Owners Manual Nassima 2 0 ABS

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Owners Manual NASSIMA
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Acico Yachts
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Enkhuizen
The Netherlands
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CONTENTS
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1.
General ................................................................................................................................................... 8
INTRODUCTION .......................................................................................................................................... 8
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1.1.
1.2. ABOUT THIS MANUAL .................................................................................................................................. 9
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1.2.1. warnings ....................................................................................................................................... 9
1.2.2. symbols ......................................................................................................................................... 9
1.3. DRAWINGS /PHOTOS ................................................................................................................................ 10
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1.3.1. valves and manifolds .................................................................................................................. 11
1.4. MANUALS ............................................................................................................................................... 11
1.5. NAUTICAL PHRASES AND CONVERSION FACTORS.............................................................................................. 11
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2.
Dimensions, weights and specifications................................................................................................ 13
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2.1. BRIEF DESCRIPTION ................................................................................................................................... 13
2.2. MAIN COMPANIES IN RELATION TO THE “NASSIMA”

...................................................................................... 13
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2.2.1. producer...................................................................................................................................... 13
2.2.2. designer ...................................................................................................................................... 13
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2.2.3. interior designer.......................................................................................................................... 13
2.2.4. drawings ..................................................................................................................................... 14
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2.3. MAIN DIMENSIONS ................................................................................................................................... 14
2.4. TANK PLAN.............................................................................................................................................. 15
2.5. SERVICE LIMITATIONS ................................................................................................................................ 16
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2.6. DECK PLAN .............................................................................................................................................. 17
3.
Emergency and safety (procedures) ..................................................................................................... 18
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3.1. FIRE AND SAFETY PLAN............................................................................................................................... 18
3.2. SAFE BOATING ......................................................................................................................................... 19
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3.2.1. captain responsibilities to safety ................................................................................................ 19
3.2.2. safety courses ............................................................................................................................. 20
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3.2.3. crew safety training .................................................................................................................... 21
3.2.4. crew/guest general familiarization............................................................................................ 21
3.2.5. accident reporting....................................................................................................................... 21
3.2.6. rendering assistance ................................................................................................................... 21
coast guard regulations .............................................................................................................. 22
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3.2.7.
3.3. FIRE FIGHTING BASICS ................................................................................................................................ 22
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3.3.1. understanding how fire works .................................................................................................... 22
3.3.2. understanding fire suppression with a portable extinguisher..................................................... 23
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3.3.3. fire prevention advice ................................................................................................................. 24
3.3.4. fire safety advice ......................................................................................................................... 24
how to fight a fire ....................................................................................................................... 25
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3.3.5.
3.3.6. maintenance ofportabel fire fighting equipment
. ...................................................................... 26
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3.4. FIRE DETECTION AND ALARM SYSTEM............................................................................................................ 27
3.4.1. manually operated call points

. .................................................................................................... 27
3.4.2. smoke- and heat detectors ......................................................................................................... 28
3.4.3. fire detection and alarm cabinet

. ................................................................................................ 28
3.5. FIRE FIGHTING EQUIPMENT ......................................................................................................................... 29
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3.5.1. fire main, fire hydrants and sprinklers ........................................................................................ 29
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3.5.2. independent driven emergency fire pump.................................................................................. 32
3.5.3. hi-fog fire fighting system ........................................................................................................... 33
3.5.4. fireman’s outfit ........................................................................................................................... 36
3.6. FIRE EXTINGUISHERS ACCOMMODATION ........................................................................................................ 36
3.6.1. fire extinguisher engine room ..................................................................................................... 37
3.6.2. fire dampers................................................................................................................................ 37
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3.7. CONTROL STATION (EMERGENCY CABINET) .................................................................................................... 38
3.8. EXPLOSION HAZARD .................................................................................................................................. 38

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ESCAPE-ROUTES ....................................................................................................................................... 39
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3.9.
3.9.1. the muster -/assembly ............................................................................................................... 39
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3.10. ABANDONING SHIP ................................................................................................................................... 39
3.11. CARBON MONOXIDE.................................................................................................................................. 40
3.12. LIFESAVING EQUIPMENT............................................................................................................................. 42
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3.13. PERSON OVERBOARD: UNINTENTIONALLY ...................................................................................................... 44
3.13.1. MOB boat.................................................................................................................................... 44
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3.14. PERSON OVERBOARD: INTENTIONALLY: SWIMMING......................................................................................... 46
3.15. FLOODING, SWAMPING OR CAPSIZING .......................................................................................................... 46
3.16. GROUNDING............................................................................................................................................ 47
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3.17. COLLISION............................................................................................................................................... 48
3.18. LEAKS..................................................................................................................................................... 49
3.19. MEDICAL EMERGENCY ............................................................................................................................... 49
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3.20. EMERGENCY STEERING............................................................................................................................... 50
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3.21. TOWING ................................................................................................................................................. 51
3.22. HEAVY WEATHER ...................................................................................................................................... 52
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3.23. (UMS) UNMANNED MACHINERY SPACE ........................................................................................................ 53
3.24. WINDOWS, HATCHES, PORT-LIGHTS AND DOORS ............................................................................................ 53
3.24.1. Operation instruction chemically toughened safety glass: ......................................................... 54
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4.
Steering system ..................................................................................................................................... 55
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4.1. WING STATIONS ....................................................................................................................................... 58
4.2. AUTOPILOT ............................................................................................................................................. 58
4.3. BOW THRUSTER........................................................................................................................................ 58
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5.
Deck equipment .................................................................................................................................... 60
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5.1. WINDLASS .............................................................................................................................................. 60
5.1.1. anchor chain wash system .......................................................................................................... 60
5.2. AFT-DECK WINCHES .................................................................................................................................. 61
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5.3. MOB /BRIDGE-DECK CRANE ...................................................................................................................... 61
5.4. FOREDECK CRANE ..................................................................................................................................... 62
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5.5. DECK WASH SYSTEM.................................................................................................................................. 63
5.6. GANGWAY/PASSARELLE ............................................................................................................................ 63
5.7. GARAGE DOOR/LAZARETTE DOOR

................................................................................................................ 64
5.8. BOARDING LADDERS.................................................................................................................................. 65
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6.
Paint-system.......................................................................................................................................... 66
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6.1. PAINT SYSTEM

.......................................................................................................................................... 66
6.1.1. antifouling................................................................................................................................... 66
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6.2. ANODES ................................................................................................................................................. 66
7.
Propulsion............................................................................................................................................. 67
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7.1. MAIN ENGINES......................................................................................................................................... 67
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7.1.1. engine operation systems ........................................................................................................... 67
7.1.2. engine exhaust systems .............................................................................................................. 68
7.1.3. engine cooling............................................................................................................................. 69
7.2. PROPELLER AND SHAFTING ......................................................................................................................... 69
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8.
Fuel system ........................................................................................................................................... 70
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8.1. FILLING THE MAIN TANKS

............................................................................................................................ 70
8.2. FILLING THE DAY TANK ............................................................................................................................... 71
8.2.1. water /sludge drain daytank...................................................................................................... 72
8.3. TRIMMING DIESEL..................................................................................................................................... 72
8.4. FUEL CONSUMERS..................................................................................................................................... 72
8.4.1. diesel coolers............................................................................................................................... 73
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8.5. WATER SEPERATORS/PURIFIERS/FILTERS...................................................................................................... 73
8.5.1. fuel purifier.................................................................................................................................. 73

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carbon smell filter ....................................................................................................................... 74
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8.5.2.
8.6. EMERGENCY SHUT-OFF VALVES.................................................................................................................... 74
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9.
Hydraulic system .................................................................................................................................. 75
9.1. MAIN HYDRAULIC SYSTEM .......................................................................................................................... 75
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9.2. POWER PACK STEERING SYSTEM................................................................................................................... 77
9.3. POWER PACK FOREDECK CRANE ................................................................................................................... 77
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9.4. STABILIZER SYSTEM ................................................................................................................................... 78
10.
........................................................................................................................................... 79
Electrical
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10.1. LAY-OUT OF AC SYSTEM
............................................................................................................................. 79
10.1.1. generators................................................................................................................................... 79
10.1.2. shore-power ................................................................................................................................ 81
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10.1.3. isolation transformer .................................................................................................................. 81
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10.1.4. inverters ...................................................................................................................................... 81
10.1.5. switches /fuses ac ...................................................................................................................... 81
tips and advice for ac systems .................................................................................................... 82
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10.1.6.
10.2. LAY-OUT OF DC SYSTEM ............................................................................................................................ 82
10.2.1. incoming power sources ............................................................................................................. 83
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10.2.2. charging batteries....................................................................................................................... 83
10.2.3. switches /fuses dc ...................................................................................................................... 84
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10.2.4. main switches ............................................................................................................................. 84
10.2.5. tips and advice for dc systems .................................................................................................... 85
10.3. NAVIGATION- AND COMMUNICATION EQUIPMENT .......................................................................................... 86
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10.3.1. intercom system.......................................................................................................................... 86
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Alarm, control and monitoring system ............................................................................................ 87
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11.1. MAIN SCREEN .......................................................................................................................................... 88
11.2. ALARMS.................................................................................................................................................. 88
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11.2.1. alarm history page ...................................................................................................................... 89
11.2.2. parameter page .......................................................................................................................... 89
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11.3. MACHINERY ............................................................................................................................................ 89
11.4. TANK LEVEL INDICATION............................................................................................................................. 90
11.5. SECURITY ................................................................................................................................................ 90
11.6. POWER PAGE ........................................................................................................................................... 91
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11.7. LIGHTING ................................................................................................................................................ 91
11.8. CAMERA’ S............................................................................................................................................... 92
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12.
Seawater system ............................................................................................................................... 93
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12.1. SEACOCKS ............................................................................................................................................... 93
12.2. SEA WATER STRAINERS

............................................................................................................................... 95
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12.2.1. hull-penetrating sensors ............................................................................................................. 95
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Compressed air system..................................................................................................................... 96
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13.1. AIR COMPRESSOR ..................................................................................................................................... 96
13.2. DIVING COMPRESSOR ................................................................................................................................ 96
14.
Heating ventilation and air-conditioning ......................................................................................... 97
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14.1. FRESH AIR ............................................................................................................................................... 98
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14.2. AIR CONDITIONING ................................................................................................................................... 98
14.3. HEATING SYSTEM ...................................................................................................................................... 99
14.4. AIR EXTRACTION SYSTEM............................................................................................................................ 99
14.5. ENGINE ROOM VENTILATION ....................................................................................................................... 99
14.5.1. engine room cooling ................................................................................................................... 99
14.6. DECK MIST COOLING SYSTEM..................................................................................................................... 100
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15. Fresh water system......................................................................................................................... 102
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15.1. FRESH WATER CONSUMABLE SYSTEM .......................................................................................................... 102
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15.1.1. filling the fresh water consumable storage tanks..................................................................... 102
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15.1.2. water softener........................................................................................................................... 103
15.1.3. watermakers ............................................................................................................................. 103
15.1.4. pressure system ........................................................................................................................ 105
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15.1.5. hot water .................................................................................................................................. 105
15.1.6. filtration systems ...................................................................................................................... 106
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15.2. FRESH WATER TRIM SYSTEM...................................................................................................................... 106
15.2.1. filling and emptying the fresh water trim tanks ....................................................................... 107
15.3. FRESH WATER FOR HI-FOG SYSTEM ............................................................................................................. 107
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Black and grey water / sewage ....................................................................................................... 108
16.1. VACUUM INSTALLATION ........................................................................................................................... 108
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16.1.1. black water - heads................................................................................................................... 109
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16.2. THE MAIN SEWAGE/HOLDING TANK ........................................................................................................... 109
16.2.1. emptying sewage tank by treatment unit

. ................................................................................ 110
emptying the sewagetank by having it pumped out by shore station ...................................... 110
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16.2.2.
16.2.3. emptying the sewagetank by pumping it to the deck fitting .................................................... 110
16.2.4. emptying the sewagetank by pumping its content overboard ................................................. 111
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16.2.5. cleaning sewagetank ................................................................................................................ 111
16.3. SEWAGE TREATMENT PLANT ..................................................................................................................... 111
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16.3.1. ptying the sludge tank by having it pumped out by shore station............................................ 112
16.3.2. emptying the sludge tank by pumping it to the deck fitting ..................................................... 112
16.3.3. emptying the sludge tank by pumping its content overboard .................................................. 112
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16.3.4. cleaning sludge tank ................................................................................................................. 112
16.4. VENTING OF THE SEWAGE TANKS ............................................................................................................... 113
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17.
............................................................................................................................................. 114
Bailing
17.1. BILGE PUMP SYSTEM ............................................................................................................................... 114
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17.2. BAILING THE ENGINE ROOM ...................................................................................................................... 114
17.2.1. bilge-water main suction manifold ........................................................................................... 114
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17.2.2. Emergency bilge suction engineroom ....................................................................................... 115
17.2.3. bilge-water cleaning system manifold ...................................................................................... 115
17.2.4. bilge-water separator ............................................................................................................... 116
17.2.5. 15 ppm bilge alarm ................................................................................................................... 116
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17.3. BAILING THE STEERING COMPARTMENT/GARAGE AND LAZARETTE .................................................................... 116
17.4. BAILING THE BILGES OF THE VIP-, GUEST- AND CREW CABINS .......................................................................... 117
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17.4.1. emergency bailing ofthe bilges ofthe vip-, guest- and crew cabins ........................................ 117
17.5. BAILING THE FOREPEAK/CHAIN STORAGE .................................................................................................... 118
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17.6. BILGE ALARM SYSTEM .............................................................................................................................. 118
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Lubricant system............................................................................................................................ 119
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18.1. LUBE OIL SYSTEM .................................................................................................................................... 119
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18.1.1. filling a consumer with oil ......................................................................................................... 119
18.2. SLUDGE/DIRTY LUBE OIL SYSTEM ............................................................................................................... 120
18.2.1. pumping dirty oil out ofthe consumers .................................................................................... 120
18.2.2. sub tank .................................................................................................................................... 121
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18.2.3. level indicators .......................................................................................................................... 121
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Aquarium ....................................................................................................................................... 122
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19.1. CIRCULATION AND FILTRATION SYSTEM ....................................................................................................... 122
19.2. AQUARIUM SWITCH BOX .......................................................................................................................... 122
19.3. REFRESHING THE AQUARIUM WATER .......................................................................................................... 123
20.
Domestic appliances ....................................................................................................................... 124
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20.1. GALLEY/PANTRY .................................................................................................................................... 124
20.1.1. dumb waiter.............................................................................................................................. 124

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ENTRANCE LOCKER.................................................................................................................................. 125
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20.2.
20.3. FREEZER/FRIDGE UNDERNEATH CREW MESS ................................................................................................ 126
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20.4. LAUNDRY ROOM..................................................................................................................................... 126
20.5. AUDIO AND VIDEO EQUIPMENT ................................................................................................................. 127
20.6. BAR SYSTEMS......................................................................................................................................... 127
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21.
Maintenance ................................................................................................................................... 128
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21.1. GENERAL ON MAINTENANCE ..................................................................................................................... 128
21.2. THE INTERIOR ........................................................................................................................................ 128
21.3. THE EXTERIOR ........................................................................................................................................ 129
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21.3.1. teak decks ................................................................................................................................. 129
21.3.2. anti fouling paint....................................................................................................................... 129
21.3.3. varnished woodwork exterior ................................................................................................... 129
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21.4. MAINTENANCE /TROUBLE SHOOTING /WINTERIZATION................................................................................. 129
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21.4.1. winterising the ship /laying up: general
. .................................................................................. 129
21.4.2. m&t&w ofengines ................................................................................................................... 130
m&t&w ofsteering system ...................................................................................................... 130
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21.4.3.
21.4.4. m&t&w offuel system ............................................................................................................. 130
21.4.5. m&t&w offresh water system ................................................................................................. 131
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21.4.6. m&t&w ofsewage systems
. ..................................................................................................... 131
21.4.7. m&t&w ofhvac system ............................................................................................................ 132
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21.4.8. m&t&w ofdeck mist cooling system
. ........................................................................................ 132
21.4.9. m&t&w ofsludge/dirty oil & lube system ............................................................................... 132
21.4.10. m&t&w ofelectric system......................................................................................................... 132
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21.4.11. m&t&w ofbattery chargers ..................................................................................................... 132
21.4.12. m&t&w ofgenerators ............................................................................................................... 133
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21.4.13. m&t&w ofbailing system......................................................................................................... 133
21.4.14. m&t&w offire fighting equipment........................................................................................... 133
21.4.15. m&t&w ofthru-hull fittings and seacocks ............................................................................... 134
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21.4.16. m&t&w ofthru-hull sensors..................................................................................................... 134
21.4.17. m&t&w ofhydraulic systems ................................................................................................... 134
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21.4.18. m&t&w ofnon-return valves ................................................................................................... 135
21.5. HAULING UP /CRADLING

.......................................................................................................................... 135
21.6. CHECKLISTS ........................................................................................................................................... 136
21.6.1. checklist "daily"........................................................................................................................ 136
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21.6.2. checklist "periodically"............................................................................................................. 137
21.6.3. checklist "yearly"...................................................................................................................... 138
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22.
Sailing your ship............................................................................................................................. 141
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22.1. GENERAL .............................................................................................................................................. 141
22.1.1. starting and stopping the engines ............................................................................................ 141
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22.1.2. manoeuvring............................................................................................................................. 142
22.1.3. mooring
. .................................................................................................................................... 142
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22.1.4. anchoring .................................................................................................................................. 142
22.1.5. navigation lights ....................................................................................................................... 143
22.1.6. electronics general .................................................................................................................... 143
22.2. SPEEDS /RANGE..................................................................................................................................... 143
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22.3. VIEW FROM THE HELM............................................................................................................................. 144
22.4. ENVIRONMENTAL CONSIDERATIONS

............................................................................................................ 144
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22.4.1. leakages ofoil ........................................................................................................................... 144
22.4.2. household waste ....................................................................................................................... 144
22.4.3. noise.......................................................................................................................................... 144
22.4.4. waves ........................................................................................................................................ 144
23.
Receipt of documents ..................................................................................................................... 145
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24.
Notes ............................................................................................................................................... 146
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25.
As built drawings............................................................................................................................ 147
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26.
Annexes .......................................................................................................................................... 148
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26.1. SUPPLIED MANUALS ................................................................................................................................ 149
26.2. WARRANTY DOCUMENT........................................................................................................................... 150
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26.3. ELECTRICAL DIAGRAMS ............................................................................................................................ 151
26.4. ALARM LIST ........................................................................................................................................... 152
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26.5. ABS APPROVED STABILITY BOOKLET
............................................................................................................ 153
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K eep this m anual in a secure place and hand it over to the new ow ner w hen you sell the yacht
Changes in specifications can be m ade w ithout due notice.
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N o rights can be obtained from this m anual.
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Final responsibility for the contents of this m anual lies with the producer of the item which is the subject of this m anual.
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T he producer w ill not accept responsibility for dam ages, direct and indirect that result from the literal tex t of this m anual,
w hen reason and com m on sense should prevail.
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A ll rights reserv ed. N o part of this m anual m ay be reproduced or transm itted in any f orm or by any m eans, electronic or
m echanical, including photocopying, recording or by any inform ation storage or retrieval system , w ithout w ritten perm ission
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from the author, such subject to the term s of the agreem ent betw een author and builder of the product w hich is subject of this
m anual.
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1. General
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1.1. Introduction
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Congratulations on the purchase of the “NASSIMA”.
This manual has been compiled to help you to operate your craft with safety and pleasure.
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It contains details of the craft, the equipment supplied or fitted, its systems and information on its
operation.
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Please read it carefully, and familiarise yourself with the craft before using it.
Even though your ship has been designed to sail the big seas of the world, sea and wind conditions
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may range from fair to strong gale and leave you open to the hazards of a freak wave or gust. Please
beware that only a competent, fit and trained crew using a well maintained yacht can satisfactorily
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operate in such conditions.
Ensure that the anticipated wind and sea conditions will correspond to the design of your boat, and that
you and your crew are able to handle the yacht in these conditions.
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This owner's manual is not a course on boating safety or seamanship. For your own comfort and
safety, please ensure that you obtain handling and operating experience before "assuming command"
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of the craft.
This owner's manual is not a detailed maintenance or trouble shooting guide. In case of difficulty, refer
to the yachtbuilder or its representative. Always use trained and competent people for maintenance,
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fixing or modifications. Modifications that may affect the safety characteristics of the craft shall be
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assessed, executed and documented by competent people.
The yachtbuilder cannot be held responsible for modifications he has not approved.
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Users of this yacht are advised that :
 all crew should receive suitable training;

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the yacht should not carry more than the manufacturer's recommended load;
 bilge water should be kept to a minimum;
 stability is reduced by any weight added high up;
 in rough weather, portholes, windows, hatches, lockers and doorways should be closed to
minimise the risk of flooding;
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 stability may be reduced when towing or lifting heavy weights using a crane or boom;
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 breaking waves are serious stability hazard.
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In some countries a sailing licence or authorisation are required, or specific regulations are in force;
check beforehand.
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Always maintain your yacht properly and make allowance for the deterioration that will occur in time
and as a result of heavy use or misuse of the boat.
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Any yacht–
no matter how strong it may be, can be severely damaged if not used properly. This is not
compatible with safe boating. Always adjust the speed and direction of the craft to sea conditions.
The crew should be familiar with the use of all safety equipment (harness, flares, life raft, etc..) and
emergency manoeuvring (man overboard recovery, towing, etc). Read carefully all operating manuals
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supplied with the yacht, before you operate it.
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WARNING
In case of any doubts whatsoever with problems or usage not

envisaged by this manual, before operation consult the producer.
 Please keep this manual in a secure place, and hand it over to the

new owner when you sell the yacht.

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1.2. About this manual
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This manual contains safety precautions that must be observed when operating or servicing your ship.
Review and understand these instructions.
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1.2.1. warnings
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DANGER
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Denotes an extreme intrinsic hazard exists which would result in
high probability of death or irreparable injury if proper precautions
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are not taken.
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WARNING
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Denotes a hazard exists which can result in injury or death if proper
precautions are not taken.

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CAUTION
Denotes a reminder of safety practices or directs attention to unsafe
practices which could result in personal injury or damage to the craft
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or components
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1.2.2. symbols
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In this manual or on board several symbols may be found. They should be respected at all times. They
mean:
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General danger/ warning or caution.
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Explosion or fire hazard
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Electrical shock hazard
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Read owner’s manual. On this subject or of this equipment a separate
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manual is supplied. these manuals are bundled and supplied together with
this manual. They form and integral part of this manual
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on this subject a scheme or drawing is supplied. If not incorporated into the
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text of this manual, it is in the annexes
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“escape route”
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engine start
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pump-out facility or connection point for sewage tanks
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warning, risk of high temperatures
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denotes the operation mode of the lever or other operational item
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Where in this manual the placing of items or components is addressed:
'forward' means towards the bow of the ship and so
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
 'aft' means towards the stern of the ship.
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 'right' as in "to the right of" means to the starboard side, similarly
 'left' refers to portside.
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1.3. Drawings / photos
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The as-built drawings of the yachts systems form an important part of this manual. These as-built
drawings can be found in the annex behind §25 of this manual. Familiarize yourself with these as-built
drawings and localize all valves and components before you operate the yacht. In case of any doubts
whatsoever, consult the producer.
Some photo's or text in this manual are taken from other manuals.
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1.3.1. valves and manifolds
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On the as-built drawings of the yachts systems, all valves and manifolds are numbered. These numbers
can also be found on the valves itself.
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CAUTION
Familiarize yourself w ith the as-built drawings of your yacht and
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localize all valves and components before you operate the yacht.
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1.4. Manuals
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All machinery and equipment mounted on (or supplied with) the “NASSIMA” come with their own
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manual. In this owner manual of the “NASSIMA” we refer to them with the following symbol: .
These manuals form a supplement to this owner manual and can be found in separate orders, supplied
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with your yacht. The list of supplied manuals can be found behind § 26.1.
If you see the sym bol ( ) in this ow ners m anual, it m eans you have to read the m anual of the
machinery or equipment for more details on operation and maintenance.
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1.5. Nautical phrases and conversion factors
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Hereunder a brief list of nautical phrases and conversion factors as given to help you understand the
rather specific terminology of ships and to allow you to calculate between metric and other units.
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NAUTICAL PHRASES
abaft a point on a ship that is aft of another
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abeam (object) 90 degrees to centreline on either side of ship
AC Alternating Current
anti-fouling paint applied to underwater surfaces prohibiting growth (of algae and
barnacles)
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bailing getting the water out of the ship (most commonly: out of the bilge)
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beam the width of a ship
bilge the lower part of the inside of the hull, where water will accumulate
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black water the waste water from the toilets, containing the human excrements
bulkhead vertical partition in a ship
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cleat deck fitting with arms or horns on which lines may be made fast
DC Direct Current
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deck upper structure that covers the hull between gunwales
draught depth of water required to float the ship
fenders rope or plastic balloon-type pieces hung over the side to protect the hull
from chafing
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generator an engine driven (mounted on main engine, or with a separate engine)
device that generates electricity
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grey water Wastewater from sinks, showers, galley etc., excluded wastewater from
the toilets.
ground tackle anchor, chain and/or rope
gunwale meeting juncture of hull and deck
hatch opening in deck to provide access below
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head toilet or toilet area
helm steering console

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hull the basic part of the ship that provides buoyancy to float the weight of the
vessel and its load
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keel the lower external fin shaped portion of the hull, providing stability and
preventing lateral movement through the water
knot unit of speed: nautical miles per hour
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lee the side that is sheltered from the wind
lee (-side) the side that is sheltered from the wind
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Portside The left-hand side of the ship, when standing on the ship looking forward
Propeller the (bronze) fitting at the end of the propeller shaft providing thrust when
rotated
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propeller shaft the shaft that runs between the transmission and the propeller
r.p.m. revolutions per minute
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reverse gear see transmission
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rudder movable fixture at the stern used for steering
seacock valve fitted on a thru-hull fitting
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Starboard The right-hand side of the ship, when standing on the ship looking
forward
stern the aft end of a ship
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transmission the device at the aft end of the main engine that allows the propeller to
rotate in two directions and that also reduces the r.p.m. from the engine to
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the propeller shaft
thru-hull (fitting) a fitting allowing liquids (or a sensor) to penetrate the hull
windward towards the direction from which the wind is blowing
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CONVERSION FACTORS
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equals

