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INDEX
ITEM

PAGE

5.

VALVE CONTROL SYSTEM

5.1
WATER BALLAST AND HEELING WATER LINE

5.2
FRESH WATER LINE

5.3
DEWATERING LINE (FORWARD COMPARTMENTS)

5
5
6
6

6.

CROSS-FLOODING APPLIANCES (Not equipped in this ship)

7.

WATER INGRESS ALARM SYSTEM

8.

PUMP CAPACITIES AND PIPING DIAGRAMS

8.1
BILGE & BALLAST PUMPS

8.2
SYMBOL & ABBREVIATION OF DIAGRAM

8.3
BILGE & BALLAST WATER LINE

8.4
FIRE MAIN, COMP. AIR & FRESH WATER LINE

8.5
FUEL OIL & LUB. OIL LINE

8.6
AIR ESCAPE PIPE & SOUNDING PIPE LINE

8.7
FIRE & BALLAST LINE (MACHINERY PART)

8.8
BILGE LINE (MACHINERY PART)

8.9
FUEL OIL LINE (MACHINERY PART)

8
9
10
11
12
13
14
15
16
17

9.

MEANS OF ACCESSING AND ESCAPING FROM WATERTIGHT

COMPARTMENTS BELOW BULKHEAD DECKS

18

ALERTING SHIP MANAGEMENT AND OTHER ORGANIZATIONS

TO STAND BY AND CO-ORDINATE ASSISTANCE

23

GENERAL INSTRUCTIONS FOR CONTROLLING THE EFFECTS

OF DAMAGE

24

1.

GENERAL

2.

SHIP'S PARTICULARS

3.

PRECAUTIONS

4.

DAMAGE CONTROL PLAN

10.

11.

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1.

GENERAL
This booklet is to be provided at suitable places which is made available to the
officers of the ship for the guidance, in addition to DAMAGE CONTROL PLAN, in
accordance with the requirements by SOLAS Chapter -1, Part B Regulation 23-1.

2.

SHIP'S PARTICULARS
Length

(O.A.)

131.66 m

Length

(Lpp)

122.00 m

Length

(Ls)

130.94 m

Breadth (mld.)

23.00 m

Depth

(mld.)

Draft

(mld., designed)

9.60 m

Draft

(mld., scantling)

9.70 m

Gross Tonnage

16.00/10.60 m

13,110 t

Flag

Panamanian

Registered port

Panama

IMO Number

9742405

Official Number

47442-TT

Call Sign

3EHH2

Class

NK NS* (BC-XII, EQ C DG, PSPC-WBT) (IWS) (IHM), MNS*

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3.

PRECAUTIONS
(1)

BOUNDARIES OF COMPARTMENTS
Boundaries of compartments required by damage stability are shown on
DAMAGE CONTROL PLAN.

(2)

WATERTIGHT CLOSING APPLIANCES

These closing appliances shall be kept closed during navigation and, if used,
shall be closed immediately after passing through.
That these closing appliances are closed shall be confirmed by the
open/close indicator provided at the navigation bridge.

(3)

WEATHERTIGHT CLOSING APPLIANCES

These closing appliances should be closed during navigation and, if used,
should be closed immediately after passing through.

(4)

VALVES FOR WATER BALLAST, FUEL OIL LINE, ETC.

These valves shall be closed during navigation unless they are being used.
These valves being used when the ship had damage shall be closed
immediately.

(5)

SOUNDING
Damaged situation such as extent of damage and rates of flooding in
compartments should be ascertained by sounding tanks.

(6)

WEATHERTIGHT CLOSING APPLIANCES OF VENTILATORS

Weathertight closing appliances of ventilators shall be closed during
navigation unless they are being used, and that Weathertight closing appliances
being used at time of collision shall be closed immediately.

(7)

THE OPEN TYPE SCUTTLES

These scuttles shall be closed during navigation unless they are being used,
and that these scuttles being used at time of collision shall be closed
immediately.

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13.5

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5.

