified terminals is assured by at least one system. Shipside boxes Port and starboard 6-way fibre optic connectors to shore system
• Modulation Scheme: Frequency Shift Method Carrier 2.6 kHz
Hotline telephone Seatechnik CTS-HP3 Iwatsu compatible hot-phone
Ship-Shore transmit
A passive loop back test unit or an active EEx’d’ simulator, which Channel Ship-Shore receive carriers
Test unit carriers
electrically simulates a shore system
1-Data Channel 18 kHz 78 kHz
The system developed by Seatechnik/NFI in 1995-96 is 100 % guaranteed compatible, both electrically 2-Hot line phone 30 kHz 90 kHz
and mechanically with the shore systems provided by Seatechnik-NFI and it has also formally been 3-Public phone 42 kHz 102 kHz
proven compatible with the Furukawa system in use in terminals worldwide. 4-Internal phone 54 kHz 114 kHz
The Seatechnik Dual Mode CTS-HP3 is a special signaling Iwatsu compatible Hot-phone which can be ESD Functions
switched to operate in standard (private line-48 V DC / 78 V AC signaling mode). This means only 1
hotline phone is necessary for the control room. This function uses Transmit/Receive Electronic > Optical transducers, incorporated within the 6U module
and not in the Fibre Optic Connection Box.
2) Control Enclosure Signals are provided by tone for normal safe mode and normal ESD mode. A fail-safe operation
function is also incorporated.
The system is installed in a Control Enclosure, which is designed for front access only. The unit is an
IP55 steel enclosure with part glazed front door panel. Condition Input Output
NORMAL Closed Closed
The internal equipment includes:
ESD Open Open
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SIGNAL FAULT - Open
 (4) off full duplex Telephone Interfaces(Tel/IF)
 (1) full duplex ESD Interfaces - ship-shore and shore-ship Switching Capacity of Relay DC 24 V / AC 230 V – 3 A
 Electrical/Optical interface unit to connect to cabling
 Port starboard selection panel In operation the status of the ESD signals are displayed in their relevant positions on the 6U module TFT
 Dual Redundant Power Supply display.
 Control & alarm module
ESD Status Display Indication
The system is designed for ship or shore use, and complies with IEC-945 for shipboard equipment. The Normal Green
equipment complies with SIGTTO recommendations. ESD Red
The control enclosure is manufactured to Seatechnik specifications, which include wire size, material No operator actions are required during system operation between the ship & shore.
specification, core and harness marking, mechanical security, terminal layout, identifications, internal circuit
protection and supply isolation. Control and Alarm Functions
The Smart FO module looks after Fibre-Optic functions within the SSL cabinet. The sections below The display indicates the status of the FO telecom and data channels with either green for a healthy channel
give some details of the functionality. or amber for faulty a channel.
Telecom / IF Module Both Ship>Shore and Shore>Ship channels (8 channels in all) are monitored. Any faults detected on these
channels generates a common/system alarm, but not an ESD alarm.
This functionality supports (3) voice and (1) data multiplexed telecom channels.
A test mode is also incorporated. This is performed in conjunction with the Fibre-Optic Passive Loopback
• Transmission Scheme: Modem (2) wire full duplex voice-band carrier frequency with Both device fitted into the Shipside box FO connector. It performs a basic check on the FO cable running from the
Side Band (BSB) SSL cabinet to the shipside box and back for telecom use.
• Multiplex Method: Frequency Division Multiplex modulation
Fibre Optic Junction Box Mid-Ship Connections
This is installed within the main system Control Enclosure. The 6 core, fibre optic cable from the shipside The boxed supplied by SeaTechnik are fabricated from 316L Stainless Steel. They have provision for
box FO connector, both port and starboard sides feed into this box. Terminations are FO ST connectors. The insertion of link cables via the lower aperture so that the door may be closed ruing normal operation.
FO cores are then transferred from this box via FO ‘ST’ Type patch leads to the Smart FO Module.
All connectors are provided with suitable glands for ship wiring cable. Wiring is normally carried out by the
Port and Starboard Selection shipyard.
The selection is made by touch switch on the 6U Smart FO Module.