1 HP Horsepower 0.735 kW kilowatt
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1 kW kilowatt 1,36 HP Horsepower
1 knot 1 nautical mile per hour
1 nautical mile 1852 metres
100 kPa kilo-Pascal 0,1 bar
in
1 N Newton 0,102 kgf
1 bar 0,987 atm
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1 bar 14,5 psi (pounds per square inch)
1 imperial gallon 4,545 litres
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1 US gallon 3,785 litres
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2. Dimensions, weights and specifications
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2.1. Brief description
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The “NASSIMA” is a four decked motor yacht with a top speed of 18 in and a cruising speed of 14 kn.
Her range at 10 kn is an enorm ous 8600 Nm . This m akes it a true long range yacht. Her classic,
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timeless design by Olivier van Meer, features a stern garage for a car as well as two motorcycles, a
specious sundeck and a large aquarium on the main deck.
The interior is designed by Maja von Dewitz, Vdp Studio GmbH. The interior is coherent through the
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three decks and matches the outside style of the yacht. By having the aquarium as division between
saloon and aft deck, the surrounding environment of the sea is brought on deck. The owner will enjoy
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a large personal gym as well as a specious owner’s cabin on the upper deck. The lower deck features a
specious, full beam VIP cabin as well as four twin guest cabins. Adjacent to the wheel house there is
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the captain’s cabin. Her crew of 7 are enjoying modern designed cabins and a crew mess with a full
independent Galley.
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2.2. Main companies in relation to the “NASSIMA”
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2.2.1. producer
The “NASSIMA” is produced by:
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Acico Yachts bv
Voorland 12
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1601 EZ Enkhuizen (the Netherlands)
Phone:+31-(0)228-351900
Fax: +31-(0)228-351909
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Mob: +31-(0)646286225
E-mail: info@acico-yachts.com
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Internet: www.acico-yachts.com
2.2.2. designer
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The “NASSIMA” is designed by:
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Olivier F. van Meer Design BV
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Oosterhavenstraat 39
1601 KX Enkhuizen (The Netherlands)
Phone: +(31) 6 53 311089
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e-mail: vanmeer@vanmeerdesign.nl
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website: www.vanmeerdesign.nl
2.2.3. interior designer
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The “NASSIMA” interior is designed by:
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Maja von Dewitz
Vdp Studio GmbH
Löwenstrasse 11
CH - 6004 Luzern (Switzerland)
Phone: +41 (0)41 410 24 05
e-mail: ucp@vdp-studio.com
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website: www.vdp-studio.com
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2.2.4. drawings
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Technical installations and drawings are made by the designer (Olivier F. van Meer Design BV), in
cooperation with the producer (Acico yachts bv).
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2.3. Main dimensions
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This semi-displacement twin screw diesel aluminium motor yacht. Built as a oceangoing luxury yacht
and equipped for long offshore voyages. Built on a level keel, with round bilges, bulbous bow flaring
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out above the waterline.
She is built to a high quality design, and constructed from first-class materials throughout.
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Fully welded aluminium hull and superstructure, with transverse frames and girders which run
longitudinal.
Name
“NASSIMA”
remark
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Ship type Twin screw luxury yacht
Building year 2012
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International call sign ZGCS3
Port of Registry George Town
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Hull material Aluminium
Superstructure material Aluminium
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Length over all 49.18 mtr.
Length waterline 41.92 mtr.
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Beam over all 8.79 mtr.
Draught approx. 2.35 mtr.
Air draught approx. 13.50 mtr.

excl antenna’s
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Displacement approx. 330 ton
v ariations in w ater- and air draught can fluctuate depending on load and trim conditions
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Cruising speed Approx 14 Kn
Maximum speed Approx 17 Kn
Propulsion 2x Caterpillar 3512 DI-TA

2x 1764 kW @ 1800 rpm
H.D. (acert)
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Generators 3x Caterpillar 2x 156 kVA and 1x 125 kVA
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2.4. Tank plan
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All major tanks are made out of aluminium and integrated in the construction of the yacht (in the
bilges).
In total there are 20 tanks located on the “NASSIMA”. The as-built tank plan of the yacht can be
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found in the annex (behind page 147). All tanks are fitted with inspection hatches and level sensors.
For level monitoring see §11.
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The numbers on the drawing correspond to the table below.
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Nr. Name Amount

Remarks
Fresh water 13048 Ltr. Total 4 tanks
in
19 - Trim watertank 2660 Ltr. Garage
20 - Trim watertank 2660 Ltr. Lazarette
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9 - Freshwatertank 3864 Ltr. Guest bilge PS
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10 - Freshwatertank 3864 Ltr. Guest bilge SB
Diesel oil 73276 + 3365 for

Ltr. Total 10 tanks
trim
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8 - Diesel day tank 1066 Ltr. Engine room
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1 - Diesel tank PS 10296 Ltr. Lazarette
2 - Diesel tank SB 10296 Ltr. Garage
4 - Diesel tank 9570 Ltr. Engine room
5 - Diesel tank 9971 Ltr. VIP bilge PS
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6 - Diesel tank 9971 Ltr. VIP bilge SB
17 - Diesel tank 3991 Ltr. Guest bilge PS
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7 - Diesel tank 14124 Ltr. Guest bilge mid
16 - Diesel tank 3991 Ltr. Guest bilge SB
18 - Diesel tank (trim) 3365 Ltr. Crew bilge
Sewage 6658 Ltr. Total 2 tanks
12 - Hamann sludge tank 1739 Ltr. Engine room
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11 - Sewage/ holding
4721 Ltr. Guest bilge
tank
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13 Bilge water 1739 Ltr. Engine room
14 Dirty lube oil 3800 Ltr. Lazarette
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15 Lube oil 2673 Ltr. Engine room

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2.5. Service limitations
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The “NASSIMA” has been built as an oceangoing luxury yacht and equipped for long offshore
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voyages. The yacht operates worldwide. There are no limitations regarding speed and associated
displacement. Stability information can be found in the ABS approved stability booklet (see § 26.5)
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NOTE Any change in the disposition of the masses aboard may significantly affect the stability, trim and performance
of your boat
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CAUTION
 The yacht should never carry more than the manufacturers
03
recommended load. The load should be suitable distributed,
bearing in mind that stability most significantly reduced by any
98

weight added high up the boat.

 Stability can also be adversely affected by sloshing fluid. Bilge
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water should be kept to a minimum.

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2.6. Deck plan
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The “NASSIMA” has four decks. Throughout this manual, these decks are called (from top to
bottom):
 Sun deck
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 Bridge deck
Main deck
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
 Lower deck
Below you find a schematic overview of these decks four decks.
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Sun deck:
The upper outside deck of the yacht is called the sun deck.
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Bridge deck:
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The deck below the sun deck is called the bridge deck. On the aft part of this deck, the MOB boat is
located, as well as the crane to launch it. Inside on the aft part of this bridge deck, the master cabin is
located and in front of that you find the captain’s cabin.

The bridge is located in front of the captain’s
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cabin. On the outside front of the bridge deck you walk through the Portuguese bridge, onto the
foredeck. Here the anchor winches and the front crane are located.
Main deck:
in
One deck below the bridge deck, you will find the main deck. On the aft part of this main deck the
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outside dining area is located. In front of that (separated by the aquarium) is the inside dining area/
saloon. In front of this you find the main entrance/ lobby of the yacht. In front of that, on SB you find
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the laundry room and on PS the galley. Completely in the front part of this main deck, the GYM is to
be found.
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Lower deck:
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The deck below the main deck is called the lower deck. On the aft part of this lower deck (SB) there is
a space in which the car and motorcycles can be stored. In this manual, we call that part the “garage”.
On the PS of this garage is a space that we call the lazarette. Here you will find the diving equipment.
In front of these two areas, the engine room is located. Separated by a sound isolating bulkhead, in
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front of the engine room the VIP cabin is located. In front of this VIP cabin there are in total four guest
cabins (two on SB and two on PS). The front part of the lower deck is the crew area. Here are four
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double cabins located and a single one for the engineer. Also a sitting/ dining area for the crew can be
found on this part of the yacht.
Underneath the lower deck:
Underneath the lower deck, the tanks and bilges are located as well as parts of the technical
installation.
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3. Emergency and safety (procedures)
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3.1. Fire and safety plan
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In the annex, behind §25 you will find the yachts fire and safety plan ( ) in its original format. On
this safety plan, you will find the locations of all safety and fire fighting equipment on board the
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“NASSIMA”. On this plan you can also find the primary and secondary escape routes.
This safety plan can also be found on several key locations on board.
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CAUTION
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NEVER:
 block passages in the accommodation or escape-routes;
 block access to safety controls;
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 leave the ship unattended when cooking appliances or other
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machinery are switched on;
 alter systems on board without expert assistance;
 smoke when handling gas, petrol, diesel or other lightly
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flammable goods

 store combustible goods in the engine compartment (and always

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sea fasten everything);
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3.2. Safe boating
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Safe boating means knowledge and training about the vessel you are operating and the area in which
you operate. It means knowing the limitations of your yacht, yourself and your crew.
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Safe boating means that the Owner / Captain / Operator of your vessel accepts and learns certain basic
rules and practices so that your vessel, you, your crew, your guests, other boaters, and the environment
are protected.
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This owner’s manual is not a course on boating safety or seamanship, but in the following section you
will find much information relating to the safe operation of your vessel under normal and adverse
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conditions, safety procedures to implement during normal and distress situations, and information
about keeping your environment clean and safe.
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CAUTION
The time to think about emergencies is before they happen. Plan
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ahead. Know what to do before you encounter any of these situations
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3.2.1. captain responsibilities to safety
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Require that the captain is aware of, and applies the following general rules or practises to the
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operation of his vessel:
 Anyone who controls the boat must have taken a boating safety course and have trained in the
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proper operation of the boat;
That he is always following the Rules of the Road;
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
 Always keeps a sharp lookout for people and objects in the water, and keeps his or her attention
focused not only on what’s ahead but what’s on the left, right and behind the boat. The operator
must always be alert to approaching boats (from the rear, right and left sides, as well as those
ahead). There can be people in the water, partially submerged debris, and other navigational
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hazards such as rocks, sand bars, and dangerous currents;
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 Does not sail in water or weather conditions that are beyond the boat’s or the operator’s capability;
 Never sails when under the influence of drugs or alcohol;

Is always aware of his passengers’ safety
at all tim es. Your passengers are relying on you to
operate and manoeuvre the boat safely so that they are not in danger of going overboard. If you
turn too quickly, increase or decrease speed abruptly, your passengers are at risk of being thrown
overboard or thrown about the boat;
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 Reduces speed when there is limited visibility, rough water, nearby people in the water, boats, or
structures. When visibility becomes impaired because of weather or time of day you must slow

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down so that you have sufficient time to react if an emergency occurs. Nearby boats face similar
risks in avoiding a collision with you. Always operate the boat at speeds that will not put people
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or property in danger. Turn on navigation lights when visibility is impaired;
 M aintains his vessel and its safety and other systems as recommended in this manual and the
supplied manuals () of all equipment and machinery on board;
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 Has the vessel inspected by a qualified people, mechanics or other, at least annually;
 Is able to think about and plan for emergencies before they happen and knows what to do before
03
he encounters any of these situations;
 Insists that his crew wear a PFD at all times when at sea.
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Regarding fire fighting equipment:
 have fire fighting equipment checked at intervals, indicated on the equipment/ manuals ();
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 replace fire fighting equipment, if expired or discharged, by devices of identical or greater fire
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fighting capacity;
 inform members of the crew about:
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o the location and operation of fire fighting equipment and systems;
o the location and operation of the extinguisher system for the engine compartment;
the location of escape hatches and escape routes;
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o
 ensure that the fire fighting and alarm systems are in good working order;
 have crew properly trained for fire fighting.
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WARNING
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Death or serious injury can result if you fail to observe these basic
safety rules
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3.2.2. safety courses
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Boating in beautiful weather and calm water conditions is a wonderful experience. Pleasurable
boating, however, requires considerably greater skills than operating a land vehicle. To obtain these
skills, you must:
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 Take a Coast Guard safety course;
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 Get hands-on training on how to operate your boat properly;
 It is highly recommended that operators gain knowledge and experience in boat safety skills such
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as:
(a) Navigation
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(b) Seamanship and boat handling
(c) Rules of the road, international and inland waterway
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(d) Weather prediction
(e) Safety at sea
(f) Survival in bad weather
(g) Respect for others on the water
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(h) First aid
(i) Radio communication
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(j) Distress signals
(k) Pollution controls
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WARNING
The international regulations for the prevention of collisions
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at sea (COLREGS) and rules of the road impose a correct
and permanent watch and the respect of right of way.
Respect of these regulations is essential
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3.2.3. crew safety training
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The “NASSIMA” is fitted with many safety devices. It has the potential to cause harm to persons who
do not know how to operate it or its equipment. Therefore it is imperative that all crew and receive
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some training. As a minimum, all crew should be trained for the following:
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 Location and operation of all safety equipment on board and the functions of each;
 Instructions on preventing and fighting fire;
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 Instructions on preventing and minimising flooding;
 Precautions during heavy weather;
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 How to maintain and operate as a watch keeper;
 Procedures to carry out for a man overboard situation;
Procedures to use for emergency steering;
98

 How to maintain a Log Book.
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3.2.4. crew/ guest general familiarization
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The operator has a responsibility to his crew and guests to make them fully familiar with life on board.
A person who better understands all the operations, practices and responsibilities about using and
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operating a vessel is one who will be more respectful of the vessel, his and others safety, and the
safety of the environment.
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3.2.5. accident reporting
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If the vessel is involved in an accident, it must be reported to the proper authorities. Knowledge of
accident reporting requirements is essential. Learn how this is done in your area.
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On board the “NASSIMA” a

Shipboard Oil Pollution Emergency Plan (SOPEP) can be found. In this
plan you find an example on how to report a pollution accident. Other accidents or incidents can be
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recorded in a similar way.
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3.2.6. rendering assistance
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The owner or operator of a vessel is required by law to render assistance to any individual or vessel in
distress, so long as his vessel is not endangered in the process.
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WARNING
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All boaters have a legal obligation to help other boaters who are in
distress, as long as rendering assistance does not endanger you, your
passengers or your boat. It is imperative that you know how to react,
in order to protect the lives in your care
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3.2.7. coast guard regulations
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It is the operators responsibility to be aware of current Coast Guard regulations in the areas that you
sail. Note that these regulations are subject to change. Know the international and national regulations
in your area.
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3.3. Fire fighting basics
We sincerely hope you will never have to use the fire extinguishing systems on board “NASSIMA”
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but it is for your safety and for the safety of those on board, that good care is taken of the
extinguishing systems, and that all the necessary instructions are given to crew and guests.
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Basic issues:
 Sound an alarm, and report to the bridge as soon as you spot a fire;
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 Never fight the fire single-handed, use a 'back-up' crew member to assist and help the person
fighting the fire;
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 Move anyone not needed for fire fighting operations away from the flames;
 lf you have access to fire, direct contents of extinguishers at base of flames, not at the top;
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 Throw burning materials overboard if possible;
 Extinguish smoking materials.
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3.3.1. understanding how fire works
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In order to understand how to fight fires and how fire extinguishers work, it helps to know a little bit
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about fire. Typically, fire comes from a chemical reaction between oxygen in the atmosphere and
some sort of fuel (wood or gasoline, for example). Of course, wood and gasoline don't spontaneously
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catch on fire just because they're surrounded by oxygen. For the combustionreaction to happen, you
have to heat the fuel to its ignition temperature.
Four things must be present at the same time in order to produce fire:
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 Enough oxygen to sustain combustion;
 Enough heat to raise the material to its ignition temperature;
 Some sort of fuel or combustible material;
The chemical, exothermic reaction that is fire.
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
Oxygen, heat, and fuel are frequently referred to as the "fire triangle". Add in the fourth element, the
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chemical reaction, and you actually have a fire "tetrahedron." The important thing to remember is: take
any of these four things away, and you will not have a fire or the fire will be extinguished.
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Essentially, fire extinguishers put out fire by takingaway one or more elements of the fire triangle/
tetrahedron. Fire safety, at its most basic, is based upon the principle of keeping fuel sources
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and ignition sources separate.
Here's the sequence of eventsin a typical wood fire:
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 Something heats the wood to a very high temperature. The heat can come from many different
things - a match, focused light, friction, lightning, or something else that is already burning;
 When the wood reaches about 150° Celsius (300° Fahrenheit), the heat decomposes some of the
cellulose material that makes up the wood;
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 Some of the decomposed material is released as volatile gases. We know these gases as smoke.
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Smoke is a compound of hydrogen, carbon and oxygen. The rest of the material forms char, which
is nearly pure carbon, and ash, (which are all of the un-burnable minerals in the wood such as
calcium, potassium, and so on). The char is what you buy when you buy charcoal. Charcoal is
wood that has been heated to remove nearly all of the volatile gases and leave behind the carbon.
That is why a charcoal fire burns with no smoke.
The actual burning of wood then happens in two separate reactions:

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 When the volatile gases are hot enough (about 260° C –
500° F) for wood, the compound
molecules break apart, and the atoms recombine with the oxygen toform water, carbon dioxide
AN
and other products. In other words, they burn;
 The carbon in the char combines with oxygen as well, and this is a much slower reaction. That is
why charcoal in a BBQ can stay hot for a long time.
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A side effect of these chemical reactions is a lot of heat. The fact that the chemical reactions in a fire
generate a lot of new heat is what sustains the fire.
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Many fuels burn in one step. Gasoline is a good example. Heat vaporizes gasoline and it all burns as a
volatile gas. There is no char. We have also learned how to meter out the fuel and control a fire. A
candle is a tool for slowly vaporizing and burning wax. As they heat up, the rising carbon atoms (as
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well as atoms of other material) emit light. This "heat produces light" effectis called incandescence,
and it is the same kind of thing that creates light in a light bulb. It is what causes the visible flame.
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Flame colour varies depending on what you're burning and how hot it is. Colour variation within in a
flame is caused by uneven temperature. Typically, the hottest part of a flame, the base, glows blue, and
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the cooler parts at the top glow orange or yellow.
In addition to emitting light, the rising carbon particles may collect on surrounding surfaces as soot
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The dangerous thing about the chemical reactions in fire is the fact that they are self-perpetuating. The
heat of the flame itself keeps the fuel at the ignition temperature, so it continues to burn as long as
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there is fuel and oxygen around it. The flame heats any surrounding fuel so it releasesgases as well.
When the flame ignites the gases,the fire spreads.
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On Earth, gravity determines how the flame burns. All the hot gases in the flame are much hotter (and
less dense) than the surrounding air, so they move upward toward lower pressure. This is why fire
typically spreads upward, and it's also why flames are always "pointed" at the top. If you were to light
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a fire in a microgravity environment, say onboard the space shuttle, it would form a sphere
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3.3.2. understanding fire suppression with a portable extinguisher
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Armed with the right type of fire extinguisher, you can often extinguish or contain a fire before it
becomes a major blaze. But to effectively fight a fire, an individual must be prepared with the right
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type of extinguisher, have it readily available, and know how to use it properly.
Failure to be properly prepared to extinguish a fire not only reduces the chances of containing the
blaze, but may also place the individual in an extremely hazardous situation.
Types of Extinguisher Materials:
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- Water is the most familiar extinguishing material, and it is one of the most effective. But it can be
dangerous in the wrong situation. A water extinguisher can put out things like burning wood, paper or
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cardboard, but it does not work well on electrical fires or fires involving inflammable liquids. In an
electrical fire, the water may conduct the current, which can electrocute you. Water will only spread
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out an inflammable liquid, which will most likely make the fire worse.
- One popular extinguisher material is pure carbon dioxide. In a carbon dioxide extinguisher, the
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carbon dioxide is kept in pressurized liquid form in the cylinder. When the container is opened, the
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carbon dioxide expands to form a gas in the atmosphere. Carbon dioxide gas is heavier than oxygen,
so it displaces the oxygen surrounding the burning fuel. This sort of fire extinguisher is common in
galleys because it won't contaminate the cooking equipment or food.
-The most popular extinguisher materialis dry chemical foam or powder, typically made of sodium
bicarbonate (normal baking soda), potassium bicarbonate (nearly identical to baking soda), or
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monoammonium phosphate. Baking soda starts to decompose atonly 70° Celsius (158° degrees
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Fahrenheit), and when it decomposes, it releases carbon dioxide. The carbon dioxide, along with the
insulation of the foam, works to smother the fire.
Most fire extinguishers contain a fairly small amount of fire suppressant material. You can use it all up
in a matter of seconds. For this reason, portable extinguishers are only effective on relatively small,
contained fires. To put out a larger fire, you yacht is equipped with fixed fire fighting systems and the
operators who know how to use it. But for the dangerous flames that can pop up in your vessel, a fire
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extinguisher is an invaluable lifesaver.
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3.3.3. fire prevention advice
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Of course, the very best fire fighting procedure is to prevent the fire from starting. Boating safety
studies show that the best way to fight shipboard fires is to prevent them. If you learn to apply the
notes below, then the chance that that will happen will greatly reduce:
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 Keep the bilges clean and regularly check for the absence of vapours and fuel or gas leaks. Keep
oil and grease out of the bilges;
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 Clean any spilled fuel or oils immediately and ensure it is properly disposed;
 Properly stow cleaning materials. Use proper containers for flammable liquids;
Keep all areas free of waste material;
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
 Be alert for suspicious odours and fumes;
 Do not stow combustible materials in the engine compartment. If non-combustible materials must
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be stowed in the engine compartment, they should be lashed so that there is no risk of them falling
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onto the machinery;
 Do not leave the boat/ cooking appliance unattended when cooking and/or heating appliances are
04
in use;
 Do not allow smoking any where nearby when handling fuels –
gas, petrol, diesel or other lightly
flammable goods;
03
 Make sure that fire fighting equipment is readily accessible when the boat is occupied;
 If any elements of the fire fighting installations need replacing, only use appropriate elements,
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bearing the same description or having the same technical capacities and an equivalent resistance
to fire;
 Do not exceed the safety factor built into electric wiring –
do not overload circuits intentionally or
ef
unintentionally;
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 Do not obstruct passages towards the exits and hatches;

Do not modify any of the boat’s installations (especially electrical and fuel) or let unqualified
personnel modify any of the boat’s installations;
tte
 Do not fill fuel tanks when the engine is running or when cooking or heating appliances are being
used;
Le
 Do not block access to safety controls;
 Do not hang curtains freely or have any other fabrics close to or above cooking appliances or other
naked flame appliances;
 Do not store an extinguisher in the back of a locker, out of easy reach.
in
er
3.3.4. fire safety advice
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Unlike fires ashore, where there are usually several escape routes to safety, there are few places on a
burning boat to hide from the heat and noxious fumes. Add to that the anxiety of standing above many
gi
gallons of explosive fuel and the choice to stink or swim (literally) becomes critical.
Success and failure depends on understanding the fundamentals of fire classification, and providing
En
the most efficient fire extinguishers in the locations where they are most likely to be needed.
In case of fire, the safety of yourself and your crew will be further enhanced if the following advice is
implemented and maintained:
 Show members of the crew:
ni
o the location of fire fighting equipment and how to use it;
dy
o the location of the engine compartment extinguisher controls;
o the emergency exits and routes.
 Practise fire drills regularly;

Establish a “Fire Action Plan”. This will include:
o location and use of portable fire extinguishers;
o location and use of the fire hydrants;
AB
o location and use of the hi-fog system;
o location of the fireman’s outfit;

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o location and use of the engine room fire extinguisher system;
o location and use of fire blankets;
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o location of problem areas –
engine room, galley, laundry, electrical panels.
 Do not obstruct safety controls, i.e.: fuel shut-off valves, fire dampers, electrical system switches;
 Do not obstruct or block passages in the accommodation or escape-routes.
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WARNING
Experience consistently confirms, that a crew that reacts initially
ed
with confusion and indecision is likely to panic as the fire spreads.
Therefore prior training is essential.
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3.3.5. how to fight a fire
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In case the worst happens and fire starts:
Alarm:
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 At the first sign of SMOKE, excessive HEAT, or noticeable FLAMES you shout out “FIRE FIRE
FIRE” and the location of the FIRE;
break the nearest alarm box (see §3.4.1);
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
 Close doors to isolate the fire;
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 Evacuate the area;
Initial Assessment:
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 Report to the bridge immediately;
 Move anyone not needed for fire fighting operations away from the flames;
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 Inform the authorities;
 Abandon Ship Risk Assessment:
o If fire can be put out then continue fighting fire;
o If fire can’t be put out then divide up and one crew contains fire as best they can while others
in
prepare to abandon ship;
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 Watch keeper should stay on watch;
 Put on PFDs, grab distress signals and survival gear, and prepare to abandon ship;
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 If explosion is imminent, grab distress signals and survival gear, and immediately abandon ship;
 Prepare for the worst and start emergency procedures for evacuation/
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Suppression:
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
For the fire suppression on board the “NASSIMA” you have several systems available:
o The hi-fog system will automatically kick in (see § 3.5.3);
o There are fire-hydrants, and sprinklers powered by a fire main;
o The engine room is equipped with a fixed fire fighting system (see § 3.6.1);
ni
o There are portable fire extinguishers mounted throughout the yacht (see safety plan);
Never fight the fire single-handed, use a 'back-up' crew member to assist and help the person
dy

fighting the fire;
 Close all openings to isolate the fire;
 Locate the correct fire extinguisher or fire hydrant and start using it on fire;
 lf you have access to the fire, direct contents of extinguishers at base of flames, not at the top;
 Fight fire by removing oxygen and/ or the fuel source;
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 Turn off all unneeded electrical power to/ from the panels;
 Switch air-conditioning and ventilation system OFF;

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 Extinguish smoking materials.
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If fire in engine room:
 Evacuate the area;
 Activate fixed fire suppression system from the emergency cabinet on the main deck (see §3.7);
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 Allow extinguishant to "soak" compartment for at least 15 minutes to cool hot metals or fuel
before cautiously inspecting the fire area.
03

Put on fireman’s outfit and have portable fire extinguishers ready. Do not breathe fum es or
vapours caused by the fire or extinguishant.
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 lf you have access to fire, direct contents of extinguishers at base of flames, not at the top.
 Throw burning materials overboard if possible.
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Rules For Fighting Fires
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Fires can be very dangerous and you should always be certain that you will not endanger yourself or
others when attempting to put out a fire. For this reason, when a fire is discovered:
04
 Assist any person in immediate danger to safety, if it can be accomplished without risk to you or
others;
Activate the fire alarm system or notify the harbour authorities or fire department (or designate
03

someone else to notify them for you);
 Only after having done these two things, you may attempt to use an extinguisher or fire hydrant to
98
put it out;
 Know what is burning. If you don't know what is burning, you don't know what type of
extinguisher to use. Even if you have an ABC extinguisher, there may be something in the fire that
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is going to explode or produce highly toxic smoke. Chances are, you will know what's burning, or
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at least have a pretty good idea, but if you don't, take precautions as appropriate;
 The time to use an extinguisher is in the incipient or beginning stages of a fire. If the fire is already
spreading quickly, it is best to simply evacuate the area, closing doors and hatches behind you as
tte
you leave;
 If the fire is producing large amounts of smoke that you would have to breathe in order to fight it,
Le
it is best not to try without the fire man’s suit. Any sort of combustion will produce some amount
of carbon monoxide, but when synthetic materials such as the nylon in carpeting or foam padding
burn, they can produce highly toxic gases such as hydrogen cyanide, acrolein, and ammonia in
addition to carbon monoxide. These gases can be fatal in very small amounts;
in
 The final rule is to always position yourself with an exit or means of escape at your back before
you attempt to use an extinguisher to put out a fire. In case the extinguisher malfunctions, or
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something unexpected happens, you need to be able to get out quickly, and you don't want to
become trapped. Just remember, always keep an exit at your back.
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To Operate a portable fire extinguisher:
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It's easy to remember how to use a fire extinguisher if you can remember the acronym PASS, which
stands for Pull, Aim, Squeeze, and Sweep.
En
 Pull locking pin, ring, clip, lever, etc. Get into a crouching position on the upwind side of the fire.
 Aim-point extinguisher nozzle at base of fire
 Squeeze the lever or handle.
Discharge using a sweeping motion from side to side at the base of the fire.
ni

