MANUAL OPERACIONES Inglés

© 2000 Incat Tasmania Pty Ltd.
TASMANIA PTY LTD
FAILURE MODE &

EFFECT ANALYSIS
Document No. 056-DOC-07-005
MACHINERY SYSTEMS &

ASSOCIATED CONTROLS
APRIL 2000
Issue No. 1
Dated: 18 October, 2004
TASMANIA PTY LTD
FAILURE MODE &

EFFECT ANALYSIS
DOCUMENT NO.:…050-DOC-07-005…
RE-ISSUED FOR INCAT YARD NO. 056
MACHINERY & ASSOCIATED

CONTROLS, POWER GENERATION
AND DIRECTIONAL CONTROL
DATE: APRIL 2000
Issue No. 1
TASMANIA PTY LTD
AMENDMENT SHEET
APPLICABLE TO: - 050
SISTERSHIPS TO SHIPYARD No. 050:
051 96m HSC Bonanza Express Spanish Flag
052 96m HSC Avemar Uruguayan Flag
053 96m HSC Bentayga Express Spanish Flag
055 96m HSC Benchigua Express Spanish Fag
056 96m HSC Milenium Spanish Flag
REVISIONS:
051 Ruston 20RK270 Main Engines fitted Sea Trials Report &
FMEA conclusion test.
052 Caterpillar 3618 Main Engines fitted
053 Lipsonic Remote Control System T99-173 Rev. A
055 As for 053
056 Ruston 20RK270 Main Engines fitted ABB Synpol D

Generator Control System fitted
Issue No. 1
TASMANIA PTY LTD
FAILURE MODE & EFFECT ANALYSIS

INCAT YARD 050
SECTION 1 INTRODUCTION
SECTION 2 MAIN PROPULSION ENGINES
SECTION 3 STEERING & PROPULSION CONTROL
SECTION 4 POWER GENERATION SYSTEM
SECTION 5 CONTROL SYSTEM FOR CLUTCHES
SECTION 6 RIDE CONTROL SYSTEM
SECTION 7 ENGINE SERVICES
SECTION 8 CO2 SYSTEM
SECTION 9 TEST & MAINTENANCE PROGRAMME (EO
NOTATION)
Issue No. 1
TASMANIA PTY LTD
FAILURE MODE EFFECT ANALYSIS (FMEA)

96 METRE CLASS
SECTION 1
INTRODUCTION
1.1 BRIEF DESCRIPTION OF VESSEL:
The vessel is classified as a high speed wave piercing catamaran arranged to operate as
a passenger and vehicle carrying ferry on domestic and international voyages. Note that
classification society rules impose certain area restrictions with regard to maximum
distance from harbour or safe anchorage. The craft has a nominal passenger seating
capacity of up to 941 persons and up to 25 crew (966 in total) however, life saving
appliances are provided for a maximum of 1000 persons. The craft has a vehicle
capacity of 380 truck lane metres @ 2.7 metres wide x 4.35 metres clear height, plus an
additional 90 motor car at 4.5 metres long x 2.3 metres wide OR alternatively 260
motor cars only at 4.5 metres x 2.3 metres wide. Unlike conventional RO/RO vessels,
the vehicle decks on this type of vessel are positioned well above the waterline and are
protected from down flooding.
A catamaran has a significantly larger deck area when compared with a mono hull of
the same displacement (usually in the order of 50% greater). It also exhibits high
transverse stability and high speed capability where the hulls are designed in a semi
planing form. Low draft and lightness of construction are also advantages of the
catamaran.
The vessel is similar in design to a conventional catamaran except that the hulls have
minimum freeboard and reserve buoyancy and tend to penetrate the waves in rough
conditions rather than ride over each wave. A feature of the wave piercing catamaran is
the distinctive centre bow which houses the anchoring winch and equipment and
protrudes beyond the wave piercing hulls, to provide reserve buoyancy in heavy seas.
The interior of the vessel is fitted out to owner specifications with materials and fittings
which maximise durability and ease of maintenance. All materials are selected to meet
stringent requirements with regard to their performance in a possible fire.
Issue No. 1
1.2. CONSTRUCTION:
The hulls are connected by an arched bridging structure, which incorporates a central
hull form (centre bow) which is held clear of the smooth water loaded waterline. In
extreme conditions, the centre hull provides instantaneous buoyancy for the vessel and
deflects heavy seas. Steel portal columns are provided on the vehicle deck to enhance the
structural integrity for a longer period in the event of fire. Special category spaces
(vehicle decks) and machinery spaces (engine rooms) are clad with structural fire
protection.
The vessel is generally of all aluminium construction framed on a longitudinal system.
Structural plating and frames are fabricated from aluminium alloy type 5383-H116 and
extruded sections are generally 6082-T6. Frames are generally spaced at 1200mm centres
throughout the vessel and bulkheads provide seven watertight compartments (plus the
forepeak) in each water-borne hull.
Forepeak Includes Bow Hydraulic Power Pack
Void 1 Includes Forward Ride Control
Void 2 Includes Sprinkler Pumps (and Hydrant Pumps) Port & Starboard
Void 3 Long Range Fuel Tank
Void 4 Day Tanks, Upper Genset Fuel Tank
Sewage Holding Tank (Starboard), Fresh Water (Port)
Void 5 Lube Oil Tank
Engine Room Propulsion and Power Generation Systems
Jet Room Hydraulics and Ride Control System.
The superstructure is divided into 2 sections (at frame 41) and is supported by the hull
portal structure via flexible mounts to enhance passenger comfort and isolate vibration
and noise.
The main vehicle deck has a clearance height of 4.35 metres from the transom to frame
47 when mezzanine ramps are in the raised position, to accommodate standard semi-
trailers. All forward areas of the vessel including ramps have a nominal clearance height
of 2.1 metres. Decks and ramps are subject to axle load limitations. Check placards for
allowable axle loads. Deckheads and bulkheads are clad with structural fire protection in
most areas. Deckheads incorporate a fixed installation dry pipe fire sprinkler system with
specially designed “rapid access” panel system which allows speedy removal and
replacement of panels.
The broad design philosophy of the structural fire protection is to protect or contain all
high risk, escape and control areas from the effect of a serious fire for as long as is
reasonable to allow an ordered evacuation from the vessel. For this reason, areas such as
the engine rooms, vehicle decks and the interface between the passenger and the
wheelhouse, the vehicle deck/passenger space and the engine rooms are clad with
structural fire protection.
The vessel is equipped with a computerised, hydraulically operated ride control system
which incorporates active independent transom mounted trim tabs and optional forward
Issue No. 1
T-foils. Stabilizing systems are hydraulically operated and computer controlled from the
wheelhouse.
The superstructure is designed and decorated to meet the owners specifications and
provides lounge seating areas, bar and food service areas together with shopping areas
and toilet facilities. A centrally positioned electronics room is provided in the forward
section of the passenger cabin below the wheelhouse. For details, refer to the General
Arrangement plan.
Forward access ramps, port and starboard, provide vehicle parking. Passenger access
from the vehicle deck is provided fore and aft on both the port and starboard sides.
1.3. PROPULSION:
Propulsion is provided by RUSTON 20RK270 diesel engines (two in each engine room),
each one developing 7200kw at maximum continuous rating of 1050 RPM directly
coupled via Reintjes VLJ 6831 to LIPS LJ 150D waterjets providing approximately
7200kw power at maximum revolution. Thrust vectoring and steering is provided on all
jets. The waterjets transfer approximately 18 cubic metres of water per second at
maximum speed.
1.4 CLASSIFICATION AND SURVEY:
The vessel is built under survey to Det Norske Veritas requirements and is classified
+1A1 HSLC R1 CAR FERRY B (100, 300, 300) EO, whereas:
+ : Construction symbol given to a vessel built under supervision of

Det Norske Veritas.
1A1 : is the main character of class given to a vessel found to comply

with Det Norske Veritas rules regardless of type.
HSLC : is a design notation given to a vessel with hull and machinery for
high speed service.
R1 : is the service restriction notation related to the zones, areas and

seasonal periods as defined in the International Convention on
Load Lines.
Car Ferry B : is a type notation given to a vessel with accommodation on board

for passengers and weather decks or open RO / RO spaces deck(s)
for carriage of vehicles.
EO : is a notation given to a vessel complying with the rules for

unattended machinery space during manual service at sea as well
as alongside quay.
The numbers in brackets (100, 300, 300) represent the following maximum safe
operating distances (nautical miles) from the nearest harbour or safe anchorage:
Issue No. 1
Winter Zone 100

