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Oil Discharge Monitoring and Control System

4PPROVED BY K. S. LEE

2HECKED BY J. H. CHUN

--

;HIP TYPE

159,000 DWT CLASS CRUDE OIL CARRIER ;HIP NAME

OIL DISCHARGE MONITORING AND CONTROL SYS.

DRAWN BY C. S. CHOl SCALE DWG NO. REV. NO.

I 7T-9414-006

HYUNDAI SAMHO HEAW INDUSTRIES CO., LTD. DATE CONSOLIDATED NO.

SAMHO SHIPYARD, KOREA 2004.08.27 //

OIL DISCHARGE MONITORING AND CONTROL SYSTEM INSTALLATION

AND OPERATIONAL MANUAL

Section 1

Section 2

Section 3

Section 4

Section 5

Section 6

Section 7

Section 8

CONTENTS

Installation

System Configuration

Details of major components ofthe system

Test and check-out procedure

Type Approval Certificate Environmental Test Certificate Hazardous zone Certificates

Maintenance record sheets

Drawings

Implementation requirement Discharge Regulations Workshop Test Procedure Installation Response time calculation Calibration certificate Operations and Technical

SECTION 1

OIL DISCARGE MONITORING & CONTROL SYSTEM

INSTALLATION

CONTENTS

I UTILITIES

I . I FRESH WATER SUPPLY

1.2 AIR SUPPLY

1.3 ELECTRICAL SUPPLY

2. PIPEWORK GENERAL

2.1 SAMPLE PUMP UNIT

2.2 INSTALLATION OF PUMP UNIT

2.3 ELECTRICAL INSTALLATION PUMP MOTOR

2.4 FIRST START

2.5 SKID

2.6 SAMPLING PROBES

2.7 ORIFICE PLATE

2.8 d.P. TRANSMITTER

3. BULKHEAD PENETRATIONS GENERAL

3.1 SAMPLE PUMP

3.2 AIR PIPE LINES

3.3 IIS COMMUNICATION CABLE

4 ELECTRICAL INSTALLATION GENERAL

4.1 ELECTRO PNEUMATIC UNIT

4.2 STARTER BOX

5 CONTROL ROOM EQUIPMENT - MAIN CONTROL UNIT

6 INSTALLATION CHECKLIST

6.1 GENERAL INSTALLATION CHECKS

6.2 CHECKS WHEN FLOWMETER AND AUTOMATIC CONTROL IS INSTALLED

6.3 STARTING INTERLOCK AND OVERBOARD VALVE CONTROL

6.4 PIPEWORK RESPONSE TIME CALULATION

6.5 FINAL CHECK

7 OVERVIEW INSTALLATION CHECK

8 DRAWING REFERENCE LIST

SECTION 1

SECTION 1

INTRODUCTION

This specification sets out the requirements for the installation of an Oilcon Oil Discharge Monitoring & Control System on board a typical tanker. It should be studied carefully before actually commencing any operation or work. For operation and maintenance of the system the Technical Manual should be consulted.

For the purpose of installation the system can be divided into four categories;

1. Pumproom equipment and related deck ancillaries. (hazardous area) 2. Bulkhead penetrations. 3. Engine room equipment. * (non-hazardous area) 4. Control room equipment. ** (non-hazardous area)

The exact location of the separate elements within these categories will vary from ship to ship but the specific location of some units relative to others is important. In addition to safety precautions which must always be strictly observed for work in hazardous spaces, installation undertaken at sea with the ship underway require additional precautions. * It is recognised that for some vessels the pump room and engine room are not adjacent. If this is the case, it will be

necessary to mount the electrical equipment in some other suitable non-hazardous space adjacent to the pump room. ** Again, some vessels may not have a cargo control room. If this is the case, some other convenient area must be

identified, such as the navigation bridge, the engine room or the accommodation area.

ANY COMPONENTS MOUNTED ON OPEN DECK OR IN AREAS LIKELY TO ENCOUNTER TEMPERATURE AT OR BELOW FREEZING SHOULD BE PROTECTED ACCORDINGLY

AGAINST FREEZING.

1 UTILITIES

For operation of the Oil Discharge Monitoring & Control System the following utilities are required:

I. I FRESH WATER SUPPLY

An nn-interrupted supply of fresh water free of any contamination is important for a correct operation of the ODME system, as the freshwater is used to keep the pipework and the windows of the detection cell clean and to perform a Zem check prior to operation of the system. Fresh water supply conditions:

- nominal inlet pressure : 1.5 bar (15OkPa.) maximum inlet pressure : 6 bar (600kPa)

- average consumption : 0.13 Vmin - maximum consumption : 8 Vmin, during FLUSH -temperature :1O0C-65°C

1.2 AIR SUPPLY

For a trouble free and satisfactory operation of the pneumatic components in the ODME system a supply of clean, dry air at a constant pressure is essential.

Air supply conditions: -valve control : 4.0 bar nom. 7 bar max. (400kPa nom, 700kPa max) -window wash pump : 5.0 bar nom. 7 bar max. (400kPa nom, 700kPa max) - average consumption : 6 Vmin - maximum consumption : 50 Vmin

1.3 ELECTRICAL SUPPLY

Main Control Unit Emergency supply

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SECTION 1

: 1151230 VAC 50160 Hz, 0,s Amp : 24 VDC, I Amp

Electro Pneumatic Unit : 1151230 VAC, 50160 Hz, 0,s Amp

Sample pump motor : 440 VAC, 60 Hz, 1.3 kW ,2.5 Amp or 380 VAC, 50 Hz, 1 . 1 kW, 2.6 Amp

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SECTION 1

2 PIPEWORK GENERAL

All pipework for water services should be of a suitable material and capable of withstanding working pressures of up to 16 bar. The pipework has been standardised at 15mm O D with a minimum wall thickness of 1 mm. For example: (ASTMBIII-69 alloy 706 - or BS 37812871 type CN 102-0). Air signal pipework should be copper, and generally be 6 mm OID x 4 mm ID. The exception in this sizing is the air supply for the window wash pump mounted on the skid, and shown as V12. These lines are 8 mm O D x 6 mm IID. (ASTMB75-68 alloy I22 - or BS 2871/1971 type (2106-0).

Pipework must be clean and oil-free prior to fitting, and care must be taken to ensure all joints are leak tight. Failure to ensure this will adversely affect system function, particularly ifair leakage is evident on pump suction lines. Ideally all joints should be made using brazed couplings. If piping is being installed during a sea passage then compression fittings may be used. These couplings should be of a salt water resistant material, and the use of stainless steel compression rines mav be necessarv if a non-flared tube end techniaue is used to make the ioints. Mild steel couplings must not be used. - . . - Pipework must be adequately clipped and supported, and shall not impose any strain or force on equipment, e.g. pump or skid assembly. Pipework must also be protected in exposed situations. In those cases where the water discharge from the ballast skid iH takkn to a slop tank, if the ship has an inert gas system, a loop-seal arrangement must be fitted in the discharge line to prevent contamination being forced back down the line. Also measurements must be taken to prevent the discharge from free-falling into the tank. This is usually achieved by diverting the flow against the bulkhead ofthe tank.

CAUTION: Before the system is put into operation or tested all pipework shall be flushed and cleared from dirt or foreign matter.

Reference drawings; Schematic installation diagram Oilcon Monitor System Mk6 0806-8035-3 Bulkhead penetrations and piping diagram Oilcon Monitor System Mk6 0806-8038-3 Dimensional drawing & parts list Oilcon Monitor System Mk6 0806-1261-3

2.1 SAMPLE PUMP UNIT

The sample pump unit comprises a pump, bulkhead mounting flange with integral gas-tight shaft seal and a flange mounted motor. For this purpose a hole of diameter 290 mm is to be made in the bulkhead wall. The pump unit shall be fitted to the bulkhead utilising the welding ring as supplied with the pump. This ring shall be welded to the bulkhead wall. For the location of this hole verify with the pump dimensional drawing that there will be no obstacles, and that the pump unit can be accessed for maintenance. Maintain sufficient free space around the motor for free air circulation to cool the motor. Ifpossible, the unit should be located below all proposed sampling points and as central to these locations as possible. Care should be taken to ensure that under all operational circumstances a zero or positive pressure is present at the suction side of the pump. The joints of the suction line must be air-tight, otherwise air leakage will occur causing reduced pumping and monitoring performance. If air leakage is considerable, the pump may fail to prime or pump at all.

It will be observed that a length restriction has been placed on the sample pipes (refer to section 1, chapter 6.4 pipework response time calculation). This is for two reasons: a) To ensure that the total response time of the system is less than 40 sec., as required by the legislation. In fact, since

the instrument response time is less than 15 seconds and the sample velocity in the specified pipework is 0.9 mls, there is some margin here.

b) To ensure that the sample pump is not faced with excessive negative suction pressure due to high pipe losses.

SECTION 1

2.2 INSTALLATION OF PUMP UNIT

WARNING: In the case of an installation at sea, where the pumproom constitutes a hazardous area, precautions for hot work as laid down by the owner must be strictly observed.

At the selected location a hole of diameter 290mm is to be made in the bulkhead wall. The installer should note that in some circumstance it may be necessary to construct a 'top-hat' device, to artificially extend the pumproodengine room bulkhead around the pump/motor assembly while the hole is being cut and the mounting flange fitted.

Weld-on the welding ring, make sure that the bolt holes are in X-position. These holes are not to be in +-position ! The gasket shall be placed in between the pump main plate and the welded ring. For easy installation do not fit the oil reservoir yet.

Before connecting the system piping to the pump, the unit is to be securely fastened to the bulkhead. Long or heavy piping sections shall not be supported from the pump but by separate supports.

ALIGNMENT: No inspection or corrections to pumplmotor alignment are necessary.

Install the oil reservoir and top up the reservoir with the supplied oil.

WARNING: The oil reservoir shall always be sufficiently filled with oil, as the proper functioning of the gas seal located in the centre of the pump main plate relies on the presence of oil, for lubricating, sealing and cooling purposes.

2.3 ELECTRICAL INSTALLATION PUMP MOTOR

Verify the power supply, this is to match the data as shown on the electric motor nameplate. Earthing is to be carried out utilysing the earthing bolt located inside the terminal box, this before the motor is connected to the mains.

2.4 FIRST START

CAUTION: UNDER NO CIRCUMSTANCES MUST THE PUMP BE RUN WITHOUT LIQUID. THE PUMP CASING MUST BE FILLED WITH LIQUID FIRST OTHERWIZE THE PUMP WILL SEIZE AND DAMAGE WILL OCCUR.

a) SELF-PRIMING

The pump will not function or prime until the casing is filled with liquid. Make sure any discharge valve is opened before starting, enabling air to be released. Running the pump with zero capacity will cause excessive system pressure, heat generated in the pump and may overload the electric motor. Make sure any system valve should be fully opened when the pump is being started or stopped.

b) DIRECTION OF ROTATION

This can be seen or checked from the motor side only. Make sure that all piping is installed, and the pump is filled with water. Switch-on the pump unit for a short moment only ! Look at the motor fan and notice the direction in which the fan spins. This must be CLOCKWISE, when looking from the back cover of the motor. An arrow also indicates correct direction of rotation. If direction of rotation is wrong, interchange any of two line wires of the power cable in the terminal box.

Reference drawings: Schematic inst. diagram Oilcon Monitor System Mk 6 Sample pump/motor dimensions B'hd oenetrations & o i ~ i n e diaeram Oilcon Monitor Svstem Mk6 ~. ~ . . - - Electrical interconnection diagram Oilcon Monitor System Mk6 0806-2030-3

SECTION 1

The skid is normally located in the pumproom and is mounted on the pumproodengine room bulkhead. The unit should be positioned above the sample pump, but should be kept below the level of the sampling probe points wherever possible. This is to ensure full pipework and provision of adequate suction pressure for the pump. The skid is provided with four mounting points, drilled to accept 12 mm bolts. A sample should be fitted between the pump discharge and the skid to facilitate the taking of grab samples for analysis.

Reference drawings: Schematic installation diagram Oilcon Monitor System Mk 6 0806-8035-3 Assembly drawing Oilcon Monitor System Mk6 0806-1261-3 Bulkhead penetration and piping diagram Oilcon Monitor System Mk6 0806-8038-3

2.6 SAMPLING PROBES

WARNING: In the case of an installation at sea safety precautions must be observed while drilling operations take place. In the case where welding is not permitted a saddle clamp arrangement can be utilised. This type of probe arrangement should only be viewed as temporaly and arrangements should be made to weld the probe in place at the next opportunity. Two sample points are supplied with the monitor, for location at the selected points on the relevant overboard discharge lines and contains the following:

- a pneumatic operated valve for selection of the sample point; - a sample probe to take the sample from the discharge line.

Each probe is supplied with a compression fitting which can be welded to the pipeline. Each probe is supplied with a hand valve. Positioning of the sample probe within the pipeline is most important. To prevent excessive quantities of air being drawn

- into the sample pump, the probe should ideally be mounted in a rising vertical pipe section. This will ensure that provide water is being pumped - the main pipe is always filled. Where it is not possible to mount into a vertical pipe then a horizontal section may be used and the probe located as shown in Drg. 0806-1265-4. VAF Instruments recommend that whenever possible the sample probe be installed on the upstream side of the orifice plate. In any case the probe should be located upstream of any diverting line to the slop tank.

The impoltant points to note are as follows: a) the probe enters from the underside of the pipe. b) the probe is mounted a small distance into the pipe. This ensures a representative sample and reduces the

possibility of picking up 'sludge' deposited in the pipe. c) the probe end is located in the lower section of the pipe, partly to increase the possibility of obtaining an air-

free sample and partly to reduce the obstruction in the pipe. d) the sample valve is mounted in the correct orientation. (Air inlet port uppermost) e) the sample valve inlet and outlet ports are correctly mounted.

Reference drawings: Schematic installation diagram Oilcon Monitor System Mk6 Sampling probe installation Dimensional drg. Sample V N Oilcon Monitor System Mk6

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SECTION 1

2.7 ORIFICE PLATE

GENERAL INFORMATION

The orifice plate is a square-edged, concentric bore type, manufactured in stainless steel. It is designed to be clamped between two flanges, within the PCD of the flange bolts. Working pressure is up to 24 bar and working temperature is up to 290 degrees Celsius. Width is 3 nun on this vessels line size. In such cases where a bevel is machined on the bore of the plate, the aide with the bevel on should be facing downstream when installed.

INSTALLATION OF FLOW SENSOR

The singlz most important consideration, when installing an orifice plate type flowmeter is the amount of straight pipe available on each side of the orifice plate. It is appreciated that long lengths of straight pipe are not common in the average pumproom, but it is essential that the flow through the orifice plate is not turbulent. The only way to achieve this is, have a long smooth approach to the orifice plate. The minimum recommended length of straight pipe upstream of the plate is 10 pipe diameters and downstream of the plate, is 5 diameters. Within these distances there should be no bends or obstructions such as valves. The effect of reducing these distances is to considerably reduce the accuracy of the flow metering system. The accuracy of the flowmeter is limited to +I- 15 % and this is easily achieved at high flow rates. However, at low flow rates, an orifice plate type flowmeter rapidly becomes inaccurate such that the accuracy limit of +I- 15 % is reached at about IllOth of the maximum flow. If the orifice plate is not installed with adequate lengths of straight pipe, the effect is to reduce the effective measuring range of the flowmeter and to produce a widely fluctuating signal.

The orifice plate should be mounted in such a position so as to ensure a full pipe at all times, which is usually best achieved in a vertical pipe. The pipeline downstream of the sensor must be arranged to ensure that no siphoning effect is possible. To prevent siphoning in horizontal installations, the discharge line must rise by at least l'xpipe diameter above horizontal centre line. The rise should be so arranged that it is located at least 5x pipe diameters after orifice plate. It must be stressed that if above installation requirements cannot be met, VAF Inst~uments should be consulted for advice. VAF Instruments cannot held be responsible for any flow metering system installed incorrectly or without due consultation.

The orifice plate is installed between the flanges using jointing material of 1.5mm thickness. Two pressure tapping holes :-

are required, one each side of the orifice plate. For pipelines larger than 25mm diameter, it is advisable to weld a threaded boss to the pipeline. For lines less than 25 mm diameter the pipe itself can be drilled and tapped. In both cases, the hole must be threaded for %" BSP. The boss upstream of the orifice plate must be sited 1 pipe diameter from the centre-line of the plate. The boss downstream of the orifice plate must be sited % pipe diameter from the centre-line of the plate. In the case of a vertically rising line, the bosses can be sited at any position on the circumference of the pipe. In a horizontal line, the bosses must be sited on the horizontal centre-line of the pipe.

Reference drawings:

Schematic installation diagram Oilcon Monitor system Mk 6 0806-8035-3 Installation flowmeter Oilcon Monitor System Mk6 0806-8016-3 Dim. drawing ball valve flowmeter kit Oilcon Monitor System Mk6 0806-1041-4

*

SECTION 1

The electronic differential pressure transmitter is a two- wire transmitter which converts the differential pressure developed by the flow sensor into a 4-20mA signal. Select a location for the transmitter that is close to the flow sensor, not exceeding 16 metres and where the ambient temperature will not exceed 90 degrees Celsius nor be less then -40 degrees Celsius. The location should be as free from vibration as possible. The transmitter must be mounted so that the measuring element is vertical. A mounting bracket and U-bolt is supplied to mount the instrument on and is suitable for either pipe or surface mounting. For pipe mounting, the bracket accepts from 30mm up to 60 mm diameter pipe and can be positioned on a horizontal or vertical pipe. The differential pressure sensing lines from the flow sensor are coupled to the transmitter's 3-way manifold using 114" NPTl10 mm couplings which are supplied. The 3-way manifold contains isolating valves and a equalizing valve. The pressure sensing lines must be routed with a minimum gradient of 1 in 10 fall after an initial fall from the pressure tapping points of 300 mm. The lines should be adequately clipped. Two isolating valves are supplied, one end threaded 114" BSP for connection to the ~ i o e . . .

1 DP/i transmitters these items of equipment are certified as 11 1 G EEX iA IIC T4 or T5.

Reminder :

"EEx" equipment in compliance with European standards for potentially explosive atmospheres, "ia" equipment in compliance with specific building rules for intrinsically safe equipment,

"C" equipment for use with gas of the subdivision C "T4 Temp ambient -40°C to +SOT equipment whose surface temperature does not exceed 135°C when used in - an ambient temperature less than 80°C

- The equipment is suitable for areas classified as (Area in which an explosive atmosphere is present continuously or during long periods). AND && (Area in which an explosive atmosphere is likely to occur in normal operating conditions).

NOTE: In hazardous zones with explosion proof requirements the covers must be tightened with at least 7 turns. In hazardous zones with intrinsically safe or non-incendive requirements, the circuit entity parameters and applicable installation procedures must be obsewed. Cable access to wiring connections is obtained by one of the two cable conduit outlets. Conduit threads should be sealed by means of code approved sealing methods. The unused outlet connection should be plugged accordingly. Refer to section 3.3 of this section for further information.

Reference drawings:

Schematic installation diagram Oilcon Monitor System Mk6 0806-8035-3 BuUchead penetration and piping diagram Oilcon Monitor System Mk6 0806-8038-3 Electrical interconnection diagram Oilcon Monitor System Mk6 0806-2030-3 Dimensional drawing dP Transmitter 0899- 1092-3 Connection diagram dP Transmitter type FUJI 08 10-2007-4 Control drawing Oilcon Monitor System Mk6 0806-0005-3

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SECTION 1

3. BULKHEAD PENETRATIONS GENERAL

Great attention has been paid, during the design of the Oilcon monitor, to minimise the number of bulkhead penetrations which must be made and to make the total installation as simple and as straightforward as possible. Nevertheless, there remain two sets of penetrations which must he made.

3.1 SAMPLE PUMP

The requirements for mounting this pump have been detailed in Section 2.1 of this manual

3.2 AIR PIPELINES

The recommended method for making these penetrations is, using a proprietary transit system, for which approvals have been obtained. Such as the Multi Cable Transit system. - I

It is anticipated that the penetrations will usually be made with standard 6 mm and 10 mm pipe provided with a pipe connector at each side. When the Oilcon installation is required to be proven with oil injection, a commissioning engineer must make co~ec t i ons to the air supply line V11, on both sides of the bulkhead. The installers are therefore requested: To make at least the V11 i

bulkhead penetration using a 6 mm pipe connector, one on each side of the bulkhead penetration. Note that these components are outside VAF's normal scope of supply.

Reference drawings: Schematic installation diagram Oilcon Monitor system Mk6 Multi cable transit Oilcon Monitor Svstem Mk6 Bulkhead penetration and piping diagram Oilcon Monitor System Mk6 0806-8038-3 Parts l~st Air supply unit Oilcon Monitor System Mk6 0899-1 258-3

3.3 11s COMMUNICATION CABLE

For general information. the communication cable between the Elecuo Pneumatic Unit and the skid has a nominal 0.5mm2 diameter. 7 cores of 2 twisted nairs with an overall screen. (EG Helkama RFE-HF60V) The communication cable makes use of the same cable transit system as is used for the air pipelines to ease installation of the system.

d BEFORE OPERATION

It is vital to ensure that the equipment supplied exactly meets your needs and that it is certified for a safe use in you?

expected operating conditions. For the components such as the measurement cell and EPU items of equipment are I

certified.

See section 5 for certification standards.

All circuits are connected to the energy limiting circuits within the EPU. These circuits limit the voltage by means redundant zener diodes, all connected to the same earth connection. The current is limited by means of resistors. Each circuit is thermally protected by means of a fuse.

The ratings of the circuits to the measurement cell is such that even in case of an total short circuit of all the circuits together, the energy within that short is still within non-ignitive intrinsically save energy levels (including a safety factor of 1,s) The additional position detection circuits are separated from the circuits to the measurement cell. The EPU contains two other energy limited circuits for connection to the approved Dpll sensors. These circuits are separated from the aforementioned circuits.

SECTION 1

WIRING PROCEDURE

Before making wiring work, be sure to tum OFF the main power, cables, cable glands and plugs certified in accordance with the considered zone must be used. More, whatever the protection mode, only use plugs or cable glands with a protection degree of at least IP 65

be sure that the cable diameter complies with the selected cable gland,

tight the cable gland in accordance with supplier's instructions,

never forget to mount the covers and tighten then correctly.

REPLACEMENT PARTS The replacement of components can only be done by a person trained to act on equipment intended for use in potentially explosive atmospheres. Spare parts must only be genuine parts supplied by VAF Instruments.

During installation there is no need to operate the system and thus to switch the Electro Pneumatic Unit on.

Reference drawings: Schematic installation diagram Oilcon Monitor system Mk6 0806-8035-3 Multi cable transit Oilcon Monitor System Mk6 0806-8037-4 Bulkhead penetration and piping diagram Oilcon Monitor System Mk6 0806-8038-3 Control drawing Oilcon Monitor System Mk6 0806-0005-3

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SECTION 1

4. ELECTRICAL INSTALLATION GENERAL

A ALL CABLES MUST BE OF SUITABLE TYPE FOR THE P U U O S E INTENDED.

All cables should be run on cable trays and should be secured to the tray by clips which will not damage the cable sheathing. Metal clips are not recommended, unless coated with a suitable buffer material such as nylon or PVC. All screened cables should be run on a separate cable tray, if possible. Under all circumstances screened cables must be kept segregated from AC power cables, at a minimum distance of 0.5 metres. All cables passing through bulkheads should be led through an approved gas-tight bulkhead penetratiodgland. To avoid signal fouling due to electro magnetic induction, all braided copper screens on the screened cables should be connected at one end only, in the engine room. All exposed braids should be suitably trimmed and finished so that all braids end inside the cable gland, and no braids should enter into the cabinet.

Make sure the temperature rating of the cables connected to the EPU should at least be 70 "C. The supply cables connected to the EPU should be secured in such a way that no connection can be made with the signal cables For correct installation a suitable isolation switch shall be installed in the supply line as near as possible to the equipment. Maximum fuse current 16A.

Cable terminations for individual conductors should be finished with a pin terminal crimped on the conductor Cables are not supplied by VAF Instruments, unless specifically ordered.

4.1 ELECTRO PNEUMATIC UNIT

P ALL WIRING CONNECTED TO EPU FROM THE HAZARDOUS ZONE MUST BE CONNECTED IN ACCORDANCE WITH DRAWING 0806-0005 IN ORDER TO ENSURE INTRINSICALLY SAFE CIRCUITS REMAIN SAFE

The Electro Pneumatic Unit is of sheet steel conshuction, it is mounted onto a steel frame which carries the pneumatic section of the assembly. It is normally situated in the engine room on the engine roodpumproom bulkhead, opposite the skid mounted in the pumproom.

This unit has both electrical and pneumatic connections, the electrical cables being run through the base of the cabinet to internal connectors. Suitable cable glands are provided for in the base of the cabinet. The pneumatic connections are located in the right hand side of the cabinet mounting plate and are suitable for 6 mm 0.d. and 10 mm 0.d. pipe. Mounting is by means of six holes drilled to accept 8 mm bolts. Should the mounting side selected be subject to excessive vibration, anti-vibration pads or stiffeners should be installed to reduce this to an acceptable level.

4.2 STARTER BOX

The shxter box is used to switch and control the electrical supply to the sample pump motor and contains a relay and thermal relay to protect the pump for overheating. It may be mounted to any suitable location adjacent to the Electro Pneumatic Unit or pump motor. The unit is mounted by four holes which accept 4 mm bolts.

Reference drawings: Schematic installation diagram Oilcon Monitor System Mk6 0806-8035-3 Dimensional drawing motor starter box 0806- 1075-4 Assembly drawing Electro-pneumatic unit 0806-1263-3 Electrical interconnection diagram Oilcon Monitor System Mk6 0806-2030-3 Bulkhead penetration and piping diagram Oilcon Monitor System Mk6 0806-8038-3 Connection diagram motor starter box 0806-20 19-4 Control drawing Oilcon Monitor System Mk6 0806-0005-3

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SECTION 1

5. CONTROL ROOM EQUIPMENT - MAIN CONTROL UNIT

This unit is normally mounted in the cargo control room and may be fitted into an appropriate space in one of the cargo control consoles, or wall mounted via a suitable wall mount box.

The main control unit is suitable for mounting into a 19" rack system

SPEED INPUT

The Main Control Unit is designed to accept a voltage free pulse signal from the ships log or a similar device. Input pulses can be either 100,200 or 400 pulsesM.mile.

OVERBOARDVALVECONTROL

The overboard valve is controlled by the MCU to achieve this the MCU is provided with a double pole switchover relay contact (Discharge control relay) to control the discharge valve operation. The valve feedback signal must be connected to the appropriate input terminal at the back of the MCU.

In case of system failure the AutoMan relay contact can be used to override the MCU command, to switchover to manual operation. The relay contact is controlled by the keyswitch on front of the MCU.

Reference drawings: Dimensional drawing Main Control Unit Electrical interconnection diagram Oilcon Monitor System Mk6

SECTION 1

INSTALLATION CHECKLIST

GENERAL INSTALLATION CHECKS

Is pipework of correct materials and dimensions? Is pipework adequately supported? Does the max distance from furthest sample probe to skid give a system response time of less than 40 seconds? Is pipework free from leaks? Is sample discharge line to slop tank so arranged as to prevent free-fall into the tank? Is loop-seal (or non-rehun valve) of adequate height installed in sample discharge line to slop tank? Is sample pump installed in such a position as to have a positive pressure on the suction side of the pump at all times? Is relative position of sample pump to skid satisfactory? Is relative position of skid to Electro Pneumatic Unit satisfactory? Are sample probes adequately supported and fined with a manual stop valve as well as the pneumatic select valve? Are sample probes located in a vertical section of pipe with the flow upwards or in a horizontal section of pipe with the probe entering from the underside? Are all discharges fitted with a sample probe? Is the positioning of each sample probe at a location upstream of any recirculating line to the slop tank? I

Is sample probe inserted a distance of 114 of the pipe diameter and is probe correctly angled in the direction of the flow? Is capacity of fresh water supply adequate? Is fresh water tank (if installed) made from non-corrosive material of adequate strength? Is fresh water tank (if installed) located a minimum of 6 metres above skid? Is fresh water tank (if installed) fitted with an automatic filling valve of adequate size? Are Electro Pneumatic Unit and starter box mounted correctly? Are all electrical cables supported adequately? Are all signal cables segregated from AC power cables by at least 0.5 metres? Are all cables terminated correctly? Is Main Control Unit mounted correctly? Are all bulkhead penetrations gastight and of a type approved by the Administration? If starting interlock is required, has method been approved by the classification society?

! CHECKS WHEN FLOWMETER AND AUTOMATIC CONTROL IS INSTALLED

Does the flowmeter orifice plate have required minimum 10x pipe diameter upstream and 5x pipe diameter downstream and has it been installed upstream of any recirculating line to the slop tank? Is the orifice plate located in a vertical section of the pipe with an upwards flow? If the orifice plate is located in a horizontal section of pipe, have measures been taken to ensure that the pipe will ! always be full of water, will not be subjected to syphoning and will ensure suffcient back-pressure across the orifice? Is positioning of orifice plate pressure tappings correct at l x pipe diameter upstream and 1/2x pipe diameter downstream of orifice plate? Do the pressure sensing lines from the orifice plate pressure tappings fall continuously to the differential pressure transmitter? Is automatic control of overboard discharge valve(s) and recirculating valve@) installed correctly? A n manual stop valves fitted as required?

SECTION 1

6.3 STARTING INTERLOCK AND/OR OVERBOARD VALVE CONTROL

IMO Resolution A.586(14) entitled:

" Guidelines and specifications for Oil Discharge Monitoring and Control Systems for tankers."

Category A : Tankers of 4,000 DWT and above require a Control Unit. Category B : Tankers of less than 4,000 DWT but more then 150 GRT require a Computing Unit

Whilst the IMO resolution is very specific as to the legal requirements of installation it is of course entirely possible that the owners with vessels classed as 'B' would wish to install a fully automatic system such that on board operation becomes less arduous for the crew

Below is a table designed to enable the installer to recognise which controls will require automatic or manual operation The information is divided into three categories, that of Input, Control and Printout info.

Category A B INPUT

Auto Auto Oil content in ppm Auto Manual Flow rate of discharge Auto Manual Ships speed in knots Auto Auto Date and time Auto Manual Status of overboard control

CONTROL

Auto Manual Starting interlock Auto Manual Overboard discharge control

PRINTOUT INFO

Auto Auto Auto Auto Auto Auto Auto Auto

Oil content in ppm Date and time Instant rate of discharge in VNmile Total quantity of oil discharge

Due to the wide variety of starting interlock and overboard discharee control circuits - - VAF Instruments can bnly give a general concept of how they can be achieved. First the IMO description of each version and then an interpretation of the system layout using the Oilcon Oil Discharge Monitor.

i) Discharge valve control

The definition of an overboard discharge control is given in paragraph 3.3 of the A M ~ X to IMO Resolution A.586 (14) and is as follows:

" An overboard discharge control is a device which automatically initiates the sequence to stop the overboard discharge of the effluent in alarm conditions and prevents the discharge throughout the period the alarm condition prevails. The device may be arranged to close the overboard valves or to stop the relevant pumps, as appropriate."

SECTION 1

ii) Starting interlock

The definition of a starting interlock is given in paragraph 3.4 of the Annex to IMO Resolution AS86 (14) and is as follows:

" A starting interlock is a facility which prevents the initiation of the opening of the discharge valve or the operation of other equivalent arrangements before the monitoring system is fully operational when use of the monitoring system is required by the Convention!'

By its very nature Overboard Discharge Control can be considered a starting interlock, if the overboard valves are controlled from the Main Control Unit. They will only receive a signal to open for discharge when all the input parameters are correct. If so connected as to stop the discharge by use of stopping the relevant pumps, this is not deemed a starting interlock. In this instance a starting interlock could be typically a valve spindle brake.

For an example of an overboard control circuit by use of interlocking overboard and slop tank return valves see Drg 0806- 5019-4. Tbis also incorporates a starting interlock.

I

VAF Instruments advise that prior consultation is made with the classification society surveyor in each case to ensure that the anangement will be acceptable both as to the operation and with regard to safety.

6.4 PIPEWORK RESPONSE TIME CALULATION

MARPOL regulations require that taking into consideration the length of sampling piping, the overall response time is as short as possible, and in any case not more than 40 seconds.

It is therefore necessary to place a restriction on the length of sample pipe from the probe to the detector cell.

The maximum length of sample pipe permissible can be calculated as follows:

Total response time Monitor response time Sample response time

T1= 40 sec (max) T2 = 4 seconds T3=T1-T2=36sec

Maximum length of sample pipe (in this example sample pipe O.D. 15 mm, thickness of pipe lmm):

LM-= T3 x Q where : T3 = Sample response time (sec) A x 6 0 x 6 0 Q = Sample flowrate (m3/h)

A = Internal area of sample pipe (ma)

Since internal area of pipe And the sample flowrate

Therefore:

6.5 FINAL CHECK

Has completed system been inspected as a whole with regard to safety?

SECTION 1

Ovenriew Installalion C b c k Ref. VAF Instruments Drawings - 0806-2029

Cahk Cmuection & a h Cmhl Wt - 0806-203

A. MmPower Supply Connection Cable supphiby VAF Instmnents. B. Screen and Temlon Clamp (see Pictun no. 2) C. Communication cable. (se-e Pictare no. 3)

Sen en and Tension clamp - Cabk must be s m d to point D - Stripped Cable must be inserted in cla - Cable must by tlghtenedby using scrr

Imp !WE

SECTION 1

F

F. Communication Cable Connection M C U d E P U

Cable specifications. 2x2~03 mml(2d Individual screened)

Cable Cmmctlon D c t r h -hwnaUc Unit Ref.. VAF Dramg - 0806-2030 - 08060005-3 - 08060005-4

G. Power supply cable IC-07 H. ~omrn&-&oncable IC-03 I . Starter Box Sample Pump cable IC-06 J. Connection cable EPU->Skid IC-02 K. Ovelboard Flowmeter #1 IC-04 (fapplicabls) L OvelboardFlowmetertf2 ICOS (if applicable)

SECTION 1

All cah le connections to EPU and Connection Box - Strip Cdbh - Guide striped cable through synthetic insert M. - Fold scnenbackmr synthetic k c l t M - Insert syrdhetic insert M in cable gland N. - Tighten gland nut 0.

SECTION 1

CtND

GND

Picture no. 8 and 9: Intrinsicany safe C t m d points, masmmnt cell and EPU Refer to drawing 0806-0005.

GND

Picture no. 10: Single phase Power supp$ pund EPU

SECTION 1

P. Power Supply Sample Pump to Starter Box IC-Og Q. Power Supply Sample Pump from Starter Box IC09 R. Power Supply Sample Pump IC09 S. 24VDc Start signal IC06 (see picture no. 4 Item I) T. Connection Cable EPU->Skid ICO2 (see picture no. 4 Item J)

( C a b Item T must be mtalhd acmdmg instructions page 3)

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SECTION 1

SECTION 1

Water a d Airlirm romxtiom Sldd Ref.: VAF Instnunents drawing - m06-1261 - 0806-1263 - 0806-8038

iB tC iD AA Flssh waterMet BB Sample Pump InIet CC Sampk Inlet from Sample Bahe DD Sample Pump Outlet EE Airline f m solenoid V12 FF Sample Outlet to SbpTank GG Airline f m sok?noid Vl 1 HH Airline Rnm solenoid V10

System settings.

Picture no. 21 Fresh water regulator I1 Water pressure set knob set pressure to 1,s bar KK Fresh water filter

SECTION 1

Picture no. 22 Air supply regulator LL Set pressure to 4 bar minimum

Picture no. 23 Starter Box MM. Trip level setting

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SECTION 1

8.0 DRAWING REFERENCE LIST

Refer to drawings located in Section 7 of this manual.

Description:

Control drawing Ball Valve flow meter kit Mark 6 Motor Starter box Mark 6 - dimensions Sample pumplmotor Mark 6 - dimensions Sample Valve Mark 6 Sample pumplmotor Mark 6 - part list Skid Ballast Monitor Mark 6 Electm Pneumatic Unit Mark 6 Main Control Unit Mark 6 Sampling probe Mark 6 Motor Starter box Mark 6 -part list Isolating valve Mark 6 -parts list Measurement Cell Mark 6 Basic Spare parts kit Mark 6 Grab cock and injection point Mark 6 Light Scatter Cell Mark 6 Connection diagram motor starter box Mark 6 Connection diagram Mark 6 with cable gland sizes Electrical connection diagram Mark 6 Logic diagram overboard valve control Mark 6 Schematic diagram Mark 6 Installation flowmeter Mark 6 ABS Installation req's fresh water supply line Ballast Monitor Mark 6 Schematic Installation diagram Ballast Monitor Mark 6 Multi Cable Transit box Mark 6 Bulkhead penetration and piping diagram Mark 6 Schematic pipe arrangement skid Mark 6 Cable termination instruction Mark 6 Paper path printer Mark 6 Front panel MCU Mark 6 Connection diagram dP1I transmitter type Fuji Mark 6 Part list Window Wash pump Mark 6 Dimensional drawing dPA transmitter with bracket Mark 6 Parts list dpil transmitter Mark 6 Pressure reducing valve Mark 6 Air supply units Mark 6

Drawing number:

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SECTION 1

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SECTION 2

OIL DISCHARGE MONITORING & CONTROL SYSTEM

SYSTEM CONFIGURATION

SECTION 2

1.1 In order to configure the Oilcon Mark 6 MCU to the ships specific requirements it is necessary to enter the configuration mode of the unit.

1.2 Prior to entering this mode the operator must familiarise themselves with the system and also the following information themajority of which can be located on the vessels IOPP certificate:

1 Ships Deadweight 2 Status of ship 3 How many sampling points are fitted on the vessel and the denomination of each 4 Max range of flowmeters ( if fitted) 5 Pulses per nautical mile of Ships speed log input ( if fitted)

1.3 To enter the configuration mode follow the steps below: 1.3.1 Switch off all power to the MCU. (AC and DC) 1.3.2 Remove the Front Panel (Keyboard) from the MCU 1.3.3 Put the Configuration Link in the position as per picture below. (The PCB is mounted on the rear of the Front

Panel) 1.3.4 Switch on the power to the MCU. I

1.3.5 Enter the data according the requests on the screen 1.3.6 AAer finishing the Configuration. remove the Configuration Link without switching off the power. 1.3.7 The screen will display all values entered before the system return to the normal mode of operation.

a a = NORMAL MODE

0

0 a = CONFIG MODE

\ /configuration link

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SECTION 2

ange 1 ..32000 T h ischarge Monitoring and Control System iffitted

ress 'CHANGE' or 'ENTER'

Action : "CHANGE L

ange 1..32000 T h

ype 'NUMBER' and press 'ENTER'

Action : Type in 40000 and "ENTER" 7 <

ange 1 ..32000 T h ust be entered.


Action : "ENTER" 4

ARNING: Input out of range !

ress 'CLEAR'

Action : "CLEAR"

ange 1 ..32000 T h 01 connected to the ODME system.lfa value of3500 is nteredfor example. Now correct value h a been entered

ype 'NUMBER and press 'ENTER'

Action: Type in value 3500 and "ENTER"

ype 'CHANGE' or 'ENTER' I l

6

Action : "ENTER"

ange 1..32000 T h

ype 'CHANGE' or 'ENTER'

Action : "ENTER"

Range 1 ..32000 T h Value is now entered proceed to nexf input parameter

,field.

>

SECTION 2

owmetering unit connected to the ODME system. I f orrect proceed to next inputparameterjield. IF I

8

I I I I Action : "ENTER

axflow Flowmeter 1 at 20mA: 3500 T h ange 1..32000 T/hr

9 k - f ac to r of Shim log: 200 olnm I 1 Value entered is the input in ~ulser/nautical mile from I

This is set up ofsecondflowmetering unit in the system($ installed). Set up is steps 2 through 5. With a maxflow of verboard discharge flow through the second

essels speed log (ifinstalled). Normal values are either 00 or 400. Actions "CLEAR': "CHANGE" and I

"ENTER"function the same as above steps. Here a value IS entered. I f correct value has been enteredyou I kf200 . I

I

Action : "ENTER"

10 h a 1 Ships volume: XKYXkTon 1 7

in kilo tons. In other words ifdeadweight is 45,000 to hen a value of45 must be entered in this area. I I

Action: 'ENTER'

ew ship = 0 ld ship = 1 ress 'CHANGE' or 'ENTER'

Action: 'ENTER' 12

Value to be entered in k ' area is either I or 0 bared upon OPP cert~jkate Item 1.7 I

umber of Sample Points: X Value to be entered in k' area is based upon number of samplingpoints instolled on this particular vessel


Action: 'ENTER' I I

I

Action: 'ENTER'

NOTE : For CledSeg ballast operation, the system must be configured such that the highest numeric sample point available on the system (2 or 6 depending upon type of system delivered) must have the name clean ballast entered in the next step.