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3.3.6. maintenance of portabel fire fighting equipment
At least once a month (more often in severe environments), it is the responsibility of the operator to
inspect fire extinguishers and fire equipment to ensure that:
It is checked for servicing according to the frequency indicated on the equipment;

 Portable fire extinguishers are replaced if they have passed their use-by-date;
AB
 Fill or replace fixed fire extinguishing systems if they have been discharged;
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 The fire fighting equipment is readily accessible when the craft is occupied;
 Cylinders and controls are protected from weather and mechanical damage;
AN
 Cylinders and controls are located so they will not be subjected to temperatures outside the
system’s designed operating range;
 Cylinders are securely fastened and supported in brackets as specified by the manufacturer;
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 Cylinders should be mounted so they are accessible for weighing, inspection, and are removable;
To prevent corrosion, cylinders shall be mounted to provide clearance above surfaces on which
03

water may accumulate;
 Wiring of fire alarms or automatic equipment is in good order;
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 The extinguishers systems or safety controls are not blocked by equipment, coats or other objects
that could interfere with access in an emergency;
The pressures are at the recommended level;
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
 The nozzles or other parts are not obstructed;
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 The pin and tamper seal (if it has one) are intact;
 There are no dents, leaks, rust, chemical deposits and other signs of abuse/wear. W ipe off any
04
corrosive chemicals, oil, gunk etc. that may have landed on the extinguisher;
 Some manufacturers recommend shaking your dry chemical extinguishers once a month to
03
prevent the powder from settling/packing;
 Fire extinguishers should be pressure tested (a process called hydrostatic testing) after a number of
years to ensure that the cylinder is safe to use. Consult your owner's manual, extinguisher label or
98
the manufacturer to see when yours may need such testing
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3.4. Fire detection and alarm system
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3.4.1. manually operated call points
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The
“NASSIMA” is equipped with several manually
operated call points. Should anyone discover a fire, break the
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glass of the nearest alarm box, press the button and report to
the bridge immediately.
in
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Call points.
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En
On critical parts of the yacht, the ventilation and equipment has been fitted with emergency switches
(like in the galley). If there is a fire in these areas, these emergency switches have to be operated.
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Emergency switches in galley.
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3.4.2. smoke- and heat detectors
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Besides the manually operated call points, the yacht is protected
by several smoke- and heat detectors, divided over the yacht.
Their locations can be found on the safety plan.
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Smoke detector.
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3.4.3. fire detection and alarm cabinet
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In the back side of the wheelhouse, the fire detection and alarm
04
panel is mounted (). Here you can monitor every fire alarm of the yacht.
03

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Fire monitor and
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alarm panel in the
wheelhouse.
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En
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G
S
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3.5. Fire fighting equipment
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The yacht has been fitted with a fire main (connected to the
fire hydrants and sprinklers in the garage and lazarette).
Furthermore you can find portable fire extinguishers in the
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accommodations.
The “NASSIMA” is also equipped with a high fog
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installation, which is discharging plain water at high
pressure (mist), through spray nozzles.
All above items are discussed further on in this chapter.
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04
Some of the portable fire extinguishers.
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3.5.1. fire main, fire hydrants and sprinklers
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A salt water Fire Main is inst alled on board the “NASSIMA”. In the annex, behind §25 you will find
the underneath as-built schematic drawing of the “Bilge/ Fifi/ Anchorwash diagram” () in its
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original format. Study this schematic drawing while reading this section will help you understand the
system.
Le
in
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gi
En
In the normal situation, the fire main is fed by a
seawater pump (main fire pump), located in the
engine room. This pump can be started from the
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central control system of the “NASSIMA” (see
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§11), from the engine room or from the
wheelhouse.
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Manual control for fifi pump
engine room.

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On the PS side of the dashboard in the wheelhouse, you can also start and stop the main fire pump to
pressurize the fire main. On this panel you can also stop both engines (red buttons). On the SB side of
AN
the dashboard a similar panel can be found. Here you find the push buttons/ switches for the crew call
and the general alarm. Also the ventilation remote shut-off for the accommodation and service spaces
are located in this panel (red button).
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Fifi pump control (in circle) General alarm and crew call (in circle)
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The fire pump can also be started from the emergency cabinet (see § 3.7).
The central fire fighting pump gets its seawater from one of the seawater manifolds (see § 12).
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In the “normal” situation, the valves in the system should be ():
Le
 At least one of the sea cocks (V157 or V158) to the seawater inlet manifold (M12) has to be
open;
 Valve (V183) on the seawater inlet manifold (M12) has to be open;
 Three way valve (V23) has to be in the position to the fire main;
in
 Valve (V26) has to be opened;
 Now the fire main pump can be started and the fire main will be pressurized.
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In case this main fire fighting pump is out of service, the main bilge-pump can be used as an
emergency pump to feed the Fire Main. To achieve this, you have to put the valves in the system in the
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following position ():
En
To use the main bilge pump as fifi pump, the valves in the system should be ():
 At least one of the sea cocks (V157 or V158) to the seawater inlet manifold (M12) has to be
open;
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 Valve (V183) on the seawater inlet manifold (M12) has to be open;
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 Close all suction points on the bilge suction manifold (M1), except the intake from the
seawater manifold (V11) and the output to the main bilge pump (V12);
 Three way valve (V21) has to be positioned towards three way valve (V22);
 Three way valve (V22) has to be positioned towards the fire main;

S
Valve (V26) has to be opened;
 Now the main bilge pump can be started (from the engine room, or from the central control
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system) and the fire main will be pressurized.
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If this second pump is also out of order, there is a third option to pressurize the fire main. This third
option is to start the emergency diesel pump. For this, see § 3.5.2.
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To find the location of all pumps, controls and major equipment in the engine room, please study the
as-built drawing of the “engine room layout” behind
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§ 25.
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Connected to the fire main, are the fire hydrants
and the sprinklers of the yacht.
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The fire hydrants can be found:
 1x lower deck (guest corridor);
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 3x main deck (SB aft, corridor to crew,
lobby);
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 2x bridge deck (forward and aft);
 1x sun deck (SB forward);
04
 1x engine room.
Their locations can be found on the safety plan
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().
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One of the fire hydrants.
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Sprinklers can be found:
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 2x in the lazarette
 4x in the garage
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To activate the sprinklers, you have to pressurize the fire main and then manually open the valve to the
sprinklers (V7), located in the SOS box on the main deck.
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CAUTOION
Locate all valves and controls of the fire fighting system on board the
in
“NASSIMA” before you start operating the yacht.
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En
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G
S
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3.5.2. independent driven emergency fire pump
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The fire main can also be pressurised by an emergency diesel driven emergency fire pump. On the PS
locker on the bridge deck aft, the independent diesel driven emergency fire pump has been mounted.
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04

03

Valve V27, to be opened to connect the
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emergency fire pump to the seawater system.
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tte
Emergency fire pump.
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To use this pump as a fire pump, the valve (V27) to the seawater system has to be opened. This valve
can be found in the technical space, below the crew cabins.
To operate the emergency fire pump, the valves in the system should be in the following positions:
in
 Sea cock (V159) has to be open;
er
 Valve (V27) to connect the pump to the seawater system has to be opened;
 Valve (V6) and (V7) should be open (normal position);
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 Now the emergency pump can be started to pressurize the fire main.
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En
For details and maintenance of this emergency pump, see .
This diesel drive pump can also be used as emergency bilge pump. For more information on that
subject see § 17.
CAUTION
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While using the diesel driven pump for bailing or fire-fighting, care
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must be taken to avoid closing the discharge of the pump. As it is a
displacement type pump, this will cause damage to the pump. The
pump must be able to discharge its water at all times.
S
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3.5.3. hi-fog fire fighting system
AN
The “NASSIMA” is equipped with a Hi-fog fire fighting system. This system consists of
multiple hi-fog nozzles which are mounted in the ceilings on the bridgedeck, the maindeck
and on the lowerdeck. These nozzles automatically respond to a fire in one of the protected
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spaces (giving an alarm and start spraying a
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water mist).
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Hi-fog nozzle.
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03

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In the annex, behind §25 you will find the underneath schematic drawing of the hi-fog system in its
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original size. Study this drawing while reading this section will help you understand how the hi-fog
system works.
tte
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in
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gi
En
ni
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G
S
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The water mist, which comes out of the nozzles, is made by discharging plain water at high
pressure, through the nozzles. The water mist is discharged at high velocity by the s ystem’s
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high-pressure pumps, located in the technical space below the crew cabins. The high pressure
enables the water mist to penetrate deep into the fire.
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High pressure pumps.
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In the “normal” situations, the hi-fog installation is fed with fresh water out of the on board
fresh water system (see §15). The system needs a standby capacity of 3150 liter in the fresh
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water tanks. If there is not enough fresh water in the tanks to feed the hi-fog system, the
system will automatically switch over to operate on seawater. This will only happen in
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emergency situation. The system and nozzles have to be checked and cleaned after the system
has been operating on salt water ().
Le
Water from the storage tanks (or seawater)
will be pumped to the high-fog tank, located
below the crew bilge.
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En
Hi-fog storage tank.
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ni
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From this hi-fog tank, water is pumped thru high pressure pumps to the nozzles. The heat-
sensitive glass bulb bursts at the given temperature. The colour of the class is an indication for
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the temperature it will burst (differs throughout the yacht). Only replace the nozzles with the
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same ones. When the glass bursts, this will releases the spool valve, which allows the high
pressure water to flow through the nozzle.
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In the “normal” situation, the valves in the hi-fog system should be:
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 Valve (V138) in the freshwater system has to be open;
03
Valve (V237) in the hi-fog system has to be open;
 Sea cocks (V159)has to be open (for emergency situations);
 Valve (V177) on the seawater manifold (M15) has to be open (for emergency situations);
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 Valves (V246, V247 and V248) given high pressure water to the three decks have to be open.
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In the annex, behind §25 you will find an
D
principal diagram of the hi-fog system
().For more information and maintenance,
04
see .
The hi-fog main operation panel can be found
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on the bridge (SB locker, behind the
dashboard).
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Hi-fog main operation panel.
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tte
Le
Further operation is controlled from the technical space below the crew cabins. Here the main
electrical cabinets for the hi-fog system are located, as wel as most of the pumps and valves.
in
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gi
En
a
ni
Electrical panels hi-fog system. Fresh water supply pump.
dy
Furthermore an manifold (M19) for the hi-fog system is mounted in the cabinet in the corridor
from the galley to the lobby. Here you can switch off the high pressure water flow to one of
the three decks, in order to f.i. restore a nozzle or do other maintenance. Here you can also
check the pressure in the lines to the decks.

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Manifold hi-fog system (M19)
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3.5.4.
fireman’s outfit
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On SB aft of the bridge deck, the locker with the fireman’s outfits can be found (see safety
plan). In this locker you find :
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 2x breathing apparatus
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 2x protective clothing
 2x boots and gloves
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 2x strong fire helmet
 2x pocket-torch
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 2x fire axe
 2x fire-resistant safety line
For more information and maintenance on the equipment, see .
in
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3.6. fire extinguishers accommodation
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In the accommodation, portable fire extinguishers are mounted. These extinguishers
gi
are mounted in plain sight or its location is marked with this sign:
En
On the safety plan, you will find the locations and capacity of all fire extinguishers
().
DANGER
ni
The use of CO2 extinguishers in the accommodation is dangerous
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for reasons of asphyxiation! Take care not to remain in the
accommodation and to ventilate well before re-entering.
S
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CAUTION
Foam extinguishers may not be exposed to frost. The contents can
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freeze, possibly rupturing the cylinder.
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For general information about fire in the accommodation read § 3.3.5.
3.6.1. fire extinguisher engine room
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In the engine room, a manually operated fire extinguisher system ()
has been mounted. The manual
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operating will take place from the emergency cabinet (see §3.6.2). The system uses a fluorinated
ketone that is stored as a liquid and discharged as a gas. The extinguishant is stored in two bottles in
D
the lazarette of the yacht. It distributes uniformly throughout the engine room, and suppresses fire by
a combination of heat absorption and chemical interference with the flame.
04
For general information about fire in the engine room read § 3.3.5.
03
DANGER
Before operating the engine compartment extinguisher, make sure
98
nobody is inside the engine compartment (trapped)
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3.6.2. fire dampers
On the “NASSIMA”, several fire dampers are
tte
mounted. The location of these can be found on the
HVAC drawings, delivered with the yacht (see §
Le
14). Some of these dampers are of the automatic
type. These are controlled by heat. Others have to be
operated manually.
in
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gi
En
Automatic fire dampers in fore peak.
ni
dy
S
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3.7. Control station (emergency cabinet)
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On the main deck (SB aft), the emergency cabinet (control station) is located.
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03

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Emergency cabinet.
04

03
In the emergency cabinet, big red lever have been mounted. These levers have three mechanically
operated functions:
98
 Remote ventilation shut-off hatches for engine room;
 Remote shut-off diesel suction from the diesel day tank (SOS fuel valve);
 Remote control of NOVEC installation engine room.
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This lever must be pulled in case of fire or fuel leakage
which is out of control.
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Furthermore you will find some manual buttons in this
cabinet. These are for:
tte
 Remote control of fire fighting pump;
 Remote cut off of the fuel pumps.
Le
Fuel pump (left)
Fifi pump (right).
in
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CAUTION
 Personnel must leave the engine room immediately;
gi
 Close all air inlets to- and secure engine room before you pull the
handles;
En
 Extinguishing commences immediately when you pull the
handle.
a
ni
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3.8. Explosion hazard
If explosion is imminent, put on PFD's, grab distress signals and survival gear, and immediately
abandon ship (see § 3.10).
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3.9. Escape-routes
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On the safety plan (see §3.1) you find the yachts primary and secondary escape routes.
These escape-routes on board are (where necessary)
marked with the following symbol:
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Escape route signs.
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Follow these signs to the nearest exit.
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Some parts of the escape- routes may lead through private cabins which
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could be locked. For this, emergency key-cabinets are mounted near
these doors. In case of an emergency, break glass and use the key.
04

03

Emergency key cabinet.
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CAUTION
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Inform everybody on board about the safety plan, escape routes and
emergency key-cabinets.
tte
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3.9.1. the muster -/ assembly
g
in
The Muster -/ Assembly station is located on the main deck in the aft saloon (see safety plan behind §
3.1).
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3.10. Abandoning ship
gi
Please read items below as "if and when possible":
En
Preparation Phase (Abandonment is probable)
 Person in Charge, update and determine position;
 Appointed crew members take care of:
o prepare life rafts for launching;
ni
o prepare tender on fore deck for launching;
o prepare the MOB boat for launching;
dy
o get “ditch bags” ready and assemble additional equipment.
Execution Phase (Decision to Abandon Ship has been made)
 Person in Charge, communicate emergency, Send MAYDAY message;
 Activate DSC on all possible frequencies;
 Activate Epirb;
AB
 Appointed crew members take care of:
o Life belts being worn properly

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o Raft division by watches;
o Survival suits being worn properly;
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o Take food, blankets and water;
o Take radio equipment, Sarts, Epirb, GPS, compass and flash lights;
o Take ship papers, deck logbook and charts;
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o Take frae and smoke signals;
o Take medicine box;
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o Make a head count, gather everybody in the Muster/ Assembly station (main deck saloon).
o Launch rafts (see );
o If possible, launch the MOB from the bridge deck and use this also to evacuate the ship;
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o If possible, launch the tender from the foredeck and use this also to evacuate the ship;
o Board rafts and receive and lash gear and supplies securely in raft.
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At Sea Phase
 Swim or sail against the current or wind if you abandon ship. Leaking fuel will float with the
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current and may ignite;
 When clear of danger, account (again) for all who were on board, and help those in need;
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 Keep everyone together to make rescue easier;
 STAY WITH THE SHIP! A ship will usually float even if there is major hull damage. Rescuers
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can spot a ship much easier than a head bobbing in water.
 Make all efforts to signal for help.
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3.11. Carbon monoxide
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Carbon monoxide (CO) is an odourless, colourless, extremely toxic gas. Prolonged exposure can cause
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serious injury or death. It is produced any time a carbon based fuel burns, such as gasoline, diesel,
propane, charcoal or oil. Sources on your boat include engines, generators and gas cooking appliances.
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Carbon monoxide poisoning first attacks the brain’s judgement centre. Early symptoms (headache and
nausea) are easily confused with seasickness.
Remember that carbon monoxide poisoning is one of boating’s most treacherous hazards.
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Common Causes Of Carbon Monoxide Poisoning:
Exhaust fumes from engines and/or generators and/or other fuelled devices on your own boat and/or
neighbouring boats. Enclosed cabins or cockpits may accumulate carbon monoxide (CO).
The following conditions require special attention:
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 Operating at slow speed or dead in the water;
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 Operating engines and/or generators and/or other fuelled devices in confined spaces;
 Be aware of possible carbon monoxide from nearby boats in a confined docking area;
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 Blocking hull exhausts;
 Using canvas curtains;
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 Winds blowing exhaust toward boat occupants;
A leaking exhaust can allow carbon monoxide to migrate throughout the boat and into enclosed
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
areas;
 Swimming in the area near the engine and/or generator exhausts.
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DANGER
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Gasoline and Diesel Internal combustion engines use hydrocarbon
fuels and emit carbon monoxide gas. This is COLOURLESS,
TASTELESS, ODOURLESS AND LETHAL if breathed in
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sufficient quantities. When you are tied up to a dock, or are rafting

with other vessels, or are immediately alongside other vessels, a
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lethal concentration of carbon monoxide gas from engine or
generator exhaust fumes of nearby vessels, may be drawn into your
ventilation.
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Reduce Accumulation Of Carbon Monoxide
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 Increase air movement by opening port lights and hatches (especially the forward facing hatches)
and/or adjusting canvas;
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 Ensure continuous movement of fresh air around occupants;
 Operate engine and/or generator only in a well ventilated area;
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 Schedule regular engine and exhaust system maintenance inspections by experienced and trained
technicians;
Operate all burning fuel appliances, such as charcoal, propane, LPG, CNG or alcohol cooking
98

devices in areas where fresh air can circulate. Do not use such devices where there is no noticeable
air movement, especially in the cabins, when anchored, moored or docked;
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Symptoms Of Carbon Monoxide Poisoning
Learn these symptoms of carbon monoxide poisoning:
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 Irritated eyes;
 Dizziness;
 Ears ringing;
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 Headaches;
 Nausea;
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 Unconsciousness;

Often a victim’s skin turns cherry red;
 Because carbon monoxide gas (CO)is odourless, colourless and tasteless, it is unlikely to be
noticed until a person is overcome;
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 Do not confuse carbon monoxide poisoning with seasickness or intoxication. If someone on board
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complains of ANY of the above symptoms, immediately move the person to fresh air, investigate
the cause and take corrective action.
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What To Do In Case Of Carbon Monoxide Poisoning
 Have the victim breathe fresh air deeply;
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 If breathing stops, resuscitate. A victim often revives, and then relapses because organs are
damaged by lack of oxygen;
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 Seek immediate medical attention;
 If you even think you smell excessive exhaust odour, or if you think you or anyone on your vessel
might possibly have one or more of these/
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3.12. Lifesaving equipment
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The “NASSIMA” has been fitted with four 25 persons life rafts, stored on the bridge deck. To operate
the life rafts, the levers on the bulwark have to be opened and the lines on the winches release (see
pictures with this section). Have rafts checked annually (see ).
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Life rafts stored. Life rafts deployed.
Furthermore there is:
1 Rescue boat/ MOB boat (on the bridge deck aft, see § 3.13.1)
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1 Tender (on the foredeck on the bridge deck)
5 Lifebuoys (2 of them with smoke and light)
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30 lifejackets (2 of them are suited for children)
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1 Epirb
1 SART transponder
6 Rocket parachute flares
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1 Line throwing appliance
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2 Two-way VHF radiotelephone apparatus
2 Embarkation ladders
27 Immersion suits (2 of them are suited for
children)
2 Fireman’s suit and equipment
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One of the yachts lifebuoys.
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Furthermore, the “NASSIMA”
is equipped with
dual horns operated from the helm consoles.
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W histle control on dashboard.
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Apart from that you are required to carry aboard the regulation signalling equipment required by the
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local coast guard. These will include pyrotechnic flares and smoke signals, an anchoring ball, a vhf
radio, etc.
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It is your responsibility to make sure you have the correct and approved equipment on board at all
times while at sea
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The locations of all lifesaving equipment can be found on the safety plan ().
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Personal Floatation Devices (PFDs)
Maritime Authorities stipulate that this vessel, powered or not, is required to have one Personal
Floatation device (PFD) of suitable size and ready availability for each adult and each child on board
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(this device is commonly referred to as a life jacket).
Wearing PFD's
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This type of PFD is used by placing it over the head with the collar behind the neck. Then connect the
waist strap and adjust to prevent the PFD riding up. Everyone should know where the PFD’s are
stowed. Each person should practise putting on a PFD and should know how to properly put it on,
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even in the dark (in this case it helps to practise putting on a PFD while blindfolded).
If time and conditions permit (for instance during a swim) everyone should practise water entry while
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wearing a PFD and swimming while wearing one.
The recommended technique for water entry while wearing a PFD is to wrap both arms as tightly as
possible around the chest, under the chin. This protects the face and keeps the PFD from riding up.
Always jump into the water feet first, with both the feet and knees together and the knees slightly bent.
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Tuck the head down onto the pocket made by the folded arms. As soon as the wearer is in the water,
they should join the others for mutual help and warmth.
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It is the responsibility of the operator to:
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 have lifesaving equipment checked at intervals indicated on the equipment/ manuals ();
 replace lifesaving equipment, if expired or damaged, by devices of identical capacity;
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 inform members of the crew about the location and operation of all life saving equipment;
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 ensure that the life saving equipment is readily accessible when the craft is occupied;
 Provide hands-on training on how to operate all emergency equipment.
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WARNING
It is the responsibility of the operator to have sufficient lifesaving
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equipment on board for all that sail with the “NASSIMA”, and to
instruct anyone on board of their location, their use and the relevant
procedures for their use.
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3.13. Person overboard: unintentionally
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Successful rescue requires three essential preliminary steps to be understood: crew preparedness,
raising the alarm and keeping a good lookout. A person w ho has fallen overboard w ill die from
hypothermia in water temperatures below 70°F if not rescued quickly.
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The best prevention is prior planning. If someone goes overboard, you will never know in advance
who will be the victim and who will be left aboard to perform the required functions. Therefore, all
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hands must be ready and able to perform any duty as directed by the person in charge.
Don’t hesitate to exercise initiative. Have the crew perform a mock exercise so everyone knows what
to expect. Be sure to read about checks and maintenance of all life saving gear. All this equipment
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must be in order to prevent accidents and recover from accidents.
As part of your emergency preparedness plan, consider what to do if you were alone
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and fell overboard (i.e., wear PFD, keep signal device in PFD).
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 Operate the MOB knob on the onboard navigation systems and/ or other electronic positioning
system;
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 Immediately sound an alarm (shout, blow whistle) and keep pointing to the person overboard
(delegated task);
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 Throw a life preserver even if the person is wearing a PFD. It will serve as a marker;
 Immediately stop or slow the ship;
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 All crew to put on PFDs immediately;
 Launch the MOB boat (see § 3.13.1) to pick up the person in the water;
 Keep person overboard on helm side so operator has the person constantly in sight.
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Drowning
 Swim to rescue a drowning victim only as a last resort;
 Immediate resuscitation is critical! At least two people on board should be certified in CPR;
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 Keep the victim isolated from cold (thermal blanket); do not warm victim by 'force';
 Use care in handling. Spinal injury may exist if the victim fell overboard;
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 Signal for help.
3.13.1. MOB boat
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The MOB boat is a rescue boat and shall primarily be used to save persons falling overboard from own
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or other vessel, or in any other emergency situation. All other use shall be limited. The MOB-boat
shall NOT be used as a leisure boat.
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The MOB boat shall only be operated by
personnel licensed for this type of boat.
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Assisting crew shall have onboard training.
When use of the MOB-boat for other than
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rescue purposes, this shall occur during good
weather conditions only.
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MOB boat and crane.
MANNING
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The M OB-boat shall be manned with three man. For all other purposes, e.g. necessary personnel
transportation from anchorage to shore, the MOB- boat shall be manned with minimum two persons,

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and shall immediately return to the vessel. The boat’s max. persons
and maximum recommended load
shall not be exceeded.
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CAUTION
The MOB boat is equipped with a builders plate. On this plate you
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find among others:
maximum recommended number of persons when under way
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
 maximum recommended load (excl. tank capacities)
Never exceed these values.
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RADIO
Before use of MOB-boat, radio communication between MOB-boat commander, bridge and
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winch/crane-driver shall be established. UHF/VHF portable radio for communication with the
“mother” vessel shall always be carried in the MOB -boat.
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PERSONNEL SAFETY EQUIPMENT
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MOB-boat crew as well as passengers shall as a general precaution wear survival suites when
operating the MOB boat. No dispensation from such use shall be given in the North Sea/Baltic region
or other cold water areas.
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The captain m ay deviate from such use in warm er waters, but in those cases the best alternative
personnel safety equipment available shall be used.
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MOB-BOAT COMMANDER
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The MOB-boat commander gives the necessary orders during launching /heaving of the boat.
LAUNCHING
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The “mother” vessel