Summer Zone 300
Tropical Zone 300
1.5 PRINCIPAL DIMENSION AND CAPACITY:
Length overall 95.47m

Length waterline 86.252m
Beam overall (excluding fenders) 26.00m
Hull length overall 93.452m
Hull beam 4.500m
Hull centreline to vessel centreline 10.834m
Draft fully loaded (fwd) 3.566m
Draft fully loaded (aft) 4.388m
Nett registered tonnage 2853 tonnes
Gross registered tonnage 6348 tonnes
Fuel capacity (maximum) 174,878 litres
Long range fuel capacity (approximately) 2 x 196,500 litres
Emergency genset fuel capacity (approximately) 2 x 856 litres
Fresh water capacity 5,000 litres
Sullage capacity 5,000 litres
Lubricating oil storage capacity (approximately) 2 x 465 litres
Fresh water coolant capacity (Main Engine each) 1,000 litres
Fresh water coolant capacity (Generator) each 50 litres
Oily water storage capacity 2 x 168 litres
RIMS Aft hydraulics including - ride control, inner 2 x 400 litres
and outer jet, capstan, davit
Aft hydraulic reserve tank 2 x 100 litres
*RIMS Forward capstans, anchor winch & bow foil 1 x 300 litres
hydraulics
Deadweight is calculated as follows (full load departure) :
Full Car Full Truck

Departure Departure
Passengers and baggage 74.9t 82.0t
Stores and catering 9.7t 5.0t
Vehicles 316.3t 608t
Issue No. 1
Lube oil etc. 0.8t 0.8t

Crew and effects 2.07t 2.07t
Fuel (port and starboard) @ 0.84 SG 146.9t 147.0t
Gen. Set fuel 1.44t 1.44t
Fresh water 5.0t 5.0t
Total deadweight 557.11t 851.31t
Lightship 935t 935t
TOTAL DISPLACEMENT 1,492.11t 1,786.31t
1.5 PERFORMANCE:
Fuel Refer to operators manual 6 tonnes /

consumption hour
Note: Fuel consumption is an approximation subject to sea state, loading conditions

and operator technique.
1.6 SPEED RESTRICTIONS:
The following Det Norske Veritas speed restrictions apply to the operation of this
vessel.
Highest Allowable Speed Significant Wave Height

Knots Metres
50 0.0 - 1.8
45 1.8 - 2.3
40 2.3 - 2.9
35 2.9 - 3.8
32 3.8 - 4.3
30 4.3 - 5.0
Seek Shelter At Slow Speed 5.0 and Above
These restrictions should be read in conjunction with any other limitations placed on
the craft by governing marine administrations. Reference should also be made to polar
diagrams and acceleration limits in Section 3 of this manual.
1.7 SPEED RESTRICTIONS:
Issue No. 1
Main engines RUSTON 20RK270

4 off 20 cylinder vee configuration
bore 270mm x stroke 305mm
max cont rating 7080kW @ 1030 rev/min
Gearbox Rientjes single stage reduction gear
Ratio 1.781:1 Type VLJ6831
Starting 2 only ‘Ingersoll Rand’ air starting motor each engine
supplied
from a 673 litre receiver
max receiver operating pressure 28 bar
time to pressurise receiver 35 minutes
max no. starts without replenishment
approx 6
Engine governing and Woodward Governor 723 Digital Controler + STG 30
control Electric Actuator
Starting compressor Atlas Copco LT75-30
type: two stage vee configuration
direct drive 7.5kW
FAD 8.8 l/sec/hr @ 30 Bar
Water jet propulsion Inboard
units LIPS LJ 150D water jet fitted with steering
and thrust reversal
Outboard
as above (total 4 units fitted per ship)
Primary fuel filter Rims manufactured 1 per engine
Fuel transfer metering Fillrite disc meter with reset and totaliser facilities
Engine room ventilation See Fan Schedule
fans
Engine room fire C & G single blade with fusible link and remote release
dampers
Engine room exhaust fan See Fan Schedule
1.8 SPECIFICATION OF RUSTON 20RK270 ENGINES
1.8.1 ENGINE RATING
The engine output quoted is based on a sea water temperature not exceeding 29ºC, and ambient
air temperature of 45ºC.
Issue No. 1
1.8.2 FUEL CONSUMPTION KG/KW HOUR / PER ENGINE
At full load (MCR) 0.204

The above figure is based on unrestricted conditions, LCV of fuel 42700 kJ/kg and is subject to
a tolerance of +5%.
1.8.3 LUB. OIL CONSUMPTION LITRES/HOUR / PER ENGINE
At full load (MCR) 4.38

The above figure is subject to a tolerance of +10%
1.8.4 COOLING WATER SYSTEM

The engine is arranged for fresh water cooling with a central cooling system.
• Plate type sea water/fresh water and sea water/lub. oil combi type plate heat exchanger.
The cooler has titanium plates and nitride seals.
• Engine driven low temperature system fresh water pump non self priming with cast iron
casing, gunmetal impeller and stainless steel spindle.
• Engine driven high temperature system jacket water pump non self priming with cast
iron casing, gunmetal impeller and stainless steel spindle.
• Jacket water heater with built in thermostat and circulating pump (10m3/hour capacity).
The pump and heater only operate when the engine is stopped.
• Jacket water flow control orifice for temperature circuit.
• Central cooler low temperature fresh water bypass valve.
• Jacket water high temperature circuit thermostatic valve wax having cast iron body
bridge trim complete with flexible connection for mounting.
• Engine mounted fresh water piping in mild steel.
• Engine driven self priming sea water pump having a stainless steel 316L casing and
impeller, and stainless steel shaft.
1.8.5. LUBRICATING OIL SYSTEM

The engine is arranged for wet sump lubrication with equipment comprising:
• See COOLING WATER SYSTEM for the lubricating oil cooler.

• Lubricating oil thermostatic valve, wax element type having a cast iron body and
bronze trim.
• Vokes Simplex type TU53 lubricating oil filter synthetic felt element type, fitted with
pressure gauge & three way cock kit for service indication.
• Engine driven lubricating oil pressure pumps.
Issue No. 1
• Glacier centrifugal bypass filter.

• Motor driven lubricating oil intermittent continuous priming pump complete with a
direct on line starter and one set of spares per vessel covering the pump, motor and
starter.
• Lubricating oil relief valve
• The lubricating oil cooler, lubricating oil filter, priming pump & thermostatic valve are
independently mounted from the engine.
1.8.6. INDUCTION SYSTEM

• Two exhaust driven turbochargers with air filter silencers fitted at the free end of the
engine.
• Chest drain assembly.
• Two charge air coolers having mild steel side plates, cast iron water boxes, rolled naval
brass tubes.
1.8.7. EXHAUST SYSTEM

• Two stainless steel exhaust duct expansion bellows for turbocharger outlets.
• Two exhaust uptake adaptors for turbochargers.
• Exhaust manifold lagged to meet the Classification Society survey requirements.
1.8.8. FUEL SYSTEM (DISTILLATE)

The engine is suitable for operation using a distillate fuel conforming to BSMA100
classes DMA with equipment of our supply comprising:
• Mechanically operated high pressure fuel pump injector valve per cylinder.
• Engine driven fuel oil boost pump.
1.8.9. STARTING SYSTEM

The engine is arranged for local and remote air motor starting with equipment
comprising:
One Set Engine mounted air starter motors having a maximum operating pressure of 10
bar.
One Pressure relief valve per engine.
One Flywheel mounted starter gear ring, per engine.
One Lub. oil flow switch.
One Start solenoid valve.
Issue No. 1
One Air pressure reducing valve 24 bar to 10 bars per engine.

