Calcan Marius Cristian Second Project

CMA CGM VASCO DE GAMA
PROJECT NO. 02
SECOND ENGINEER AXENTIEV EMIL
ONBOARD CADETS TRAININGS
PROJECT NO.2
CALCAN MARIUS CRISTIAN
Master : Sericenco Felix
Chief Engineer: Slujitoru Constantin
DSTO: Axentiev Emil
EL/CDT CALCAN MARIUS CRISTIAN MAPS ID. 015719

PROJECT NO. 02
M1) Describe the Safety Management System of the ship, structure of DPA
and Fleet Circular letters
In order to reduce the occurrence of emergency situations risks, or in the eventuality of
their materialization, to control the negative effects of it, IMO has introduced through the ISM
Code (International Safety Management Code) the obligation for the companies which own
commercial vessels to elaborate and implement a Safety Management System, which is able
to respond to the main problems that may appear on board so that these ships will operate in
complete security and safety conditions for the crew, the ship, its cargo and the environment.
The Safety Management System of CMA CGM vessels has multiple parts or chapters, each
of them covering a different area: the Familiarization Manual, the Emergency Situation
Manual, the Prevention Manual, the Engine Manual, the Bridge Manual, and the Cargo
Manual. Each chapter adds a sum of cards representing various procedures related to the
ships operation.
The Familiarization Manual presents the duties and the responsibilities required for every
rank, the basic information that the ship must offer to personnel and passengers alike, and
different forms and procedures that must be followed by the management of the ship
regarding the personnel policy (shipboard working arrangements, appraisal forms, medical
examinations reports, recordings of working and rest hours etc). Also, the ships management
will make sure that every new crew member has the appropriate training according to his job
position before he will take over his duties as required by the checklists Fam-010, Fam-020,
Fam-030 and Fam-040.
The Emergency Manual provides the duties of every person on board in case of
emergency, the emergency alarms and the muster stations where the crew members will
gather if one of the alarms sounds (information provided by the card Emcy-003), information
regarding the drills that must be carried out regularly for a systematic improvement of the
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crew training in case of emergency (as per cards Emcy-005 and Emcy-010) and a series of
procedures that must be followed by the crew regarding major emergencies that could put in
danger the ship, the human life or the environment (propulsion, steering gear and electrical
power failure, collision, grounding, fire or explosion, oil pollution, leaks or flooding, un-
stowing or loss of cargo, man over board, serious injury, abandon of the ship etc.). The
Emergency Manual also provides the contact details available ashore if an emergency, as per
card Emcy-002.
The Prevention Manual details the procedures implemented in order to reduce or eliminate
the risks associated to the various hazardous jobs done on board as well as some of the
protective measures that need to be taken. There are many cases when a job must be carefully
planned so that no accident may occur. In such cases the job will be carried out only by the
appointed crew members and only according with the instructions of the team leader and with
the risk assessment procedure implemented for that job. The Prevention Manual presents the
possible risky activities and their implemented prevention procedures, the permit-to-work
procedure as per card Prev-096 and some other situations where extra-precautions needed for
oil pollution, sewages or visitors on board.
The Engine Manual presents the organization of the engine department as per card Engine-
010, the standing orders of the Chief Engineer procedure and the procedures regarding the
operation of the main engine and other engine related systems and equipments. These will
include the departure and the arrival checklists, the maintenance and check patrols carried out
in the engine room, the fuel related procedures, the main switchboard, emergency generator
and black-out procedures and some emergency procedures if a steering gear failure, an engine
room flooding, the operation of the CO2 fire extinguishing system.
The Bridge Manual comprises the organization of the watch at sea, the Masters standing
orders, the Chief Engineers instructions for the bridge team and all the procedures followed
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on the bridge regarding the navigation at sea, the arrival, the departure, the anchoring, the
passage planning, the management of the nautical documents and the mandatory recordings
(the log book, the taking over the watch checklist, the coastal and restricted waters checklist,
the pilot preparation checklist). The Bridge Manual comprises also a guide for the main
equipments used on the bridge (radar, ECDIS, GPS, autopilot, GMDSS station etc.) as well as
some of the safety measures that need to be taken when rigging the pilot ladder, the gangway
or the provision crane.
The Cargo Manual comprises the organization of the watch-keeping in port, the Chief
Officers instructions, the duties of the officers and of the ABs while in port and all the
procedures that must to be followed regarding the handling of cargo and its lashing, the
reefers procedures, the management of dangerous cargo, the ballast operations, the use of the
anti-heeling system, the operation of the cargo hold bilge wells, the mooring and the operation
of the winches as well as the mandatory recordings that must be kept regarding to the cargo
log book, the taking over the watch checklist, the damage reports, the hospital recordings etc.
The Safety Management System is not a rigid body of procedure manuals. It can be
modified by new additions, new considerations regarding obsolete facts or new company
policies. The Safety Management System of the ship is also completed with the DPA and the
Fleet Circular Letters that come as a set of companys memos regarding some specific aspects
of safety or security issues (the DPA letters) or aspects with an area of applicability more
extended regarding management decisions of the companys departments (the Fleet Circular
letters).
All the CMA CGM ships have a Designated Person Ashore (DPA/CSO) with the
responsibility and the authority to monitor that the ship implements its SMS procedures and to
respond to the ships different safety and security needs. The designated person ashore or
her/his superior managers will transmit their permanent decisions using the form of the DPA
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letter. The DPA/CSO for the ship I am on is Mr. Pierre Gallavardin, and the deputy DPA/CSO
is Mr. Andrei Decaux
The Fleet Circular letters will provide new information or clarifications on policies and
procedures of the company and change requirements for a group of vessels, a fleet or all the
company ships on aspects like vessels administration, safety and pollution prevention,
maintenance and repairs, crew manning, purchasing, vessels budgets and accounts,
navigation, cargo etc.
M2) Description of the ship cargo planning from pre-stowage plan till issuance
of the final loading plan at the end of the port call and the interaction between
DECK/ ENGINE and ELECTRICAL Officers
The stowage plan indicates where to find a particular container.
The ship's configuration is basically the same for most container ships. They are
constructed to handle containers of standard size. Al though containers may vary in size (20,
40, 45 feet).
Three terms are important when discussing containers aboard ships:
Containers are stacked vertically in cells.
The transverse rows of cells are referred to as bays.
Each layer of containers is referred to as tier.
The container vessel stowage plan is a diagram of the structure of the container spaces
and the cargo onboard. The stowage plan is divided into a series of numbered bay plans that
show the container spaces for one bay at a time. Each bay plan shows the cell and tier number

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for each container space and provides space for various selectable information from the
loading software.
The containers codes help identify the container in the plan. The weight information
helps the planner distribute the weight of the containers. The POD/POL codes help one
identify the containers that were loaded in previous ports or the ones that are to be discharged
in the next ports.
Once familiar with the container codes used in the bay plan the personnel will be able
to read the bay plans to locate and identify the containers.
The software used by on CMA CGM VASCO DE GAMA for cargo planning is the
Microsoft MACS3.
MACS3 architecture and user-interface are designed according to the following Rules
and Recommendations:
Rules and Guidelines of Germanischer Lloyd;
ABS Guidance Note for the Application of Ergonomics to Marine Systems;
BV Rules of the Classification of Steel Pipes;
IACS Recommendation on Loading Instruments.
Its Basic Loading Program performs:
Stability and strength calculations covering all pertinent international regulations;
Numerical and graphical results for GM, trim, heel, draft, shear forces, bending
moments and torsion;
GM check against various GM requirement curves;
GZ curve for dynamic stability;
Automatic wind pressure calculation;

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Automatic ballast tank optimization;

Tank plan.
The MACS3 Basic Loading Program supports client/server architecture for distributed
cargo management and allows the complete loading condition to be stored in a single file,
simplifying the exchange of information between the ship and the office.
Procedure for pre-stowage plan:
First the agent sends a list of the container's weight to the cargo planner. This list
could be limited by the maximum weight possible to be loaded because of several restrictions.
The warnings are given by the MACS3 software if the container arrangement does not ensure
a safe voyage (it takes into consideration visibility, drafts, shared forces, torsion, etc.). The
cargo planner must be familiar with the discharge capabilities of all the ports of discharge at
which cargo must be loaded and unloaded.
When the cargo planner receives the container's description list, he will prepare the
pre-stowage plan. This plan consists of the position of all containers onboard the vessel, from
the agent's list along with their details, and should respect all internal and external regulations
(CMA CGM policy, SOLAS, IMDG Code, MARPOL, etc.). A pre-stowage plan is never firm
and it is frequently necessary to change it. However, having a pre-stowage plan helps expedite
the cargo loading and helps ensure maximum use of the vessel's deadweight when carrying
capacity.
After the plan's completion the cargo planner sends the pre-stowage information to the
vessel for acceptance. The Chief Officer will then check it for stability conditions, Dangerous
Goods segregation, lashing forces, stack weights, visibility, etc.