(NASSIMA) should maintain as slow speed as possible, and not exceed 5 knots.
Painter lines shall always be used, with as low angel as possible, and be rigged tight when the MOB-
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boat is afloat.
When afloat, the MOB-boat should be manoeuvred to the bathing platform of the “NASSIMA”, using
the painter lines. There the lifting hook should be released as soon as possible and the MOB should be
manned.
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To launch the MOB tender:
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
Establish VHF communication with the bridge of the “NASSIMA”;
 Check fuel;
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 Attach engine stop lanyard to switch;
 Check emergency pack;
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 Check/ insert drainage plug;
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 Attach the MOB tender to the crane;
 One person operating the crane (see § 5.3);
 Two persons holding the painter lines during descent (no one is allowed inside the MOB boat
during descent or heaving the MOB boat);
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 Manoeuvre the MOB boat to the bathing platform;
 Two persons (including commander) board the MOB;
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 Release the crane hook;
 Lift crane hook away from MOB tender;
 Attach engine stop lanyard to wrist (in case 1 person aboard);
 Make sure engine is in neutral;
 Start engine;
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 Rest of rescue crew to board wearing life jacket/ survival suit, + VHF radio + spare life jacket;
 Radio check with bridge + request permission to leave the ship;

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 Cast off MOB tender.
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HEAVING
 Move the MOB-boat to the bathing platform of the “NASSIMA”;
 Painter lines and crane lift hook shall be connected;
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 The MOB-boat engine should be stopped;
All persons should leave the MOB-boat;
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
 Move the MOB boat to the side of the “NASSIMA” using the painter lines in the position that the
crane can lift the MOB boat;
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 The MOB-boat should be heaved onboard as soon as possible.
CHECK LISTS
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Check lists shall be worked out onboard to ensure safe MOB-boat operations, and that after use the
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MOB boat is prepared and made ready for the next task or drill. (NB ! Refuelling).
In case of an emergency, you can also deploy the tender from the foredeck.
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3.14. Person Overboard: intentionally: swimming
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On the back of the swimming platform the Swim ladder of the “NASSIMA” has be fitted. Keep the
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bathing ladder in such a way that it is always ready for use.
 Stop the main engines before going into the water;
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 Make sure anyone on board knows that people are in the water;
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 Do not enter the water if there is a potentially dangerous situation or if you are unfamiliar with the
water;
 Have someone on deck standby and permanently observe anyone that is in the water;
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 When diving, observe the common safety precautions for this sport.
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WARNING
Stay out of the water during a lightning storm. If caught swimming
during a storm, get back into the boat and remain there until the
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storm passes.
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WARNING
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To reduce the risk of serious injury, do not enter or leave the water
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from your vessel while the engine is running. W hen swimming or
working in the water near your vessel, remember that the propeller
has sharp blades that can seriously hurt anyone who may be pushed
against it by a wave or the current, even if the propeller is not
turning.
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3.15. Flooding, Swamping or Capsizing
W hen the yacht floods out of control: start emergency procedures for abandoning the ship. After
abandoning ship: STAY W ITH THE SHIP! A ship will usually float even if there is m ajor hull
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damage. Rescuers can spot a ship much easier than a head bobbing in the water. Signal for help.
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3.16. Grounding
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Avoidance
Like any calamity, prevention is the best remedy. With proper navigation and considerations of the
weather, grounding can be avoided. Avoid sailing in unsafe areas where there are underwater
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obstructions, shallow water, and un-navigable conditions such as dangerous currents.
 Have proper and up to date charts;
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 Plot your courses carefully;
 Observe and understand all navigational aids, and marker buoys;
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 Use the knowledge and guidance of experienced sailors;
 Be aware of the tides at all times;
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 If you are in an unfamiliar area without knowledge of the hazards, proceed very slowly and have
someone watch for hazards.
WARNING
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Hitting an object in or under the water or sailing in dangerous
currents can cause serious injury or death to vessel occupants. You
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must know where the hazards are and avoid them. In uncharted
waters, sail very slowly and post a lookout.
When Aground
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Action depends on how hard the vessel hits bottom and whether the vessel remains stranded. lf it is a
slight grounding, you may need only to inspect the hull. lf you are aground, assess the situation before
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reacting. In some cases, throwing the vessel into reverse my only cause more damage. Generally take
the following actions:
Initial A ssessment
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Observe the following in your assessment of the situation:

Resist the natural impulse to “throw” the transmission into reverse and, instead, pull the throttle
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back to idle. Shift the transmission into neutral. Stop the engines;
 Do not run engines while aground; sand, dirt and other foreign matter could be drawn into the
cooling system and damage the engines;
 Determine the location and extent of any hull damage. Inspect for damage to hull, propulsion and
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steering systems;
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 Check for leaks. If water is coming in, stopping the flow takes priority over getting free;
 Determine water depth all around the vessel and type of bottom (sand, mud, rocks, etc.). This will
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help you decide which way to move the vessel. A lead (a weighted hand line marked in metres)
can be very useful to check around a grounded vessel to determine where the deeper water is;
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 Determine if tide, wind or current will drive the vessel harder aground or will help to free it;
 If you can remain afloat, you may wish to set one or more stern anchors as quickly as possible to
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prevent broaching or being driven farther aground;
 Call for a tow as soon as time permits. If a tow is not immediately available, you may have to wait
for the next high tide;
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WARNING
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Shut engines off if an object is struck or if you run aground. Check
for hull leaks and drive line damage, before restarting engines.
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CAUTION
If aground, do not attempt to drive the vessel off. Trying to re-float
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this vessel under its own power could result in damage to the
propeller, propeller shaft, and the clutch / transmission system.
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CAUTION
After the vessel has experienced grounding, heavy seas, and/or surf,
check all bilges. If any amount of water exists, investigate its source.
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Take corrective action if necessary
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Re-Floating Y our V essel
Most vessels run aground at the bow. Unless your vessel has received hull damage that requires repair
04
before re-floating the most important things are:
 To avoid damaging your propulsion systems;
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 Allowing it to be driven farther ashore;
 To prevent more damage from pounding or broaching;
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Pounding
This occurs when successive waves raise a grounded vessel’s hull and drop it repeatedly against the
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sea bed. Bottom damage from pounding can be serious. As each wave strikes the vessel, continuing
wave action tends to drive the vessel harder aground.
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Broaching
This is may be the most serious problem a grounded vessel may face. It occurs when the vessel is
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thrown or turned broadside to the shore or the shoal by wave action. Broaching is dangerous for two
reasons.
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First, broaching continually drives a grounded vessel harder aground
Second, currents are set up around a grounded vessel’s bow and stern. These currents tend to scour
sand away from the vessel’s hull fore and aft, and pile it up amidships and to leeward of the vessel.
This action eventually leaves the hull supported only amidships, and can break the vessel’s back.
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Establish or restore your watertight integrity.
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Damaged Underwater Equipment
Before you accelerate to cruising speed, proceed at low speed and check that there is no noticeable
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vibration which might indicate damage to your vessel’s underwater gear. If any vibration is noticed,
proceed to dockside at reduced speed. A significant loss of speed and excessive vibration can, and
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usually does, result from a damaged propeller, shaft, or misaligned rudder and engine.
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3.17. Collision
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All of the precautions noted in §3.16 are applicable to colliding with a land object. Collision with a
floating object can be avoided if a proper lookout is maintained and thorough knowledge of the Rules
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of the Road are understood.
After a collision do the following:
 Account for everyone on board;
 Check for injuries;
 Inspect structural damage;
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 Reduce flooding;
 Signal for help (if needed);
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 See if the other ship needs help;
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3.18. Leaks
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The “NASSIMA” has as few thru-hull fittings as possible, minimising the risk of something going
wrong here. Keep all portholes closed while at sea!
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If a leak is detected:
Close all watertight doors;
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
 Immediately switch on bilge pumps (or check that they are running);
 Check extent of leaks;
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 If ship is taking on water, manage damage control.
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 Slow or stop to minimise inflow. However, if you can keep a hole above water by maintaining
speed, do so;
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 If possible, patch the outside with whatever material is available.
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3.19. Medical emergency
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In an emergency, you may be far from professional medical assistance. Be prepared. Take a first aid
course, and carry a first aid kit. Be aware of special conditions that may affect anyone on board.
At least two people on board the “NASSIMA” should be CPR-certified, and should have taken a first
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aid course. Be aware of special conditions that may affect anyone on board.
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Your yacht carries a medical kit. This can be found on the medical locker on the main deck (see safety
plan). The medical kit is tailored to the specific needs of the owner and crew.
If someone is seriously injured:
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 Apply first aid (Radio for medical advice if needed);
 Transport person to sick bay for treatment;
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 Transport person to shore (hospital).
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3.20. Emergency steering
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Should the “normal” hydraulic
steering system fail, the rudders can be moved by a hand hydraulic
pump, located in the garage. For communication with the wheelhouse, an intercom station has been
mounted near to the emergency steering arrangement.
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To use the emergency steering:
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 Establish communication between the bridge and the garage;
 Close both valves in the “normal” supply lines to the cylinders;
Open both valves in the hand pump lines;
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
 Use the hand pump to steer.
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These valves can be found in the garage, underneath the pump (see picture with this section).
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03

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Positions emergency steering valves.
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When the emergency steering has been used, the valves in the hydraulic system has to be set to their
“normal” position and the electronics in the steering system have to be reset. To reset, press the reset
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button on the emergency steering cabinet in the lazarette or press the reset button in the wheelhouse.
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CAUTION
 Provide good visual lookout on the bridge, and operate the vessel
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in a moderate pace.
 Provide good communication between the operator of the hand-
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pump and the persons on the lookout.

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The bow-thruster may also help in close corners.
See also the schematic drawing of the steering system () and study chapter 4 of this manual.
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3.21. Towing
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The bollards on “NASSIMA” are sufficiently strong for towing / being towed at slow speeds and
without jerking forces on the towing lines. If towing becomes necessary, keep well clear of other
04
ships, instruct your crew carefully, and ask for assistance when mooring or entering tight harbour
areas.
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PERSONAL INJURYHAZARD
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Towing or being towed stresses the ships, hardware and lines.
Failure of any part can seriously injure people or damage the ships.
Do not use lines that are stronger than the breaking loads of the
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bollards !!!
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A ship towing another is usually a last resort because of possible damage to one or both ships. The
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Coast Guard or a private salvage company is better equipped. A ship may assist by standing by, and
possibly keeping the disabled ship's bow at a proper angle until help arrives. Only when conditions
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are ideal-that is, seas are calm, disabled ship is small, and one or both skippers know correct
technique-should a recreational ship tow another.
Towing Vessel
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 Be sure your ship will not run aground;
Because you are manoeuvrable and the grounded ship is not, you should pass the towline to the
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
grounded ship;
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 Use double-braided or braid-on-braid line. Never use three-strand, twisted nylon; it has too much
elasticity and can snap back dangerously;
Fasten the towline as far forward as possible on the upwind or up-current side of the towing ship.
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
Fastening it to the stern will restrict manoeuvrability of the towing ship;
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 If possible, use a bridle;
 Make line as long as the situation allows for;
 Move slowly to prevent sudden strain on slack line;
 Be ready to cast loose or cut the line if the towing situation becomes hazardous.
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Vessel Being Towed
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 Attach the towline to the forward cleats if the fitting can take the load;
If it is necessary to be towed after being freed, keep someone at the wheel to steer.
Both Vessels
 If you attach the towline to a fitting, be sure the fitting is strong enough;
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 Keep lines clear of propellers on both ships;
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 Keep hands and feet clear of the other ship and towing line;
 Never hold a towline after it is pulled taut;
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 keep clear of the end of the lines, in the direction of the lines. When they break they will act like
giant elastics, snapping back.
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3.22. Heavy weather
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Capability
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There is no vessel, regardless of its size or strength that is completely immune to the dangers of heavy
weather. Your “NASSIMA” may be used for extended ocean voyages where you can encounter heavy
weather. Experienced operators and crew may be able to operate a boat safely under these conditions.
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You must always be aware of weather conditions and head for port or protected waters in sufficient
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time to avoid being caught in high winds and rough water. Do not take chances!
Getting caught in severe weather is hazardous. Bad weather and/or rough sea or water conditions can
cause an unsafe situation.
04
Avoiding Rough Weather
Keep in touch with local marine weather reports or listen to the Nation Oceanic and Atmospheric
03
Administration (NOAA) weather reports for the latest weather conditions. If possible have one person
assigned to monitor the marine weather channel(s) for any impending deterioration of the weather
98
before setting out and while underway. Plot course changes to the nearest protected safe harbour or
sheltered waters in case a storm approaches.
A sudden change in wind direction or speed or an increase in wave height indicates deteriorating
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weather.
Preparing For Rough Weather
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Close and secure all hatches, (watertight) doors, ports and windows. All portholes/ windows below the
main deck are equipped with permanently attached blinds. Close these.
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Secure all loose gear. Stow all smaller items and securely lash down all the larger ones. Distribute the
Personal Flotation devices (PFD’s

- life jackets) and have everyone put on and properly adjust them
before the weather turns this task into a real problem. Get the best fix possible on your current position
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and track and update the plot on your chart. Prepare.
During Rough Weather
Make sure, that the bilges are pumped dry. This should be repeated as often as may be necessary, since
“free” water sloshing in your bilges degrades your vessel’s performance.

in
Any time there is reduced visibility, post at least one lookout (besides the helmsman) whose sole
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responsibility is to watch for other vessels or possible dangers.
Head the bow into the wind and waves with enough power to maintain slow headway. Be careful to
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avoid broaching in heavy swells. Have everyone sit in the cabin or in the cockpit. If at all possible,
keep everyone busy, rather than just sitting down and worrying. Keep crew and passengers informed
of what you are doing and what you want each of them to do or not to do. Know where your
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passengers are. They could be injured if they are in a place where they cannot hang on to the vessel.
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3.23. (UMS) unmanned machinery space
AN
The “NASSIMA” falls under the category UMS, which actually means Unmanned Machinery
Spaces. Basically UMS refers to an arrangement where the ships engine room is not
constantly manned. With the advent of modern technology, marine engineers do have some
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respite since now instead of running up and down the engine room they can get an indication
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of the fault from the control panels in the yacht. Still this does not eliminate the need to
engine room rounds, but only lessens it a bit.
If someone entrances the engine room, he or she has to sign into the UMS system (). This
ed
system keeps asking the person in the engine room (every 27 minutes) to sign in again. If he
or she fails to do so the system will sound an
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alarm.
This system can also be monitored from the
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crew area, the engineering cabin and the
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bridge, so personal knows there is someone in
the engine room or not.
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UMS panel engineering cabin.
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3.24. Windows, hatches, port-lights and doors
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WARNING
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To avoid risk of injury care should be taken to keep hands and limbs
clear of lever and lid pinch zones while operating any hatch, door or
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port light.
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Your “NASSIMA” is fitted with port-lights and windows fitted with glass panels.
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In total there are six watertight bulkheads on the “NASSIMA”. These can also be found on the safety
plan () of the yacht. The watertight bulkheads are:
 Collision bulkhead;
 Aft crew accommodation bulkhead;
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 Aft guest accommodation bulkheads;
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 Engine room bulkhead;
 Aft of VIP area;
 Lazarette/ garage bulkhead.
On board of the yacht are the following watertight doors:
Engine room to main deck door;

 Engine room to lazarette door;
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 Door to crew area;
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 Door from lazarette to garage.
Doors that are weather tight are:
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 3x doors on bridge deck (1x aft and 1x SB side and 1x PS side).
 5x doors on main deck (1x aft and 2x SB side and 2x PS side),
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WARNING
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INFORM ALL CREW:
While at sea, keep port lights, and doors closed, open doors, hatches
and windows only if the situation allows this and as brief as possible.
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In rough weather, close and secure all hatches, (watertight) doors, port holes and windows. All
portholes/ windows below the main deck are equipped with permanently attached blinds. Close these
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also in rough weather.
On the safety plan, you also find information regarding which doors and hatches to kept closed at sea.
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The weather tide sliding doors are electrically operated. These can also work in automatic mode. For
details, operation and maintenance see .
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3.24.1. Operation instruction chemically toughened safety glass:
This procedure applies to the following windows:
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 All window panes in the gym;
 All window panes of the wheelhouse/bridge.
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All windows to be thoroughly visually inspected every six month in regard to cracks, scratches,
bonding or any other damage.
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In case of any damage the master has to take appropriate action and to contact the yard immediately.
Possible development of any crack or major scratch has to be monitored at all times.
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If the vessel’s safety could be affected by any faulty window pane a strong cover has to be applied
immediately.
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4. Steering system
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The steering system on “NASSIMA” is hydraulically operated (on a stand-alone powerpack ). The
rudderposts are operated by means of two hydraulic cylinders. You can steer from the wheelhouse by
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a steering wheel (and in case of an emergency, with buttons), and you can also steer the yacht from
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both wing stations.
In the annex, behind §25 you will find the underneath schematic hydraulic drawing for the steering
system in its original size. Study this drawing carefully while reading this section will help you
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understand how the steering system works.
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Buttons to control steering system
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in wheelhouse.
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SB wing station steering.
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The steering powerpack can be found in the garage (SB side). It mainly consist of a double tank with
two 400VAC pumps (). These pumps supply the
hydraulic power to the two main hydraulic valve
blocks which (on their turn) provide the power to
in
the steering cylinders.
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Powerpack steering
system in garage.
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During “normal” cruising, only one of the pumps and main hydraulic valve boxes is in operation. The
other pump and valve box acting as backup system. If faster manoeuvring is required (for instance at
AN
mooring the yacht), both pumps can be engaged. Buttons to engage these pumps can be found on the
wheelhouse dashboard (see picture above).
Furthermore there is an emergency hand-hydraulic steering arrangement, mounted in the garage (for
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details on this, see §0)
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CAUTION
 Make sure the system is checked before every outing and at
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regular intervals.
 All hoses, tubing & fittings must be checked on a regular basis
for any cracks, leaks, deformities, etc. Any hoses or tubing found
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to be defective must be replaced immediately. Replacement hose
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must be properly cleaned and flushed prior to installation. If
contaminations has occurred, flush the entire hydraulic system.
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The control boxes of the steering system can be found in the SB front part of the garage.
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Control boxes steering system.
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The steering cylinders and rudderstocks can be reached through the door in the back of the garage
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(SB) and from PS through the lazarette. The installation does not need a lot of maintenance. Check the
systems regularly and grease the rudderstock and all moving parts of the yacht.
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4.1. Wing stations
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On both sides of the wheelhouse, a wing station is
mounted (see picture at previous section of this
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manual). From here you can control:
 Both engines;
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 Bow thruster;
 Rudders (follow up steering);
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 Emergency stop engines;
 Horn.
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SB wing station.
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4.2. Autopilot
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The autopilot can steer the ship on a straight course, or even on a route. The system uses an electronic
signal from the autopilot electronics, and then relays this to the steering system.
A autopilot control is mounted on the wheelhouse dashboard. For instructions on how to operate the
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autopilot, please refer to its manual, .
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4.3. Bow thruster
In the “NASSIMA” there is an electrical powered
in
(VAC) bow thruster (in a fixed tunnel) in place.
This unit is proportionally controlled by a joystick,
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mounted on the wheelhouse instrument panel and
on both wing stations.
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The bow thruster itself can be found in the lower
part of the fore deck. In the higher part of the fore-
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deck the main electric cabinet and the frequency
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transformer of the bow-thruster have been
mounted. Here you also find the oil reservoir for
the bow thruster. Check the oil level on regular
intervals.
(For details and maintenance see ).
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Oil reservoir bow thruster.
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AN

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Main cabinet bow thrusters (left)
Frequency transformer bow thruster (right).
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03
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5. Deck equipment
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5.1. Windlass
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On the foredeck of the “NASSIMA”, two electrically (VAC) operated anchor windlasses are mounted.
These are operated by pushing the foot buttons at the foredeck (down and up). Before you can use
these foot buttons, the windlasses have to be
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released from the central control system (see §
11).
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Use the devil-claws to secure the anchors when
not in use. Please also refer to page 142 under the
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section "anchoring".
For details and maintenance of the windlasses, see
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.
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W indlass on foredeck.
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WARNING
 Anchor winches generate enormous forces by the push of a
button. Always keep hands and feet away from the winches
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under load.
 Operate only by experienced crew and prevent accidental
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pushing of the switches.
CAUTION
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Never let the winch keep the load of the chain: relieve the winch by
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securing the load by the chain stoppers.
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5.1.1. anchor chain wash system
In the forepeak you can find the anchor-chain wash system. This is connected to the fire main of the
yacht (see schematic drawing of bilge/ fifi/ anchor wash diagram behind § 25 of this manual). To start
flushing, pressurise the fire m ain and open the valves in the forepeak (V29 for port and V30 for
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starboard).
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Do not forget to close the valves when the chain is completely back on board.
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5.2. Aft-deck winches
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On the aft-deck (main deck) of your
“NASSIMA”, two electrically (VAC) operated
winches are mounted (one on SB and one on
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PS). T hese winches are operated by pushing a
button near the winches. ). Before you can use
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these winches, they have to be released from the
central control system (see § 11).
The same warnings as for the windlasses apply.
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(For details and maintenance see ).
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Aft deck winch (arrow points
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to control button).
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WARNING
 Winches generate enormous forces by the push of a button.
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Always keep hands and feet away from the winches under load
 Operate only by experienced crew and prevent accidental
pushing of the switches.
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CAUTION
Never let the winch keep the load of the line: relieve the winch by
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securing the load to a bollard.
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5.3. MOB / bridge-deck crane
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On the bridge-deck of the “NASSIMA” a hydraulic crane () is mounted. This crane can be used to:
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 launch the MOB boat from the bridge deck;
 launch the jet-skis on the bridge deck;
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 launch the car from the garage;
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 launch the motorcycles from the garage.
This crane is not certified to hoist manned objects.
No persons should be underneath or inside the load
of the crane when it is in use.
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Safe working load MOB crane.
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The crane can be manually operated on the crane itself, or by means of a remote control unit (wireless
or with cable). The symbols on the remote control indicate which control will be operated.
AN
The crane is powered the main hydraulic system of the yacht (see §9.1). This crane may only be used
by qualified operators. Never exceed the SWL (safe working load) of the crane, as indicated on the
crane identification plate (see picture with this section). For details and maintenance see .
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CAUTION
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 Never exceed the safe working load of the deck crane as
indicated on the identification plate;
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 Crane may only be operated by qualified persons. Minors of 16
years and persons who are not aware of the dangers implicit in
the careless use of the product must not be allowed to use it;
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 No person should be underneath or inside the load of the crane;
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 When the crane is not being used it is advisable to disconnect the
remote-control unit and to store it;
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 Before use, always perform a visual check to the key points of
the crane (like hook and cable). If any damage or extensive wear
is visible, do not use the crane;
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98
This MOB crane, can also be used to hoist the owner’s car and motorcycles out of the garage. These
can be put ashore with the use of the aft-deck/ MOB crane. Furthermore the jet ski (stored on the aft
deck) can also be hoisted with this crane. For details and maintenance of these items see .
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5.4. Foredeck crane
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On the foredeck of the “NASSIMA” a second hydraulic crane ( ) is mounted. This crane can be
used to launch the tender from the foredeck.
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Also this crane is not certified to hoist manned objects. No persons should be underneath or inside the
load of the crane when it is in use.
The crane can be operated on the crane itself, or by means of a remote control unit. The symbols on
the remote control indicate which control will be operated.
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Foredeck crane Remote control unit crane.
This crane is powered by a stand-alone hydraulic powerpack, located in the fore peak (see § 9.3).
This crane may only be used by qualified operators and never exceed the SWL (safe working load) of
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the crane, as indicated on the crane identification plate and also on the remote control unit. For details
and maintenance see .

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CAUTION
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 Never exceed the safe working load of the deck crane as
indicated on the identification plate;
 Crane may only be operated by qualified persons. Minors of 16
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years and persons who are not aware of the dangers implicit in
the careless use of the product must not be allowed to use it;
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 No person should be underneath or inside the load of the crane;
 When the crane is not being used it is advisable to disconnect the
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remote-control unit and to store it;
 Before use, always perform a visual check to the key points of
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the crane (like hook and cable). If any damage or extensive wear
is visible, do not use the crane;
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Safe working load foredeck crane.
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5.5. Deck wash system
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The deck wash fittings are connected to the yacht’s fresh water system. Fittings can be found on the
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different decks of the yacht.
5.6. Gangway/ passarelle
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The gangway is powered by the main hydraulic system (see § 9.1). The gangway comes out of a door
in the SB transom of the yacht. To operate the gangway, the mainswitch of the hydraulics has to be
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turned on (see § 10.2.4). Further control is achieved by using the control buttons at the staircase to the
bathing platform at SB of the yacht. The gangway can also be controlled from the panel in the garage
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(see picture with this section). For details and maintenance see .
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CAUTION
 Never exceed the maximum load (can be found on the plate,
attached to the passarelle);
 It's absolutly forbidden to use passarelle as a diving board;
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 Always mount the pasarelle steadily and safely,
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 Keeping a good balance and supporting yourself with the grab
rope;
 Never use the gangway under the influence of substances that
could affect your balance, such as alcohol or drugs, or if you are
not in good physical condition, unless you are helped by
someone;
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 Never allow more than one person at a time to mount the
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gangway;
 Never jump, run or loiter on the gangway;
AN
 Never cross the gangway if the stanchions and grab rope have
not been secured;
 Never mount the gangway by applying force to the stanchions or
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grab rope;
 Always mount the gangway barefoot or wearing low and
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comfortable rubber-soled shoes;
 Never mount the gangway wearing high heels or leather-soled
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shoes;
 Always warn any persons on the quayside before operating
gangway;
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 Always operate the gangway keeping it under direct visual
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observation;
 Never operate the gangway when there are persons on the
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quayside in its manoeuvring range;
 Always use suitable lifting tackle to load heavy or bulky objects
on board;
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 Always carry young children by hand while crossing the
gangway after docking;
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 Never cross the gangway carrying heavy or bulky objects that
might affect your balance;
After docking, if you do not need to use the gangway, return it to
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
its resting position, with the tip as far as possible from the quay.
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Gangway in box.
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Control gangway from inside garage
(right part of panel).
5.7. Garage door/ lazarette door
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The transom of you yacht can be opened to get acces from the outside to the garage and the lazarette.
You can open these doors from the inside of the garage (same panel as can be used to control the
gangway. See picture of operating panel at the previous section. M ake sure there is no one on the
boarding platform when you operate the doors.
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CAUTION
 Transom doors may only be operated by qualified persons.
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Minors of 16 years and persons who are not aware of the dangers
implicit in the careless use of the product must not be allowed to
use it;
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 No person should be underneath the transom doors when these
are operated;
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 Keep hands and limbs away from doors when these are operated.
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5.8. Boarding ladders
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On the sides of the “NASSIMA”, two boarding
ladders () have been placed. These can be used
03
to board the yacht from low quays. The boarding
ladders can be folded and stored in the yachts side
by the use of hydraulic cylinders. The boarding
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ladders get their power from the main hydraulic
system (see
§ 9.1). To operate the boarding
ladders, panels have been mounted in the bulwark
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next to the boarding ladders.
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Control panel boarding ladders. Boarding ladder in use.
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6. Paint-system
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6.1. Paint system
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A complete two-component pain system has been applied, to achieve a “top class” yacht finish.
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6.1.1. antifouling
The underwater body has been treated with an epoxy heavy coat and two layers of black anti-fouling
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paint.
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6.2. Anodes
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Great care is taken in the isolation of all dissimilar metals to prevent
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corrosion. The underwater body of the hull is protected by anodes.
On all places (except for the rudders), these anodes are mounted in a
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recess to keep the flow of water as efficient as can be.
Furthermore an ICCP (Impressed Current Cathodic Protection)
98
electrical protection system ( ) has been mounted. This system
works on the principle that current flowing on to any metal, shifts its
normal potential in the negative direction and if correct amounts of
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current can be impressed on the surface to be protected, the potential
of the surface can be shifted sufficiently to a level where the surface
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will not corrode ().
The control box of this system can be found on the PS of the engine
room.
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ICCP control box.
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MAINTENANCE
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 When the yacht is hauled up, the anodes have to be
checked. If m ore than half the anodes have disappeared,
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these anodes have to be replaced.