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SECTION 2

14

..stbd high 4..stbd low 6..clean ballast ress 'CHANGE' or 'ENTER'

I Action: 'ENTER'


omination of each particular sample point number. Eg if

hen value 5 must be entered.

omination of each particular sample point number. Eg if

hen value 1 must be entered ... and so on

Repeat step 15 for all 6 sample point options. The Software of the unit is capable of driving up to six sample points, but the hardware may not be configured for six valves. No value needs to be entered in this case

NOTE: The highest available sample point installed must be called "CLEAN BALLAST" for the unit to enable the 15ppm alarm monitoring capability.

If jumper is removed (without removing power) now or at any stage of configuration and "ENTER" is pressed unit will revert to Normal "Stand-by Mode" display. However if "ENTER" is pressed once again with jumper still in place, the unit will scroll back to configuration mode Nol.

Normal "STAND-BY MODE" screen:

"Oilcon" Oil discharge Monitor VAF INSTRUMENTS

Setup: "9 V N corn: C pos: C

SETTING FLOW THROUGH THE SKID rq

During forward flush or sample, by pressing the scroll button, the MCU will display the flowrate of flush or sample water passing through the skid. By adjusting the needle valve on the outlet side of the measurement cell, the flow rate can be adjusted. Nominal flow should be between 450 and 550 litres per hour. The "No-Flow" alarm is activated at flows less than 100 1ih.e~ per hour.

SECTION 3


DETAILS OF MAJOR COMPONENTS OF THE SYSTEM

CONTENTS

1 INTRODUCTION 1 .I INTRODUCTION GENERAL 1.2 SAFETY ASPECTS

2 GENERAL INFORMATION 2.1 TECHNICAL SPECIFICATION 2.2 REFERENCE TABLE OF PRODUCTS WHICH MAY BE MEASURED

3 SYSTEM DESCRIPTION 3.1 OIL DISCHARGE MONITOR 3.2 PRINCIPLE OF OPERATION 3.3 SAMPLING SYSTEM ARRANGEMENT 3.4 SYSTEM OPERATION

4 OPERATION 4.1 MODES OF OPERATION 4.2 OPERATING INSTRUCTIONS 4.3 MISCELLANEOUS 4.4 ALARMS 4.5 SYSTEM FAILURE

5 FAULT FINDING 5.1 FAULT FINDING GUIDE 5.2 CALIBRATION ALARMS 5.3 SYSTEM ALARMS 5.4 POWER SUPPLY PROBLEMS 5.5 AIR SUPPLY PROBLEMS 5.6 SOLENOID VALVE PROBLEMS 5.7 PNEUMATIC VALVE PROBLEMS 5.8 WINDOW WASH PUMP PROBLEMS 5.9 SAMPLE PUMP PROBLEMS 5.10 DIFFERENTIAL PRESSURE TRANSMITTER PROBLEMS

6 MAINTENANCE 6.1 MAINTENANCE GENERAL 6.2 ROUTINE MAINTENANCE 6.3 PRINTER 6.4 DETECTOR CELL 6.5 WINDOW WASH PUMP 6.6 SKID SHUTTLE VALVE 6.7 2-WAY PNEUMATIC VALVES 6.8 SAMPLE PUMP 6.9 DIFFERENTIAL PRESSURE TRANSMITTER 6.10 SPARE PARTS

7 REFERENCE DRAWINGS

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SECTION 3

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SECTION 3

1. INTRODUCTION

1.1 INTRODUCTION GENERAL

The Oil Discharge Monitoring & Control System is used for monitoring and controlling the discharge of dirty ballast water overboard. The system comprises the following main components:

- Oilcon Oil Discharge Monitor; - Flow meter system.

The purpose of the Oil Discharge Monitor is to calculate and record:

- the instantaneous rate of discharge of oil, in litres per nautical mile; - the total quantity of oil discharge into the sea on each voyage; - and also to control the ship's overboard discharge system as necessary to reduce

the possibility of discharging excessively oily water.

This section of the manual contains important and essential inshuctions for handling, operation and maintenance of the Oilcon Oil Discharge Monitor System, it should be studied carefully before actually commencing any operation or work

For installation details or ships particulars please refer to other relevant sections within this manual.

1.2 SAFETY ASPECTS

We have ensured in so far as reasonable practical that the equipment has been designed and constructed to be safe and without risk to health when properly used. Provided that the recommendations contained in this manual are carefully adhered to, we can not foresee circumstances where the equipment will present a health or safety hazard.

- Make sure that all safety requirements are met before starting any maintenance work. - Use adequate personal protection where necessary. - Use adequate tools to perform the work. - Do not assemble or disassemble electrical equipment or remove or install printed circuit boards with power switched

ON. - Handle printed circuit boards with CMOS components according the correct procedures for such components to

prevent any damage due to electrostatic discharges. - Use cleaning solvents in a well ventilated place. Avoid breathing fumes. Keep away from open tire. Do not use

solvents on plastic componentslparts.

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SECTION 3

2 GENRAL INFORMATION

2.1 TECHNICAL SPECIFICATION

2.1.1 GENERAL

Range Type of oils Accuracy

Response time Zero noise Response to oils

Sensitivity to solids

Fouling Alarm adjustment Sample points

2.1.2 Main Control Unit

Elecmcal supply Emergency supply Power consumption Input sienals Ships log Discharge feedback Outuut sienals Discharge control AutoMan control External alarm Seg Ballast alarm: Ambient temperature Hunidity range Mounting Wiring supply Wiring output Wiring input Installation category Pollution degree Ventilation requirements

0 - 1000 ppm in accordance with type approval certificate in accordance with IMO Resolution A.586 (14), the system response is within the accuracy specified. less than 20 seconds, in accordance with IMO Resolution A.586 (14) less than 2 ppm in accordance with 1MO Resolution A.586 (14), the system response is within the accuracy specified. in accordance with IMO Resolution A.586 (14), the system response is within the accuracy specified. in accordance with IMO Resolution A.586 (14). 0 - 1000 ppm. 2 standard, (option 6 maximum)

1151230 VAC 50160 Hz 24VDC, 1A 20 Wan

100,200, or 400 plnm, rating 5 mA nc contact, rating 2.2 mA

nolnc contact, rating 250 VAC - 5 A or 30 VDC - 5 A nolnc contact, rating 250 VAC - 5 A or 30 VDC - 5 A nolnc contact, rating 250 VAC - 5 A or 30 VDC - 5 A nolnc contact, rating 250 VAC - 5 A or 30 M C - 5 A -20. ..+55"C 0-95% RH Panel mounting, see drawing 0806-1264 for dimensions IEC Socket with 3 core (0.75mm2) PVC cable 0.2 - 2.5 m d 0.2 - 2.5 mm2 I1 I acc. to IEC 664 no special requirements

,

SECTION 3

2.1.3 Electro Pneumatic Unit

Electrical supply Power consumption Air supply

Outout simals Communication Pump s td s top signal Pneumatic supply Ambient temperature Humidity range Protection class Mounting Cable connections

Power supply Communication to MCU Pump stadstop Flow meters 1,2 Skid Wiring supply Wiring output Wiring input Installation category Pollution degree Ventilation requirements

2.1.4 Skid

Sample flow rate Sample inlet pressure Water temperature range Fresh water supply

Ambient temperature Hunidity range Protection class Mounting Connections Fresh water and sample water Air to valves Air to pneumatic pump Cable to EPU Wiring

: 1 151230 VAC 50160 Hz : 60 Watt : 4 .. 7 bar, dry clean air f400kPa ... 700kPa )

m a . consumption 50 Vmin average consumption 6 Vmin

: RS4221485 to MCU : 24 Vdc, ..mA to Sample pump Starter relay : 4 bar to SKID and Sample valve : -2O...+55T : 0-95% RH : IP 65 : Wall mounting, see drawing 0806-1263 for dimensions

See drawing 0806-2029-4 for options M20 x 1,5 cable dia. 6-12 mm standard M20 x 1,5 cable dia. 6-12 mm standard M20 x 1,s cable dia. 6-12 mm standard & M20 x 1.5 cable dia. 10-14 mm M20 x 1,5 cable dia. 6-12 mm standard M20 x 1,5 cable dia. 10-14 mm standard 0.2 - 2.5 mm2 0.2 - 2.5 mm2 0.5 - 4 mm2 I1 I1 acc. To IEC 664 no special requirements

between 450 and 550 Vb 3 bar (nom), 6 bar ( m a ) {300kPanom,600kPa m a ) 10 "C - 65°C. in accordance with IMO Resolution A.586(14) 6 bar (ma) , 3 bar (nom) (300kPa nom, 600kPa max) max. consumption 8 Vmin average consumption 0.13 Vmin -20.. .+55"C 0-95% RH IP 65 Wall mounting, see drawing 0806-1261 for dimensions

: 15mm tube coupling : 6 mm tube coupling : 8 mm tube coupling : M20 x 1.5 cable dia. 10-14 mm : 0.2 -2.5 mm2

2.1.5 Sample pump

Electrical supply

Power consumption Isolation class Protection class Mounting Connections sample water Cable Wiring

: 3 phase 380-420 VAC, 50Hz, 3 phase 440-480 VAC, 60 Hz

: 13OOWan : F, IEC 34-1 : IP 55 : Wall mounting, see drawing 0806-1261 for dimensions

: 15mm tube coupling : M20 x 1,5 cable dia. 10-14 mm : 0.2 -2.5 mm2

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SECTION 3

2.2 REFERENCE TABLE OF PRODUCTS WHICH MAY BE MEASURED.

ANNEX I1 CHEMICALS

Range number Chemical

0 Arabian Light

1 Light Crude Oil

2 Medium Crude Oil

3 Heavy Crude Oil

4 Residual Fuel

5 Diesel Fuel Oil, MDO

6 Kerosine

7 Automotive Gasoline

8 Parafin

9 Cyclohexane Methylcyclohexane

10 Cyclohexene

1 I Cyclopentane Cyclopentene

12 Ethylcyclohexane

13 Hexene (all isomers)

14 Octane (all isomers)

15 Nonane (all isomers)

16 pCymene

17 Pentane (all isomers)

18 Toluene

19 Xylene

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SECTION 3

/

SECTION 3

3 SYSTEM DESCRIPTION

3.1 OILCON OIL DISCHARGE MONITOR

The Oilcon Oil Discharge Monitor continuously samples the ballast water being discharged overboard and measures the oil content and controls the discharge of the ballast water and plays therefore, a central role in the Oil Discharge Monitor and Control System. A schematic arrangement of the entire Oil Discharge Monitoring and Control System (ODME) is shown in drawing 0806- 8035-3. The Oilcon Oil Discharge Monitor comprises the elements labelled as: Skid, Electro Pneumatic Unit, Starter box, Sample pump and Main Control Unit.

3.1.1 MAIN CONTROL UNIT

See drawing. 0806- 1264-3

The Main Control Unit (MCU) is the central part of the ODME system and is designed for mounting in the cargo control console (19' rack). Its function is to compute and record:

- the instantaneous rate of discharged oil, in litres per nautical mile; - the total quantity of oil discharged into the sea on each voyage; - to control the ships overboard discharge system.

It receives the following input signals: - ships speed in knots; - overboard valve position; - oil content ofballast water in ppm; * - rate of discharge of ballast water in tonnes per hour. *

Inputs marked * are received from the Electm Pneumatic Unit via a serial data link.

The MCU processes these inputs and records and displays all the necessary information: - time and date (UTC) (29/10/95 12:15); - autoimanual mode ( CONC ppm A/M); - status of operational mode ( MODE SAMPLE); - instantaneous oil content ( CONc P P ~ ) ; - rate of discharge (FLOW Th); - ships speed (SPEED kts); - instantaneous rate of discharge of oil ( DISCH hm); -total quantity of oil discharged ( TOTOIL I); - status of discharge ( V/V C0M:C P0S:C); - sampling point selected ( SAMP.PNT I); - type of oil ( OIL: 12).

The data is displayed on a LCD display and is also printed on paper at 10 min. intervals. Control of the MCU is through a keyboard. The MCU also displays a number of pages with information according to the operator's instructions. The various pages are designed to help the operator to control the ODME system and to give a wide range of information.

P

SECTION 3

3.1.6 SKID ASSEMBLY

See drawing. 0806-1261-3

The Skid Assembly contains the necessary items to handle the sampled ballast water and to measure the oil content. In the Skid Assembly there is a pneumatically operated shuttle valve, (4) and a window wash pump (I).

The shuttle valve selects between fresh water, forward or backward flush and sample water

Also contained within the Skid Assembly is the detector cell which contains the electronic sensing system to determine oil content. On the left hand side of the Skid Assembly is the Window Wash pump (1). This is a pneumatically operated pump which provides a 10 to 1 pressure boost to the window flushing water. Also included in the Skid Assembly is a flow setting valve (3). which sets a back pressure on the Sample pump and a magnetic flowsensor (2) to determine flow through the Skid Assembly. I

The Skid Assembly is normally mounted in the pumproom opposite the EPU on the engine room side of the bulkhead.

3.1.7 FLOW METER SYSTEM

The flow metering system is shown in drawing. 0806-8016-3 The flow of water through the orifice plate causes a pressure difference across the plate. This differential pressure is converted into a mA signal and transmitted to the EPU by the dP/I transmitter.

The manifold valve block fitted to the differential pressure transmitter, has three shut-off valves. The two outer valves are for blocking off the pressure sensing lines from the sensor. The centre valve serves as equalizing valve to balance the pressure at both sides of the transmitter.

3.1.8 SAMPLE PROBE VALVE ASSEMBLY

See drawings 0806-1265-4,0806-1077-4 and 0806-1268-4

For taking a representative sample of the ballast water to measure the oil level content a sample probe valve assembly is provided for. It comprises :

- a probe, for penetration in the selected discharge line;

- a gate valve, for manual closure upon completion of monitoring;

- a pneumatic valve, for remote selection of the discharge line, so the line can be changed whilst the monitor is in operation.

SECTION 3

3.1.2 ELECTRO PNEUMATIC UNIT


The Electro Pneumatic Unit (EPU) contains the control electronics and the solenoid valves to switch the pneumatic signals. It also contains the Zener barriers for the input signals from the flowmeter(s), flowswitch and measurement cell. There is a single electronic card installed, and a power supply in the cover of the upper section of the cabinet.

The EPU is designed for mounting in the engine room opposite the Skid on the engine roondpumproom bulkhead or in another suitable location.

3.1.2 IIS COMMUNICATION CABLE

The engine room mounted EPU is connected to the pumproom mounted detector cell located within the Skid Assembly via an intrinsically Safe communication cable. The cable carries the following signals from the skid:

a) Oil content signals generated by the detector cell. b) flow rate of sample water c) LED feedback signal

3.1.4 STARTER BOX


The control of the Sample pumpmotor is from the EPU via the Starter box. This unit contains a relay to switch the 3-phase supply to the pumpmotor and a thermal trip to protect the pumpmotor. It also has a main switch to isolate the pumpmotor from the 3 -phase supply in case of maintenance. Location for the Starter box is the engine room in the convenience of the Sample pumpmotor.

3.1.5 PUMPIMOTOR ASSEMBLY


The PumplMotor Assembly comprises a high-shear vortex pump, a gas tight bulkhead seal and a motor. The pump provides a degree of sample water conditioning as the shearing effect tends to produce dmplets of oil of roughly similar size. The pump has a mechanical seal to provide sealing on the shaft. This shaft fits directly on the motor shaft and are inter-connected by a spline. The shaft passes through a bulkhead seal, which consists of a number of rubber lip-seals which are oil lubricated to form a gas tight seal. The motor is directly bolted to the bulkhead seal. The motor is suitable for 380 V or 440 Vat 50 Hz or 60 Hz, runs at 2850 or 3420 rpm respectively and is constructed to IP55 and isolation Class F, IEC 34- 1.

SECTION 3

3.2 PRINCIPLE OF OPERATION

The measurement technique used in the Oilcon Oil Discharge Monitor is based on scattered light. The sample of discharge water passes through a detector cell while light enters and leaves the measurement area of the cell. The sample flow is at right angles to the optical path. When no particles or oil droplets are present in the water, light can pass straight through the cell (Direct beam). When oil is present in the form of a homogeneous mixture, light is scattered at different angles (Scatter beam). The intensity of scattered light at a specific angle depends on the density of oil droplets and upon their particle size relative to the wavelength of radiation. The intensity of light of the direct beam decreases logarithmically with increasing oil concentration, while the scatter beam increases linearly but passes through a maximum before decreasing

* logarithmically, see drawing. 0806-1622. The maximum occurs because of the increase in attenuation blocking out the scattered light at high concentrations. The variation of light refraction by oil droplets only is quite different to that refracted when solid contaminants are also present and this fact can be used to obtain an accurate indication of oil content whilst disregarding solid particles up to a point.

The light source used in the Oilcon Oil Discharge Monitor is a near infra red diode which is operated in the pulsed mode so that the average power dissipation is very low, although the intensity is high. The light signal is processed and transmitted along a communication cable from the detector cell to the EPU where the three detection signals are used to compute the oil concentration levels present in the sample passing through the detector cell.

The response in the optical detection is instantaneous and most of the delays when reading oil levels lie in the sampling pipework. High velocity, short sampling length and minimum pipework bends give fast response times. During periods of inactivity the pipework may become fouled and when the system is started up, erroneous readings could occur as oil is stripped from the pipework. Automatic sequential control of forward and backward flushing at start up and shut down of the monitor prevents erroneous readings and keeps the sampling lines clean. This also ensures reliable stad up, minimises system deterioration and ensures that the pipework is left in clean condition prior to the next use of the monitor. At the end of the start up flushing cycle a system zero check is performed, this automatic zero setting compensates for any small deposits on the cell windows. The window wash pump cleans the cell windows at regular intervals.

All operating conhols and system alarms are situated on the MCU. Manual system flush and window wash conhols are available to make these two operations possible at any time. With the exception of selecting the sample point and the oil type, the system works automatically once sampling has been initiated. The oil level together with the discharge flow rate and ships speed are input to the MCU to give a permanent record of oil discharged overboard. Both calibration alarms and operational a l m s are provided and the alarm philosophy employed follows normal marine practice. When a fault occurs, both audible and visual alarms are activated. The audible alarm can be silenced by fault acceptance but the visual alarm cannot be extinguished. It is only after the fault has been rectified that the visual alarm is extinguished. Should a second alarm occur during this sequence, both audible and the visual alarms would be reactivated.

SECTION 3

3.3 SAMPLING SYSTEM ARRANGEMENT

A suggested installation configuration of the ODME system is given in drawing. 0806-8035-3. Up to 6 sampling points can be catered for, although most ships will have much less than this. The total number of valves that are contained in the system is depending on the particular configuration on the ship.

The sample point is selected from the MCU in the Ships Cargo Control Room; this causes the selected valve to open When the system is in Sample mode, water is drawn from the sample point by the sample pump, passed through the detector cell and then discharged to the slop tank or discharged overboard, depending on the installation.

The accuracy of the monitor is improved by the use of a flushing sequence before sampling commences, at intervals during sampling and when the system is shut down after use. All the flushing sequences are carried out automatically by the system. The flushing sequences serve three purposes: - to clean the pipework; -to keep the detector cell windows clean, which keeps the optical path un-obscured and to perform a zero check every time a flush sequence is activated. The flushing sequences can be operated manually from the MCU, if required.

The Skid Assembly, see drawing. 0806-1261-3, contains a pneumatically operated shuttle valve, which facilitates the forward flush and backward flush. During the automatic flushing sequences on start up, and on shut down, the valve ' activates to flush all the pipework using the 'esh water supply and sequentially selects between backward and forward flush. When the manual flush is operated, valve activates to allow fresh water into the system and an additional zero check is performed.

Every three minutes during sampling, an automatic cleaning of the windows in the detector cell is canied out. A pneumatic pump mounted in the Skid Assembly supplies high pressure fresh water which is sprayed across each window. It will be noticed that the window wash sequence is indicated on the MCU by "MODE SAMPLE WW'.

The use of fresh water for these sequences means that it is important, for correct operation of the ODME system, that an un-interrupted supply of fresh water is available. The fresh water used must be free of any contaminants.

The typical installation in drawing. 0806-8035-3 shows a number of manual valves. These are used for isolation of the system for maintenance purposes. The valves are:

a) fresh water pressure reducing / isolator valve; b) sample discharge valve skid; d) isolation valve to slop tank

* YARD SUPPLY* (usually a non-return valve as the slop tank will have pressure due to Inert Gas system); e) sample grab cock mounted on the sample pump discharge. f) injection point ( for onboard calibration by Approved Service Engineer)

Note: There is an unmarked valve inside the Skid Assembly on the outlet side of the measurement cell.. This valve is used to provide back pressure for the sample pump. If the valve is open fully, there will be little or no back pressure on the pump, so the pump could cavitate and this would cause erroneous reading of oil content. The correct setting for the valve is almost closed; in this position the pump discharge will be in the region of 450 -550 litres per hour. The flow can be checked by pressing "SCROLL" on the MCU during either forward flush or sample modes which will then temporarily display the flowrate. A precise setting of the valve is not necessaly.

SECTION 3

3.4 SYSTEM OPERATION

Operation of the ODME system is controlled from, and recorded by the MCU. A diagrammatic representation of the control panel of the MCU, as fitted in the Cargo Control Room, is given in drawing. 0806-1264-3. The MCU control panel contains the following:

(i) LCD Display

-acts as the major interface between machine and operator, and displays all relevant information;

ddlmmlyy hh:mm SAMP.PNT 1 MODE SAMPLE CONC ppm M DISCH Ilnm FLOW Tlh M TOT.OIL I SPEED kts M V N C0M:C P0S:C 0IL:I

(ii) Control switch

- "Off' - the display is blanked and the MCU goes to a quiescent state where the only active electronic circuit is the battery backed clocklcalendar;

Note: do not attempt to service the equipment in this mode, see Maintenance section 6;

- "Control Unit" - (CTRL) in this position the MCU is in the normal operational mode, automatically controlling the ballast discharge system if automatic control is fitted;

- "Console" - (CNSL) in this position the MCU is in normal operational mode but manual control of the ballast discharge system is provided from the cargo console;

(iii) Keyboard

-the operator can communicate with the equipment by using the keyboard. All inputs from the keyboard are displayed on the LCD display. The keys are as follows;

- [WINDOW WASH] initiate a manual Window Wash; - [FLUSH] initiate a manual Flush and calibration check; - [STOP MONITOR] stop operation; - [ALARM RESET] silences the audible alarm and displays the cause of the alarm situation; - [SCROLL] display the next page; - [CHANGE] change a system setting; - [CLEAR] clear the value of a display setting; - [ENTER] enter a system setting; -['I select Set Up when in Standby mode, or select Sample when in Idle mode; - [ ? I enter the Help mode; - [ DARK] reduces the brightness of display back-lighting - [ BRl(iHT] increases the brightness of d~splay back-lighting - the numeric key's are used to enter the numeric values for the system settings.

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(iv) Printer

NOTE According to the Regulations a printed record of the entire ballast water discharge operation must be kept on board the vessel for at least 3 years.

The printer in the MCU provides a printout at the following intervals; - at the start and at the end of the deballasting operation; - at ten minutes intervals (or less, if set by the operator); - at the occurrence of any alarm; - if automatic or manual mode is selected; - any fault of out of range inputs h m the transducers; - if any of the system settings is changed; - if the front panel key-switch is operated; - if the discharge rate changes by more than 10 Unm. -if an alarm situation is cleared

During normal operation, the data printed will be shown on the display. Each time a printout takes place an appropriate message is printed at the top of the printout to explain why the printout has occurred. The message takes the form;

During normal operation, the data printed will be shown on the display. Each time a printout takes place an appropriate message is printed at the top of the printout to explain why the printout occurred. The messages can take any of the following forms;

- ALARM PRINTOUT: - TIME INTERVAL REPORT : - CONSOLE MODE REPORT : - MANUAL DATA ENTERED : - DISCHARGE VALVE OPEN : - DISCHARGE PROHIBITED:

Examples of printouts:

Printout generated at the end of SET UP mode;

CONTROL MODE REPORT 04/05/02 12;50 UTC A OIL CONTENT : 0 PPM A SHIP SPEED : 11 KNOTS A FLOW RATE : 123 TIHR DISCHARGE RATE : 0 WNM OIL DISCHARGED : 22 L SAMPLE VALVE NO. : 1 OIL TYPE : 1 COMMAND : CLOSED STATUS : CLOSED

DATA ENTRY PARAMETERS PRINT INTERVAL : 10 MINS DISCHARGE LIMIT : 30 LDIM TOTAL OIL LIMIT : 850L SAMPLE VALVE NO. : 1 RESET DISCHARGE : NO DISCHARGE PROHIBITED

- DISCHARGE RATE INCREASING : -CONTROL MODE REPORT : - MANUAL TO AUTO CHANGE : - OIL TYPE CHANGE : - DISCHARGE VALVE CLOSED :

SECTION 3

Printout generated during normal operation;

TIME INTERVAL REPORT 04105102 l3:l5 UTC A OIL CONTENT A SHlP SPEED A FLOW RATE DISCHARGE RATE OIL DISCHARGED SAMPLE VALVE NO. : OIL TYPE COMMAND STATUS

188 PPM 11 KNOTS 375 TMR 6 L/NM 22 L I I OPEN OPEN

Printout generated in case of an alann for example an oil level alarm.

ALARM PRINTOUT UTC 11:28 16/01/96 04/05/02 13:45 UTC A OIL CONTENT : 940 PPM A SHIP SPEED : 11 KNOTS A FLOW RATE : 375 TMR DISCHARGERATE : 32 LMM OIL DISCHARGED : 3 9 L SAMPLE VALVE NO. : 1 OIL TYPE : 1 COMMAND : CLOSED STATUS : CLOSED THE FOLLOWING ALARMS HAVE OCCURED: DISCHARGE RATE OVER SET LEVEL.

Printout generated in case of an alarm situation being cleared.

ALARM PRINTOUT 04/05/02 13:02 UTC A OIL CONTENT : 902 PPM A SHIP SPEED : 11 KNOTS A FLOW RATE : 175TMR DISCHARGERATE : 14 L N M OIL DISCHARGED : 40 L SAMPLE VALVE NO. : I OIL TYPE : I COMMAND : OPEN STATUS : OPEN THE FOLLOWING ALARMS HAVE BEEN CLEARED: OIL CONTENT OVER SET LEVEL.

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Printout generated at end of SET UP mode for a clean ballast discharge

CONTROL MODE REPORT 05/05/02 12;50 UTC A OIL CONTENT : 0 PPM A SHIP SPEED : - KNOTS A FLOW RATE : --- TIHR CLEAN BALLAST DISCHARGE SAMPLE VALVE NO. : 2 # OIL TYPE : 1 COMMAND : CLOSED STATUS : CLOSED

(or 6 see Section 2, items 14, 15)

DATA ENTRY PARAMETERS PRINT INTERVAL : 10 MINS DISCHARGE LIMIT : 30 LMM TOTAL OIL LIMIT : 850 L SAMPLE VALVE NO. : 2 # RESET DISCHARGE : NO DISCHARGE PROHIBITED

Printout generated during normal clean ballast discharge operation;

TIME INTERVAL REPORT 04/05/02 13:15 UTC A OIL CONTENT : 10 PPM A SHIP SPEED : -- KNOTS A FLOW RATE : -T/HR CLEAN BALLAST DISCHARGE SAMPLE VALVE NO. : 2 # OIL TYPE : I COMMAND : OPEN STATUS : OPEN

Printout generated during alarm of clean ballast discharge operation;

TIME INTERVAL REPORT 04/05/02 13: 15 UTC A OIL CONTENT : 20 PPM A SHIP SPEED : -- KNOTS A FLOW RATE : --- TIHR CLEAN BALLAST DISCHARGE SAMPLE VALVE NO. : 2 # OIL TYPE : I COMMAND : CLOSED STATUS : CLOSED

THE FOLLOWING ALARMS HAVE OCCURED: OIL CONTENT OVER SET LEVEL.

# : Valve number will either be 2 or 6 depending upon system configuration, 2 or 6 sample valve version.

,

SECTION 3

3.4.1 SYSTEM OVER-RIDE

The MCU provides a number of output signals to allow flexible means of controlling the ballast water discharge system. Two outputs are under the direct control of the MCU and these are used to automatically control the discharge system -to stop the discharge when the alarm points are reached and to permit discharge when the discharge rate of oil is within limits. Over-riding of the MCU should only be considered if the MCU itself has failed or if special circumstances prevail.

There may be occasions when it is imperative to over-ride the control signal from the MCU to the ballast discharge system, if automatic control is fitted. The control switch on the MCU front panel has a position marked 'Console' with the switch in this oosition the automatic control is over-ridden. which means that the control of the valves. oumos ect. in the ballast .. . discharge system has reverted to the cargo control room console. In the position marked 'Control Unit', control of the ballast discharge system is entirely from the MCU. The fact that the switch has been operated will be printed on the printer.

3.4.2 TRANSDUCER OVER-RIDE

On occasions, one of the three transducers in the system (Oil discharge Monitor, ship's log or discharge flow meter) may be defective. For this situation, the input of these transducers can be changed from Auto to Manual. This can be done by entering the Set Up mode or the Extra Set Up mode and selecting the required input signal. The input mode is indicated alongside the input by 'A' for automatic and by 'M' for manual. The mode can be changed by pressing [CHANGE]. In manual mode the value for that input must be entered with the numeric key's. Any of the 3 inputs and any combination of these inputs can be set to manual. Any change of mode from automatic to manual or vice-versa will be recorded on the printer.

3.4.3 DISCHARGE CONTROL

The main purpose of the MCU is to control the discharge of ballast water overboard. The MCU controls an internal relay which, when suitably connected, can be used to open or close an overboard valve, or start and stop a cargo pump. The specific installation on any ship may vary. The position of this internal relay is shown on the display on 'V/V COM:' and is either '0 (open) or 'C ( closed). The relay will be closed when;

- the Oil Discharge Monitor is switched off, or is self-flushing; - when the discharge rate exceeds 30 Vnm; - when the Total Oil discharged exceeds 1130,000 of the last cargo carried; - should there be any other alarm displayed on the MCU.

When the monitor has completed the Flush cycle and has switched to sample, there will be a 10 second delay before 'V/V COM:' changes to open. If the discharge is being restarted after an alarm condition, then there will be a 2 minute delay afler the alarm has been cleared before the 'V/V COM:' changes to 'O'(open).

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3.4.4 DISCHARGE CONTROL ANSWER-BACK

It is necessary for the MCU to know if the command output has been obeyed correctly. Hence, an input is provided to signal the 'status' of the discharge control system. The input could be, for example, from a microswitch on the overboard valve. The answer-back is shown on the display as 'POS:' and status is shown as '0 (open) or 'C (closed).

If the MCU is in 'Control' mode and the command and status ~nd~cations do not agree, arter 2 minutes, the 'slatus' indication will flash "ERROR to indicate a fault. The overboard valve command will then be '('LOSE'.

The Discharge Rate and Total Oil Discharged calculations are performed once the status is open. This means that if the overboard valve is opened even when the command signal is to close the valve, then the normal calculation will be carried out and the amount of oil discharged will he recorded.

SECTION 3

4 OPERATION

4.1 OPERATING INSTRUCTIONS

CAUTION: No adjustments should he made to the electronic units prior to operation. Use of controls or adjustments or performance of procedures other than those specified herein may result in hazardous radiation exposure.

NOTE CAREFULLY: On this system the screen will not acknowledge any change of input data until the printer has printed the last input information.

4.1.1 MODES OF OPERATION

The MCU has several modes of operation which are; Standby, Set up, Flush, Idle, Sample, Automatic Window Wash, Manual Window Wash, Manual Flush, Shutdown, Extra Set up, Clean Ballast Discharge, Help and Configuration. These modes are either selected automatically or by the operator via the keyboard.

4.1.2 STANDBY MODE

The Standby mode is automatically selected after switching 'ON' ( Key switch to "Control" [CTRL] position) the system and is also automatically entered after performing the Shutdown flush sequence or when in Set Up mode [STOP MONITOR] is pressed. In Standby mode the system is waiting for manual input from the operator which can he:

a) press [>I, to enter the Set Up mode and start operation; b) press [SCROLL], to select the Self-test mode; c) switching 'OFF' to stop operation.

4.1.3 SET UP MODE

The Set Up mode is used to set up the system before a discharge tun can take place. The settings which can he selected are:

Time and date; Discharge rate; Total Oil limit; Reset Total Oil; Sample point selection; Oil type selection; Oil concentration alarm; Printer interval time; Ships speed input mode (autolman); Discharge flow rate input mode (autolman); Oil content input mode (autolman).

These settings are displayed sequentially and can he selected by pressing [ENTER]. In the display is indicated which keyboard actions can be executed to change or input the correct value for that setting.

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Once the Set Up is completed, which is indicated in the display, there are three possible actions:

a) press [ > 1, to check the Set Up settings; b) press [ENTER], to initiate the Flush mode and continue operation; c) press [STOP MONITOR], to stop operation and return to Standby mode

4.1.4 FLUSH MODE

The Flush mode is used to clean the system prior to sampling and to check the condition of the detector cell and the system. This mode consists of a 2 minute Backward flush, a 2 minute Forward flush and calibration. If no failures are detected the system will select the Idle mode affer completion of the flush.

4.1.5 IDLE MODE

From this point there are four possible keyboard actions:

a) press [ > 1, to select the Sample mode and continue operation; b) press [STOP MONITOR], to initiate the Shutdown flush and return the system to Standby mode; c) press [CHANGE], to enter the Extra Set Up mode to change the system settings; d) press [SCROLL], to select the Selftest mode.

4.1.6 SAMPLE MODE

In this operational mode the overboard discharge of ballast water is continuously monitored for oil content and the .

discharge rate is controlled. If an alarm situation occurs the ballast water will automatically be diverted from overboard to the slop tank to prevent any oil contamination. During the sample mode an automatic Window Wash takes place every 3 minutes to keep the detector cell in an optimal condition. There are four possible keyboard actions during the Sample mode.

a) press [WINDOW WASH], to initiate a Manual Window Wash; b) press [FLUSH], to initiate a Manual Flush and calibration check. However during Manual Flush the ballast water is

diverted to the slop tank instead of discharged overboard; c) press [STOP MONITOR], to return to Idle mode; d) press [SCROLL], to select the Selftest mode.

4.1.7 SHUTDOWN MODE

The shutdown mode is used to clean the piping of the ODME system prior to a final stop of operation, thus leaving the system in a clean condition for the next discharge run. The Shut down mode is entered when in Idle mode [STOP MONITOR] is pressed. In this mode a 2 minute Backward and 2 minute Forward flush are performed.

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4.1.8 EXTRA SET UP MODE

This mode can only be entered when in Idle mode [CHANGE] is pressed. In this mode the following system settings can be changed;

a) Sample point selection; b) Oil type selection; c) Discharge rate; d) Oil concentration alarm; e) Ships speed input mode (autolmanual); t) Discharge flow rate input mode (autolmanual); g) Oil content input mode (autolmanual);

These settings can be selected by pressing [ENTER] and will be displayed sequentially. The system will automatically return to Idle mode when [ENTER] is pressed after the last setting selection or 15 seconds after the last keyboard action.

4.1.9 CLEAN BALLAST DISCHARGE

This mode can be entered by selecting during set-up the highest numerical sample point available on the system. The operator enters the sample point as the highest numerical one available on the system. The system then switches automatically over to CLEAN BALLAST DISCHARGE mode.

In this mode the ships speed and overboard discharge flow input parameters are not computed, and only the oil content is registered. The maximum oil content permissible in this mode is 15ppm.

4.1.10 HELP MODE

The Help mode can be entered by pressing [ ? ] and give additional information about system operation and operational actions which can be taken if an alarm situation occurs. To return to the normal operational mode press [CLEAR].

4.1.1 1 CONFIGURATION MODE

The Configuration mode is used to set up the system during installation and this should only be done by a trained service engineer.

,

SECTION 3

4.2 OPERATING INSTRUCTION

4.2.1 START-UP -DIRTY BALLAST DISCHARGE

NOTE: The Oil Discharge Monitoring System must be operated as directed under the regulations given in Marpol 73/78, to prevent discharge of oil-contaminated water overboard. Where inst~uctions in this manual may apparently conflict with the Marpol requirements, then at all times the Marpol regulations must be favoured.

CAUTION: UNDER NO CIRCUMSTANCES MUST THE PUMP BE RUN WITHOUT LIQUID. THE PUMP CASING MUST BE FILLED WITH LIQUID FIRST OTHERWIZE THE PUMP WILL SEIZE AND DAMAGE WILL OCCUR.

I Before operating the system ensure that the following conditions are met:

control air supply is on; fresh water supply is on; electrical supplies are on; MCU is switched on; EPU is switched on; starter box is switched on; all manual valves in the system are open; cargo pump is on stand by; check if suff~cient paper is available in printer.

Switch on Main Control Unit (MCU) to 'Control Unit'. Display of MCU indicates 'MODE STANDBY'.

Press [ z 1. Time and date is displayed. If correct, proceed with the next step. If not correct, press [CHANGE] and follow the actions as indicated in the display

* Press [ENTER]. Discharge rate is displayed. If correct, proceed with the next step. If not correct, press [CHANGE] and follow the actions as indicated in the display.

* Press [ENTER] Total oil limit is displayed. If correct, proceed with the next step. If not correct, press [CHANGE] and follow actions as indicated in the display

Press [ENTER] "Reset Oil Total ?" is displayed. If not, proceed with the next step. If yes, press [CHANGE] and follow the actions as indicated in the display. WARNlNG: It is only permissible to reset the Total Oil discharged at the start of a new ballast voyage.

* Press [ENTER] Sample point selection is displayed. If comct sample point, proceed with next step. If not correct, press [CHANGE] and follow the actions as indicated in the display.

Press [ENTER] Oil type selection is displayed. If correct oil type, proceed with the next step. If not correct, press [CHANGE] and follow the actions as indicated in the display.

SECTION 3

* Press [ENTER] Oil concentration alarm setting is displayed. If alarm setting is correct, proceed with the next step. If not correct, press [CHANGE] and follow the actions as indicated in the display.

Press [ENTER] Printer interval time is displayed. If correct interval time, proceed with the next step. If not correct, press [CHANGE] and follow the actions as indicated in the display. WARNING: According to regulations the maximum printing interval is 10 minutes.

* Press [ENTER] Ships speed input mode (AutoiManual) is displayed. If correct Input mode, proceed with the next step. If not correct, press [CHANGE] and follow the actions as indicated in the display

* Press [ENTER] Discharge flow rate input mode (AutoiManual) is displayed. If correct input mode, proceed with the next step. If not correct, press [CHANGE] and follow the actions as indicated in the display

Press [ENTER] Oil content input mode (AutoIManual) is displayed. If correct input mode, proceed with the next step. If not correct, press [CHANGE] and follow the actions as indicated in the display,

* Press [ENTER] The SET-UF' sequence is now completed. To continue monitoring, proceed with the next step. To check SET-UP of the system, press [ > 1. To stop monitoring and go into STANDBY, press [STOP MONITOR].

* Press [ENTER] The FLUSH mode is entered. {WHICH IS DISPLAYED ONCE PRINTER HAS FINISHED PRINT-OUT) Display indicates "MODE FLUSHBF'Y'CALIBRATION. ..... wait 4 minutes". The FlusWSample selection valve (VIO), in the skid, opens to select clean water. The Backflush valve (VI 1) opens. The selected sample valve opens. The Sample pump starts.

After 2 minutes of back flush, the forward flush starts and a window wash is performed.