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If the pre-stowage plan does not satisfy the conditions required for a safe voyage, it
will be sent back to the ship manager, along with observations. The final decision will be
granted by the Master. The pre-stowage plan must be prepared before any cargo is loaded. It
should show the distribution of cargo in a manner which prevents undue strain of any portion
to the vessel.
After the acceptance of the vessel the cargo planner will send the pre-stowage plan to
the terminal. The terminal will send another pre-stowage plan for the cargo planner
acceptance. The final loading plan will be ready after the cargo planner's acceptance of the
pre-stow plan from the terminal. The final loading plan will be handed to the Chief Officer for
a final verification. The ship will load in accordance with the last plan accepted by the Chief
Officer. The load sequence is determined by the cargo flow path, deck configuration, etc.
Efficient loading is based on careful planning of the load-out operation.
At the end of the port call the Chief Officer will receive the departure plan of the
vessel showing the actual location of all the cargo on the ship.
During the port operation must be a good communication between the Deck, Engine
and Electrical Officers for the safety of crew, ship and cargo.
In charge of operation is the Chief Officer which coordinates the entire process of
loading and discharge cargo. He must keep the communications with the Electrician for
reefers connections and with the Engineers for ballast process.

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M3) Description of the Heavy Fuel Oil System for main engine, auxiliary engines and the
boiler. Explain why SECA zones were created and what you must do when your vessel
transits these zones. Insert three SECA zone transit report
Heavy fuel oil system:
From the storage tanks the fuel oil is pumped to the settling tanks, next to the
centrifugal separators and finally to the service tanks. To obtain efficient cleaning the
centrifugal separators are equipped with preheaters. The oil can be preheated to about 95-98
o
C according with manufacturers operation manual.
Main engine fuel oil system:
The engine is designed to operate with heavy fuel oil having a viscosity of up to 700 cSt
at temperature of 50 oC. The viscosity entering the engine must be kept within approximate
12-18 cSt, according with manufacturers operation manual.
Fuel oil circulating system: from the service tank, the oil is drawn by one of two
electrically driven supply pumps, which deliver the fuel oil to the low pressure side of the fuel
oil system, through to the auto back flushing filter doubled with a by-pass manual filter. Next,
it is drawn to the one of two electrically driven circulating pumps and passes through the
heater, the viscosity regulator, the indication filter and in to the fuel injection pumps, high
pressure pipes and fuel valves.
The fuel injection pumps are operated by the mechanical hydraulic system, electronically
controlled.
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The viscosity regulator controls the steam flow in the heaters to keep the fuel oil
temperature in range, maximum 150 oC, according with manufacturers operation manual.
The return oil from the fuel valves and pumps is led back, through the venting pipe, to the
suction side of the circulating pumps.
To maintain the fuel oil temperature, the fuel oil pipes are equipped with heat tracings.
To maintain a constant pressure in the main line, at the inlet of the fuel pumps, the
capacity and delivery rate of the circulating pumps must exceed the amount of fuel consumed
by the engine, also a spring-loaded overflow valve is fitted between the fuel oil inlet of the
fuel injection pumps and the fuel oil return pipe.
The fuel valves are equipped with a slide and a circulating bore to ensure an adequate
flow of heated oil through the fuel pumps, housings and fuel valves at all loads, including
when the engine is stopped.
The fuel oil drain pipes are equipped with heat tracings and they must operational when
running on heavy fuel oil.

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Auxiliary engines fuel oil system:
The engine can be operated with heavy fuel oil of maximum viscosity of up to 700 cSt
at temperature of 50 oC. The viscosity entering the engine must be kept within approximate
12-18 cSt, according with manufacturers operation manual.
Fuel oil circulating system: from the service tank, the fuel oil is drawn by the one of
two electrically driven supply pumps, which delivers the fuel oil, through to the auto back
flushing filter. After passing through the auto back flushing filter, the oil is drawn to the one

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of two electrically driven booster pumps and passes through the heater, the viscosity regulator,
running-in filter, to the high-pressure injection equipment.
The viscosity regulator controls the steam flow in the heaters to maintain the fuel oil
temperature in range, maximum 150 oC, according with manufacturers operation manual.
The return oil from injection equipment is led back, through the venting pipe, to the
suction side of the circulating pumps.
To keep the fuel oil temperature the fuel oil pipes are equipped with heat tracings.
High-pressure injection equipment - each cylinder unit has its own set of injection
equipment, compressing injection pump unit, high pressure pipe and an injection valve. The
injection pump unit is equipped with an integrated roller guide directly above the camshaft.
The fuel quantity injected into each cylinder unit is adjusted by the governor, which maintains
the engines speed at the pre-established value by a continuous re-positioning of the fuel
pump racks, through a common regulating shaft and spring-loaded linkages for each pump.
Waste and leak oil from injection equipment is led to a fuel oil leakage alarm unit.

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Auxiliary boiler fuel oil system:
Fuel oil circulating system: from the service tank, the fuel oil is drawn by the one of
two electrically driven service pumps, to the filter and delivers to the burner.
The return oil from the fuel burner is led back, through the venting pipe, to the suction
side of the service pumps.
The fuel oil pipes are equipped with heat tracings.
The burner housing is mounted on the boiler front. The electrical fan motor is fitted on
the side of the housing burner and is directly connected to the fan wheel. A pressure switch
monitors and secures against too low combustion air pressure, in case of too high fuel oil
pressure, after the fuel oil regulator, a pressure switch shuts down the burner.

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A combustion head and diffuser disc are placed in front of the nozzle for a suitable
mixture between the air and fuel oil mist.
The burner can operate with heavy fuel oil of maximum viscosity of up to 700 cSt at
temperature of 50 oC. The viscosity of the heavy fuel oil at the nozzle is between 14-16 cSt,
according with manufacturers operation manual.
Heavy fuel oil is heated in the electrical pre-heater. The fuel oils atomizing
temperature is controlled by an electronic regulator. Heating cartridges are placed before the
solenoid valves and nozzle head, in order keep a sufficiently high temperature close to the
nozzle. The oil flame is ignited by two ignition electrodes, which are connected to a high
voltage ignition transformer. The electrodes are mounted just above the oil nozzle.
Flam failure is detected by photo cells mounted on the burner unit and coupled to the
control system and in case of flame failure the burner will be automatically shut down.

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Sulphur Emission Control Area (SECA):
A sulphur emission control area means an area where the adoption of special
mandatory measures for emission from ships is required to prevent, reduce and control air
pollution from SOx, which have an adverse impact on human health and the environment.
When the ship passes through a SECA zone must change the operating fuel oil, from
heavy fuel oil to low sulphur heavy fuel oil. When entering and exiting a SECA zone record
of the flow meters and the quantity of Low Sulphur Heavy Fuel Oil (LSHFO), Heavy Fuel Oil
(HFO) and the ships position are recorded in Engine Log Book and in Oil Record Book.
The sulphur content of low sulphur heavy fuel oil used onboard ship shall not exceed
0.1% m/m.

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SECA zones transit report:

CMA CGM VASCO DE GAMA route reach the Sulphur Emission Control Area:
ROTTERDAM
SOUTHAMPTON
HAMBURG
LE HAVRE
ZEEBRUGGE
M4) Description of an electrical switchboards and the role of each
component
The main switchboard distributes electric power to the various consumers on board the
ship. It is an assembly of switching controls, regulating devices, measuring instruments,
indicators and protective devices, and it serves as the control centre of the electrical
distribution system for efficient centralized distribution control.
The main electrical switchboard on board CMA CGM VASCO DE GAMA is a 6600 V
switchboard.
The electrical power supply on all ships is provided mainly from the Diesel Generators.
There are also alternatives, but they are used only as secondary and emergency use, such as
emergency generator, shore connection, batteries. On the ship I am currently on, there are 4
main Diesel Generators, each with the output capacity of 4350 kW at 6600V.
The emergency generator provides only 358 kW, enough to sustain the ships primary
consumers after something wrong has happened with the main power supply.
Arrangement of Medium Voltage Switchboard

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Feeder panel PIX 12 with circuit-breaker truck HVX

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1 Low-voltage compartment
2 Circuit-breaker truck HVX
3 Front door
4 Earthing switch control element
5 Voltage indicator
6 Position indicator of earthing switch
7 Cable compartment cover
8 Voltage transformer (optional)

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9 Earth bar
10 Current transformer
11 Cable connections
12 Make-proof earthing switch
13 Shutter
14 Busbars
15 Pressure relief flap of switching device compartment
Every Feeder panel its supplied with an Sepam. Sepam is a digital protection relay for use in
low, medium and high-voltage power systems. Because of its integrated protection functions
and human-machine interface capabilities, it is an efficient and cost-effective solution for all

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types of switch bays. Sepam offers complete protection functions for generators, motors
(synchronous and asynchronous), transformers, power lines, and distributions.
Protections:
Phase overcurrent (1)
Earth fault / Sensitive earth fault
Breaker failure
Negative sequence / unbalance
Undervoltage
Overvoltage
Neutral voltage displacement
Overfrequency
Underfrequency

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The generator panels are equipped with ammeter, voltmeter , frequency meter, wattmeter for
measuring the output of the generator, reverse power relay, over current relay for generator
protection, the disconnecting bar for main circuit, the protection fuse, the transformer, the
space heater, various types of signal lamps, etc.
Ammeter - used for measuring electric CURRENT in a circuit.
Voltmeter used for measuring electric VOLTAGE in a circuit.
Power Factor metter used for measuring the power factor.
Frequency meter used for measuring electric FREQUENCY in a circuit.
Space heater circuit- serves to protect the windings and other component of the
generator.
Automatic Synchronizing Device this is a synchronizing device for parallel
operation between generator and generator. This is able to perform synchronizing
without giving any shock to generator or system by means of speed control or
voltage control
M5) Describe the Fire-fighting equipments on board your ship, fixed and portable one.
Describe how a fire fighting drill must be conduct and insert three fire-fighting reports
including hand drawings and pictures.