VALVE CONTROL SYSTEM

5.1 WATER BALLAST AND HEELING WATER LINE
Water ballast tanks and heeling tanks have main water ballast line on each
port and starboard side (totally two (2) lines), and control valves for those lines
are to be remotely open/close controlled by hydraulic power unit via main control
panel in the wheelhouse or sub control panel in the engine room.
Twelve (12) control valves on port side water ballast line:Position
No.2No.6 W.B.T. (P)
No.3 and No.5 W.B.T. (C)
No.1 WING T. (P)
No.14 HEELING T. (P)

Q'ty
5
2
1
4

Eleven (11) control valves on starboard side water ballast line:Position

No.1 W.B.T. (C)
No.2No.6 W.B.T. (S)
No.1 WING T. (S)
No.14 HEELING T. (S)

Q'ty
1
5
1
4

Control valves for No.7 W.B.T. (P/S) and control valves for ballasting/deballasting of ballast pumps are to be remotely open/close controlled by hydraulic
power unit via main control panel in the wheelhouse or sub control panel in the
engine room.
Six (6) control valves in engine room:Position
No.7 W.B.T. (P/S)
Fire & bilge ballast pump
Fire & G. S. pump

Q'ty
2
2
2

These control valves are normally closed at sea whenever not in use.

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5.2 FRESH WATER LINE

Control valves for F.P.T. (C), DEEP T. (P/S) and No.1 F.W.T. (P/S) are to be
remotely open/close controlled by hydraulic power unit via main control panel in
the wheelhouse or sub control panel in the engine room.
Five (5) control valves on fresh water line:Position
F. P. T. (C)
DEEP. T. (P/S)
No.1 F.W.T. (P/S)

Q'ty
1
2
2

These control valves are normally closed at sea whenever not in use.

5.3 DEWATERING LINE (FORWARD COMPARTMENTS)

Control valves for discharging bilge water in bosun store, No.1&No.2 deck
store and chain locker are to be remotely open/close controlled by electric
actuator via dewatering control panel in the wheelhouse
Two (2) control valves for forward compartments bilge:Position
Bosun store
No.1 deck store

Q'ty
1
1

These valves are normally closed at sea whenever not in use.

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6.

CROSS-FLOODING APPLIANCES
Not equipped in this ship.

7.

WATER INGRESS ALARM SYSTEM

Water level detectors are equipped at the following position, and alarm panel
is equipped in the wheelhouse.
Position

Alarm level

No.1 lower cargo hold

No.2 lower cargo hold
F. P. T. (C)
Bosun store
No.2 deck store

0.5 m and 2.0 m

0.5 m and 2.0 m
10% of tank capacity
0.1 m
0.1 m

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8. PUMP CAPACITIES AND PIPING DIAGRAMS

8.1

BILGE & BALLAST PUMPS

8.2

SYMBOL & ABBREVIATION OF DIAGRAM

8.3

BILGE & BALLAST WATER LINE

8.4

FIRE MAIN, COMP. AIR & FRESH WATER LINE

8.5

FUEL OIL & LUB. OIL LINE

8.6

AIR ESCAPE PIPE & SOUNDING PIPE LINE

8.7

FIRE & BALLAST LINE (MACHINERY PART)

8.8

BILGE LINE (MACHINERY PART)

8.9

FUEL OIL LINE (MACHINERY PART)

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8.1 BILGE & BALLAST PUMPS

Fire & bilge ballast pump and fire & general service pump in engine room
are to be remotely start/stop controlled in the wheelhouse.

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9.

MEANS OF ACCESSING AND ESCAPING

FROM WATERTIGHT COMPARTMENTS
BELOW BULKHEAD DECKS

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10. ALERTING SHIP MANAGEMENT AND OTHER ORGANIZATIONS

TO STAND BY AND CO-ORDINATE ASSISTANCE
The following radio equipment for the Area A3 of GMDSS are installed in this ship.

MF/HF transmitter/receiver with DSC

1 set

INMARSAT C

1 set

INMARSAT FB500

1 set

VHF telephone with DSC transmission

2 sets

The address of ship management is as follows:

Name :

FRANBO SAGACITY S.A.