Components General Information
3) Fibre Optic Fixed Cable A Fibre Optic Connector
B Fibre Optic Junction Box
C Explosion Proof Junction Box
D 37-Way Electrical Receptacle
E 4-Way Electrical Receptacle
F Miyaki Compatible ESD Receptacle
G Miyaki Compatible Telephone Receptacle 1
H Miyaki Compatible Telephone Receptacle 2
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AFT Connection
Two lengths of pre-terminated 8 core armoured fibre optic cable are supplied with a ship system. Both ends
are pre-terminated with ST fibre optic connectors and protected by a hard PVC sheath for connection onto
the control panel at the control room end into the connector box at the manifold end. Each core has a graded
index optic fibre core, with silicon buffer, nylon jacket, reinforced thread and PVC sheath marked with core
number. The cable is constructed with a central 8 mm tension core of re-enforced polyurethane.
The fibre-optic cores are covered with a polyurethane sheath, tape and flexible Galvanised Steel Wire Braid
armoured cover. A black fire retardant EPR/CSP sheath of 2.2mm thickness is used. Sheath is marked with
type and manufacturer’s name and date.
ITT Cannon connectors are supplied within small enclosures for mounting aft within the safe area.
4) Test Equipment Electric Test Unit (ETC)
Passive Loopback Connector
An Electric Test Unit is supplied which can plug into the 37-way shipside connector to be tested and
enables ship-shore trip and most configurations of shore trip ESD signals to be tested.
3. Installation
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1) Ship Shore Link Control Enclosure
The normal version is a 1-2, 3-4, 5-6 loop back connector or ‘Check Plug’ which uses the Tx signals to
fully or partially checks the Rx circuitry, function and FO path. The simple passive loop-back connector This is normally installed in the Electric Equipment room or CCR. The front panel requires access to
can carry out a full test of the ESD circuits by feeding the ESD Normal or ESD Trip signal, which is select configuration and system during the tests 24 hours prior to arrival.
generated by the systems Tx circuit back to the Rx circuits by connection of cores 3-4.The test can be
limited on some installations where the Received ESD causes a transmitted ESD. The same test is Installation
limited for the Tel I/F functionality, as the transmit carriers are on different bands from receive carriers.
Detection circuitry built into the main system of the Tel I/F will sense the Tx band carriers. This can The standard 600 x 600 x 1600 Control Enclosure is to be mounted on a yard supplied welded plinth.
indicate problems with the fibre cores but will not prove the telephone circuits themselves. The dimensions of the Control Enclosure permit it to be handled via normal doorways and it can be
installed after the accommodation construction has been completed.
It can fully check the ESD signal, as the transmitted ESD signals are looped back to the receiver, which
can detect a Normal healthy or Normal ESD signal. E.g. If the ship DCS is sending a healthy signal, the The swing-frame frame front access design enables the Control Enclosure to be mounted against a
SSL will also reflect this signal. bulkhead to the rear and with other enclosures to either side. Sufficient space must be left to enable the
door to be opened and the frame to be withdrawn and swung to one side.
Cable Entry
Cable entry to the Control Enclosure is via a cable entry plate with entry seal strip at the bottom of the
Control Enclosure. This gland plate can accept cables of up to 30mm diameter.
Earthing When in Iwatsu mode it uses two push buttons, Call and Signal.
 The terminal Hotphone(s) are called by lifting the handset and pressing the call button whilst
Inside the Ship Shore Link Control Enclosure is a: the caller speaks into the mouthpiece. These actions result in the caller being heard at the called
phones and a visual indication. A two-way conversation can commence when the handset on
• PE Ground (Safety Earth Bar) the called phone is lifted.
• IS Earth Bar (Intrinsically Safe, Isolated)
 The terminal Hotphone(s) are signalled by lifting the handset and pressing the signal button.
• Spare Clean Earth Bar (isolated)
These actions result in an audible tremolo sound and a visual indication at the signalled phones.
A two-way conversation can commence when the handset on the signalled phone is lifted.
The Control Enclosure panels and frame are pre-connected to the PE Ground Bar together with all
internal earths except that from the IS rail. The yard should connect any cable earth screens to the PE
Ground Bar and connect a single conductor to the ship’s structure. The External speaker and CALL/SIGNAL Pushbuttons, function only with the Seatechnik / Iwatsu type
The yard should connect a separate single conductor from the IS Earth Bar to a separate point on the signaling is selected and not in Private Line Mode.
ship’s structure.
In use indication LED is Amber. Mode selection INDICATION LED is green. SeaTechnik supplies the
2) Ship Side Boxes interconnection cables between the PSU and telephone body.
These are installed mid-ships at main deck level, port starboard. Cables are run for bottom entry to 2) PABX/Public Telephones
maintain IP rating.
Normally, (2) standard telephones are supplied. Line termination shall be by a RJ11 standard 4-
Fibre-optic cables are supplied to the length specified by the yard plus 2.5m each end for coiling. They connector type socket outlet (USA/International). The telephones may be flush mounted on the console
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should be installed following normal practice so that a coil of spare cable is laid inside the trunk deck or or desk/bulkhead surface mounted. They will be connected into the FO ship-shore link Control
coiled within the cable way so that in the event of damage spare length can be cut back for re- Enclosure and switched by internal circuitry within the FO ship-shore link Control Enclosure or by the
termination. The cable installation should commence at the system Control Enclosure and run to the yard supplied FO-ELECTRIC System selector switch.
shipside boxed with any spare coiled in addition to the 2.5m mentioned before. The Fibre-optic Cables
are supplied pre-terminated and tested and should either be terminated in the fibre-optic box or left at The telephones support DTMF (tone) signalling used in most terminals and loop disconnect (pulse)
the correct length so that a SeaTechnik agent/engineer can install and connect. signalling still used in some Japanese terminals.
The yard shall supply fixed frame for mounting the shipside boxes and where a 37-Way Electrical-  Line Voltage: 48 VDC (36-58 VDC)
Miyaki adapter is to be used, the frame shall accommodate sockets for temporary safe mounting above  Ring Voltage: 78 VAC (40-80 VAC)
the deck level. Normal practice is to install the shipside boxes inboard facing outboard and install hook
 Off-hook line impedance: 600 Ω
supports for the ship-shore link cable and umbilical below the manifold deck-head to avoid the cables
being laid on the deck and causing a trip hazard.  On hook line impedance: 6000 Ω
4. Ancillary Systems and Equipment
1) Hot Phone
The SeaTechnik Hotphone, Model HP8220 is a robust dial-less hotline telephone system for use with
the SeaTechnik Safetylink SSL.
It can be installed either as Flush or as Desk Type.
When connected via the Electric SSL link the dual mode hotline also supports Private Line signaling –
the called hotline telephone rings when the handset is lifted on the calling telephone and vice versa,
when a ring-down module is part of the shore telecom system.
SAMSUNG/GASLOG/ABS
5.5 Ship to Ship Transfer All equipment to be used should be thoroughly prepared and tested, and all safety equipment should be
checked and be ready for use if required.
This section is intended to complement the ICS Tanker Safety Guide, (Liquefied Gases) and the ICS
Ship to Ship Transfer Guide (Liquefied Gases) and should be supplemented by the Company's own 1) Cargo Equipment to be Tested
instructions and orders.
 Ventilation of compressor, pump and control room to be fully operational.
 Gas detection systems to be correctly set, tested and operating.
1. General Safety
 Emergency shut down system to be tested and ready for use.
The person (master or other officer) in overall control of the operation should be clearly established  Pressure and temperature control units to be operational.
before the operation commences, and the actual transfer should be carried out in accordance with the  Cargo tanks to be cooled, if necessary.
wishes of the receiving ship.  Manifolds to be securely blanked.
 Cargo hose reducers to be ready in place.
The means of communication should also be well established before transfer and both ships must be in  Hose purging equipment to be acceptable.
direct contact with each other during the whole operation. Radio telephone contact should be
established on VHF Channel 16 and thereafter on a mutually agreed working channel. Approach, 2) Safety Precautions
mooring, transfer and unmooring should not be attempted until fully effective communications are
 Fire main tested and kept under pressure.
established.
 Water spray system tested and ready.
Should there be a breakdown in communications for whatever reason, either on approach or during  Two additional fire hoses connected near the manifold and ready for use.
transfer, the operation should immediately be suspended.  Dry powder system ready.
 All access doors to the accommodation are to be kept closed at all times during transfer.
 No smoking.
SAMSUNG/GASLOG/ABS
CAUTION
The ignition of gas vapours may be possible by direct or induced radio frequency energy and no radio  Impressed current cathodic protection system, if fitted, to be switched off at least three
transmissions, other than at very high frequency, should take place during transfer operations. hours before transfer.
Arrangements should be made with an appropriate coast station for blind transmissions which would  First aid equipment etc. to be ready for use.
allow reception of urgent messages.
Fenders should be positioned according to an agreed plan, taking into consideration the type and size of
2. Pre-Mooring Preparations ships, the weather conditions and the type of mooring that is to take place.
Prior to mooring, the organisers of the transfer should notify the local authorities of their intentions and 3. Mooring
obtain any necessary permits.
The most successful method of berthing is with both ships underway. One ship, preferably the larger,
The two vessels should liaise with each other and exchange details of the ships, which side is to be used maintains steerage way on a constant heading as requested by the manoeuvring ship, usually with the
for mooring, the number of fairleads and bitts and their distance from the bow and stern of the ship to wind and sea dead ahead. The manoeuvring ship then comes alongside.
be used for mooring.
Successful operations have taken place with one ship at anchor in fine weather conditions, and this is
Information should also be exchanged on: not too difficult if there is an appreciable current and a steady wind from the same direction. If not, then
tug assistance may be necessary.
 The size and class of manifold flanges to be used.
 The anticipated maximum height differential of the manifolds for determining hose length Mooring should be rapid and efficient and can be achieved with good planning by the Masters of both
required. ships.
 The type of hoses required and their supports to ensure that their allowable bending radius is
not exceeded. In general, the following points should be noted:
 The wind and sea should be ahead or nearly ahead.
The weather conditions should be taken into consideration, as they will determine the type and number  The angle of approach should not be excessive.
of fenders to be used and the type of mooring procedure to be used. Both Masters should be in
agreement that conditions are suitable for berthing and cargo transfer before the operation takes place. The two ships should make parallel contact at the same speed with no astern movement being necessary.
The manoeuvring ship should position her manifold in line with that of the constant heading ship and 5. Unmooring
match the speed as nearly as possible.
Under normal conditions, generally this procedure will be carried out at anchor, however if both
Contact is then made by the manoeuvring ship, reducing the distance between the two ships by rudder Masters agree, unmooring can take place underway.
movements until contact is made by the primary fenders.
Before unmooring begins, obstructions from the adjacent sides of both ships should be cleared and the
NOTE sequence and timing of the event be agreed by both ships, and commenced at the request of the
Masters should be prepared to abort if necessary. The International Regulations for Preventing manoeuvring ship. Lines should be singled up fore and aft, then the remaining forward mooring let go
Collisions at Sea must be complied with. allowing the ships to drift away from each other, at which time the remaining after moorings are let go
and the ships drift clear of each other. Neither ship should, at this point, attempt to steam ahead nor
On completion of mooring, the constant heading ship will proceed to an anchoring position previously astern until their mid lengths about two cables apart.
agreed. The manoeuvring ship will have its engines stopped and rudder amidships, or angled towards
the constant heading ship. The constant heading ship should use the anchor on the opposite side to that
on which the other ship is berthed.
From the time that the manoeuvring ship is all fast alongside, to the time the constant heading ship is
anchored, the constant heading ship assumes responsibility for the navigation of the two ships.
4. Transfer Operations
Transfer can begin when the two Masters have ensured that all the pre-transfer checks and precautions
have been completed and agreed between them. Both ships should be prepared to disconnect and un-
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moor at short notice should anything go wrong.
During transfer, ballast operations should be performed in order to keep the trim and list of both vessels
constant. Listing of either vessel should be avoided except for proper tank draining. Checks should also
be kept on the weather, traffic in the area, and that all safety equipment is still in a state of readiness.
Transfer can take place whilst the two vessels are at anchor. This is the most common method. Transfer
can also take place whilst the two vessels are underway, though this depends on there being adequate
sea room, traffic conditions and the availability of large diameter, high absorption fenders.
1) Under Way Transfer
After completion of mooring, the constant heading ship maintains steerage way and the
manoeuvring ship adjusts its engine speed and rudder angle to minimize the towing load on the
moorings. The course and speed should be agreed by the two Masters and this should result in
the minimum movement between the two ships. The Master of the constant heading ship is
responsible for the navigation and safety of the two vessels.
2) Drifting Transfer
This should only be attempted in ideal conditions.
3) Completion of Transfer
After transfer has been completed and before unmooring, all hoses should be purged, manifolds securely
blanked and the relevant authorities informed that transfer is complete.
5.6 Jettisoning of Cargo Illustration 5.6a Jettisoning of Cargo
There are occasions where it is necessary to jettison cargo from a cargo tank, where the vessel has to
change grades and when the use of the deck tank is not possible due to a membrane or insulation failure
in one or more cargo tanks, i.e. prior to dry dock where the vessel has be completely empty.
Jettisoning of cargo from a particular cargo tank to the sea, this is carried out using a single main cargo Securing Bracket Nozzle for Cargo
pump, discharging LNG through a portable nozzle fitted at the ship’s manifold. The jettison pipe is
stored on the deck forward of the compressor house.
As jettisoning of LNG will create hazardous conditions: Flange