Display changes from "MODE FLUSH BF" to "MODE FLUSHFF" The backflush valve (VI I) closes. Window Wash pump (V12) operates for 3 seconds.("MODE FLUSH WW')

After 2 minutes of forward flush, the system changes to IDLE mode

Display changes to "MODE IDLE" FlusWSample selection valve (VIO) closes. Sample pump stops.

Start the CARGO PUMP on idle speed.

SECTION 3

* Press [ > 1, to continue monitoring and to enter the SAMPLE mode. Display changes to "MODESAMPLE" Sample pump starts.

dd~mmlyy hh:mm SAMP.PNT 1 MODE SAMPLE CONC P P ~ M DISCH i/nm FLOW T h M TOT.OIL I SPEED kts M V N C0M:C P0S:C 0IL:l

The monitor is now sampling from the selected sample point and will supply a read-out of the measured oil content level. Provided no alarms are activated and after a short delay, 20 sec. or 2 min. after an alarm situation is cleared, the overboard valve command will change to 'OPEN'. This is indicated in the display by; " V/V COM: 0". The overboard discharge will then automatically be diverted overboard.

Increase the speed of the cargo pump.

Watch the discharge rate indicated "DISCH" on the MCU, it will increase as the speed of the cargo pump is increased.

NOTE: If the discharge rate approaches the maximum permissible ( i.e. 30 Vnm) , it can be reduced by slowing down the cargo pump.

The system is now operating fully automatically. If any of the permitted limits are exceeded or if any other alarms are activated, an alarm will be given, the ballast will be diverted to the slop tank and the printer will record. When the Oil Discharee Monitorine and Control Svstem is runnine normallv. the oil content will be disolaved. At reeular - - " , , ~. * - ~ ~

intenals a record of the monitor status is printed, which will build up to give a complete printed record of the ballast discharge. Whenever there is a discharge overboard the Total Oil Discharged will be incremented. Every 3 minutes the window wash will operate automatically. This is indicated in the display by "MODE SAMPLE WW". During the operation extra manual window flushing can be carried out, if required by pressing [WINDOW WASH]. If it is suspected that the detector cell is particularly dirty, extra cleaning can be carried out by pressing [FLUSH]. It should be noted however, that this will cause the discharge overboard to be stopped automatically. The monitor will not be measuring the discharge overboard whilst flushing.

4.2.2 SHUTDOWN

To stop operation the following steps should be performed;

Stop cargo pumps.

* Press [STOP MONITOR] Display changes from "MODE SAMPLE" to "MODE IDLE" The overboard valve command changes from "VNCOM: 0 " to "V/VCOM: C". The sample pump stops.

* Press [STOP MONITOR]

The SHUTDOWN mode is started. This is an automatic flush sequence to clear the pipework of oil contaminated water, leaving the monitor clean for the next time it is used.

Display indicates "MODE SHUTD BF" The FlushISample selection valve (V10) opens to select clean water. The Backflush valve (VI 1) opens. The selected sample valve opens. The Sample pump starts.

SECTION 3

After 2 minutes of back flush the system changes to the forward flush mode.

Display indicates "MODE SHUTD FF" The Backflush valve (Vl l ) closes. The Window Wash pump (V12) operates for 3 seconds. ("MODE SHUTD WW")

After 2 minutes of forward flush the system changes to STANDBY mode.

Display indicates "MODE STANDBY" All valves are closed. The sample pump is stopped.

* Switch the MCU to "OFF".

The system is now shut off. All manual valves in the system may be closed and all auxiliaries may be shut off. The only active electronics will be the clocklcalendar and the overboard valve position control. If for any reasons there is a change in the overboard valve position from CLOSE to OPEN or vice versa, a printout is made to record the event.

4.3 MISCELLANEOUS

This section is to describe the problems that may be encountered during operation, and the suggested reasons

4.3.1 OIL CONTENT READING HIGHER THAN EXPECTED

During a normal discharge run of ballast water the ppm reading should be around 50 to 150 ppm assuming that sufficient time has been left to allow the oil to settle out in the tank.

The reading should be steady for most of the duration of discharge. If the reading is varying rapidly with large excursions, it is likely that air is being entrained into the ballast water. This could be due to a partly filled overboard line, a cavitating cargo pump or a low suction pressure on the monitor sample pump casing causing air to enter the pump.

If the ppm reading is consistently high press [FLUSH]. This will cause the monitor to run on fresh water for a short time. The ppm reading should therefore go down to zero.

NOTE: Operation of the [FLUSH] key will signal the MCU to stop the discharge overboard, since the monitor is no longer sampling the ballast water.

Once the calibration check is completed the monitor will return to sampling the ballast water. If reading returns to it's previous level, then it is sure that the reading is accurate.

If there is any further doubt, the only solution is to stop the monitor and restart it again thereby forcing it to complete a full flushing cycle.

SECTION 3

4.3.2 OIL LEVEL ALARM

During a normal ballast discharge, the ppm reading should be quite low probably in the region of between 50 and 150 ppm, as the main bulk of the ballast tank is decanted. During this time, the rate of discharge in litres per nautical mile as calculated by the MCU, will also be steady and remain within the permitted limits. Obviously, as the level in the tank falls, there comes a time when the reading on the monitor will start to rise, as oil is stripped from the layer on the surface. It is difficult to predict at what depth of water this will occur due to a number of reasons:

-how long the tank had been left to settle; -whether or not heating has been applied; -whether conditions during discharge; - type of oil being carried.

- I However, it is m e to say that the entraining of oil into the tank suction occurs when an appreciable level of separated water remains in the tank. The oil is pulled down from the oil-water interface due to swirling in tanks, powerful cross currents between the frames and wier-ing over frames. This is all caused by a high rate of pumping. To reduce this effect and to allow a greater quantity of water to be pumped out, the rate of pumping must be reduced. This will have the effect of reducing the amount of oil entrained, and the ppm reading should therefore fall.

In this way, the monitor can be used as an accurate means of sensing the oil-water interface and ensuring that the maximum amount of water is discharged. If the 'oil level' alarm should sound, reduce the pumping rate until the ppm reading, falls and becomes steady. After a time the reading will rise again. Reduce the pumping rate further to let the ppm reading fall again. Repeat this cycle until the pumping reaches the oil-water interface at which time the ppm reading will rise rapidly and go over scale. The discharge will now be complete. Considerably more water will have been discharged using this technique, . although it will have increased the time taken to discharge the ballast water.

4.4 ALARMS

NOTE: At all times the Oil Discharge Monitoring and Control System must be operated as directed by MARPOL 73/78 to prevent dischargepf nil contaminated water overboard.

There are necessarily a number of alarm conditions in the MCU. Irrespective of what caused the alarm, the result is the same. The letters 'ERR'or 'FLT will appear on the display alongside whatever caused the alarm. Also an internal buzzer will sound. A control signal will be sent to stop the ballast water discharge.

Should any alarm occur during normal operation, press [ALARM RESET]. This will silence the audible alarm. The display will give a message about the cause of the alarm. Pressing [ ? ] will give a helptext about the cause of the alarm and actions that can be taken to correct the situation. To return to normal display press [CLEAR]. However the fault must be cleared before any discharge of ballast can take place.

4.4.1 NO AIR

If for any reason there is no air supply to the ODME system the NO AIR alarm is activated. The alarm is indicated alongside the oil concentration indication; 'CONC ERRppm' The system will then return to Standby mode. Consult the Help mode of the MCU or Fault Finding Section 3, Sub-Section 5, of this manual, for corrective actions.

4.4.2 NO FLOW

If for any reason there is no flow through the ODME system the NO FLOW alarm is activated. The alarm is indicated alongside the oil concentration indication; 'CONC ERR ppm'. The Sample pump will be stopped automatically to prevent any damage to the pump or motor. If in Flush or Shutdown mode the system will return to Standby mode. When in Sample mode the system will go to the Idle mode. Consult the Help mode of the MCU or Fault Finding Section 3, Sub-Section 5, of this manual, for corrective actions.

SECTION 3

4.4.3 ZERO ERROR

During the calibration check of the ODME system, during Flush or Manual Flush mode, the ZERO ERROR alarm can be activated if the flushing water is dirty, oily or if it contains air. The alarm is indicated alongside the oil concentration indication; 'CONC ERR ppm'. The system will go to ldle mode and from there only the Shutdown mode can be selected, to resume operation afler the fault is cleared. Thus a restart is made from Standby. Consult the Help mode of the MCU or Fault Finding Section 3, Sub- Section 5, of this manual, for corrective actions.

4.4.4 PATH DIRTY

During the calibration check of the ODME system the PATH DIRTY alarm can be activated if the optical path between the laser transmitter and the direct receiver is obscured. The alarm is indicated alongside the oil concentration indication; 'CONCERRppm'. The system will go to ldle mode and from there only the Shutdown mode can be selected, to resume operation after the fault is cleared. Thus a restart is made from Standby. Consult the Help mode of the MCU or Fault Finding Section 3, Sub- Section 5, of this manual, for corrective actions.

4.4.5 POWER/COMMUNICATION FAILURE

If during operation of the ODME system a fault develops in the communication lmk between the MCU and the EPU or a oower failure condition occurs. then the POWERCOMMUNICATION FAILURE alarm is activated The alarm is indicated alongside the oil concentration indication; 'CONC ERR ppm'. The system will go to the Shutdown mode followed by Standby. However during such a situation the emergency power supply will take over, thus no data will be lost. Consult the Help mode of the MCU or Fault Finding Section 3, Sub-Section 5, of this manual, for corrective actions.

4.4.6 WATCHDOG

If during operation a fault condition occurs in the program of the ODME system the WATCHDOG is activated. The alarm is indicated alongside the oil concentration indication; 'CONC ERRppm'. The system will go to Set-up page in Standby mode. Consult the Help mode of the MCU or Fault Finding Section 3, Sub-Section 5, of this manual, for corrective actions.

4.4.7 LED MONITOR ERROR

If an optical LED failure is detected during operation of the ODME system the LED MONITOR ERROR alarm is activated. The alarm is indicated alongside the oil concentration indication; 'CONCERRppm'. Consult the Help mode of the MCU or Fault Finding Section 3, Sub-Section 5, of this manual, for corrective actions.

4.4.8 FLOW OVERRANGE

If during operation of the ODME system an over-range fault is detected in the flowmeter signal the FLOW OVERRANGE alarm 1s activated The alarm is indicated alongside the discharge flow rate; 'FLOW FLT E l f . Consult the Help mode of the MCU or Fault Finding Section 3, Sub-Section 5, of this manual for corrective actions

4.4.9 FLOW UNDERRANGE

If during operation of the ODME system an under-range fault is detected in the flowmeter signal the FLOW UNDERRANGE alarm is activated. The alarm is indicated alongside the discharge flow rate; 'FLOW ERR T / P . Consult the Help mode of the MCU or Fault Finding Section 3, Sub-Section 5, of this manual, for corrective actions.

SECTION 3

4.4.10 OVERBOARD ARRANGEMENT FAILURE

The OVERBOARD ARRANGEMENT FAILURE is activated if during operation of the ODME system, in 'Control' mode, a mismatch is detected between the overboard valve command and the overboard valve position indication. The alarm is indicated by a flashing 'ERROR' alongside the overboard valve command; 'YN C0M:C ERROR'. Consult the Help mode of the MCU or Fault Finding Section 3, Sub-Section 5, of this manual, for corrective actions.

4.4.11 PRINTER FAILURE

The PRINTER FAILURE alarm is activated if during operation of the ODME system a fault is detected in the printer. The alarm is indicated on the top line of the display by a flashing message 'PRINTER FAILURE. Consult the Help mode of the MCU or Fault Finding Section 3, Sub-Section 5, of this manual, for corrective actions.

4.4.12 DISCHARGE RATIO

If during operation of the ODME system the rate of discharge exceeds 30 Vnm the DISCHARGE RATIO alarm is activated. The alarm is indicated alongside the discharge ratio; 'DISCH. FLT lhm'. The system will continue operation in the Sample mode, although the ballast water discharge will be stopped.

According to the Regulations the maximum discharge rate is 30 litrednautical mile and the discharge rate alarm level is set to this limit, but may be set to a lower figure, if required. This can be done on SET Up page 2. If this limit is exceeded, the discharge of ballast water will be stopped automatically and will only be permitted if the oil discharge rate is reduced.( e.g. by reducing the flow rate of ballast water.)

4.4.13 TOTAL DISCHARGED OIL LIMIT

If the total discharge oil limit exceeds 1130,000 of the last cargo carried, the TOTAL DISCHARGED OIL LIMIT alarm is activated. The alarm is indicated alongside the total oil indication; 'TOXOIL FLTP.

The limit is normally set by the operator and is calculated as:

- 1130,000 of the last cargo carried (for new ships); or - 1115,000 of the last cargo (for existing ships).

The result, in litres, is entered on SET UP page 3. If this limit is exceeded, no further discharge of ballast water can take place on that particular voyage. The TOTAL OIL DISCHARGED can only be reset at the start of a new ballast voyage. (i.e. after a cargo has been carried and the vessel is again ballasted). A printed record is made when the total oil limit is reset.

4.4.14 BAD SHUT-DOWN

If during the previous usage of the system the unit was shut-down in an incorrect manner, ( ie without going through shutdown flush procedure) then this message will appear briefly on the display at the next start up. No print-out will be made, but this will be logged within the systems own internal data-logger.

62

SECTION 3

4.5 SYSTEM FAILURE

IMPORTANT On any failure of the system the discharge should be stopped and the failure should be noted in the Oil Records Book. A manually operated alternative system shall be provided and may be used in the event of such a failure, but the defective unit must be made operable before the tanker commences its next ballast voyage, unless it is proceeding to a repair yard.

4.5.1 AUTOklANUAL OPERATION

In the occasion of a failure of one of the three transducers in the system (Oil Discharge Monitor, ships log or discharge flowmeter) the input of these transducers can be changed from Auto to Manual. This can be done by following the next instructions:

1. operate the MCU till the system is in SET Up mode or the EXTRA SET UP mode;

2. press [ENTER];

3. select the appropriate input (Ships speed, Discharge flowrate, Oil content), by pressing [ENTER];

4. press [CHANGE] to change from automatic to manual or vice versa; Automatic input is indicated by 'A', manual input by 'M'.

5. enter the value for that input with the numeric key's;

6. press [ENTER];

7. operate the system till back in IDLE mode.

4.5.2 FLOWMETER

In the event of failure of the discharge flowmetering system, the flowrate should be estimated by the best means available and entered into the MCU manually as described above.

The flowrate can be estimated by:

1. cargo pump characteristic curves, a copy of which should be included in this manual;

2. in the case of reciprocating pumps, the flowrate can be calculated by multiplying the number of strokes per minute x the number of cylinders x the volume per cylinder;

3. alternatively, the flowrate can be calculated by taking ullage readings from the tank being discharged at various intervals and using the ullage tables to calculate the flowrate.

SECTION 3

4.5.3 Ship's Speed Indicator

In the event of failure of the ship's speed indicating device the speed should be estimated by the best means available and entered into the MCU manually as described in Section 3, Sub-Section 4.5.1.

The speed can be estimated by:

I. the ship's speed log; 2. the main engine r.p.m; 3. from the charted ship's positions.

4.5.4 Oil Discharge Monitor

I In the event of failure of the Oil Discharge Monitor the oil content should be estimated by the best means available and entered into the MCU manually as described in Section 3, Sub-Section 4.5.1.

The oil content in ppm cannot be estimated accurately other than with sophisticated test equipment. However, the following, if all used together, would give a rough indication of oil content.

1. visual observation of the surface of the water around the ship; 2. the use of an interface detector in the tank being discharged; 3. the use of a part flow system where fitted.

4.5.5 Main Control Unit

In the event of failure of the MCU, the following should be carried out;

I . discharge rate calculated by the following formula:

Where R= Discharge rate in litres per nautical mile C= Oil content in ppm Q= Flow rate in cubic metres per hour V= Ship's speed in knots

2. discharge total can be calculated by the following formula:

Where OD= Oil discharged in litres R= Discharge rate in litres per nautical mile V= Ship's speed in knots T= Discharge time in hours

3. discharge control can be carried out by manual operation of valves and pumps. This can also be done in the event of failure of the discharge valve actuating circuits or cargo pump hips.

4. manual recording of all data, calculations, times and operations in the Oil Records Book.

SECTION 3

5 FAULTFINDING

5.1.1 FAULT FINDING GUIDE

The first requirement when altempting to find a fault in the system, is to ensure that the monitor is correctly set up to run. A large number of service problems can he directly related to a simple mechanical fault, that appears to cause a large number of seemingly un-related problems. It is essential to check before delving too deeply, that all hand-valves in the system are open; that the fresh water supply is available and clean and free of any contaminants; that the air supply to the EPU is on; that electrical supply to the pump is on; and that the electrical supply to the MCU and EPU is on.

It is also important to note that most service problems are mechanical faults and not electronic faults. On the whole, electronic systems are much more reliable than the mechanical components attached to them. However, when a fault occurs, the tendency is to distrust the electronic systems and hunt for faults in the electronic part, discounting the mechanical parts. This tendency should be reversed.

The emphasis in this fault-finding guide and the following 'Repair' section is on mechanical repair and overhaul. Indications are given to assist in electronic repairs, but it is expected that most fault will be rectified by complete board replacement, rather than component replacement. Therefore, it is indicated which board is likely to be the source of the particular problem.

5.1.2 SAFETY

If any work is carried out on the monitor, the following precautions should be taken before any work is commenced:

1. make sure that all safety requirements are met before starting any work; 2. use adequate personnel protection where necessary; 3. use adequate tools to perform the work; 4. Before starting the system, check that fresh water, air and electrical supplies are all on and that manual valves are

open. 5. CAUTION: The printed circuit boards have CMOS components which may be damaged by electrostatic discharges.

Observe correct procedures for handling CMOS components. It is also recommended to store the circuit boards in electrostatic proof cases.

SECTION 3

5.1.3 FAULT FINDING GUIDE

The structure of the following fault-finding guide is that the correct functioning path is on the left of the page; the section of the manual for the fault-finding is indicated on the right of the page. To use the guide, start at the beginning and take the monitor through the outlined operating procedure, checking that the monitor operates correctly at each point. Should the monitor not operate as specified, refer to the right side of the page and turn to that section of the manual or refer directly to the fault as indicated on the MCU.

If the fault can not be rectified from this guide, then contact VAF instruments to request specialist assistance. Quote the serial number of the monitor and explain up to which section in this guide the monitor worked correctly.

CORRECT PATH

Switch on MCU to 'Control Unit'. Display of MCU indicates 'MODE STANDBY'

Press [ >I The SET-UP mode is entered. Operate MCU till the SET-Up mode is completed, By pressing [ENTER]. Select the appropriate sample point and oil type.

Press [ENTER] The FLUSH mode is entered. The display indicates: "MODE FLUSH/BF"/"CALIBRATION ... wait 4 minutes."

Air is supplied to the solenoid valves in the EPU Solenoid V10, and the selected sample valve are energised.

The pneumatic shuttle valve on the Skid Assembly activates V10 together with the selected sample valve in the pumproom are opened.

The lamp 'Running' on the Starter Box lights up The sample pump starts.

The monitor is now in the BACKFLUSH MODE. Fresh water is being pumped from the fresh water inlet, through the sample pump, through the detector cell and via VI 1 discharged through the sample inlet port of the skid back to the sample probe selected.

AAer approximately 2 minutes the FORWARD FLUSH mode is entered and a window wash is performed for 3 sec. The display of the MCU indicates: "MODE FLUSH FFW/"MODE FLUSH WW"

In the EPU solenoids V1 I is energized V12 is energised for 3 sec.

The window wash pump on the Skid Assembly operates for a few strokes.

IF FAULTY

Refer to Section 3, Sub-Section 5.4





Refer to Section 3 Sub-Section 5.9.1

Refer to Section 3, Sub-Section 5.9.2




SECTION 3

CORRECT PATH IF FAULTY


10 The pneumatic valve VI 1 on the Skid Assembly is now open. The monitor is now in the FORWARD FLUSH MODE. Clean water is pumped from the fresh water inlet through the sample pump, detector cell and then discharge through the sample outlet pod into the sloptanWdisch line.

The No Flow alarm is now enabled. Any problem with the fresh water supply will be highlighted at this point.



At this point the calibration is checked. Since the monitor is operating on fresh water, the ZERO ERROR alarm will be activated, if there is any contamination.

If the windows in the detector cell on the Skid Assembly are dirty the 'PATH DIRTY' alarm will be activated.



At the end of the flush cycle the sample pump will stop and V10 is released. The display of the MCU indicates "MODE IDLE".

In the EPU all the solenoids including the selected sample point are de-activated. The green lamp 'Running' on the Starter Box will go out. The sample pump will stop.


All the pneumatic valves in the system are now in their de-energised position


The system is now in IDLE mode. If required a self test can be performed at this point. This can be done by pressing [SCROLL] and following the actions as indicated on the display of the MCU. During the selftest the display should indicate 500 ppm, the audio alarm should sound and a printer test is performed.

To select SAMPLE mode press [ > 1. The display of the MCU indicates "MODE SAMPLE" The green lamp 'Running' on the Stalter Box will light. VI 1 and the selected sample valve are energised. The Sample pump starts running again.

Refer to Section 3, Sub-section 5.9


The monitor is now in sample mode and no alarms are activated.

Afler 3 minutes the window wash pump will operate Refer to Section 3, Sub-Section 5.8 for 3 seconds.

The window wash solenoid V12 in the EPU is activated. This action is repeated every 3 minutes.

SECTION 3

5.2 CALIBRATION ALARMS

5.2.1 ZERO ERROR ALARM

Probable causes:

I. Sample pump eavitating. -Check pressure gauge settings on the Skid Assembly, for correct settings see Section 3, Sub-Section 5.9.2 If necessary consult Section 3, Sub-Section 5.9.2

2. Flushing water contaminated. - Check flushing water for oil, dirt or of it contains air -Check fresh water tank, if installed. Drain the tank and refill, if necessary.

3. Excessive oil left in monitor. - Check sample outlet of monitor. Flush the monitor again till the 'Zero Error' alarms clears. It is advisable to let the monitor complete the flush cycle each time. This will give the maximum amount of flushing.

4. Transmitter error. -Check cables from measurement cell to junction box - on skid. -Check cables from junction box on skid to EPU terminal strip. If the alarm persists, then it is likely that the cell is faulty and will require replacement.

NOTE: See Section 3 Sub-Section 6.4 for the replacement of the measurement cell assembly

5.2.2 PATH DIRTY ALARM

Probable causes:

I. Windows of detector cell dirty. -Operate the window wash pump a few times by pressing [WINDOW WASH] during the flush cycle This should clean the windows sufficiently to cancel the alarm. If the alarm persists it is necessary to clean the windows in the measurement cell manually. Remove the top cover clean the windows as described in Section 3, Sub-Section 6.4.

2. Excessive oil in detector cell, 'Zero Error' alarm also activated. -Check sample outlet of monitor. Flush the monitor again till the 'Zero Error' alarms clears. It is advisable to let the monitor complete the flush cycle each time This will give the maximum amount of flushing.

3. Transmitter error. - Check cables from measurement cell to junction box - on skid. - Check cables from junction box on skid to EPU terminal strip. If the alarm persists, then it is likely that the cell is faulty and will require replacement. -Consult Section 3, Sub-Section 5.3.5

NOTE: See Section 3 Sub-Section 6.4 for the replacement of the measurement cell assembly.

SECTION 3

5.3 SYSTEM ALARMS

5.3.1 NO AIR - Consult Section 3, Sub-Section 5.5 & 5.6

5.3.2 NO FLOW -Consult Section 3, Sub-Section 5.9.2

5.3.3 POWER FAILURES -Consult Section 3, Sub-Section 5.4

5.3.4 COMMUNICATION FAILURE Probable cause:

1. Communication link not correct. -Check power to EPU. - Check communication link between the MCU and EPU. Check with voltmeter on terminal: 7 , 8 , 9, 10 in MCU or 3,4, 5 and 6 in EPU for data transmission. Term. 718 or 314 for data transmission from MCU. Term. 9110 or 516 for data transmission from EPU.

If alarm is persistent contact VAF Instruments

5.3.5 LED Feedback error. Probable cause:

1. Transmitter error. - Check cables from measurement cell to junction box - on skid. - Check cables from junction box on skid to EPU terminal strip. If the alarm persists, then it is likely that the cell is faulty and will require replacement.

NOTE: See Section 3 Sub-Section 6.4 for the replacement of the measurement cell assembly.

SECTION 3

5.3.6 FLOW OVERRANGE FAILURE Probable causes:

I . Overboard discharge flowrate to high. - Check overboard discharge flowrate and reduce if necessary.

2. Flowmeter not functioning correct. -Check the connections of the related flowmeter. -Check calibration of the related flowmeter. Also consult Section 3, Sub-Section 5.10.

5.3.7 FLOW UNDERRANGE FAILURE Probable causes:

1. Flowmeter not functioning correct. -Check the connections of the related flowmeter. -Check calibration of the related flowmeter. Also consult Section 3, Sub-Section 5.10.

5.3.8 OVERBOARD ARRANGEMENT FAILURE Probable causes:

I. No power supply. :check pow& supply to overboard valve actuator. -Check signal connections between MCU and valve actuator.

2. No air supply. -Check air supply to overboard valve actuator. - Check signal connections between MCU and valve actuator

3. Feedback switcb failure. -Check functioning of feedback switch. -Check connections between MCU and feedback switch.

4. Overboard valve failure. -Check functioning of overboard valve.

5.3.9 PRINTER FAILURE Probable causes:

1. No paper. - Check paper and paper feed of printer. To replace the paper roll consult Section 3, Sub-Section 6.3.1

NOTE: Make sure that the insert in the paper roll is of plastic material and not of cardboard, as this will pick- up moisture and therefore might expand, which can cause a printer failure.

2. Electric connections. -Check connections to printer.

5.3.10 DISCHARGE RATE FAILURE Probable cause:

1. Discharge rate to high. - Check overboard discharge rate and reduce to clear the alarm See also Section 3. Sub-Section 4.4.12.

SECTION 3

5.3.1 1 TOTAL DISCHARGED OIL LIMIT ALARM Probable cause:

1. Maximum oil limit is reached. - STOP the discharge operation immediately. See also Section 3, Sub-section 4.4.13.

NOTE: The maximum amount of oil for this voyage is discharged. the Total Oil may only be reset at the start of a new ballast voyage.

5.4 POWER SUPPLY PROBLEMS

5.4.1 MAIN CONTROL UNIT

(i) SYMPTOM: POWER FAILURE

Probable causes:

1. Single phase power failure. - Check that the isolator for the single phase supply is ON. - Check the switch at the back of the MCU is ON. - Check the fuse in the power socket on the rear of the MCU, fuse 1 AF (Fast),

2. Emergency power failure. - Check that the emergency power is switched on. - Check the fuse on the backpanel of the MCU, fuse I AF (fast).

5.4.2 ELECTRO PNEUMATIC UNIT

- (i) SYMPTOM: POWER FAILURE Probable causes:

1. Single phase power failure. - Check that the isolator for the single phase supply is ON. - Check the fuse inside the cover of the EPU, fuse 1 AF (fast).

2. Power supply unit failure. - Check power supply unit in EPU. - Check fuse of power supply unit in EPU.

NOTE: To check fuse, remove front panel from EPU. The fuse is located on the back face ofthe front panel. If still causing problems the power supply should be replaced with a spare one and shipped back For repair.

5.5 AIR SUPPLY PROBLEMS

(i) SYMPTOM: AIR SUPPLY FAILURE Probable causes:

1. No air supply. -Check air supply to EPU, normally set to 4.0 bar. (40OkPa) -Check ship's control air supply. - Check connections for leakage.

2. Pressure sensor failure. - Check connections to pressure sensor on solenoid valve block on EPU Assembly. - Check functioning of pressure sensor with Digital Voltmeter for openlclosed circuit function -

(ii) SYMPTOM: WATER FOUND IN MONITORS AIR SYSTEM Probable causes:

1. Water in air supply unit housing. -Check air supply unit regulator and drain if necessary

If a great deal of water is found then the filters in the regulaton need to be replaced

2. Malhnction in ship's control air system. - Check compressors. - Check air dryers.

5.6 SOLENOID VALVE PROBLEMS

(i) SYMPTOM: VALVE NOT WORKING Probable causes:

1. No air supply. - Check air supply unit regulator, normally set to 4.0 bar. (400kPa) -Check ship's control air system. - Check connections for leakage.

2.24 V power supply failure. - Check 24 V power supply. - Check fuse of power supply. - Check connections to solenoid valve,

3. Solenoid valve achlator not functioning. - Check solenoid valve connections. - Change plug on faulty solenoid, for the plug from a solenoid that is known to be working - Replace if necessary

,

SECTION 3

WARNING: ALWAYS hlm the power off FIRST before removing any solenoid plug.

4. Solenoid air valve not working. - Check the air valve for dirt, water or other contamination Replace if necessary.

5.7 PNEUMATIC VALVE PROBLEMS

For repair procedures of the pneumatic valves see Section 3, Sub-section 6.6.

(i) SYMPTOM: VALVE NOT FUNCTIONING Probable cause:

1. No air supply - Check air supply unit regulator in air supply line to valve, normally set to 4.0 bar. (400kPa) - Check air connections for leakage. - Check ship's control air system. - Check functioning of solenoid valve. See Section 3, Sub-section 5.6.

2. Pneumatic valve failure - Check actuator housing for leakage.

(ii) SYMPTOM: VALVE GLAND LEAKAGE Probable cause:

1. Worn packings Damaged or worn packings or damage of valve gland. Replacement packings are required. Unit should be returned to a qualified service centre for repair

ii) SYMPTOM: VALVE LEAKAGE - Probable cause:

,

SECTION 3

1. Leakage between valve plug and seat Damaged or worn valve seat and plug. Replacement valve seat and plug are required. Unit should be returned to a qualified service centre for repair

5.8 WINDOW WASH PUMP PROBLEMS

For disassembly and re-assembly procedures of window wash pump see Section 3, Sub-section 6.5

(i) SYMPTOM: PUMP NOT WORKING Probable causes:

I. Air supply failure - Check air supply to solenoid V12 in EPU, should be at least 5 bar. (400kPa) - Check air supply to regulator/lubricator, setting should be 5 bar. (400kPa) -Check functioning of solenoid V12 in EPU.

2. Air cycle valve failure. -Check sleeve and cycling spool (under cap of muffler) for contamination Replace if necessary.

3. Electric circuit failure. - Check power supply in EPU. - Check connection to solenoid V12 in EPU. - Check operation of solenoid V12. Replace if necessary. - Check connection between MCU and EPU.

(ii) SYMPTOM: PUMP CYCLES WITHOUT PUMPING OR DOES NOT STALL Probable causes:

1. No water supply. - Check water supply to pump.

2. Check valves not seating or leak in system. - Inspect inlet check valve. -Inspect outlet check valve.

(iii) SYMPTOM: FALSE CYCLE Probable cause:

1. Leakage from pilot exhaust (top centre of cap). - Check air section seal. Replace if necessary.

(iv) SYMPTOM: FLUID APPEARS AT MUFFLER Probable cause:

,

SECTION 3

1. High pressure seal leakage. - Check high pressure seal. Replace if necessary.

SECTION 3

5.9 SAMPLE PUMP PROBLEMS

5.9.1 ELECTRICAL PROBLEMS

(i) SYMPTOM: PUMP RUNNING BUT GREEN INDICATOR ON STARTER BOX OFF Probable cause:

1. Indicator failure. - Check power supply to indicator lamp. - Check indicator lamp.

(ii) SYMPTOM: PUMP SHOULD BE RUNNING BUT IS OFF Probable causes:

1.3-phase supply failure. -Check if 3-phase supply is switched on. -Check fuses of 3 phase supply.

2. Thermal trip of pump. - Check terminal trip on pump contactor in Starter Box. Red light is ON Reset if necessary.

NOTE: If the motor repeatedly trips out on thermal hip, check the motor and pump for binding or blockages etc. Do not force the motor to run.

3. Pump contactor failure - Check the power on the contactor terminals (1,2), should be 24 VDC. Check also for correct polarity. - Check 24 VDC power supply in EPU. - Check connections between Starter box and EPU.

5.9.2 PUMP RELATED PROBLEMS

NOTE: Normal operating conditions during forward flush and in sample are: - pump discharge 5 to 8 bar. (500 to 800kPa) - pump suction 0 to 1 bar. ( 0 to 100kPa) (Pressures may vary from one installation to another).

(i) SYMPTOM: NO FLOW Probable causes:

I. No fresh water supply. (low discharge pressure < 2 bar during flushing) (< 200kPa during flushing) - Check fresh water supply to monitor. Pressure should be at least 1,s bar. (220kPa) - Check manual valves in fresh water inlet line.

-.

,

SECTION 3

2. No sample water supply. (low discharge pressure < 2 bar during sampling) ) (< 200kPa during flushing) - Check if cargolstripping pump is on. -Check if discharge line is filled with water. -Check if manual valve of sample probe is open. -Check if pneumatic valve in sample line is open. - Check if manual valve in sample inlet of the Skid Assembly is open.

3. Blockage in outlet line. (high discharge pressure > 10 bar) ) (>1000kP) - Check that manual valve in sample outlet of the Skid Assembly is open. - Check that the manual valve on the discharge to the slop tank is open.

4. Flowrate through monitor too low. -Check flowrate through monitor. - Press "SCROLL" during either forward flush or sample and ensure flow is between 450 -550 Vhour - Flow rate can be adjusted by needle valve on outlet of measurement cell.

NOTE: During commissioning the flowrate through the monitor is set to between 450 and 550 lihour.

5. Malfunction of flowseusor. - Check electrical connections on flowsensor - Check connections between flowsensor and EPU. - Check iimction of flowsensor.

NOTE: That during BACKFLUSH, the 'NO FLOW' alarm is inhibited. The flow alarm comes into operation at the start of the FORWARD FLUSH cycle.

SECTION 3

5.10 DIFFERENTIAL PRESSURE TRANSMITTER PROBLEMS

NOTE: For disassemble and re-assemble instructions consult Section 3, sub-section 6.9

(i) SYMPTOM: NO LINE CURRENT Probable causes:

I. Transmitter connections. - Check wiring polarity and continuity. - Check for shorts or ground loops. - Check if power supply connector is connected to main board

2. Power supply. - Check power supply output. The voltage must be between 12 and 45 VDC at h-ansmitter terminals.

3. Electronic circuit failure. - Check the main board for defect by replacing it with a spare one.

(ii) SYMPTOM: Current of 21.0 mA or 3.9 mA Probable causes:

1. Pressure tap (piping). - Verify if blocking valves are fully open. - Check for gas in liquid lines. - Check the specific gravity of process fluid. - Check process flanges for sediments. - Check the pressure connection. - Check if bypass valve is closed. - Check if pressure applied is not over upper limit of DPT range.

- 2. Sensor to main circuit connection. - Check connection (male and female connectors)

3. Electronic circuit failure. - Check the sensor circuit for damage by replacing it with a spare one. - Replace sensor.

(iii) SYMPTOM: INCORRECT OUTPUT Probable causes:

1. Transmitter connections. - Check power supply voltage - Check for intermittent short circuits, open circuits and grounding problems

2. Noise measurement fluid. - Adjust damping.

3. Pressure tap. - Check for gas in liquid lines. - Check the integrity of the circuit by replacing it with a spare one.

4. Calibration. - Check calibration of DPT

7

,

SECTION 3

6 MAINTENANCE

6.1. MAINTENANCE GENERAL

The Oil Discharge Monitor and Control System is an assembly of components forming a complete system. It comprises a mix of pneumatic, electronic and mechanical components. Once a control system is functioning correctly there is no test, or tests, which can be applied to guarantee successful operation for a stated period of time; random failure of components can occur and such random failures can never be forecast. In consequence, satisfactory operation, in the way the system was designed to operate, is the only test to apply. This involves frequent operation of the monitor, especially if the monitor is shut down for long periods. A test run, once a month, will ensure that the monitor will work correctly when it is required.

Dirt, corrosion, and, to a lesser extent, wear are the enemies of control. This means that clean conditions must be maintained in the area of the monitoring equipment.

Pneumatic and hydraulic components require little maintenance. The various moving parts in the system should be free from friction and in good working order. Oil should not be applied to pneumatic components. Connections should be tight; loose connections not only waste air but produce unsatisfactory operation and performance.

One of the greatest problems with pneumatic systems is the maintaining of a supply of clean. dry air at a constant pressure. Moisture, oil or foreign particles carried into the system from the air supply will cause problems. Pneumatic valves and controllers operating with clean dry air require virtually no maintenance.

SAFETY

If any work is carried out on the monitor, the following precautions should be taken before any work is commenced:

1. Make sure that all safety requirements are met before starting any maintenance work; 2. Make sure that all equipment is isolated from the electrical supplies; 3. Make sure that the equipment is isolated from the water supply; 4. Make sure that the equipment is isolated from the air supply; 5. Use adequate personnel protection where necessary; 6. Use adequate tools to perform the work; 7. Thoroughly clean the outside of all fittings, pipes and components, and surrounding structure before any work

commences; 8. Then pipe lines are disconnected fit dust caps to pipes and unions, mask any exposed surfaces and make certain that

foreign matter cannot enter the system; 9. If flushing pipes, use a clean inert solvent, such as inhibited methyl chloroform, from a clean container; 10. Use cleaning solvent in a well ventilated place. Avoid breathing fumes. Keep away from open fire.

,

SECTION 3

6.2 ROUTINE MAINTENANCE

There is little routine maintenance that can be canied out on the ODME system. The major requirement is to ensure that the lubricator in the system is kept topped up and a regular check of the air regulator housings for excess water.

6.2.1 AIR REGULATORS

For correct and fault free functioning of pneumatic components it is advised to regularly check and drain the regulator housing of excess water. I fa great deal of water is found the filter in the regulator house should he replaced. Also a check should then be performed on the ship's control air system, compressors, air-dryen etc.

6.2.2 PUMPIMOTOR LUBRICATOR

Proper functioning ofthe gas seal located in the centre of the pump main plate relies on the presence of oil, for lubricating, sealing and cooling purposes.

The oil reservoir shall always be sufficiently filled with oil. It can easily be filled by opening the spring-loaded cap on top, and pouring the oil in.

There is no need to disassemble any part of the support assembly.

For lubricating oil we recommend to use a light-duty type of machine oil, or Automatic Transmission Fluid

The viscosity of the oil can be within the range of: - 20 .... 100 cst - 20 .... I00 cPs - 100 ... 500 SSU - 3.....14 "Engler

Suggested products are :

- AGIP OSO 22 or 32 - Castrol MLV30 - Castrol Highspin AWH-M68 - Elf Olma DS 46 - Elf Hydrelf DS 46 - Esso Teresso 32 or 46 - Esso Nuto-H 32 or 46 - Kroon Carsinus U68 - Kroon Abacod MEP 68 - Kroon Perlus AF - Pennzoil AW Hydraulic 22 or 32 - Pennzoil Pennzgear 150 or 220 - Shell Tellus 22 or 37 - Total Azolla ZS 32 -Total Preslia 32 - Texaco IS0 VG 32 or 68

WARNING: ATF-types of oil are not to be mixed with general machine oil.

AGIP ATF 2D

Elf Transomatic

Esso ATF-D

Kroon Almurol

Pennzoil ATF

Shell Donax TA Total Flufde ATX

Texaco Texamatic 426 1

r

SECTION 3

6.3 PRINTER

The only routine maintenance required to the MCU is to ensure that there is an adequate supply of paper in the printer before starting a ballast discharge operation.

NOTE: Ensure printer head mechanism is clean.

CAUTION: Never let the printer work without printing paper as this will damage the printing mechanism.

6.3.1 Loading Paper

Unscrew the two knurled thumb-screws on the front panel and allow the front panel to drop down on its hinges.

I Slide the take-up spindle from rear of the front panel by sliding off the free end. Slide the roll of paper off the spindle and retain it on board.

Remove the rear paper feed spindle from the holder by pushing it out of the retaining clips and discharge the empty spool. Slide the new roll of paper on the spindle.

Replace the feed spindle in the front retaining clips and ensure it locates securely. Feed the paper through the printer using the red paper feed button located on the left hand side of the printer module. Then feed the paper through the lower aperture in the front panel .(See Drg. 0806-8041).