 See manual of ICCP system for maintenance.

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To the inside of pumps and machinery, like the generators and main engines, there could also be
anodes. Please study the manuals ( ) of these items for maintenance. Furthermore all seawater
strainers are protected by the ICAF system (). The control box from this system can also be found
on PS of the engine room.
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ICAF control and monitor panels in engine room.

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7. Propulsion
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The “NASSIMA” is powered by two marine diesel engines, driving a fixed propeller through a marine
reduction/reverse gear. The whole system is flexibly mounted and well insulated.
Two caterpillar diesel propulsion engines, model 3512 DI-TA H.D. are mounted. These engines
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produce 1764 kW @ 1800 rpm each.
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7.1. Main engines
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remark
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Make Caterpillar
Type 3512 DI-TA H.D diesel engines
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No. Of cylinders V 12
power rating 1764 kW @ 1800 r.p.m.
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Starting systems 24 V
Cooling indirect by heat exchangers cooling liquid in engine
03
engine controls Electric-mechanical Electronic Control Module (ECM)
Transmission ZF 3060 A With trolling valves
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The engines and gears come with extensive manuals (). For more information as for maintenance
please refer to these manuals.
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WARNING
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Keep hands, limbs and cloths away from all moving parts of the
engines and drive trains.
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7.1.1. engine operation systems
in
In the engine room, local operating panels are
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mounted. From here you can operate all functions
of the engines and gearbox system. In the back of
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the wheelhouse, the main control stations are
mounted. Here you also find the key contact with
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the start and stop buttons (see picture).
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Furtherm ore you can find control units on both
portable wing stations.
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Engine control stations wheelhouse.
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7.1.2. engine exhaust systems
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The exhaust is water-cooled by injection of the cooling water from the engines. Before the injection
ring, the exhaust pipes are dry (only gases) and protected by insulated jackets.
In the injection ring, water is injected into the flow of hot exhaust gases. This silences the exhaust,
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reduces the gases' volume and cools the exhaust gases. These mixture of gases and water run directly
overboard (underneath the waterline). W ith the engines running, the flow of the gases propels the
03
water out of the exhaust.
There are smaller diameter bypasses mounted (after
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the injector rings) which run to the sides. Gasses and
cooling water will go overboard above the waterline.
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The bypass valve in the exhaust system is
automatically controlled by the ships central system.
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The position of the valves can also be monitored and
manually controlled from the engine room.
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One of the two exhaust valve
panels in the engine room.
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Process control exhaust valves for the main engines:
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Engine Stop:
If the engine is not running, the remotely operated shipside valves should be in closed position.
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Engine start-up:
Engine can only be started when the main valve and the bypass valve are open.
Engine running:
 Main valve and bypass valve are open when running on idle rpm.
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 When engines throttles up and the ship is sailing bypass valve has to close when reaching a certain
rpm and speed with a short delay of about 60 seconds
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Sailing reverse:
M ain valve is open; bypass valve has to be opened as well since the underwater exhaust does not
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operate properly in astern operation. Sailing astern through the water at speeds higher than (as stated
in the lay-out drawings of the exhaust manufacturer) will result in water being pushed into the exhaust,
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this will lead to rise of backpressure or this can lead to the very dangerous situation of water backflow
En
to the engine if the engine suddenly stops. In heavy seas even less reverse speed is acceptable.
Water injection system
 Water injection should not run if the engine is not running. Small amounts of very fine mist that
are normally blown away by the exhaust can flow back in the engine manifold.
If the water injection fails this should be detected by temp sensor just after the water injector.
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
 An alarm should be generated if the temp is over 90ºC. To detect failure of water injection at an
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early warning alarm of 70ºC is recommended. A socket is placed for this sensor, the sensor (i.e. a
Pt100) is not in our scope of supply.
 If a high temperature after water injection is detected it should result in an action; for example
high temp alarm, activate backup system or advise to stop or even shutdown.
Please refer to the manuals () for details as for maintenance.

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7.1.3. engine cooling
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The “NASSIMA” has a cooling system for the engines in which cooling fluid circulates inside the
engines. This cooling fluid is cooled by heat exchangers on the main engines. The necessary seawater
is let through the hull by sea cocks (see also § 12). Keep the sweater strainers clean at all times.
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Valves in the cooling system (standard situation):
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 Seacocks V160 and V161 have to be open;
 Valves V190 an V191 behind the seawater strainers have to be open;
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 Valves V186 and V187 (in the lines to the engines) have to be open.
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CAUTION
04
Lack of cooling water can seriously damage the engines.
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7.2. Propeller and shafting
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The propeller shaft system is water lubricated. The seals are of the mechanical type, water lubricated
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type. These are lip seals with glycol liquid filling in between the inner seals.
Furthermore we have tow standby-seals which can be used in case of emergency. These consists of
inflatable elements. Please refer to the manuals () for details as for maintenance.
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In case the yacht is operated on only one engine, the cross over valve in between the shafts (V292) has
to be opened to prevent the seals from running dry.
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CAUTION
 Always make sure the propeller shaft system is filled with water.
in
Lack of water may damage the seal or the bearings.
 In case the yacht is operated on one engine, the cross over valve
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in between the shafts (V292) has to be opened.
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SPECIFICATIONS
Propeller High Skew Ni.Al.Br. (one clockwise, one counter clockwise)
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Shafts stainless steel
Coupling thrust bearing in gearboxes
shaft (seal) Water lubricated
shaft bearing in strut Water lubricated
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Refer to  for details, as for maintenance.
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8. Fuel system
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In the annex, behind §25 you will find the underneath as-built drawing for the fuel system in its
original format. Study this drawing carefully while reading this section, will help you understand how
the fuel system works.
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04

03

In the sam e section you will find a lay-out drawing of the engine room . On this you can find the
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locations of all major components of the fuel system.
CAUTION
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 Diesel oil is to be treated as chemical waste.
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 Keep absorbing cloth stand-by when filling the tanks
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Diesel oil is contained in: ( ) eight main tanks, one trim tank and one day tank. From the storage
Le
tanks, diesel oil can be pumped into the day tank. From the day tank, fuel is fed to the fuel consumers.
Each fuel tanks is vented to a central overflow tank (located in the front part of the engine room PS).
This tank has been fitted with a level alarm. From this overflow tank, a diesel ventilation line is fed
into the mast of the yacht.
in
Distribution is through metallic pipes and non-metallic hoses of sturdy construction. All connections
er
to (moving) machinery is made with flexible hoses.
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8.1. Filling the main tanks
gi
The tanks can be filled from the central filling station, located on the main deck (PS) of the boat.
En
From here a filling pipe runs to a filling manifold (M5 located on PS of the engine room). On this
filling manifold you can choose (by the use of valves V67-V75) in which tank or tanks you want the
diesel to go.
ni
filling diesel tank:
 Moor ship so filling station is at the side of the filling cap;
dy
 Check on the fuel level indication system how much fuel is needed;
 Open or close the right valves on the filling manifold (choose which tanks you want to fill);
 Open the cap of the fill opening;
 Start filling the tanks: start with a moderate steady flow and increase when you are sure the filling
goes well;
AB
 One crew member constantly checks the contents of the tanks by monitoring the tank level
indicators and tank pressure (see §11);

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 Don't fill the tanks to its maximum: allow for expansion of tanks and diesel
 Retrieve a fuel sample;
AN
 Close cap tightly;
 Make entry in ship's log
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ATTENTION
03
Tank only diesel of good quality and preferable of a w ell know n
brand.
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8.2. Filling the day tank
D
The day tank can be filled from one of the m ain tanks. Y ou have to choose on the tank-suction
04
manifold (M7 located on SB of the day-tank). from which tank you want the diesel to flow (valves
V49-V57). After that you can use the electric pump P10 (in the normal situation) to fill the day tank.
03
When the day tank is full, it will overflow to the overflow tank. In this a float switch is mounted. This
will sound a alarm on the central system (see § 11).
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Daytank filling manifold.
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Arrow points to the fuel purifier.
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gi
En
ni
In case this system fails, you can also fill the day tank manually or with the diesel purifier.
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filling day tank manually:
 open the desired valve on the tank suction manifold M7 (to choose from which main tank to draw
the diesel);
 open the valves in front and behind the pump V48 and V59;
 put the three way valve V41 in the fuel line towards the day tan k in the position “day tank”;
AB
 operate the manual pump;
 check the contents of the day tank by monitoring the tank level indicator;

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 stop the pump when the day tank is full;
 make entry in ship's log.
AN

filling day tank using the diesel purifier:
 open the desired valve on the tank suction manifold M7 (to choose from which main tank to draw
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the diesel);
 open the valves in front of the purifier V48;
03

put the three way valve V42 in the fuel line towards the day tank in the position “day tank”;
 operate the purifier (see § 8.5.1);
ed
 check the contents of the day tank by monitoring the tank level indicator;
 stop the purifier when the day tank is full;
 make entry in ship's log.
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The electric pump in the system can be controlled from the yachts central system (see § 11). However
these can also be operated manually from the engine room.
04

8.2.1. water / sludge drain daytank
03
The day tank of your yacht is fitted with a water/ sludge drain. This drain is connected to the sludge
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tank of the yacht. To drain the water/ sludge, just open the valve (V45) on the bottom of the tank and
let the water/ sludge drain by gravity.
ef
8.3. Trimming diesel
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In order to get diesel from one storage tank into another storage tank you can use the fuel purifier, the
tte
electrical diesel pump or even the fuel hand pump.
Trimming diesel:
Le
 Open the desired valve on the diesel tank suction manifold M7 (to choose from which main tank
to draw the diesel);
 Open the valves in front and behind the pump you want to use;
 Put the three way valve V41 in the fuel line towards the day tank in the position “filling
in
manifold”; Or put the three way valve V42 in the position “filling manifold” if you use the
purifier.
er
 Open or close the right valves on the filling manifold M5 (choose which tanks you want to fill);
 Operate the desired pump;
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 Check the contents of the tanks by monitoring the tank level indicator on the central system;
 Stop the pump when the diesel is correctly trimmed;
gi
 Make entry in ship's log.
En
8.4. Fuel consumers
a
ni
On the “NASSIMA”, five fixed diesel consumers are mounted:
 main engine SB;
dy
 main engine PS;
 generator 1;
 generator 2;
 generator 3;
 Furthermore, the fixed fuel system is connected to a diesel hose. This can be used to fill the tender
AB
diesel tank.
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The day tank is connected to a suction m anifold M6. From this suction manifold, the consumers
retrieve their diesel. The fuel to the tender fill hose has to be pumped manually.
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8.4.1. diesel coolers
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On the “NASSIMA” there are return diesel coolers mounted after each one of the five fixed diesel
03
consumers. The diesel coolers of the main engines are connected to their own seawater cooling
circuit. The coolers of the three generators are connected to the yachts chiller system (see § 14.2).
ed
8.5. Water seperators/ purifiers/ filters
at
In the fuel system, multiple filters are mounted. Directly after the tank suction manifold M7, you find
D
two suction filters (). One is mounted in the line to the electric fuel pump and one in the line to the
manual fuel pump. Furthermore there is a fuel purifier mounted (see § 8.5.1) in this part of the fuel
04
system.
After the diesel leaves the day tank if first goes
03
through the diesel suction filter.
Furthermore there are double water separator/
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filter ( ) units installed in the fuel line before
each consumer. These separators/ filter, filter out
any water and bigger contaminants from the fuel.
ef
On the consumers there are furthermore double
fine filters mounted (see  of the consumers).
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tte
Some of the filters/ separator
on one of the generators.
Le
MAINTANANCE
After replacing or cleaning the fuel filters it can be necessary to
in
bleed the system. See the manuals ()
er
ne
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8.5.1. fuel purifier
En
In the engine room of the “NASSIMA”, a fuel

purifier () has been mounted. With this purifier the
diesel oil can be purified (water and other containments can be removed). On the picture at § 8.2 you
can see the purifier.
The centrifugal feed pump, sucks directly from the main tanks and feeds the centrifugal separator
ni
continuously with fuel oil. The separator is equipped with a disk type bowl to clarify the diesel. A
dy
liquid seal in the separator bowl, prevents the oil from escaping. The product flows through the
product inlet into the rotating bowl and is clarified or separated in the disk stack. The separated heavy
liquid phase, runs freely outwards over the separating disk out of the bowl. The purified, light phase is
discharged internally through the centripetal pump under pressure. The centrifuged solids do collect in
the solids holding space and must be removed manually. The purifier’s drain is connected to the
yachts sludge oil tank.
AB
You can use this device to purify the diesel to the day tank, but you can also use it to purify the diesel
from one main tank to another (see also §8.3).

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8.5.2. carbon smell filter
All ventilation lines from the diesel tanks end up
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in the overflow tank. From this overflow tank a
central ventilation line is fed into the yachts mast.
03
In this line to the m ast, the carbon sm ell filters
have been mounted. These can be found on the PS
of the sundeck. Please refer to the manual ( )
ed
for details as for maintenance.
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04

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Carbon filters.
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8.6. Emergency shut-off valves
On the “NASSIMA” there is a remote shut-off valves for stopping the diesel to the suction manifold
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mounted. This valve is operated from the “control station” on the main deck SB aft (see § 3.7).
After you have operated this emergency shut-off valve, you have to open this valve manually again
Le
(when the problem is solved).
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9. Hydraulic system
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The “NASSIMA” is fitted with
multiple electric driven power packs. There is a powerpack for:
 Main hydraulic system (including power to stern door, pasarelle, boarding ladders and the aft deck
crane);
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 The steering system (located in the garage);
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 Tender launch crane foredeck (complete stand alone system);
 Stabilizer system (combined tank with the Main hydraulic system);
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9.1. Main hydraulic system
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The main hydraulic system drives four major valve boxes, which are connected to the various
D
cylinders and hydraulic motors. In the annex, behind §25 you will find the underneath schematic
hydraulic drawing for the steering system in its original size. Study this drawing carefully while
04
reading this section will help you understand how the steering system works.
03

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MAINTANANCE
All hoses, tubing & fittings must be checked on a regular basis for
any cracks, leaks, deformities, etc. Any hoses or tubing found to be
defective must be replaced immediately. Replacement hose must be
properly cleaned and flushed prior to installation. If contaminations

has occurred, flush the entire hydraulic system.
AB
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The main hydraulic system powers:
 PS boarding ladder
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o Pivot cylinder upper platform
o Top cylinders (2x) upper platform
o Slewing cylinders (2x) upper platform
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o Lower hatch cylinder bulwark
o Hullplate-cylinder upper platform
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o Lock cylinders (2x) in bulwark
 Main valve block
Main stern door cylinders (2x)
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o
o Main stern door lock cylinders (7x)
o Small stern door cylinder
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o Small stern door lock cylinders (4x)
Gangway control (giving power to the valve block of the gangway)
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o
o Gangway hatch cylinder
o Gangway hatch lock cylinder
04
o Main deck crane control (giving power to the valve block inside the aft deck crane)
 Bridge deck aft crane
03
 SB boarding ladder
o Pivot cylinder upper platform
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o Top cylinders (2x) upper platform
o Slewing cylinders (2x) upper platform
o Lower hatch cylinder bulwark
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o Hullplate-cylinder upper platform
o Lock cylinders (2x) in bulwark
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All hydraulic functions are electrically operated by
the push of a button, but all hydraulic valves in the
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systems also have a manual control.
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in
Hand-hydraulics SB boarding ladder.
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This main hydraulic system uses the same hydraulic
gi
tank as the stabilizer system (see § 9.4). Attached to this
En
tank are the three main hydraulic pumps ().
1.
The “normal” pump is the 400VAC pump. This drives all systems.
2. The emergency 24VDC pump. This can be used if the main hydraulic pump fails. Furthermore
this emergency pump can be switched directly to the aft-deck crane (by turning hydraulic
ni
three way valve 40 on the drawing in the direction of the bridge crane)
3. A manual backup pump. This can be used if both above pumps fail to for instance close the aft
dy
peak hatch.
For details, see  and .
S
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9.2. Power pack steering system
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The steering system, is a completely stand alone system (). The powerpack of this system is located
in the garage. For more information regarding and a picture of it, see §4 (steering system).
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9.3. Power pack foredeck crane
03
Also the tender launch crane on the foredeck is a
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complete stand alone system. The powerpack from
this can be found in the forepeak (upper level). For
more information, see ().
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Powerpack foredeck crane.
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9.4. Stabilizer system
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The “NASSIMA” is equipped with a hydraulic powered stabilizer system (). This system has its
own electric/ hydraulic powerpack, which is located in the engine room (see the engine room drawing
for its exact location).
-J
In the annex, behind §25 you will find the underneath schematic hydraulic drawing for the stabilizer
system in its original size. Study this drawing carefully while reading this section will help you
03
understand how the stabilizer system works.
The system consists of a hydraulic tank of 250 ltr. This tank is also supplying the hydraulic oil to the
ed
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04
03
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main hydraulic system. Mounted next to the tank are two
En
electric pressure pumps (15kW 400VAC each). From the
pressure pumps, oil is supplied to both accumulator
assemblies. These can be found in the front part of the engine
room (SB and PS), and to the stabilizer assemblies themselves.
These stabilizers units (servo valves and cylinders) are
ni
mounted in the VIP cabin (SB and PS).
dy
The control unit of the stabilisers is fitted in the wheelhouse
instrument panel.
Please refer to the manual () for details as maintenance.
Control unit stabilizers.

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10. Electrical
AN
The onboard electrical system is quite extensive and comprises a detailed way of controlling the
onboard power supply and consumption. In principle the entire system is so laid out that no mistakes
can be made in switching between different power sources. Please refer to the electrical diagram s
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(), as supplied by the yard and the manual of the onboard electrical system .
03

10.1. Lay-out of AC system
ed
The on board system is fed by a 230/ 400 VAC 3 phase 50 Hz system. This AC system consists of
at
three generators which run in a parallel mode (automatically operated). Furthermore the AC system
can be fed by a shore power connection. The main one-line schematic drawing of the AC system can
D
be found underneath (original size can be found in the electrical diagrams).
04

03

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10.1.1. generators
On board the “NASSIMA” there are two identical generator sets mounted. These are 156 kVA diesel
ni
driven, brand Caterpillar. The third generator set (also brand Caterpillar) is 125 kVA. All three
generators are mounted in the engine room (see engine room plan for their exact locations).
dy
The generators are seawater cooled. See §7.1.3 (seawater system) of this manual. After the generators
are cooled, the cooling water is then injected into the exhaust systems of the generators. This silences
the exhausts, reduces the gases' volume and cools the exhaust gases. The mixture is then led to a
separator unit, where the water and the gases are separated, making the exhausts even quieter.
S
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The generators are equipped with synchronisers to
run in parallel mode. To achieve this, the
AN
generators have to be started in automatic mode.
This automatic starting function can be used for
starting the generator automatically when the
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voltage drops below an pre-defined voltage.
You can also start the generators manually and
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adjust the speed from the engine room main
generator switchboards. Refer to  for details, as
for maintenance.
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Main switchboards generators.
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WARNING
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 Read manual before operating generator
 Do not run the generator without cooling.
gi
En
CAUTION
The generators are a very important component of the ships electrical
system. Maintain the generators with the largest possible care.
ni
dy
Please refer to the  for the schematic connection. See also section 0 of this manual.
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10.1.2. shore-power
AN
“NASSIMA” is supplied with an inlet socket for shore power (400V/ 125A). This inlet socket can be
found on SB of the yacht, on the staircase from the swimming platform to the main deck.
Only use the cable which is supplied with the ship. When an extension is required, make sure the cable
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is of sufficient diameter and of a solid construction.
When connecting or disconnecting the power, please observe the !WARNING! in this section and the
03
warning plate next to the connection.
WARNING
ed
 do not allow shore-power cable end to hang in the water. An
electrical field can be caused which can cause injury or death to
at
nearby swimmers
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 turn off ship's shore-power connection switch before connecting
or disconnecting shore-power cable
04
 connect shore-power cable to ship inlet before connecting to
shore-power source
 disconnect shore-power cable at shore-power source first close
03

shore-power inlet socket cover tightly.
10.1.3. isolation transformer
98
ef
On your “NASSIMA” there is a isolation transformer mounted in the engine room. This device will
ensure the shore connection is earthed without the earth wire actually touching the vessel. The earth
rR
wire in the plug and the cable will then protect you if the cable is accidentally cut or com es into
contact with the water. By using an isolation transformer you are creating a new live an neutral, with
tte
galvanic separation from the shore. Refer to it’s  for details and maintenance.
Le
10.1.4. inverters
On your “NASSIMA”
two inverters are installed. These units convert the onboard 24 Volt DC into
230 Volts AC/50Hz. One of them can be found in the technical space underneath the crew area and the
in
other has been mounted underneath the dashboard in the wheelhouse. These inverters can be used to
er
power the emergency board (AC) system (emergency
lights/ fire alarm etc.). Please refer to the manuals
ne
and electrical diagram, as supplied by the yard
().
gi
En
Inverter wheelhouse.
ni
dy
10.1.5. switches / fuses ac
The main AC distribution panels can be found in the engine room, but throughout the ship there are
AB
several AC distribution cabinets mounted (see electrical drawings). All AC fuses are of the automatic
type.

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Always keep the lids of the boxes closed when you are not working with the switches.
AN
10.1.6. tips and advice for ac systems
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 Never work on the system when it is energized
 Do not modify the ship's electrical systems or relevant drawings. Service and maintenance should
03
be performed by a qualified marine electrical technician.
 Inspect the system at least biannially
 Use double insulated or three wire protected electrical appliances whenever possible
ed
 Connect metallic housings or enclosures of installed electrical appliances to the ship's protective
conductor system (green with yellow stripe conductor, or other as specified in the electrical
at
diagrams).
D
10.2. Lay-out of DC system
04
The DC system on board “NASSIMA” operates on 24V. This DC system is mainly for the engines and
03
generators starters, emergency lights, navigation & communication systems, alarm & monitoring and
wheelhouse instruments. Please refer to the electrical diagram, as supplied by the yard (). The main
98
one-line schematic drawing of the DC system can be found underneath (original size can be found in
the electrical diagrams).
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The installation comprises:
 Batteries;
 battery chargers;
AB
 engines and generators mounted alternators;
 the entire system is protected by automatic fuses and main fuses.
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10.2.1. incoming power sources
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Incoming power sources are:
 Service battery bank (24VDC, located underneath the floors of the crew area)
 Starter battery bank main engine 1 (24VDC, located in the engine room)
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 Starter battery bank main engine 2 (24VDC, located in the engine room)
 Starter battery bank generator 1 (24VDC located in the engine room)
03
 Starter battery bank generator 2 (24VDC located
in the engine room)
ed
 Starter battery bank generator 3 (24VDC
located in the engine room)
 Radio / Emergency battery bank (24VDC,
at
located on the bridgedeck in the portugese
D
bridge). For emergency radio and emergency
lights)
04

Emergency batteries
03
in Portuguese bridge.
98

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CAUTION
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Handle batteries with care. These contain acid.
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10.2.2. charging batteries
Battery banks are charged as follows:
in
 Main engine driven alternator PS. Charging the starter battery bank PS main engine batteries;
Main engine driven alternator SB. Charging the starter battery bank SB main engine batteries;
er

 On generator set 1 driven alternator. Charging the generator starter bank 1
ne
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 Charger (100A) for charging the service battery bank
 Charger (50A) for charging the service battery bank
En
 Charger (100A) for charging the emergency battery bank
 Charger (50A) for charging the emergency battery bank f
 Charger (16A) for charging the main engine battery bank 1 and generator bank 1
 Charger (16A) for charging the main engine battery bank 2 and generator bank 2
ni
For operating, details and maintenance, see  and electrical diagram
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Battery chargers and inverter
Technical space underneath crew area
(serving service batteries).
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10.2.3. switches / fuses dc
04
The DC's system main fuses can be found underneath the floor of the crew cabin. Furthermore
throughout the ship there are several DC distribution cabinets mounted (see electrical drawings  and
03
schematics ). All “smaller” DC fuses are of the automatic type. See the electrical diagrams for their
locations.
Some equipment may have it’s own (additional) fuse. Refer to it’s  for details.
98

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10.2.4. main switches
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Main switches can be found for:
 Main engine SB;
 Main engine PS;
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 Generator 1;
 Generator 2;
Le
 Generator 3.
in
Main switches of the main engines.
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ne
gi
En
Furthermore there are some cross over main switches mounted. Also refer to the electrical diagrams
().
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Main switches generators (engine room).
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10.2.5. tips and advice for dc systems
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Observe the following tips and advises on the use and maintenance on DC systems:
ne
ALWAYS:
gi
 Check battery and charging system condition before going to sea
En
 Check engine compartment for fumes before starting
 Check the function of navigation lights before embarking on night passages and carry replacement
bulbs for all navigation lights
NEVER:
ni
 Work on the electrical system when this is energised
dy
 Modify the electrical installation and the relevant drawings, except by a qualified marine electrical
technician
 Alter or modify the rated current amperage of over current protective devices
 Install and replace electrical appliances or devices with components exceeding the rated current
amperage of the circuit
 Leave the craft unattended with more than the minimum of the electrical system energised, like
AB
automatic bilge pump, fire protection and alarm circuits
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10.3. Navigation- and communication equipment
AN
The “NASSIMA”
is equipped with an extensive set of navigation- and communication equipment
(). A description of these pieces of equipment carries too far and is too detailed for the scope of this
manual.
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All items are supplied with extensive owners manuals. For details on operating and maintenance on
these the items, please read these manuals carefully.
03

WARNING
ed
Electronic navigation and communication equipment deliver a great
contribution to maritime safety. However they do not dismiss the
captain and crew from the need to be careful and always keep to
at

good seamanship.