End Nozzle for Cargo
Manifold Ship SideRail
1) All the circumstances of the failure must be carefully evaluated before the decision to jettison
cargo is taken. Manifold Deck
2) All relevant fire fighting equipment must be manned, in a state of readiness and maintained so
during the entire operation.
3) All accommodation and other openings and all vent fans must be secured.
4) The NO SMOKING rule must be rigidly enforced.
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5) The water curtain on the side of the jettison is to be running to protect the ship’s structure.
Water Curtain Header
Weather conditions, and the heading of the vessel relative to the wind, must be considered so that the
jettisoned liquid and resultant vapour cloud will be carried away from the vessel. In addition, if possible,
avoid blanketing the vapour with exhaust gases from the funnel. Upper Deck
The discharge rate must be limited to the capacity of one cargo pump only and, if necessary, reduced to
allow acceptable dispersal within the limits of the prevailing weather conditions.
CAUTION
The jettisoning of cargo is an emergency operation. It should only be carried out to avoid serious
damage to the cargo tank and/or inner hull steel structure.
WARNING
Too rapid a flow of LNG will result in rapid phase transfer (RPT) when the liquid hits the sea water.
Violent increase in gas vapour as liquid hits the sea water, producing a very cold cloud of vapour which
does not dissipate readily from the immediate vicinity of the vessel.
6.1 Electrical Safety .............................................................................................................................. 6 - 1
6.2 High Voltage Systems Isolation and the Permit to Work System .................................................... 6 - 2
SAMSUNG/GASLOG/ABS
Part 6
Electrical Safety System
IMO No. 9687019 / Issue 1 (2016.07.25) Part 6 Electrical Safety System
Part 6 : Electrical Safety System A high voltage apparatus is classified as any apparatus, equipment and conductors which are normally
operated at a voltage exceeding 690 volts.
6.1 Electrical Safety
Action in the Event of Electric Shock
Before carrying out maintenance on any electrical systems the following conditions are to be complied
If you discover a victim of electric shock, turn off the power source immediately if possible. If this is
with:
not possible, the victim must be moved away from contact with the source by use of a high voltage
1) The senior on-watch engineer should be informed of any maintenance on any electrical rescue hook, high voltage gloves or by some other means which is suitably insulated.
equipment within the machinery spaces.
CAUTION
2) Approach to the maintenance should be fully discussed at the work planning discussion. On no account must direct contact be made with the person connected to the source.
3) Work on electrical systems should be carried out only by suitably trained and equipped Carry out resuscitation if this is required using the current/latest approved techniques.
personnel.
It is advisable that a first aid kit is available when work of this nature is being carried out. This kit
4) The breaker for the apparatus under maintenance should be opened. should contain equipment to assist in helping a victim breathe, as resuscitation is a common requirement
in electrocution from high voltage.
5) Fuses should be removed.
The other common effect of electric shock is burning of the skin, at the site of entry and exit of the
6) The opened breaker should be locked and the key kept in the possession of the person carrying current. Therefore, suitable treatment for burns should also be available in the first aid kit.
out the maintenance.
SAMSUNG/GASLOG/ABS
7) When working in cubicles such as starter boxes, insulated shields indicate live components and
should be attached to the breaker isolating the circuit under maintenance.
8) A caution notice (Caution Men Working) should be attached to the breaker isolating the circuit
under maintenance.
9) The circuit should be tested to check that it is dead and that no auxiliary supply is present.
10) All officers and technical staff should be competent in the treatment of those suffering electric
shock.
WARNING
High voltage permits to work certificates are to be completed as per company QA system.
High Voltage
High voltage circuits are potentially more dangerous than low or medium voltage circuits. This is not
only due to the increased voltage, but also to the explosion risk and because, under certain
circumstances, high voltage circuits can retain a lethal charge even when switched off. In addition,
dangerous potentials exist some distance from the actual live high voltage conductors, the distance
being determined by the conductor voltage and the dielectric strength of the insulating materials
(including air) surrounding the conductor.
It is therefore essential that all persons who may be required to work on, or operate high voltage
apparatus are fully aware of the hazards and how to avoid the associated danger.
Personnel carrying out high voltage isolation, earthing, maintenance and inspection should have
attended a recognised high voltage safety training course.
IMO No. 9687019 / Issue 1 (2016.07.25) 6-1 Part 6 Electrical Safety System
6.2 High Voltage Systems Isolation and the Permit to Work System ‘Caution’ and ‘Danger Live’ notices as appropriate are to be displayed at all points where the work is
being carried out and also at any remote isolation points used during the work to prevent inadvertent
The key interlock system allows safe access to the equipment for maintenance and repair. It ensures, switch on. Additional precautions may be required as indicated on the PTW.
that the access to high voltage areas is prohibited in all cases, where the correct switch off/down and
earthing procedure of the main breaker is not performed completely or in the wrong order. A specific These may include reliable communications, eye protection, fire extinguisher and no ‘single man’
step-by-step procedure is required to gain access to the keys for the cubicles. working.
Where a large circuit breaker is removed, a shutter system automatically shrouds any live terminals Cancellation of the permit to work certificate must be signed by the person actually carrying out the
which may otherwise remain exposed. work and the specific items identified on the PTW.
Prior to any work being carried out, the item of equipment or circuit under maintenance is to be isolated
from all sources of possible supply, earthed and tested to ensure that the circuit or equipment is ‘dead’.
Earthing
Earthing a circuit, or item of equipment can be carried out using the earthing device at the circuit
breaker, or locally by the use of portable earthing leads.
After confirmation that the conductor is to be earthed at zero volts using the appropriate high voltage
test equipment, earthing leads should always be connected to the earth before attachment to the
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conductors.
On completion of the work, the leads should be removed from the conductors prior to removing the
earth connection. If work is to be carried out on an item of equipment remote from its circuit breaker,
the earth leads should be applied locally at the motor, in addition to using the circuit breaker earthing
device.
‘Permit To Work’ (PTW) Procedure
If maintenance or inspection is required to be carried out on any high voltage equipment, a permit to
work certificate must be obtained and completed.
All items and parts of the circuit that have been earthed are to be identified on the permit to work
certificate. All keys that have been removed and the points of isolation are also the be identified on the
PTW.
The electrical officer is responsible for the disconnection of the earthing leads and the return of the
circuit or equipment to normal service.
The PTW certificate is to be signed by the designated staff as indicated on the PTW.
The PTW is in duplicate form. The duplicate copy must be held by the personnel undertaking the work
and the top copy is to be kept in the engine control room.
SAMSUNG/GASLOG/ABS
Part 7 : Medical Emergencies
7.1 Introduction ..................................................................................................................................... 7 - 1
7.2 First Aid Procedures ........................................................................................................................ 7 - 4
7.3 Transportation and Evacuation ...................................................................................................... 7 - 12
Illustration
7.1a Summary of Emergency Response ................................................................................................ 7 - 1
7.2a CAB of Resuscitation .................................................................................................................... 7 - 3
7.2b Brachial and Femoral Pressure Points ........................................................................................... 7 - 5
7.3a Improvised Stretcher.................................................................................................................... 7 - 18
SAMSUNG/GASLOG/ABS
Part 7
Medical Emergencies
IMO No. 9687019 / Issue 1 (2016.07.25) Part 7 Medical Emergencies
Part 7 : Medical Emergencies - Severe bleeding
Check those who are not making any noise first, as they may be the more critically injured. Check
7.1 Introduction
if the casualty is conscious, ask a question and see if they answer by talking or moving. If there is
Every person employed aboard this vessel should know how to react immediately upon finding a casualty and no response, shake the shoulders gently to avoid causing further damage and/or pain. If the
what first aid to give while waiting for the arrival of the medical emergency team. The actions taken in casualty is unconscious follow the ABC of resuscitation explained later in this section.
the first few minutes will be vital to ensure the recovery of the casualty and the safety of rescuer and
4) Raise the Alarm
casualty.
Do not delay calling the medical emergency team. If other crew members or passengers are at the
This section will give a brief outline of first aid procedures for different situations which are likely to
scene, ask them to raise the alarm stating the location and type of emergency whistle you continue
happen aboard ship, explain the use of stretchers and other devices useful in giving aid to casualties.
giving first aid. Make sure that anyone sent to raise the alarm reports back. If you are on your own,
Immediate Reaction on finding a Casualty you should give resuscitation (see ABC) for at least one minute to any casualty who may need it
before seeking help. Do not leave any casualties if there is a life threatening danger. Attract attention
On finding a casualty, the main steps of emergency action are to assess the situation, make safe the area by shouting, banging the bulkheads with a hard object or activate a nearby fire alarm.
for casualty and rescuer, give emergency first aid and raise the alarm to get help.
The following diagram gives a summary of the emergency response to follow in the event of finding a
1) Assess the Situation casualty:
Identify any risks to yourself, the casualty or any other persons nearby. If in immediate danger,
assess how to remove the danger from the casualty or the casualty from the danger. Do not attempt Illustration 7.1a Summary of Emergency Response
to move a casualty unless there is a life threatening situation such as a fire or flooding.
2) Make the Area Safe