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All ships of over tones are required to permanently display a Fire Control Plan. This
is a general arrangement type drawing on which is clearly shown the:
Fire control stations;
Fire sections;
Location of the fire detectors and alarms;
Location of fire detector control panels and sprinkler control panels;
Location of fire extinguishing equipment;
Means of access to different compartments and decks;
Ventilating system including fan control positions;
Position of dampers.
Copies of the plan are permanently kept in a weather-tight enclosure outside in port
side and in starboard side. The enclosure is colored in red, marked and easily opened. Those
copies of the Fire Control Plan are for the use of shore side fire-fighting personnel and there
are positioned close to the gangway near the entrance on upper deck on port and starboard
side.
Fixed fire systems:
CO2 system for Engine Room and Cargo Holds.
CO2 system for Galley.
Deep fat fryer system for Galley.
Water mist system with fresh water.
Sea water system.
CO2 system for Engine Room and Cargo Holds:
Fixed gas fire extinguishing system is used to protect machinery spaces and cargo
holds. It is conveyed to the risk, through fixed piping and nozzles sized and arranged to give a

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uniform distribution of the gas within the required discharge time. The extinguishing gas is
stored outside of the protected space the conveying pipes are fitted with isolating valves
clearly marked to indicate the space to which the pipe leads.
At normal temperatures and pressure carbon dioxide is an inert gas with density of
approximately 50 percent greater than density of air.
It is an insert gas, non-corrosive with no harmful effect on most materials. It has great
dielectric strength and can be applied safety to live electrical equipment.
CO2 extinguishes fire by reducing the oxygen content in the atmosphere to a point
where it will not support combustion. Reducing the oxygen content from 21% to 15% will
extinguish most surface fires.
The discharge of large amounts of CO2 to extinguish fire may create hazard to
personnel such as oxygen deficiency and reduced visibility.
The carbon dioxide is stored as a liquid, under pressure in one main CO2 receiver.
CO2 system, for Engine Room and for Cargo Holds, is located on Upper Deck, near
Accomodation , starboard side, with a total of 28000 kg .
This cylinder is fitted with a valve which can be opened pneumatically (by gas
pressure) or mechanically and manually.
The fitting of pressure actuators allows the simultaneous operation of cylinder valves
by using pilot CO2 gas pressure. The CO2 gas outlets of the cylinder valves are connected
(with a flexible hose) to a common manifold pipe running over the row of cylinders.
The system is initiated by a supply of CO 2, separate from the fire-fighting CO 2, stored
in a small cylinder (pilot cylinder).
In the event that fire-fighting CO2 is to be released, the content from pilot cylinder is
discharged. The pressure will operate the main cylinder and the pressure operated distribution
valve.
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In the event of fire in Engine Room: The CO2 can be released from control cabinets located
at CO2 Room or Fire Control Station.
Key box:
Break the glass;
Take the key.
Release control cabinet:
Open the door, the alarms will be activated;

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Vent fans will be stopped;

Oil pumps will be stopped;
Ensure all personnel have evacuate the protected space;
Close vent, doors and hatches;
Open one pilot cylinder valve;
Open valve no.1 and no. 2;
Now system is in operation.
In case of failure at the Fire Control Station can be released from CO 2 Room following
the same procedure as above.
In the event of fire in Cargo Hold: Go to the ball valve cabinet for Cargo Hold in the CO 2
Room.
Take a key from the key box after broken the glass;
Open cabinet door and alarm shall be activated;

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Open ball valve;

Ensure all personnel have evacuate from the cargo hold and all openings hatches
closed;
Confirm the quantity of cylinders to be released according to the release table;
Pull up 3-way valve lever relating to the compartment in fire zone;
Go to the CO2 cylinder and open the cylinder valve manually by hook down the
actuator;
Repeat rapidly same action for the quantity of cylinders required for the initial
discharge;
Do same action for 2nd / 3rd discharge after 30 60 min respectively according to the
conditions in hold;
Do not open the hatches or other opening until arrival at port to prevent fire.
Emergency operation: In case of failure in operation of the system (for Engine Room)
from the control cabinet, go to the CO2 Room.
Ensure all personnel have been evacuated from the space which will be flooded with
CO2;
Confirm all vent fans stopped, doors and hatches closed;
Open the relevant main valve (hand wheel type, open by rotating the wheel to
anticlockwise;

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Go to the cylinder and open the cylinder valve
(remote the safety pin of actuator, fitted on cylinder valve, than pull down the operating lever
and the CO2 gas will be discharge;
Now the system is operation.
After discharge: Allow enough time for the CO2 gas to extinguish the fire.
Do not reopen the space until all reasonable precaution has been taken to ascertain that
the fire is out.
When the fire is out, ventilate the space thoroughly.
Persons re-entering the space must wear the compressed air breathing apparatus until
the atmosphere has been checked and verified in 21% of oxygen content.
Time delay: In CO2 Room under pilot cylinders there is one white electronic box. This
electronic box gives a delay of 30 sec between opening the valve and launching of CO 2 form
system.

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CO2 System for Galley:
Separate from CO2 system for Engine Room is a 4.5 kg CO 2 installation which is
located and operated from galley for hood and deep fat fryer fire.
Operating instructions:
Ensure all personnel have been evacuated from the space which will be flooded
(galley);
Confirm all vent fans stopped and doors closed;
Open CO2 extinguisher cabinet;
Fully open the cylinder valve;
Now the system is operation;
Do not start ventilation fan until fire is extinguished.
Deep fat fryer system for Galley:
It is a wet chemical fire extinguishing system for deep fat cooking equipment.
All the time the system must be on the ON position.
When the temperatures of deep fat fryer reach 210 the alarms will sound and the
power will switch off. In case of alarm activate:
Ensure all personnel have vacated the protected space;
Close all vents, doors and fire damper;
Pull the pulley handle of wet chemical;

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Now system is operated;

Before you put CO2 cylinder in position first must secure pulley handle.
Water mist system with fresh water
The control panel of sprinkler installation is located in the port side in Fire Control
Station.
It must be in auto position at any time, such if both smoke and flame detectors are
activated in the same time and in the same area, spraying will start automatically in this area.
In manual position we can activate following area:
- Main Engine;
- Diesel Generator 1 and 2;
- Diesel Generator 3 and 4;
- Auxiliary Boiler;
- Purifier Room.

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In engine room the system can also be put in service by pressing the sprinkler release
push buttons which are near the designated area.

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Sea water system:
On board we have a sea water fire extinguishing system by spray nozzles for paint
store. On board we have three fire pumps.
We can start from:
Fire Control Station;
Bridge;
Engine Room;
SAM (except Emergency Fire pump);
Local
Operating instructions for water spray for paint locker:
Start the fire pump;
Close vents and doors;
Open the valve.

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Portable fire-fighting equipment:

Dry powder extinguisher.
CO2 extinguisher.
Wet chemical extinguisher.
Wheeled foam extinguisher.
Hoses and nozzles.
Emergency escape breathing device.
Fire blanket.
Fire extinguishers:
A fire extinguisher is a pressurized vessel designed to attack a fire in the early stage.
Pressure inside the extinguisher is used to expel the extinguishing, which will smother, cool or
chemically interfere with the fire. Or it can fight the fire by combining two or more of these
effects. All portable fire extinguishers are complying with the requirements of Fire
Safety System Code. Accommodation space, service spaces and control stations are provided
with portable extinguishers of appropriate types and in sufficient number to the satisfaction of
international requirements. All extinguishers are situated ready for use at easily visible places,
which can be reached quickly and easily at any time in the event of fire, and in such a way
that their serviceability is not impaired by the weather, vibration or other external factors.
The most appropriate extinguisher should be found near the risk, but this may not
always be the case, especially where there is more than one risk in the same area. For
instance, in one room there may be hydraulics, computers and other electrical equipment,
papers and books. If the wrong type of extinguisher is used on a fire the already serious

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situation may be made considerably worse. Fire extinguisher may be color coded to indicate
the extinguishing medium they contain.
More recent extinguishers will be red with a block of color placed above the
operating instructions. Our vessel has all extinguishers in red without any color coding and in
this case it is necessary to read the instructions to determine the extinguisher contents.
Some extinguishers also bear graphic symbols to show the types of fire for which the
contents are suitable.
Dry powder extinguisher
On board the ship we have ABC Powder extinguishers of 6 kg. It may be used against
carbonaceous fires (Class A fires), is suitable for use liquids and liquefiable solids (Class B
fires) and to extinguish a high pressure gas flame (Class C fires).
Dry Powder gives a fast flame knock-down, and may be used on fires involving live
electrical equipment. However, it may not be effective against a deep seated fire.
Caution when used on electrical equipment, maximum 1000V, minimum distance 1m.
AVOID inhalation of powder.
1. Pull safety ring;
2. Hit cap strongly;
3. Press pistol handle.