04

03

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Overview dashboard.
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10.3.1. intercom system
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The “NASSIMA” is equipped with an intercom system ().
The main intercom can be found in the wheelhouse (aft
gi
section). There are sub stations mounted in the engine room
and at the emergency steering station in the garage.
En
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Intercom system.
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11. Alarm, control and monitoring system
AN
The “NASSIMA” is equipped with
a alarm, control & monitoring system to protect and control the
on-board system and machineries installed. Refer to it’s  and diagrams  for details.
The installed “Marble” system is an alarm, control and monitoring system developed by Marble
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Automation. The system is build up with two colour touch panel located in the engine room and a
03
colour panel with trackball control in the wheelhouse. There are four monochrome touch panels used
as extensions, located in the crew mess , the captain’s cabin, in the engineers cabin and in the engine
room. Furthermore there are two burglar panels (on the bridge and on the main deck) connected to the
ed
system. The plc’s are located in the engine room. The system monitors the ships alarms, doors and
hatches, tank levels, camera’s (only from wheelhouse panels) and manages the ships power supply
system.
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The main one-line schematic drawing of the “Marble” system can be found underneath (original size
D
can be found in the electrical diagrams).
04
03
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11.1. Main screen
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The screen system is build up with five main
pages:
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 Alarm page
Machinery
03

 Tanks
 Power
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 Lighting
 Security
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 Cameras
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Navigation lights screenshot.
04

Each page can be opened by touching one of the buttons in the lower part of the screen. The button of
03
the opened page will light up with a blue line.
By touching the logo of Marble Automation the “Cleaning page” will appear. W hen this page is
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opened it is possible to clean the screen safely without activating any buttons. This page also shows
the information of Marble Automation. By touching the button on the right side in the lower part of
the screen, the system will return to the previous active page.
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11.2. Alarms
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To open the Alarm page, touch the “Alarm” button at the menu bar at the lower part of the screen. The
alarm page shows the actual alarms with time and date of its appearance.
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If an alarm arises, the Alarm page will popup and the arisen alarm will be flashing on a red
background and the horn output will be activated.
W hen there is an alarm, first silence the horn by
touching the “silence” button and then accept with
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the “accept alarm(s)” button. An alarm shown on
the alarm page disappears when the activated
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alarm is deactivated.
With the buttons “scroll up” and “scroll down” it
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is possible to scroll up and down in the alarm list
on the Alarm page.
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Alarms screenshot.
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The alarm list can be found behind in the annexes behind section 26.4 of this manual.
In the engine room the major alarms are also provided with lights and sound signals in the centre of
the engine room.
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11.2.1. alarm history page
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To open the Alarm History page, touch the “History” button in the “alarm” screen.
This page shows the history of the last 128 alarms. With the buttons “up” and “down” it is possible to
scroll up and down in the alarm history list on the Alarm History page.
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11.2.2. parameter page
To open Parameter page, touch the “Parameter” button at the menu bar at the right side of the screen.
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To enter this page, you need a password. On this page the time and date can be changed. By touching
the “channel” buttons it is possible to manage to the alarm which you want to set.
It is also possible to
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go to the next or previous channel page with the “next” and “previous” button or to go back to the
main page with the “main” button. The digital alarms can be selected as a NO or NC contact, the
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default value of the digital alarms is NC. The locks can be selected by touching the lock display. The
display shows the selected lock. For all alarms it is possible to set a delay time from 0 to 999 seconds.
04
It is also possible to disable an alarm by changing the state of the alarm from on to off.
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11.3. Machinery
To open the Machinery

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page, touch the “Machinery” button at the menu bar at the bottom of the
screen. From this page you can control all major pumps in your yacht. When you open the tab
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“engines”, you can see the major information of both main engines.
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System screen (machinery) Engines screen (machinery)
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As you can see on the machinery display, the
control of each pump can be controlled from
this “central control station” or locally on the
connection boxes themselves. To choose
between locally or remote, for each pump a
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switch has been mounted on the box (see
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picture) stating “local” or “remote”.
Local or remote switches.

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11.4. Tank level indication
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To open the Tank M easurement page, touch the
“Tanks” button at the menubar at the bottom of
the screen. This page shows the levels, volume
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and maximum capacity of the tanks. The bar
graphs on the Tank Measurement page are
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showing the levels of the tanks from zero to one
hundred percent of the height of the tank. The
digital indicators are showing the volume which is
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in the tanks in cubic meters.
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Tanks screenshot.
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By turning the fuel transfer pump to “Auto”, the fuel transfer pump starts automatic when the day tank
has reached its low level. After the day tank has reached its high level the fuel transfer pump switches
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off.
Refer to it’s  for details.
Please note that the level indicated may need to be corrected for conditions of seaway, trim or list.
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Keep track of the contents in your ship’s log.
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11.5. Security
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A ll exterior doors of the yacht are fitted w ith a
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sensor, connected to an intruder alarm system.
This intruder alarm system is part of the yachts
alarm & monitoring system. To open the Security,
touch the “Security” button at the menu bar at the
in
bottom of the screen. This page shows the floor
plans of the yacht. The open and close sensor
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equipped doors and windows are shown on this
page. If a door or window is open, the indicator
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lights up red. If the same door or window is
closed, the indicator will light up green.
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Security screenshot.
The conditions of the indicators are also passed on to the separate burglar alarm screens. The main
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operation for this burglar system can be found in the cabinet at the main entrance of the yacht.
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11.6. Power page
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To open the Power page, touch the “Power”
button at the menu bar at the bottom of the screen.
This page shows the conditions and values of the
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generators and shore connection. On this page it is
possible to control the generators and shore
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connection when the controls are switched to
automatic on the main switchboards in the engine
room.
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Power screenshot.
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When the generators and the shore supply are switched onto automatic control on the main
switchboard, it is possible to change over between the generators and the shore connection. To change
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over touch one of the “Take over shore” button.
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11.7. Lighting
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To open the navigation lights page, touch the
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“Navigation Lights” button at the menu bar
at the
top part of the screen. The Navigation Lights page
allows control the navigation lights by touching
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the “On” or “Off” buttons and monitors the status
of the navigation lights. W hen the indication off
one of the navigation lights is flashing, the
navigation lamp has a failure and is not
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illuminating after switched on.
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Screenshot external lighting.
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Furtherm ore there is a tab bar with exterior lighting. Here you can switch on and off all exterior
lighting of your yacht.
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11.8. Camera’s
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To open the Camera page, touch the “Camera’s”
button at the menu bar at the bottom of the
screen. By touching the “Camera’s” button, the
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brow ser w ill start and the cam era page w ill be
executed.
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Screenshot camera’s.
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By selecting one of the buttons in the menu bar it is
possible to select the desired camera’s.
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12. Seawater system
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The “NASSIMA” is equipped with several systems that “use” seawater. These systems are connected
to thru-hull fittings to take in water. Some other systems use thru-hull fittings to put water or waste
overboard. All thru hull fittings are integrated in the aluminium construction and provided with
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flanges. The valves fitted to thru-hull fittings are referred to as seacocks. In general it is good practice
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to keep all seacocks that are not being used, closed.
In the annex, behind §25 you will find the underneath as-built drawing of the seawater system in its
original format.
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12.1. Seacocks
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Seacocks can be found in the following systems:
 Fresh water system:
o
Seacock V162 Trimtank freshwater “out”
o Seacock V163 Watermaker brain “out”
in
 Watermakers:
o
Seacock V154 Watermaker manifold “in”. On the manifold (M13):
er

Watermaker system 1 “in”, V172

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
 Hose connction for chemical store/ cleaning, V171
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 Sewage system:
Seacock V253 sewage system overboard “out”
En
o
 Bilge water:
o Seacock V2 Bilge system “out”
 Engine room cooling:
o
Seacock V252 Engine room cooling box “out”
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o
Seacock V155 Cooling box engine room manifold “in”. On the manifold:
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
Cooling box 1 “in”, V184

Cooling box 2 “in”, V185
 General:
o
Seacock V164 Stabilizer system “out”
o Seacock V157 + V158, both connected to manifold M12 “in”. On the manifold:
 Stabilizer system “in”, V178
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 Generator 1 “in”, V179

Generator 2 “in”, V180

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
Generator 3 “in”, V181
-2

Hamann sewage treatment system “in”, V182
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
FIFI system “in”, V183
o
Seacock V 165 Generator 1 separator overboard “out”
o
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o
 Airco system:
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o
Seacock V156 airco chiller “in”
o
Seacock V170 airco chiller “out”
 Main engines:
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o
Seacock V160 + V161 engine intake manifold “in”. On the manifold

Main engine PS “in”, V186
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
Main engine SB “in”, V187

Seacock SB main engine exhaust “out”, V273
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
Seacock PS main engine exhaust “out”, V272
 Seacock SB engine excess exhaust cooling water “out”, V271
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
Seacock PS engine excess exhaust cooling water “out”, V270

Seacock V169 SB propeller shaft lubrication “out”
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
Seacock V168 PS propeller shaft lubrication “out”
 Hi-fog / refrigerators/ freezers:
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o
Seacock V159, manifold “in”. On the manifold:
 Hi-fog system “in”, V177

Fridge/ freezer box compressor bilge compartment crew “in”, V175
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 Fridge/ freezer box compressor galley 1, galley 2 + ice-maker galley “in”, V176
 In front of the manifold there is an extra connection to the bilge/ FIFI system “in”,
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V27.
CAUTION
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 In general it is good practice to keep all seacocks that are not
being used, closed.
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 Make yourself familiar with all sea cocks on board your yacht,
before you start using it.
in
All seacocks, except the V159 can be found in the engine room. The V159 is located in the crew bilge
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area.
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In the annex, behind §25 you will find the underneath shown overview of the seacocks in in the engine
room in its original format. Make yourself familiar with all sea cocks on board your yacht, before you
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start using it.
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12.2. Sea water strainers
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In the sea water system, several seawater strainers are mounted. You can find them on the schematic
drawing of the sea water system. Open and clean these sea water strainers on a regular interval.
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CAUTION
 Always make sure the sea strainers are clean.
 Clean sea strainers on a regular interval.
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12.2.1. hull-penetrating sensors
The electronics on board your “NASSIMA” get their data from one or more thru-hull fittings, that
have the sensors of the electronics fitted. These sensors are sensitive devices. Treat them with care.
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The sensors are all protected with a aluminium tube with flange connection. For maintenance
instructions and for guidelines on removal and fitting, please refer to page 124 and following.

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13. Compressed air system
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13.1. Air compressor
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The “NASSIMA” is equipped with
an air compressor (), mounted on the SB side in the engine
room (see engine room lay out drawing behind §25). This air compressor serves the air horn and has
03
connections throughout the yacht. On the same side of the engine room, the air dryer unit has been
mounted ( ). This unit m inim izes the dam age that
wet compressed air can inflict on your system by
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drying it. Compressed air is dried to protect the
system's piping and process equipment.
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The airtank of the compressor has been mounted
above the ceiling in the lazarette.
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Furthermore, the compressed air system contains an
air bottles to achieve a short term buffer for air horn
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requirements. This air bottle can be found on the sun
deck on the PS of the yacht.
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Compressor. Air dryer.
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13.2. Diving compressor
The diving compressor is mounted in the Lazarette.
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With this diving compressor, you can fill the diving
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tanks, but also the cylinder for the deck mist cooling
system (see §14.6).
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Filling manifold dive bottles.
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14. Heating ventilation and air-conditioning
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In the annex, behind §25 you will find the underneath shown system overview in its original format.
Studying this drawing while reading this section, will help you understand how the Heating,
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Ventilation & Air conditioning (HVAC) system works.
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The (HVAC) is based on a mix of fresh air supply from outside the yacht combined with recycled air
from within the accommodations.
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14.1. Fresh air
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The fresh air from outside the yacht, is treated by
the fresh-air unit ( ). The unit is located on the
sun-deck (behind the forward cabinets). Air
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treated by this unit is diverted through ducts in
the yacht, to the accommodation spaces.
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Lockers for the fresh air unit.
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The fresh air unit provides the accommodation with a basic supply of fresh air. This fresh air can be
03
cooled- or heated before it leaves the fresh-air unit. On most places in the accommodations, this fresh
air is then routed near a fan coil unit of the air conditioning and mixed to the right temperature.
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The control box of the fresh air unit is located on the sun deck, behind the SB cabinets.
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14.2. Air conditioning
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Throughout the yacht, fan coil units are mounted. These units recycle the air in an accommodation
space. These fan coil units are cooled by means of a chilled water system, running through a chilled
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water ring circuit, throughout the yacht. Combined with the basic fresh air system, each space can be
cooled to each individual taste.
This chilled water ring circuit of the “NASSIMA” is led through a seawater cooled chiller unit
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(mounted in the engine room). This unit cools the ring circuit. For this it uses seawater from outside
the yacht.
Refer to  for details, instructions on how to use, as for maintenance. The chilled water ring is filled
with 10% glycol. Check every 6 months the amount of
in
glycol and keep the value on 10%.
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The accommodation air temperature is
individually controllable in each compartment by
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adjusting the fan coil units. In the interior you
find the operating panels of the fan coil units. To
operate these please refer to the manual ( ) of
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the system.
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Operating panel air conditioning.
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CAUTION
 The chiller is cooled with seawater. Never run the unit with a
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closed water intake (see §12);
 During filling up the chilled water, make sure that glycol
percentage stays constant on 10%;
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 Check every six months the amount of glycol and keep the value
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on 10%.
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14.3. heating system
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The chiller unit is equipped with a reverse cycle heating/ air conditioning system to heat the interior.
This functions up to seawater of 6° Celcius. Below this seawater temperature, this function does not
04
work anymore. For that situation, each fan coil unit is equipped with its own electrical heating unit to
heat the space. For details, operation and maintenance please refer to the manual () of the system.
03

14.4. Air extraction system
In the “NASSIMA” 98
an air extraction system is mounted (), serving all sanitary spaces.
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14.5. Engine room ventilation
The engine room ventilation consists of three automatic (temperature and pressure controlled) intake
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fans (). These are located on the SB side of the yacht. In the air duct (before the ventilators) fire
dampers are mounted. These are mechanically operated from the emergency station (see §3.7). On the
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PS of the yacht the engine room air exhaust is located. Also here, a fire damper is mounted which is
also remote controlled from the emergency station.
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in
14.5.1. engine room cooling
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Inside the engine room, two room-coolers are mounted ( ). These can cool the engine room, using
seawater. To operate the coolers, the seacock (V155) to manifold (M14) has to be opened, as well as
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the valves to the units (V184 and V185). See § 12 for the seawater system. Further control is done
from the engine room control panels (both units have their own panels).
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One of the engine room cooling panels.

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14.6. Deck mist cooling system
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The “NASSIMA” is equipped with a high pressure deck mist cooling system ( ). A high pressure
mist cooling system, is one of the most effective, and efficient methods available for cooling open
outdoor areas. Mist Cooling works by forcing water through specially designed misting nozzles to
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create a fog of ultra fine water droplets. A common misconception is that misting is meant to get you
all wet to cool you off. Rather, the tiny droplets or fog, quickly evaporate, cooling the surrounding air.
03
In the annex, behind §25 you will find the underneath shown system overview in its original format.
Studying this drawing while reading this section, will help you understand how the deck-mist system
works.
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04

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The system nozzles are mounted on the sundeck, bridge deck
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and on the main deck.
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Nozzle on the sundeck.
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The system is fed by the normal fresh water supply system (see § 15). The pumps and filters of the
high pressure deck mist system can be found in the engine room.
From here, the water is fed to a manifold located in the PS locker of the bridge deck. From here the
“mist” is fed to the three decks.
The return air and water mixture is collected in another manifold in the PS locker of the bridge deck
and then fed into a scupper pipe.

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The deck m ist cooling system can be activated by a push button on each of the three decks. The
junction box in the system will open en closes the
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right valves in the system to get the mist onto the
right deck.
The control box can be found in the front part of
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the garage.
After the system has been used and stopped, the
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system will be automatically blown dry and clean
by using the high pressure from one of the diving
cylinders (see schematic drawing and manual).
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Deck mist control box.
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15. Fresh water system
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In the annex, behind §25 you will find the underneath as built schematic drawing for the fresh water
system in its original format. Study this drawing carefully while reading this section will help you
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understand how the fresh-water system works.
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The fresh water system is subdivide in two main sections:
 Fresh water consumable system
 Fresh water trim system
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15.1. Fresh water consumable system
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The fresh water consumable system provides home comfort throughout the ship, offering hot and cold
running water at all sinks, at the showers and to all other fresh water consumers on your yacht.
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The fresh water consumable system consists of two main storage tanks, located underneath the guest
cabins. Each tank can hold 3864 litre of fresh water. From these storage tanks, water is fed into the
yachts water pressure system and through the boilers for hot water.
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15.1.1. filling the fresh water consumable storage tanks
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The freshwater consumable storage tanks can be filled by a filling cap in the central filling station (on
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the main deck at PS), a special pressure intake connection (located on the aft ship, next to the shore
connection) or the water-makers. W ater is fed to the tanks through the filling manifold (M10), on
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which the source of the filling water has to be selected. From there the water is fed to a silver Ion
Sterilizer (). This device can be found at the SB side of the engine room. By closing valve V140
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and opening valve V141 (see ) you can also bypass this sterilizer. When you use the high pressure
filling connecting, this bypass has to be opened. After the tanks have been filled, you have to open
V140 and close V141 again to put the “Silver Ion Sterilizer” back on duty. Now you
can treat the
freshly bunkered water by opening the valve V99 (using the normal hydrophore system).
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After water has gone through the Silver Ion Sterilizer there are two valves with which you can choose
the tank you want to fill (valve V142 and V143). You can also treat the system as one tank, leaving the
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cross over valve in between both storage tanks (valve V137) open.
When you are filling the tanks through the pressure connection (minimum pressure has to be 3 bar),
water will go through the water softener (see § 15.1.2).
After filling the tanks, make an entry in the ship’s log.
When you fill with a hose, pay attention to:
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 B efore filling, let the w ater run som e tim e since the w ater inside the hose can be 'old' or
contaminated

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Do not fill the tank unless you are sure that the quality of the water and the cleanliness of the
filling hose are adequate
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Do not leave the drinking water too long in the tank, it will deteriorate.
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CAUTION
Idle water gets contaminated; make sure to operate the pumps
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
on regular intervals, operate all the valves and circulating all the
water in all pipes to all taps.
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 Lukewarm water can cause bacteria to multiply. Keep the water
temperature in the warm water system well above 50° C.
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15.1.2. water softener
04
The Water Softener is used to treat hard water and works on the principal of replacing the calcium and
magnesium ions, which cause the water to be hard,
03
with sodium ions. The water softener can be
found on the aft part of the Lazarette.
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Water softerener.
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There are m any reasons why one would want to
reduce the harness in the bunkered water from the shore pipe. The main benefit to the yacht
installation however, is the lowered risk of calcium build-up in the water heaters, heat exchangers and
in
hydrophore tanks. Another important reason on board a yacht may be to reduce or eliminate the white
calcium spots that remain if hard water is allowed to dry after an exterior wash down. Further benefits
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are the reduction in the amount of laundry soap, fabric softeners and dishwasher detergents that one
would need when using soft water. The deck crew would also require less water and soap, to achieve
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the same result, and the white stains that required a lot of work to remove with the "shammy", are now
to a big extent removed.
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If it is not necessary (when you tank “soft” water) you can bypass the softener by closing valve V106
and opening valve V108. This bypass can also be used when bunkering under high pressure. After the
En
tanks have been filled this w ay, you have to open V 106 and close V 108 again to put the “water
softener” back on duty. Now you

can treat the freshly bunkered water by opening the valve V99 in the
system (using the normal hydrophore system).
For more information and maintenance please refer to the manual ( ) and the schematic drawings.
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15.1.3. watermakers
The fresh water tanks can also be filled by the watermakers. These devices can convert seawater into
fresh water. The watermakers are of the reverse osmosis type, based on a high pressure piston pump
and a set of membranes to filter the salt water. The units are located in the engine room (see engine
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room plan behind §25). The watermakers are a complex system. Please refer to the manual ( ) for
the operating instructions as for maintenance.

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Two of the watermakers can be used to fill the
“normal” fresh water tanks of the yacht. The third
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one is mounted to the yachts fresh water trim
system (see § 15.2).
The watermakers can only be used in salt water.
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Never use it in brackish or sweet water since this
could seriously damage the filters in the system.
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One of the watermaker panels
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in the engine room.
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The three watermakers have a combined sea water intake with one thru-hull fitting V154 (see as-built
sea water system behind §25). From this thru-hull fitting, water is fed into the water makers seawater
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manifold M13. From the manifold, sea water is led
to one of the three low pressure/ booster
watermaker pumps, which pump the sea water to
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the sand-filters (). From the sand-filters, the
seawater is then pumped to the water maker units
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themselves.
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Sand filters in watermaker system.
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The watermakers and the sand-filters have a “brine dump”

connection on them. If the fresh water is
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not yet good enough, the water will not flow into the tanks, but will be pum ped into a discharge
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manifold M8. From there, the water will be let overboard by a separate through hull fitting V163 (see
as-built sea water system behind §25).
CAUTION
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Never use the watermaker in brackish or sweet water since this could
seriously damage the filters in the system.
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15.1.4. pressure system
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The pressure system on the “Nassima”
works on the yachts AC system. The system consists of four
pressure pumps (), which are mounted on the SB side of the engine room (see engine room plan).
Each pump is automatically switched on, depending on the pressure in the system. The pumps fill the
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four expansion tanks that keeps the pressure in the system constant. The expansion tanks can be found
in the steering room of the yacht.
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From the pressure pumps, the water is fed through the UV sterilizer (see § 15.1.6) to the cold water
consumers and to the two boilers.
The hydrophore system can be monitored and manually controlled from the hydrophore panel, located
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on the SB front side of the engine room.
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15.1.5. hot water
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Hot running water on board the “NASSIMA” is supplied by a duo set of boilers ( ). The boilers are
04
heated by AC heating elements and can be found in the garage. Both boilers produce hot water to a
distribution manifold (M22) in the engine room.
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From here hot water is fed to the Owner, Guest
& VIP cabins (loop 1) and to the Crew- and
Captain cabin’s, laundry, Galley & Engine room
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(loop 2).
The return water from the loops is fed into a
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second manifold (M23) from where it is pumped
(depending on the temperature of the return
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water) again through the boilers, or directly back
to the distribution manifold (M22).
In the normal situation, both boilers are used.
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The control boxes can be found in the garage (SB
side).
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Boiler control box.
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On the control boxes of the boilers, you find a switch to put a boiler “off”, “on”, or to “50%”. This can
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be useful if you have a “low Amp.” shore connection. If you have for instance only a 63 Amp. shore
connection, you can turn boiler two off completely
gi
and boiler one to 50%. That way both boilers are
still used as hot water buffer “but heated on a
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much slower pace.
If there is a mechanical problem with one of the
boilers, you can also switch off the water circuit
of the boilers manually. To do this, you have to
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follow the settings of the valves as indicated on
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the schematic drawings (. The valves themselves
can be found in the garage (SB aft).
Boiler valves.
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CAUTION
AN
H ot w ater tem perature can be near boiling, so the cold w ater tap
should always be opened first.
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15.1.6. filtration systems
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The importance of water to life is self-evident. Water is the basis of our lives. However, water is also
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one of the major sources of infection, and the cause of many forms of sickness. Bacteria, algae and
other micro-organisms can develop extremely quickly in water and, just like food, water deteriorates.
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The purity of drinking water on board ships, cannot just be taken for granted.
W ater sterilization is an essential health requirement. Therefore on board of the “NASSIMA” an
04
Silver Ion Sterilizer has been mounted, as well as an UV sterilizer.
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Silver Ion Sterilizer
The Silver Ion Sterilizer incorporate Silver Ions as a disinfectant for fresh
water systems. The unit has been mounted on SB in the engine room.
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For more information and maintenance please refer to the manual ().
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Silver Ion Sterilizer control box.
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UV sterilizer
Beside the Silver Ion Sterilizer, on board the “NASSMIA” an
UV sterilizer has been mounted in the
in
engine room, to even further sterilize the fresh water. This sterilizer disinfections the fresh water by
means of ultraviolet light (UV). This is an efficient, economic and
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particularly environmentally friendly process. UV light kills pathogene
microorganisms within a few seconds without leaving any residues,
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harmful by-products or affecting the sense of smell or of taste. Thanks to
this the operators' exposure to danger by handling harmful chemicals is
gi
excluded.
For more information and maintenance please refer to the manual ( ).
En
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UV Sterilizer.
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15.2. Fresh water trim system
The fresh water trim system is mounted to let you trim you yacht horizontal, depending on the levels
of the other tanks and the loading conditions of your yacht. The system consists of two tanks in the aft
AB
part of your yacht. Two tanks are located in the bilge underneath the garage and the lazarette (2660 ltr.
each).