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You should make the area safe for both casualty and rescuer. The conditions that caused an
accident may still be there when you arrive. If the casualty has suffered an electric shock, switch
Assess the Situation
off the electrical source or break the circuit. Stand on some dry non-conducting material and use a Send Someone to
Raise the Alarm
dry piece of wood or other non-conducting material to remove the casualty from the source of Make the Area Safe
electricity.
WARNING Yes No
Do not attempt any rescue if the casualty has collapsed in an enclosed space, such as a tank or
cofferdam. Always assume that the atmosphere in an enclosed space is unsafe. Give First Aid Area Not Safe
Entry into enclosed spaces with dangerous atmospheres, for rescue or any other purposes, can result in Assess Casualties Enclosed Space
death and should only be attempted with prior authorization from the Captain or other responsible
officer after checking that the atmosphere is safe for entry, and once all the procedures for entry into the ABC of Resuscitation Do Not Attempt Rescue
enclosed space have been complied with. Safe entry into enclosed spaces with oxygen deficient
atmospheres can only be made by trained personnel using self-contained breathing apparatus. Wait Outside for Arrival of
Raise the Alarm
the Emergency Reserve Team
3) Give First Aid
Once the area is safe, make an assessment of each casualty. If there is more than one, prioritise in Raise the Alarm
order of:
- Not breathing / no circulation Get Help/Call the Emergency Reserve Team

- Unconsciousness
IMO No. 9687019 / Issue 1 (2016.07.25) 7-1 Part 7 Medical Emergencies

SAMSUNG/GASLOG/ABS

Illustration 7.2a CAB of Resuscitation
C’ Compressions ‘A’ Airway ‘‘B’ for Breath

- Place both hands firmly in the center of the chest (sternum) and begin - After 30 compressions, open the airway by lifting the chin with two fingers - With your thumb and forefinger, pinch the nostrils shut.
immediate chest compressions. and pressing on the forehead to tilt the head back. - Place your mouth over the casualty’s mouth or nose and give 2 breaths.
- Give 30 compressions at a rate of at least 100 compressions per minute, - Ensure the airway is open and clear from any obstructions such as food - Each breath should take 1 second. Limit interruptions to 10 seconds.
and at a depth of at least 2 inches (5 cm). residues or loose dentures. Remove any obstruction from the mouth. - Continue with 30 compressions and 2 breaths until help arrives.
- Allow complete recoil of the chest between compressions.
Mouth to Mouth
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Chest Compressions
Mouth to Nose
Airway Blocked Airway Open