One Air strainer, per engine.
One 660 litre capacity, 24 bar air receivers per vessel for the 2 x 20RK270 engines
complete with pressure gauges, relief valve and shut off/drain valve.
1.8.10. GOVERNOR
Woodward Governor 723 digital controller & hydraulic type PGA-EG58P will control
engine speed throughout the speed/load range and provide the necessary logic for push
button bridge start/stop, emergency shutdown and interfaces via a 4-20mA signal with
the bridge controls supplied by others. The engine actuator has a back up ball head for
emergency operation.
In an emergency situation there is also pneumatic/mechanical control for full operation

from the bridge.
1.8.11. CONTROLS
The engine can be started and stopped locally by means of an engine mounted fuel
pump control lever and air start button. Additional equipment to facilitate remote
starting is also provided.
1.8.12. INSTRUMENTATION
An instrument panel is mounted on the engine and accommodates the following gauges
and instruments:
• Charge air pressure gauge

• Jacket water pressure gauge
• Lubricating oil pressure gauge
• Fuel pressure
• One electrical tachometer read-out instrument (non-illuminated).
Thermomentres for:-
Change air after charge air cooler.

Lubricating oil, inlet & outlet of cooler
Fresh water, inlet & outlet of plate cooler.
Indicator cocks, one per cylinder to suit Maihak indicator.

Exhaust thermocouples for each cylinder and turbocharger inlet.
1.8.13. BRIDGE MACHINERY MONITORING SYSTEM

LITTON ISIS 2500 alarm system with 800 channels. The system has a mix of digital
(alarm only) and analogue (alarm and readout) channels covering 4 main engines and
Issue No. 1
gearboxes, 4 auxiliary generating sets, 4 water jet drives/shafting and miscellaneous

machinery space channels in accordance with the Alarm Schedule. Generally as drawn
up for earlier catamaran installation & updated to latest requirements.
The system comprises four machinery space alarm units and one bridge alarm unit, each
with read and group alarm facilities, interface unit, two VDU and printer for bridge
mounting, complete with a power supply unit with back up battery, a tank gauging
package comprising hardware & software to provide actuator display for 4 fuel oil
tanks.
Also provided is a power supply unit with back up battery, a tank gauging package
comprising hardware and software to provide a tabular display for 4 fuel oil tanks.
The supply included are transducers/switches associated with the propulsion engines
together with fuel tank and bilge level sensors, engine room ambient and shaft bearing
temperature sensors.
1.8.14. PROTECTION AND SAFETY EQUIPMENT

• Quick acting crankcase explosion relief valves on a selected number of crankcase
access doors.
• Crankcase motor driven exhauster fan with butterfly valve for setting crankcase
vacuum, including starter.
• Mechanical overspeed trip.
• Crankcase oil mist detector system, monitoring individual crankcase bays.
• Metal particle sensors.
• Main bearing sensors.
1.8.15. ROTATION
Engine rotation counter clockwise looking on flywheel face.
1.8.16. ENGINE BARRING
Manual ratchet lever barring in the form of a reversible square & ratchet spanner
driving a small sliding sprocket engaging the flywheel ringear. An interlock is included
to prevent the starter motor being operated when the barring gear is engaged.
1.8.17 PAINTING
The internal structure of the engine is painted with one coat of oil resistant paint. The
external surface is painted with one coat of oil resistant primer, plus one coat of oil
resistant paint.
1.8.18 FLEXIBLE MOUNTING AND SERVICE CONNECTIONS
Issue No. 1
Christie & Grey flexible mountings are positioned between the engine mounting
brackets and the ships seating. Flexible connections for the engine services.
1.8.19. FLEXIBLE COUPLING

Arranged for flywheel mounting, complete with adaptor plate and bolts to connect to
the flywheel.
1.8.20. STARTER PANEL

Starters for the following motors:
• Lube oil priming pump

• Crankcase extractor fan
• J.W. heater circulating pump
1.8.21. TOOLS
One set of tools are supplied per vessel - for maintenance and overhaul of the engine
comprising:
• Valve and injector tools

• Injector test pump
• High tensile spanners
• Crankshaft alignment indicator
• Turbocharger tools
• Cooler tools
• Peak pressure indicator and adaptor
• Hydraulic tightening gear
1.8.22 SHAFT BEARINGS
4 Cooper shaft Bearings, 1 Spare Cartridge and 2 Seals.
1.8.23. DRIVE TRAIN

• Engine RUSTON 20RK270
• Flywheel mounted VULKAN RATO R triple element flexible coupling.
• Reintjes single stage marine helical gear unit type VLJ 6831 reduction gearbox type with
reduction ratio 1.781:1 horizontally offset input/output shaft.
• Forged hollow outboard propulsion shafts (2 off) 220OD x 150ID fitted with cooper
bearings (for outboard engines).
• Forged solid inboard propulsion shafts (1 off) 200 OD no bearings (for inboard
engines).
Issue No. 1
• Common to both shafts Incat watertight bulkhead seal, OKF hydraulic coupling and
Lips waterjet assembly
Issue No. 1
TASMANIA PTY LTD
SECTION 2
MAIN PROPULSION ENGINES
2.1 MAIN PROPULSION ENGINES CONTROL SYSTEMS:
The central control of each main engine is provided by the Woodward Governor 723
digital Controller maintains the internal engine control and interfaces with external
signals to provide the external (remote) control.
The governing system uses a micro controller for governing of fundamental control
functions. Algorithms are pre-programmed but relevant parameters and set points can
be accessed by trained personnel via the engine room keypad. These functions are: -
2.2 ACTUAL SPEED:
Engine Speed is displayed on the L.C.D. of the digital control unit whenever the engine
is running.
2.3 SET SPEED:
Engine speed demanded of the engine and is directly related to the position of the engine
throttles on the bridge.
2.4 CONTROL LEVELS:
1. Remote Wheelhouse
1. Engine Room (Local)
1. Engine Specifics (Ball Head Governor)
2.5 POWER SUPPLY:
Four independent generator systems two widely separated engine rooms each with two
independent engines. Power supply for engine governors is available from: -
1. Essential Circuit
2. Maintained Battery Supply
3. Bulkhead Control (if all other power supplies have failed)
2.6 ACTUAL LOAD:
Issue No. 1
This is related to the position of the governor output lever which has a scale of 0 to 0,
but only the range 2 to 8 is used, whereas 2 = 0% load whilst 8 = 100% load. For this
reason when the engine is at rest and the governor is at zero, a negative figure will be
displayed if the keypad is pressed. Similarly at position 10, a figure exceeding 100%
will be displayed.
2.7 CONTROL PARAMETERS:
Control parameters and system set up programs are a series of individual menus. These
are complex and also very critical to the operation of the engine and can only be
assessed via the setup switch in the governor interface unit. No attempt should be made
to change these parameters without reference to Ruston Diesels Ltd. Changes to some
of the control parameters occur in real time and if attempted with the engine running,
serious consequences could result.
2.8 FAULT FUNCTIONS:
The governor is programmed to prevent an engine start if the following conditions are
not met: -
a. Satisfactory operation of the lube oil priming pump.
b. Transmission to be declutched.
c. Engine throttle lever to be in the “run” position.
d. Bridge speed levers to be at the “zero” position.
e. Jet buckets set at zero thrust.
2.9 CONCLUSION:
The levels of redundancy for the control and operation of the vessel provide in most
cases a minimum of four levels of operation.
Issue No. 1
MACHINERY SYSTEMS & ASSOCIATED CONTROLS -

FAILURE MODE EXTERNAL ENGINE CONTROLS
FAILURE MODE STOP / START THROTTLE COMMAND R.P.M. FEEDBACK START BLOCK
Complete loss of function Engine stops or fails to Engine returns to idle. No detrimental effect. Engine fails to
start Override by stopping. start.
Rapid change max/min Not Applicable Engine governed within Engine might stop or Not Applicable.
output approved parameters, override return to idle.
by stopping.
Uncontrolled / varying Not Applicable Engine governed within No detrimental effect. Not Applicable.
output approved parameters, override
by stopping.
Premature operation Not Applicable Engine governed within Not Applicable. Not Applicable.
approved parameters, override
by stopping.
Fail to operate at prescribe Engine would fail to Engine governed within No detrimental effect. Failure to start.
time start or fail to stop. approved parameters, override
Vessels motion by stopping.
controlled by thrust
vectoring.
Engine can be stopped
locally.
Fail to cease operation at Not Applicable Engine governed within Engine might not start. Failure to start.
prescribed time approved parameters, override
by stopping.
Issue No. 1
ENGINE GOVERNOR
MACHINERY SYSTEM & ASSOCIATED CONTROLS OPERATING MENU
MAIN MENU
ENGINE STATUS
SPEED SETTING
SPEED CONTROL SPEED CONTROL DYNAMIC NON-LINEAR R.P.M. VARIABLE