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CO2 extinguisher:
On board the ship we have 5 Kg CO2 extinguishers, suitable for use on Class B fires
and fore Class C fires when in a liquid state (liquid gas leak such as methane, propane, butane
or hydrogen).The CO2 extinguishers are safe for use on fires involving electricity. They may
not be effective when used outside, especially in a breeze.
Where the extinguishing medium is itself CO 2 the gas is stored as a liquid under
pressure. Because of the pressures involved CO 2 extinguishers are not welded containers but
solid draw. Upon discharge the liquid expands into CO2 gas.
Hold only the insulated parts of the discharge hose and horn. With the expansion and
evaporation of the CO2 there are cooling processes and a danger of frost burn if the discharge
horn is not correctly held.
If using a CO2 extinguisher in an explosive atmosphere stand it on the ground to
ensure any electrostatic change is dissipated;
Do not remain in the area after the discharge as CO2 is asphyxiating;
Do not uses without a discharge horn. The discharge will entrain air and cause an
increase in the intensity of the fire;

PROJECT NO. 02

Caution when applying in small, unventilated rooms (health hazard);
Caution when used on electrical installation up to 1000V. Keep minimum distance of
1m.
1. Pull safety device;
2. Press trigger.
Wheeled foam extinguisher
Type on board:
45 l water + AFFF additive wheeled auxiliary pressure fire extinguisher with external
CO2 cylinder;
135 l water + AFFF additive wheeled auxiliary pressure fire extinguisher with external
CO2 cylinder;
Foam is expelled using CO2 pressure from external cylinder. The type of fires on
which those extinguishers should be used are class A and B.

PROJECT NO. 02
1. Fully open gas pressure recipient;
2. Squeeze discharge grip and direct jet towards fire basis.
Hoses and nozzles
Hoses
Standard fire hoses are constructed from woven polyester internally lined with a
synthetic rubber to give a smooth, low friction bore. This type of hose may be polyurethane
coated to provide additional abrasion resistance. Other higher quality hoses comprise an all
syntactic woven textile reinforcement encased in a PVC/Nitrile rubber which forms a unified
lining and outer cover.
The permitted minimum length of hose is 10 m and the maximum is:
Not more than 15m for machinery spaces;
Not more than 20m for other spaces & open deck;
Not more than 25m for other spaces & open deck of ships with a max breadth of 30m.
Hoses may chafe due to vibration. Therefore they should be stowed with minimum
contact with the locker interiors. Ideally their storage should be in dry and well ventilated

PROJECT NO. 02
conditions. They may also kink, especially adjacent to the hydrant. Careful leads should be
made so that kinking, which reduces water flow, is avoided and the hose must be protected by
being wrapped in rags or similar where it passes over sharp edges such as door sills, hatch
comings. When avoidable do not drag charged hoses over rough surfaces.
Avoid subjecting hoses to sudden shock loads by opening valves and hydrants slowly.
Similarly avoid sudden closure of nozzles. After contact with oil and grease and after use with
foam hoses should be washed and flushed through.
Drain and wipe down before stowing. To drain the hose lay it flat along the deck and
under-run it at shoulder height. Damaged and suspect hoses must be removed from service
until an efficient repair can be affected.
Couplings
Firefighting hoses are joined together and connected to the hydrants by couplings.
For maintenance:
After using it flush with clean fresh water;
Inspect after use or at intervals of not greater than one month;
Check any release mechanism for free movement;
Inspect the sealing rings;
Use lubricants as recommended by the manufacturer. For the bolt and spring in an
instantaneous connection this may be lithium grease.

PROJECT NO. 02
International shore connection
Vessel of over 500 tons must carry at least one International Shore Connection to
enable water to be supplied from another vessel or from the shore to the fire main. It must be
possible to use the connection on either side of the vessel.
The international shore connection has a flat face flange on one side, whilst the other
side consists of a coupling that will fit the ships hydrant and hose.
A suitable gasket, four 16mm x 50mm long bolts and eight washers are required to be
kept with each International Shore Connection.
Nozzles
When is used the discharge end of the hose will be fitted with a nozzle so that the
operator may control the manner in which water is projected at a fire. Standard nozzle sizes
are 12 mm, 16 mm and 19 mm.
Spray nozzles must be capable of producing a plain jet without spread and have a
throw of at least 12 m. The spray must produce a reasonably fine spray which can form a
curtain, from behind which it is possible to approach a fire.
Ball valve nozzles are controlled by a lever operated ball valve. They may be with or
without the water curtain facility.

PROJECT NO. 02
Hoses reels
Hoses box units may be found through the accommodation, alleyways and in some
service spaces. All boxes must be inspected according to the manufacturers instructions.
Typically the procedure is as follows:
Ensure the water supply to the hose is turned off;
Completely run out the hose and check its general condition;
Check all couplings;
Turn on the water and open the nozzle. Check that its operation is free;
Close the nozzle so that the hose is subject to the full line pressure and check
couplings, pipe work and valves for leaks;

PROJECT NO. 02

Turn off the water and restore the hose.
Spanner for couplings:
Spanner is for STORTZ coupling.
Foam equipment
Foam
Foam concentrates are concentrated liquid foaming agents. In use they are diluted with
water in rations of between 1% and 6% depending on the concentrate and risk. The solution of
water and foam concentrate is then aerated and allowed to expand as required.
When using portable foam making equipment the concentrate is usually introduced to
the system directly from the 20 l storage drums.
Protein foam consists primarily of protein hydro-lysate, stabilizing additives and
inhibitors to protect against freezing, corrosion of equipment, bacterial decomposition, and to
control viscosity. Some of the fire-fighting properties of protein foam may be lost in storage.

PROJECT NO. 02
Foams are arbitrarily divided into Low, Medium and High ranges of Expansion. Low
Expansion (for deck):
Expansion in volume of up to 20 times the quantity of water used;
Long range jet;
For tank protection, either over the top or sub-surface;
High cooling effect even on vertical surfaces due to its sticking capability.
Is irritating to eye and skin.
Avoid contact with eye when used it.
Branch-pipe:
Type: DELTA HV225S.
Deliver: 225 l/min.
Service pressure: 7 Bars.
Portable foam producing appliances consist of foam making branch-pipe, an in-line
inductor and a supply of foam concentrate. The inductor mixes the foam concentrate with
water at the right percentage and the branch-pipe mixes the resultant foam solution with air.
The foam concentrate is introduced into the water flow via a pick-up hose and by
means of suction caused by the pressure drop across the inductor.
Connect a fire hose to a fire hydrant and to the branch pipe;
Connect the flexible tube at branch pipe and insert the other end in foam drum;
Check the correct connection, tight all couplings and open the water.

PROJECT NO. 02
Dont use it on electrical fire. Electrical material will be out of order.
Emergency Escape Breathing Device (EEBD)
Maker: OCENCO INCORPORATED
Type: M 20.2 EEBD
Duration: 10 min
The EEBD should be used immediately at the first indication of fire or explosion, even
if smoke is not visible. Carbon monoxide is odorless and colorless. You could breathe a fatal
amount of carbon monoxide before smoke is present. If you suspect any oxygen deficient
atmosphere put on the EEBD.
Before you use check the air gauge.
The possible indications of an emergency are:
Sight of smoke;
Smell of smoke;
Sight of fire;
Fire or toxic gas alarm;

PROJECT NO. 02

Sudden increase of air temperature;
Sound of explosion;
Vibration of an explosion;
Interruption of air flow;
Someone around you has difficulty breathing or passed out.
1. Remove EEBD from orange case;
2. Lift yellow lever and discard cover;
3. Remove unit by pulling yellow neck strap upwards;
4. Insert yellow mouthpiece;
5. Fit yellow nose clip;
6. Inhale through mouth and escape;
7. Adjust yellow neck strap and don face shield if needed.
1.
2.