7.2 First Aid Procedures CAB of Resuscitation
This section gives a summary of first aid treatment for crew members to follow for different situations
that may occur on board. Familiarise yourself with and practice the different procedures. Ask the safety
‘C’ Compressions
officer or medical officer for further training or clarification on the procedures described below and any
others that may not be covered in this manual.
 Place both hands firmly in the center of the chest (sternum) and
1. CAB of Resuscitation begin immediate chest compressions.
 Give 30 compressions at a rate of at least 100 compressions per
The CAB of resuscitation stands for Circulation, Airways and Breathing. These are the actions you
minute, and at a depth of at least 2 inches (5 cm).
should take upon finding a casualty who is not breathing. Follow the CAB procedure whenever you find
a casualty who is unconscious and not breathing, and then treat for any specific injuries. Refer to the  Allow complete recoil of the chest between compressions.
above diagram for a pictorial description of these techniques.
In cases where circulation has failed, breathing will also stop. In this case you will have to alternate
‘A’ Airway
between ventilation and chest compressions. This technique is called cardio-pulmonary resuscitation.
 After 30 compressions, open the airway by lifting the chin with
Cardio-Pulmonary Resuscitation (CPR) should be given at a rate of 30 chest compressions to 2 two fingers and pressing on the forehead to tilt the head back.
ventilations. If there are more than two rescuers, you can take turns giving CPR or, more effectively,  Ensure the airway is open and clear from any obstructions
administer it using a two-person technique by which one rescuer gives breaths and the second one gives such as food residues or loose dentures. Remove any
chest compressions. obstruction from the mouth.
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CPR should be continued until the arrival of a medical emergency team. If the casualty recovers
breathing and circulation, they should be put in the recovery position as shown in illustration7.2c
Recovery Position. ‘‘B’ for Breath
To give chest compressions kneel beside the casualty and place your middle and index finger on their
 With your thumb and forefinger, pinch the nostrils shut.
breastbone. Position the heel of your other hand next to the fingers in the direction of the casualty’s head.
This is the place where the chest compressions will be applied. Interlock the fingers of your hands and  Place your mouth over the casualty’s mouth or nose and give 2
breaths.
apply pressure with the heel of the upper hand only. Keep your arms straight and your shoulders parallel
to the casualty’s breastbone when doing chest compressions.  Each breath should take 1 second. Limit interruptions to 10
seconds.
For mouth-to-mouth resuscitation, open airways and pinch the casualty’s nostrils together. Seal your lips  Continue with 30 compressions and 2 breaths until help arrives.
around the casualty’s mouth and give two breaths.
For mouth to nose resuscitation, close the casualty’s mouth and position your mouth to the casualty’s
nose sealing the nostrils and give two breaths. If possible, use two rescuers, but do not delay. One rescuer can do the job.
If possible, check the pupils of eyes during heart compressions. Constriction of pupils on exposure to
light shows that the brain is getting adequate blood and oxygen.

Illustration 7.2b Brachial and Femoral Pressure Points
WOUND OF TEMPLE WOUND OF LOWER

OR SCALP FACE (BELOW EYES)
WOUND OF SHOULDER OR
UPPER PART OF UPPER ARM
WOUND OF NECK
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WOUND OF LOWER PART
OF UPPER ARM AND ELBOW WOUND OF LOWER ARM
WOUND OF HAND
WOUND OF THIGH
WOUND OF THIGH
WOUND OF FOOT WOUND OF LOWER LEG

2. Blast injuries 3) If the bleeding is from a limb, raise it above the level of the head and support it in this position.
For lower limb bleeding, lay down the victim and raise the affected limb.
Explosions can cause fractures, wounds, severe bleeding, burns, asphyxia or any combination of these.
Further injury may occur from falling wreckage or if the explosion starts a fire. When approaching the 4) Cover the wound with sterile dressing.
scene of an explosion, pay special attention to any of the hazards that may result from the explosion and
be prepared to deal with badly injured casualties. If it is not safe to approach the scene of an explosion, 5) Check the casualty for shock and treat if necessary.
wait for help to arrive. Whilst treating bleeding, the following precautions should be observed:
If the casualty is unconscious, check breathing and circulation. Start CPR if necessary. If the casualty is  Do not use a tourniquet unless bleeding is uncontrollable such as in the case of a traumatic
breathing, places them in the recovery position. amputation of a limb. In this case, apply the tourniquet as near as possible to the point of
Following an explosion, conscious casualties may be incapable of moving, disorientated and unaware of amputation and make a note of the time when the tourniquet was applied.
what is going on around them. Guide those who are able to walk to safety and delegate someone to look  For cases of severe bleeding, apply pressure at the brachial artery (arm below biceps) or in the
after them. femoral artery (groin crease). In both cases press the artery firmly against the bone. Pressure
should not be applied for more than 10 minutes.
An explosion may also cause injury to the lungs. Casualties who have suffered this type of injury may
have difficulty in breathing, the skin of the face may be blue and they may cough bloodstained froth.
4. Burns
First aid for this type of injury should focus on loosening any tight clothing that impedes breathing, take
the casualty to fresh air if possible and support them in the half-sitting position. If their breathing fails, Burns may be caused by extreme hot or cold temperatures, extremely moist heat, chemicals, friction,
give them artificial ventilation. radiation and electricity sources. Burns destroy the skin layers leading to infection and fluid loss.
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Superficial burns involve only the outer layer of the skin. A partial thickness burn affects several layers
of the skin. This type of burn requires medical treatment and, if affecting over 60% of the body’s skin
3. Bleeding
can cause death. A full-thickness burn destroys all layers of the skin and can extend to damage nerves,
Bleeding occurs when any of the blood vessels are ruptured. Bleeding can be external, caused from muscle and fat.
wounds, or internal if it is caused by trauma, fractures or ruptured organs. Severe bleeding causes low
The risk of shock and fluid loss is proportional to the area affected by the burn. As a rule of thumb, the
blood pressure and the casualty will enter shock. Bleeding is categorised according to type of blood
size of the casualty’s palm represents 1% of the body area. Extensive burns, 15% of skin surface in
vessel affected:
adults and 8% in children, can cause death. Another method to determine the extent of burns is the ‘rule
 Arterial Bleeding of nines’ by which the body is divided in 9 equal parts. A guide to this method can be found in the ship’s
‘Captains Medical Guide’ kept on board.
Bright red blood spurting from a wound, following a heart beat.
The following outlines some guidelines on the treatment of burns:
 Venous Bleeding
1) Cool the affected area with copious amounts of running water. This has the effect of preventing
Dark red blood oozing from the wound. further tissue damage and minimises swelling and shock. Do not overcool a burn as this may
result in shock.
 Capillary Bleeding
2) Cover the injury with a sterile dressing which is not fluffy. If no dressing is available, use cling
Blood will ooze from the blood vessels. This is the most common type of bleeding.
film or a clear plastic to cover the area.
The following outlines some guidelines on the treatment of bleeding:
3) Treat the casualty for shock if necessary.
1) Examine the wound. If there is an object embedded, do not attempt to remove it.
4) Non-alcoholic drinks may be given casualties who are fully conscious to replace fluid loss.
2) Apply direct pressure to the wound using gauze to stop the bleeding. If there is an embedded
object, apply pressure to either side of the wound.

Whilst treating burns, the following precautions should be observed: 2) If the obstruction does not clear, stand behind the casualty and place a clenched fist below the
ribs. Give five thrusts by grasping your fist and pulling inward and upwards, compressing the
 Do not remove any clothing sticking to the skin. casualty with abdominal thrusts against your body. This is known as the “Heimlich Manoeuvre”.
 Do not touch or interfere in any way with the injured area. Check the mouth for any foreign objects.
 Do not burst any blisters.
3) If choking persists, repeat slaps on the back at the ratio of five slaps to five abdominal thrusts
 Do not apply any ointments, adhesive tape or any other substance to the affected area. until the emergency reserve team arrives.
Burns to the airway may occur when the casualty has inhaled very hot gases. In this case, maintain the - For children
airway open and be prepared to give artificial ventilation if necessary.
1) Give five back slaps as per the method described above.
Electrical burns:
2) Give five chest thrusts by standing behind the child and pressing the breastbone inwards with
Make sure that the contact with the electrical source is broken. Do not approach a casualty of a high your clenched fist. If the choking persists give five more back slaps.
voltage incident until you receive positive confirmation that the electrical source has been switched off
and isolated. Failing to do so could result in electrocution when touching the casualty. Otherwise 3) Give five abdominal thrusts as per the method described above.
insulate yourself before approaching and touching the casualty, by using rubber gloves, wearing rubber
4) If choking persists, repeat the whole cycle: back slaps – chest thrusts – abdominal thrusts until
boots, or standing on an insulating rubber mat.
the emergency reserve team arrives.
Chemical burns:
WARNING
Make sure that the chemical source is sealed. Ventilate the area of the accident and spray the affected Do not perform abdominal thrusts (the “Heimlich Manoeuvre”) on a baby.
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area with water for at least 20 minutes.
6. Suffocation
Suffocation is usually caused by gases or smoke.