Feed the paper back through the upper aperture in the front panel and onto the take up spindle. Replace the paper retaining spindle, and ensure that the pins on the take-up spindle mesh correctly with the cutouts on the spindle. The paper can now be tightened by turning the take-up spindle.

Lift the front panel back into position and tighten up the thumb-screws

NOTE: One roll of paper will provide approximately 50 hours of normal use

SECTION 3

6.4 DETECTOR CELL

Drg. 0806-1271-4 shows the detector cell and will help to visualize the following,

Make sure that the Electro Pneumatic Unit is switched off.

NOTE: The internal parts of the detector cell have been chemically treated. It is important to ensure that the coating remains intact and that no bare metal has been exposed.

6.4.1 Cleaning the Detector cell Windows

3 This is not normally required but in cases where repeated failure of the system to qualify occurs, the following cleaning procedure can be undertaken.

4 Relieve any pressure From the cell body. Remove the upper pipe clamp above the cell. 5 Remove the flow regulator mounting bolts 6 Unscrew the upper coupling on flow sensor. 7 Unscrew the four upper hex drive bolts. 8 Remove the upper connection piece of the measurement cell and slide out to the front of the skid assembly. 9 The inner parts of the cell can now be cleaned by using the cleansing brush (Part number 0609-0290) provided. 10 Re-assembly of the cell is the reverse procedure, taking care that the O-ring is properly seated.

6.4.2 Removing the Detector Cell

I . The detector cell only requires removal for complete unit replacement. 2. Proceed as for cleaning the window bolts, until step 6. 3. The centre section of the detector cell can now be removed. 4. The detector cell centre section must be removed and replaced with the attached cable. As such the Connection

box must be opened and the cable gland loosened and terminals undone. The detector cell and cable can now be removed and replaced.

6.4.3 Re-mounting the Detector Cell

11 Ensure the lower O-ring is properly seated. 12 Slide the new centre section of the detector cell into place. 13 Slide the upper section of the cell into place. Line up the holes. 14 Insert the four hex drive bolts and tighten. 15 Re-connect the upper pipework connection 16 Tighten pipe clamp and mounting bolts for flow sensor.

fl

SECTION 3

6.5 WINDOW WASH PUMP

NOTE: When the pump is disassembled for repairs, all matched parts should be handled carefully to avoid damage to lapped or honed surfaces.

WARNING: Use cleaning solvent in a well ventilated place. Avoid breathing of fumes. Keep away from open fire.

Drg. 0871-1212 shows the window wash pump and will help to visualize the following:

6.5.1 Disassembling the Window Wash Pump

I . Isolate the pump and relieve any pressure from the pump.

2. Remove the pump from the Skid assembly to a clean and well lit work place, after first disconnecting the two water pipe lines and the air supply line.

6.5.2 Air side problems.

1. In the eventuality of an air drive malfunction the spool guide (8) and pilot valves (17) should be replaced. Inspect this first and replace if necessary prior to retesting before further disassembly of air drive. Spool guide (8) is most easily removed by removing the four star drive screws and carefully removing, behind the spool guide is a small sliding port valve. Care should be taken to ensure the sliding port valve is replace with the hollow side toward the body of the unit. The spool guide is included in spare parts kit 0390-1202. .

2. Secondly on the air drive side are the replacements of pilot valves(l7). These two units should be replaced as a pair, and form part of the Window wash pump maintenance kit (part number 0390-1202)

6.5.3 Water side problems

1. The inlet and outlet couplings are provided with non-return valves. Should a leakage occur on the water side replacement of the O-rings (45) should be camed out. Remove inlet or outlet gland completely and remove O-ring from inner part. Replace with new. The O-rings are part of the window wash maintenance kit 0390-1202.

17 If water is leaking from the wet side to the air side then the back up ring (33) should be replaced. To perform this, first undo for star screws (29). Remove upper body (1). Remove Air piston (23). Place lower assembly into a bench vice. With a 36mm box spanner remove cap nnt(40). The 0-ring(32 and back-up ring (33) are now visible and can be replaced with reserve from window wash pump spare parts kit 0390-1202.

6.5.4 Re-assembling the Window Wash Pump

1. Before starting re-assembly operations, wash all metallic parts thoroughly in solvent.

2. The air piston, air barrel, cycling valve and sleeve should be lubricated on assembly with lubricant provided in the spare parts kit.

3. Re-insert air piston

4. Replace body onto lower pump body, taking care to ensure O-ring (28) sits well and is not "pinched"

5. Replace the pump into the Skid Assembly and connect the water and air service pipes.

SECTION 3

6.6 SKID SHUTTLE VALVE

No maintenance on this unit is envisioned. Should the unit fail to operate, a replacement unit should be installed. If any water leakage through the end cap bleed holes is detected, the assembly should be delivered to a qualified VAF service point for overhaul.

6.7 2-WAY PNEUMATIC VALVE(S)

No maintenance on this unit is envisioned. Should the unit fail to operate, a replacement unit should be installed. If any water leakage through the end cap bleed holes is detected, the assembly should be delivered to a qualified VAF service point for overhaul.

r

SECTION 3

6.8 SAMPLE PUMP

WARNING: The following point must be considered before commencing work to the unit;

-stop the pump; - isolated the electric motor from the mains supply; -isolated the pump from the water supply and relieve any pressure on the pump.

Drg. 0806-1260-3 shows the pumplmotor and will help to visualize the following:

6.8.1 Mechanical Shaft Seal

This sealing device requires no maintenance or adjustment. When a new seal is being run in, small leakage may occur I momentarily.

If any water leakage occurs, this will drip out of the 2mm. keyway at the bottom side of the pump casing, visible from the pump room side.

6.8.2 Disassembling the pumplmotor !

Drain the pump and piping. On the pump casing a drain plug is provided. If repair to the impeller or rotating part of the mechanical seal is required, the piping can remain in place. Otherwise, remove the suction and discharge piping from the pump.

Remove the eight nuts (7) and washers (38) from the pump cover. . Remove the cover (5) from the pump casing, preferably utilising the two off jacking screws size M6. Be careful not to damage the set of packing rings (4).

If only the impeller (10) is to be changed out, pull it out of the casing. If it sticks, gently use two snap grips and apply little force evenly. Be careful not to be injured by the sharp impeller vanes, and also not to damage the impeller. The keyway for the impeller is glued in place in the factory and should not be disturbed.

For access to the mechanical seal (9), the coupling (14) is to be removed. For this purpose, the impeller can be left in place and be blocked with a tool having a soft end. Be carefol not to be injured by the sharp impeller vanes, and also not to damage the impeller. Loosen the hexagon socket head cap screw (12) of the coupling (14). Then remove the impeller, and the bolt (12) with the O-ring (13).

Pull the coupling from the motor shaft. For this purpose a M16 thread is provided, enabling use of a bolt as pull handle. Be careful as the rotating part of the mechanical seal (9) will come offwith the shaft sleeve. Prevent the seal part from striking the pump casing when it comes off. Do not damage the sealing ring and store it in a clean cloth at a safe place.

For further disassembly remove the three hexagon socket head bolts (16) from the flange (22). Pull the pump casing (2) with fining ring (22) from the main plate. Care should be taken for the stationary ring of the mechanical seal, this will come off together with the pump casing. This ring should not strike the shaft, otherwise it may be damaged Be aware that the key (3 1) should be kept in place.

NOTE: The gas tight seal will be compromised if the following steps are taken. Ensure replacement parts are to band.

WARNING: Gas tight integrity of the bulkhead will be shortly compromised. Ensure all safety regulations are followed and blanking plates are available if the repair of the unit is expected to take any length of time.

8. If deemed necessary the rings forming the gas seal can be removed. Remove the oil reservoir on engine room side of bulkhead. Pull out the first oil seal (25), the lantern ring (26) and the second oil ring. The oil seals will certainly be damaged and need to be replaced.

,

SECTION 3

6.9 DIFFERENTIAL PRESSURE TRANSMITTER

6.9.1 Zero Output Check of DPT

1. Open equalising valve of DPT.

2 The FLOW indication on the MCU should now read zero. If reading is not zero, adjust zero point at DPT, in accordance with section 6.8.2, until reading is zero.

3. Close equalising valve of DPT.

6.9.2 Zero adjustment of DPT

1. Keep the transmitter energised for at least 10 minutes. 2. Remove cover from electronics housing of DPT. 3. Check that 'MODE' switch is at '0' (refer to the illustrations in drawing 0899-1249-3). 4. Apply the lower value pressure. 5. Wait for the pressure to stabilise. 6. Slide away 'ZERO' cover on electronics housing and adjust zero point by turning adjustment

screw as shown in drawing 0899-1249-3. 7. Set 'MODE* switch to '2'.

Note: When a digital voltmeter is used you will find an example of wiring (connected to CK- and CK+ on the terminal block) with the illustrations. Lower pressure value should then correspond with an output of 4 mA.

Caution: After adjustment of the transmitter, it should be kept energised for about 10 seconds

6.9.3 Span adjustment of DPT

1. Unscrew cover from electronics section of DPT and read calibration data plate affixed to inside of cover.

2. Connect a suitable pressure gauge and air supply to "+" side of DPT. Make sure that "-" side vents to atmosphere.

3. Connect suitable digital voltmeter (refer to the illustrations in drawing 0899-1249-3). 4. Set 'MODE' switch to ' I ' (see illustrations). 5. Apply pressure shown as "upper calibration value" on calibration data plate of the DPT. 6. Wait for the pressure to stabilise. 7. Observe mA signal output. If reading is not in accordance with the upper limit of the DPT the output

current can be adjusted using the zerolspan screw. 8. Repeat steps 1,2 and 3 of paragraph 6.8.1 to check that the zero point has not drifted. 9. Set 'MODE' switch to '2'. 10. Remove air tools and voltmeter. Close covers. Ensure that the sealing ring is installed otherwise the

transmitter is not in accordance with IP67.

Caution: Af?er adjustment of the transmitter, it should be kept energised for about 10 seconds.

Warn ins In hazardous zones with explosion proof requirements the cover must be tightened at least 7 turns

,

SECTION 3

6.9.6 Re-assembling the DPT

Warninc Do not assemble with power on

(i) Sensor

I. When mounting the sensor (Blu5), it is recommended to make use of a new set of gaskets (B-8) compatible with the process fluid. The bolts, nuts, flanges and other parts should be inspected for corrosion or other eventual damage. Damaged parts should be replaced.

2. Gaskets should be lightly lubricated with silicone oil before they are fitted into their recesses. Use halogen grease for inert fill applications. The flanges should then be positioned in order to press them in place. With the I flanges holding the O-rings in place, insert the fourbolts and tighten the nuts (B-14) finger-tight, making sure the flanges remain parallel all the time.

Tighten one nut till the flange seats. Tighten the nut diagonally across with a torque of approximately 25 Nm (20 fl.lbs). Tighten the fmt nut with the same toque. Verify the flange alignment. Check torque on the four bolts.

3. The fitting of the sensor must be done with the main board out of the electronic housing. Mount the sensor to the housing hlming clockwise until it stops. Then tum it counter-clockwise until it faces the protective cover (A-1) parallel to the process flange. Tighten the hex screw (A-31A) to lock the housing to the sensor. .

(ii) Electronic Circuit

1. Plug sensor connector and power supply connector to main board. 2. Anchor the main board with its screws. 3. After tightening the protective cover (A-I), mounting procedure is complete. The DPT is ready to be

energized and tested. It is recommended to open the DPT pressure valves to atmosphere and adjust the TRIM.

Warnine: In hazardous zones with explosion proof requirements the cover must be tightened with at least 7 turns.

6.10 SPARE PARTS

6.10.1 Standard mares

Standard spare parts supplied with every ODME delivery:

Description Stock number Quantity

Standard spare parts ODME system comprising: Printer paper Bulkhead seal lubricant O-ring UD 26.70 x 1.78 mm O-ring IiU 28.30 x 1.78 mm Fuse 500mA (slow) Fuse 1 A (slow) Cleansing brush Printer ribbon

,

SECTION 3

6.9.4 Disassembling the DPT

Warning: Use cleaning solvent in a well ventilated place. Avoid breathing of fumes. Keep away from open fire.

Warning: DO NOT DISASSEMBLE WITH POWER ON

In drawing 0899-1249-3 you will find illustrations with an exploded view of the DPT which will help to visualize the following:

In order to have access to the sensor (Blu5) for cleaning purposes, the transmitter should be removed from its process connections. The transmitter should be isolated from the process by means of manifolds or valves and must be vented from any remaining pressure prior to removing. Remove the DPT to a clean and well lit work place. The flange nuts (8-14) may now be loosened crosswise, one at a time. After removing bolts and flanges (B-9), the isolating diaphragms will be easily accessible for cleaning. Cleaning should be done carefully in order to avoid damaging of the delicate isolating diaphragms. Use of a sol3 cloth and a non-acid solution is recommended. The oscillating circuit is a part of the sensor and replacement of one implies replacing the other. To remove the sensor from the electronics housing, the electrical connections (in the field terminal side) and the main board connector must be disconnected. Loosen the hex screw (A-3 IA) and carefully unscrew the electronics housing from the sensor, observing that the flat cable is not excessively twisted.

Caution: Do not rotate the electronics housing more than 180' without disconnecting the electronic circuit from the sensor and from the power supply.

6.9.5 Electronic circuit

1. To remove the circuit board (A-6) loosen the two screws that anchor the board

Clution: The board has CMOS components which may be damaged by electrostatic discharges. Observe correct procedures for handling CMOS components. It is also recommended to store the circuit boards in electrostatic-pmof cases.

2. Pull the main board out of the housing and disconnect the power supply and the sensor CoMeCtOrS.

,

SECTION 3

6.10.2 Servicing svares

When ordering spares, always refer to the ODME system's serial number and list required spares indicating:

1. stock number; 2. quantity required; 3. description of kit.

We recommend to stock the following spares:

Description Stock number Quantity

Sample pump maintenance kit (See drawing 0806-1260) comprising: Mechanical seal (9) O-ring (8) O-ring (13) Oil sealing (25) Shim (set) (4)

Sample pump - Impeller replacement kit 0390-1210 (See drawing 0806-1260) comprising: Sample pump maintenance kit 0390-1082 Impeller((l0)

Sample pump electric motor kit (See drawing 0806-1260) comprising: Electric motor (32)

Key (31) Bushing (27)

Window wash maintenance kit (See drawing 0871-1212) comprising: Pilot valve complete (17) Back up ring (33) O-ring (45)

Printer Kit comprising: Printer paper Printer ribbon

Electrical items spares kit comprising: LED Green (starter box) LED Red (starter box) Fuses 5M)mA Slow (EPU & MCU)

SECTION 3

7. REFERENCE DRAWINGS

Refer to drawings located in Section 7 of this manual.

Description:

Control drawing Ball Valve flow meter kit Mark 6 Motor Starter box Mark 6 - dimensions Sample pumplmotor Mark 6 - dimensions Sample Valve Mark 6 Sample pumplmotor Mark 6 - part list Skid Ballast Monitor Mark 6 Electro Pneumatic Unit Mark 6 Main Control Unit Mark 6 Sampling probe Mark 6 Motor Starter box Mark 6 - part list Isolating valve Mark 6 -parts list Measurement Cell Mark 6 Basic Spare parts kit Mark 6 Grab cock and injection point Mark 6 Light Scatter Cell Mark 6 Connection diagram motor starter box Mark 6 Connection diagram Mark 6 with cable gland sizes Electrical connection diagram Mark 6 Logic diagram overboard valve control Mark 6 Schematic diagram Mark 6 Installation flowmeter Mark 6 ABS Installation req's fresh water supply line Ballast Monitor Mark 6 Schematic Installation diagram Ballast Monitor Mark 6 Multi Cable Transit box Mark 6 Bulkhead penetration and piping diagram Mark 6 Schematic pipe arrangement skid Mark 6 Cable termination instrnction Mark 6 Paper path printer Mark 6 Front panel MCU Mark 6 Connection diagram dP/I transmitter type Fuji Mark 6 Part list Window Wash pump Mark 6 Dimensional drawing dPll transmitter with bracket Mark 6 Parts list dp/l transmitter Mark 6 Pressure reducing valve Mark 6 Air supply units Mark 6

Drawing number:

0806-0005 0806-1 041 0806-1075 0806-1076 0806-1077 0806-1260 0806-1261 0806-1 263 0806-1264 0806-1265 0806-1 267 0806-1268 0806-1271 0806-1272 0806-162 1 0806-1 622 0806-2032 0806-2029 0806-2030 0806-5019 0806-502 1 0806-8016 0806-8023 0806-8035 0806-8037 0806-8038 0806-8039 0806-8040 0806-804 1 0806-8042 08 10-2007 0871-1212 0899-1092 0899-1249 0899-1256 0899-1258

SECTION 4

OIL DISCHARGE MONITOIRNG & CONTROL SYSTEM

TEST AND CHECK-OUT PROCEDURE

. T

,

SECTION 4

RECOMMENDED TEST PROCEDURE

Before test is carried out the person in charge should familiarise himselfherselfwith the operation of the system and

ensure the following conditions are met:

CAUTION:

UNDER NO CIRCUMSTANCES MUST THE PUMP BE RUN WITHOUT LIQUID.

THE PUMP CASING MUST BE FILLED WITH LIQUID FIRST OTHERWIZE THE PUMP WILL SEIZE AND

DAMAGE WILL OCCUR.

- I

a) control air supply is on;

b) fresh water supply is on;

C) electrical supplies are on;

d) main control unit is switched on;

e) Electro Pneumatic Unit is switched on;

f ) starter box is switched on;

g) all manual valves in the system are open;

h) cargo pump is on stand by;

i) check if sufficient paper is available in printer.

Proceed as follows:

I. Switch MCU to "Control Unit" position.

2. Press [ > ], to enter SET UP mode.

3. Press [ENTER] till 'Total Oil Limit' is displayed.

4. Press [CHANGE] and enter Total Oil limit of 40 L.

5. Press [ENTER] to display 'Reset Oil Total ?'

6. Press [CHANGE] and [CLEAR ] to reset Oil Total to zero.

7. Press [ENTER] till 'Ships speed input' is selected. Change to manual mode and enter Ship's speed of 15 knots.

8. Press [ENTER] till 'Flow rate input' is selected. Change to manual and enter flow rate of 1000 Th .

9. Press [ENTER] till 'Oil content input' is selected. Change to manual and enter oil content of 400 ppm.

10. Press [ENTER] till end of SET UP mode is reached.

11. Press [ENTER] the system will go to IDLE mode.

12. Press [ > ] to start the SAMPLE mode.

13. Check the display of the MCU for correct information.

dd/mm/yy hh:mm SAMP.PNT 1 MODE SAMPLE

CONC 400 ppm M DISCH 0 Vnm

FLOW 1000 Tih M TOT.OIL 1

SPEED 15 kts M V N C0M:C P0S:C 0IL:l

SECTION 4

14. After approximately 2 minutes, the signal to open the overboard valve and to shut the slop tank valve will be given. Which is indicated on the display as follows:

d d m d y y hhmm SAMP.PNT 1 MODE SAMPLE

CONC 400 ppm M DISCH 26 l/nm

FLOW 1000 Tih M TOT.OIL xx I

SPEED 15 kts M V/V C0M:O P0S:O 0IL:l

15. In the case of this vessel check that the valves have in fact operated. On the display of the MCU this is indicated by

the change of POS: from 'C' to '0'.

16. Press [STOP MONITOR]. the system will return to IDLE mode and the signal to close the overboard valve and open

the slop tank valve will be given.

dd/mm/yy hh:mm SAMP.PNT 1 MODE IDLE

CONC 400 ppm M DISCH 26 l/nm

FLOW I000 Tih M TOT.OIL I

SPEED 15 kts M V N C0M:C P0S:C OIL1

17. In the case of this vessel check that the valves have in fact operated.

18. Select EXTRA SET UP mode by pressing [CHANGE].

19. Press [ENTER] till 'Flow rate input' is selected. Change flow rate to 2000 Tih.

20. Wait till system is back in IDLE mode. (15 seconds after last keyboard action).

2 1. Select Sample mode by pressing [ > 1. 22. Check the display of the MCU for correct information.


CONC 400 ppm M DISCH Flt Vnm

FLOW 2000 Tih M TOT.OIL I

SPEED 15 kts M V N C0M:C P0S:C 0IL:I

23. AAer approximately 2 minutes the overboard discharge valve signal will not change from close to open

24. Press [STOP MONITOR] to select IDLE mode again.

25. Select EXTRA SET UP mode by pressing [CHANGE].

26. Press [ENTER] till 'Flow rate input' is selected. Change flow rate to 1000 Tih.

27. Wait till system is back in IDLE mode. (15 seconds after last keyboard action).

28. Select Sample mode by pressing [ > 1.

SECTION 4

29. Check the display of the MCU for correct information.



FLOW 1000 T/h M TOT.OIL I

SPEED 15 kts M V N C0M:C P0S:C OIL1

30. After approximately 2 minutes, the signal to open the overboard valve and to shut the slop tank valve will be given.

Which is indicated on the dispaly as follows: I

ddrnmlyy hh:mm SAMP.PNT I MODE SAMPLE


FLOW 1000 T/h M TOT.OIL I

SPEED 15 kts M V N C O W 0 POS: 0 0lL:l

In the case of this vessel check that the valves have in fact operated.

On the display of the MCU this is indicated by the change of POS: fiom 'C' to '0'.

The discharged oil indicated on the display by 'TOT.OIL' will increase. Allow the oil discharge to increase till it

reaches 40 1, at which time the signal will be given to close the overboard valve and to open the slop tank valve.

Check that the valves have in fact operated.

Press [STOP MONITOR] to select IDLE mode.

Press [STOP MONITOR] to select SHUTDOWN mode.

The system is now STANDBY mode.

Press [ > ] to select SET UP mode.

Press [ENTER] till 'Reset Oil Total ?' is displayed.

Press [ENTER].

Press [ENTER] till 'Ship's speed input' is selected. Change to auto mode.

Press [ENTER] till 'Flow rate input' is selected Change to auto mode.

Press [ENTER] till 'Oil content input' is selected. Change to auto mode.

Press [ENTER] till end of SET UP mode is reached.

Press [ENTER] to start FLUSH mode.

Wait till the system has completed the flushing cycle and is back in IDLE mode.

SECTION 4

Check the display of the MCU for correct information.

Start the cargo pump. NOTE: the MCU will divert the flow into the slop tank.

Press [ > ] to start sampling. Check that the ppm indication on the MCU is changing.


Press [CHANGE] to select EXTRA SET UP mode.

Press [CHANGE] and select the next sample point.

Wait 15 seconds till the system is back in IDLE mode again.

Press [ > ] to start sampling.

- Check that the correct sample point is indicated on the MCU.

- Check that the correct sample probe is selected.

Repeat step 48 to 52 for each sample point.


Press [CHANGE] to select EXTRA SET UP mode.

Press [ENTER] till 'Oil Type' selection is displayed and select the next oil type.

Wait 15 seconds till the system is back in IDLE mode again.

Check if correct Oil type is indicated on MCU.

Repeat step 56 to 58 for each oil type.

Press [ > ] to select the SAMPLE mode.

Press [WINDOW WASH].

The display will indicate "MW" alongside "SAMPLE MODE". The window wash pump should operate for a few

seconds.

Press [FLUSH].

The display will indicate "MF" alongside "SAMPLE MODE".

- Check that fresh water valve (V10) opens for approximately 2 minutes

- Check that Oil content indication on MCU reads zero.

Test the NO FLOW alarm by manually shutting the sample inlet valve on the Skid Assembly.

- Check that sample pump is stopped after approximately 2 minutes.

- Re-open sample inlet valve after test.

Check that the ship's speed, flow rate and oil content are all displayed on the MCU and wait for the overboard

discharge valve to open. Regulate cargo pump speed and back pressure to obtain a flow rate equivalent to approx.

50 % of the rated capacity of the flowmeter. Check the accuracy of the flowmeter against ullage readings or cargo

pump characteristic curves.

Stop cargo pump and check system shuts down on loss of flow rate.

Press [SCROLL] to select TEST mode.

Follow instructions as indicated on the display of MCU to perform a self test of the system.

- Display should indicate 500 ppm

- The audio alann should sound.

- The printer should perform a print test.

68. Press [CLEAR] or wait for 15 seconds to return to SAMPLE mode.

69. Press [STOP MONITOR] to select IDLE mode.

- 1

,

SECTION 4

70. Turn the keyswitch on the MCU to 'CONSOLE' position and check the manual control of the overboard discharge

valve and sloptank valve from the cargo control console.

71. Turn the keyswitch on the MCU to 'CONTROL UNIT and check that the manual control of both overboard

discharge valve and slop tank valve from the cargo control console is not possible.

72. Press [STOP MONITOR] to select SHUTDOWN mode.

Check operation of SHUTDOWN flushing cycle as follows:

- Fresh water valve (V10) and back flush valve (Vl I) opens.

- Sample pump runs.

- Atler 2 minutes (VI I) should close.

- The window wash pump will operate for a few seconds.

- After a further 2 minutes valve (V10) will close and the pump stops.

The system is now in a STANDBY mode.

73. Inspect the system for evidence of any leaks.

SECTION 5

Certificates of Approval

And

Certificate of conformity

United States Coast Guard, certificate of approval

Nippon Kaiji Kyokai, certificate of approval

Det Norske Veritas, EC type examination certificate

China Classification Society, certificate of type approval

American Bureau of Shipping, certificate of design assessment

CP302 Form

CHINA CLASSIFICATION SOCIETY id!' NO HBT03610003

CERTIFICATE OF TYPE APPROVAL FOR MARINE PRODUCT I,',' j d t 4, % Oil Discharge Monitor %@Kg VAF Instruments B.V. Description Manufacturer

J?! q Oilcon Mark 6 --

Model r kt

Vierlinghstraat 24. NL-33 16 EL IN %ftW LTA03610005 Dordrecht, The Netherlands Approval No. of drawing Address

P A h f ! ! % Particulars

Kauge: 0- 1000 ppm

Sample Flow Rate: 450 - 550 Vh

Water temperature range: 5 - 65%

Ambient remperdture: -20-55'C

Alann Settings: Adjustable over the full range

Electrical Supplies: Main Control Unit: 115 1230 VAC 50 160 Hz, 0.5Amp

Emergency Supply: 24 VDC. l .O Amp

Electro Pneumatic Unit: 1151230VAC 50160 Hz.0.5Amp

Sample Pump Motor: 460 VAC, 60 HZ 1.3kW. 2.5Amp

or 380 VAC, 50 Hz, I. l kW. 2.6Amp

Air Supply: 4.0 - 7.0 bar, dry clean air

Sample Points: 2 standard. optional 6

! ,$%!E~??fi&ft,kX&41 rge-?&tq, THIS IS T O CERTIFY that the Surveyor to this Society has, i n accordance with i h r

MARPOL73178 and I M O Resolution A586(14) "Revised Guidelines and Specitications for O i l Discharge Monitoring and Control System for O i l Tankers". examined the drawings and technical documents o f the above-mentioned product, and carried out a survey for type approval in the works on Jan.20. 2003 and that both the drawings and test results are found to be in compliance with the relevant standards. The Type Approval for the subject product is hereby granted.

Jtt!.~tA~>fJl?, i $ , : L : ~ f , f J $ ; ~ ~ f & ~ j k # ~ ~ ~ ~ ~ & @ ~ l ~ ~ o After the Type Approv ed to be surveyed and certit ird i n

accordance with the require

4uI I%{ii$J!WL!?. This Cert. is valid until %ill I l!U Date o f issue

NIPPON KAlJl KYOKAI

Certificate No.

03EQ219N

Item

Type

Product descriptions

Manufacturer

Documentation

Limitations

: Oil Discharge Monitoring and Control System

: OILCON Mark 6

: Intended for installation onboard oil tankers for ballast water monitoring control and alarm of contents of oil (or oil-like substances) at discharge overboard

: VAF Instnunenta B.V. Vierlinghstraat 24, 3316 EL Dordrecht The Netherlands

: See annex 1

: See annex2

THIS IS TO CERTIFY that the above type has been approved by Nippon Kaiji Kyokai with approval No. N-787 and that products of the type will be aocepted for use on ships classed with the Society for compliance with the relevant requirements of the Society's Rules for Marine PoUution Prevention Systems, the MARPOL 7978 and the Annex Part I and 2 of the IMOResoIutian A686{14) as amended subject approval of the flag Administration and conditional upon that product verilication be carried out by the Society.

This certificate is valid until 11th August, 2008. Issued at Tokyo on 12th August, 2003.

NIPPON KAIJI KYOJSAI

Material and Equipment Department

Initial approval date : 12th Auguat, 2003

Annex 1 to the certi6cah No. 03EQ219N

Titls Control drawing Ball Valve flow meter kit Motor Starter box Mark 5/6 - dimensions Sample pumplmotor Mark 6 - dimentions Sample Valve Ballast Monitor Mark 6 Sample pnmplmotor Mark 6 - part list Skid Ballast Monitor Mark 6 Electro Pneumatic Unit Mark 6 Main Control Unit Mark 6 Sampling probe Mark 6 Motor Starter box Mark 6 - part list Isolating valve Mark 6 - pa rh list Measurement Cell Ballast Monitor Mar% 6 Grab cock and iqieetion point Mark 6 Light Scatter Cell Ballast Monitor Connection diagram motor starter box Connection diagram Mark 6 with cable gland sizes Electrical connection diagram Ballast Monitor Mark 6 Logic Diagram Overboard valve control Ballast Monitor Mark 616 Schematic diagram Ballast Monitor Mark 6 Installation Flowmeter Ballast Monitor Mark St6 ABS Installation req's fresh water supply line Ballast Monitor Mark 616 Schematic Inatallation diagram Ballast Monitor Mark 6 Multi Cable Transit box Mark 6 Bulkhead penetration and piping diagram Mark 6 Schematic pipe arrangement skid Mark 6 Cable termination instruction Paper Path Printer Mark 6 Frontpanel MCU Connection diagram dPA transmitter type Fuji Part list Window Wash pump Dimensional drawing dP/l transmitter with brancket

,Parts list dP/l transmitter Pressure reducing valve Ballast Monitor Mark 6 Air supply units Ballast Monitor Mark 6

Annex 2 to the certihate No. 03EQ219N

The oil content meter is tested and approved for crude oils, "black" and "white" products, and oil-like substances of category C & D in MARPOL Annex I1 Reg.14 as listed below;

- cyclohexane - p-cymene - toluene - xylene - hexane - pentane - kerosine - gasoline -ethyl cyclohexane - methyl cyclohexane - cyclopentane - pa& - cyclohexene - iso-octane - cyclopentene - nonane

Aoalicofion of Council Dircdive 96198EC of 20 December 1996 on Maine Equipment as amended by directive . . 2 0 0 2 / 7 5 ~ k , issucd as 'Worskrift om Skipsutsryt" by the Norwepian Maritime ~irectorata. This certificate is

issued by Det N o d e Ventas under the authority ofthe Government of the Kingdom of Noway.

CERTIFZCATJZ NO. MED-B-I987 This Cettificate consists of 4 pages

7his is to cerllfy fhat the prorhrcf Oil discharge monitoring and control system for an oil tanker

with ihe iype designation

Oil Discharge system OILCON@ Mark 6

Manqiiaciured by

VAF Instruments B.V. Dordrecht, Netherlands

is found to comply with the requirements in the following RegwlationdStandarh: Annex A. 1, section 2, item No. A 112.5 and Annex B, Module B in the directive. Marpol 73178

as amended, Annex X Reg.15 (3). IMO Resolution AS86 (14)

Further details of the product and conditionsfor cer@cafion are given overleqt

Place and ahte This Certijscate is valid until 2008-07-1 0

ORSKE V m A S As

fied Body No. 0575

Depuimmr Systems k Compnmu DNV local oflce:

- -

DET NOROW VERITAS AS MRlTASVElEN 1, l322 HBVIK. NORWAY . TR! (-0) 67 67 80 00 . FA)(. (-47) 67 5 l QS 1l

Page 1 Of 4

Product description

Main components of The OILCON system Mark 6 Oil Discharge Monitoring & Control System: Main Control Unit Skid containing the measuring cell - Samling pump- Starter box Sample Valves Sample Probe

@/I Transmitter Electro Pneumatic Unit Pressure regulating valve Automatically controlled valves. Orifice plate 1

This EC Type Examination covers system design principle and installation on board with regards to fire and explosion hazard, as we11 as performance. Arrangement drawing and certificate for intrinsically safe equipment is to be submitted for each installation. Inspection of '

intrinsically safPty is to be carried out upon installation on board.

The oil content meter is tested and approved for: - Crude oils - "Black" and "white" products - Oil-like substances of category C and D in MARPOL Annex Il Reg.14 as listed in below:

KEROSINB HEXENE GASOLINE CYCLOHEXENE ETHYL CYCLOHEXANE ISO-OCTANE CYCLOHEXANE PENTANE METHn CYCLOHEXANE CYCLOPENnNE TOLUENE P-CYMENE CYCLOPENTANE XYLEI\IE PARAFFIN NO-

Q p e Approval documentation

General document; Installation and Operating Manual 640 Oilcong Mark 6 - Publ. No.TIB-640-GB-0503 (3)

Dmg.No.; Rev.; Title: 0806-0005-3 A Control Drawing for Mark 6 Oil Discharge Monitor 0806-0005-4 A Notes Control Drawing for Mark 6 Oil Discharge Monitor 0806-1041-4 E Dimensional Drwg. Ball Valve Flowmeter Kit, Ballast Monitor

Tests carried out

Cert No.: MED-B-1987 Case No.: EC-MP-37 File No.: A.112.5

Dimensional Drwg. Motor Starter Box, Ballast Monitor Dimensional Drwg. Sample Pump Motor Dimensional Dwg. Valve Assembly Drwg. Sample Pump Parts List Sample Pump Dim. Dnvg. +Parts List Ballast Skid Dim. Drwg. +Parts List Electro Pneurn. Unit Dim. Drwg. +Parts List Main Control Unit Parts List Sampling Probe Pipe Conn. 015 mm Parts List Motor Starter Box Parts List Isolating Valve 0 15 mm PansLia Detector Cell Grab Cock and Injection Point Light Scatter Cdi ~&ection Diagarn Motor Starter Box Connection Diagram OILCON Mark 6 wlCable Glands Electric ~onne&on Diagram Schematic Diagram Overboard Valve Control Schematic Diagram Ballast Monitor Installation Flowmeter Installation Requirements F.W. Supply Line Schematic Installation Diagram Multi Cable Transit Bukhead Penetration and Piping Diagram (sh. 1 of 3) Bulkhead Penetration and Piping Diagram bh.2 of 3) . - - Bulkhead Pmetration and Piping Diagram (sh.3 of 3) Schematic Pipe Arrangement Cable Termination Insttuction Control Panel MCU Connection Diagram dP1I Transmitter Type FUJI Assembly Drwg. Window Wash Pump (sh. 1 of 2) Parts List Window Wash Pump (sh.2 of 2) Dim. Drwg. dPN Transmitter FUJI Flow Meter Kit Pans List FUJI dP/l Transmitter Flow Meter Kit Parts List Pressure Reducing Valve Fresh Watm Parts List air Supply Units

Tested in accordance with the requirements of the specication contained in Part 1 of the Annex to the Guidelines and Specification contained in IMO Resolution A586 (14). Vibration-, inclination-, humidity-, dry heat-, cold- and EMC-tests; -Test Progamme No.01-09-2001 Rcv.D w/ Summary of results

-Dijkstra Advies, Research & EMC Consultancy B.V. (DARE), Report No. 03C00259RP1'01, Electromagnetic Compatibility Test Report

-TNO Building and Construction Research, T'NO Report No.2003-CMC-R008, Vibration Test of 'Oilcon Mark 6'.

-1nstitut Fresenius AG, cen.No. 103-37977, Cartificate of Type Approval for Oil Content Meters intended for Monitoring the Discharge of Oil-Contaminated Water from Cargo Tank Areas of Oil Tankers

-KEUA Quality B.V., EC-Type Examination Certificate No. KEMA 03ATEX1187 X, for Oil Discharge Monitor type Oilcon Mark 6

Marking of product

For traceability to this type approval, each unit is to be marked with; -Manufacturer's name or trade mark -Type designation -Serial No. -Mark of Conformity

Mark of conformity

The manufacturer is allowed to a x the Mark of Conformity .:!: atcording to Article 1 I in the Council Directive 96/98/EC on Marine Equipment and issue a Declaration of Conformity, only when the module D or E or F of Annex B in the same directive is fully complied with.

Module D: The quality system for production and testing shall be approved by the Notified Bodv.

Module E: ~hehuali ty system for inspection and testing shall be approved by theNotified Bodv. . ~

Module F: Compliance of the products to type as described in this EC Type-Examination Certificate must be verified by theNotified Body who also shall issue a Certificate of Conformity.

END OF CERTIFICATE

:east Guard Approval Number: 162.050/6007/0 , mires: 03 Wvabnbu- 2008

OIL POLLUTION PREVENTION EQUIEXBNT Certificate of Type~Test for Oil.Cont,ent Meter

per IMD ~esoiuCi0n A.586 (14) Part 1

W INSTRUMENTS B.V. .P . 0. ' BOX 40 . . . $ , ,;. .,'

3300 AA DORDdECHT ;. ,,, ,. . , , . NEPHBRLANLis

7,. <. ! >

' . :.. . ' 3 jilcon Mark 6 Ballast iCdrgo) Honitor. .t . : r . ~. ... .

. a *,,. a , s .;-- . ,i he s.y.tm operates by moasuing:iinfrared scatter and absorption.of the oA1.4n-the.sample. hese signals are processed in the monitor to provi/k,:an,ouc@~~ si@uL:,SBot is p~owrtional :o the oil concentration. Oil content meter analyzing unit manufactur+by VAF Instruments I.V. to drawing no. 0806:126&-3 dtd 11 Jan 2002. Electronic section of oil content *tar mufactured by VAP 1nstiClmcnt.s B.V. to drawing noa. 0806-la&-3 dtd I1 J M 1 0 0 2 and 0806-

. . ' ~, .. : , . .261;3 dtd 18 Jan 2002. '? . , . , \ , . , ..

laupla feed pump and sample conditioning unit manufactqraQ by VAP Iastrumcnts B.V. to . . Lrawing no. 0806-1076-3 dtd 25 Oct 2001.

!he oil content meter is :acd&t&e for Crude oils, ,~la'ck' prod&ts.. mite products, Oil-like ~oxioUs liquid substanced, 'C+an'ballast 15-ppm a l m , . . ,..

>i:, 1.. . . i * _ . : . ,,: . .. L copy of this Certificate should be carkcaboard a vessel fittad with this ~~~~~t at 111 times. IHO Certificates of Type Approval do not expire and are valid for apuipmant mufactured at any time during the period of validity of this Certificate.

GIVEN UNJXR MY HAND THlS 3* DAY OF NOVEMBER 2Mn. AT WASHINGTON D,C.

TERMS: Thc approval of the item dcscribcd on tbc face of the submiaal d Sadkfactc evidcnce that the item

%IF W@ W b b provisions d the applldtrble ssplntibas

Title 33 andlor Title 46 C6de of fWari Regulations. The n o d on this Cmbtc c mtberpPiiubkhwsandn~luionsgowniogtheuscoftheitcmonreanclssubject~,C~arrawrdinspectiOnor~d vesselsand boots.

Considaation will k gimi to an wnension of W i approval provided application is made 3 months prior to I expiration date of this Catificate.

Thc approval h o k is nsponsible for mPklhg sure thu the required inspections a tests of materials or devices cover by this approval arc canied cut during pmduction is pwcribcd in the c$plicabk regulations.

"A pcnon that knowinglygunufachw, sells, o h fa srle, a pcqscans wjth intent to d l , any equipment sub* this put ( P m 8. ofSubrirlr II@Sr& 46 U.S.C.J. and the equipment is so ddeqiy w-$a k iMcht to accomplish the papo f a which it is intcndcd shall k Aned not more than $10.000, imprisoned for not nnm than 5 y a m or both."