PROJECT NO. 02
3. 4. 5. 6.
Fire blanket:
Dimensions: 1.8m x 1.2m
For maintenance:
1. Remove blanket from container every 12 month and examine carefully;
2. Discard if damaged or contaminated.
Instructions:
1. Pull on the ribbons;
2. Hand the blanket by ribbons and throw it over the fire;
3. Dont remove until it will be complete cold

PROJECT NO. 02
4. For a person in fire, throw the blanket on the ground and roll the person inside. Do not
re-use.
Fire-fighting drills
All fire drills are conducted with a degree of realism but not to put in danger the crew
members. Fire training is supplemented by instruction concerning fire theory, fire prevention,
details about the use of fire equipment and organization.
The purpose of conducting fire drills includes the following.
Equipment: what is available, where is stowed, how is it used, does it work;
Organization: does everyone know what to do, can be done, is it flexible, what
happens if various persons are removed;

PROJECT NO. 02

Build confidence: in the equipment and in the system, learn leader skills.
For our vessel Muster Station is located on A Deck port / starboard side for abandon
alarm and on upper deck for fire alarm or general alarm. At Muster Station all persons must
be accounted. Each group leader must be aware of the safe situation of each member of his
team.
The leadership must:
Take charge of the situation;
Keep the whole picture in mind;
Give orders in a clear and concise manner;
Listen to advice but do not allow argument;
Be flexible and continually reassess the situation;
Leadership of individual parties;
Delegate specific duties as may be required.
When it is necessary for the commander to give directions these should be routed
through the team leaders and not directly to the team members.
On board we have two Fire Squads:
Bridge squad with Master in command, from Fire Control Station with squad leader
Chief Mate;
Engine control room squad with Chief Engineer in charge, from Safety Locker with
squad leader 2nd Engineer.
All personnel should be familiar with and able to use all fire fighting equipment.
Duties of individual squad members are at Chief Mate / 2nd Engineer discretion.
The responsibilities of the Command Team include:

PROJECT NO. 02

Keeping overall control of the various parties;
Monitoring the event and assessing the effectiveness of the fire attack;
Recording times, events;
Manoeuvring the vessel as most appropriate for the situation;
Monitoring the vessels stability and assessing the free surface effect of any water
used;
Communicating with other vessels and the rescue services.
Drill exercise:
Date : 14.10.2017 REPORT NUMBER

Time : 16:00 LT 57 / 2017
AT SEA: ALGECIRAS TO
CAPT. ATANASOV PETAR YANKOV
SOUTHAMPTON
Add in annex list of participating crew members (crew list
corrected)
-ALL CREW PARTICIPATED -
SCENARIO/TYPE OF EXERCISE: FIRE DRILL ( FIRE IN ER; DG Nr.4 )
Events sequence : briefing, chronological sequence and
debriefing
BRIEFING
Chief Officer briefed fire teams in ECR regarding method of attack and particularities
associated with fire in ER with reference to the concerned area (Diesel Generators area).
Both fire teams will work together in the fire area and no other crew member will approach
to the fire scene as its too dangerous. Medical team will remain in ECR in standby. Fire
teams have to connect one fire hose and use fire hose divider to divide into two hoses. Main

PROJECT NO. 02
Fire Station team will search missing oiler and evacuate from fire area to ECR. Secondary
Fire Station team will perform boundary cooling and protect first team by keeping nozzle in
spray mode from behind. After missing person is rescued, both teams will continue with
boundary cooling until fire will be completely extinguished.
SEQUENCE OF DRILL
16:00 Fire alarm sounded, followed by Master announcement.
16:01 Communication with squads leaders checked. Bridge informed that fire detected by
flame and smoke detectors in ER DG Nr.4 and alarm on bridge is showing that water mist
was released automatically in the concerned area. All crew proceeding to their fire stations.
16:03 Bridge team acting as per card Emcy 090. (VSL speed reduced, course altered,
initial distress message send, Emcy fire pump started). Squads leaders report that crew
mustered as per muster list, C/E report that one oiler is missing from ECR team and last time
he was working in the DG area.
16:05 ECR report that pumps stopped and fuel valves are closed, ETO confirms electricity
and ventilation is cut off in the affected (ES buttons and Quick closing valve activated.)
16:06 Fire team ready. Pressure: MFS fire team 280/290bars and SFS fire
team 270/280bars.
16:07 Medical team ready and in standby. C/O inform that meeting point will be ECR,
medical team and MFS team will came from passage way STBD side and SFS will came
from Eng. Casing STBD.
16:09 Fire teams in ECR. Briefing made by C/O.
16:12 Fire teams proceed to fire area as instructed by C/O and 2nd Eng.
16:15 Oiler founded, rescue operation in progress.

PROJECT NO. 02
16:25 Injured crew member evacuated to safe place (ECR) and medical team is applying
first aid. Fire teams returning to boundary cooling.
16:30 Fire extinguished. Fire teams checking for any other sources of reignition. Oiler is
evacuated to Ships Hospital, card Emcy 140 carried out by bridge team.
16:30 Debriefing. End of the drill.
EQUIPMENT USED DURING THE DRILL
Fire Hoses, fire hose divider, Emcy Fire Pump, BA sets, Fireman outfit, lifeline, stretcher,
AED, resuscitator, Walky Talky.
DEBRIEFING
Chief Officer remind about fixed fire extinguishing system in ER, like water mist which is
activating automatically but can be released and manually. Also was discussed fixed CO2
system and in which case will be released.

MASTER/SSO and CHIEF MATE drill assessment &
suggestions
Fire Drill carried-out as per SOLAS III Reg. 19.3.4, Satisfactory.

PROJECT NO. 02

PROJECT NO. 02
Second drill:
CMA CGM VASCO DE Date : 29.09.2017 REPORT NUMBER
GAMA Time : 16:00 LT 52 / 2017
CAPT. ATANASOV PETAR YANKOV AT SEA: SINGAPORE to SUEZ
Add in annex list of participating crew members (crew list
corrected)
SCENARIO/TYPE OF EXERCISE: FIRE DRILL ( FIRE IN LAUNDRY )
Events sequence : briefing, chronological sequence
and debriefing
BRIEFING
Chief Officer briefed fire teams prior to enter at fire scene. Main Fire Station team will be
attack team, as fire is in accommodation and will attack fire using portable fire extinguishers.
Support team will be Secondary Fire Station team and will perform boundary cooling and
protect attack team by keeping nozzle in spray mode (after electrician will confirm that
electricity is cut off in the concerned area). Material team briefed in TW to rig 2 hoses on
Deck B STBD side and to close ventilation flaps from outside accommodation prior arriving
of fire teams.
SEQUENCE OF DRILL
16:00 Fire alarm sounded, followed by Master announcement, bridge informed that fire
detected by one crew member in drying room inside
the laundry. All crew proceeding to their fire stations.

PROJECT NO. 02
16:02 Communication with squads leaders checked. C/O start briefing regarding attack
plan. Bridge team acting as per card Emcy 090
(VSL speed reduced, course altered, distress message send).
16:05 ETO report to bridge, electricity and ventilation is cut off in the affected.
16:06 Crew completed. No missing persons.
16:07 Medical team ready and in standby.
16:08 Fire teams from Engine Casing ready pressure (300bars/300bars). Proceeding to
accommodation to perform boundary cooling.
16:10 Second fire team ready (300bars/300bars). Proceeding to fire scene to attack fire
with portable extinguishers as instructed by C/O. Bosun report that ventilation flaps closed
and hoses rigged on deck B STBD SIDE. Bridge team confirms that fire pump is running.
16:13 Fire team on deck B STBD side ready. Attack team equipped with fire
extinguishers entering in the affected area, second team start boundary cooling using fire
hoses.
16:20 Fire under control. Second team continued boundary cooling, attack team
checking adjacent compartments if affected by fire.
16:25 Fire extinguished. End of the drill.
Portable fire extinguisher, Fire Hoses, Fire pump, BA sets, Fireman outfit, Stretcher, AED,
Resuscitator, Walky Talky.
DEBRIEFING
Chief Officer explained to crew members, that when small fire is discovered at first stage
fast reaction by using nearby extinguishers can avoid fire spreading. Also he remind to crew

PROJECT NO. 02
about good housekeeping and prevention measures.
MASTER/SSO and CHIEF MATE drill assessment
& suggestions

PROJECT NO. 02
Third drill:
CMA CGM VASCO DE

Date : 07.08.2017 REPORT NUMBER
Time : 16:00 LT 43 / 2017
GAMA
AT SEA: DUNKERQUE to SUEZ

CAPT. ATANASOV PETAR YANKOV
CANAL
Add in annex list of participating crew members (crew
list corrected)
SCENARIO/TYPE OF EXERCISE: FIRE DRILL ( FIRE IN PAINT STORE FROM
ACCOMMODATION DECK )
Events sequence : briefing, chronological
sequence and debriefing

PROJECT NO. 02
BRIEFING
Chief Officer briefed crew members regarding the drill scenario prior to arrive at fire
scene. Main Fire Station team will be attack team, in charge with closing ventilation
flaps and release of sea water spray system in paint store. Support team will be Safety
Locker Fire Station team and will perform boundary cooling on U Deck Port side and
protect attack team by keeping nozzle in spray mode. Material team will rig hoses on
U Deck Port side. All other crew will bring spare equipment and assist where
necessary.
SEQUENCE OF DRILL
16:00 Fire alarm sounded, followed by Master announcement regarding fire drill
location and order all crew to proceed to their fire stations.
16:02 All crew proceeding to Fire Stations as per Muster List. Communication with
squads leaders checked.

16:05 Fire teams start dressing firemans outfit.
16:06 Medical team ready and in standby.
16:07 Electricity and ventilation is cut off in the affected area by ETO.
16:08 Loading plan checked, no DG cargo near the fire area.
16:09 Both fire teams ready. MFS team BA pressure 280/260 and 290/300 for SFS team.
16:10 Support team report 2 hoses rigged on Port side, support team proceed to
perform boundary cooling. Bridge team started one fire pump as per Em'cy-090.
16:12 Ventilation flaps closed by attack team and water spray system is released
inside the paint store.