5. Choking
NOTE
Any foreign object that blocks off the windpipe can result in choking. It is vital to give prompt first aid Remember that dangerous gases may have no smell to warn you of their presence.
to dislodge the object that is obstructing the airway.
The following outlines some guidelines on the treatment of suffocation:
Choking can be mistaken for a heart attack. The distinguishing features are: 1) Get the casualty into the fresh air.
 The person who is choking may have been seen to be eating. 2) If necessary, give artificial respiration and heart compressions.
 The person who is choking usually cannot speak or breathe; this is not the case if the person is
having a heart attack. Place in the recovery position, Refer to Illustration 4.3.6a.
 The person who is choking will turn blue and lose consciousness quickly because of lack of
oxygen.
 The victim of a choking incident can signal his distress (when asked, he can speak) by grasping
his neck between finger and thumb. This is known as the “Heimlich sign”.
The following outlines some guidelines on the treatment of choking:
- For adults
1) Make the casualty bend forward. Give five sharp slaps with the palm of your hand to their back
between the shoulder blades. Check the mouth for any foreign objects.

7. Crush Injuries 9. Epileptic fit
Crushing accidents may result on board ship from a variety of causes such as explosions, trapped limbs Epilepsy is the result of abnormal electrical activity in the brain.
in machinery or other accidents in the workplace. Injuries from crushing include fracturing, severe
bleeding and shock. The following outlines some guidelines on the treatment of epilepsy:
Prolonged crushing may result in severe damage to muscle tissue. Also, toxins will accumulate around 1) Clear the area around the casualty and put a soft object under their head.
the crushed tissue and if the pressure is released suddenly, the toxins may cause kidney failure. 2) Do not restrain the casualty, just make sure that they are protected from injury.
The following outlines some guidelines on the treatment of crush injuries: 3) Loosen any tight clothing on the casualty.
1) Release the casualty from the position in which they were crushed as soon as possible. If 4) Once the epileptic fit is over, place the casualty in the recovery position.
machinery is involved, press the emergency stop or cut the power supply.
5) Stay with the casualty to reassure them until the arrival of the emergency reserve team.
2) Treat any external bleeding.
3) Immobilise any fractures.

10. Eye injuries
4) Treat the casualty for shock if necessary.
Most work-related eye injuries are preventable by using eye protection such as safety goggles.
5) Monitor their breathing and pulse. Be prepared to resuscitate.
The following outlines some guidelines on the treatment of eye injuries due to foreign bodies in the eye:
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1) Wash the eye with an eye wash bottle or with copious amounts of running water.
8. Drowning
2) Try removing the foreign body with a moist cotton bud or gauze. For metal objects, try using a
The ingress of water into the airway will stop breathing. Drowning can happen in water of any depth strong magnet. If the particle is under the upper lid, grasp the upper lid and rub the underside
and remember that as the consumption of heavy meals before swimming may lead to drowning. over the lower eyelash to brush the particle free.
The following outlines some guidelines on the treatment of drowning: 3) If the object is embedded, do not attempt to remove it. The eye should be covered and the
1) Get the casualty out of water. casualty referred to specialist medical treatment.
2) Lay the casualty down on a horizontal surface. 4) The casualty must avoid rubbing the eyes, as this will make the injury worse.
3) Check the airways, breathing and circulation. 5) Tell the casualty to keep their uninjured eye closed and still as further movement may cause
further damage to the injured eye.
4) If there are no signs of breathing, initiate artificial ventilation.
The following outlines some guidelines on the treatment of eye injuries due to chemical substances:
5) If there is no circulation, initiate CPR.
1) In the case of eye injuries due to chemicals, wash the eye with water for at least twenty minutes.
6) Treat the casualty for hypothermia. Remove any wet clothing and wrap them in a dry blanket. The casualty should hold their head with the affected eye lower to avoid contamination to the
other eye.
7) Casualty should receive medical treatment, as the air passages may begin to swell some hours
later as an inflammatory response in the lungs, thereby causing secondary drowning. 2) Cover with a sterile pad and refer the casualty to specialist medical treatment.

11. Fractures 12. Frostbite
A fracture is a broken bone. The bone may be broken into two or more pieces or it may have a linear Frostbite is caused when exposed parts of the body, such as fingers or face, are exposed to extreme cold
crack. Whenever there is a fracture, the priority of the rescuer is to immobilise the fracture and avoid and freezing conditions, resulting in injury. Frostbite may also be accompanied by hypothermia.
any unnecessary movement. Fractures are divided into two categories; closed, when the skin around the
injury is not damaged, and open, when there is a wound caused by the fracture and the bone may be The following outlines some guidelines on the treatment of frostbite:
visible. 1) Warm the affected body part with your hands or armpits. Remove the casualty’s shoes,
jewellery and gloves. Do not massage the affected part.
2) Move the casualty into a warm area.
3) Place the affected area in warm water, but take care that the water is not too hot as the casualty
may have lost the sensation to temperature and burns may occur.
4) Apply a light dressing on the affected area.
5) Treat the casualty for hypothermia
6) Refer to the medical emergency team.
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13. Head injuries
The following outlines some guidelines on the treatment of fractures:
Any head injury is potentially serious as damage to the brain may have been sustained and may not be
1) Immobilise the fracture to prevent further injury. Steady the fracture by placing your hands visible.
above and below the site of injury. Limb fractures can be immobilised by using a rigid object or,
in the case of lower limbs, by securing the affected limb to the good one. The following outlines some guidelines on the treatment of head injuries:
2) Treat any bleeding with sterile gauze. 1) Assess the level of consciousness of the casualty. Bear in mind that the head injury may have
been sustained by the casualty falling as a result of another accident.
3) Do not attempt to push in any bone protruding from an open fracture.
2) If the casualty is unconscious, check their ABC response as previously described. Be prepared to
4) If the casualty has a lower limb fracture, the leg can be straightened by applying gentle traction resuscitate if necessary.
before immobilisation. Pull until the fracture is immobilised and then release the pressure
gradually. 3) If the casualty is unconscious but breathing and with a pulse, place them in the recovery position.
In case of a suspected back injury, do not move the casualty. (Only move if there is an imminent danger 4) The casualty may have suffered a neck injury. Prior to moving them, immobilise the neck with
to life). Moving the casualty without extreme care may cause permanent damage to the spinal cord and an improvised collar, made of paper or a stuffed sock loosely tied around the neck. Only move
nerves. Always suspect that there has been a spinal injury if the casualty has fallen more than 2 metres, them where there is a threat to their life.
or if the accident involved a violent fall forward or backwards resulting in severe bending.
5) Monitor the casualty for several hours and do not allow them to sleep soon after trauma.
The following outlines some guidelines on the treatment of suspected spinal injuries:
In the case of some head injuries, or where a foreign body or a fracture is directly below an open wound,
1) If the casualty is conscious, tell them not to move. it may not be possible to control bleeding by pressure. In such circumstances, a ring-pad should be used.
A paraffin gauze dressing is placed over the wound, a suitably sized ring-pad is placed around the
2) Steady the casualty’s head by placing your hands against the sides of the head. wound and over the edge of the dressing, and the pad is held in place by a bandage. The pad should
press on the blood vessels but not on the foreign body or the fracture.
3) If there is suspected injury to the neck, provide support with rolled-up clothing or other soft
cushioning on either side of the neck and shoulders.