MENU PARAMETERS 1 & 2 GAIN GAIN
FUEL LIMIT FUEL LIMIT MENU BOOST FUEL LIMIT TORQUE LIMIT
SYSTEM SETUP
BASE SET UP
I/O CALIB/TEST I/O TEST MENU ANALOGUE INPUTS INPUT STATUS OUTPUT STATUS ACTUATOR S.T.E.
TEST TEST
MEMORY TEST
GLOBAL RESET
Issue No. 1
MACHINERY SYSTEMS & ASSOCIATED CONTROL

SYSTEM FAILURE MODES
NORMAL SEAGOING – FULL SPEED
FAILURE PROPULSION CONTROL

MODE
COMPLETE LOSS OF 4 INDEPENDENT ENGINE 4 INDEPENDENT CONTROL
FUNCTION SYSTEM IN 2 INDEPENDENT SYSTEMS TO EACH ENDING.
1 HULLS
SYSTEMS CAN BE DISABLED SYSTEMS CAN BE DISABLED

RAPID CHANGE TO MAX IMMEDIATELY – 4 IMMEDIATELY – 4
2 OR MIN OUTPUTS REDUNDANT SYSTEMS LIMIT REDUNDANT SYSTEMS LIMIT
IMPACT OF ANY SINGLE OF ANY SINGLE FAILURE
FAILURE
UNCONTROLLED OR SYSTEMS CAN BE DISABLED SYSTEMS CAN BE DISABLED

VARIABLE OUTPUT IMMEDIATELY – 4 IMMEDIATELY – 4
REDUNDANT SYSTEMS LIMIT REDUNDANT SYSTEMS LIMIT
3
IMPACT OF ANY SINGLE IMPACT OF ANY SINGLE
FAILURE. FAILURE.
SYSTEMS CAN BE DISABLED SYSTEMS CAN BE DISABLED

PREMATURE OPERATION IMMEDIATELY – 4 IMMEDIATELY – 4
4 IMPACT OF ANY SINGLE IMPACT OF ANY SINGLE
FAILURE. FAILURE

IMPACT OF ANY FAILURE. IMPACT OF ANY FAILURE.
FAILURE TO OPERATE
ANY MAJOR SINGLE EVENT ANY MAJOR SINGLE EVENT
AT PRESCRIBED
CAN BE MANAGED WITH CAN BE MANAGED WITH
TIME
5 ADEQUATE SEA ROOM. ADEQUATE SEA ROOM.

IMPACT OF ANY FAILURE. IMPACT OF ANY FAILURE.
FAILURE TO CEASE
ANY MAJOR SINGLE EVENT ANY MAJOR SINGLE EVENT
6 OPERATION AT
CAN BE MANAGED WITH CAN BE MANAGED WITH
PRESCRIBED TIME.
ADEQUATE SEA ROOM. ADEQUATE SEA ROOM.
Issue No. 1
MACHINERY SYSTEM & ASSOCIATED CONTROLS

SYSTEM FAILURE MODES
OPERATING IN
CONGESTED WATERS MANOEUVRING
FAILURE MODE PROPULSION CONTROL
4 INDEPENDENT ENGINE
4 INDEPENDENT ENGINE SYSTEMS
SYSTEMS PROVIDE HIGH
PROVIDE HIGH LEVEL OF
COMPLETE LOSS OF FUNCTION LEVEL OF REDUNDANCY.
REDUNDANCY. FAILURE OF
FAILURE OF ANY SINGLE
ANY SINGLE SYSTEM WILL
SYSTEM WILL HAVE LIMITED
HAVE LIMITED IMPACT
IMPACT
4 INDEPENDENT ENGINE 4 INDEPENDENT ENGINE SYSTEMS

SYSTEM PROVIDE HIGH PROVIDE HIGH LEVEL OF
RAPID CHANGE TO MAX OR MIN REDUNDANCY. FAILURE OF ANY
LEVEL OF REDUNDANCY.
OUTPUTS
FAILURE OF ANY SINGLE SINGLE SYSTEM WILL HAVE
SYSTEM WILL HAVE LIMITED LIMITED IMPACT.
IMPACT.
4 INDEPENDENT ENGINE 4 INDEPENDENT ENGINE SYSTEMS

SYSTEMS PROVIDE HIGH LEVEL PROVIDE HIGH LEVEL OF
UNCONTROLLED OR VARIABLE
OF REDUNDANCY. FAILURE OF REDUNDANCY. FAILURE OF
OUTPUT
ANY SINGLE SYSTEM WILL HAVE ANY SINGLE SYSTEM WILL
LIMITED IMPACT. HAVE LIMITED IMPACT.
IMMEDIATE SHUTDOWN IMMEDIATE SHUTDOWN

AVAILABLE. FAILURE OF ANY AVAILABLE. FAILURE OF ANY
PREMATURE OPERATION
SINGLE SYSTEM WOULD HAVE SINGLE SYSTEM WOULD HAVE
LIMITED IMPACT. LIMITED IMPACT.
Issue No. 1
MACHINERY SYSTEMS & ASSOCIATED CONTROLS

FAILURE MODES - ENGINE GOVERNOR & ISIS MONITORING SYSTEM
FAILURE MODE ENGINE GOVERNOR ISIS MONITORING SYSTEM
Loss of power (blown fuse) Loss of D.C Power to Governor Stops Engine. Auto chance to battery supply
Loss of power (circuit breaker trip) Loss of D.C Power to Governor Stops Engine. Auto chance to battery supply.
Loss of power (cable break) Loss of D.C Power to Governor Stops Engine. Auto chance to battery supply.
Malfunction due to cable break Loss of pick up – engine stops. Not Applicable.
Malfunction due to cable break Loss of shutdown solenoid wire. No change (No stop in Not Applicable.
ballhead mode).
Malfunction due to cable break Loss of actuator signal – Engine Stops. Not Applicable.
Malfunction due to cable break Loss of all/any other inputs - No change. Not Applicable.
Note: future command start / stop / shutdown may not
operate.
Loss of electrical D.C. supply Auto change over to battery supply on loss of D.C. supply. Governor
Issue No. 1
MACHINERY SYSTEMS & ASSOCIATED CONTROLS

FAILURE MODES - GOVERNOR POWER SUPPLY
FAILURE MODE EFFECT

Loss of a.c. power to steering Alarm on ISIS. Prove steering available.
Restore a.c. power to steering Observe alarms on ISIS.
Loss of a.c. supply to engine governor Prove engine control available.
Loss of D.C. main supply to steering system. Observe alarms on ISIS. Engines return to idle. No steering control.
Push stop buttons on bridge Observe alarms on ISIS. Engines will stop.
Restore a.c. supply to engine governors
Restore D.C. main supply to steering system Observe alarms.
Restart engines
Increase engine r.p.m. above idle.
Turn off D.C. main supply to engine governors. Observe alarms. Engines will stop – no mechanical ball head
governor to take over.
Restore D.C. main supplies to engine governors Observe alarms.
NOTE: ENGINE MANUFACTURERS CHIEF ENGINEER MUST BE PRESENT DURING THE CONDUCT OF THESE TESTS.
Issue No. 1
TASMANIA PTY LTD
SECTION 3
3.1 STEERING & PROPULSION CONTROL
For Steering and Propulsion control Failure Mode and Effect Analysis refer to the Lips
submission for complete details. The attached diagrams represent the schematic
arrangements and interfacing of the system together with Failure Mode conclusion trials.
Revisions:
The LIPSTRONIC Control System from Incat 050 onwards concerns two series. For each
series DNV Oslo has approved the LIPSTRONIC drawings and Factory Acceptance Tests
(F.A.T.) document. The F.A.T. documents are: -
- Original for Series I : T98-200