16:16 Attack team proceeding inside to check if fire extinguished, support team is
protecting attack team with one hose in spray mode.
16:20 C/O report to bridge: fire not extinguished, all paint in fire.
16:22 Fire spread to accommodation. Captain decides to order ship abandon.
16:25 Abandon ship signal given at Master order. All equipment back in position.
Fire drill finish.

PROJECT NO. 02
Fire Hoses, Fire pump, Complete BA sets, Fireman outfit, Stretcher, AED,
Resuscitator, Walky Talky.
DEBRIEFING
After abandon drill, Chief Officer conducted de-briefing at muster station, C/O
remind that all crew member should be familiar with fire equipment and fireman
outfit because in case of fire if some crew members are not available (injured or
missing), others will take his place and attack the fire, to be familiar with the location
of all Fire Fighting Equipment and LSA. New crew members were advised to read
SOLAS TRAINING MANUAL.
MASTER/SSO and CHIEF MATE drill assessment
& suggestions

PROJECT NO. 02
T1) Description of a reefer container
A reefer container is a thermoisolated container that has a temperature and atmosphere
controlling installation. This installation usually has a range from -30 to +30 degrees Celsius.
A reefer container is designed to keep and transport cargo in the best atmosphere condition
adapted to the product.
Transporting fresh, frozen and/ or perishable cargo requires special attention and
strong technical supports. To optimize the goods transportation and ensure shelf life,

PROJECT NO. 02
maximum precaution should be taken. That is why CMA CGM has an entire team dedicated
to the reefer activity.
Temperature accuracy remains the major elements which ensure good transportation
condition, but other elements should not be forgotten. Indeed, elements such as humidity
rates, ventilation, will also contribute to create the best transport conditions.
A reefer container goal is to maintain cargos temperature. The scheme below allows
understanding the air circulation inside the container. Ventilation does not create cold air but
pushes heat outside the box. This heat is generated by the natural breathing process of
products which release CO. Fresh air is injected and passes through the conducted floor of
the container and will then go up inside the cargo absorbing calories.

PROJECT NO. 02
The refrigeration cycle starts in the compressor, where the gas is compressed, and after that
evacuated through the compressor's discharge port. Then, the high-pressure high-temperature
gas passes through a condenser, that can be air-cooled, or water-cooled, and into the receiver
tank, that collects the condensed gas. After that, the liquid goes through the filter drier, that
removes moisture or impurities from the refrigerant, to maintain a high efficiency of the
system. Then, the refrigerant passes through a heat-exchanger, to prevent the very low
temperature gas from entering the compressor, for extra efficiency. The refrigerant then passes
through the thermal expansion valve, which causes a sudden drop of pressure and temperature
in the refrigerant, before inserting it in the evaporator, where two fans ensure the heat
exchange in the evaporator and the circulation of air inside the container.
Before returning to the compressor, on the suction side, the refrigerant passes again
through the heat exchanger, and the suction modulation valve, that can be open between 3 and
100%, depending on the cooling capacity required from the system.

PROJECT NO. 02
Inside the evaporator area, there are also a number of electric heaters, that are used for
heating the air inside the container, but also for defrost operations, that can be done manually
or automatically, at preset time intervals.
Also, to prevent overheating of the compressor, an additional quench expansion valve
is fitted after the filter drier, injecting cooled refrigerant into the compressor, when needed.
The electronic part of the reefer unit consists of sensors (temperature, humidity,
pressure), a controller, a transformer, a circuit breaker and contactors for the heaters,
compressor, and electric motors (condenser and evaporator).
T2) Description of the company reefer container management procedure.
Transporting fresh, frozen and/ or perishable cargo requires special attention and
strong technical supports. To optimize the goods transportation and ensure shelf life,
maximum precaution should be taken. That is why CMA CGM has an entire team dedicated
to the reefer activity. Staffs experience and knowledge will provide you with the best service.
Perishable are sensitive products which might suffer from bad transport conditions in case of
improper use of reefer container. Reefer containers will help to ensure the cargos life after
transport.

PROJECT NO. 02
The company reefer container management procedure consists of 3 parts, before reefers
shipment, during the loading and after loading the reefers. The responsibility for the care of
reefers starts when the unit is disconnected from shore power for loading, and ceases when
disconnected from ship power and landed ashore. During loading and discharging, as well as
when on board, it is the ships personnel responsibility to ensure the reefers do not remain
disconnected more than necessary.
Prior to loading/ discharging operations, a list with all reefer containers to be loaded as
well as their cargo manifest, set point, ID number, ventilation etc., shall be provided to the
Chief Officer. This is usually done by the agent. Chief Officer will then pass a copy to the
Officer on watch, helmsman and reefer man, with an additional list containing all the reefers
to be discharged.
During loading, reefer units should be checked for their stowage position, identification
number and time of loading. Immediately upon loading, reefer units are plugged and checked

PROJECT NO. 02
for their good running condition. Loaded reefer containers must be in good condition, without
damage, especially damage that could affect reefer insulation, both electrical and thermal.
Before sailing, ships personnel should check again that all active reefers loaded are
plugged into ships power and motors are running normally.
Connecting and recording operations must only be carried out when working area is free of
any danger due to cargo handling. Reefer repair requests or unloading requests are in the
sphere of C/O only. If a repair is carried out by shore engineer, reefer man will check the good
working order before validating this repair and will report to C/O. In general, any doubt must
be reported to C/O.
During the voyage, the reefers should be checked twice daily and reefer log is to be
completed. If units are suffering breakdowns and repairs are not possible, details must be sent
immediately to CMA CGM Reefer Dpt. with ship manager in copy in order to arrange a reefer
engineer to visit at the next port. If repairs can be made on board, then a full report should be
compiled.
REEFER REPAIR REPORTS
Should contain the following data:
Report Nr. (1 for the initial report. 2 3 etcfor subsequent reports on the
same unit/problem)
Vessel/Voyage Nr.
Vessels position
Next port
ETA next port
Container Nr.
Stow position
Manufacturer
PROJECT NO. 02
Model nr.
Operating Line
SOC Reefer Yes/No
Port of Loading
Port of Discharge
Commodity
Set point degrees Celsius
Fresh Air Exchange (FAE)
RH Setting (%) if applicable
Controlled atmosphere parameters if applicable
Date/Time problem occurred
Temperature at time of problem
Detailed description of problem
Problem caused by 3rd party damage yes/no (info aids in cost recovery)
Description of troubleshooting
Details of repair work start/finish times/total man-hours
Date/Time problem fixed
Temperature on completion of repair
Spare parts used part nr - quantity from which lines reefer kit
General remarks
This report must be sent to Reefer Trade Management, to M&R Reefer Logistics and
the ship manager.
After loading
PROJECT NO. 02
Weather permitting, check patrols are carried out twice per day (morning and
evening) and reefer logs completed.
Any abnormal reefer running condition must be reported to C/O.
No set point or air renewing change will be made without C/O agreement.
Prior to unloading, reefer man will print a copy of all reefer logs to give it to the C/O in the
event the agent requests so. Original reefer logs and manifests will be kept on board in ships
files.
At discharge ports, temperature recording charts should be marked to show the time of
discharge.
A check list is made to assure all reefers to be discharged are:
a - In good running conditions and temperatures.
b - New temperature recording charts have been installed.
c - Containers are not damaged.
The ship is to obtain a 'clean' receipt from the Terminal for the landed reefers.
T3) Description of the procedure to follow before opening any switchboard.
To minimise the safety risk to personnel and equipment a system must be designed and
manufactured to the latest high standards and be correctly installed.
During its working life the equipment must be continuously monitored and correctly
maintained by professionally qualified personnel who understand its operation and safety
requirements.
PROJECT NO. 02
Before attempting any electrical work, there are some basic safety precautions you must bear
in mind. The possible dangers arising from the misuse of electrical equipment are well
known. Electric shock and fire can cause loss of life and damage to equipment.
The procedure to follow before opening any switchboard is detailed in
Prevention Card No. Prev-025 and Prevention Card No. Prev-026.
1. The authorizing officer/responsible person will issue a permit to work in accordance with
Prevention Card No Prev-026 signs the permit to work to say that he is aware of the job
and monitoring the progress remotely from the position of work, making sure that all the
persons involved in the electrical work have the necessary Personal Protective Equipment
(PPE), understood what is needed to be done, read the relevant drawings in order to safely

PROJECT NO. 02
carry out the required job and signed the permit to work. Also, the authorizing officer
(chief engineer, second engineer or the electrician engineer officer) will do the following:
Determines what job needs two persons in order to improve safety and assistance.
Checks that work is well done and closes Permit to Work;
Takes care that all electricity is shut off and that worker is warned of power cut and
that tag out is implemented;
Takes care of turning back the power on;
Informs duty officers of work under progress.
2. The seafarers who execute the specific activities and who took part in the preparation of
the permit-to-work indicate, by signing the permit, they are aware of risks and apply good
practices and safety precautions.
The work party must do the following before working on a switchboard:
Check that electricity is shut off by using a voltage detector and that crew is warned of
power cut. Each Voltage detector is specific to a voltage range. In order to cover all
voltage ranges, two voltage detectors are required.
Check that insulating mats are in front of electric switchboards
Do a visual check, before and after each job, of the PPE which is to be used in
carrying out the work
Keep in mind that working on electric switchboard under voltage has to be done
wearing a working suit without metallic parts, with adapted safety shoes, without

PROJECT NO. 02
watches and jewellery, and tools must be adapted. CMA CGM working suits and
safety shoes meet the electrical safety criteria.
Recommended PPE includes:
-Working suit without metallic parts, with adapted safety shoes, without watches and jewelry.
-Grounding device kit, depending on switchboard maker;
-1 stick in the electric main switchboard locker (engine control room) 440V;
-1 stick emergency switchboard 440V;
-Isolating Gloves (different types used for high/low voltage).