> - - 04-LW777&PDA

L ) ABS TECHNIW OFFICE

- London Ship Enpinearing

Design Assessment This is to Certify that a representative of this Bureau did, at the request of

VAF Instruments - B.V. assess design plans and data for the below listed product. This assessment is a representation by the Bureau as to the degree of compliance the design exhibits with applicable sections of the Rules. This assessment does not waive unit certification or classification procedures required by ABS Rules for . products to be installed in ABS classed vessels or facilities. This c-cate, by itself, does not reflect that the product is Type Approved. The scope and limitations of this assessment are detailed on the pages attached to this certificate. It will remain valid for five years from the date of issue or until the Rules or specifications used in the assessment are revised (whichever occurs fmt).

PRODUCT: OU Discharge Monilorbg and Control System

MODEL: O w n h r k 6

ABS RULE: ~ 0 3 steel vasa RUI- 1-1-m.7. 51-7/5.3.4@)

OTHER STANDARD: Regulalion 15 (3) (a), Annex I of MARPOL 73178 and Amendmenla. IMO Resolution A.586 (14);

Enpinearing Type Approval Coordhalor

VAF Instruments - B.V. Vierlinghstraat 24,33 16 EL Dordrecht, P. 0. Box 40 Dordrecht NL-3300 AA Netherlands Telephone: 3 1-78-61 8-3 100 Fax: 3 1-78-6177068

- -- - pp

Product: Oil Discharge Monitoring and Control System

Model: Oilcon Mark 6

Intended Service: Crude oils, "Black" and "White" products, Oil like substances of category C and D in MARPOL 73/78 Annex II Regulation 14 as listed below:Kerosene, Gasoline, Ethyl Cyclohexane, Cyclohexane, Methyl Cyclohexane, Toluene, Cyclopentane, Parafin, Hexene, Octane, Pentane, p-Cymene, Xylene, Nonane. - I

Description: Oil Discharge Monitoring and Control System consisting of main control unit, skid containing the measuring cell, sampling pump, starter box, sample valves, sample probe, dP/l transmitter, electro pneumatic unit, pressure 1 regulating valve, automatically controlled valves and orifice plate.

Ratings: 0-1 000 ppm.

Service Restrictions: I ) Full details of each installation showing bulkhead penetration, pipe runs, response time calculations, electrical supply details etc. are to be submitted to an ABS technical ofice for approval. 2) Each tanker is required to have a 'ship specific' oil discharge monitoring and control system manual. The contents of this manual are to be in accordance with IMO Resolution A 586(14) and 15 (13) (C) MARPOL 73178.3) Unit Certification is not required for this product.

Comments: If ABS is issuing the MARPOL 73/78 certificates on behalf of an Administration, this manual is to be approved by ABS.

Term of Validity: This product/model is covered under Product Design Assessment (PDA) Certificate # 04-LD407778-PDA, dated 19/lan/2004. This PDA Certificate expires Jan of 2OO9. It will remain valid for the 5 years from date of issue or until the Rules or specifications used in the assessment are revised (whichever occurs first).

STANDARDS

ABS Rules: 2003 Steel Vessel Rules 1-1-413.7,s-1-7/5.3.4(b)

International: Regulation 15 (3) (a), Annex I of MARPOL 73/78 and Amendments, IMO Resolution A.586 (14)

kc of 19IJant2004 L i t of Type Approved Equipment Page 1 of 1 1

SECTION 5

ATEX Certificate

And

UL. Approvals

Physikalisch-f echnische Bundesanstalt Braunschweig und Berlin

EC-TYPE-EXAMINATION CERTIFICATE (Translation)

Equipment and Protective Systems Intended for Use in Potentially Explosive Atmospheres - Directive 94/9/EC

EGtype-examination Certificate Number:

PTB 00 ATEX 2048 X Equipment: Cylindrical inductive sensors, types NC ... and NJ ... Manufacturer: Pepped+ Fuchs GmbH

Address: D-68307 Mannheim

This equipment and any acceptable variation thereto are specified in the schedule to this certificate and the documents therein referred to.

The Physikaiisch-Technische Bundesanstalt, notifed body No. 0102 in accordance with Article 9 of the Council Directive 9419lEC of 23 March 1994, certifies that this equipment has been found to comply with the Essential Health and Safety Requirements relating to the design and construction of equipment and pcotectwe systems intended for use in potentially explosive atmospheres, given in Annex II to the Directive.

The examination and test results are recorded in the confidential report PTB Ex 00-29206.

(9) Compliance with the Essential Health and Safety Requirements has been assured by compliance with:

EN 50014:1997 EN 50020:1994

(10) If the sign "X' is placed after the certificate number, it indicates that the equipment is subject to special conditions for safe use specified in the schedule to this certificate.

( I I) This EC-typwxamination Cer t i i te relates only to the design and construction of the specified equipment in accordance with DirdNe 9419IEC. Further requirements of this Dire~tiNe apply to the manufacture and supply of this equipment.

(12) The marking of the equipment shall include the following:

EEx ia IIC T6

Braunschweig, September

sheet 115

Physikalisch-Technische Bundesanstalt Braunschweig und Berlin

(13) S C H E D U L E (14) EC-TYPE-EXAMINATION CERTIFICATE PTB 00 ATEX 2048 X

(15) Descriotion of eauioment

The cylindrical inductive sensors, types NC ... and NJ ... are used to convert displacements into electrical signals.

The cylindrical inductive sensors may be operated with intrinsically safe circuits certified for categories and explosion groups [EEx ia] IIC or llB resp. [EEx ib] IIC or llB. The category as well as the explosion group of the intrinsically safe cylindrical inductive sensors depends on the connected supplying intrinsically safe circuit.

Electrical data

Evaluation and supply circuit ............................. type of protection Intrinsic Safety EEx ia IICIIIB

resp. EEx ib IIC/IIB only for connection to certiied intrinsically safe circuits maximum values:

The assignment of the type of the connected circuit to the maximum permissible ambient temperature and the temperature class as well as the effective internal reactances for the individual types of cylindrical inductive sensors is shown in the following table:

sheet 215

EGlypwxamnaYon CerIhlcates withart s i~a lum and ollldal rbmp shal not bm valid. Ttm crtncater may be circulated only Mlhat altarat1011 Ex(rads or a b m h are wbjed to appwal by tlw PhyaikaYsch-TmMm WesanstaN

In cased dtsplb, the German text shall prevall.

/a


SCHEDULE TO EC-TYPE-EXAMINATION CERTIFICATE PTB 00 ATEX 2048 X

sheet 315

EC(ype-exarnhsUm CHfiicatss wlhout slglabm and mdal s tmp sha# no( be valld. The artilcates may Lw drcu)aIed m ~ y vithout a taa~on. ~ x r a ~ a ahdons are rubjed to wmval by the myska~rch-Tedmirche Bundeundalt


SCHEDULE TO EC-TYPE-EXAMINATION CERTIFICATE PTB 00 ATEX 2048 X

(16) Test w o r t PTB Ex 00-29206

(17) S~ecial conditions for safe use . 1. For the application within a temperature range of -60 "C to -20 "C the cylindrical inductive

sensors, types NC ... and NJ ... must be protected against damage due to impact by mounting into an additional housing.

2. The connection facilities of the cylindrical inductive sensors, types NC ... and NJ ... shall be installed as such that at least a degree of protection of IP20 according to IEC-publication 60529:1989 is met.

3. The assignment of the type of the connected circuit to the maximum permissible ambient temperature and the temperature class as well as the effective internal reactances for the individual types of cylindrical inductive sensors is shown in the table given under item (15) of this EC-type-examination certifcate.

4. Inadmissible electrostatic charge of parts of the metal housing has to be avoided for the following types of cylindrical inductive sensors. Dangerous electrostatic charges of parts of the metal housing can be avoided by grounding of these parts whereas very small parts of the metal housing (e.g. screws) don't need to be grounded:

NCB1,5 ... M...NO... NJ 1,56,5 ...- N... NJ 4-30GM-N-200 ... NCB2-12GM ...- NO ... NJ I ,510GM-N-Y... NJ 5-1 1-N-545.. NCN4-I2GM ...- NO ... NJ 1.58GM-N ... NJ 5-1 1-N-G ... NCB5-1 BGM ...- NO ... NJ 1.58-N ... NJ 5-18GM-N ... NCNS18GM NO ... NJ 1.518GM-N-D ... NJ 6-22-N-G ...


SCHEDULE TO EC-NPE-EXAMINATION CERTIFICATE PTB 00 ATEX 2048 X

(18) Essential health and safetv reauirements

Met by the standards mentioned above

Braunschweig. September 26,2000 i

sheet 515

r ( 'W 1:

4 -3

.,. - *. . -'?T#<,%>".:

"' EC-TYPE EXAMINATION CERTIFICATE

(2) Equipment or protective system intended for use in potentially explosive atmospheres - Directive 94i9!EC

(3) EC-Type Examination Ceitificate Number: KEMA 03ATEXI 187 X

(41 Equipment or protective system: Oil Discharge Monitor type Oilcon Mark 6

(5) Manufacturer. VAF Instruments B.V.

-. . - .. . . .- (m Aaaress: vieninqstraat 24.3316 EL Dordnecht. The Netherlands

CI) This equipment or protective system and any acceptable varlation thereto is s m d in the schedule lo this certificata and the documents therein referred to.

. . - . . .. . Council Directive 9419lEC of 23 March 1994, certifies that this equipment or pmtective syslem has been found to comply with tile Essential HeeRh and Safety Requirements relating to the design and construction of equipment and protective systems intended for use in potenHally explosive atmospheres given in Annex I I to the Directive.

(10) If the protectiv to thts c?

In "X- is ptaced'&er the certificale number, I) e system is subject to special conditions foso$f< !rtificate. !,a

T c---:--.,-- --.- .-a -... . .. A. ....

ndicates that the equipment or ? use specified in the schedule

tirg of the equipmekor protective system shall in&the fol a.

II ( 3 ) G [EEx ial1iA (interface) *\ a II I G EEx ,a IIA T4 (delector cell)

(11) This €GI yw crnwtawnwt bcrottcaw rawes only 1u me design, examination and tese of the specified equipment or pmtective system in ,&axdance with the Oimtive 94lWEC. FurVler requirements of the Directive apply @the manufacturing pmcess and supply of this equipment or protective system. These are not covered by this certificate. k . .I

(12) The marl bwlng:

Arnhern. 26 May 2003 KEblq.Quatity B.V.

i i f

KEMAQuzlny 8.V. :: ulmntneww~ 310, BBlZ AR Amhem. The Nenertends BY P 0 Box 5185 8802 ED Arnhem TheNetherlands DUTCH COUNCIL FOR Page 113 Tetwnunr + $ 3 ZCI 3 56 M 08. Telefax +31 26 3 52 9R W) ACCREDITATION

=3, KEMA, (13) SCHEDULE (14) to EC-Type Examlnatlon Certificate KEMA 03ATEX1187 X

The Oil D~scharge Monitor type Oiicon Mark 6 detects the amount of oil dispended in water and creates signals for further processng. The electronics consists of an interface, which is installed outside the potentially explosive atmosphere and a detector cell which is installed within the potentially explosive atmosphere. The interface provides intrinsically safe circuits for the detector cell and three intrinsically safe circuits for separate measuring and detecting units.

The detector cell is provided with a (shor!) permanently wnnected cable and is connected to the Interface vla a separate tenninetian box. In that same tenninatlon box the circuit of a separately approved flow detector may be terminated when the below m e n h e d precautions are taken into account.

Ambient temperature range -40 'C ... +6O 'C.

Electrical data

Non-intrinsically safe circuits:

Supply circuit ................................................... 115 or 230 Vac; 0,5 W; U, = 250 Vac Circuits to external electro ~neumatic relavs ..... 24 Vdc: 4x 3.5 W: l x 10 W . . Circuit to an external relay: ................................. 24 v&; 2 W Communication circuit (0.9. RS422) .................. 19 Vdc; 20 rnW; U, = 250 Vac

lntrinslcally safe clrcuils:

Flow detection circuit ................ in type of explosion pr~tection Intrinsic safety EEx ia IIA. (terminals 1311 4) with the following maximum values:

U, = 14 V I, = 20 mA P, = 70 mW C. = 17 pF L, = 450 mH

Differential Pressure sensing circuits ...................................... in type of explosicn protection intrinsic safety EEx ia IIA, (terminals 1316 and 17/18) with the following maximum values (for each circuit):

U, = 21 v 1. = 82 mA Po = 0,43 W C, = 4,7 pF L, = 25 mH

Detector Cell circuit ................... in type of wplosion protection intrinsic safety EEx ia IIA. (terminals 1 ... 12) only for connedion to the interface via an interconnecting

cable wlth the following maxhnum values for lhe cable: Capacitenut = 0,5 )IF Inductance = 0.3 rnH

From the safety polnt of view the intrinsically safe circuits of the interface are connected to earth. The circuits of the detector cell have a dielectric strength of at lea@ 600 Vac with respect to Its endoaure.

Page 213

=1, KEMA, (13) SCHEDULE (14) to EC-Type Examination Certificate KEMA 03ATEX1187 X

Reporl 116)

KEMA No. 201 0221

Special conditions for safe use (17)

1. When the terrninatlon box for the detector call also contains other intrinsically safe circuits the separations per dause 6.3.1 of EN 50020 shall be assured. In that case the tenninatkm box shall have a degree of protection of at least iP54 per EN 60529 and be suitable for the environment.

2. The earth connection on the anclosure of the interface, near the terminals of the intrinsically safe circuits, shall be connected to the potential equalizing system per applicable installation standard. I

3. For ambient temperature range and electrkal data, see (15).

Essential Health and Safety Requirements (1 8)

Covered by the standards listed at (9).

Test documentation (19)

Drawing 0806-0005-3, Rev. A 0997-3165-3, Rev. - 0397-0333-3, Rev. - 0397-0333-4, Rev. - 0497-0261-3, Rev. - (4 sheets) 0399-0372-3, Rev. - (2 sheets) 0806-2030-3, Rev. H 0412-0904-4, Rev. - 04124887-4, Rev, A

0997-3188-3, REV. - 0397-0335-3, Rev. - 039743354. Rev. - (2 sheete) 0497-0262-3, Rev. - (4 sheets) 0301 -0576-3, Rev. - (2 sheets) 0808-1271-4, Rev. A 0412-0905-4, Rev. -

Page 313

( 1 ) EC-TYPE EXAMINATION CERTIIFICATE

CI) pmcftioo S p l e n l or equtpmrnl and my ot&r accepcabla .lem*lvc of mi ona are dcsaibod lo thc ap&u of this emlRcas a4 ibc dacrlplive dmnwaa q d h this appmbili;

. . . . . . . . . (8) l b IN*$ wli6Cd.Wy rpla ldcdtifud u+ ?her WQQ, in - d a y v#h a i i c l i 9 OI.,QUIIC~I ~ i r~aiw~,

9?eICE O t l h c 23* M m h 1994, cntl&, lhnt ~ ~ ~ o r r e t i o s . . ~ ( u p or apllpnb~.fid6k.,~ Eorentill MHulrh. iYUl S%fW Rq<&p& rdlnli'ig ro the diiip d .-a:g pguip-t .nd weon sysfenu intended fa ias pocedially gxp@ivc . b M l p ~ , d a c i i i . . i6 a p e i n I1 o f t b e . . . D.i&e.

. .

.. T h q s ~ ~ nd *ti i re cakpcd in ~&ii.l ~ p l f ~ ~ ~ ~ S 4 9 / 0 1 . . . . . . :. 1.. . . . . . . . . . .

@ ~ h r & ofme EIK~II+ new r ~ d ~ o f o ~ ~ & m c n i r ' i ; m#nluisd.b, . . . . . . .

... . . . . . . . - conhrmily with5 > . - . . . . . .

EN 50 014 of J& ' 19'9; 4 k&&nentq 1 and. 2 EN 50 020 of Auguljt . 1991 EN '5.0 0281-1 ot.~gepti&ber ~ 9 9 8 - EN 50 028'4 of -January . 1999. . . . .

A N N E X

. . . . . . . . . . . m e arhndard t r i n s w t t e r o r pressure. KX-Axi, FCX-C~S, FCX-A or CCX-c Is with four a l te raar lves . The= .a+-e LntendaQ ta me+ro' t he d i f fq ren t i a l , absolute o r re lez ive . . p x o s i ~ U ~ ~ 1 !$,:a liquid?X; i . q a f t :,

.. :

~ i i e s h e l l i s d i f ~ e ~ e n t fy 'the nrodol. typ*, FU(-A.. : a . ~ d ek.. '

The signal measured b y ~ i i e &; = h i p sili.& $ g Ih.*&erenr i s canvCrted by e lec t ronice i n t o a b output ' s&gnb--20 !+ fepiebcntat- ive ol- : the

... . prossuae: , . . . .

The transini t ter . of pressuse is e ~ a p ~ s ~ d ; : o f . a boa=d"=5th' pflntad c l r c u i t s on which are establ ished t h e e l e c t r o n i c co$ponent¶.

PAIULNgTLBS RgLATING 'PQ 'm . wwlc~f' ... . . .

M a x i m cha rac t e r i s t i c s at ent ry t o t h e Fopnector fo i lnning mcdel:

Standard m o d e l : . . . . . .

t+~uonco qf. pin. '1 ui @I 11i &l h. jW) '.I c i . J ~ F ) ) ,a (III'J (RQI), ( 0 y) . / *(rh: ( 28 1 . 93;3 '.I.. 0,66 . 1 . 2 7 1 . . 1 ,134

. . . . . .: . .

Model with a r res tor :

W I N G

Harking must be readable and i nde l i b l e ; it must comprise t h e following lndlaations:

- FUJI BLEc*lRIC :SA o r FW+ E ~ C ~ R I C I N S I % ( F F ? S Co ,' 46, rue C&~rge$ EESSE 21 40. , Gydshi kl,. En'Zdn-City 2. I du Brdret . .'

630.39 C.G&RHpUT F E R R A ~ ~ ~ : . . . YAW@RSHI 404-6053 . JAPAN

. . - ' u I L . 1 on:: . . . . . .

- E E ~ la I ~ ~ T S , : ra- -49.6 wi th , t 4 . b . ~ ' . , ..

Eex ia xlc T t .; Pa- .-4O.C: "Ith +E.O"C . . . . . . , . .

The "hole of ' m a r k i n g i a n b s carried out i ~ : t h e . . language o f . th4 c0une.r.y of ., use i . . . . . . . . . . . . . .

Tha protect ion apparatu.l dr. sygt.em: .&st a l s o carry ' tn i , n i r a n p normally envisaged by t h e ~ s f a n d a f d s o f . c k + s t ~ u c t i ~ i l . . . which re laee , . to i t .

. . .

~oam &MZIONS.: ANB TESTS . . . . . None. . . . , .

. . . 16) DISCRIPT~M BOCWEtk8 ~. . .

he r,qpp~f is c&r&ed., g t t h ~ .$qcqwants guifed h e y a f t e r , c o n a t i t u t ~ n q t h e descr ip t i - ' f i l e af t h e app?ratdsi. ob j ec t p i t h i s oe r t iC i ca t e .

. . .

. &chnieal file N.%D KX:AIT OOOTRp 0 ( 3 e g e s ) . of the 0 9 - l l - 2 o o l

. ~r&ri&tfire n o t i c e B'R~ F W ,$tX 0 0 i ' ~ E V O ( 6 pages) bf' t h c 09 .11 . 2001

. ~ k ~ r u c t l & i ' n $ t * c e **HD &x. A11 ,002-s/E REV 0 ( 1 6 .pages) Of ' p a ~ r r r 2 0 0 1 sign:ed o f 19.12.2OD1

. . . . . . . . - Plan N' .'m30539! of t h e 2a . c~ . z000

-p l an N' TC425403 . . ' . . . : . . &.the &:&a 26.01.2000 + - e lan N' Z'G1?0748 rcy:R . . . . . . . . . l . l :~opO. - Plan N* ~ 5 2 0 3 4 9 r e v . A o f t h e 18.10.2001

. Plan N' . ~ ~ 4 2 5 4 0 4 rev. B bf tha 03.10.2001

. Plan Ttizs4.27 13 f o l i o s ) rev.^, '. . - of t he aa.o8;2w1 . P l an N* TC305396 :rev;R . . of t h e 22.11.2000 - P l a n N. TC425128 13. folicrs) ' ..: . . o i the 28.07.2.GOV - Plan N ' TCYQ5397. rev.& o f . t h e 22.11.2000,

- Plan N. ~ ~ 4 2 5 4 2 9 rev.8 of t h e 19.09.2001

- P l a n N. TC425404 of the 28.01.2000

P l a n N' TC529756 o r che 2a.Ol.ZOOO

- P l a n N. TC520753 of t h e ~ a . 0 7 . ? 0 0 0

- Plan El' TC520754 t i e the 28.07.%000

- P l a n N' TC425406 O E th.: 2a.o?.2ooo

- P l a n N' TC3C5398 of the 28.01.2000

-..A- ... .-

Folio 4 i 5

. ' o f . t h e 28.07.20UO of t h e . 06.08.2001 of the'28.07.2000

. of t h e 28.07.2000 o f t h o 28.07.2000 of t h e 28.07.2000 of th. 28.07.2OPO ot t he 28.OJ.ZOOb

. . bf th. 23.07.2000 . of the 28.07.2000

. . of ilk 28.07.2OOQ of.. t h e 18.10.2001 . . .

. . . . , . . . , . . . s f t & e . l B . l o . ~ U T . . . . of ~ t h e 0 8 . 0 ~ . ~ 0 0 1

of the 03.10.2Q01. : of , the 08.08.2001

>, . . . . . . . o f . ihs 08.0.8.;3041

of t.he 08,08.2001 ar :the OJ.~0 .2ao1

. ' :of t h e 26':07.2001 . . . . . : o F , t h e 03..10.7001~

of t h e 03. 10..2P0.1 ' . of . tpe 0 ? . 1 ~ ~ 2 b U l

. . . . . . . . . , . . . ' ... of t h e OB.Ok,20.01 . .

. . . . of t hd O8.08';Pool : df t.h* 11).10.2001

. ' ' of. the.:1$.10.2001 ;. . . . or the '03.10;ZOOl

of t h e O3.lfl.ZQOl.; o f the lE. lO.26~1 ' . of t h e 03.10.2001

. - of t h e 03.10. zdoi

I - P l a n No TC520755 - e l a n N' 20425407 r e v . A i - Pian 8 0 T ~ Z S I ~ ~

I - Plan N' TC425409 . Plan NO TC425113

i - Plan N' TC425411 - Plan 14' TC425412

!

I These documents a r e signed . . 0s ~ o ~ ~ e r 09,:%00?. . .

I

. . 1 117) SPECIAL CONDITIONS FOR -,USE . . . . . . . . . .

- P l a n NO TC425413 - Plan N* 16425414 - Plan N? TC425415 - e l a n N' ~ ~ 4 2 5 4 1 6 : - Plan N' TC305507. rev.R - e l a n Ne.. TC425695 &V.R - Plan N. TC52i050 . '

- P l a n N- TC5210d0 - Plan No TC425692 - P l m N* TC125ci93 - Plan N'. TC(25694 - Plan N* TC521039 rei.8 - Plan N* ' k 1 2 5 6 8 4 - P l a n NO TC423685i Wv.0 - plan N' TC425688 r e v . 8 - Plan No TC425681. rev.& - P l a n N O TC425666 r6v.a - P l a n N' TCi25685 rev.A - Plan N' ~ c 3 0 5 5 i 4 - Plan N4 TC42574.5 - Plan N' TC52iOil - P l a n N' TC425744 - Plan No 7C425750 - P l a n N' TC125691

! - P l a n N' ~ ~ 4 2 5 6 9 0

i The user w l L 1 ' have t o connect , on t h e , in t . r i l i s i c , a a t e t y , .connector.- a vo l t sga source whose. 91ectrie c h a r a c t e n i s t i + a r e lower orequa! t o those

I . .

. . . i n d i c a t e d i n p a r a g r a m 15,: .. : . . .

I The in tezconnecc ion :of t h e ' e r t c r n a l c i r c + i t s wi th t h i s b a t e r i a l must be compatible w i t h i n t r i n s i c s a f e t y .

These special c o w J i t i o n s ar'e d e f i n e d i n . t h e i F t i u c t l u n n o t i c e . . . , . . . . ( l a ) E S S ~ T I U . ~ ~ ~ m i a t m n S ow, s-llrmu -a . . . . . . . .

I The r r s p e c t of the E s s e n t i a l Rnquir-"ti ?t S a f e t y and HaolLR i a e n s w a d

I hy: . conformi ty to t h e European s t andards EN 50 014;L997, EN 50 020:1P,9Pi

I EN 50 281-1:1998 and EN 50 284:1999 - t h e whclc of t h e p r o v i s i o n s adopted by t h e mnanufacturer 6nd d e s c r i b e d in t h e d e ~ c r i p t l v c ,iclr;ronenta.

i - - - - . .- . . - - - ..-

MAINTENANCE RECORD SHEETS

129 ,

SECTION 6

SECTION 6

(for details of routine maintenance refer to Section 2, Sub-section 6.1 of this manual)

SECTION 6

SECTION 7


DRAWrNGS

Description Control drawing Ball Valve flow meter kit Motor Starter box Mark 516 - dimensions Sample pumplmotor Mark 6 - dimensions Sample Valve Ballast Monitor Mark 6 Sample pumplmotor Mark 6 -part list

I Skid Ballast Monitor Mark 6 Electro Pneumatic Unit Mark 6 Main Control Unit Mark 6 Sampling probe Mark 6 Motor Starter box Mark 6 - part list Isolating valve Mark 6 - parts list Measurement Cell Ballast Monitor Mark 6 Basic Spare parts kit Grab cock and injection point Mark 6 Light Scatter Cell Ballast Monitor Connection diagram motor starter box - Connection diagram Mark 6 with cable gland sizes Electrical connection diagram Ballast Monitor Mark 6 Logic Diagram Overboard valve control Ballast Monitor Mark 516 - Schematic diagram Ballast Monitor Mark 6 Installation Flowmeter Ballast Monitor Mark 516 ABS lnstallation req's fresh water supply line Ballast Monitor Mark 516 Schematic Installation diagram Ballast Monitor Mark 6 Multi Cable Transit box Mark 6 Bulkhead penetration and piping diagram Mark 6 Schematic pipe arrangement skid Mark 6 Cable termination instruction Paper Path Printer Mark 6 Frontpanel MCU Connection diagram dPlI transmitter type Fuji Part list Window Wash numn r r

Dimensional drawing dPlI transmitter with bracket Parts list dpn transmitter Pressure reducing valve Ballast Monitor Mark 6 Air supply units Ballast Monitor Mark 6

Drawing number 08064005 0806-1041 0806-1075 0806-1076 0806-1077 0806-1260 0806-1261 0806-1263 0806-1 264 0806-1265 0806-1 267 0806-1268 0806-127 1 0806-1272 0806-1 621 0806-1622 0806-2032 0806-2029 0806-2030 0806-5019 0806-502 1 0806-8016 0806-8023 0806-8035 0806-8037 0806-8038 0806-8039 0806-8040 0806-8041 0806-8042 0810-2007 ,

0871-1212 0899-1092 0899-1249 0899-1256 0899-1 258

128 I E S I G N I N G C A D E N G I N E E R I N G

1. T o t a l maxlmum cab le parameters in t h e c l r c u i t t o sensor be long ing t o t h e E l e c t r o Pneumatic U n i t : Capacitance 0. 5 pF Inductance 0. 3 nH

2. Maximum e n t i t y parameters t o i n t r i n s i c a l l y safe f low de tec to r , Voc = 14 V I s c = 20 mA Po = 69 mU Ca = 17 pF La = 450 mH

3. Maximum e n t i t y parameters t o I n t r i n s i c a l l y safe differential p ressu re sensor: voc = 21 v I s c = 82 mA Po = 0.43 W Ca = 4. 7 pF La = 25 mH

4. Connect P.E. connection o f b a r r i e r c i r c u i t t o t h e P.E. svstem w i t h i n t h e po ten t I a t l y exp l o s l ve atmosphere per Nat I ona l E l e c t r I ca lz Code NFPA 70, A r t i c l e 504.

5. Connect t h e c i r c u i t s t o t h e t e r m i n a t i o n s as shown i n t h e i n s t r u c t i o n manual.

6. Terminate t h e two c i r c u i t s i n t h e Junc t i on box w i t h an increased p r o t e c t i o n s u i t a b l e i s I t s environment, b u t a t leased IPS4 / NEMA 4. Keep t h e t e r m i n a l s of t h e sensor c i r c u i t s and t h e f l o w d e t e c t o r c i r c u i t a t l eas t 6 m n (0 .25 inch) a p a r t f rom each o ther .

7. Connect o n l y approved i n t r i n s i c a l l y sa fe apparatus which compl ies w i t h t h e fo l l ow ing t The e n t i t y concept a l l o w s i n te rconnec t i on o f intrinsically s a f e apparatus w i t h t h e E l e c t r o Pneumatic U n i t when approved va lues o f Voc, I s c and Pmax of the E l e c t r o Pneumatic U n i t a r e less than o r equal t o Vmax, Imax and P I o f t h e approved i n t r i n s i c a l l y safe apparatus and t h e approved va lues o f Ca and La of the E l e c t r o Pneumatic U n i t a r e g r e a t e r t h e C i and L i o f t h e approved i n t r i n s i c a l l y safe apparatus, I n c l u d i n g t h e capaci tance and inductance o f t h e i n te rconnec t i ng cable.

8. Connect o n l y n o n - i n t r l s i c a l l y s a f e c i r c u i t s w i t h Um = 250 Vrms maxlnum

9. The i n s t a l l a t i o n s h a l l be in accordance w i t h t h e Na t iona l E l e c t r i c a l Code NFPA 70, A r t i c l e 504 and ANSI/ISA-RP-12.6.

10. Ambient temperature range -40'C . . . +60'C ( -4O'F . . . +140'F).

I 1. WARNING: SUBSTITUTION OF COMPONENTS MAY IMPAIR THE INTRINSIC SAFETY.

FOR LOCATION SEE DRAWING 0806-0005-3 SHEET 1 OF 2

SHEET 2 OF 2 DATE I 16-03-2003

DRAWN 1M. MOM VA F INS'TRUMENIS

CHECKED I R/ Lbrdrecht. The Netherlands

DRW. FOR Mk6 OIL DISCHARGE 0806-0005-4

HAZARDOUS ( CLASSIFIED) LOCATION. CLASS I, DIVISION 1, GROUP D

I BALLAST S K I D I I Mark 6

@rBBt--l FLOW DETECTOR

DETECTOR CELL G

NUN-HAZARDOUS LOCATION

ELECTRU PNEUMATIC UNIT ( EPU)

I E S I G N I N

RECOMMENDED

7 f , MIN, c

G C A D E N G I N E E R I N G

APPRUX, 100 c

YARD SUPPLY

No. 1 0621-0243 1 NIPPLE, 2 x 1/4'BSPT MALE A I S I 316. 2 0622-0029 1 BALL VALVE, 2 x 1/4'BSP FEMALE A I S I 3 1 6 3 0621-0244 1 MALE CONNECTOR, 1/4'BSPT x lOmm A I S I 3 1 6

D E S I G N I N G C A D E N G I N E E R I N G

MAGNET R E L A Y : 2 4 V D C THERMAL R E L A Y FOR

3 8 0 - 4 2 0 V A C A 5 0 H z : 1 .8 - 2 . 6 A 4 4 0 - 4 8 0 V A C A 60Hz : 1 .8 - 2 . 6 A

P R O T E C T I O N C L A S S : IP68 ( 5 bar) C A B L E GLAND M 2 0 x 1 , 5 (1) : C A B L E D I A 0 6-12 C A B L E GLAND M 2 0 x 1. 5 ( 2) : C A B L E D I A 0 10- 14

CONNECTION D I A G R A M 0806-2032-4 P A R T S L I S T 0806-1267-4

0806-1075-4

I T WST H I T BE -


10 0645-0532 1 SWITCH INCLUDING CONTACT BLOCK 1 1 , 0646-1295 1 CABLE GLAND M20x1.5 FOR CABLE 0 6-12

0646-1328 1 NUT CABLE GLAND M20x1. 5 0630-60 19 1 O-RING ID 17 x 02, VITON

ITEMS 5 AND 7 ARE INCLUDED IN ELECTRIC SPARE PARTS KIT FOR Mk6 0390-1211

DIMENSIONAL DRAWING 0806-1075-4 CONNECTION DIAGRAM 0806-2032-4


ENGINE ROOM

WITHDRAWAL SPACE WELDING RING, WELDED INTO BULKHEAD TO ENSURE PUMP DISCHARGE I S I N THE VERTICAL PLAIN.

I LOCATION 8 PUMP ROOM / ENGINE ROOM BULKHEAD

_D E s I G , N I N, G C A D E N G I N E I N &

SCALE 100 mm

DIMENSIONAL DRAWING FOR P A R T S L I S T S E E DRAWING SHEET

ITEMS 4, 8, 9, 12, 13, 14 AND 25 (2x) ARE INCLUDED I N SAMPLE PUMP SPARE PARTS K I T 0390-1182

ITEMS 4, 8, 9, 10, 12, 13, 14 AND 25 (2x> ARE INCLUDED I N SAMPLE PUMP AND IMPELLER SPARE PARTS K I T 0390-1210

ITEMS 27, 31 AND 32 ARE INCLUDED I N SAMPLE PUMP ELECTRIC MOTOR SPARE PARTS K IT 0390-1209

FUR ASSEMBLY DRAWING SEE DRAWING 0806-1260-3 SHEET 1 o

1 SHEET 2 OF 2 1

E S I G N I N G C A D E N G I N E E R I N G

THIS END A

WELD I NG

v12 CONN. PIPE 0 8

FRESH WATER INLET 015

460 - SAMPLE

134 OUTLET 015

CONN. PIPE 0 6 PIPE 0 6

INLET 015

D E S I G N I N G C A D E N G I N E E R L N I

I ITEM~PART NUMBERIQTYIPART NAME

CONNECTION BOX

CONN. TO ELECTRIC PNEUMATIC UNIT

014 '0

CONNECTION C 141 DIAGRAM 0806-2030-3

AIR SUPPLY FROM REGULATOR SET TO 5 bar OR 0.5 MPa !Ii 010 ( 6 x 1 FROM SHIPS AIR SUPPLY 0 6

I I \

I ON PC BOARD

EARTH 1 CONNECTION

CABLE GLAND CONNECTION CABLE

115 OR 230VAC I C-07 I C-03

STARTER BOX I C - 0 6 S K I D

FOR CABLE SPECIFICATION SEE DRAWING 0806 -2029 -4

NR. CONNNECTIUN ~ 1 2 PIPE OD 8 mn 1 0 3 9 9 - 0 3 7 4 1 POWER SUPPLY WITH BOX COVER 2 0 6 4 7 - 2 0 1 6 1 FUSE, ACC. I E C 127 , PART 2

630mA SLOW, 05x20mm 3 0 6 7 5 - 0 3 4 9 1 SOLENOID VALVE WINDOW WASH,

INCLUDING COUPLINGS 4 0 6 7 5 - 0 3 4 8 1 4 SOLENOID VALVES, INCLUDING

BASEPLATES AND COUPLINGS 0806-1263-3 5 0 6 7 5 - 0 3 5 0 1 PRESSURE SWITCH

ITEM 2 (2x) INCLUDED I N ELECTRIC SPARE PARTS KIT FOR Mk6 0390-1211

CABLE GLAND NR. 1 2 3 4 5 6 0806-0005-3 ELECTRIC CONNECTION DIAGRAM 0806-2030-3

[ITEM 1 PART NUMBER ~ Q T Y I PART NAME CUNNNECTIONS V1. V2. V10, AND V11 PIPE OD 6 mm

483 D E S I G N I N G C A D E N G I N E E R I N G

BACK VIEW ITEM 8 ( 2 ~ ) INCLUDED I N ELECTRIC K I T FOR Mk6 0390-1211

SPARE PARTS K I T FOR PRINTER 0390-1212 COMPRISES: ITEM 3 ( l o x ) AND ITEM 6 ( 5 x )

PANEL CUTOUT 454 x 178 nn

ELECTRICAL CONNECTION DIAGRAM 0806-2030-3

/ Y d

I E S I G N I N G C A D E N G I N E E R I N G

L=APPROX. 25% OF D

APPROX. 37

PREFERRED P O S I T I O N

NOTE : SAMPLING PROBE SHOULD BE CUT LENGTH DURING INSTALLATION (END MOUNTED AS SHOVN)

D E S

-

I- -I

. APPROX, 114 - -

-*

-

- 1 0622-0035 1 SLIDING VALVE, 2 x 1/2'BSP FEMALE BRASS 2 0621-0141 2 MALE CONNECTUR 1/2'BSP x 0 1 5 mm SoMs/

- - - - - - - - - 1 I N - -

. - I Y I

I G N I N G C A D E N G I N E E R I N G

ITEM No.

PART NUMBER QTY PART NAME MATERIAL

/ Y L


NR, 1 0 6 3 0 - 3 0 3 4 2 O-RING I D 53. 7 0 x 0 1 . 78mm V I TON 2 0301-0578PH 1 DETECTOR CELL INCLUDING CABLE

ITEM 1 ( 2 x > AND ITEM 2 ( l x ) ARE INCLUDED I N SPARE PARTS K I T : DETECTOR CELL ATEX 0 3 9 0 - 1 1 9 2 DETECTOR CELL U L 0 3 9 0 - 1 2 1 3

C A B L E L E N G T H APPROX. 460mm

E L E C T R I C CONNECTION DIAGRAM 0806-2030-3

t Y 3 D E S I G N I N G C A D E N G I N E E R I N G

GRAB COCK - '315

HOSE NIPPLE @6

INJECTION POINT

/y y E S I G N I N G C A D E N G I N E E R I N G

L i

L IGHT SCATTER I N MEASUREMENT C E L L

V r 300 MUD V r 150 MUD V r 0 MUD

V A R I A T I O N OF L I G H T OUTPUT W I T H O I L AND MUD CONCENTRATION


SHIPS LOG

MAINS SUPPLY IC-01

STANDARD 0 6-12 IC-06

BALLAST SKID

010-14

IC-09 SAMPLE PUMP/MOTOR

din-:A

m

MAIN CONTROL *"NIT (HCU)

CABLE SPECIFICATIUN No. OF CORES/SIZE - IC-011 3x0. 7 5 mm2

IC-02: 7 x 2 x 0 . 5 mm2 ( 7 x 2 TWISTED PAIR OVERALL BRAIDED SCREENED E. G. HELKAMA RFE-HF60V) VAF Nr . R60-60-231

IC-03: 2 x 2 x 0 . 5 mm2 (2x2 PAIR INDIVIDUAL SCREENED

CLEAN BALLAST DISCHARGE CONTROL "

DIRTY BALLAST DISCHARGE CONTROL ,C

010-14 !OPTIONAL 014-18 OPTIONAL 010-14 (Ex)

- ELECTRO dP TRANSMITTER

MAINS SUPPLY IC-07 PNEUMATIC

STANDARD 0 6-12 UNIT (EPU) OPTIONAL 010-14 dP TRANSMITTER

IC-02 IC-03

010-14

E. G. BELDEN 9842)

STANDARD 0 6-12 OPTIONAL 010-14

STANDARD 0 6-12 (Ex)

VAF Nr . R60-60-229 - I C-04: 2 x 0 . 5 mm2 ( 2 TWISTED PAIR OVERALL BRAIDED SCREENED - IC-05: 2x0. 5 mm2 E. G. JOBARCOFLEX IKPPOV-af) VAF Nr . R60-60-224 I C-06:

} 2x0. 5 mm2 (ONE PAIR SCREENED CABLE)

I C-07: 3x0. 75 mm2 I C-081 4x2. 5 n m 2 I C-09: 4x2. 5 mm2 - USE APPROVED FLAME RETARDING CABLE I F WIRES ARE LED THROUGH THE BULKHEAD (MCT)

MAIN CONTROL UNIT (MCU) HAINS SUPPLY

DIRTY CLEAN '15 OR 230VA[

X 3

SUPPLY

x911234561 X I 0 ABSHY ZSH + - + - + - x11

DISCHARGE VALVE FBL

-

D E S I G N I N G C , A D , E N G . 1 N E . E R I N G

1 ELECTRIC ~NEUMATIC UNIT (EPU) I X2 ( INTRINSICALL

SAFE CONNEC

IC-07 MAINS SUPPLY 115 OR 230VAC

OVERLOAD LED, RED

v W 1 - 24VDC

.*-a

SUPPLY

LED, GREEN

1 RUNNING LOCAL

R 1

. - I Y 7

7

2 - + - 3PH MOTOR - CONTROL CURRENT


MOTOR STARTER BOX

.