- Revision for Series II : T99-173. Rev. A.
Series I applies to Incat ships 050, 051 and 052.
Series II applies to Incat ships 053, 055 and 056.
Issue No.: 1
TASMANIA PTY LTD
SECTION 4
POWER GENERATION SYSTEM
4.1 SYSTEM OVERVIEW
This system, comprising two switchboards and four 240Kw generating sets was designed
around the following criteria:
Automatic starting, synchronising and load sharing of standby sets on load demand
and or / fault conditions
Automatic load shedding facility for system overload conditions.
Facility to over-ride the automatic start of standby sets.
Remote alarm monitoring (detailed in the following pages).
Manual start / stop and synchronising of sets.
DNV certification to E.O. notation.
4.2 SYSTEM CONFIGURATION
Each individual generator set is managed by it’s own dedicated Programmable Logic
Controller (PLC) which monitors alarms and controls the starting and stopping of the set
when required.
Two sequencing PLCs monitor faults and system loading and via the generator set PLCs
start and stop the sets when, and in the order required. Should system loading reach a
critical level load shedding is preformed.
One sequencing controller is located in each switchboard and the entire PLC system
communicates over a duel Local Area Network (LAN) using RS485 protocol. The duel
LAN system is necessary for redundancy purposes, which by definition means that the
entire system will function normally if one or the other of the networks fail.
Issue No.: 1
4.3 BUS-TIE
The switchboards are linked by a 400 amp bus – tie via two NS400N Merlin Gerin circuit
breakers. In the event of any shipboard problems the bus – tie circuit breakers may be shunt
tripped to provide complete isolation between the two boards. In this mode sequencing PLC
will control only the generators in its respective switchboard.
All generator sets except for the priority ‘E’ set are started in the event of a bus-tie trip to
ensure that adequate capacity is available to power emergency systems.
4.4 ENGINE SPEED GOVERNING
The engine governing is electronic and is configured for isochronous operation. The
governors are forward acting types driving the engine fuel rack. If an electronic governor
fails that engine will stop. Another generator if available and appropriately sequenced, will
start and assume load.
The electronic governors have two DC supplies with a maximum unavailable time of R0
(Pt. 4 Ch. 5 Sec. 2 A205). Both of these supplies are independent of other consumers.
Issue No.: 1
TASMANIA PTY LTD
SECTION 5
5.1 CONTROL SYSTEM FOR CLUTCHES
The transmission clutch control is a function combined with the steering and propulsion
control system. Refer to attached diagram.
Issue No.: 1
TASMANIA PTY LTD
SECTION 6
6.1 RIDE CONTROL SYSTEM
For the Ride Control System Failure Mode and Effect Analysis refer to the attached
submission from Maritime Dynamics International.
Issue No.: 1
TASMANIA PTY LTD
SECTION 7
ENGINE SERVICES
FUEL SUPPLY SYSTEM
Reference Drawings: Main Engine Fuel Schematic 050-09-23-003

Genset Fuel Schematic 050-09-23-004
7.1 GENERATING SYSTEM FUEL SUPPLY:
7.2 DESIGN PHILOSOPHY:
The vessel is equipped with two identical diesels driven generator sets mounted on the
forward bulkhead of each engine room. The upper gensets serve as the emergency units.
Each generator is supplied from independent fuel tanks by a combination of gravity supply
and engine driven lift pumps. The upper (emergency) generator is provided with a
continuously replenished supply of fuel from an electrically driven lift pump which provides
twelve hours uninterrupted running at rated load in accordance with HSC 12.7.4.
7.3 OPERATING PROFILE:
Generator sets feed directly to two completely independent main switchboards located in the
switch rooms of the respective port and starboard hulls. Under normal operating conditions,
the two main boards are linked with a 400 amp bus tie which is disconnectable in the event
of an emergency.
7.4 FMEA CONCLUSION TRIALS:
All electrical functions failure modes are tested during power generation system tests. Fuel
endurance is tested for each prototype system design.
7.5 MAIN ENGINE FUEL SUPPLY:
7.6 DESIGN PHILOSOPHY
Issue No.: 1
The main engine operational fuel tanks are integral with the hull of the vessel and are
located between frames 28 – 36. The tank section is divided transversely at Frame 32 such
that two independent fuel tanks are formed in each hull.
7.7 OPERATING PROFILE
Fuel is supplied to the engines via stainless steel fuel lines and the system incorporates tank
mounted remotely operated fuel shut–off valves, primary and secondary fuel filters, a fuel
metering device and shut–off valves. A transfer pump is incorporated within the system
which allows transfer of fuel from the long range tank (delivery voyages only) or transfer
between any operational fuel tanks, i.e., within each hull or across the vessel.
Similarly both engines from either hull can be operated from one tank if required. Sediment
drain sampling points are provided for each tank.
7.8 FUEL SYSTEM FAILURE SCENARIOS
Refer to drawing 050-09-23-005
INCIDENT IDENTIFIED BY IMMEDIATE ACTION

Small quantities of water in Separated at primary filter Drain filter bowls
fuel
Larger quantities of water in Identified and drained off via Drain filter bowls and sampling
fuel sampling pumps. pumps
Significant quantities of water Identified and drained off via Isolate tank
in fuel sampling pumps
Fuel leaking overboard due to Oil film on water Transfer fuel out of tank
hull damage or failure depending on severity of leak
Broken fuel line upstream of Leaking fuel Close shut-off valve and run
transfer pump engine from alternate tank
Broken fuel line downstream of Leaking fuel Shut down engine. Operate on
transfer pump remaining 3 engines (repair
line)
QUALITY PROCEDURE QP 42 ENG
FUEL TRANSFER SYSTEM PRESSURE TEST & COMMISSIONING PROCEDURE Page: 1 of 1
Issue No.: 1
Issue : 1
INCAT TASMANIA PTY LTD Date : 17.09.96
QUALITY SYSTEM Approved :
PURPOSE
This instruction details the test sequence required to demonstrate the hydraulic integrity and
operation of the Fuel Supply System.
SCOPE
This test covers the commissioning requirements of Class and Flag Administrations.
EQUIPMENT
Pressure gauge of suitable range
PROCEDURE
1. Commencing in one engine room, check that all transfer valves are open (except the
crossover) and that the test pressure is in accordance with QR 30.
2. Inspect all engine room pipework for leaks, commencing at the forward bulkhead. Proceed
downstream to the pneumatic isolation valves on each engine.
3. Exit the engine room and proceed to the fuel void on the same side of the vessel. Inspect all
fuel supply pipework for leaks. When satisfied that the system is satisfactory, open the isolation
valves on the fuel tank bulkhead and proceeds back into the engine room.
4. Operate the transfer pump to verify the relief valve operation. Check the relief valve
pressure by reading the test gauge.
5. Repeat the procedure for the opposite side of the vessel.
Note: Crossover pipework forms part of the fuel filling system and is inspected when
pressure testing that system.
Issue No.: 1
TASMANIA PTY LTD
SECTION 8
CO2 RELEASE SYSTEM
DESCRIPTION:
A CO2 gas flooding system is provided to extinguish an engine room fire by closing all the
openings to the engine room and discharging a heavier than air smothering gas (CO2). Thus,
one of the three elements of the fire triangle (oxygen) is depleted to a point where the fire
can no longer be sustained.
The CO2 system consists of two storage banks, each with 7 x 45kg capacity steel storage
cylinders fitted in a cabinet at the aft end of the switchboard room. Each cylinder is
connected to a collection manifold from which leads two pipes – one to the associated
engine room whilst the other pipe is lead to the opposite side of the vessel. By opening the
correct sequence of valves, a second discharge of CO2 can be directed across the vessel to
the opposite engine room.
Engine Room Volume (GROSS) 423.5 m3 each
Design Concentration 35%
CO2 Cylinder Capacity (each E/R) 7 x 45kg
No. of Discharge Nozzles (each E/R) 7
Discharge Time 2 minutes
CAUTION:
Carbon Dioxide is a suffocating gas and is lethal. For this reason extreme caution must be
exercised to ensure that :
1.1 The gas is not accidentally discharged
1.2 Sufficient warning is given prior to discharge
1.3 The gas does not leak into the engine room
1.4 After CO2 discharge, persons should not enter the engine room without breathing
apparatus.
1.5 The engine room is not re-opened after a fire until the heat affected area has cooled.
(Premature admission of air may re-ignite the fire).
1.6 CO2 cylinders are not subjected to high temperatures.
Issue No.: 1
OPERATION – ENGINE ROOM FIRE:
The discharge of the gas to the engine room, associated closure of fuel valves and fire
dampers is operated by electrical signals to pneumatic solenoid valves and servos.
Three operating stations provided viz. :
1.7 Wheelhouse fire panel (electronic actuation)
1.8 Switchboard Room Cabinets (Port & Starboard) (electronic actuation)
1.9 CO2 storage cabinet manual operation
Station 1 (Wheelhouse) is the normal control position.
Station 2 The second stations are provided in the switchboard rooms and are
essentially used for maintenance and survey of the system. However, the system is fully
operational and can be used if required. They may also be the preferred operating stations
for some operators.
Station 3 The CO2 Storage Cabinets located in the switchboard rooms are the manual
control positions and can be used should a pneumatic or electric failure occurs which would
otherwise disable the system.
The operating sequence of CO2 discharge from the wheelhouse or switchboard room stations
are identical and require the sequenced operation as described in the operating instructions.
The button functions will not operate unless the predetermined sequence of operation has
been adhered to. All buttons perform a single function except for the “Machinery
Shutdown” which combines the following operations:
i. Stops the generators and main engines