A rig-pad can be made by passing a narrow bandage twice around the fingers of one hand to form a ring 16. Hypothermia
and then wrapping the remainder of the bandage around the ring to form a doughnut shaped pad.
Hypothermia occurs when the body temperature drops below 35°C/95°F. This can occur when the
casualty has been immersed in cold water for a length of time or is exposed to cold wind.
14. Heart attack The following outlines some guidelines on the treatment of hypothermia:
A heart attack occurs when the blood supply to the heart muscle is interrupted. The symptoms of a heart 1) Take the casualty to protected area.
attack are crushing pain in the centre of the chest that may irradiate to the left arm or jaw, breathlessness,
pale skin cold sweat and an irregular pulse. 2) Remove any wet clothing and replace with dry clothes.
The following outlines some guidelines on the treatment of a heart attack: 3) Rewarm the casualty by wrapping them in a sheet, a thermal protection aid or by using the body
heat of another person. If the casualty is conscious, they can be rewarmed in a warm bath if
1) Place the casualty in a comfortable position. They should be sitting with their back and they are able to climb into the bath unaided.
shoulders supported by a cushion with knees bent and also supported by a cushion.
4) If casualty is fully conscious, give them a warm drink.
2) Monitor their breathing and circulation until the medical emergency team arrives. Initiate CPR
if necessary. 5) Look for signs of frostbite.
6) Monitor the casualty for breathing, pulse and temperature. Resuscitate if necessary.
15. Heatstroke
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Heatstroke is caused by a failure of the heat-regulating system in the body due to prolonged exposure to 17. Shock
heat, very high fever or exercising in very hot temperatures. Circulatory shock occurs when there is a loss in the volume of circulating blood leading to a fall in
The following outlines some guidelines on the treatment of heatstroke: blood pressure. This type of shock is different from psychogenic shock, which is when a person suffers
emotional stress.
1) Take the casualty to a cool area and remove as much clothing as possible. Make the casualty sit
down with their legs extended. The following outlines some guidelines on the treatment of shock:
2) Wrap the casualty in a wet cold sheet. Keep them wet to reduce their temperature below 1) Treat any possible causes of shock such as severe bleeding.
38°C/100.4°F (temperature should be taken under the tongue).
2) Lay the casualty down and raise the legs if they are not injured
3) Monitor the casualty’s ABC response. If the casualty becomes unconscious, open the airways 3) Keep the casualty warm by wrapping with a blanket or clothing item.
and initiate CPR if necessary.
4) Check consciousness, breathing and pulse until the medical emergency team arrives. Be
4) After the casualty has cooled down, replace the wet sheet with a dry one. Monitor the casualty prepared to resuscitate if necessary.
until the arrival of the medical emergency team.
Whilst treating shock, the following precautions should be observed:
If the casualty if suffering from heat exhaustion due to prolonged over activity and sweating:
 Do not give the casualty anything to eat or drink.
1) Lay the casualty down in a cool place and raise their legs.
 Do not leave the casualty on their own.
2) Give them plenty of water.  Do not try to warm the casualty with a direct source of heat such as a hot-water bottle.
3) Refer the casualty to the ship’s medical officer.  Constantly reassure the casualty and make them comfortable.
IMO No. 9687019 / Issue 1 (2016.07.25) 7 - 10 Part 7 Medical Emergencies

18. Stroke
Strokes occur when a clot or a blocked artery interrupts the blood flow to the brain. Strokes usually
occur in elderly people.
The signs of a stroke are severe headache, dizziness, confusion, loss of consciousness, speaking
difficulty and signs of paralysis.
The following outlines some guidelines on the treatment of a stroke:
1) Lay the casualty down ensuring that the head is supported.
2) Tilt the head to one side and wipe any saliva dribbling from the mouth.
3) Do not give the casualty anything to eat or drink.
4) If the casualty is unconscious, open the airway and place them in the recovery position whilst
waiting for the medical emergency team.
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7.3 Transportation and Evacuation If the casualty is conscious and able to walk:
Human Crutch Method for One Rescuer

1. Introduction
1) Stand on the casualty’s weaker side and pass their arm around your shoulder and grasp their
After evaluating the casualty's illness or injury and administering first aid, you may need to decide the most hand.
effective means of transporting a casualty. Casualties moved by manual carries must be carefully and
correctly handled; otherwise, moving the casualty could result in additional injury. Manual carries are often 2) Grasp their waist with your other arm.
used to transport casualties in tactical situations. You should to choose the type of carrier depending on the 3) Take small steps at the same time with your inside foot.
seriousness of the illness or injury, the weight of the casualty, the strength of the carrier and the distance to be
travelled.
2. Choose the Appropriate Method to Move a Casualty
If you need to move (evacuate) a casualty to an aid station, you must decide which evacuation method is
appropriate.
CAUTION
Do not transport a casualty with a suspected fracture of the neck or back unless a life-threatening
hazard is in the immediate area. Wait until medical emergency team arrives.
Safe Manual Handling of Casualty
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Always explain to the casualty your intentions so that they know what is going on and can assist if
possible.

If the casualty is conscious but is unable to walk: If the casualty is conscious but is unable to walk:
Human Crutch Method for Two Rescuers Pick-a-back Method for One Rescuer (Only Attempt with Children or Light Casualties)
1) As explained above but each rescuer supports the casualty from either side. 1) Crouch in front of the casualty and ask them to put their hands around your neck.
2) Grasp the casualty’s thighs and rise slowly. At all times your back should be straight to avoid
injury to yourself.
WARNING
Do not attempt if the casualty has an injured arm, ribs, neck, or back
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If the casualty is unconscious and unable to walk: If the casualty is unconscious and unable to walk:
Drag Method for One Rescuer (May Aggravate Neck and hand Injuries) Blanket Drag Method for One Rescuer
1) Sit the casualty up. Crouch behind them and cross their arms over their chest. 1) Stretch out the blanket you are using next to the casualty.
2) Pass your arms under the casualty’s armpits and hold both their wrists. 2) Roll the casualty onto one side. Neatly bunch one-third of the material against the casualty’s
body.
3) Drag the casualty backwards by squat walking.
3) Roll casualty back onto blanket. Pull the bunched material out from underneath the casualty and
wrap the material around the casualty.
4) Grab the blanket at the head and drag to safety.
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If the casualty is conscious but unable to walk: If the casualty is conscious, but unable to walk:
Cradle Method for One Rescuer (Only Attempt with Children or Light Casualties) Hand seat Method for two rescuers
1) Squat beside the casualty. Pass one arm around the casualty’s back toward their waist. 1) The two rescuers grasp each other’s wrists to form an arm seat. For lighter casualties, form a
three-hand seat and the rescuer who has the free arm can pass it to the shoulder of the other
2) Pass the other arm under the casualty’s thighs. rescuer to from a back support for the casualty.
3) Rise, keeping your back straight. 2) Four-hand seats are used for heavier casualties. In this case, the casualty will have to hold on
to the shoulders of the rescuers.
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If the casualty is unconscious and unable to walk: If the casualty is conscious, but unable to walk:
Fore and Aft Carry Method for Two Rescuers Four Arm Method for Two Rescuers
1) Crouch behind the casualty, sit them up and put their arms around their chest. Put your arms 1) Sit the casualty up.
under their armpits and grasp their wrists firmly.
2) Both rescuers squat on either side of the casualty. They pass their hands under the casualty and
2) The second rescuer squats in front of the casualty between their legs and passes their arms lock their four arms together at the wrists as shown.
under the casualty’s thighs taking hold of their legs.
3) Casualty will have to hold onto the shoulders of the rescuers.
3) Both rescuers rise at the same time keeping their backs straight.
4) Both rescuers rise at the same time keeping their backs straight.
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If the casualty is unconscious and unable to walk: 3. Stretchers
Tied-Hands Crawl Stretchers are specialist equipment and should only be used by trained personnel. Serious injury can be
caused if a casualty is transferred wrongly to a stretcher or if the stretcher collapses for any reason.
The tied-hands crawl may be used to drag an unconscious casualty for a short distance. It is particularly
useful when you must crawl underneath a low structure, but it is the least desirable because the casualty's 1) Stroke Stretcher
head is not supported.
It is most commonly used for transporting sick or injured persons. The Strokes stretcher is a wire
1) Place the casualty face up. Cross the casualty's wrists and tie them together. basket supported by iron or aluminium rods. It’s adaptable to a variety of uses, since the victim can be
held securely in place, even if the stretcher is tipped or turned. The Strokes stretcher is particularly
2) Kneel astride the casualty and lift their arms over your head so that the casualty's wrists are at the valuable for transferring injured persons to and from boats. It is also used for direct ship-to-ship
back of your neck. transfer of injured persons.
3) When you crawl forward, raise your shoulders high enough so that the casualty's head will not bump
against the deck.
 Use drag method for one rescuer