Address :

3F, No.31 Haibian Rd., Lingya Dist., Kaohsiung, Taiwan

Telephone number : +886-7-969-7988

Fax number :

+886-7-969-7997

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11. GENERAL INSTRUCTIONS FOR CONTROLLING THE EFFECTS

OF DAMAGE
1. Procedure in the event of damage

Occurrence of damage

Inform the fact of the damage to all crews and necessary organization
Establish the locations and safety of persons onboard
Close valves, all watertight and weathertight closing appliances
Refer to detailed instruction 2.1

Check the damage extent and sounding position

Refer to detailed instruction 2.2

Check sounding of the damaged compartment

Refer to detailed instruction 2.2

Calculate the flooding rate

Pump capacity > Flooding rate

Refer to detailed instruction 2.3

No

Yes

No
Finished Flooding
Refer to detailed instruction 2.4

Inform the current situation to necessary organization

Take further action in order to reduce the vessels heel, trim
and so on, if necessary.
Refer to detailed instruction 2.3 and 2.5

Continue pumping out

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2. Detailed instruction for action to be taken in case of damage

2.1

Close valves, all watertight and weathertight closing appliances

When a damage has occurred or damage is suspected, primary action is to sustain the
individual watertight boundary by closing all valves, watertight and weathertight
closing appliance (i.e. doors, hatches, ventilators and so on) and then to prevent the
progressive flooding of intact compartment through the valves and openings which
interconnected with damaged compartments.
Regarding watertight boundary and the position of valves, watertight & weathertight
closing appliance, damage control plan should be referred.

2.2

Sounding of tanks and determination of flooding and damage extent

In order to determine the severity of the damage, the damage extent and the flooding
rate should be determined. A status report on all tank soundings should be taken
immediately after the damage.

Also any other compartment in the damaged region

should be checked with respect to inflow of seawater.

The result should be

compared to the tank sounding report prior to the damage.

The ingress of water may progress in the tanks and compartments where the value of
sounding has changed.
regularly.

Thus, tank sounding reports for such tanks should be made

The extent of damage may be ascertained by the consecutive sounding

and/or visual inspection.

When the value of sounding for flooded tanks and

compartments are changed sequentially, the rates of flooding should be calculated

using the increase in sounding value and interval of time between soundings.
The final floating position is reached when consecutive sounding reports remain
unchanged.
2.3

Pumping Operation
Before initiating pumping operation, the capacity of total electronic power supply and
power load of pumping operations should be checked to avoid blackout.

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2.4

Finished flooding
When final floating position is reached after vessel is damaged, the followings should
be paid attention.
(1)

Stability may be affected by additional free surface moment of partial loaded

tanks/cargo holds.

(2)

The bigger heel after damage will be caused by one side damage and/or free
surface effect of partial loaded tanks/cargo holds.

2.5

Liquid transfer operations to reduce trim heel and free surface moment
Liquid transfer operations may be used in order to minimize the adverse effects in the
aspects of vessels stability and strength due to damage.

In order to reduce trim and

heel, sea water can be pumped out from the damaged compartments so long as pump
capacity in greater than the flooding rate, if not so, it may be possible to fill or empty
other tanks as following examples.
(1)

In order to reduce the heel, liquid should be pumped into any tanks on the
opposite side to damaged compartments or pumped out from any tanks on the
side of damaged compartments.

(2)

In order to reduce the trim, liquid should be filled in tanks in the opposite end of
the vessel.

Considering the change of free surface moment due to filling or discharging have
effects on ships stability directly, it should be checked that the additional free surface
during the filling operation does not reduce the GM to unacceptable level.
And also, with respect to longitudinal strength, the shearing force and bending
moments during liquid transfer operation to be kept within the allowable limit values
for the vessel.

Note that the longitudinal strength capability of the vessel may be

reduced by damage to the vessel structure.

In such case, the strength limits will be

reduced, and the actual strength values for a recovery condition should be kept well
below the intact limits, depending on the size of the damage.
Therefore, when liquid transfer operation is carried out in order to lessen heel or trim,
stability and longitudinal strength should be checked at proper liquid transfer step.