ii. Shuts off fuel supply to generators and main engines at the main tank valves
iii. Shuts off lube oil priming pump and fuel transfer pumps
iv. Stops the engine room ventilation fans
v. Closes the engine room fire dampers
Under normal conditions the operation of fuel valves, fire dampers, CO2 discharge and CO2
discharge valves, utilize the vessels compressed air system (electric over air operation). The
system can be manually operated from the cylinder storage cabinets at the forward end of
the switchboard rooms (refer to placard).
Note: All fire dampers are fitted with fusible links that close the dampers on the
application of heat.
Manual operation of the system however, requires operator knowledge to ensure that the
correct sequence is used. Similarly, the ability to direct the CO2 gas to the opposite side of
the vessel must be correctly actioned. Note that the opening of CO2 storage cabinet doors
will operate alarms in the engine room and the wheelhouse.
Issue No.: 1
TASMANIA PTY LTD
CO2 RELEASE SYSTEM REMOTE OPERATION
WHEELHOUSE CONTROL
ES
ANTE ROOM CONTROL
ES
SYSTEM ARMED
SYSTEM ACTIVATE ENGINE ROOM SIRENS S1
STROBES ACTIVATED
ES
PP
ES FAN SHUTDOWN
PP FLAP RELEASE
MACHINERY SHUTDOWN FUEL SHUTOFF
GENSET SHUTOFF
FUEL TRANSFER SHUTDOWN
PP
OPEN DISCHARGE VALVE
PP
RELEASE CO2 TO ENGINE ROOM
ES = ELECTRIC SIGNAL
EP = ELECTRIC POWER
HP = HYDRAULIC POWER
MS = MECHANICAL SIGNAL
PP = PNEUMATIC POWER
TASMANIA PTY LTD

Issue No.: 1
CO2 RELEASE SYSTEM

MANUAL CROSSOVER & RELEASE
CROSSOVER REQUIRED
MO
MANUALLY OPEN DESTINATION

DISCHARGE VALVE
MO
MANUALLY OPEN SOURCE AND

DESTINATION CROSSOVER VALVES
MO
ENSURE SOURCE DISCHARGE VALVE IS

CLOSED
MO
RELEASE SOURCE SIDE CO2 GAS
MO = MANUAL OPERATION
TASMANIA PTY LTD
Issue No.: 1
SECTION 9
Test & Maintenance Programme for EO Class Notation
Issue No.: 1
TASMANIA PTY LTD
TEST AND MAINTENANCE

PROGRAMME
YARD 050
TEST AND MAINTENANCE - INDEX

1. OPERATION
2. TESTING
Issue No.: 1
2.1 Racal-Decca ISIS 2500

2.2 Heinzmann Helenos 3
2.3 Industrial and Marine Electronics Power Generation Control System
2.3.1 System Configuration

2.3.2 Bus Tie
2.3.3 Engine Speed Governing
2.4 Autronica Fire Detection
3. IDENTIFICATION FAULTS
3.1 ISIS 2500

3.3 IME Power Generation System
3.4 Autronica Fire Detection
4. REPAIRS
4.1 ISIS 2500

4.4 Autronica Fire Detection System
5. EMERGENCY OPERATION
5.1 ISIS 2500

5.4 Autronica Fire Detection System
6. TEST PROCEDURES
6.1 Testing ISIS Channels

6.2 Lube Oil Low Pressure - Engine Mounted Shut Down
6.3 Lube Oil High Temperature
6.4 Lube Oil Low Pressure
6.5 Lube Oil Filter Differential
6.6 Coolant Low Pressure
6.7 Exhaust Gas Temperature Low Level
6.8 Engine Room Bilge Levels
6.9 Start Air Low Pressure
6.10 Oil Mist Detection Shutdown
6.11 Shaft Bearings High Temperature
6.12 Gear Transmission Low Lube Oil Pressure

6.13 Gear Transmission High Temperature
6.14 Gear Transmission Low Control Oil Pressure
6.15 Fire Detection System
6.16 High Voltage Monitor
Issue No.: 1
6.17 Low Voltage Monitor

6.18 Under Frequency Monitor
6.19 Load Shedding
Appendix 1 E0 Requirements for Power Generation

2 E0 Requirements for Alarm Function of Shaft Bearings & Transmission
3 E0 Requirements for Alarm Function of Exhaust Gas Temperature
4 E0 Requirements for Alarm Function of M/E Lube Oil & Coolant
5 E0 Requirements for Alarm Function of Fire Detection System
6 E0 Requirements for Shut down Function of M/E & Transmission
TEST AND MAINTENANCE PROGRAMME - YARD 050
050-DOC-99-003
This programme covers the following functions as required by DNV EO requirements.

Issue No.: 1
1. Operation
2. Testing
3. Identification of Faults
4. Repairs
5. Emergency Operation
6. Systematic Maintenance & Function Testing
This document also provides a schedule of failure mode conclusion trials for the machinery and associated
safety systems.
Note: Information on the IME Power Generation System is included to provide an overall understanding.
Reference should be made to IME manuals for definitive information and test procedures.
1. OPERATION
1.1 The level of automation is sufficient to permit the operation of the unattended engine rooms to be
remotely monitored and controlled for the nominal maximum continuous period of ferry operation
(approximately 8 hours allowing for reserves).
1.2 The automatic monitoring and control systems are designed to mimic operational conditions for a
variety of parameters required for starting, starting inhibition, shut down and control.
The systems provided on this vessel that meet this requirement are as follows: -
Racal Decca Integrated Ships Instrumentation System (ISIS 2500)

Heinzmann Helenos 3 Engine Governor
Industrial & Marine Electrics Power Generation Control System
Autronica Fire Detection System
2. TESTING
2.1 RACAL DECCA - ISIS 2500
The ISIS 2500 is self diagnostic. The system status can be monitored via the out put screen or by
hard copy. Similarly the set points and their influence on the operation of the vessel can be logged.
For Testing Schedule refer Section 6.
2.2 HEINZMANN HELENOS 3
The Heinzmann Helenos 3 governing system uses a micro controller for precision engine governing
of control functions. Algorithms are pre programmed, but relevant parameters and set points can be
assessed by keypad.
viz, actual speed

Set speed
Actual load
Control parameters
Fault functions
Issue No.: 1
The Heinzmann Governor is self diagnostic and no user serviceable parts are provided. Maintenance
of the electronic components should not be attempted outside the manufacturers works (refer also to
instruction manual).
2.3 INDUSTRIAL AND MARINE ELECTRICS POWER GENERATION CONTROL