I

176'



PUMP ROOM I I ENGINE ROOM

STARTER 0806-1076 0806-1075

WVER l SUPPLY

CARGO CONTROL ROOM

POWER l SUPPLY

TEN-SUIT SIGNAL - ------- - B A L L A S T MAIN - ------ DISCHARGE CONTROL UNIT

CONTROL

0806-1264 MOTS SHIPS LIlG

DISCHARGE LINE

. n E s I G . N I N, G C A D , E N G I N E E R I N , . G . . CAUTION: CARGO d P / I TRANSMITTER SHOULD BE LOCATED MIN. 0. 3 METRE BELOW THE DIFFERENTIAL PRESSURE PORT, AND THE DIFFERENTIAL PRESSURE LINES SHOULD FALL CONTINUOUSLY (MIN. 10%)

PIPE LENGTH MIN. 1 METRE w MAX. 16 METRES LI:

I- W s

RECOMMENDED 2 i - I:

PIPE LENGTH MIN. 1 METRE MAX. 16 METRES

_C

BALL VALVE

THE MINIMUM RECOMMENDED LENGTH OF STRAIGHT P I P E UPSTREAM OF THE ORIF ICE PLATE I S 10 P I P E DIAMETERS AND DOWNSTREAM OF THE ORIF ICE PLATE I S 5 DIAMETERS.

WHEN DRILL ING AND TAPPING PRESSURE HOLES ALL BURRS AND PROJECTIONS MUST BE REMOVED FROM THE MAIN AND FROM THE PRESSURE HOLES.

ELECTRICAL CONNECTION DIAGRAM M a r k 5 0806-2018-3 M a r k 6 0806-2030-3


ENGINE ROOM VENT

TO BILGE

1 TO OM FLUSHING LINE

NOT ACCEPTABLE TO THE UNITED STATES COAST GUARD

ENGINE ROOM

FRESH VAE-

I BULKHEAD

TO nm F L u s W G UNE

BULKHEAD

ENGINE ROOM I PUMPROOH r BILGE

TO oon FLUSHING LINE I

EXPLANATION

THE OIL CONTENT MONITOR I S CONSIDEREU TO BE PART OF THE CARGO OIL SYSTEM. ACCORDINGLY 4/6.7L.L OF THE RULES I S APPLICABLE. THE ILLUSTRATIONS SHOV THE ACCEPTABLE MEANS FOR PROVIDING FRESH WATER FOR FLUSHING OF THE OIL CONTENT MONITOR AND THE PROBES.

.. D E S I G N I N..G C 4 0 , E N G P N E E R I N G

CONTROL R(1OM #s SMPLE

ELECTRIC PUEUMTIC

SAMPLING

MAXIMUM DISTANCE TO SAMPLE PROBE L I M I T E D TO 20 METRES

I I

MAXIMAL HORIZONTAL DISTANCE 2 BETWEEN CENTRE L I N E S OF S K I D AND PUMP I S L I M I T E D 1 METRES

I FRESH WATER I

R E L A T I V E POSlTIONS OF OILCON MONITOR ELEMENTS

CABLE LENGTH L I M I T E D TO 30 METRES

, ..-. ,

CARGO

CAUTION: dP/I TRANSMITTER SHOULD BE I

SAMPLE ' PUMP

TO SLOP TANK

ORIFICE P L A T E

DIFFERENTIAL PRESSURE SIGNAL L I N E S

SAMPLE PROBE

PUMP

-0CATED PUMP BELOW THE DIFFERENTIAL PRESSURE PORT,

PUMPROOM AND THE DIFFERENTIAL PRESSURE LINES SHOULD FALL CONTINUOUSLY

/ S T D E S I G N I N G C A D E N G I N E E R I N G

I FOR EARTH CABLE SEE INSTALLATION DRAWING 0806-8038-3

MULTI CABLE TRANSIT VAF NR. 0609-0278,

4 5x 20/6 FUR 0 5. 5- 6. 5 TRANSIT CABLES l x 20/8 FOR 0 7. 5- 8. 5

OR PIPES 2x 20/10 FUR 0 9. 5-10. 5 IX 20/14 FOR 013. 5-14. 5

SPARE 12x 20/0

MATERIAL: FRAME, PAINTED STEEL PLATES, GALVANIZED STEEL INSERT BLOCKS AND PACKING, LYCRUN

BULKHEAD CUT OUT

R=10 TO 15 nn

I I f 1 DELIVERED WITH INSERT BLOCKS 1

C A D E N L l I N f E R -

PUMPROOM TO OVERBOARD DISCHARGE/ TO SLOPTANK --

PKUMTIC. ELECTRIC OR HYDRAU~C_CWECTWS SLOP TANK VALVE OR -- --

-- - - - - - - - - -

MULTI CABLE TRANSIT KIT

ENGINE ROOM

CABLE LENGTH LIMITED TO 30 METRES

r-' ELECTR. PNEUM.

(ENGINE ROOM)

Ji2 SAMPLE PUMP 2

D! MAXIWL HORIZONTAL DISTAI w BETWEEN CENTRE LINES OF

AND PUMP I S LIMITED 1 ME1

f..- TO CONN PNEUM. - SAMPLE V A L V E

(V1 OR V1 AND V2)

15 1 S A W E INLET TO SAMPLE VALVECS) )

TO EPU ELECTR.

1 CON. dP/A

I i

TO SAMPLE INLET SKID

0 CONN. '1 SKID

,-

MAIN CCNIROL UNIT

I , TO EP" STRIPPING LlNE ELECT.. I , CDYN. dP/A I

TO CONN. TO COW. I V1 SKID V 2 SKID

SAHRE .ET SKID

DISCHARGE CWIROL

MIN CWTRW WIT

I TANK

, I rI"% TO EPU ELECTR. CONN, dP/A

FLOYKTER KIT (OPTION)

V1 To SKID CoNN, I I I

I

0 CONN. '2 SKID ? V2 ... V6 SKlD

FC

E S I G N I N G C A D E N G I N E E R I N G

FRESH SAMPLE WATER WATER INLET INLET

WINDOW WASH PUMP

FLUSH/SAMPLE V A L V E

1 OUTLET

I FLOW FLOWMETER I SIGNAL ------- -- --C

I DETECTOR I

I I

I- - - I - INJECTION, GRAB

POINT V A L V E

I

SAMPLE PUMP

ARRANGEMENT 806-8039-4

M OR rrs CONTENTS

137


-

LENGTH OF LEADS MAXIMUM LENGTH OF SHOULD BE AS SHORT LEADS 25 mm AS POSSIBLE

SCREEN OF CABLE FOULDED BACK OVER TOP OF INSERT

NOTE! NO LOOSE SCREENING SHOULD ENTER THE ELECTR. PNEUM. UNIT (EPU), TO PREVENT INTRODUCTION OF NOISE.

LENGTH OF LEADS I

SHOULD BE AS SHORT AS POSSIBLE

SCREEN OF CABLE

EARTH CONNECTION RAI MAIN CONTROL UNIT <MCU)

/rg


TAKE-UP SPINDLE

/ PAPER SWITCH

PAPER ROLL

PRINTER Mark 6

/ rq D E S I G N I N G C A D E N G I N E E R I N G

1500 T/h A TOT.OIL 10000 I SPEED 20 kts A V/V CUM: C POSI C O I L 01

FOR PARTS L I S T SEE DRAWING 0871-1212-4 SHEET 2 SHFFT 1 flF ? I

/ 61 D E S I G N I N G C A D E N G I N E E R I N G

ITEM 1 I I No.

1 I

7 8

QTY 1

I I I

PART NAME CYLINDER WITH TOP CAP COMPLETE

1 1

13

16 17

48 I 1 I SPRING

O-RING SPOOL GUIDE

2 I EJOT PT-SCREW

22 23 24

, 25 26

I ITEMS 8, 17 (2x>, 32, 33, 45 (2x) AND 1 TUBE OF LUBRICANT ARE INCLUDED I N WINDOW WASHPUMP SPARE PARTS K IT 0390-1202

I I I

2 2

I ASSEMBLY DRAWING 0871-1212-3 SHEET 1 OF 2 SHEET 2 OF 2

MOUNTING BRACKET PILOT VALVE COMPLETE

1 1 1 1 1

WINDOW WASH 0871-1212-4

PLUNGER A I R PISTUN DOUBLE GROOVE RING O-RING BOTTOM CAP COMPLETE

CABLE GLAND EExe 11, CABLE D I A 6- .,in OR RECOMMENDE CABLE GLAND EExe 11, CABLE DIA 10-14mm

,-APPRPOX. 72 - , - 60 -I t 3: VERTICAL DIRECTION FOR MOUNTING

I- ' 160 -I MAX. 228 - -

106 I \ BRACKET FOR HORIZONTAL OR VERTICAL PIPE MOUNTING

PARTS L I S T d P / I TRANSMITTER 0899-1249-3 PROTECTION CLASS I P 6 7

+ AND - CONNECTIONS P I P E D I A OUTSIDE lOmm EXTERNAL CONNECTION DIAGRAM 0810-2007-4

D E S I G N I N G CAT^ E N G I N E E R I N G - . . - RECOMMENDED: VERTICAL DIRECTION FUR MOUNTING

d P / I TRANSMITTER COMPLETE t

0399-0318 STANDARD, MEASURE SPAN 13 TO 130 k P a 0399-0319 SPECIAL, MEASURE SPAN 50 TO 500 k P a

DIMENSIONAL DRAWING 0899-1092-3 EXTERNAL CONNECTION DIAGRAM 0810-2007-4

KIT FOR PIPE MOUNTING, ITEMS 7, 8, 9, 10, 11 AND 12, PART NR. 0319-0018

VISCOTHERM BALLAST MONITOR Mark 5/6

DIMENSIONAL DRAWING 0899-1141-3 0899-1092-3 PARTS LIST 0899-1239-3 0899-1249-3

~~ ~


APPROX, 70 '1" '

ITEM PART NUMBER QTY PART NAME MATERIAL

L APPROX. 130 PIPE O,D, 6nn APPROX. 137 PIPE 0. D. 8nn

I ! I I t I I ! 8 8

I t

COMPLETE: AIR SUPPLY UNIT WINDOW WASH PUMP SUPPLY UNIT

0399-0370 (COUPLINGS 6 nn) 0399-0368 (COUPLINGS 8 mm)

/67 D E S I G N I N G C A D E N G I N E E R I N G /

--

NAME AND Nc SPARE PART

BOX SPARE PART 0499-0531

PAPER ROLL

PRINTER RIBBON

O-RING 0630-3034

BOTTLE WITH 0. 5 L I T R E

O I L

CLEAN I NG BRUSH

--

FUSE 630mA SLOW

FUSE 500mA SLOW

SKETCH SPARE PART SUPPLY DIMENSIONS mm I TE MATERIAL WIR- SPARE Na KING

0 m 4 SYNTHETIC 1

a ---- ---- PAPER 1 10 3

053. 7 2m VITON 2 2 1

;fyy HYDRAULIC 1 a O I L

I I I T ;

DRAW. No.

I

MAIN CONTROL

0806-1264-3

I

MAIN CONTROL

0806-1264-3

DETECTOR CEL BALLAST SKID

0806-1260-3

DETECTOR CEL BALLAST SKID 0806-1271-4,

ELECTRO PNEUMATIC

3806- 1263-3

lA IN CONTROL

1806-1264-3

SECTION 8

IMPLEMENTATION

8.1.0 IMPLEMENTATION REQUIREMENT

r

SECTION 8

S236

This vessel is classified as Category typeA* in accordance with Resolution A.586(14) having an implementation requirement for a control unit with automatic input of flow rate and vessel speed.

* Discharge valve control and starting interlock is fully applicable to this vessel.

The vessel is fitted with an Oil Discharge Monitoring and Control System manufactured by VAF Inshument&V,

installation of the system was carried outby Hyundai Samho Heavy Indushies Co Ltd,Korea, at newbuilding.

Type

Sampling system

Sample pump

Monitoring & Control System

Window Wash Pump

Flow metering system

Speed indicating system

Manufacturer/Supplier

Oilcon Mark 6 VAF Serial No: 04061 5

VAF Serial no: 400021-43

Oilcon Mark 6 VAF Serial No: 0406 15

752947

2 x Orifice plate VAF 2 x D.P. Transmitter FUJWAF 1" D.P. Transmitter Serial No: A4F8307F 2"6 D.P. Transmitter Serial No: A4F8305F

JRC JLN-550 speed log set for 200 pulse~iNmile

Vessel Omer Official Number Port of Regist~y Deadweight Classification Society Category

Applicable Annexes Installation Date Approval Date Approval Authority

OIL DISCHARGE MONITOR

LOCATION OF SAMPLE PROBES

1: Stbd High overboard Discharge Lile

MAIN CONTROL UNIT

Serial No. V a l v e h p control Ship's speed input Flowrate input

Starting Interlock Total Oil Discharge Limit

DETAILS OF INSTALLATION

: The Great Eastern Shipping Co.. Ltd, India : 9293507

, India : 159.000 : DNV : A (as defmed in IMO Resolution A.586(14)

: I : At newbuilding

: DNV

: 040615 : 0-1000 ppm

: 040615 : Auto : Auto 200 pulses/lrlmile : Auto max flow 1 4000 m 3 h Auto max flow 1I 300 m l h

: Auto : 1130,000 last cargo carried

SECTION 8

r

SECTION 8

8.1.2 SURVEYABLE SUMMARY OF RELEVANT ARRANGEMENTS AND EQUIPMENT

8.1.2.1 Position of outlets and inlets in the cargo tank area for the handling of ballast and oil contaminated water.

Clean Ballast: Not applicable to this vessel

Dirty ballast (including the handling of oil contaminated water from slop tanks) i

#DBI Monitored high overboard onStbd side in way of N a 6 Water Ballast tank Stbd and about 500mm above heavy ballast waterline, via valve OD-336.

#DB2 Port low ballast sea chest inlet

Segregated Ballast

#SB1 Segregate ballast overboard on Port side in way of No 6 Water Ballast Tank Port andabout 500 mm above heavy ballast waterline, via valve BA-043.

#SB2 Port low segregated ballast sea chest inlet

#NOTE: The use of any outlet with the exception of DBI, for the discharge of dirty ballast and oil contaminated water is prohibited and constitutes an infringement of the convention.

SECTION 8

8.1.2.2. Identification of discharge outletsprovided with flow meter

A flow metering system is installed on this vessel. Discharge flow rate is input automatically to the control section from the f lowmzr installed on the 500- main cargo discharge lincand the 20(hnm~stripping pump discharge l i e joining to the high overboard discharge line. Max flows are set fod000 m3ihr and 300m'ihr respectively.

8.1.2.3. Manual or automatic control of: .I Overboard valve .2 Recirculating valve .3 Discharge pump

.I Overboard valve OD-336 is hydraulically controlled from the Cargo Control Room (CCR) and interlocked with recirculating valve OD-266 to the slop tanks.

.2 Recirculating control is arranged to valve CD-266 which allows automatic discharge to the polt slop tank.

.3 Discharge pump cmtrol is made from the CCR.

8.1.2.4 Starting interlock

The starting interlock for thii vessel is arranged such that overboard discharge valveOD-336 cannot be opened until the oil discharge monitoring and control system has reached operational status ithout alarm.

8.1.2.5. Manual or automatic input of vessel speed

For this vessel, the speed input of the vessel to the control section is accomplished automatically from the vessel's JRC ILK550 speed log, set for 200 pulses/Nmile.

8.1.2.6. The documentation and manuals contained herein are prepared in accordance with the requirements of IMO Resolution A586(14) paragraph 8

.6.1 The purpose of the documentation and manuals is to provide safe operational and technical guidance in performing ballast or effluent discharge operations in compliance with the requirements of Regulation 9 of Annex 1 of MARPOL 73/78

.6.2 The documentation and manuals provide guidelines for Governments and certifying authorities when approving and surveying olboardthe installation of oil discharge monitoring and control system under Regulation I5(3)(a) of Annex 1 of MARPOL 73/78 and applicable Resolution A.586(14).

.6.3 The documentation and manuals contained herein have been approved byDet Nonke Veritas on behalf of the Indian Administration and no alteration or revision shall be made to any section without the prior approval of DNV.

Official Stamp.

,

SECTION 8

8.2 DISCHARGE REGULATlONS

IMPORTANT

The discharge of dirty ballast water or oil contaminated watr into the sea through outlets which are not controlled

by the monitoring and control system is an infringement of the convention.

The Masters anention is drawn to the following IMO Regulations relating to the control of discharge of oil and A b n of oil on-board.

I

Regulation 13 of the Merchant Shipping act. Regulation 9 of Annex I of MARPOL 73/78. Regulation 10 of Annex I of MARPOL 73/78. Regulation 12 of Annex I of MARPOL 73/78 Regolation 15 of Annex I of MARPOL 73/78. Regulation 18 of Amex I of MARPOL 73/78. Regulation 14 of Annex I1 of MARPOL 73/78

BALLAST HANDLING AND TANKLINE WASHING PROCEDURES IN COMPIANCE WITH REGULATION 9 OF ANNEX I OF MARPOL 73/78

EXTRACT from IMO MANUAL ON OIL POLLUTION- SECTION 1 PREVENTION (Revised 1983)

SECTION 8

REGULATIONS GENERAL

Oil Discharge Monitoring & Control System requirements

The following paragraphs are written in general terms only. They must be read as a strict interpretation of the regulations referred to.

Since January 1978 the regulationsin force regarding the limiting amounts of oil which may be discharged into the sea from an oil tanker are contained in the IMO International Conferences on Prevention of Pollution of the Sea by Oil 1954, as amended in 1962 and 1969.

The following doaunents, both published by IMO, are mandatory from October 1983: a. Conference on Marine Pollution 1973. b. Recommendations on International Performance and Test Specifications for Oily Water Separating Equipment.

Since these documents came into force, oil-in-water monitoring equipments is required to be fitted to all oil tankers of 150 GRT and above.

Certain areas such as the Mediterranean Sea, the Black Sea, the Baltic Sea and the Red Sea are defmed as special areas; no discharge of oil or oily mixture is permitted in such areas.

Oil tankers may discharge oily mixtures into the sea only when the following are satisfied:

- the tanker is not within a special area. - the tanker is more than 50 nautical miles hom the nearest land. - the tanker is proceeding underway. - the instantaneous rate of discharge of oil does not exceed 30 litres per nautical mile. - the total quantity of oil discharge into the sea does not exceed, for existing tankers, 111 5,000 of the total quantity

of the p ~ i c u l a r cargo of which the residue formed a part For new tankers the figure is calculated by I130,OOO. - AND the tanker has in operation an approved oil discharge monitoring and control system and a slop tank

arrangement.

The requirements of paragraph 5 shall not apply to the discharge of clean or segregated ballast

For tankers less than ISOGRT, oily mixtures shall be retained onboard for discharge to suitable reception facilities ashore. If any effluent is discharged into the sea, it is to be monitored m that the requirements of paragraph 5 are met.

For tankers of less than 150 GRT, the oil discharge monitoring and control system required to be fitted shall contain the following features: - the system shall provide a continuous record of the dischargein litres per nautical mile and the total

total quantity discharge in litres, or the oil content and the rate of discharge. - the record shall be identifiable by time and date - the monitor and control system shall come into operation when there isany discharge of effluent into the sea

and any discharge of oily mixture is automatically stopped when the rate of discharge exceeds 30 litrednmile. - failure of the monitoring and control system shall stop the discharge. A manually operated altematie method

shall be provide and may be used in the event of such failure. Existing oil tankers may employ manual stopping of discharge and the rate of discharge may be estimated from the pump characteristics.

Additionally, any ship of 400 GRT and above i required to be fitted with oily water separating or filtering equipment such as will ensure that any oily mixture discharged to sea after passing through it has an oily content not exceeding 15 ppm.

r

SECTION 8

10. In addition, ships of 10,000 GRT and above must k fitted with either an oil discharge monitoring and control system almost identical with that described for oil tankers, or with an oil filtering system which accepts the discharge from the separating system and reduce the oil content of the emuent fromot more than 100 ppm to not more than 15 ppm.

11. IMPORTANT: On any failure of the system, the discharge should be stopped and the failure should be noted in the Oil Records Book, a manually operated alternative is provided and may be used in the evenbf such a failure, but the defective unit must be made operable before the oil tanker commences its next ballast voyage, unless it is proceeding to a repair yard.

Reference is made in the text to both "new ships" and "existing ships". These references ac based on REGULATION I (6) & (7) of Annex I of MARPOL 73/78.

REGULATION 1 (6) "new ships" means a ship:

a. for which the building contract is placed after 31 December 1975 ; or

i b. in the absence of a building contract the keel of which is laid or whichis at similar stage of conshuction after June

1976; or

c. the delivery of which is after 31 December 1979; or

d. which has undergone a major conversion:

i for which the contract is placed after 31 December 1975; or ii in the absence of a contract,the conshuction work of which is began after 30 June 1976; or iii which is completed after 31 December 1979.

REGULATION 1 (7) "existing ship" means a ship which is not a new ship.

In the case of "existing ships" examples of estimating flow rate and shp's speed can be found in the Operating Inshuctions, Section 3, Subsection 3.6 System Malfunction of this manual.

SECTION 8

The United Kingdom Department of Transport require the following extract to beincluded in this manual.

REGULATION 13 OF THE MERCHANT SHPPING (PREVENTION OF OIL POLLUTION REGULATIONS 1983)

Subject to Regulation 11 this regulation applies to:

a. Every United Kingdom oil tanker; and b. Every other oil tanker when it is within the United Kingdom or the territorial waters thereof.

Subject to Paragraph (3) of the regulation, an oil tanker to which this regulation applies shall not discharge any oil or oily mixture (except those for which provision is made in Regulation 12) into any part of the sea unless all the following conditionsare satisfied.

a. the tanker is proceeding on voyage;

b. the tanker is not within a special area;

c, the tanker is more than 50 miles from the nearest land;

d. the instantaneous rate of discharge of oil does not exceed 30 1ih.e~ per mile;

e. the total auantitv of oil discharee into the sea does not exceed 1130.000 of the total auantitv of the oarticular cargo of which ;he residue formed a part, or, in the case of existingtankers, the totalquanth of oiidischarged does not exceed 1115,000 of t k total quantity of the piuticular cargo of which the residue formed a part; and

f the tanker has in o p d o n an oil discharge monitoring and control system and a slop tank arrangement as required by Regulation 15.

The provision of Paragraph (2) ofthis regulation shall not apply to the discharge of clean or segregated ballast.

No discharge into the sea shall contain chemicals or other substances in quantities or concentrations which are hazardous to the marine environment or chemicals or othersubstances introduced for the purpose circumventing the conditions of discharge prescribed by this regulation.

Insofar as oil or olly mixture has not been unloaded as cargo and may not be discharged into sea in compliance with Paragraph (2) of this rcgrlation it shall be retained on board and shall only be discharged into reception facilities.

SECTION 8

REGULATION 9 (1) of ANNEX I of MARPOL 73/78

Subject to the provisions of regulations 10 and I lof this Annex and paragraph (2) of this regulation, any dieharge into the sea of oil or oily mixtures from ships to which this Annex applies shall be prohibited except when all the following conditions are satisfied: (a) for an oil tanker, except as provided for in subparagraph @) of this paragraph:

(i) the tanker is not within a special area; (ii) the tanker is more than 50 nautical miles from the nearest land; (iii) the tanker is proceeding en route; (iv) the instantaneous rate of discharge of oil content does not exceed 30 litres oer nautical mile: (vj the total quantity of oil discharged into the sea does not exceed for existing tankers 1/15,00b of

the total auantitv of the narticular caw0 of which the residue formed a oart. and for new tankers ~~r , ~~~-~

I/~O,OOO bf theiota1 qu&tity of the &icular cargoof which the residue formed a part; & d ~ (vi) the tanker has in operation an oil discharge monitoring and control system and a slop tank

arrangement as required by regulation 15 of this Annex. @) from a ship of 400 tons gross tonnage and above other than m i l tanker and from machinery space bilges

excluding cargo pumproom bilges of an oil tanker unless mixed with oil cargo residue: (i) the ship is not within a special area; (i) the ship is proceeding en route; (iii) the oil content of the effluent without dilution hes not exceed 15 parts per million; and (iv) the ship bas in operation equipment as required by regulation 16 of this Annex.

In the case of a ship of less than 400 tons gmss tonnage other than an oil tanker whilst outside the special area, the Adminishation shdl ensure that it is equipped as f a r 6 practicable and reasonable with installations~to ensure the storage of oil residues on board and their discharge to reception facilities or into the sea in comnliance with the requ&ments of paragraph (I)@) of this regulatioi.

Whenever visible traces of oil are observed on or below the surface of the water in the immediate vicinity of a ship or its wake. Governments of Parties to the Convention should. to the extent thev arc reasonablv able to do so. . ~~~~

promptly investigate the facts bearing on the issue of whetherthere has been a;iolationof the provisions o f h i s regulation or regulation 10 of this Annex. The investigation should include, in particular, the wind and sea conditions, the track and speedof the ship, other possible sources of the visible traces in the vicinity, and any relevant oil discharge records.

The provisions of paragraph (1) of this regulation shall not apply to the discharge of clean or segregated ballast or unnrocessed oilvmixtures which without dilution have an oil content not exceedine 15 narts ner million and which - = * donot originate-from cargo pumproom bilges and are not mixed with oil cargo residues.

No discharge into the sea shall contain chemicals or other subslnces in auantities or concentrations which arc hazardous the marine environment or chemicals or other substances introduced for the purpose of circumvmtinr the conditions of discharge specified in this regulation.

The oil residues which cannot te discharged into the sea in compliance with paragraphs (I), (2) and (4) of this regulation shall be retained on board or discharged to reception facilities.

In the case of a ship, referred to in regulation 16(6) of this Annex, not fitted with equipmnt as required by regulation 16(1) or 16(2) of this Annex, the provisions of paragraph (I)@) of this regulation will not apply until 6 July 1998 or the date on which the ship is fitted with such equipment, whichever is the earlier. Until this date any discharge from machinery space bilges into the sea of oil or oily mixtures horn such a ship shall be prohibited except when all the following conditions are satisfied:

(a) the oily mixture does not originate from the cargo pumproom bilges; @) the oily mixture is not mixed with oil cargo residues; (c) the ship is not within a special area; (d) the ship is more than 12 nautical miles from the nearest land; (e) the ship is proceeding en route; ( f ) the oil content of the effluent is less than LOO parts per million; and (g) the ship has in operation oilywater separating equipment of a design approved by the

Adminishation, takimg into account the specification recommended by the Organisation.

SECTION 8

Regulation 10 of ANNEX I of MARPOL 73/78

Methods for the prevention of oil pollutbn from ships while operating in special areas

(1) For the purposes of this Annex, the special areas are the Mediterranean Sea area, the Baltic Sea area, the Black Sea area, the Red Sea area, the "Gulfs area", the Gulf of Aden area and the Antarctic areaand the Nolth West European waters, which are defmed as follows:

(a) The Mediterranean Sea area means the Mediterranean Sea proper including the gulfs and seas therein with the h o u n w between the Mediterranean and the Black Sea constituted by the 4P N parallel and bounded to the west by the Shaits of Gibraltar at the meridian of fP36'W.

@) The Baltic Sea area means the Baltic Sea proper with the Gulf of Bothnia, the Gulf of Finland and the entrance to the Baltic Sea bounded by the parallel of tk Skaw in the S k a g e d at 57'44.8'N.

(c) The Black Sea area means the Black Sea proper with the boundary between the Mediterranean and the Black Sea constituted by the parallel 4 P N.

(d) The Red Sea area means the Red Sea proper including the Gulfs &Suez and Aqaba bounded at the south by the rhumb line between Ras si Ane (1228.5'N,43°19.6'E) and Husn Murad (1240.4'N, 43'30.2'E).

(e) The Gulfs area means the sea located northwest of the rhumb line between Ras al Hadd (2230' N, 59'48' E) and Ras Al Fasteh (2934' N, 61'25' E).

(f) The Gulf of Aden area means that part of the Gulf of Aden between the Red Sea and the Arabian Sea bounded to the west by the rhumb line between Ras si Ane (1228.5' N,43"19.6'E) and H u n Murad (1240.40 N.43O30.2'E) and to the east by the rhumb l i e between Ras Asir (I P50' N, 51°16.90 E) and the Ras Fiutak (1Y35'N, 52O13.8'E).

(g) The Antartic area means the sea area south of latitude 6W S

(h) The North West European waters include the North Sea and its approches. The Irish Sea and its approaches, the Celtic Sea, the English Channel and its approaches and part of the North East Atlantic immediately west of Ireland. The area is bound by lines joining the following points: (i) 48"27' N on the French C m t (ii) 4S027' N: 6'25' W (iii) 4932 ' N: 7"44' W (iv) 50°30' N : lZO W (v) 56'30' N : 12" W (vi) 62" N : 3' W (vii) 62 N on the Norwegian coast (viii) 57O 44.8' N on the Danish and Swedish coasts

(2) Subject to the provisions of rfgulation I1 of this Annex:

(a) Any discharge into the sea of oil or oily mixture from any oil tanker and any ship of 400 tons gross tonnage and above other than an oil tanker shall be prohibited while in a special area. In respect of the Antarctic areaany discharge into the sea of oil or oily mixture from any ship shall be prohibited.

@) Except as provided for in respect of the Antarctic area under subparagraph 2(a) of this regulation, any discharge into the sea of oil or oily mixture lium a ship ofless than 400 tons gross tonnage, other than an oil tanker, shall be prohibited while in a special area, except when the oil content of the effluent without dilution does not exceed 15 parts per million or alternatively when all of the following conditiomarc satisfied:

SECTION 8

(i) the ship is proceeding en route; (ii) the oil content of the effluent is less than 100 parts per million; and (iii) the discharge is made as far as practicable from the land, but in no case less than 12 nautical miles from the

nearest land.

(3) (a) The provisions of paragraph (2) of this regulation shall not apply to the discharge of clean or segregated ballast.

@) The provisions of subparagraph (2)(a) of this regulation shall not apply to the discharge of processed bilge water from machinery spaces, provided that all of the following conditions are satisfied:

(i) the bilge water does not originate from cargo pumproom bilges; (ii) the bilge water is not mixed with oil cargo residues; (iii) the ship is proceeding en route; (iv) the oil content of the effluent without dilution does not exceed 15 parts per million; (v) the ship has in operation oil filtering equipment complying with regulation 1q7) of this Annex; and (vi) the filtering system is equipped with a stopping deece which will enswe that the discharge is automatically

stopped when the oil content of the eftluent exceeds 15 parts per million. I

(4) (a) No discharge into the seashall contain chemicals or other substances in owntities or concentrations which are hazardous to the marine environment or chemicals or other substances inboduced for the purpose of circumventing the conditions of discharge specified in this regulation.

@) The oil residues which cannot be discharges into the sea in compliance with pmgaph (2) or (3) of this regulation shall be retained on board or discharged to reception facilities.

(5) Nothing in this regulation shall prohibit a ship on a voyage only part of which is in a special area from discharging outside the special area in aaordance with Regulation 9 of this Annex.

(6) Whenever visible traces of oil are observed on or below the surface of the water in the immediate vicinity of a ship or its wake, the Governments of Parties to the Convention should, to the extent they areoasonably able to do so, promptly investigate the facts bearing on the issue of whether there has been a violation of the provisions of this regulation or regulation 9 of this Annex. The investigation should include, in particular, the wind and sea conditions, the track and speed of the ship, other possible sources of the visible traces in the vicinity, and any relevant oil discharge records.

(7) Reception facilities within special areas:

(a) Mediterranean Sea, Black Sea and Baltic Sea areas:

(i) The Government of each Party to the Convention the coastline of which borders on any given special area undeltakes to ensure that not later than 1 January 1977 all oil loading terminals and repair ports within the special area are provided with facilities adequate for the reception and treatment of all the d i i ballast and tank washing water horn oil tanken. In addition all pmts withii the special area shall be provided with adequate reception facilities for other residues and oily mixtures from all ships.Such facilities shall have adequate capacity to mat the needs of the ships using them without causing undue delay.

(ii) The Government of each Party having under its jurisdiction entrances to seawater courses with low depth contour which might requirea reduction of draught by the discharge of ballast undertakes to ensure the provision of the facilities referred to in subparagraph (axi) of this paragraph but with the proviso that ships required to discharge slops or dirty ballast could be subject to mme delay.

SECTION 8

(iii) During the period behveen the entry into force of the present Convention (if earlier than 1 January comply with the requirements of regulation 9 of this Annex. However, the Governments of Parties the coastlines of which border any of he special areas under this subparagraph may establish a date earlier than I January 1977, but after the date of entry in force of the present Convention, from which the requirements of this regulation in respect of the special areas in question shall takeeffect: 1977) and 1 January 1977 ships while navigation in the special areas shall

(I) if all the reception facilities required have been provided by the date so established; and (2) provided that the Parties concemed notify the Organization of the & so established at least six

months in advance, for circulation to other Parties.

(iv) After I January 1977, or the date established in accordance with subparagraph (aMiii) of this paragraph if earlier, each Parly shall notify the Organization 6 r transmission to the Contracting Governments concerned of all cases where the facilitiks are alleged to be inadequate.

@) Red Sea area, Gulfs area and Gulf of Aden area and North West European waters:

(i) The Government of each Party the coastline of whch borders on the special areas undertakes to ensure that as soon as possible all oil loading terminals and repair ports within these special areas are provided with facilities adequate for the reception and treatment of all the dirty ballast and tank wasling water from tankers. In addition all ports within the special area shall be provided with adequate reception facilities for other residues and oily mixtures from all ships. Such facilities shall have adequate capacity to meet the needs of the ships usig them without causing undue delay.

(ii) The Government of each Party having under its jurisdiction entrances to seawater courses with low depth contour which might require a reduction of draught by the discharge of ballast shall undertake to ensure the provisin of the facilities referred to in subparagraph @Xi) of this paragraph but with the proviso that ships required to discharge slops or dirty ballast could be subject to some delay.

(iii) Each Party concerned shall notify the Organization of the measures takenpursuant to provisions of subparagraph @)(i) and (ii) of this paragraph. Upon receipt of suflicient notifications of Organization shall establish a date from which the requirements of this regulation in respect of the area in question shall take effect. Tie organization shall notify all Parties of the date so established no less than twelve months in advance of that date

(iv) During the period between the entry into force of the present Convention and the date so established, ships while navigating in the speaal area shall comply with the requirements of regulation 9 of this Annex.

(v) AAer such date oil tankers loading in ports in these special areas where such facilities are not yet available shall also fully comply with the requirements of this regulation. Hwever, oil tankers entering these special areas for the putpose of loading shall make every effort to enter the area with only clean ballast on board.

(vi) After the date on which the requirements for the special area in question take effect, each Party shall mtify the Organization for transmission to the Parties concerned of all cases where the facilities are alleged to be inadequate.

(vii) At least the reception facilities as prescribed in regulation 12 of this Annex shall be provided by 1 January 1977 or one year after the date of entry into force of the present Convention, whichever occurs later.

(8) Notwithstanding paragraph (7) of this regulation, the following ~ l e s apply to the Antarctic area:

(a) The Government of each Party to the Convention at whose pots ships depart en route to or arrive from the Antarctic area undertakes to ensure that as soon as practicable adequate facilities are provided for the reception of all sludge, dirty ballast, tank washing water, and other oily residues and mixtures from Y ships, without causing undue delay, and according to the needs of the ships using them.

(b) The Government of each Party to the Convention shall ensure that all ships entitled to fly its flag, before entering the Antarctic area, are fitted with a tankor tanks of suffiient capacity on board for the retention of all sludge, dirty ballasf tank washimg water and other oily residues and mixtures while operating in the area and have concluded arrangements to discharge such oily residues at a reception faality after leaving the area

SECTION 8

Regulation 12 of ANNEX 1 ofMARPOL 73/78

Reception facilities (I) Subject to the provisions of regulation 10 of this Annex, the Government of each Party undertakes to ensure the

provision at oil loading terminals, repairports, and in other ports in which ships have oily residues to discharge, of facilities for the reception of such residues and oily mixtures as remain from oil tankers and other ships adequate to meet the needs of the ships using them without causing unduedelay to ships.

(2) Reception facilities in accordance with paragraph (I) of this regulation shall be provided in: (a) all ports and terminals in which cmde oil is loaded into oil tanken where such tankers have immediately prior

to anival completed a ballast voyage of not more than 72 hours or not more than 1,200 nautical miles; @) all ports and terminals in which oil other than nude oil in bulk is loaded at an average quantity of more than

1,000 metric tons per day; (c) all ports having ship repair yards ortank cleaning facilities; (d) all ports and tenninals which handle ships

provided with the sludge tank(s) required by regulation 17 of this Annex; (d) all ports in respect of oily bilge waters and other residues, which cannot be discharged in accordance with

regulation 9 of this Annex; and (e) all loading ports for bulk cargoes in respect of oil residues fmm combination carriers which cannot be

discharged in accordance with regulation 9 of this Annex.

(3) The capacity for the reception facilities shall be as bllows: (a) Crude oil loading tenninals shall have sufficient reception facilities to receive oil and oily mixtures which

cannot be discharged in accordance with the provisions of regulation 9(1 )(a) of this Annex from all oil tankers on voyages as described in paragraph (2)(a) of this regulation.

@) Loading ports and terminals referred to in paragraph (2Xb) of this regulation shall have sufficient reception facilities to receive oil and oily mixtures which cannot be discharged in accordance with ke provisions of regulation 9(1Xa) of this A M ~ X from oil tankers which load oil other than nude oil in bulk.

(c) All ports having ship repair yards or tank cleaning facilities shall have sufficient reception facilities to receive all residues and oily In mixtures which remain on board for disposal from ships prior to entering such yards or facilities. ~ ~

(d) All facilities provided in ports and tenninals undex paragraph (2Xd) of this regulation shall bc suff~cicnt to receive all residues retained accotding to regulation 17 of this Annex from all ships thatmay reasonably be expected to call at such porn and terminals.

(e) All facilities provided in ports and teminals under this regulation shall be sufficient to receive oily bilge waters and other residues which cannot be discharged in accordance with regulation 9 of this Annex.

(0 The facilities provided in loading ports for bulk cargoes shall take into account the special problems of combination carriers as appropriate.

(4) The reception facilities prescribed in paragraphs (2) and (3) of this regulation shall be made available no later than one year from the date of entry into force of the present Convention or by I January 1977 .whichever occurs . later.

( 5 ) Each Party shall notify the Organisstion for transmission to the Parties concerned of all cases where the facilities provided under this regulation are alleged to be inadequate.

SECTION 8

REGULATION 15 of ANNEX I of MARPOL 73/78 Retention of oil on b o d

(I) Subject to the provisions of paragraph (5) and (6) of this regulation, oil tankers on50 tons gross tonnage and above shall be tImvided with arrangements in accordance with the requirements of paragraphs (2) and (3) of this regulation, - -

provided that in the case ofkxisting tankers the requiments ibr oil discharge monitoring and control systems and slon tank arraneements shall a ~ o l v three vears after the date of enhv into force of the Dresent Convention.

(2) ( ) ~dequa te means sbki 6e prov;ded for cleaning the carg; tanks and transfe&nghe dirty ballast residue and tank washings from the cargo tanks into a slop tank approved by the Administration, In existing oil tankers. anv w e o tank mav be designated as a sloe tank.

(b) In this iystkm a&ngementh shall be-provided to k f e r t h e oily waste into a slop tank or combination of sloa tanks in such a wav that anv efnuent dischareed into the sea will be such as to com~lv with the - . - . . provisions of regulation 9 of this Annex.