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Beside the fresh water trim system, there is also a fuel trim tank. This one is located in the forward
part of the yacht (see § 8.3).
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15.2.1. filling and emptying the fresh water trim tanks
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The trim tanks can only be filled by one of the watermakers (WM1). From this watermaker, the fresh
water is fed into a three way valve (V80) and from there to the trim water manifold (M9). Here you
03
can choose with valves (V102 and V103) which tank you want to fill or want to bail.
Emptying the trim water tanks, goes through the same manifold (M9). First you select with the valves
which tank you want to drain. Then you have to put the three way valve V80 in the direction of the
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freshwater trim pump and you have to open the through hull fitting (V162) in the system. The trim
pump can be controlled from the yachts central control system, or manually from within the engine
at
room. Keep monitoring the levels in the tank and do not forget to close the through hull fitting after
each use.
04
15.3. Fresh water for hi-fog system
03
The hi-fog system of the yacht, uses fresh water out of the storage tanks to fight a fire (see §3.5.3 ).
For this system, there has to be a standby capacity in the fresh water tanks of 3150 ltr. An alarm will
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sound, if the fresh water capacity comes below this level. In that case, the fresh water tanks have to be
filled immediately.
ef
WARNING
For the high-fog fire fighting installation, you need to carry at least
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3150 ltr. of fresh water on board at all times.
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16. Black and grey water / sewage
AN
In the annex, behind §25 you will find the underneath as built schematic drawing for the sewage
system in its original format. Study this drawing carefully while reading this section will help you
understand how the sewage system works.
-J

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In this manual we refer to:
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 grey water –
the waste water from sinks, showers etc.;
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 black water –
the waste water from the heads.
One combined, grey and black water holding tank of 4676 ltr. is integrated in the yachts hull below the
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guest cabins in the bilge. Furthermore there is a sludge tank for the Hamann sewage treatment system
(1982 ltr.) located in the engine room.
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CAUTION
Take care of our environment: whenever possible, have any sewage
tank pumped out by a shore-station; do not pump it overboard.
in
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16.1. Vacuum installation
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Black and grey water is transported by means of a vacuum installation. There are four major groups
En
that are connected to the vacuum system:
 Group crew toilets & interfaces;
 Group owner toilets & interfaces;
 Group VIP/ guests toilets & interfaces;
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 Group sundeck/ captains cabin/ galley/ toilets & interfaces.
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The vacuum system uses differential air pressure (vacuum) for the transport of sewage. The
vacuumarator () keep the discharge pipes under vacuum. From the vacuumarator the sewage is
pumped into the main sewage tank. The vacuum system works with two pumps, which can be found
on PS front of the engine room (see engine room plan). These pumps can be switched on manually
from the engine room, but normally run in automatic mode from the yachts main control system
(vacuumarators controlled by pressure switches in the system).
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CAUTION
The vacuumarator must never be started or operated without
AN
sufficient pre-filling of water in Suction Chamber ().
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16.1.1. black water - heads
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On board “NASSIMA” each head is connected to the discharge pipes via the Jets interface valve. The
valve is only open during the discharge cycle.
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The vacuumarator () keeps the discharge pipes
under vacuum. Start and stop of the vacuumarator
D
is controlled by a pressure switch. A non- return
valve incorporated in the vacuumarator closes off
04
the connection to the mains when the
vacuumarator comes to a stop.
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Vacuum system.
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The four upper valves on the picture with this section are the group connetions:
- Group crew toilets & interfaces;
- Group owner toilets & interfaces;
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- Group VIP/ guests toilets & interfaces;
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- Group sundeck/ captains cabin/ galley toilets & interfaces.
When a toilet is operated , the Jets interface valve is activated. Sewage, waste water and air are sucked
into the vacuum mains and transported to the vacuumarator. A macerator is integrated in the
vacuumarator.
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These electric toilets use little water, and operation is by means of pressing a button (see ).
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16.2. The main sewage/ holding tank
The main swage holding tank is located in the bilge, underneath the guest cabins. The pumps from the
vacuum system pump their content into this main sewage tank. The showerdrain from the master
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bathroom is the only thing that enters the seage tank without using the vaccuum system.
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The sewage tank can be emptied either:
 by the Hamann sewage treatment treatment system (normal operation);
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 pumped out by a shore station;
 Pumped to the shore station;
 Pumped overboard.
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16.2.1. emptying sewage tank by treatment unit
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When the sewage (in the main sewage tank) reaches a designated start-level, the sewage treatment
plant will start to operate (see §16.3 for more information).
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Valves in the system should be (see ):
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
Three way valve V261 has to be in the “thru hull fitting” position;
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 Thru hull valve V253 has to be open;
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 Seawater intake has to be open (V157 of V158 open) and V182 open;
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Also the sewage treatment plant has to be engaged (see § 16.3) for automatic operation.
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16.2.2. emptying the sewagetank by having it pumped out by shore station
 Open the deck fitting (at the filling station on the main deck);
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 Connect the suction hose from the shore station (make sure no leakage can occur between
deck fitting and suction hose);
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
Three way valve V258 has to be in the “sewage tank” position;
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 Valve V259 has to be closed and valve V260 has to be opened.
 Have the shore station pump out the tank;
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 When tank is empty, disconnect suction hose;
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16.2.3. emptying the sewagetank by pumping it to the deck fitting
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 Open the deck fitting (at the filling station on the main deck)
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 Connect the hose from the shore station (make sure no leakage can occur between deck fitting
and suction hose)
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
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
Three way valve V261 has to be in the “deck fitting” position;
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 Valve V259 has to be opened and valve V260 has to be closed;
 Start the sewage pump P50;
 When tank is empty, stop the sewage pump and disconnect suction hose;

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16.2.4. emptying the sewagetank by pumping its content overboard
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
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
Three way valve V261 has to be in the “sea cock” position;
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 Thru hull valve V253 has to be opened
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 When tank is empty, stop the sewage pump;
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16.2.5. cleaning sewagetank
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The sewagetank is connected to the main line of the fire hydrant system (see §0). By the use of a foot
switch, the sewagetank can be cleaned. The fire main has to be pressurized.
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16.3. Sewage treatment plant
The “Hamann”
sewage treatment plant has been mounted in the engine room (see engine room plan
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for the location of the components). The sewage treatment plant, comes with an extensive manual
(). Study this before you operate the unit.
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The sewage treatment plant is working without any additives or chemicals.The physical process is
combining micro flotation with ultraviolet light disinfection. The collected sewage water will be
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transferred from the ships main sewage tank via the feeding pump and through the macerator into the
flotation tank. At the same time the multiphase pump is enriching the macerated sewage water with
oxygenated water. By entering the flotation tank the micro flotation process starts and the solids will
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be separated in a very effective way from the water. The collected sludge will be transferred
automatically via the sludge pump to the Hamann sludge tank. The effluent pump transfers the
purified water via the ultraviolet light overboard.
When the vessel is operating in unrestricted waters, the plant can be switched from “treatment mode”
in
(formerly called “harbour mode”) over to “discharge mode” (formerly called “sea mode”), so that the
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tank can be emptied with only the sludge pump.
(See manual  for details and maintenance);
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The Hamann sludge tank can be emptied either:
 pumped out by a shore station;
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 Pumped to the shore station;
 Pumped overboard.
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Sewage plant control box
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in the engine room .
S
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16.3.1. ptying the sludge tank by having it pumped out by shore station
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 Open the deck fitting (at the filling station on the main deck);
 Connect the suction hose from the shore station (make sure no leakage can occur between
deck fitting and suction hose);
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03


Three way valve V258 has to be in the “sludge tank” position;
 Valve V259 has to be closed and valve V260 has to be opened.
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 Have the shore station pump out the tank;
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 When tank is empty, disconnect suction hose;
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16.3.2. emptying the sludge tank by pumping it to the deck fitting
03
 Open the deck fitting (at the filling station on the main deck)
 Connect the hose from the shore station (make sure no leakage can occur between deck fitting
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and suction hose)
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

Three way valve V261 has to be in the “deck fitting” position;
 Valve V259 has to be opened and valve V260 has to be closed.
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 When tank is empty, stop the sewage pump and disconnect suction hose;
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16.3.3. emptying the sludge tank by pumping its content overboard
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
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
Three way valve V261 has to be in the “sea cock” position;
En
 Thru hull valve V253 has to be opened.
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 When tank is empty, stop the sewage pump;
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16.3.4. cleaning sludge tank
The sludge tank is connected to the main line of the fire hydrant system. By the use of a foot switch,
the sludge tank can be cleaned.
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16.4. Venting of the sewage tanks
AN
All ventilation pipes in the sewage system are combined. These have a mutual carbon smell filter,
located on the sundeck PS (see picture at § 8.5.2). Clean these filters on a regular interval. From the
filters, the ventilation pipes run up into the mast of your yacht.
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17. Bailing
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17.1. Bilge pump system
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In the annex, behind §25 you will find the underneath s built drawing of the bilge pumping system
(drawing “Bilge/ Fifi/ Anchorwash Diag ram”) in its original form at. Study this drawing carefully
03
while reading this section.
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The “NASSIMA” is fitted with an extensive bailing system with several main- and emergency pumps.
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The main fire fighting pump can be used as backup bilge pump and visa versa. The flow of the bilge-
water can be controlled by a number of valves in the system (see ).
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In the engine room, a bilgewater tank of 1739 ltr. has been mounted. In this, contaminated bilge fluids
can be stored.
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17.2. Bailing the engine room
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The engine room has five suction points, all fitted with mud boxes. Two of them are connected to the
the main bilge suction manifold. Two are connected to the bilge-water separator/ cleaning system, and
one is and emergency bilge-water suction point (see ).
in
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CAUTION
Clean the mud boxes on a regular basis.
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gi
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17.2.1. bilge-water main suction manifold
In the engine room, the main bilge water suction manifold (M1) has been mounted. On this manifold
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you find valves, connected to:
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 Strum box engine room bilge forward;
 Strum box of VIP bilge;
 Strum box of the guest bilge;
 Strum box of the Crew bilge mid;
This main bilge-water suction manifold (M1) is connected to the main bilge pump, which can be used
to pump the contents of the manifold directly overboard. To achieve this, the valves in the system has
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to be put in the right position (see ).
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Valves in the system (in the standard situation) should be (see ):
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 Open the valve of the compartment you want to bail on the suction manifold (M1);
 Three way valves V21 and V22 have to be in the “through hull” position;
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 Through hull valve V2 has to be open.
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Open only the valve of the compartment you want to bail to prevent the pumps to suck air instead of
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the bilge water.
It is also possible to suck the bilges clean, using an external pump. To achieve this, the external pump
at
has to be connected to the bilge water suction point (on the central filling station on the main deck).
Valve V21 has to be put into the direction of this suction point, before the pump can be started.
If the master bilge pump fails, you can use the master fire pump as a back-up pump, again by putting
04
the valves in the system in the right position (see ).
03
Valves in the system (if the main bilgepump fails) should be (see ):
98
 Open the valve of the compartment you want to bail on the suction manifold (M1);

Three way valves V23has be in the “through hull” position;
 Through hull valve V2 has to be open.
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The main bilge pump and the main fire pump can be started from the yachts central control system.
The pumps can also be started manually from the engine room.
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CAUTION
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After use, always return the valves to the “standard” setting. So all
valves on the suction manifold closed and the flow directed through
the main bilge pump and into the bilge tank.
in
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17.2.2. Emergency bilge suction engineroom
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There are two emergency bilge suction points in the engine room. These are connected only with mud
gi
boxes (good accessible) and valve’s in the suction lines of the main bilge and main fire pump (see
). These valves are clearly marked “For emergency use only”.
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17.2.3. bilge-water cleaning system manifold
a
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Two of the engine room bilge water suction points are connected to the bilge-water separator/ cleaning
manifold M2 (see ). From this manifold, the bilge-water can be pumped directly into the bilge-
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water tank (using the engine room bilge pump P3). This manifold also has a suction connection on the
bilge-water tank. Through this connection, the contents of the bilge-water tank can be cleaned by the
bilge water separator (see §17.2.4).
The bilge-water tank can also be pumped out by a shore station. For this, a connection to the “bilge
(see ).
water suction point” in the central filling station has been mounted
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CAUTION
Take care of our environment: whenever possible, use the bilgetank
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and have the tank pumped out by a shore-station; do not pump it
overboard.
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17.2.4. bilge-water separator
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On board of the “NASSIMA” a bilge-water separator has been mounted (in the engine room). This
unit cleans the contents of the bilge water-tank and separates this into water and sludge. The sludge is
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led into the sludge/ dirty luboil tank and the water can be pumped overboard (see manual  for
details and maintenance).
04

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Operation panel bilge-water separator (left)
Arrow points to the 15 ppm bilge alarm system
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17.2.5. 15 ppm bilge alarm
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Next to the panel of the bilge-water separator (see picture at previous chapter) , a “15 ppm bilge alarm”
() has been mounted. This device is designed to measure the oil content in contaminated bilge
water. All sample data is transferred into the processor of the unit, which after processing gives a
PPM-value of the oil content which is presented at the display. Process data is stored within the units
in
memory module. If the oil content exceeds the 15 PPM limit, the unit will activate an alarm, and stop
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the overboard discharge.
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17.3. Bailing the steering compartment/ garage and lazarette
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In the lazarette, a bilge suction manifold has been mounted. To this manifold three bilge strum boxes
are connected. These strum boxes are mounted in the bilge of the steering gear area, the garage and
lazarette.
The manifold is connected to two “bilge pump ejectors”. These can also be found in the lazarette. The
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ejector works by means of an external pump that sends water, through a nozzle, forming a jet stream.
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This generates a powerful vacuum which sucks the fluids from the manifold, after which the jet stream
transports it through the diffuser and overboard (above the waterline).
The ejectors work by water-power from the fire main.
To operate this part of the bilge system, the valves in the bilge system have to be in the right position
(see ).
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Valves in the system using the ejectors should be (see ):
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 Choose with the valves on the suction manifold M 3 from which compartment you want
to bail;
 Open the valve on the suction manifold to the ejector you want to use (V5/ V6);
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 Open the valves behind the ejector in use (V17/ V18);
Open the through hull fitting V1;
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
 Open the valves from the fire main to the ejector you want to use (V15/ V16).
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Clean the bilge strum boxes on a regular interval.
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04

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Strum box garage.
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WARNING
Open only the valve of the compartment you want to bail to prevent
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the pumps to suck air instead of the bilge water.
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17.4. Bailing the bilges of the VIP-, guest- and crew cabins
in
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The bilges of the VIP-, guest- and crew cabins, are connected to the central bilge manifold in the
engine room (see §17.2.1). Through this system these bilges can be bailed, using the master bilge
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pump or the fire pump as a back-up system.
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17.4.1. emergency bailing of the bilges of the vip-, guest- and crew cabins
En
Beside the normal bailing system of the bilges of the Vip-, guest- and crew cabins, these three bilges
can also be emptied by an emergency diesel driven
bilge/ fire pump. For this, these three bilges are
connected to an emergency suction manifold M4
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(located in the technical space underneath the crew
cabins). To use this emergency bilge pump, valve
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V27 in the bilge system (see picture at § 3.5.2) has
to be closed and the appropriate valve on the
emergency bilge manifold has to be opened.
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Emergency bilge manifold.
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The emergency diesel driven pump has been mounted on the bridge deck (PS locker). See manual
for details and maintenance. A picture of this pump can be found behind §0.
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17.5. Bailing the forepeak/ chain storage
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In the forepeak/ chain storage room two strum
boxes have been mounted (one on the bow-
thruster level and one on the chain storage level).
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These strum boxes are connected via a three way
valve to a bilge pump. This pump can pump the
contents of the bilges overboard.
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Bilge pump forepeak.
Arrow points to the three way valve.
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17.6. Bilge alarm system
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If there is somewhere water in a bilge, this will generate an alarm. These alarms are routed to the
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yachts central system (see § 11).
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Bilge alarm float.
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18. Lubricant system
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In the “NASSIMA”
a lube oil system has been installed. In the annex, behind §25 you will find the
underneath as-built drawing of this lubricant system (drawing sludge/ dirty oil & luboil system) in its
original format. Study this drawing carefully while reading this section.
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18.1. Lube oil system
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A lube oil tank of 2673 ltr. has been installed in the engine room . This tank can be filled by the
“lubrication oil” connection in the central filling station. You can fill the tank by opening valve V209,
or you can use the lub-oil pump to fill the tank.
):
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Valves in the system using the lub-oil pump to fill the luboil tank (see

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 Close valve V209;
 Put three way valve V207 in the direction from filling station to pump;
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 Put three way valve V206 in the direction to the tank.
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Start pumping.
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18.1.1. filling a consumer with oil
a
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Connect the flexible hose from the hose winder to the consumer that you want to fill.
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Valves in the system to fill a consumer (see ):
 Close valve V209;
 Put three way valve V207 in the direction from tank to pump;
 Put three way valve V206 in the direction of the winder;
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 Open valve V211.
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Now you can start pumping. The pump can be
started for the yachts central control system, but
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can also be started manually from a switchboard
in the engine room.
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Hose winder lube oil and
diesel oil (to fill the tender).
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18.2. Sludge/ dirty lube oil system
04
For this system, a sludge/ dirty lub-oil tank of 3800 ltr. has been mounted in the bilge of the lazarette.
03
Furthermore there is a sub tank, mounted in the engine room.
The intake of the main tank is connected to a sludge manifold (M 16) in the engine room. On this
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manifold the following drains are connected:
 Drain from central filling station;
 Drain from bilgewater separator/ cleaning system;
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 Connection from the sludge oil sub tank.
The main tank can be emptied through a cap in the central filling station “ sludge/ dirty oil”. The
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sludge can be pumped out, using a shore based sludge pump, or it can be pumped out, using the on
board sludge pump. To achieve either one of them you have to point the valves in the system to the
).
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right positions (see

Valves in the system to empty the sludge tank using a shore based sludge pump (see ):
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 Only valve 208 has to be opened.
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Valves in the system to empty the sludge tank using the on board sludge pump (see ):
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 Valve 208 has to be closed;
 Three way valve 204 should be in the position from tank to pump;
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 Three way valve 205 should be in the position from pump to deck fitting.
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18.2.1. pumping dirty oil out of the consumers
a
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The sludge pump (P35) can be used to pump dirty oil from one of the consumers. To achieve this, you
have to connect the dirty oil hose to the consumer,
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Valves in the system to drain oil from a consumer (see ):
 Valve 210 has to be opened;
 Three way valve 204 should be in the position from hose to pump;
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 Three way valve 205 should be in the position from pump to tank.
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Now you can start pumping.
The sludge pomp can be started and stopped from the yachts central control system or can be manually
AN
engaged from the switchboard in the engine room.
18.2.2. sub tank
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The following drains are connected to the sub tank in the engine room:
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 Cleaning funnel;
 Waterdrain from daytank;
 Drain from fuel purifier.
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From this sub tank, the sludge can be pumped to the intake manifold (M16) of the main sludge/ dirty
lob-oil tank. For this a transfer pump has been mounted (see engine room plan for its location). This
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pump can can also be started and stopped from the yachts central control system or can be manually
engaged from the switchboard in the engine room.
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18.2.3. level indicators
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Both oil tanks are supplied with a level indicator, connected to the ships main alarm & monitoring
system (see § 11). Also there are dipsticks mounted in each tank.
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19. Aquarium
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On the main deck (between the aft deck area and the saloon, the salt water aquarium has been
mounted. The main technical items of the aquarium are mounted in the “Technical room” o f th e
aquarium. This technical room can be found underneath the SB staircase from the main deck to the
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bridge deck.
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In the annex, behind §25 you will find the underneath technical principle plan of the aquarium in its
original format. Study this drawing carefully while reading this section. The aquarium installation
itself comes with an extensive manual . Read this carefully before putting the system into use.
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19.1. Circulation and filtration system
The aquarium tank is fitted with two internal “similar” circulation systems (one from the PS and one
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from the SB side of the tank). Underneath description is for one circulation system.
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During “normal” operation of the aquarium, water is pumped from the

bottom of the tank to a protein
skimmer ( ). This protein skimmer is an essential piece of equipment in a saltwater aquarium. It
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removes waste products from the water before they break down and degrade the water.
From the skinner, the water is pumped to the UV sterilizer ( ). This Ultraviolet sterilizers use a
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special fluorescent lamp that emits light at a wavelength of 253.7 nanometers. Aquarium water
pumped through the UV chamber is exposed to this UV light and is irradiated. Free-floating
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microorganisms in the passing water are affected by the UV light and are no longer able to multiply.
Through continual use, UV sterilizers can help manage water quality issues due to microorganisms
such as bacteria, algae, and parasites.
From the UV sterilizer, the water enters the inline heating (or cooling) element (). Heating comes
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from an electrical element and cooling is provided by the yachts chilled water system. These inline
heating elements keep the aquarium water on a perfect temperature.
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19.2. Aquarium switch box
In the technical room, the aquarium electronic connection- and switch box is mounted. From here, all
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water information, like flow control, oxygen level, temperature etc. is monitored. Also from here, the
pumps, heating elements, aquarium lights and fans are regulated. For more information, see .

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19.3. Refreshing the aquarium water
AN
The water from the aquarium has to be refreshed from time to time (see ). In principle, the fresh
water of the yacht “normal” fresh water system is “treated” by a
reverse osmosis water maker (see
manual  for details and maintenance). Reverse Osmosis is one of the best ways of reducing
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dissolved solids in potable water. That means drastic reductions in salts, sugars, proteins, particles,
dyes, and bacteria. The water from this watermaker is then stored in a 190 ltr. water tank in which
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exactly one bag of salt can be added to produce the right mixture for the aquarium.
This water can then be pumped into the aquarium using the system salt water renewal pump (see ).
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20. Domestic appliances
AN
20.1. Galley/ pantry
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The galley is outfitted completely in stainless steel and of the “professional type”. It is fitted with the
following equipment:
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 Microwave (2x);
 Oven (2x);
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 6 ring hob
 Fan hood
Dishwashers (2x)
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
 Fridge
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 Freezer + Ice maker
 Trash compactor
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 Cooker
 Food warmers + cup warmers (multiple)
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 Wine cooler
 Coffee machine
Please refer to the manuals () for details on how to operate them as for maintenance.
CAUTION
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Particular care must be taken when the ship is rolling to ensure that
all glasses, crockery and pans are secured.
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20.1.1. dumb waiter
Between the maindeck, bridgedeck and sundeck, a
dumbwaiter () has been mounted.
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Dumb waiter.
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20.2. Entrance locker
AN
In the locker at the main entrance, the burglar alarm panel
has been mounted (). Here you also find a light control
panel (), which will control the lighting above the
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central staircase at the entrance.
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Colour light panel.
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20.3. Freezer/ fridge underneath crew mess
AN
In the bilges, underneath the crew mess you find the major freezer/ fridge () of the yacht. This area
can be reached through a hatch in the floor. On the SB side of these freezer and fridge the compressors
are mounted.
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These freezers and fridges can be controlled and monitored in the crew mess.
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One of the cooling compressors. Control panels freezer/ fridge.
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20.4. Laundry room
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The laundry room can be found on the main deck (SB side behind the gym). Here the three stainless
steel washing-machines () can be found. Directly above the washing-machines are the three dryers
() mounted.
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Above the dryers a hinging panel is mounted, behind which you will find the three filters for the
dryers. Check these filters on a regular basis and keep theses filters clean at all times.
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Panel behind which the dryer filters One of the dryer filters.
are located.
In this room, you also find the iron-machine () and one of the electrical distribution boxes.
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20.5. Audio and video equipment
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Divided over the yacht, multiple tv and audio equipment has been installed ().
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20.6. Bar systems
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On the sundeck of the yacht, you find the outside bar. This one is (among other things) equipped with
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a stand-alone beer tap (). On the bar on the main deck bar, there is a fixed beer tap, connected to a
cooled pipe from the barrel and beer system ( ), located in the lazarette.
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21. Maintenance
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21.1. General on maintenance
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We strongly advise that maintenance, repairs and relevant surveys are carried out in a planned, safe
and timely manner, so that safe and pollution preventive sailing can be carried out. Not in the least
because prevention is still cheaper than cure at breakdown.
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Regular inspection of the ship and its equipment should be done by the Captain and the engineer and
they order other crew members to do maintenance-work on certain intervals or in situations when it
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seems urgent to do so. With serious breakdowns of equipment or the ship itself, a specialist is
summoned by the Captain to come aboard as quickly as possible for repair.
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The Maintenance of ship and equipment is recorded in the Maintenance Log on board by the Captain
and the engineer.
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Preventive maintenance is described in the various manuals ( ) of the equipment placed on the yacht
and should at least consist of:
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 Hull and superstructure aluminium work;
 Safety and fire fighting equipment;
 Navigational equipment;
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 Steering gear;
 Anchoring, mooring and deck equipment;
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 Main engine and auxiliary equipment;
 Generators;
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 Bilge pumping system;
 Watermakers;
Sewage treatment plant;
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
 HVAC system.
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Records of maintenance should be kept in the maintenance book in general and a diversity of sub-
maintenances logs more specified. For example in the maintenance book or scheme of the engines it
is registered renewal of filters and oil after 250 hours, who has done it and the stock of oil and filters
left, tim e and date. An extract of the occurence in the Engine Log shall then be put down by the
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Captain or engineer in the Maintenance Log.
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Next to the sub-logs for Engines and generators there are sub-logs for painting and varnishing,
batteries and so on.
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For referring to the procedures of the vital parts of the ship, they are to be found in the sub-logs of
maintenance and in a general way in the Maintenance logbook.
Captain and engineer instruct and order the crew in maintenance work.
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The maintenance of the various systems is divided up per system in this section. Each section covering
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a specific installation, separately describes the winterisation of that system and/or a section on
troubleshooting.
These are named: "M&T&W" as for Maintenance & Troubleshooting & Winterisation.
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21.2. The interior
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The interior requires no special treatment. The surfaces are painted or varnished and can be cleaned
with normal household detergents like mild soapy water. Use a damp cloth, do not sponge randomly
with water.
Leather benefits from a wax-treatment with special wax, otherwise clean with water without soap.
Raw, unwashed sheep wool can also be used as a wax-cloth.
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Never use any aggressive cleaners or solvents. Should you still want to do so for stains that resist
normal treatment, try your solution out on a small patch not visible to see if the fabric stands up to it.
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21.3. The exterior
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21.3.1. teak decks
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The teak can be treated with oily substances, to your own liking, but the yard does not recommend
doing so. The thing to bear in mind is whether or not you will like the change in appearance of the teak
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after the treatment.
We recommend to hose down the decks with fresh water every week or less frequent, depending on
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the conditions (salt of fresh water) , to gently brush it using a soft deck-brush, and to leave it at that.
You might use a mild soapy water for rinsing the decks from time to time.
CAUTION
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Never clean the teak decks with a high pressure hose.
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21.3.2. anti fouling paint
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The antifouling on the “NASSIMA” is o f th e“Neosil” system. This a newly designed antifouling
system is based on silicone technology. The

“Neosil Fouling Release Sysem” generates an
exceptionally low surface tension, resulting in a smooth and slippery stabile bottom pain surface,
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preventing marine growth from accumulating on a hull. For maintenance, see ().
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21.3.3. varnished woodwork exterior
Wet-sand with waterproof 1000 or similar, clean and let dry, give a coat of varnish. Repeat this at least
every two years, or more frequent, depending on use and condition of the varnish.
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Give damaged areas a coat of varnish before water gets a chance to get into the wood.
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21.4. Maintenance / trouble shooting / winterization
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In this chapter some general subjects are touched on. For more specific and detailed information
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please refer to the supplied manual () of the item you suspect to give you trouble. See page 149 for
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a list of the supplied manuals.
21.4.1. winterising the ship / laying up: general
In general, all the systems that have liquids in them, or that are sensitive to frost or moisture need
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winterising. The supplied manuals of the equipment on board give details on how to winterise the
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specific items.
For a few obvious systems, winterisation is described in this section.
For 'summarisation' or 'de-winterisation' you will need to read through this chapter backwards.
It is good practice to keep a log on all the steps taken during winterisation as well as to write down all
the items you find that need attention , replacing or servicing. Writing these down will help you order
spares or go shopping more efficient and helps you not to overlook anything. During the winter
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storage, have life rafts, extinguishers, pyrotechnics and other such items serviced.
This listing is not complete. It just says: "take care of your ship"