PROJECT NO. 02

PROJECT NO. 02
The below shows the Permit for electrical work:

Nature of
Vessel Voltage implied V
work
Duration of Low High

work Voltage Voltage
(Validity of From .. To .. Date

permit should
not exceed
24h)
STEP 1:
Low voltage: Fill Check List 1 before checking lack of power
High Voltage: Fill Check List 1 before separating/grounding and checking lack of power
CHECKLIST 1 to be filled by the officer/person in charge of Low High

the work Voltage Voltage
Worker have read and understood operating mode and

prevention tools as per Card No Prev-025
Work performed by competent staff under person in charge of

electric matters
Risk assessment done and prevention measures applied
Check relevant electrical drawings
Check presence of the insulating mat in front of required

equipment
Keep a CO2 extinguisher in vicinity
Start button or mean is protected against accidental

operation/activation
Isolated materials and tools used
Warning signs Do not switch on, electrical work in progress in

position

PROJECT NO. 02
Working site properly illuminated

Open or disconnect the circuit breaker
Padlock for breaker
Electrical PPE
Relevant insulation gloves
Safety goggles
Anti-Flash Mask
STEP 2:
Fill Check List 2 before the beginning of the electrical work

Separate
Check lack of power
Device grounded
Lack of power checked with voltage detector
Additional measures after risk assessment:
Name: Name:
Authorizin Rank/Title: Work Rank/Title:

g Officer Party
Signature Signature
Workers and authorizing officers involved should have a valid electrical accreditation (for French flag
vessels) or high voltage safety training (for other flags, for vessels equipped with 6600 V)

PROJECT NO. 02
ONBOARD
STEP 3:
CADETS TRAININGS
Fill Check List 3 after completing the electrical work

Unpadlock by person in charge
Ground disconnected
Equipment reconnected
Person in charge warned
Close Breaker
Device checked: test and monitor
Working area cleared
Duty officer warned that job has been completed
Compartments and other enclosures containing High Voltage

apparatus shall be locked except when entry or exit is necessary
Name: Name:
Authorizin Rank/Title: Work Rank/Title:

g Officer party
Signature Signature
Workers and authorizing officers involved should have a valid electrical accreditation (for French flag
vessels) or high voltage safety training (for other flags, for vessel equipped with 6600 V).
T4) EXPLAIN WHY WE NOW USE HIGH VOLTAGE (1000 V OR MORE) ON BOARD
CONTAINER VESSELS. EXPLAIN THE SAFETY PROCEDURES TO APPLY
Container ships nowadays have increasingly large electrical loads, thus the huge

PROJECT NO. 02
power demand (great amount of container reefers, Main Engine Lubricating Oil Pumps, Bow
thruster motor, deck equipment, air conditioning and refrigeration plants, galley and laundry
equipments and so on) requires diesel generators operating at high voltages (HV) of 6.6 kV.
Such high voltages are economically necessary in high power systems to reduce the size of
current, and hence reduce the size of conductors and equipment required (e.g. the size of
circuit breakers depends on their breaking capacity). Operating at such high voltages is
becoming more common as ship size and complexity increase and equipment weight saving is
important. Distribution systems at these high voltages usually have their neutral points earthed
through a resistor or earthing transformer to the ship's hull. The distribution system is the
means by which the electrical power produced by the generators is delivered to the various
motors, lighting, galley services, and navigation aids, etc. which comprise the ship's electrical
load. The electrical energy is routed through the main switchboard, and then distributed via
cables to section and distribution boards then ultimately to the final load consumers. The
circuit-breakers and switches are the means of interrupting the flow of electric current, and the
fuses and relays protect the distribution system from the damaging effects of large fault
currents. An HV system (1 kV - 11 kV) is usually earthed at the generator neutral point via a
neutral earthing resistor (NER). This arrangement allows the neutral (and hence earth fault)
current to be monitored for alarm/trip by a current transformer (CT) and EF (Earthing Fault)
relay.
In a balanced 3-phase insulated neutral distribution system the power demand is
P= 3 U l I l cos ,
Where:
P is the supply power
Ul is the line voltage

PROJECT NO. 02
Il is the line current

Cos is the power factor, usually 0.8 lagging.
As we can easily see, as the power factor remains constant, we can obtain the same
result (which is a great value of power supply) by either having a big value for current and a
small value for voltage or , vice versa, by increasing the value for voltage whilst the current
remains fairly small in value.
We also know that the resistance of a conductor increases with its length and decreases
with an increase in its cross section,
l
R=
A
Where:
R is the resistance in ohms
is the resistivity in ohms meters
l is the length of the conductor in meters
A is the cross section of the cable in square meters.
Finally, we know that P=RI2 so, in order to obtain a huge amount of power and to
keep cost at minimum, we need to have this high voltage resulting in a small value of the
current, hence a reduction of the size of the cables which will carry the current to the loads
onboard a ship.
By generating electrical power at 6.6kV instead of 440V the distribution and switching
of power levels above about 6MW becomes more practicable and manageable. If we consider
a ship system delivering 6MW of electrical power at 440V from three 2MW, 0.8 lagging
power factor diesel-generator sets. Each generator feeder cable and circuit breaker has to
handle a full-load current of:

PROJECT NO. 02
I = 2.000,000 / 3 *440*0.8 = 3300A
If a short circuit fault occurred on one of the outgoing feeder cables from the main
switchboard then the feeder circuit breaker would need to be rated to break a prospective fault
current of about 90kA.
For the same system at 6.6kVthe full-load current of each generator is:
I = 2,000,000 / 3*6600*0.8 = 220A
Advantages of using High Voltage:
Reduction of the short circuit current values by factor 15 (comparing 6600/440)
limitation of CB and power contactors
Reduction of cable diameter (less copper used)
Reduction of weight due to reduction of cables diameter
HV el. motors became an advantage on the price, already at a power of about 1.5
MW
Because of design limits, LV el. Motors are limited to the power of about 4 MW
Minimum maintenance
High voltages have advantage but also can be more dangerous, so we have to know
how to keep safety via proper procedure. The personnel working on HV systems must keep in
mind the following:
Treat electrical equipment as highly flammable materials at all times.
Do not smoke or use a flame in the vicinity of the equipment.
Wear a helmet, safety shoes and work clothes when working on the equipment.
Cut off the power supply.
Otherwise there is the danger of electric shock from live bus bars and other current
carrying parts when the switchboard or other electrical panel is open.

PROJECT NO. 02

Make sure there is no voltage in the circuit before any electrical work is done.
Use a voltmeter / circuit tester or the like.)
Never work on live part. (Except in an emergency)
Before working, think carefully about the steps you will take, inspect the surroundings
for any possible dangers, and inform your associates of what you plan to do. Then
work quickly and efficiently.
Provide sufficient lighting for the work area.
Maintain an orderly work, and do not scatter tools or other articles about.
Learn the proper way to use a circuit tester and other necessary tools.
Provide sufficient lighting for the work area.
Remove wristwatches, rings, and other metal artic1es from the body.
Wear long sleeve work clothes that fit close to the body, and make sure clothing and
shoes are dry.
Insulate yourself from the body of the ship, and place insulating material over any
devices or structural components, which may be accidentally touched.
Cover tools with vinyl tape as wherever possible.
When doing electrical work, cover live part with insulating material to protect against
dropped tools and scrap-wire.
Place insulation between the live section of the circuit and the section to be worked
on.
Wear rubber gloves on both hands (and wear rubber boots.)
Work with the right hand as much as possible, and take care not loses your balance. A
loss of balance due to the movement of the ship can cause an accident.
Station someone who can cut the power off immediately in an emergency, and

PROJECT NO. 02
establish a signal between yourself and that person
The person who performs maintenance work of operation, maintenance, repair, etc. or
the person in the position of superintending need to take the following preventive measures
against an electric shock:
Never assume there is no voltage applied to the circuit until the voltage has been
confirmed (measured).
Always cut off the power supply and confirm that there is no voltage applied to the
circuit before any electrical work is done.
Most accidents occur because the power is mistakenly assumed to be off.
Always use rubber gloves, rubber boots, and an insulation mat when doing electrical
work.
Tag the power supply switch when doing electrical work. (Ex. Do Not Turn on
Power: Maintenance Work)
If someone turns on the power while maintenance work is being done and accident
could occur.
Operate switches with the right hand while holding the left hand back and away from
the body.
Station people in such strategic places as near the switchboard in order cut off the
power immediately if an accident occurs.
T5) Description of GMDSS equipment, all components, battery maintenance, main
power supply, testing and troubleshooting.