SYSTEMS
This system comprises two switchboards and four 240kW generating sets (two in each engine room)
and was designed around the following criteria: -
1. Full Automatic Fault Monitoring and Shutdowns.
2. Automatic Starting, Synchronization and Load Sharing. The system is initiated manually i.e.
(Push buttons on any sequencing panel).
3. Automatic Start of Standby Machines on Load Demand.
4. Automatic Load Shedding, Facility for Overload Condition.
5. Automatic Start/Stop of machines under Fault Conditions.
6. Remote Alarm monitoring facilities (as detailed in the following pages).
7. Manual Start/Stop and synchronizing.
8. D.N.V. Certification. E.O. Notation.
2.3.1 SYSTEM CONFIGURATION
Each individual Generator Set is managed by its own dedicated programmable controller which
starts and stops the generating set when required, and monitors alarms.
Two sequencing controllers monitor system loading, and according to preset Indicator Selections on
the Sequencing Panel, start and stop the generator sets when and in the order required. One
sequencing controller is located in each switchboard and are linked via an RS485 twisted pair cable.
Each sequencing controller is capable of operating Independently should the bus tie be opened. A
further function of these controllers is load shedding, should generator loading reach a critical level.
All set points for these functions are changeable upon request.
2.3.2 BUS TIE
The two switchboards are linked via a 400Amp. Bus through 2 x NS400N Merlin Gerin Circuit
Breakers. In the event of any shipboard problem, these bus ties may be shunt tripped to provide
complete isolation between the two boards. In this mode, each sequencer will control only the
generators in its own board, starting and stopping generators as required, or on load demand.
2.3.3 ENGINE SPEED GOVERNING
Issue No.: 1
The engine governing is electronic, set at Zero Speed Drop from No Load to Full Load. The
governors are housed along with all the other electronic equipment, in the main switchboard.
Wattless Current is shared between Alternators via Quadrature Droop. This has been factory preset
and should never need to be altered. Refer Caterpillar Manuals for adjustment details. For Testing
Schedule refer Section 6.
2.4 AUTRONICA FIRE DETECTION SYSTEM
The system consists of a solid state addressable detection system which reports to the control panel
located in the wheelhouse. The system is self diagnostic and any fault in a zone will be indicated on
the zone identification light - the panel will also emit a high pitched sound.
3. IDENTIFICATION OF FAULTS
3.1 ISIS 2500
The Racal Decca ISIS 2500 Monitoring System contains a comprehensive self checking facility to
monitor the functioning of the monitoring system including the transducers and transducer cabling.
3.2 HEINZMANN HELENOS 3 GOVERNER
The Governor is arranged to shut down the engine under certain fault conditions and sensors are
provided on the engine and are constantly monitored by the Governor.
The conditions which will influence the Governor are:
Low main engine lubricating oil pressure - low speed

Low main engine lubricating oil pressure - high speed
Low gearbox lubricating oil pressure (engine slow down)
Low gearbox control oil pressure (engine slow down)
Oil mist detection
Machinery shut down prior to CO2 release
High main bearing temperature
High inlet air temperature
Electronic overspeed
Mechanical overspeed
The correct function of these sensors must be checked annually.
3.3 IME POWER GENERATION
The Switchboards are provided with a comprehensive self checking facility with an annunciator
panel to provide indication of faults.
3.4 AUTRONICA FIRE DETECTION
Any zone fault will be indicated on the panel by illumination of the zone ID light accompanied by a
high pitched sound. To disable alarm, press "Silence Alarm" button followed by `reset' button.
Issue No.: 1
4. REPAIRS
4.1 ISIS 2500
On board repairs are limited to: -

(I) Replacement of senders/transducers
(ii) Replacement of printed circuit boards
4.2 HEINZMANN HELENOS 3 GOVERNER
(I) No on board repairs permitted
4.3 IME POWER GENERATION SYSTEM
On board repairs are limited to:
(I) Replacement of programme chip

(ii) Replacement of senders
(iii) Standard electrical maintenance and adjustments
On board repairs are limited to replacement of faulty detector heads and or P.C. boards.
5.1 ISIS 2500
System can be operated by trained personnel at Local Scanning Unit in each engine room should
keyboard and/or screens fail in wheelhouse.
5.2 HEINZMANN HELENOS 3
Failure of the governor shuts down the engine.
System can be manually operated and sequenced by trained personnel upon failure of the automatic
control.
To isolate a faulty zone, ensure that the key is in the enable position and then press `Select' key to
cycle through the zones until the display indicates the zone to be isolated. Pressing the isolator key
will then isolate the zone and render all detectors in that zone inoperative. Regular patrols must be
made by ships crew to survey isolated fire detection zones. Refer to Maintenance and Servicing
Manual for instructions to reactivate zone.
Issue No.: 1
6. TEST PROCEDURES
6.1 TESTING ISIS CHANNELS (ISIS MONITORING)
This requires a considerable amount of system knowledge as some of the temperature and pressure
channels are inhibited when the engine is stopped. On the system page enter one of the change
details by menus. Enter the "ISIS" channel to be checked. If the "Status" reads "normal" proceed as
below. If the "status" reads "inhibited" change the reference to "normal". The channel should alarm,
proceed as below.
In the case of a pressure channel, remove the supply pipe and fit the calibrator. With a low pressure
channel, raise the pressure above the set point. Reset the alarm. Reduce the pressure until the
channel alarms, check the set point.
In the case of a high pressure channel, raise the pressure until the channel alarms, check the set point.
In the case of a high temperature channel, immerse the probe in the calibrator, raise it's temperature
until it alarms, check the set point.
In the case of a low temperature channel, raise the temperature above the set point. Reset the alarm,
reduce the temperature until the channel alarms, check the set point.
AFTER TESTING YOU MUST RETURN THE "STATUS" REFERENCE TO "INHIBITED"
6.2 LUBE OIL LOW PRESSURE - ENGINE MOUNTED SHUT DOWN
Shut the isolation valve to the sensor and connect the pressure calibrator. Increase pressure to above
the set point, then reduce the pressure until the switch operates (use a continuity tester). Reconnect
the supply.
With the engine at idle, shut the isolation valve beneath the low speed / low lube oil pressure sensor,
release the entrained oil pressure at the test port and the engine will shut down, ISIS and Heinzmann
will indicate low L.O.S/down.
With the engine above 800 R.P.M., shut the isolation valve beneath the high speed / low lube oil
pressure sensor release the entrained oil pressure at the test port and the engine will shut down, ISIS
and Heinzmann will indicate low L.O.S/down.
6.3 LUBE OIL HIGH TEMPERATURE - ISIS MONITORING
Unscrew the temperature sensor from it’s gland. Put the sensor into the temperature calibrator and
increase the temperature. Check the set point and verify the alarm. Adjust or replace if necessary.
Slowly lower the temperature to check the operation of the sensor across the set point under
conditions of falling temperature. Return the sensor to its gland and refasten.
6.4 LUBE OIL LOW PRESSURE - ISIS MONITORING
Issue No.: 1
Shut the isolation valve beneath the sensor and connect a pressure calibrator. Increase the pressure
to above the set point, then reduce the pressure until the ISIS alarm activates, adjust if necessary.
Disconnect the pressure calibrator and open the isolation valve.
6.5 LUBE OIL FILTER DIFFERENTIAL - ISIS MONITORING
Shut the isolation valve beneath the sensor and connect a pressure calibrator. Slowly increase the
pressure until the ISIS alarm activates, adjust if necessary. Disconnect the pressure calibrator and
open the isolation valve.
6.6 COOLANT LOW PRESSURE - ISIS MONITORING
Shut the isolation valve beneath the sensor and connect a pressure calibrator. Increase the pressure
to above the set point, then reduce the pressure until the ISIS alarm activates, adjust if necessary.
Disconnect the pressure calibrator and open the isolation valve.
6.7 EXHAUST GAS TEMPERATURE - LOW LEVEL - ISIS MONITORING
This test is carried out with the main engine running. Reduce the set point of the exhaust
temperature alarm until the alarm is activated. Compare the reading with the ISIS. Readjust the set
point to the correct value. Sensor can also be tested in low ranges temperature calibrator - check
correlation with calibrator and ISIS readout.
6.8 ENGINE ROOM BILGE LEVELS - ISIS MONITORING
Actuate bilge water level switch either by hand or adding water to bilge. Check the actuation of the
alarm for both falling and rising water levels.
6.9 COMPRESSED AIR LOW PRESSURE - ISIS MONITORING
Switch off compressor, isolate the receiver then drain until ISIS alarms, check set point against the
receiver gauge.
6.10 OIL MIST DETECTION TESTING - ISIS SHUTDOWN
Check that the ready light (green) and the No. 1 red L.E.D. is illuminated. Fill a Polyphone bag with
tabacco smoke. Remove one of the pipes from the crankcase door. Place the end in the bag; squeeze
the bag for approximately 20 seconds. The red L.E.D. should move to the top of the scale and the
alarm L.E.D. will illuminate. An ISIS alarm will sound.
6.11 SHAFT BEARINGS HIGH TEMPERATURE - ISIS MONITORING
Test with calibrator as for lube oil high temperature.
6.12 GEAR TRANSMISSION LOW LUBE OIL PRESSURE - ISIS MONITORING
Test with calibrator as for lube oil low pressure.
Issue No.: 1
6.13 GEAR TRANSMISSION HIGH TEMPERATURE - ISIS MONITORING
6.14 GEAR TRANSMISSION LOW CONTROL OIL PRESSURE - ISIS MONITORING
6.15 FIRE DETECTION SYSTEM
The fire detection system uses two principal methods of remote detection of incipient fires. Viz.
heats detectors (80°C and 56°C settings) and smoke detectors.
Procedure:
Heat Detector - Using an industrial heat gun, direct hot air over the sensing point of the detector to
activate. Acknowledge alarm at control panel and cancel. Do not aim the heat gun directly at the
detector head for an extended period.
Smoke Detector - Using artificial "aerosol smoke" can, direct `smoke' over sensing point of the
detector to activate. Acknowledge alarm at control panel and cancel.
6.16 HIGH VOLTAGE MONITOR
Remove the combined over/under voltage module from the generator control section of the
switchboard. Apply a variable AC supply to the module input signal terminals. Raise the input
voltage to the module and observe the switch point indicating L.E.D.
6.17 LOW VOLTAGE MONITOR
Remove the combined under/over voltage module from the generator control section of the
switchboard. Apply a variable AC supply to the module input signal terminals. Lower the input
voltage to the module and observe the switch point indicating L.E.D.
6.18 UNDER FREQUENCY MONITOR
Start the generator under test. Lower operating speed and observe the switch point at which the
under frequency monitor operates. Return engine to the correct operating speed.
6.19 LOAD SHEDDING
Start the generator under test. Raise the engine loading and observe the kilowatt switch point at
which the load shedding commences. Lower the engine loading. Repeat the test with two generators
`on line'. Repeat the test with three generators `on line'.
Issue No.: 1
Issue No.: 1
Appendix 1
INCAT TASMANIA PTY LTD
TEST AND MAINTENANCE PROGRAM FOR EO REQUIREMENTS
050-DOC-99-003
TEST & MAINTENANCE REQUIREMENTS FOR POWER GENERATION SYSTEM, REFER TO INDUSTRIAL & MARINE ELECTRICS
DOCUMENTS.
Appendix 2
Issue No.: 1
050-DOC-99-003
Operating Make Type Mounting