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In the following sections, per system, the guidelines are given for winterising the ship.
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21.4.2. m&t&w of engines
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Maintenance:
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No guidelines are given her for maintenance or winterisation as these subjects are described in full and
extensive detail in the supplied manuals .
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21.4.2.1 Main engine failure
If the batteries are too low to correctly crank the engines, first load batteries.
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In case of any other malfunction:
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 See if the propeller is free (clear the propeller);
 See if there is an electrical problem (use the cross over to use the other battery bank to start);
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 See if there is a fuel problem (run a check on the fuel filters, trim pumps, emergency shut off
valves, day tank level and de-aeration of the fuel system according to the instructions in the
engine's );
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 See if there is a cooling problem (check sea water inlet, check cooling system leading, check
cooling liquid level, check drive belt cooling pump);
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 See if there is a lubrication problem (check oil levels, oil filters, oilpumps, leaks).
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CAUTION
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Don't continue to start the engine when it does not start after three or
four attempts: water accumulated in the exhaust hose may run back
into the engine. Seek professional help.
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21.4.3. m&t&w of steering system
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Maintenance:
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 At regular intervals, all the moving parts of these systems need lubricating with a good quality
water-resistant grease. Refer to  for m&t&w of the hydraulic system.
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 All hoses, tubing & fittings must be checked on a regular basis for any cracks, leaks, deformities,
etc. Any hoses or tubing found to be defective must be replaced immediately. Replacement hose
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must be properly cleaned and flushed prior to installation. If contaminations has occurred, flush
the entire hydraulic system.
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21.4.4. m&t&w of fuel system
Maintenance:
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 Regularly check the condition of the filters / water separators according to the instructions in their
manuals ;
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 For the diesel purifier, see ;
 Test all pumps in the fuel system on a regular basis;
 Test the remote shut off valve on a regular basis;
 Check for leakage's in the entire system on a regular basis.
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Winterisation:
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 Drain all water from tanks and filters. Fill the tanks up completely before winter to avoid
condensation in the tanks.
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 In extremely cold weather, diesel oil may start to become 'flaky', clogging filters. This will start at
temperatures of approximately –
15 to –
20 degrees Celsius, depending on the quality of the fuel.
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21.4.5. m&t&w of fresh water system
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General maintenance:
 Do not leave the water in the tanks for too long a period;
 If the water becomes contaminated, rinse out the tanks carefully, disinfect with special
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disinfectants;
 Thoroughly flush the system;
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 For the watermakers and sand filters, water softener, silver ion sterilizer and UV sterilizer see .
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Winterising:
You will have to take great care when winterising your system in order to make sure that all the water
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is out. Generally speaking, the following procedure will give adequate results:
 Drain water from tanks/ boilers/ expansion tanks/ filters by running the water pumps and leaving
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the taps open;
 Work from top to bottom in draining the system;
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 Shut off the pumps, disconnect the pumps from the system and refer to  for winterisation of the
pumps;
 Refer to  of the boilers for winterisation, drain the boilers;
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 Refer to  of the water-makers for winterisation;
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 Refer to  of the sand filters for winterisation;
 Refer to  of the water softener for winterisation;
 Refer to  of the silver ion sterilizer for winterisation;
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 Refer to  of the UV sterilizer for winterisation;
 Open all the taps in the ship and allow air to flow through the pipes, using pressurised air to force
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the water out;
 Take care to select both positions "hot" and "cold" on thermostatic taps, water may always remain
in these taps;
 Open all the drain-points in the system;
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 Your water system is now winterised.
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WARNING
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Do not use automotive type anti-freeze. It is poisonous. Use of this
type antifreeze will cause serious internal injury or death.
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21.4.6. m&t&w of sewage systems
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Maintenance:
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 The most important issue on maintenance is not to let the tanks become too full, before they are
pumped out;
 Clean carbon smell filters on a regular basis;
 For all other maintenance, to the pumps, please refer to their respective manuals .
Refer to the manual of the sewage treatment plant .
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Winterisation:
 Empty the tanks;

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 Clean tanks (using the footswitch cleaning system);
 Repeat until the inside of the tanks are empty and clean;
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 Disconnect the hoses from the pumps and winterise these according the manufacturer's
instructions;
 Blow out the hoses.
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21.4.7. m&t&w of hvac system
Maintenance:
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 During filling up the chilled water, make sure that anti freeze percentage stays constant on 10%;
 Check every six months the amount of anti freeze and keep the value on 10%;
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 No further guidelines are given her for maintenance or winterisation as these subjects are
.
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described in full and extensive detail in the supplied manuals

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21.4.8. m&t&w of deck mist cooling system
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Maintenance:
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21.4.9. m&t&w of sludge/ dirty oil & lube system
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Maintenance:
 Empty and clean sludge tank as soon as you have the chance to do so;
Service the pumps according to their manuals .
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21.4.10.m&t&w of electric system
21.4.10.1 electrical appliance does not work
check if power to the appliance is OK
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 if not: check fuse;
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 if yes: is there an additional fuse in the equipment?: check this one;
 fuse is 'out': reset and try again
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 fuse goes 'out' again: check for the source of the fuse going 'out' before re-trying
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*'out' is used here to indicate that the fuse has blown or the circuit breaker has tripped.
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21.4.11.m&t&w of battery chargers
The text below is for general interpretation. It may differ in detail from the systems on board.
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TROUBLE SHOOTING
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Malfunction Possible cause What to do
No output voltage
No AC mains or fuse blows Check fuse, replace if necessary
and/or current
Mains or generator output too
Check input voltage, must be between105 and
low
260V (nominal 230V) check specs.!
Temperature protection The unit is hot. After cooling down the unit, the
charger wilt switch on. improve the heat
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release of the unit
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Short break jumpers Check if the jumper are short break with each
other. Remove the short break
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Output voltage too
Battery load consumes more than
Reduce the battery load taken from batteries
low but charger

the charger can supply, the
supplies max.
battery voltage cannot increase
current
more
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Batteries not 100% charged Measure the battery voltage after a while, this
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wilt be higher
One or more battery cells having

Check if the battery temperature is higher than
short circuits
normally
Charge current too

Batteries almost fully charged Check if the charger is in the absorption mode.
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low
In this mode, the charge current wilt slowly
decrease
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Short break protection Check if the output voltage is above 8 Volt. lf
the output voltage is below 8 V the charger
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reduces the output current
Batteries not fully

Charge current too low / Current
See 'charge current too low / Decrease the
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charged
to load too high / Charge time
battery load / increase type of charger; / U se
too short / Battery temperature

temperature sensor; / Replace the battery /
too low / Defective battery (short

Check the charger
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circuit in cell) / Defective battery
charger
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Battery very fast
Battery capacity reduced because
Replace the batteries Charge/discharge for
empty
 wastage
several times, this might help - otherwise
 sulphating/stagnation
replace batteries
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21.4.12.m&t&w of generators
Maintenance:
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21.4.13.m&t&w of bailing system
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Maintenance:
 Check all the connections in the system;
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 For the bilgewater speparator/ cleaning system, see ;
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 Check all the pumps in the system for their correct function and for any leakage;
 Check and clean all the filters in the system;
Let the pumps pump for a while, if necessary fill the bilge with water to do so.
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Winterisation:
 Remove and clean the strainers in the system
 For the bilge water separator/ cleaning system, see ;
 Drain the pumps;
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 Blow through the pipes to get any water out;
 Refer to the manuals of the pump and other equipment for any specific maintenance.
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21.4.14.m&t&w of fire fighting equipment
Maintenance:
 of the equipment,
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 Have the equipment serviced according to the given intervals in the manuals
but preferably take no longer intervals than 1 year between services;
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 Take care to replace the units on board with spares during servicing;
 Every month a crewmember has to check all fire fighting equipment;
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Winterisation:
 See the manuals of the fire fighting equipment .
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21.4.15.m&t&w of thru-hull fittings and seacocks
Thru-hull fittings need no maintenance other than a yearly inspection. See the checklists for this.
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 Check for any sign of leakage;
 Check for any sign of wear and tear, internal and external;
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 Check if the valve operates smoothly and evenly throughout its 'working stroke' from open to
close, and vice verse;
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 Thru-hull fittings older than 10 years should be renewed as a precaution;
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Winterisation:
When the ship is put on dry land:
03
 Open the seacocks and let the thru-hull fittings and all piping drain. Leave open.
When the ship stays in the water and there is a risk of frost: (described is the procedure for ball v alv es)
98
 Close the seacocks;
 Remove the lids from the strainers and check the valves carefully for any leakages;
 Drain all the water from the seawater system's piping;
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 Replace the covers of the strainers, not with the intent to seal the ship off, but just as a precaution;
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 Check every month minimum if the valves and strainers are still tight by inspecting under the
covers of the strainers;
 Be very careful with winterisation, for if the heating on board should fail, also the engine room
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will freeze up;
 Haul the ship up if possible.
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CAUTION
M ost antifreeze is toxic! It must be treated as chemical waste. Do
Not let it get into the water. Use biodegradable antifreeze wherever
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possible.
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21.4.16.m&t&w of thru-hull sensors
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Maintenance:
No guidelines are given her for maintenance as these subjects are described in full and extensive detail
in the supplied manuals .
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21.4.17.m&t&w of hydraulic systems
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Maintenance:
 All hoses, tubing & fittings must be checked on a regular basis for any cracks, leaks, deformities,
etc. Any hoses or tubing found to be defective must be replaced immediately. Replacement hose
must be properly cleaned and flushed prior to installation. If contaminations has occurred, flush
the entire hydraulic system
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 No further guidelines are given her for maintenance as these subjects are described in full and

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21.4.18.m&t&w of non-return valves
Maintenance –
general notes
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 open valve by unscrewing it's cover;
 take apart;
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 clean all parts, taking care not to damage the rubber parts;
 check for wear and replace necessary parts,;
 grease lightly with Vaseline;
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 assemble;
 check for tightness.
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21.5. Hauling up / cradling
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The “NASSIMA” can be hauled up and must be well supported when on dry land.
Hauling up must be done by using at least for slings of ample width. Protect the hull from abrasion by
03
the slings by putting a cloth or similar soft layer between the slings and the hull.
Also take note of the railing. If they will be "squashed" by the slings, take measures.
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When placing the slings, please observe they are free of the thru-hull sensors and of the propeller and
shaft.
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21.6. Checklists
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The checklists below are for general guidance only. Always, the text from the manuals  of the
supplied equipment will prevail over the text in this manual
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21.6.1. checklist "daily"
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Work through this checklist every time you go take “NASSIMA” out.
 check the weather and the weather forecast
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 check if all navigational equipment is functioning correctly
 check if bilges are dry
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 are the live-vests and other safety equipment OK, as are the fire-extinguishers
 check the navigation lights.
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 is there a map of the expected sailing area on board
 is there sufficient fuel
04
 (weekly) check the levels of oil and tension of V-belts on the engines and generators
 check the level of oil in the reservoirs for the bow thruster
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 ---------------enter your personal items below-------------------------
………………………………………
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


………………………………………
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………………………………………
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………………………………………
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………………………………………
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
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………………………………………
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
………………………………………
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
………………………………………
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………………………………………
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
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
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
………………………………………
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21.6.2. checklist "periodically"
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Work through this checklist once every month
Follow the instructions of the manuals supplied with the relevant equipment
 check the battery installation for abnormalities, check the charging current from generators and
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shore-power
 check the water separator / filter unit in the fuel system for water and contaminations (drain if
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water is present)
 check the shaft seals of the propeller shafts internally for leakage and wear
 check/ clean the strainers at the end of the bilge lines
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 check functioning of the test-knob on the GFCI(-'s) (Ground Fault Circuit Interrupters)
 check the connections of the engine-controls, paying attention to the securing-nuts on the
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connections. Check oil level and pressure.
 check level of oil in bow thruster sealing system
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Items that need servicing 2 to 3 times per year: start of season, mid-season and end of season, also
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depending on use:
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 perform maintenance on the anchor-winches and similar equipment: disassemble, clean, grease
and re-assemble, check for correct functioning
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---------------enter your personal items below-------------------------
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Work through this checklist once per month when your ship is in (winter) lay-up
 check on the way you winterised the thru-hull fittings and the seacocks
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21.6.3. checklist "yearly"
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Work through this checklist once every year.
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Also work through the appropriate items of the "weekly" checklist
If “NASSIMA” spends the lay-up season in a frost-free environment still work through the items that
may be frost-related, but give the equipment a good servicing
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PART 1 : FOR WHEN THE SHIP IS HAULED UP FOR WINTER LAY-UP OR FOR
YEARLY MAINTENANCE
 Are all systems on board winterised
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 Is the ship covered or positioned so that no water from above can enter the ship
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 Cover: is this securely fastened in a way that prevents chafing
 Provide adequate ventilation
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 Make sure you inspect the ship regularly (at least every two weeks)
 Get all valuable equipment from the ship as far as practicable
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 Batteries: provide service charging, check all cable connections, grease lightly with vaseline, and
follow instructions on how to charge and store during winter lay-up
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 Fill up the diesel tanks almost completely to avoid condensation
 When stored on dry land: are the seacocks open and not blocked
 When in the water: are the seacocks and thru-hull fitting winterised
 Is the ship well supported when stored on land
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 Take out the thru-hull sensors and store in a safe manner / check cables and connections
 Check seacocks and all system valves for good operation: they should be free from any trace of
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leakage, and be 'smooth' all the way from close to open and vice verse
 Operate all valves in all systems full turns to check for play, wear and/or malfunction
 Check condition of rubber o-rings on inspection-covers, deck-fittings, non-return valves, pumps
etc. If so prescribed by the manufacturer, lightly cover with petroleum jelly
 Check the thru-hull fitting: cracks or corrosion around the base, are they still firmly attached in the
hull, any growth in the inside or other irregularities: metal thru-hull fittings must be renewed every
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ten years or sooner, depending on corrosion, if you want to be safe.
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 Check the friction-hinges on all hatches and port lights
 Service the pumps
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 Service the electronics, 
 Check condition of anti-fouling underwater paint, apply according manufacturer's
recommendations
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PART 2 WHEN THE SHIP IS RE-LAUNCHED AFTER (WINTER) LAY-UP OR FOR
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YEARLY MAINTENANCE
 Immediately after putting your ship into the water, check everywhere for leaks, check all hose
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connections to thru-hull fittings, seacocks and other thru-hull fittings, rudder bearings, exhaust
hoses etc. Check again after a few hours and after one or two days. Enter into the ship's log any
incorrect items
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 De-winterise all the systems
 Make engines ready for use
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 Make generators ready for use
 Batteries: connect to the systems and check their charging status.
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 Fuel system ; check all connections for leakage and check the hoses for any signs of chafing,
cracks or old age
 Drain the fuel system for any water and impurities
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 Check fire-fighting equipment for approval-dates
 Check seacocks and all system valves for good operation: they should be free from any trace of
leakage, and be 'smooth' all the way from close to open and vice verse
 Change the back-up battery in electronic equipment such as gps navigator; expected lifetime is
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normally two years, but you can better be on the safe side
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22. Sailing your ship
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CAUTION
Text in this section is generic.
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22.1. General
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The Working deck area is fitted with teak. Keep to these surfaces during normal operation of the boat.
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Use safety harnesses and lifelines when conditions require this.
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22.1.1. starting and stopping the engines
M ake it your routine to check the engine room, having a quick glance over the most vital points,
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before starting the engines or generators.
Check oil and fluid levels, tension of V-belts and general condition. See .
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General rem ark s on starting and stopping m arine engines:
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CAUTIONS FOR HANDLING THE ENGINES
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CHECKS BEFORE STARTING
* Check that you have enough fuel, lube oil and cooling water;
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* Check that the clutch is in neutral.
STARTING
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* Turn on the key switch. Check that the warning lamps on the instrument panel go on and the
buzzer sounds, and start the engine. (The warning lamp configuration varies depending on the engine
model. For details, refer to the operation manual.)
* Do not turn the starting motor for more than 15 sec.
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lf the engine doesn't start, wait for about 15 seconds. before trying again.
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AFTER STARTING
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* Check that the cooling water (seawater) is circulating properly;
* Check the exhaust systems
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* Operate the engine at low speed and check that the oil pressure, charging and other warning
lamps go out. (The warning lamp configuration varies depending on the engine model. For details,
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refer to the operation manual.)
* Warm the engines up for minimum some 5 minutes, if situation allows for this.
OPERATION
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* Do not keep the engines running with abnormal black exhaust.
* Check for any abnormal heating, noise or vibrations and water, lube oil and gas leakage.
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* Race the engines from time to time when operating at low speeds for a long period.
STOPPING
• Operate the engines at no load at low speed for about 5 minutes before stopping the engines.
• Cooling water freezes in cold weather. Be sure to discharge all cooling seawater from the engine's
drain cock. Add anti-freeze to the cooling fresh water.
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OTHERS
Follow the instructions given in the operation manual for other handling precautions.
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CAUTION
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Don't continue to start the engine when it does not start after three or
four attempts:
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water accumulated in the exhaust hose may run back into the engine.
Seek professional help
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22.1.2. manoeuvring
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“NASSIMA” is equipped with two main engines and a bow thruster. It is frankly impossible to give
any outline of the manoeuvring possibilities of the ship, since these are too subjective to be able to put
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them into objective wording. The principle is as follows:
 the bow can be moved from side to side by the bow thruster
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 the rear end of the ship can be moved sideways by an interaction of the propellors and the rudders
and or both main engines
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 reversing one prop may tend to pull the yacht to one side at the rear.
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22.1.3. mooring
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Like with all ships, mooring is something you will have to practice. It cannot be done to give you here
the best way to moor “NASSIMA” since there will always be different circumstances that will need a
different approach.
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Do bear in mind however that when mooring your ship, you should make allowance for tidal
movements and currents, winds and other ships mooring alongside or passing by.
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CAUTION
 Do not attach mooring lines other than to the bollards provided
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for this purpose.
 Everyone must take care not to place themselves between the
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ship and the quayside
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22.1.4. anchoring
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On the subject of anchoring, similar advice as on the subject of mooring can be given. Practice will
make you a good skipper.
Make sure the anchor holds before you rely on it.
Always keep monitoring your position, the weather forecasts and other traffic.
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General procedure:
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 Talk the manoeuvre through with the crew before anchoring
 Check the depth by sounding or reading out the depth sounder
 Hold the ship steady over the ground before lowering the anchor
 Lower the anchor, letting the ship 'fall' away from the anchor
 Let go the anchor chain for approximately six times the depth of the water
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 Hoist the anchor-ball to show others you are anchored
 Do not let the anchor winch take the full load of the chain; use the chain-clamp(-s)

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General remarks on the operation of the anchor winches:
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Safety: Always keep well clear of the windlass when releasing or retrieving chain and anchor. Keep
fingers, hair and clothing well clear when the windlass is in operation.
Anchoring: use a strong line or other to take the load of the chain when anchored, to prevent a direct
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load onto the windlass main shaft.
Retrieving Chain electrically
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Operate the winch from the remote, near to the winch to be able to monitor it's performance and check
the correct taking in of the chain. Go gently with the last few metres of retrieving by letting go of the
switch in time, rather than waiting for the anchor to fly up the bow, causing damages.
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Maintenance:
A fresh water rinse on all your deck gear after every excursion ensures that all salt deposits and
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corrosion are kept to a minimum.
Refer to .
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22.1.5. navigation lights
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Navigation lights are fitted for ocean going service, according to the regulations.
The lights are also linked to the alarm system that will warn you if a bulb has failed. This alarm panel
can be found in the ER and on the wheelhouse bridge. See also §11.
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22.1.6. electronics general
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“NASSIMA” is equipped to your specifications with electronic equipment. A description of these
pieces of equipment carries too far and is too detailed for the scope of this manual.
We refer to the supplied manuals ( ) for details on operating the equipment.
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22.2. Speeds / range
The main engines in your “NASSIMA” have a fuel consumption specifically for your ship.
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Strict figures cannot be given without the practice catching up on them.
It fully depends on the condition of the underwater body and on the engine's condition on how much
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fuel at what speeds “NASSIMA” will consume.
It w ill be necessary to enter the consum ption figures into the ship's log for som e tim e before an
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estimated figure can prove sufficiently accurate.
For your reference, enter the figures you find in the table below, for future reference.
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MAIN ENGINE
conditions:
engines r.p.m.
consumption in (unit)……….
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22.3. View from the helm
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The “NASSIMA” complies with normal practice, no further info is required.
We advise you to always keep a good lookout, especially when manoeuvring in close quarters, also to
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the rear.
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22.4. Environmental considerations
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22.4.1. leakages of oil
Any oil must be treated as chemical waste.
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Check the origin of the oil if possible:
 Blackish and difficult to remove from the hands: probably engine oil
Clear or light red and smelly: hydraulic oil from steering, transmission or similar
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
 Quite thin with a penetrating odour: diesel oil
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Find the leakage as soon as possible.
DO NOT put the oil back into where it came from. It will be contaminated. Dispose of in the right
way.
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CAUTION
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Have oil-absorbing cloths or rolls always on board. It may be a good
idea to have one of these permanently in the bilge of the ship.
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22.4.2. household waste
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Retain any household waste onboard and dispose of ashore in the appropriate manner. When at sea for
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periods longer than will allow for the storage of waste on board, only dispose of organic waste over
the side and retain other waste on board.
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22.4.3. noise
DO NOT make excessive noise. Most people take to the water for their comfort and relaxation. This
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they want to do without the noise of somebody else.
Do not run the engines or generator unnecessarily if this hinders other people. This also goes for the
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exhaust fumes.
22.4.4. waves
Adapt your speed to the water you sail. Your ship can create big waves behind it which can hinder
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other (smaller) ships.
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23. Receipt of documents
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This receipt m ust be signed by both purchaser and producer of the yacht at the delivery of the
documents. A photocopy of this receipt will be kept in the producer's files.
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Herewith, undersigned,
name : ...................................................
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address : ...................................................
at
city : ..................................................
buyer of the “NASSIMA”
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declares to have received in good order from the producer,
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Acico Yachts bv
Voorland 12
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1601 EZ Enkhuizen (the Netherlands)
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Above mentioned boat, in good working order, complete with all equipment and accessories as well as
a complete owner's manual and the applicable terms of guarantee.
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buyer
........................................
producer:
............................................
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(write legibly )

(write legibly)
signature: ........................................
signature: ............................................
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date: ........................................
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24. Notes
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Below is room for your personal notes:
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25. As built drawings
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Behind this page are the following as built drawings:
Number Title Date
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Engine room layout
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Fire & Safety plan 28-4-2012
Sea cocks engine room
Chilled water diagram 9-7-2010
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Hydraulic diagram stabilizer system 5-1-2011
Main hydraulic diagram 1-12-2010
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Hydraulic diagram steering 28-6-2012
Tank plan regarding Sopep
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Tank plan
196-07-001 Fuel System 17-07-12
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196-08-001 Dirty oil & luboil system 05-04-12
196-10-001 Fresh Water & trim System 17-07-12
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196-10-002 Deck mist cooling system 05-04-12
196-11-001 Sewage System 18-04-12
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196-12-001 Seawater System (Intake & underwater out) 09-08-12
196-13-001 Bilge/ Fifi/ Anchorwash Diagram 17-07-12
196-13-002 Hi-fog principal diagram 05-04-12
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196-23-001 Aquarium technical principle plan 05-04-12
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26. Annexes
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The annexes are inserted behind the numbered pages in this manual.
These form an integral part of this manual and may not be separated from this manual.
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26.1. Supplied manuals
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In the list behind this page, there is room to list the supplied manuals of the ship, for ease of reference.
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26.2. Warranty document
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Inserted by the producer behind this page.
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26.3. Electrical diagrams
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26.4. Alarm list
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26.5. ABS approved stability booklet
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3

1.2.2. symbols ......................................................................................................................................... 9

1.3. DRAWINGS /PHOTOS ................................................................................................................................ 10

1.4. MANUALS ............................................................................................................................................... 11

1.5. NAUTICAL PHRASES AND CONVERSION FACTORS.............................................................................................. 11

2.2. MAIN COMPANIES IN RELATION TO THE “NASSIMA”

2.2.2. designer ...................................................................................................................................... 13

2.2.4. drawings ..................................................................................................................................... 14

2.4. TANK PLAN.............................................................................................................................................. 15

2.5. SERVICE LIMITATIONS ................................................................................................................................ 16

3.1. FIRE AND SAFETY PLAN............................................................................................................................... 18

3.2. SAFE BOATING ......................................................................................................................................... 19

3.2.1. captain responsibilities to safety ................................................................................................ 19

3.2.2. safety courses ............................................................................................................................. 20

3.2.3. crew safety training .................................................................................................................... 21

3.2.4. crew/guest general familiarization............................................................................................ 21

3.2.5. accident reporting....................................................................................................................... 21

3.2.6. rendering assistance ................................................................................................................... 21

coast guard regulations .............................................................................................................. 22

3.3.1. understanding how fire works .................................................................................................... 22

3.3.2. understanding fire suppression with a portable extinguisher..................................................... 23

3.3.3. fire prevention advice ................................................................................................................. 24

3.3.4. fire safety advice ......................................................................................................................... 24

how to fight a fire ....................................................................................................................... 25

3.4. FIRE DETECTION AND ALARM SYSTEM............................................................................................................ 27

3.4.1. manually operated call points

3.4.2. smoke- and heat detectors ......................................................................................................... 28

3.4.3. fire detection and alarm cabinet

3.5. FIRE FIGHTING EQUIPMENT ......................................................................................................................... 29

3.5.1. fire main, fire hydrants and sprinklers ........................................................................................ 29

3.5.2. independent driven emergency fire pump.................................................................................. 32

3.5.3. hi-fog fire fighting system ........................................................................................................... 33

3.5.4. fireman’s outfit ........................................................................................................................... 36

3.6. FIRE EXTINGUISHERS ACCOMMODATION ........................................................................................................ 36

3.6.1. fire extinguisher engine room ..................................................................................................... 37

3.6.2. fire dampers................................................................................................................................ 37

3.7. CONTROL STATION (EMERGENCY CABINET) .................................................................................................... 38

3.8. EXPLOSION HAZARD .................................................................................................................................. 38

3.11. CARBON MONOXIDE.................................................................................................................................. 40

3.12. LIFESAVING EQUIPMENT............................................................................................................................. 42

3.13.1. MOB boat.................................................................................................................................... 44

3.15. FLOODING, SWAMPING OR CAPSIZING .......................................................................................................... 46

3.19. MEDICAL EMERGENCY ............................................................................................................................... 49

3.22. HEAVY WEATHER ...................................................................................................................................... 52

3.24. WINDOWS, HATCHES, PORT-LIGHTS AND DOORS ............................................................................................ 53

3.24.1. Operation instruction chemically toughened safety glass: ......................................................... 54

4.2. AUTOPILOT ............................................................................................................................................. 58

4.3. BOW THRUSTER........................................................................................................................................ 58

5.1. WINDLASS .............................................................................................................................................. 60

5.1.1. anchor chain wash system .......................................................................................................... 60

5.2. AFT-DECK WINCHES .................................................................................................................................. 61

5.3. MOB /BRIDGE-DECK CRANE ...................................................................................................................... 61

5.4. FOREDECK CRANE ..................................................................................................................................... 62

5.5. DECK WASH SYSTEM.................................................................................................................................. 63

5.6. GANGWAY/PASSARELLE ............................................................................................................................ 63

5.7. GARAGE DOOR/LAZARETTE DOOR

5.8. BOARDING LADDERS.................................................................................................................................. 65

6.1. PAINT SYSTEM

6.2. ANODES ................................................................................................................................................. 66

7.1. MAIN ENGINES......................................................................................................................................... 67