PROJECT NO. 02
The Global Maritime Distress and Safety System ( GMDSS ) is an internationally agreed-
upon set of safety procedures, types of equipment, and communication protocols used to
increase safety and make it easier to rescue distressed ships, boats and aircraft.
GMDSS consists of several systems, some of which are new, but many of which have been in
operation for many years.
The system is intended to perform the following functions alerting ( including position
determination of the unit in distress) , search and rescue coordination, locating (homing),
maritime safety information broadcast, general communications, and bridge-to-bridge
communications.
Main components
Emercency position-indicating radio beacon (EPIRB)
Cospas-Sarsat is an international satellite-based search and rescue system, established
by Canada, France, The United States and Russia. These four countries jointly helped develop
the 406 Mhz EPIRB, an element of the GMDSS designed to operate with Cospas-Sarsat
system. These automatic-activating EPIRB, are designed to transmit rescue coordination
centers via the satellite system from anywhere in the world.
Our satellite EPIRB is powered by KANNAD MARINE and is located on the starboard side
wing.
NAVTEX RECEIVER

PROJECT NO. 02
Navtex is an international, automated system for instantly distributing maritime safety
information (MSI) which includes navigational warnings, weather forecasts and weather
warnings, search and rescue notices and similar information to ships. A small printing radio
receiver is installed on the bridge and checks each incoming message to see if it has been
received during an earlier transmission. The frequency of transmission of these messages is
518 khx in English, while 490 khz is sometime used to broadcast in a local language.
Components
NAVTEX RECEIVER (DEBEG 2918) located on chart table
POWER SUPPLY UNIT (N163S) located on chart table
RECEIVING ANTENNA located on Antenna deck
NAVTEX PRINTER (DEBEG 9528) located on chart table
Inmarsat
Inmarsat is a British satellite telecommunications company, offering global mobile

services. It provides telephone and data services to users worldwide, via portable or mobile
terminals which communicate with ground stations through twelve geostationary
telecommunications satellites.
Components
ANTENNA UNIT(INCL. TRANSCEIVER) TT-3027C RADAR MAST TOP

INM-C MESSAGE TERMINAL SAILOR6006 RADIO CONSOLE
KEYBOARD 6001 RADIO CONSOLE
PRINTER H1252B RADIO CONSOLE
TERMINALS BLOCK "INM MINI-C" NO.2 RADIO CONSOLE
POWER SUPPLY N163S RADIO CONSOLE
MOXA ETHERNET SWITCH SAILOR6197 RADIO CONSOLE
VHF RADIOTELEPHONE WITH DSC
A GMDSS include high-frequency (HF) radiotelephone and radioteles ( narrow-band direct

printing) equipment, with calls initiated by digital selective calling (DSC). Worlwide

PROJECT NO. 02
broadcasts of maritime safety information can also be made on HF narrow-band direct
printing channels.
Components
TRANSCEIVER WITH BUILD-IN DSC RECEIVER (RT6222) BRIDGE CONSOLE

HANDSET BRIDGE CONSOLE
CONSOLE TERMINAL BRIDGE CONSOLE
DC/DC CONVERTER SAILOR 6090 BRIDGE CONSOLE
VHF ANTENNA CXL 2-1 ANTENNA DECK
VHF (DSC) ANTENNA CXL 2-1 ANTENNA DECK
POWER SUPPLY N163S BRIDGE CONSOLE
CONNECTION BOX SAILOR 6208 PILOT STATION
CONTROL MICROPHONE SAILOR 6204 PILOT STATION
Power supply requirements
GMDSS equipment is required to be powered from three sources of supply. On our vessel he
is supplied from Main Switchboar, Emegency Switchboard and batteryes.
The batteries are required to have a capacity to power the equipment for 1 hour on ships
with an emergency generator or build prior to February 1995, and 6 hours on ships not fitted
with an emergency generator or build after 1995 in order to comply with SOLAS. The
batteries its charged by an automatic charger (DEBEG 9218), which is powered also from
main and emergency switchboard. Changeover from AC to battery is automatic , and effected
in such a way that any data held by the equipment is not corrupted.

PROJECT NO. 02
Charger operating modes
A distinction is drawn between 3 fundamental operating modes:
- charging mode
- change-over mode
- parallel mode
The automatic battery chargers DEBEG 9217 or 9218 are equally suitable for all operating
modes, but are primarily used in charging mode. Here only the battery is connected to the

PROJECT NO. 02
charger but during failures of power rectifier(s) with automatic switch-over facility used for
Installation Manual Battery Chargers DEBEG 9217/92183 equipment in GMDSS radio

stations the continuous battery power supply (parallel) mode becomes operative.
In this operating mode the battery charger supplies the entire current for the connected
consumers and in addition the charging and float charging current for the battery. This mode
of operation ensures an uninterrupted DC power supply for all connected consumers during
failure of ships main and emergency supply.
References
Implemented Management System
IMS Card No. Prev-025- Electrical Prevention
IMS Card No. Prev-026- Permit for electrical work
SOLAS training Manual
Fire Fighting Manual
HFO Bunker/Transfer system
DPA Letters
Fleet Management Circular Letters
Company Safety Booklet Fire Fighting
Ship Knowledge - A modern Encyclopedia, 2004, Klaas van Dokkum;
Practical Marine Electrical Knowledge, 1999, Dennis T. Hall
CARRIER : Operation and service manual for models 500 to 549
CMA CGM : What you need to know about reefer
GMDSS Manuals

PROJECT NO. 02
MVSB PIX
Sepam Operation Manual
6.6 KV Switchboard Manual

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CMA CGM VASCO DE GAMA

CALCAN MARIUS CRISTIAN

CMA CGM VASCO DE GAMA

Master : Sericenco Felix

Chief Engineer: Slujitoru Constantin

DSTO: Axentiev Emil

EL/CDT CALCAN MARIUS CRISTIAN MAPS ID. 015719

and Fleet Circular letters

In order to reduce the occurrence of emergency situations risks, or in the eventuality of

Fam-030 and Fam-040.

oil pollution, sewages or visitors on board.

room flooding, the operation of the CO2 fire extinguishing system.

or the provision crane.

is Mr. Andrei Decaux

navigation, cargo etc.

DECK/ ENGINE and ELECTRICAL Officers

The stowage plan indicates where to find a particular container.

Three terms are important when discussing containers aboard ships:

Containers are stacked vertically in cells.

The transverse rows of cells are referred to as bays.

Each layer of containers is referred to as tier.

EL/CDT CALCAN MARIUS CRISTIAN MAPS ID. 015719

in the next ports.

to read the bay plans to locate and identify the containers.

Rules and Guidelines of Germanischer Lloyd;

ABS Guidance Note for the Application of Ergonomics to Marine Systems;

BV Rules of the Classification of Steel Pipes;

IACS Recommendation on Loading Instruments.

Its Basic Loading Program performs:

Stability and strength calculations covering all pertinent international regulations;

moments and torsion;

GM check against various GM requirement curves;

GZ curve for dynamic stability;

Automatic wind pressure calculation;

EL/CDT CALCAN MARIUS CRISTIAN MAPS ID. 015719

Automatic ballast tank optimization;

Procedure for pre-stowage plan:

which cargo must be loaded and unloaded.

Goods segregation, lashing forces, stack weights, visibility, etc.

EL/CDT CALCAN MARIUS CRISTIAN MAPS ID. 015719

Efficient loading is based on careful planning of the load-out operation.

reefers connections and with the Engineers for ballast process.

EL/CDT CALCAN MARIUS CRISTIAN MAPS ID. 015719

EL/CDT CALCAN MARIUS CRISTIAN MAPS ID. 015719

EL/CDT CALCAN MARIUS CRISTIAN MAPS ID. 015719

transits these zones. Insert three SECA zone transit report

Heavy fuel oil system:

Main engine fuel oil system:

12-18 cSt, according with manufacturers operation manual.

pressure pipes and fuel valves.

suction side of the circulating pumps.

fuel injection pumps and the fuel oil return pipe.

when the engine is stopped.

running on heavy fuel oil.

EL/CDT CALCAN MARIUS CRISTIAN MAPS ID. 015719

Auxiliary engines fuel oil system:

12-18 cSt, according with manufacturers operation manual.

EL/CDT CALCAN MARIUS CRISTIAN MAPS ID. 015719

running-in filter, to the high-pressure injection equipment.

suction side of the circulating pumps.

EL/CDT CALCAN MARIUS CRISTIAN MAPS ID. 015719

Auxiliary boiler fuel oil system:

side of the service pumps.

The fuel oil pipes are equipped with heat tracings.