(c) The arrangements of the slop tank or combinaion of slop tanks shall have a capacity necessary to main the slop generated by tank washings, oil residues and dirty ballast residues. The total capacity of the slop tank or tanks shall not be less than 3% of the oil canying capacity of the ship, excep that the Administration may accept: (i) 2% for such oil tankers where the tank washing arrangements are such that once the slop tank or

tanks are charged with washing water, this water is sufficient for tank washing and, where applicable, for providing the driving fluid for eductors, without the intmduction of additional water into the system;

(ii) 2% where segregated ball4st tanks or dedicated clean ballast tanks are provided in accordance with regulation 13 of this Annex, or where a cargo tank cleaning systeming cmde oil washing is fined in accordance with regulation 13B of this Annex. This capacity may be further reduced to 1.5% for such oil tankers where the tank washing arrangements are such that once the slop tank or tanks are charged with washing waer, this water is sufficient for tank washing and, where applicable, for providing the driving fluid for eductors, without the introduction of additional water into the system;

(iii) 1% for combination carriers where oil cargo is only carried in tanks with smmth walls. This capacity may be further reduced to 0.8% where the tank washing anangements are such that once the slop tank or tanks are charged with washing water, this water is sufficient for tank washing an4 where applicable, for providing the drivingfluid for eductors, without the introduction of additional water into the system.

New oil tankers of 70,000 tons deadweight and above shall be provided with at least hvo slop tanks.

(d) Slop tanks shall be so designed particularly in respect of the podion of inlets, outlets, baffles or weirs where fined, so as to avoid excessive turbulence and entrainment of oil or emulsion with the water.

3 (a) An oil discharge monitoring and contml system approved by the Administration shall be fitted. In considering the design of the oil content meter to be incorporated in the system, the Administration shall have regard to the specification recommended by the Organisation.* The system shall be fitted with a recording device to provide a continuous record of thedischarge in litres per nautical mile and total quantity discharged, or the oil content and rate of discharge. This record shall be identifiable as to time and date and shall be kept for at least three years. The oil discharge monitoring and control systrn shall corn into operation when there is any discharge of efnuent into the sea and shall be such as will ensure that any discharge of oily mixture is automatically stopped when the instantaneous rate of discharge of oil exceeds that &rmitted-by regdabn 9(1Xa) of this Annex. Any failure of this monitoring and control system shall stop the discharge and be noted in the Oil Record Book. A manually operated alternative method shall be provided and may be used in the event of such failure, but the defective unit shall be made operable as soon as possible. The port State authority may allow the tanker with a defective unit to undertake one ballast voyage before proceeding to a repair port. The oil discharge monitoring and control system shall be designed ard installed in compliance with the guidelines and specifications for oil discharge monitoring and control systems for oil tankm developed by the Organisation.' Administrations may accept such specific arrangements as detailed in the Guidelines and Specifcations

(b) Effective oiuwater interface detectors t approved by the Admiinis!mtion shall be provided for a rapid and accurate determination of the oiVwater interface in slop tanks and shall be available for use in other tanks where the separation of oil and water is effected and from which it is intended to discharge efnuent d i t to the sea.

SECTION 8

(c) Instructions as to the operation of the system shall be in accordance with an o~erational manual avvmved by the Administration. They shall cover manual-as well as automatic operations and shkl he intended to e& that at no time shall oil be discharged except in compliance with the conditions specified in regulation 9 of this Annex.'

*.For oil content meters installed on tanken built prior m 2 O c m k 1986. refer P tbe Recommendation on intnaationsl pelrwmpllcc md test specificatioas for oily-water separator equipment and oil content metem adopted by th Organisstion by resolutim A.3930. For oil sontent mcten u part of discharge monitoring and control system i ~ t d k d on tpnlren built on a a t h 2 October 1986, refer to the Guidelines and spccif~ation. for oil dischugs monitoring and coolrol systems for oil tvllrm, adoplcd by h e OrganiWion by resolution A.586(14); nee IMO asks puMicntionr 1MOM)I)E and IMO646E. respectively.

t k f s r U, ths SpiflEPtions for oiVwata intelrac~ delmm adoptedby ths Matine Enrimomcnt RMcction Canmiuec oftbe Organisation by rssohtim MEPC.5(XIII); see IMO sales publication IM0646E.

(4) The requirements of paragraphs (I), (2) and (3) of this regulation shall not apply to oil tankers of less than IS0 tons I

gross tonnage, for which the control of discharge of oil under regulation 9 of this Annex shall be effected bv the kention ofoil on board wih subsequent discharge of all contakiated washings to reception facilities. ~ l ; e total quantity of oil and water used for washing and returned to a storage tank shall be recorded in the Oil Record Book. This total quantity shall be discharged to receptionfacilities unless adequate arrangements are made to ensure that any effluent which is allowed to be discharged into the sea is effectively monitored to ensure that the provisions o# regulation 9 of this Annex are complied with.

(5) (a) The Administration may waive the requirements of paragraphs (I), (2) and (3) of this regulation for any oil tanker which engages exclusively on voyages both of 72 hours or less in duration and within 50 miles from the nearest land, provided that the oil tanker is engaged orclusively in hades between ports or terminals within a State Party to the present Convention. Any such waiver shall be subject to the . requirement that the oil tanker shall retain on board all oily mixtures for subsequent discharge to reception facilities and to the determination by the Administration that facilities available to receive such oily mixtures are adequate.

@) The Administration may waive the requirements of paragraph (3) of this regulation for oil tankers other than those referred to in subpangraph (a) of this paragraph in cases where: (i) the tanker is an existing oil tanker of 40,000 tons deadweight or above, as referred to in

regulation 13C(I) of this Annex, engaged in specific trades, and the conditions specified in regulation 13C(2) arecomplied with; or

(ii) the tanker is engaged exclusively in one or more of the following categories of voyages: (I) voyages within special areas; or (2) voyages within 50 miles from the nearest land outside special areas where the tanker is engaged in:

(aa) trades between ports or terminals of a State Party to the present Convention; or @b) restricted voyages as determined by the Administration, and of 72 hours or less

in duration; provided that all of the following conditions re complied with : (3) all oily mixtures are retained on board for subseauent discharae to recwtion facilities: (4) for voyages specified in subparagraph @)(ii)(2) of this para&ph, the ~dminisbation.has

determined that ademate rece~tion facilites are available to receive such oilv mixtures in those oil loading p o ~ or termhals the tanket calls at;

(5) the International Oil Pollution Prevention Certificate, when required, is endorsed to the effect that the shiv is exclusivel~ ennaaed in oneor more of the cateeories of vovaees . - specified in subp&agraphs @ G ~ l j & d @KiiKZ)@h) of this and

(6) the quantity, time, and port of discharge are recorded in the Oil Record Book.

*.Refer to Clan Sear Guide for Oil Tankers. published by the I n t ~ ~ l ~ t i a ~ l Chamber of Shippins md od Oil Canpmicr Internatid Marim F m .

(6) Where in the view of the Organisation equipment required by regulation 9(1XaXvi) of this Annex and specified in subparagraph (3Xa) of this reguhtion is not obtainable for the monitoring of discharge of light refined products (white oils), the Administration may waive corn~liance with such reauirement. orovidcd that discharee shall be permitted only in compliance with p d u r e s &tablished by the~rgkisation ihich shall satisfy theionditions of regulation 9(1)(a) of this Annex except the obligation to have an oildischarge monitoring and &nml system in operation. The Organisation shall review the availability of equipment at intervals not exceding twelve months.

(7) The requirements of paragraphs (I), (2) and (3) of this regulation shall not apply to oil tankers canying asphalt or other products subject to the provisions of this Annex, which thmugh their physical properties inhibit effcd* productlwater separation and monitoring, for which the control of discharge under regulation 9 of this Annex shall be effected by the retention of residues on board with discharge of all contaminated washings to reception facilities.

SECTION 8

Regulation 18 of ANNEX I of MARPOL 73/78 Pumping, piping and discharge arrangements of oil tankers

(1) In every oil tanker, a discharge manifold for comection to reception facilities for the discharge of dirty ballast water or oil contaminated water shall be located on t k open deck on both sides of the ship.

(2) In every oil tanker, pipelines for the discharge to the sea of ballast water or oil contaminated water from cargo tank areas which may be permitted under regulation 9 or regulation LO of this AMex shall be ledo the open deck or to the ship's side above the waterline in de deepest ballast condition. Different piping arrangements to permit operation in the manner permitted in subparagraphs (6Xa) to (e) of this regulation may be accepted.

(3) In new oil tankem means shall be provided for stopping the discharge into the sea of ballast water or oil contaminated water from cargo tank areas, other than those discharges below the waterline permitted under paragraph (6) of this regulation, from a position on the uppr deck or above located so that the manifold in use referred to in paragraph (1) of this regulation and the discharge to the sea from the pipelines refemd to in paragraph (2) of this regulation may be visually observed. Means for stopping the dischargmeed not be pmvided at the observation position if a positive communication system such as a telephone or radio system is provided between the observation position and the discharge control position.

(4) Every new oil tanker required to be provided withsegregated ballast tanks or fitted with a cmde oil washing system shall comply with the following requirements:

(a) It shall be equipped with oil piping so designed and installed that oil retention in the lines is minimized; and

@) Means shall be pmvided to drain all cargo pumps and all oil lines at the completion of cargo discharge, where necessary by connection to a shipping device. The lime and pumpdraiming shall be capable of being discharged both ashore and to a cargo tank or a slop tank. Fordischarge ashore a special small diameter line shall be provided and shall be connected outboard of the ship's manifold valves.

( 5 ) Every existing cmde oil tanker required to be provided with segregated ballast tanks, or to be fitted with a cmde oil washing system, or to operate with dedicated clean ballast tanks, shall comply with the provisions of paragraph (4)(b) of this regulation.

(6) On every oil tanker the discharge of ballast water or oil contaminated water from cargo tank areas shall take pice above the waterline, except as follows:

(a) Segregated ballast and clean ballast may be discharged below the waterline:

(i) in ports or at offshore terminals, or (ii) at sea by gravity,

provided that the surface of the ballast water has been &mined immediately before the discharge to ensure that no contamination with oil has taken place.

(b) Existing oil tankers which, without modification, are not capable of discharging segregated ballast above the waterline may discharge segregated ballaS below the waterline at sea, provided that the surface of the ballast water has been examined immediately before the discharge to ensure that no contamination with oil has taken place.

(c) Existing oil tankers operating with dedicated clean ballast tank, which without modifxation are not capable of discharging ballast water fmm dedicated clean ballast tanks above the waterline, may discharge this ballast below the waterline provided that the discharge of the ballast water is supervised in accordance \ith regulation 13A(3) of this Annex.

SECTION 8

(d) On every oil tanker at sea, ditty ballast water or oil contaminated water from tanks in the cargo area, other than slop tanks, may be discharged by gravity below the waterline, provided that sufficient time has lapsed in order to allow oiVwater separation to have taken place and the ballast water has been examined immediately before the discharge with an oiVwater interface detector referred to in regulation 15(3)(b) of this Annex, in order to ensure that the height of the interface is such that the discharge does not involve any increased risk of harm to the marine environment.

(e) On existing oil tankers at sea, ditty ballast water or oil contaminated water from cargo tank areas may be discharged below the wderline, subsequent to or in lieu of the discharge by the method referred to in subparagraph (d) of this paragraph, provided that:

(i) a part of the flow of such water is led through permanent piping to a readily accessible location on the upper deck or above where it may be visually observed during the discharge operation; and I

(ii) such part flow arrangements comply with the requirements established by the Administration, which shall contain at least all the prov~sions of the Specifications for the Rsign, Installation and Operation of a Pan Flow System for Conkol of Overboard Discharges adopted by the Organization.

SECTION 8

Regulation 14 of ANNEX 11 of MARPOL 73/78 Regulations for the control of pollution bynoxious liquid substances in bulk (ANNEX 11)

Notwithstanding the provisions of other regulations of this annexfioxious liquid substances designated in appendix I1 of this annex as falling under category C or D and identified by the organisation as oillike substances under the criteria developed by h e organization, may be carried on an oil tanker as defined in annex I of the convention and discharged in accordance with the provisions of annex I of the present convention, provided that all of the following conditions are complied with:

a. the ship compiies with the provisions of the present convention as applicable to product carriers as defined in that annex; b. the ship carries an international oil pollution prevention certificate and its supplement B and the certificate is endorsed to indicate that the h ip may cany oiklike substances in conformity with this regulation and the endorsement includes a list of oil-lie substances the ship is allowed to cany; c. in the case of category C substances the ship complies with the ship type 3 damage stability requiements of:

i. the international hulk chemical code in the case of a ship conshucted on or after 1 July 1986; or ii. the bulk chemical code, as applicable under regulation I3 of this annex, in the case of ship constructed before I July 1986; and

d. the oil content meter in the oil discharge monitoring and control system of the ship is approved by the administration for use in monitoring the oil-like substances to be carried.

SECTION 8

BALLAST HANDLING AND TANWINE WASHING PROCEDURES IN COMPIANCE WITHEGULATION 9 OF ANNEX I OF MARPOL 73/78

Line flushing is to be carried out in accordance with the procedures detailed in the approved Crude Oil Washing Operations and Equipment Manual and compatible with the operational requirements set out in the oil tankers cargo and ballast handling manuals (if any) prior to any discharge ofextraordinarydilty ballast, oil contaminated water and slops. The Master's attention is additionally dram to the exhact overleaf fromfM0 MANUAL ON OIL POLLUTION- SECTION I PREVENTION.

Regulation 15(3)(a) of Annex I of MARPOL 73/78 specifies that the approved oil discharge monitoring and control -

system shall be in operation when there is any discharge of oil contaminated water into the sea For this vessel, this means a exfraordinary dirty ballast water, line flushing and tank washings resulting from the cargo space must be monitored using the high overboard discharge. I

The discharge monitoring ofclean ballast is not required by Annex I of MARPOL 73/78 providing such ballast was contained in a tank previously the subject of tank washing subsequent to its carriage of oil. The ballast discharge must not produce visible traces of oil or sludge to the surface of clean calm water. It is recommended however, that all sucq erhoordinory clan ballast be monitored in order that pmof be gained to the effect that the oil content of such discharge does not exceed 15 parts per million noswith-standing the presence of visible traces.

The discharge monitoring of segregated ballast is not requicd by A M ~ X I of MARPOL 73/78. Such ballast should be subject to surface examination prior to discharge.

Prior to any discharge overboard, the oil discharge monitoring and control system shall undergo p r a m checks and . the input of variable data. The system will remain l l l y operational during all phases of discharge and the printed record identifable as to time and datewill be retained omboard for a period of at least three years.

All ballast and effluent discharge operations will be clearlyrecorded in the Oil Record Book Part I1 which is placed on-board in accordance with Regulation 20 of Annex I of MARPOL 73/78. It is recommended that the Oilcon print out is attached to the corresponding entries and be made available for port state inspeccin when so required.

Subject to charter patty agreement, oil contaminated water and slops may be discharged to a shore reception facility at the loading port. Monitoring of discharge in this event is not required.

Before discharge of ballast and 03 contaminated water the cargo officer shall use the oiywater interface detector, in accordance with manufacturer's instructions, to determine the position of the oiVwater interface and shall record the measured result prior to the commencement of monitaed discharge.

It should be ensured that all valves not required for the particular operation being undertaken are kept fully shut.

,l

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SECTION 8

EXTRACT from IMO MANUAL ON OIL POLLUTION- SECTION I PREVENTION (Revised 1983)

3. REQUIREMENTS FOR ALL TANKERS

3.1 Oil tanker operations

3.1. I Ballast voyage procedures

3.1.1.1 On a ballast passage where it is intended to arrive at a loading port with clean ballast for discharge to sea, the following sequence of procedures should be observed:

on completion of dscharge thoroughly drain cargo tanks and lines; take on dirty ballast, thoroughly flushing cargo lines and pumpnnitially; wash cargo tanks and collect oily wash water in the slop tank; flush cargo l i e s where necessary; take on clean ballast; allow d im ballast to settle; discharge "clean" part of dirty ballast to sea in accordance with 3.1.6; strip " d i i " pad of ballast to slop tank; flush the stripping system to slop tank, settle and decant water from sbp tank in accordance with 3.1.7; flush lines and pumps; discharge clean ballast; and dispose of residues from slop tank.

3.1.2 Line draining and taking on dirty ballast

3.1.2.1 All lines containing cargo should be pumped to shore on cmpletion of discharge. This includes opening pump by-pass lines and cross connections between cargo and stripping lines. Any remaining cargo in the lines which cannot be pumped ashore should be drained into a separate tank or into the slop tank before debtlasting begins. Ballast should then be taken and in the process all cargo lines should be flushed into an appropriate cargo tank or slop tank. To prevent oil from leaking overboard by way of the sea suction when commencing to take on ballast, pumpmom, h e and tank valves are to be properly set and the pumps are to be m i n g with a vacuum established on the sea line before the sea valves are opened. In order to establish this initial vacuum on the sea line, it may be necessary to make a special effort srch as bleeding gas from the pump housing and utilising stripping pumps or vacuum systems on the vapour line where such are available.

3.1.3 Tank washing

3.1.3.1 During the ballast voyage cargo tanks should be washed as required and washings bkontinuoudy shipped to the slop tank. Care should be taken to ensure that wah water does not build up in the cargo tank. It should be understood that the quantity of oil eventually discharged to the sea can be minimised by eliminating unnecessary washing, thus reducing the quantity of water brought into contact with oil withii the tanker. As the clean ballast may be discharged within territorial waters, it isimperative that the tanks in which it is carried are sufficiently clean to ensure that the oil content ofthe efluent does not exceed 15ppm. Tanks which have been crude oil washed must additionally be given a water rinse following the specified procedure before they are acceptable for the caniage of clean anival ballast.

SECTION 8

3.1.4 Loading clean ballast

3.1.4.1 Before starting to load clean ballast, it should be ensured that the main cargo pumps and lines to be used are clean by further flushing into a suitable dirty ballast or slop tank.

3.1.5 Senling of dirty ballast

3.1.5.1 A good oiVwater separation ofthe d i i ballast takes time, depending upon the movement of the ship as well as on the type of oil cargo previously carried. Under favourable conditions it may take no more than 12 hours, but in many circumstances 24 hours or more are needed to achieve zceptable results.

3.1.6 Disposal of dirty ballast

3.1.6.1 When settling is complete the ballast tanks will contain water with an oil layer on top. The bulk of this water may be discharged to the sea, using the oil discharge monitoring and control systennnd preferably when the vessel is not rolling or pitching. The following procedures should be applied during the discharge of ballast water to permit optimum use of this system:

.I if necessary flush main cargo lines and pumps into a d i i ballast tankor slop tank,

.2 start to discharge ballast water;

.3 reduce discharge rates from individual tanks on approaching a water depth of about 20% of the tank depth;

.4 thereafter reduce the pumping rates to avoid drawing surface oil into the suction by 01tex or wier effects; and .

.5 stop discharge of individual tanks when a level has been reached which, for the particular ship, is known not to give rise to any entrainment of oil. When all tanks have been discharged to this level all discharge must cease.

3.1.6.2 At this stage the officer in charge should verify that the slop tank can take the volume of dirty ballast remaining. If ullage in insufficient, the slop tank may be partially discharged to provide the necessary capacity, taking care to ensure that an adequate depth of water remains beneath the oil residue layer. The operation should then continue as follows: .I start transferring the remaining dirty ballast into the slop tank, using the stripping system; .2 transfer to the slop tank the contem of the pumproam bilges and any other bilges connected to the cargo

stripping systezq and .3 the shipping system will the be dirty and should be flushed into the slop tank.

3.1.7 Slop tank discharge

3.1.7.1 Decanting the contents of the slop tankis a critical step in the retention of oil omboard: hence the timing of the various steps in the operation is important. Even a short delay in stopping a pump or closing a valve can allow a . significant quantity of oil to escape into the sea. The oil diachrge monitoring and control system must be in use during the discharge and will also assist considerably in the satisfactory conduct of this operation.

3.1.7.2 As with dirty ballast, the time required for oil and water to separate in the slop tank dependslpon the motion of the ship as well as on the type of previous cargo. Under favourable conditions a few hours may be enough, but in most circumstances 36 hours or more should be allowed.

SECTION 8

3.1.7.3 Before s M n g , an accurate interface and ullage readimg,using an oiVwater interface detector, must be taken to determine the depth of the oil layer. Certain products may accumulate an electrostatic charge which must be allowed to dissipate before taking interface readings. Accordingly, strict adherence to intrnationally accepted safety precautions covering ullage and sampling is essential.

3.1.7.4 The interface profile may vary over several inches in depth. Hence discharge from the slop tank must be slowed down well before the interface is reached to avoid dscharge of any oi!-im-water emulsion overboard. The discharge must cease when the oil discharge monitoring and control system indicates that the maximum permissible rate of discharge of oil of 30 litres per nautical mile is approached and, in any case b& the interface is entrained.

3.1.7.5 Although even/ effort should be made to remove as much water as possible from the slop tank, the prime objective is to prevent oily water reaching the sea. Extreme care is theafore necessary, and a close check must be kept on the overboard discharge through the oil discharge monitoring and control system.

3.1.7.6 Anitation of the contents of the sloo tank must be kept to a minimum to avoid drawing oil into the suction by v&x or weir effects, particularly theoiuwater i n k a c e approaches the top pf the itruehual members in the tank bottom. Pumping rates must be strictly controlled. The following detailed procedures should be followed:

.I pump down the slop tank using one main cargo pump at slow speed uiit a water depth of about 20% of the tank is reached;

.2 stop the cargo pump, then take an oiuwater interface and ullage reading and recalculate the remaining water depth;

.3 resume pumping of the slop tank, this time using the stripping system, unCa predetermined water depth is reached which, for the particular size and construction of the slop tank, is known not to give rise to discharge of oil. Pumping, which may initially be at a moderate rate, should be slowed as this predetermined water depth is approached;

.4 if oil should appear before the predetnmined water depth is reached or the monitor indicates that the oil content of the effluent dischargedapproaches the permitted limits, stop pumping; and

.5 allows fwther settling of the slop ank contents for as long as possible before repeating steps .3 and .4.

3.1.8 Final line andpumpflushing

3.1.8.1 After these operations have been completed the lines and pumps used will contain traces of oil. While the ship is still more than 50 nauticd miles from the nearest land and outside a special area, the lines and pumps which will be used to discharge clean ballast must therefore be thoroughly flushed to sea through the oil discharge monitoring and control system, thus ensuring that the permind instantaneous rate of discharge of oil is not exceeded.

3.1.9 Discharging clean ballast

3.1.9.1 Only clean ballast or segregated ballast may be discharged within 50 nautical miles of the nearest land or within a special area. In addition, local regulrtions should he checked in advance to ensure that the discharge of clean ballast is permitted in port areas.

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SECTION 8

Where clean ballast is discharged through an oil discharge monitoring ad control system, it shall be accepted as being clean, not-with-standing the presence of visible traces of oil, provided that the oil content of the discharge as recorded by the equipment is not more than 15ppm.

Although the oil discharge monitoring and control system is in operation, the ballast outlet shold be watched, particularly when draining a tank bottom, as this is the most likely time for oil to be picked up. If traces of oil become visible in the discharge, the operation must be stopped immediately.

Ballast water discharged fiom segregatei ballast tanks should be visually checked prior to and during discharge for the presence of any oil.

Disposal of slop residues

Before reaching the loading port the master should advise his owners or charterers of the amount retained residues omboard. These may then be handled in one of the following ways:

. I by pumping the residues ashore at the loadmg tenninal;

.Z by retaining the residues omboard and loading the new cargo on top of the; or !

.3 by retaining the residues orrboard, hut segregated fiom the new cargo. If this is done, it may be possible to pump them ashore at the unloading terminal, if receptionfacilities are available. It may, however, be - ~

necessary to retain the residues fo;more than one voyage.

8.3 WORKSHOP TEST PROTOCOL

SECTION 8

SECTION 8

Bekrachtigd : Oomens W.A.M. Functie : Quality Manager Par.

Opgesteld : Regeer W.J.A. Functie : Research & Development Eng Par.

Serial no. Monitor : 040615 Customer ref no. : S236/237

Our Order no. :=

FUNCTIONAL TEST SPECIFICATION OILCON MONITOR Mark 6 Ok Not Ok . I

1.1 Before the test is carried out the person in charge should familiarise himself with the operation of the system and ensure the following conditions are met: a. Check processor board of MCU & EPU for proper insert of interpreted i

circuits (e.g. EPROM) 0 0 b. Control air supply is on min 4 bar. 0 0 c. Fresh water supply is on.

(Recommended flowrate 500 l/h @ 2 bar inlet pressure 517 Bar sample pump pressure In sample mode).

d. Electrical supply is on (Normal power supply) e. Starter box is switched on. f. All manual valves in the system are open. g. Check if sufficient paper is available in printer h. Unscrew front/display-panel, place link

1.2 Clean ballast discharge - Unscrew frontldisplay-panel, place link 0 0 - Switch on 220 V, 0 0 - Set MCU to control mode - Wait until printer is f ~ s h e d printing 0 0 I

- Set number of sample points according to order specifications and 0 0 - Name Sample point 2 or 6 (in case of 6 sample point s clean ballast) 0 0 - Switch on 24 V backup supply. 0 0 - Remove link 0 0

1.3 Go to sample mode - Flow reads ........ Clean ballast discharge - Speeds reads . ... ....

1.4 Press [>I Select sample point 2 and operate till system is in sample Ok Not Ok mode again system

Inject oil, check OIL ALARM is not activated. Reading * 10 ppm 0 0 Increase oil injection, OIL ALARM should be activated. Reading >2Dppm Check: - Printer print alarm report, 0 0

- Display shows Conc. FLT ppm 0 0 - Display shows correct error message: 0 0 - OIL CONTENT OVER SET LEVEL,

SECTION 8

Ok Not Ok

Stop oil injection, OIL ALARM should be cleared. Check: - display for correct information

- printer prints " ALARM CLEARED".

Close OVERBOARD VALVE manual Check: - Printer prints overboard valve is closed

- After 2 minutes "overboard arrangement alarm is activated" - Printer prints an alarm report.

1.5 Press [STOP MONITOR] twice. Check:

- system performs SHUTDOWN flush. - system goes to STANDBY after end of flush sequence.

- Switch on 220 V, - Wait until printer is fmished printing - Set flow meter 1 to 3000 T/Hr. - Set flow meter 2 to 32000 T/Hr. - Set ships log to 200 P/Nm. - Set ships volume to 100 Kton. - Set newlold ship to new (0). - Set number of sample points according to order specifications and - Name them 1 to 2 or in case of 6 sample points 1 to 6. - Switch on 24 V backup supply. - Remove link

Proceed as follows:

2.0 STANDBY MODE

2.1 Switch MCU to "Control Unit" position. The system should switch to STANDBY mode. Check: - printer will print a Control Mode report; Pump OFF; - sample valves OFF; - valves in skid OFF; - overboard control relay command: CLOSE; - external alarm relay command: Alarm OFF; - autolman relay command: Auto operation.

2.2 a Press [-->I, to enter SET UP mode.

r

SECTION 8

Ok Not Ok

2.2 b Check date and time. Set discharge rate to 30 Vnm

2.3 Press [ENTER] till 'Total Oil Limit' is displayed.

2.4 Press [CHANGE] and enter Total Oil limit of 40 L. . 2.5 Press [ENTER] to display 'Reset Oil Total.

2.6 Press [CHANGE] and press [CLEAR] to reset Oil Total to zero.

2.7 Press [ENTER] and select Sample point 1.

2.8 a Press [ENTER] and select Oil Type : 5 diesel Type -

2.8 b Set Oil Content Alarm 1000 ppm. Set Printer I n t e ~ a l Time to 10 min.

2.9 Press [ENTER] till 'Ships speed input' is selected. Change to manual mode and enter Ship's speed of 15 knots.

2.10 Press [ENTER] till 'Flow rate input' is selected. Change to manual and enter flow rate of 298 T/h.

2.11 Press [ENTER] till 'Oil content input' is selected. Select automatic oil input.

- Knots

2.12 Press [ENTER] till end of SET UP mode is reached.

3.0 FLUSH AND ZERO CHECK

3.1 Press [ENTER] to start FLUSH mode.

Printer should print Set-Up settings. Check for correct information. - Check operation of flushing cycle as follows: - samplelfresh water valve (V10) and backflush valve (V11) opens. - sample valve (Vl) is selected. - pump starts.

After 2 minutes - backflush valve (V11) OFF; - window wash pump will operate for 3 seconds;00

After 2 minutes - samplelflush valve (V10) OFF; -Pump OFF.

4.1 IDLE MODE

The system is now in IDLE mode. Check: - printer should print a Control Mode report; - pump is OFF; - samplelflush valve (V10) and backflush valve (V11) are OFF; - sample valve (Vl) OFF; - window wash OFF.

5.0 SAMPLE MODE

5.1 Press [-->I to start the SAMPLE mode. Check: - printer should print a Control Mode report; - pump is ON, - sample valve (Vl) ON.

5.2 Check the display of the MCU for correct information. dd/mm/yy hh:mm SAMP.PNT 1 MODE SAMPLE CONC 0 ppm ADISCH 0 Vnm FLOW 298 Tih M TOT.OIL 0 I SPEED 15 kts M V N COM: C POS: C OIL: 5

SECTION 8

Ok Not Ok

SECTION 8

5.3 After approximately 10 seconds, the signal to open the overboard valve and to shut the slop tank valve will be given. This is indicated on the display as follows: ddhnmlyy hh:mm SAMP.PNT 1 MODE SAMPLE CONC Oppm ADISCH 0 Unm FLOW 298 T h M TOT.OIL 0 1 SPEED 15 kts M V N C0M:O P0S:O OIL: 5 Check: - overboard control relay command: OPEN; - printer should print report when valve is open; - position indication will change from C(lose) to O@en).

Ok Not Ok 0 0

6.0 CALIBRATION CHECK

Perform a calibration check with Diesel Oil on 34,90,414,630, 795,880 and 900 ppm. Accuracy of reading should be within +I- 10 % of injected oil level for ranges above 100 ppm. At 40 ppm the accuracy should be +I- 10 ppm.

During calibration check observe Discharge rate (DISCH) and Total Oil (TOT.OIL) indications in display. The reading should increase while injecting oil. 0 0 . Check: - operation of automatic Window Wash sequence, every 3 minutes for - 6 seconds on. 0 0 - control mode report is printed every 10 minutes. 0 0

6.1 Stop oil injection and observe if oil concentration and discharge rate reading returns to Zero, and if total oil reading stays at last indicated value. 0 0

6.2 Press [STOP MONITOR], the system will go to IDLE mode. Check: - printer for correct printout; - overboard control relay command: CLOSE; - printer will print a report when overboard valve is closed; - display for correct information; - sample pump OFF; - sample valve 011) OFF.

7.0 EXTRA SET UP MODE

SECTION 8

Ok Not Ok

7.1 Press [CHANGE], the system will go to the SET UP mode. Press [ENTER] to select the page 4, Oil concentration alarm. Press [CHANGE] and set alarm level to 100 ppm. - Ppm

7.2 Wait for 15 seconds, or select page 7 and press [ENTER] to return to IDLE again. Printer will generate control mode report. 0 0 - Check printout for correct information. 0 0

8.0 ALARM CHECKS

8.1.1 OIL HIGH ALARM Press [-->I to select SAMPLE again. Printer will generate control mode report. - Check printout for correct information.

8.1.2 Inject 80 ppm of Diesel oil. Observe readings in display for correct information. - P P ~ Observe if Total oil is increased when discharge valve command is OPEN. Discharge rate should be approximately 1-2 Vnm. - Llnm

8.1.3 Increase oil injection to 120 ppm and wait for the Oil High alarm to be activated. Check: - printer will print an alarm report. - display will show, CONC. FLT ppm. - discharge valve closes.

Check: -press alarm reset. - display will show correct error message, "Oil content over set level"; 0 0

- after 10 seconds the normal display will re-appear. 0 0

Check: - for correct information, CONC FLT ppm.

8.1.4 Decrease oil injection to 80 ppm. Oil High alarm should be cleared. Check: - display for correct information; 0 0 - printer will print an alarm report, message: alarm cleared. 0 0

8.2.1 ZERO ERROR ALARM 1 PATH DIRTY ALARM Ok Not Ok Continue to inject oil and disconnect V10 press [FLUSH], the system will change to MANUAL FLUSH mode, which is indicated in the display by SAMPLE FF. Check: - display for correct information; - overboard control relay command: CLOSE; - printer will print a Control Mode report;

- printer will print a report when overboard valve is closed; - sarnplelflush valve 0110) ON; - after 1 minute the window wash pump operates for 6 seconds; - after another 30 seconds a Zero check is performed, SAMPLE ZC; - Path/Dirty and ZERO ERROR alarm is activated.

8.2.2 Stop oil injection

8.2.3 Press [ALARM RESET]. Check: - audio alarm is silenced; - display for correct alarm message; - printer will print alarm report; - display returns to normal layout after 10 seconds; - system goes to standby mode after 30 seconds, pump and valves OFF; - external alarm relay command: alarm OFF.

8.3.1 NO FLOW ALARM - restart system Close valve in fresh water supply to test rig. Wait for the NO FLOW alarm to be activated, after 2.5 minutes. Check: - printer will print alarm report; MCU system fault - external alarm relay command: alarm ON.

8.3.2 Press [ALARM RESET]. Check: - audio alarm is silenced; - display for correct alarm message; No Flow - display returns to normal layout after 10 seconds; - system goes to standby mode, pump and valves OFF; - external alarm relay command: alarm OFF.

8.3.3 Open valve in fresh water supply to test rig.

Printer will print alarm report, message alarm cleared. Press [-->I and press [ENTER] till SET Up page 2 is selected. Press [CHANGE] and set discharge rate to 23 Vnm. Press [ENTER] till SET UP page 7 is selected. Press [CHANGE] and set the alarm level to 1000 ppm. Press [ENTER] till SET UP page 10 is selected. Press [CHANGE] twice and set flowrate to 1234 th Press [ENTER] till the FLUSH mode is selected again. Wait till the IDLE mode is selected after completion of the FLUSH.

,

SECTION 8

Ok Not Ok

Check: - correct sequence of operational actions; - correct information on display of MCU: - correct information on Control Mode reports; - external alarm relay command: alarm OFF.

8.4.1 NO AIR ALARM Switch from >4 too <4 bar air supply. Check: - No Aii alarm is activated; - printer will print alarm report; MCU system fault - external alarm relay command: alarm ON; - system will go to STANDBY.

8.4.2 Press [ALARM RESET] Check: - audio alarm is silenced. - correct alarm message on display: 'NO Air', - external alarm relay command: alarm OFF.

8.4.3 Switch from <4 to >4 bar air supply. Check: - printer will print alarm report, message: alarm cleared. After restart

8.5.1 COMMUNICATION ERROR ALARM Disconnect communication link between MCU and EPU. Check: - Communication error alarm is activated; - printer will print alarm report; MCU system fault - external alarm relay command: alarm ON, - system will stay in STANDBY.

8.5.2 Press [ALARM RESET]. Check: - audio alarm is silenced; - correct alarm message on display: - communication error'; - external alarm relay command: alarm OFF

8.5.3 Reconnect communication link between MCU and EPU. Check: - printer will print alarm report, message: alarm cleared.

SECTION 8

Ok Not Ok

Ok Not Ok

8.6.1 DISCHARGE RATE VARIATION AND DISCHARGE RATIO ALARM Press [-->I and operate system till SAMPLE mode again. Inject 100ppm of Diesel oil. Check: - correct information on display of MCU; - correct information on Control Mode reports; - overboard control relay command: OPEN, after 10 seconds; - printer will print report when overboard valve is open; - discharge rate approximately 8 Vnm.

8.6.2 Increase oil injection to 150 ppm. Check: - discharge rate approximately 12 Vnm - discharge rate increasing message is activated; - message report is printed.

8.6.3 Increase oil injection to 300 ppm. Check: - discharge rate approximately 25 Vnm; - discharge rate to high alarm is activated; - overboard control relay command: CLOSE; - external alarm relay command: alarm ON; - correct alarm indication on display, DISCH FLT Vnm.

8.6.4 Press [ALARM RESET]. Check: - audio alarm is silenced; - correct alarm message on display; - display returns to normal, after 10 seconds; - overboard control relay is still CLOSE; - external alarm relay command: alarm OFF.

8.6.5 Reduce oil injection to 100 ppm Check: - overboard control relay command: OPEN - printer will print alarm report, message: alarm cleared. - after 2 minutes overboard command will change from CLOSE to OPEN - discharge rate approximately 8 Vnm; - printer will print control mode report when valve is open.

r

SECTION 8

Ok Not Ok

8.6.6. Stop oil injection.

SECTION 8

8.7.1 OVERBOARD VALVE FEEDBACK With overboard control relay command 'OPEN', simulate feedback signal for valve closed Ok Not Ok Check: - after 2 minutes overboard arrangement failure is activated; 0 0

- printer will give alarm printout; 0 0 - overboard control relay command: CLOSE. 0 0

8.7.2 Press [ALARM RESET] Ok Not Ok Check: - audio alarm is silenced; 0 0 - correct alarm message on display: 'Overboard arrangement error'; 0 0 - external alarm relay command: alarm OFF; 0 0 - system stays in SAMPLE mode. 0 0 Continue normal operation.

8.8. MANUAL WINDOW WASH Press WINDOW WASH]. Check: - Window wash pump on for 6 seconds.

8.9.1 MAINS FAILURE ALARM Switch off mains power supply to Main Control Unit. Check:

- power failure alarm is activated; - external alarm relay command: alarm ON; - system will go to POWER OFF. - discharge valve stays closed.

8.9.2 Press [ALARM RESET] Check: - audio alarm is silenced; - correct alarm message on display: 'AC POWER FAILURE'; - open discharge valve manual and close again - external alarm relay command: alarm OFF.

8.9.3 Switch mains power on to Main Control Unit. Check: - unit goes into standby mode -printer will print alarm report; MCU system fault - printer will print report valve is opened - printer will print report valve is closed. - Value Reports - Total Oil level has not changed, from last recorded level.

,

SECTION 8

9.1.1 AUTOMATIC FLOW and SPEED INPUT Ok Not Ok Use simulators to supply mA input(s) for flowrate and pulse input for ship's speed. Press change to system Set up page 2 set discharge rate 30 Vnm. Press [ENTER], till ships speed input is selected. Press [CHANGE], to change to AUTOMATIC input. Press [ENTER] and press [CHANGE] to select flowrate input. Press [CHANGE], to change to AUTOMATIC input. Press [ENTER] (3x) and wait till flush mode is finished. Check: - Flow indication on display change from FLOW T/h M to T h A; 0 0 I

- Speed indication on display change from SPEED kts M to kts A, 0 0 - Control mode report for correct information. 0 0 Press [>I to select sample. Set speed 9 kts. i

-Wait until discharge valve opens. 0 0 Set speed < 3 kts. - Check speed underrange alarm and if discharge valve closes. 0 0 Set speed 9 kts. - Wait until discharge valve opens. 0 0 . Set speed > 20 kts. 0 0 - Check speed overrange alarm and if discharge valve closes. 0 0 Set speed to 9 kts.

9.1.la Flowmeter 1: Ok Not Ok Abnormal alarm by setting flow signal input less than 3.8 mA. Read flow error. Check: No flow by setting flowsignal input from 3.8 till 4.8 mA; Read Flow 0 0 0 - Underrange alarm by setting flow signal imput from 4.8 till 5.6 mA; Read Flow Fault. 0 0 - Flow reading from 5.6 till 20 mA (in accordance with the setting of the flowmeter) 0 0

- Overrange alarm by setting flow signal input above 20 mA; Read Flow Fault. 0 0

Flowmeter 2: Ok Not Ok Abnormal alarm by setting flow signal input under 3.8 mA. Read flow error. Check: -No flow by setting flowsignal input from 3.8 till 4.8 mA, Read Flow 0 0 - Underrange alarm by setting flow signal input from 4.8 till 5.6 mA; Read Flow Fault. 0 0 - Flow reading from 5.6 until 20 mA (in accordance with the setting of

the flowmeter) 0 0 - Overrange alarm by setting flow signal input above 20 mA; Read Flow Fault. 0 0

SECTION 8

9.1.2 Set flow input simulator to get a flowrate of 1500 T/h & ship's speed to 9 kts Set oil injection to inject 100 ppm. - P P ~ Observe discharge rate, should be approximately 16-17 Unm. - L/nm

9.2.1 TOTAL OIL ALARM Wait till TOTAL OIL alarm is activated, at 40 L. Check: - display for correct information, V N COM: C, TOT.OIL FLT 5; 0 0

- overboard control relay command: CLOSE; 0 0 - external alarm relay command: alarm ON; 0 0 - printer will print alarm report; 0 0 - printer will print report when overboard valve is closed. 0 0

9.2.2 Press [ALARM RESETI.

- audio alarm is silenced; 0 0 - correct alarm message on display: 'Total discharged oil limit.'; 0 0

- external ALARM RELAY COMMAND: alarm OFF; 0 0 - display will return to normal after 10 seconds; 0 0

- system will stay in SAMPLE. 0 0

9.2.3 Stop oil injection. Check: - oil concentration readmg will retum to zero.

10.1.1 SAMPLE POINT SELECTION Press [STOP MONITOR] to select IDLE mode. Press [CHANGE] to select EXTRA SET UP mode. Press [CHANGE], and press [CLEAR], and select the next sample point number. Press [ENTER], wait 15 seconds, system will return to IDLE. Check: - display for correct infomation, SAMP PNT x, - printer will print control mode report, check information.