 Use the cradle method for one rescuer if the casualty is light-weight
 Use the fore and aft method for two rescuers
 Use the four arm method for two rescuers
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<Stroke Stretcher>
2) Neil Robertson Stretcher
The Neil Robertson stretcher is designed for removing an injured person from engine-room spaces,
holds, and other compartments where access hatches are too small to permit the use of regular
stretchers. The Neil Robertson stretcher is made of semi-rigid canvas. When firmly wrapped around
the victim mummy fashion, it gives sufficient support so the victim may be lifted vertically. To keep
the injured person from swaying against bulkheads and hatchways while being lifted, tie a guideline
to the victim’s ankles. Stretchers of this type can be made on board ship and kept in appropriate places
ready for use. If a Neil Robertson stretcher is not available when needed, a piece of heavy canvas,
wrapped firmly around the victim, will serve somewhat the same purpose.
a) Both rescuers should position themselves at the chest and shins of the casualty respectively with
the casualty between their legs. The forward rescuer holds the casualty from behind the armpits
and puts the casualty’s arms behind their neck (tie the wrists loosely for an unconscious
casualty). The second rescuer takes hold of the legs just below and above the knees (tie the legs
together if necessary). Lift the casualty at the same time and only to the minimum height
necessary to lay them on the stretcher. If the casualty is suffering from spinal injuries they
should only one be moved under the guidance of the medical emergency team.
b) Lower the casualty slowly and lay them on the canvas side of the stretcher with his forehead
level to the head strap. Secure the head with the head strap.

c) Arms may be folded inside and secured by using the upper abdomen straps. Illustration 7.3a Improvised Stretcher
d) The legs are secured with the leg and ankle straps.
e) To stiffen the stretcher, in case of spinal injuries for example, pass rigid poles through the straps 1 2
under the stretcher.
f) The casualty should be carried by four rescuers
g) To lift stretcher vertically, a rope of ₁¾" diameter should be secured to the head grommet. Test
lifting rope and knots before use.
CAUTION
The rope permanently attached to the lead grommet of the stretcher is only a steadying rope and
should not be used to lift the casualty. When lifting vertically a second steadying rope should be
attached to the galvanized ring at the foot end.
Blanket used as improvised transport stretcher
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<Neil Robertson Stretcher>
3) Improvised Stretchers
Standard stretchers should be used whenever possible to transport casualties. If none are available, it may
be necessary for you to improvise. Sometimes a blanket may be used as a stretcher. The casualty is placed
in the middle of the blanket on his or her back. Four people kneel on each side and roll the edges of the
blanket toward the casualty. Stretchers may also be improvised by using two long poles (approx. 7 feet
long) and a blanket. Stretcher made from poles and a blanket
CAUTION
Most improvised stretchers do not give sufficient support in cases where there are fractures or extensive
wounds to the body.

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GASLOG GREECE SOLAS & Fire Fighting Manual

IMO No. 9687019 / Issue 1 (2016.07.25) 1 Index

IMO No. 9687019 / Issue 1 (2016.07.25) 2 Index

4.3.8c Lifesaving Signals .................................................................................................................. 4 - 63 Part 7 : Medical Emergencies

Part 5 : Cargo Handling Fire and Safety Procedures

Part 6 : Electrical Safety System

IMO No. 9687019 / Issue 1 (2016.07.25) 3 Index

Issue and Update Control Item Issue 1 Issue 2 Issue 3

IMO No. 9687019 / Issue 1 (2016.07.25) 4 Introduction

IMO No. 9687019 / Issue 1 (2016.07.25) 5 Introduction

IMO No. 9687019 / Issue 1 (2016.07.25) 6 Introduction

Part 6 : Electrical Safety System

Part 7 : Medical Emergencies

IMO No. 9687019 / Issue 1 (2016.07.25) 7 Introduction

2. Safe Operation The following notices occur throughout this manual:

IMO No. 9687019 / Issue 1 (2016.07.25) 8 Introduction

Symbols and Colour Scheme(1/2)

PIPES AND PIPE JOINS

VALVE AND COCKS

VALVE AND COCKS

Expansion Pipe Joint Diaphragm Membrane Globe Ball Float Valve

Spool Piece S Emergency Shut Off Valve

Cap Nut W Wax Driven Gate Valve Emergency Open Valve

Fixed Band (Anchor Point) Dlaphragm Operated Valve

IMO No. 9687019 / Issue 1 (2016.07.25) 9 Symbols and Colour Scheme

Symbols and Colour Scheme(2/2)

(Elevation) Sounding Head with Vapour

Flanged End Air filter / Regulator Transmitter

( ) Glass Level Without Valve Lubricating Oil

CONTROL AND INSTRUMENTATION

Locked Open ( ) Exhaust Gas Silencer

LO Locked Opened Bilge Hat Manometer

Simplex Strainer Thermometer Pocket FB Foam Box Diesel Oil

Separator Boss with Plug Acummulator

IMO No. 9687019 / Issue 1 (2016.07.25) 10 Symbols and Colour Scheme

Abbreviations EEBD EMERGENCY ESCAPE BREATHING DEVICE L LOW / LEVEL / LITER

IMO No. 9687019 / Issue 1 (2016.07.25) 11 Abbreviations

IMO No. 9687019 / Issue 1 (2016.07.25) 12 Abbreviations

Part 1 : General Steering Gear

1.1 Principal Particulars Maker: Flutek, Ltd

IMO No. 9687019 / Issue 1 (2016.07.25) 1-1 Part 1 General

Manufacturer: FURUNO Electric Co,. Ltd. Maker: A Tech

Maker: Furuno Electric Co., Ltd. Maker: A Tech

IMO No. 9687019 / Issue 1 (2016.07.25) 1-2 Part 1 General

Bosun Store Davit

IMO No. 9687019 / Issue 1 (2016.07.25) 1-3 Part 1 General

IMO No. 9687019 / Issue 1 (2016.07.25) 1-4 Part 1 General

Illustration 1.2a General Arrangement

Piping & Cable Space (S) Bosun Store

Engine Room C.L

P& P& P&

No.2 MGO Serv. Tk (P)

EMCY Sea WT (S)

AP 10 20 30 40 50 60 70 80 90 100 110 115 120 130 140 150 160 170

12000 40800 47065 47065 47065 31765 18400 9600 11140

Hose Handling Crane

Hose Handling Crane

IMO No. 9687019 / Issue 1 (2016.07.25) 1-5 Part 1 General

IMO No. 9687019 / Issue 1 (2016.07.25) 1-6 Part 1 General

IMO No. 9687019 / Issue 1 (2016.07.25) 1-7 Part 1 General