10.1.2 Press [>] to select SAMPLE. Check: - selected sample valve is ON.

10.1.3 Press [STOP MONITOR] to return to IDLE again. Repeat above mentioned steps for all sample points.(l & 2 or 1...6)

0 0

Ok Not Ok

- Sample

r

SECTION 8

I I . I . I OIL TYPE SELECTION Press [CHANGE] to select EXTRA SET UP mode. Press [ENTER] till page 2 is selected. Press [CHANGE], and press [CLEAR], and select the next oil type number. Type no:- Press [ENTER], wait 15 seconds, system will return to IDLE. Check: - display for correct information, 0IL:xx. 0 0 - printer will print control mode report, check information. 0 r~

1 1.1.2 Repeat step 1 1.1.1 for all oil type numbers (0 ... 19). After test reset oil type to number 5. Type no:-

12.1. SELF TEST MODE When in IDLE again press [SCROLL] to select SELFTEST mode. Press [SCROLL], there should be no alarms active, except Total Oil Alarm Press [SCROLL], there should be no errors active. 0 0 Press [SCROLL] and Check internal flowmeter reading 0 0 Press [SCROLL] and press [CHANGE].

Check: - selected Oil type number should be indicated; - reading of 500 ppm should be indicated; - printer should give a test report; And a log file of errors - audio alarm is on for 3 seconds; - system returns to IDLE again after 15 seconds.

13.1 CONSOLE MODE SELECTION When in IDLE again switch key switch to 'CONSOLE' Check: - printer will print a console mode report. - Disconnect 220 volt - M.C.U. will give a audio alarm power failure - Background is out - Open and Close discharge valve - Power back on - Printer will print all movements

13.2 Press [>] And operate system till SAMPLE mode again Operate overboard valve manually. Check: - printer will print report every time valve is opened or closed.

Ok Not Ok Type no:- 0 0

13.3 System shuts down - 24-220 v supplies off

VAF INSTRUMENTS B.V. VkrUnghrtraat 24. 3316 EL Dordreeht. The Netherland& Tel: +3178 6183100. Fax: +3178 6177068. TEST &TIPITIPIC A TEOIL DTIPIIscHARGEMONITOR ,MARK 6, 11 [email protected]

. . . . . . . . . . . . . . . . . . . .. . ~ . ~ .-~ ... www.vaf.nl

Customer Country

HYUM)AI SAME0 H&AW MD. CO. LTD. SOUTH KOREA

VAF-order number 110145 Reference Number 040615 Customer order number E236EJS Hull number S236/237

Classification by. Certificate number Modification Status 0307 Remarks

The svstem has been made to the foUowlnp da@

Iml Sample Pump

Window Wash Pump

Electro Pneumatic Unit

Skid

Main Control Unit

Dp Transmitter Flowmeasuring 1st

Dp Transmitter Flowmeasuring 2nd

Item - 3 Phase Supply

1 Phase Supply

Frequency

Sample Pump Disch. Pressure

Flow Rate

l&E Serial number

: '02060059' - 400021-43

: '06714024' - 752947

: 0206-0061 - 040615

: '0206-0058' - 040615

: '0206-0060' - 040615

: '0399-0318' - A4F8307F

: '0399-0318' - A4F8305F

Sheet 1 of 2

wIlrV," F INSTRUMENTS

- - , M e

VAF INSTRUMENT3 B.V. Vicrllnghatralt 24. 3316 EL Dordrecbt. The Netherlands. Tell +3178 6183100. ................ FU: +3171161no611.

...................... s.kr@vdnl FACTORY TEST CERTIFICATE OIL DNCHARGE MONITOR 'MARK 6' 1 -.vaf.al I._-. ...................... - ............ - - -- ... - -

Test result^

I I

Calibration Oil Type : DIESEL Cheeked by J.IJBEN Monitor Serial No. : 040615 Date

EUROPEAN COMMUNITIES DECLARATION OF CONFORMITY

issued in accordance with the

MARINE EQUIPMENT DIRECTIVE {MED) 96/98/EC

This is to certify that in compliance with the Council Directive 96/98/EC of 20 December 19% on Merine Equipment:

VAF INSTRUMENTS B.V. VierUnghtraat 24 3316 EL DORDRECEIT The Netherlands

declares that the product detailed below conforms to typc as dcscribcd in the EC Type Examination Certificate No. MED-B-1987

Product Description : Oil Discharge Monitoring and control system

Product Type : Oil Discharge System OILCON@ Mark6

Serial Number : 040615

Modules Used : D

A nameplate has been fued to the Oil Dkchiuge System, and a stccriog wheel marking accordance to Approval Notificd Body No. 0575 has been fixed on Main Control Unit and Elcctm Pneumatic Box.

Test conducted to Annex A.l, section 2, item No. A.112.5 and Anna B, Module B in the directive. Marpol 73178 as amended, Annex I Rcg.15 (3). 1MO Resolution A586 (14).

Name : W.A.M. Oomens

Position : Quality Manager

1

2-09 r

SECTION 8

8.4 RESPONSE TIME CALCULATION

MARPOL regulations require that taking intoconsideration the length of sampling piping, the overall response time is as short as possible between an alteration in the mixture being pumped and the alteration in the meter reading and in any case not more than 40 seconds. It is therefore, necessary to place a restriction on the length of the sample pipe from the probe to the detector cell. The system response time specific for this installation can be calculatedas follows:

Monitor response time TI =4.0 sec Sample pipe length ( L) V1= 13 m

Sample response time:

Where: Q = Sample flowrate ( d h ) A = Internal area of sample pipe (d)

Since internal area of pipe = 1.33 x 104 m2 and the sample flowrate = 0.500 m3h

Therefore: ~ 2 = 1 3 x 1 . 3 3 ~ lo4 ~ 6 0 x 6 0 0.500

T2 =12.4 seconds

System response time ( T Total ) =TI + T2 T Total = 16.4 Seconds

SECTION 8

8.5 OPERATIONS

SECTION 8

8.5.1 Cargo, shipping and segregated ballast systems .I Cargo System

. .2 Stripping System .3 Segregated Ballast System

8.5.2 Ballasting requirements of vessel

8.5.3 Description of the Oil Discharge Monitoring and Control System . I Introduction .2 Sampling system- Pump room .3 Monitoring system- Engine room .4 Main Control Unt - Cargo Control Room .5 VAF Oilcon Mark 6 Main Control Unit - alarms, controls and displays. .6 Automatic and manual inputs .7 Outputs recorded .8 Starting interlock .9 Discharge valve control . I0 Flow rate indication . I I Ships speed indcation

8.5.4 Discharge of Ballast and oil contaminated water .I Pre-operational checks for oil discharge monitoring and control system

. I Engine room

.2 Pump room

.3 On deck

.4 Cargo control room .Z Operation of the Oilcon Mark6 Ballast monitor

.I Programming procedure for monitor

.2 ~alibratiodflushin~ procedure for monitor .3 Commencement of ballast or oil contaminated water discharge

. I Action in the event of Oilcon Mark 6 alarm .4 Periodic checks during discharge .5 Shutdown procedure

8.5.5 Action in the event of monitor/control system malhnction

8.5.6 Oil in water concentration @pm) equivalent to 30 litrednautical mile

8.5.7 Discharge pump performance curves.

8.5 CARGO, STRIPPING AND SEGREGATED BALLAST SYSTEMS

.I CARGO SYSTEM

The cargo system comprises six (6) pairs of cen!re tanks P&S and one(l) pair of slop tanks P&S. The slop tanks are located aft of No. 6 CO Tanks P& S.

The cargo tanks are grouped as follows:

No 1 group: No I P&S, No4 P&S., Slop Tks P&S No 2 group: No 2 P&S, No 5 P&S No 3 group: No 3, P&S, No 6 P&S

Suction is bken by three SHINKO KV4504 centrifugal cargo pumps each with a capacily of4000 m 3 h at 145 me- head

The main cargo pumps are served by 3 x650mm diameter suction lnes which in hun are connected in the p u m p m to a 550mm crossover line. The pumps discharge to main deck via 3 x6OOmm diameter l ies. The discharge lines are each connected to a cross over line at the manifold to allow discharge both P&S. Cargo loadingis accomplished by the three main 600mm cargo deck located drop lines, connected to the three main cargo p u p boltom lines.

The suction lines for the cargo pump consist of450mm diameter lines with 200mm spur shipping lines to each cargo tank. Each tank has two suction bellmouths one from the450mm line, the second being of a suction well type bellmouth on the 200mm line for the purpose of shipping.

The main suction lines are interconnected via bonom l i e s in the cargo tank region as follows:

Nos 1 and 2 lines are connected by two (2)650mm remotely operated butterfly valves, by way of No2 COT. Nos 2 and 3 lines are connected by two (2)650mm remotely operated buttedy valves, by way of No3 COT.

Provision for Emergency ballast loading of No 4 CCY% P&S area is allowed for by the connection of the W.B. pump, via the 550mm pumproom crossover lme.

Provision for dity emergency &ballasting and tank cleaning/slops discharge is made via a monitordOOMn high overboard line in way of the No.6 W.B.T. (S) by each cargo and stripping pump.

SECTION 8

.2 STRIPPING SYSTEM

The s!xipping suction bellmouths are connected to the450mm suction lime by way of a2OOmm shipping spur lime. There is one SHINKO INDUSTRIES KPH275 shipping pumpwith a capacity of300 m3hr at 145 metres total head. The stripping pump can take suction of the remaining oil in each tank by using the smaller shipping line suction beI1mouth and discharge to ship overboard via the monitored50hm high overboard lime.

Additionally hvo TeamTec 12-14-18 cargo oil shipping eductos are provided, with a suction capacity of I000 m3hr at 25 metres head.

.3 SEGREGATED BALLAST SYSTEM.

Nos. 1,2,3,4,5 and 6 W.B.T. (P&S), and the fore peaktank may be ballasted by the SHINKO CV4)O-2 cenhihgal ballast pumps, with a capacity of 2000m3hr at 35 metres total head respectively and drawing horn an exclusive pd low sea chest and discharging into each tank.Primarily N a 1 WB Pump sewices the W.B.T. 1 ,3 and 5 @&S) and the F.P.T (C), No. 2 WB Pump services the W.B.T. 2,4 and 6 (Pas). A 500mm crossover is located in way of W.BT. 2

Additionally a singleTeamTec 12-12-14 water ballast shipping eductor is provided for the purpose of dripping ballast tadq with a suction capacity of300 m3hr at 2Ometres head. .

SECTION 8

8.5.2 BALLASTING REQUIREMENTS OF VESSEL

Tank allocation - IMO - SET condition complying with MARPOL 73/78

No. 1 W.B.T. (P&S) No. 2 W.B.T. (P&S) No. 3 W.B.T. (P&S) No. 4 W.B.T. (P&S) No. 5 W.B.T. (P&S) No. 6 W.B.T. (P&S)

Tank allocation - Emergency condition departure

Departure bunker F.P.T. (C) No. I W.B.T. (P&S) No. 2 W.B.T. (P&S) No. 3 W.B.T. (P&S) No. 5 W.B.T. @&S) No. 6 W.B.T. (P&S) No. 4 C.O.T. (P&S)

Tank allocation - Emergency condition anival

Anival bunkers F.P.T. (C) No. 1 W.B.T. (P&S) No. 2 W.B.T. @&S) No. 3 W.B.T. (P&S) No. 5 W.B.T. @&S) No. 6 W.B.T. (P&S) No. 4 C.O.T. (P&S)

SECTION 8

8.5.3 DESCRIPTION OF THE OIL DISCHARGE MONITORING AND CONTROL SYSTEM. (see 0806502 1)

.I INTRODUCTION

The VAF Oilcon Mark6 Oil discharge monitoring and control system is installed on this vessel to provide the control of overboard discharges by measuring oil ouMow concentration. It also computes the instantaneous rate of discharge and tote quantity of oil discharged per ballast voyage.

The VAF OilconMark 6 monitor and installation meets the prescribed regulations of MARPOL 73/78 for this category A vessel. The entire system has been inspectedby Det Nonke Veritas and deemed to satisfy the requirements of IMO Resolutions A586(14).

The VAF Oilcon is considered type approved in accordance with IMO Resolution A586(14) ). A copy of the Marine Equipment Directive 2002175EC to certify compliance of the equipment with the Type Test for Oil Cotent Meters is included as section 5 of this manual.

The system fitted to this vessel comprises the following main elements:

.c - sampling system - monitoring system - control unit.

Their description is detailed as follows:

.2 SAMPLING SYSTEM-PUMP ROOM

The components for the sampling of discharge, with the exception of the sampling pump motor, are located in the pump - room. The sampling system can be located on the engine mom I pump room bulkhead. Referring to Drg 08068038, one sample probe is provided. The probe (V1) is located in t h e 5 O h common cargo and shipping pump discharge line. The sample is drawn from the probe via a single shut off valve and a pneumatically controlled sample valve (VI).The sample then passes to the ballast skid assembb (analysing unit) located on the pump mom engine bulkhead via a shubff valve. The analysing unit comprises the measuring cell, sample grab cock,a pneumatically operatedshunle valve, VLO which selects between iksh water and sample water and V11 wlich selects either backward flush or forward flush and a manually operated flow limiting needle valve, flow lensor, pump delivery gmges and the window wash pump. The sample is routed via valve V10, the sample pump, the measuring cell, valve VI 1 and a nometurn valve to be discharged to the port slop tank at upper deck level. The measuring cell utilises a near infrared light scanering technique generated by a repetitively pulsed laser (located in the measurement cell) the signals are transmitted to the Electrolpneumatic unit by intrinsically safe circuitry. Fresh water is provided for intermittent measurement cell window washing and also for forward and back flush modes of system operation from the ships fresh water system connected into the system pipinet the pump room entrance area thereafter via a pressure reducing valve.

SECTION 8

.3 MONITORING SYSTEM- ENGINE ROOM

The monitoring system comprises anelecko-pneumatic cabinet located on thepump mom side of theengine room and approximately in line with thein the pump roomlocated analysing unit skid. This cabinet contains electronics, control electronics and solenoid valves to operate the pneumatic sampling valves and analysing unit valves V10 and V1 I in the pump mom. Additional solenoid valves control airsupply and window wash functions. The cabinet contains printed circuit boards which control themeasurement circuitry contained within the measurement cell, the power supply and solenoid valve actuation. Single phase supply for this cabinet being taken fm the 220 volts circuit, breaker A-PS-17.

Air supply to theelecho-pneumatic cabinet is taken from the ship's engine mom control air system at a manifold. Prior to enterine the cabinet the line diverees. one line for nneumatic valve control which is d a t e d to 4.0bar. the other sunnlvalso - " , - .. * at 4.0bar is regulated by an air filter/regdator lubricator assembly after leaving theelectro-pneumatic cabinet and supplying the motive air for the window wash pump.

The starter box supplies the required 440V ac3 phase to the sample pump motor feed, via a 24 volt dc signal derived from the electric-pneumatic unit, the 440V supply being taken frombreaker PH-OP-0 I .

.4 MAIN CONTROL UNIT- CARGO CONTROL ROOM

The Main Control Unit (MCU) is the central part of theODME system and is designed for mounting in the cargo control console (19' rack). Its function is to compute and record:

-the instantaneous rate of discharged oil, in litres pernautical mile; - the total quantity of oil discharged into the sea on ach voyage; - to control the ships overboard discharge system.

It receives the following input signals:

- ships speed in knots; -overboard valve position; -oil content of ballast water in ppm; * -rate of discharge of ballast water in tomes per bur. *

Inputs marked * are received from theElectrolpneumatic cabinet via a serial data link.

The MCU processes these inputs and records and displays all the necessary information:

- time and date (UTC) ( 29/1 0/95 12: 15), - autolmanual mode ( CONC ppm MM); - status of operational mode (MODE SAMPLE); -instantaneous oil content (CONc PP~) ; - rate of discharge (FLOW Th); - ships speed (SPEED kts); - instantaneous rate of discharge of oil (DISCH l/nm); -total quantity ofoil discharged ( T0T.OIL I); - status of discharge ( V/V C0M:C P0S:C); - sampling point selected ( SAMP.PNT -type of oil ( OIL: 12).

,

SECTION 8

The data is displayed on a LCD display and is also printed on paper at 10 min. intervals. Control of the MCU 6 through a kzyboard.

The MCU also displays a number of pages with information according to the operator's instructions. The various pages are designed to help the operator to conrol the ODME system and to give a wide range of information.

The single phase 220V AC supply is taken h m the cargo control console supply.

.5 VAF OILCON MARK 6 MAIN CONROL UNIT ALARMS, CONTROLS AND DISPLAYS

S.1 INTRODUCTION

I The equipment inside the Main Control Unit incorporates electrically live parts at dangemwoltage levels and thus access to intemals for sewicing should only be made by suitably qualified and competent personnel. Proper anti-static precautions should be taken when handling printed circuit boards.

S.2 FACIA CONTROL FACILITIES (See Drg 08068042)

4 - Assy Printer module 5 - PCB Keyboard connection 6 - Assy front panel and display

S.3 ALARMS AND DISPLAYS . In the event of an alarm condition occurring whether it be system failure or an operational limit being exceeded, an audible alarm will be raised from the Oilcon Main Control Unit.

There are necessarily a number of alarm conditions in the MCU. Irrespective of what caused the alarm, the result is the same. The letters 'ERR'or 'FLT will appear on the display alongside whatever causd the alarm. Also an internal buzzer will sound. A control signal will be sent to stop the ballast water discharge.

Should any alarm occur during normal operation, press [ALARM RESET]. This will silence the audible alarm. The display will give a message about the cause of the alarm. Pressing [I?] will give a helptext about the cause of the alarm and actions that can be taken to correct the sihlation. To return to normal display press [CLEAR]. However the fault must be cleared before any discharge of ballat can take place. The alarms (programmed and nom programmed) incorporated in the Main control unit are specifiedin Section 3 in this manual

SECTION 8

.6 AUTOMATIC AND MANUAL INPUTS

.6.1 AUTOMATIC INPUTS

.I concentration of oil in parts per million @pm) whichis a real value derived from the installed oil content meter.

.2 T i e ( based on Unified T i e Constant (UTC)) and date which are preprogrammed during commissioning of the equipment. The memory maintained for a maximum of 10 years by the battery, regardtss of mains disconnection.

.3 Effluent outflow rate obtained from the installed flow metering systems

.4 Ships speed obtained from theJRC JLN-550 speed log, set for 200 pulsesh'm

For manual input of data necessq in the event of component failure rier to Section 3, in this manual

.6.2 MANUAL INPUTS

Manual inputs are not normally required save for the selection of the print interval, discharge limit, total oil limit and reset discharge. Refer to Section 3, in this m a d for further informatim.

.7 OUTPUTS RECORDED

.7.1 INTRODUCTION

The outputs from the Main Control Unit are recorder by the printer. Each record must be retained for at least three years.

The printer will normally provide a listing every 10 minutes during operation and will pvide immediate and additional listings :

- - at the start and completion of the deballasting operation - each time an alarm is raised - if automatic or manual mode is selected - each time there is an increase of IOLiNm in the quantity of oil being dischaged - any out of range inputs - when changing from set up pages to operational pages - if the fiont panel key switch is operated

.7.2 NOTIFIED OUTPUTS

The printer will provide the following data according to sampling mode:

- time and date (UTC) ( 29/10195 12:1% - autolmanual mode ( CONC ppm AIM); - status of operational mode ( MODE SAMPLE); - instantaneous oil content (CONc PP~); -rate of discharge (FLOW T'h); - ships speed (SPEED !its); - instantaneous rate of discharge of oil ( DISCH Unm); -total quantity of oil discharged ( TOTOIL 9; - status of discharge ( V/V C0M:C P0S:Q; - sampling point selected ( SAMPo;PNT I); - type of oil ( OIL: 12).

SECTION 8

.8 STARTING INTERLOCK

The Resolution A586(14) requirement for a stating interlock is satisfied by electrical control between the Oilcon Mark6 Main control unit and the relay based interlock valve circuits contained in the cargo valve console.

Starting interlock logic in compliance with Resolution A586(14) paragraph 3.4s detailed in Drg 08065019.

.9 DISCHARGE VALVE CONTROL

Full automatic discharge valve control is arranged in compliance with Resolution A586(14) paragraph 3.3 is detailed iPig. 8.8 ODME valve control connection diagram This is arranged by mutual cperation of the overboard valve OD336 and the slop tank valve OD-266.

.10 FLOW RATE INDICATING SYSTEM

The Oilcon Main Control Unit is orovided with an auto inout of the rate of effluent discharze. There are two flowmeterinz systems installed, one on the50& main cargo pump discharge line, the second on the2& stripping pump discharge line, both combining and leading to the stbd high overboard discharge line.

The flow rate indicating systems comprise ofhvo (2) measuring orifice plates, located in the cargo oil pumps discharge line and the shipping pump discharge line, both of which are upstream of theoilcon sample probe V1. Linked to each of the orifice plates assembly is a FUJI series DP/I differential pressure transmitter, the 1.p and h.p. implse lines from the orifice plates being connected to the respective sides of the transmitter mounting block valve.

The cabling to the transmitter enables a 420mA output signal to be sent to theelectro-pneumatic cabinet in the engine room .

via the appmvcd MCT kit and zencr barrier. This signal IS then included in the data information being sent to the MCU for processing.

.I I SHIPS SPEED INDICATING SYSTEM - The Oilcon Main control unit is provided with an auto input of the vessel's speed.

The system compises of a JRC JLN-550 speed log set for 200 pulses/Nrn, the transmitted signal of which is coupled directly to the Oilcon MCU. Verification of the signalaccuracy may be made by comparison to the speed indicator I repeater positioned in the Wheelhouse.

SECTION 8

.5 DISCHARGE OF BALLAST AND OIL CONTAMINATED WATER

Ensure that line flushing has been completed- refer to Section 8 -prior to discharging any extraordinaryballast or oil contaminated water. All valves not being used for the discharge are to be kept hut. Discharge valve OD336 must also be checked shut under interlock control prior to commencing the preoperational checks andstart-up procedure for the oil discharge monitoring and control system.

S.1 PRE-OPERATIONAL CHECKS FOR OIL DISCHARGE MONITORNG AND CONTROL SYSTEM

Before setting the Oilcon ballast monitor system in use and commencing ballast or contaminated water discharge, checks arc to be made in the following area:

Engine room Pump mom On deck Cargo control mom

Details of the preliminary checks are as follows:

S.1.1 ENGINE ROOM

- Ensure 3 phase 440VAC power supply is available to the motor starter box. - Ensure 1 phase 220VAC power supply is available to theElectro-pneumatic cabinet. - Ensure air supply is available to theElectrc-pneumatic cabinet. Regulator set to4.0 bar

S.1.2 PUMP ROOM

- Line up required pump(s) for discharge to sea via the port high overboard. - Ensure fresh water supply is available. - Open sample inlet and outlet valves at analysing skid. - Open OILCON system probe isolating valve. - Check all monitoring system drain valves are closed - Open relevant cargo valves for required operation. - Check flowmeter impulse valves open to@ blmsmiIter.

S.1.3 ON DECK

- Monitor ullages of tanks to bedischarged i.e. slop tanks andextraordinary ballast tank@). Results recorded - Take interface readings using the oiVwater interface detector and record results.

S.1.4 CARGO CONTROL ROOM

- Check printer has enough paper to last the expected duraton of the ballast discharge. - Ensure 220VAC power supply is available to the Main cone01 unit - Request engine room for cargo pumpsewice - Statt up hydraulic power pack - Inform officer-on-watch of impending discharge. Make initial entry into the Oil k o r d Book

SECTION 8

5 2 OPERATION OF THE OILCON MARK 6 BALLAST MONITOR

S.2.1 PROGRAMMING PROCEDURE FOR BALLAST MONITOR

When the line flushing and preoperational checks have been carried out the following operation procedures are canied out at the Main control unit shown in Drg 08061264.

Advise Bridge Watch (and Engine room) that discharge ofextraordinaryballast or slops is in progress. The Bridge lookout should be instructed to inform the Office~on-watch of any oil discolouration noticeable in the &ow or wake of the vessel. A Seaman, equipped with a walkietalkie radio, should be stationed above the overboard to warn the cargo officer of early oil - discolouration on reaching low tank levels.

* Switch on Main Control Unit (MCU) to 'Control Unit'. Display of MCU indicates 'MODE STANDBY!

' Press [>I. Time and date is displayed. If correct, pmeed with the next step. If not correct, press [CHANGE] and follow the actions as indicated in the display.

Press [ENTER]. Discharge rate is disphyed. If correct, proceed with the next step. If not correct, press [CHANGE] and follow the actions as indicated in the display.

* Press [ENTER] Total oil limit is displayed. If correct, proceed with the next step. If not correct, press [CHANGE] andfollow actions as indicated in the display

* Press [ENTER1 "Reset Oil Total ?"is displayed. If not, proceed with the next step. If yes, press [CHANGE] and follow the actions as indicated in the display. WARNING: It is only permissible to reset the Total Oil discharged at the start of a new ballast voyage.

Press [ENTER] Sample point selection is displayed. If correct sample point, proceed with next step. If not correct, press [CHANGE] and follow the actions as indicated in the display.

Press [ENTER] Oil type selection is displayed. If correct oil type, proceed with the next step. If not correct, press [CHANGE] and follow the actions as indicated in the display,

* Press [ENTER] Oil concentration alarm setting is displayed. If a i m setting is correct, proceed with the next step. If not correct, press [CHANGE] and follow the actions as indicated in the display

SECTION 8

' Press [ENTER] Printer interval time is disdaved. . . If correct interval time. proceed with the next step. If not correct, press [CHANGE] and follow the actions as indicated in the display. WARNING: According to regulations the maximum printing interval is 10 minutes.

* Press [ENTER] Ships speed input mode (Auto/Manual) is displayed. If c o m t input mode, proceed with the ned step. If not correct, press [CHANGE] and follow the actions as indicated in the display.

* Press [ENTER] Discharge flow rate input mode (AutoLVanual) is displayed, Ifcorrect input mode, proceed with the next step. If not corn% press [CHANGE] a d follow the actions as indicated in the display.

Press [ENTER] Oil content input mode (Auto/Manual) is displayed. Ifcorrect input mode, proceed with the next step. lfnot corren, press [CHANGE] and follow the actions as indicated in the display.

' Press [ENTER] The SET-UP sequence is now completed. To continue monitoring, proceed with the next step. To check SET-UP of the system, press [>I. To stop monitoring and go into STANDBY, press [STOP MONITOR].

.5.2.2 CALIBRATION I FLUSHING PROCEDURE

' Press [ENTER] The FLUSH mode is entered. {WHICH IS DISPLAYED ONCE PRINTER HAS FlNISHED PRINmUT) Display indicates "MODE FLUSHBF"/"CALIBRATION. ..wait 4 minutes'! The Flush/Sample selection valve (VIO), in the skid, opens to select clean watc. The Backflush valve (V11) ovens. ~ , . The selected sample valve opens The Sample pump starts.

A f h 2 minutes of back flush, the forward flush starts and a window wash is performed

Display changes from "MODE FLUSH BF"to "MODE FLUSHFF" The backflush valve (V1 I) closes. Window Wash pump (VIZ) operates for 3 seconds.('MODE FLUSH WW'),

AAer 2 minutes of forward flush, the system changes to IDLE mode.

Display changes to "MODE IDLE" FlushlSample selection valve (V10) closes Sample pump stops.

*

SECTION 8

S .3 COMMENCEMENT OF BALLAST OR OIL CONTAMMATED WATER DISCHARGE

.I Ensure all line flushing/tank washing operations are properly completed.

.2 Line up cargo system for discharge by high overboard

.3 Ensure pre-operational checks for the ballast mcnitor system have been completed in accordance with Section 8, of this manual.

.4 Check I.G. plant is available and placed on standby and that all relevant 1.G. I vent distribution systems and valves are set to their correct respective positions.

.5 Program the Oilcon Main control unit in accordance with Section8, of this manual, the important parameter being: - total oil limit - type of product

.6 Instigate a flush/calihration procedure in accordancewith Section 3, of this manual and allow unt to reach completion.

* Start the CARGO PUMP/ SLOP PUMP on idle speed. I

* Press [>I, to continue monitoring and to enter the SAMPLE mode. Display changes to "MODE SAMPLE" Sample pump starts.

dd/mm/yy hh:mm SAMP.PNT 1 MODE SAMPLE CONC ppm M DISCH I/Nm FLOW T h M TOT.OlL 1 SPEED kts M V N C0M:C P0S:C 0IL:I

The monitor is now sampling kom the selected sample point and will supply a h u t of the measured oil content level. .

Provided no alarms are activated and after a short delay, 20 sec. or 2 min. a h r an alarm situation is cleared, the overboard valve command will change to 'OPEN'. This is indicated in the display by;" VNCOM: 0". The overboard discharge will then automatically he divelted oveboard.

\

Increase the speed of the pump

Watch the discharge rate indicated "DISCH" on the MCU, it will increase as the speed of the cargo pump is increased.

NOTE: If the discharge rate approaches the maximum permissible (i.e. 30 Vnm), it can be redued by slowing down the cargo pump.

The system is now operating fully automatically. If any of the permitted limits are exceeded or if any other alarms are activated, an alarm will be given, the ballast will he d i v e d to the slop tank and the printer wil record. When the Oil Discharge M o n i t o ~ g and Control System is running normally, the oil content will be displayed. At regular intervals a record of the monitor status is printed, which will build up to give a complete printed record of the ballast discharge. Whenever there is a discharge overboard the Total Oil Discharged will be incremented. Every 3 minutes the window wash will operate automatically. This is indicated in the display by"M0DE SAMPLE WW". ~ u r i & the operation extra manual winddw flushingcan be carried out, if required by ~ D O W WASH]. If it is suspected that the detector cell ispa&mlarly dirty, extra cleaning can be carried out by pressing [FLUSH]. ti should he noted however, that this will cause the discharge overboard tobe stopped automatically. The monitor will not be measuring the discharge overboard whilst flushing.

SECTION 8

S.3.1 ACTION IN THE EVENT OF MONITOR I CONTROL SYSTEM MALFUNCTION

In the event of exceeding an operational limit or receiving an equipment malfunctiodarm or visual observation shows contaminated water being discharged, all operations must be suspended pending further emuent processing (if possible) or system rectification. seealso section 3, ofh is manual.

. I If the instantaneous rate of discharg 30VNm is exceeded: -check discharge control system operates properly -immediately stop discharging and secure cargo system main valves. -allow hrther time for oiVwater interface formation -if known to be contaminated, clean water flush lines b the slop tanks. -take interface readings - tly discharge again keeping close visual observation on the outflow quality. Reduce discharge rate and amend manual input if in use.

- if no h i h e r discharge is possible without exceeding the 301Mm l i retain oil contaminated water for discharge to shore reception facility.

.2 If the total quantity limit is reached: -immediately stop discharging and secure the cargo system in its entirety.

NO FURTHER DISCHARGE IS POSSIBLE

.3 If the Oilcon Mak 6 suffers a malfunction or failure: - check discharge control system operates properly. -immediately stop discharging and secure the cargo system. - dependant upon malfunction, attempt to rectify using help menu on alarm pages, &her by using the fault fmding guidance contained in Section3, in this manual.

S.4 PERIOD CHECKS DURING THE DISCHARGE

.1 Keep a close watch on diminishing tank levels

.2 Slow down the discharge pump on reaching tank level I meter below interface to avoid vortex funation and possible oil layer breakthrough at the suction. (This can be checked by use of tank level guges and interface detector tapes)

.3 Station a watch keeper with a walkibtalkie radio above the discharge point to provide early warning of oil discolouration.

.4 Be p w m d to stop discharge at the 30 L/Nm limit 5 Be prepared to stop the discharge at Total 011 Limil alarm

Always ensure overboard valve OD336 closes and re-cirenlating valve OD266 opens on reaching an operational alarm status.

S.5 SHUTDOWN PROCEDURE

To stop operation the following steps should be performed;

* Stop discharge pump(s)

* Press [STOP MONITOR] Display changes from "MODE SAMPLE" to "MODE I D L E The overboard valve command changes from"V/V COM: 0" to "VN COM: C". The sample pump stops.

* Press [STOP MONITOR]

,

SECTION 8

The SHUTDOWN mode is started. This is an automatic fish sequence to clear the pipework of oil contaminated water, leaving the monitor clean for the next time it is used

Display indicates "MODE SHUlD BF" The FlushISample selection valve (V10) opens to select clean water. The Backflush valve (V I I ) opens. The selected sample valve opens. The Sample pump starts.

Afier 2 minutes of back flush the system changes to the forward flush mode.

Display indicates "MODESHUTD FF" The BacMush valve (Vl I ) closes. The Window Wash pump (V12) operates for 3 seconds. ('MODE SHUTD WW').

After 2 minutes of fonvard flush the system changes to STANDBY mode.

Display indicates "MODE STANDBY" All valves are closed. The sample pump is stopped.

* Switch the MCU to "OFF".

The system is now shut off. All manual valves in the system may be closed and all auxiliaries may be shut off. The only active electronics will be the clocWcalendu and the overbard valve position control. If for any reasons there is a change in the overboard valve position from CLOSE to OPEN or vice versa, a printout is made to record the event. Make appropriate enlry in the Oil Record Book- Part 11. The Master is to countexsign this enty.

SECTION 8

.6 ACTION IN THE EVENT OF MONITORKONTROL SYSTEM MALFUNCTION

In the event of any malfunction of the oil discharge monitoring and control system the following alternative means and information for use in case of any one failure can be utilsed:

OIL CONTENT METER -visual observation of outflow and surface of the water

SAMPLING PUMP -visual observation of outflow and surface of the water

PROCESSOR - manual calculation using ppm, flowrate and ships speed to ensure discharge 18s than 30VNm - manual recording

FLOW RATE INDICATING SYSTEM - manual input of flow rate obtained from pump performance c w e s undelthe end of this section, of this manual or in the case of the stripping pump from the stroke counter readout in thecargo Control Room in conjunction with the characteristic curve again, located at the end of this ~ c t i o n of this manual. See also Section 3,of this manual.

SHIP SPEED INDICATING SYSTEM - manual input of ship's speed obtained from best available some. i.e. main engine rpm, charts or radio fixing device. See also Section 3, of this manual.

DISCHARGE CONTROL VALVE AND/OR HYDRAULIC CONTROLS -manual operation

In all cases of malfunction, a relative entry into the Oil Rmrd Book should be & and retained for later examination. The blank sheets contained under Section6 of this manual may be used for supportive record.

Note: Any defective oil discharge monitoring and control unit shall be made operable as soon as possible. The Port State Authority may allow the tanker with a defective unit to undertake one ballast voyage before proceeding to a repair port.

8.5.6 OIL IN WATER CONCENTRATION (PPM) EQUIVALENT TO 30 LMM

The instantaneous rate of discharge of oil in litres pernautical mile is calculated by the following formula:

oil content ( D D ~ ) x flow rate im'mrl ship's speed (knots) x 1000

Oil concentrations greater than 999 ppm are invalid for this equipment

8.5.7 DISCHARGE PUMP PERFORMANCE CURVES

Performance data contained overleaf:

Cargo F'umps:

Stripping Pump:

Cargo oil stripping eductor:

Water Ballast Pump:

Water Ballast eductor:

3 x Shinko Shinko Ind Ltd Vertical centrifugal Type KV4504 4000 m 3 h x 145111 total head @ 11 70 rpm.

1 x S h i i o Ind Ltd Reciprocating Type KPH-275 300 m 3 h x 145m total head @ 33 do&le strokeslmin

2 x TeamTec Eductor Type 12-14-18 1000 m3/hr at 25 m total head.

2 x Shinko Ind Ltd Vertical centrifugal Type cv400-2 2000 ml/hr x 35m total head @ 1180 rpm.

1 x TeamTec Eductor Type 12-12-14 300 m3/hr at 20 m total head

.-

r

SECTION 8

SECTION 8

LIST OF FIGURESIDRAWNGS

Fig 8.1 Fig 8.2 Fig 8.3 Fig 8.4 Fig 8.5 Fig 8.6 Fig 8.7 Fig 8.8 Fig 8.9 Drg 0806-5019 Drg 0806-8012 Drg 0806-1252

Cargo Oil System Water Ballast System Table - Oil in water concentration equivalent to 30b'Nm Cargo pump characteristic curve Cargo stripping pump characteristic curve Ballast pump characteristic curves ODME (MARK6) section look Tank cleaning system ODME valve control connection Schematic diagram Discharge valve control logic (see section 7) Layout of oil discharge monitoring and control system (see section 7) Oilcon Mark 6 Main Control Unit (see section 7)

WATER BALLAST S Y S T E M

SHIPS SPEED - in Knots I

Fig 8.3 Table - Oil In water concentration equivalent to 30 M m

u~ssns. HYUNDAI SAMHO HEAVY INWSTRlES Con, LID.

Fig. 8.4 CARGO PUMP CHARACTERISTIC CURVE

W S R S . HWNDAI SAW0 HEAW INDUSTRIES W.. LTD. SHIP NO S236/S237 SERVICE CARGO OIL STRIPPINO PUMP

DOUBLE SlROKE (66.dca)

WMIl-f 300 I?h ToTM IW 1 4 I

SUCTIOI HWI - 5 m RWBLEsmxE 33 Strokes ~ l N e S T U Y P R E S s . 1 5 W d

1 . kdChiB Emwsl STW PRESS. S W CORSIYPIIPI( 4870 kr/h

WIAUSTB~UW A K e a f / k e - h m .

SHINKO INDLID.

Fig. 8.5 CARGO OIL STRIPPING PUMP CHARACTERISTIC CURVE

TECHNICAL DMSION

EPART. tEA0 SEcTlaW EM

BI ME

-s=-== 6. 2004

YdW. KPH275

UP40305

wrssns. HYUNDAI SAMHO HEAVY INDUSTRlES GO, LTD.

HULL NO - S2361S237 T o t a l h a a d - h d - h s + ~ d ~ f l g - ~ s ~ / Z / 2 C ) L d ? O I s ~ h l t ~ . L.ad W

Fig. 8.6 BALLAST PUMP CHARACTERISTIC CURVE

a ODME ( M A R K 6 1 SHIP NO. S238/37

DUG NO.

FR. 5 3 S E C T I O N ( L O O K ' G FWD)

I I I I I I I I

> DISCH. TO OVERBOARD

X DISTANCE FROM FRAME NUMBER(FRAME INTERVAL=880nnl Y 1 DISTANCE FROM CENTER L I N E Z 2 DISTANCE FROM ABOVE BASE L I N E

Fig. 8.7 ODEM (MARKG) SECTION LOOK

UPPER DECK PLAN

TANK CLEANING SYSTEM SHIP NO. w e t e a 7 O W 0 NO. 2T-7400-Do3

wdqz F INSTRUMENTS

- ,ME&@+

VAF Instruments B.V. Vierlinghstroot 24, NL-33 16 EL Dordrecht P.O.Box 40, NL-3300 AA Dordrecht The Netherlands

Internet: www.vof.nl E-mail: [email protected]

Specifications subject to change without notice. Agents and dirtributors in more than 50 countries.

lepresented by:

dmlib-#97915-v1-lok oil discharge monitoring & control sys

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