ALARM FUNCTION Set Point Dimension Analog Digital POME PIME SOME SIME Span Location COMMISSIONING SIGNATURE
DATE
Shaft Bearings
Outboard AFT (Cooper) 85 Deg C CMR X N/A N/A On Bearing
Temperature High PT100
Monitored ISIS
Outboard FWD (Cooper) 85 Deg C CMR X N/A N/A On Bearing

Monitored ISIS
Jet Shaft Bearing (SKF) 110 Deg C CMR X On Bearing

Monitored ISIS
Transmission 0 - 800 RPM Herion
A394
Low 0.8 Bar X On
Low Lube Oil Pressure High 5.0 Transmission
Monitored ISIS 800 - 1030 RPM
90 Noris
Temperature High Deg C X A130
Monitored ISIS On
Transmission
21 Herion
A35
Low Control Oil Pressure Bar X On
Monitored ISIS Transmission
Appendix 3
Issue No.: 1
050-DOC-99-003
Operating Make Type Mounting

ALARM FUNCTION Set Point Dimension Analog Digital POME PIME SOME SIME Span Location COMMISSIONING SIGNATURE
H L DATE
SIGNATURE
Exhaust Gas Temp
Deviation 50 50 Deg C CMR x On Engine
Left & Right Bank
Averaging LOADED Deg C CMR x On Engine

Monitored ISIS AVERAGE
Main Engine
Turbo Outlet Temp Hi Left 550 0 Deg C CMR x On Engine
Monitored ISIS +-35° see note
Turbo Outlet Temp Hi Right 550 0 Deg C CMR x On Engine

Monitored ISIS
Turbo Inlet Temp Hi Left 625 0 Deg C CMR x On Engine

Monitored ISIS
Turbo Inlet Temp Hi Right 625 0 Deg C CMR x On Engine

Monitored ISIS
+- 35°C FROM AVERAGE
MONITORING OF FUNCTIONS VERIFIED AS PER ISIS PRINTOUT SUPPLIED : ...................................................................................................................................
Appendix 4
Issue No.: 1
050-DOC-99-003
Operating Make Mounting

ALARM FUNCTION Set Point Dimension Type Analog Digital POME PIME SOME SIME Span Location COMMISSIONING SIGNATURE
H L DATE
Lube Oil (M.E.)
Lube Oil Inlet Temperature 80 Deg C Danfoss X On Engine
High Monitored ISIS
Low Pressure Low Speed 1.20 Bar Danfoss X On Engine

Monitored ISIS >170RPM
Low Pressure High Speed 3.20 Bar Danfoss X On Engine

Monitored ISIS >788RPM
Pressure Diff Filter High 0.70 Bar Danfoss X On Engine

Monitored ISIS
Coolant F/W
JW Pressure Low 0.70 Bar Danfoss X On Engine
Monitored ISIS
JW Temperature High 97 Deg C Danfoss X On Engine

Monitored ISIS
In Expansion
Exp Tank Level Low ------ ----- X Tank
Monitored ISIS
Coolant S/W
Pressure Low 0.70 Bar Danfoss X On Engine
Monitored ISIS
In Oily
Oily Water Tank Level High ---- ---- X Water Tank
Monitored ISIS
Appendix 5
Issue No.: 1
050-DOC-99-003
Operating Make Type

ALARM FUNCTION Set Point Dimension COMMISSIONING SIGNATURE
DATE
Fire Detection System
Smoke Detectors
AUTRONICA
ER: 80°C
Heat Detectors VD: 56°C
PAX: 56°C AUTRONICA
Appendix 6
ENGINE SAFETY SYSTEMS
Issue No.: 1
050-DOC-99-003
SHUT DOWN FUNCTION SET MAKE

MAIN ENGINE & TRANSMISSION POINT TYPE POME PIME SOME SIME LOCATION DATE SIGNATURE
OiI Mist Detector Shut Down -- Schaller On Engine

Visitron
Low Engine Lube Oil Pressure Shut Down 1.05 Bar Danfoss On Engine
Low Speed
High Speed
Engine Over Speed Shut Down 1186 Caterpillar On Engine

RPM
Low Transmission Control Oil Pressure Slow Down 17 Bar PAL On A103
Transmission
PAL
Low Transmission Lube Oil Pressure Slow Down 0.8 Bar On A394
Transmission
* SEE SEPARATE DOCUMENTATION FOR POWER GENERATION SAFETY SYSTEMS
Issue No.: 1
YARD 056
SPRINKLER OPERATION PROCEDURE
DOCUMENT NO. 056-DOC-08-005
TO BE READ IN CONJUNTION WITH DRG. NO. 056-09-08-001 & 056-09-08-003
DATE: APRIL 2000
THESE DOCUMENTS/DRAWINGS AND THE INFORMATION CONTAINED HEREIN ARE SUPPLIED ON THE
UNDERSTANDING THAT THEYA RE THE EXCLUSIVE PROPERTY OF INCAT TASMANIA PTY LTD AND MUST NOT BE
USED OR REPRRODUCED IN WHOLE OR IN PART WITHOUT PERMISSION IN WRITING.
056 SPRINKLER OPERATION PROCEDURE
NORMAL OPERATION - All valves are pneumatically operated from

Wheelhouse
SCENARIO 1 Fire in Zones 1-2
Turn on STBD 1 & 2 PUMPS, Open valves A & G (Zone 1 Deckhead, Zone 2 Centre & Stbd Aft & Mid
Mezz ramps)
Turn on PORT 2 PUMP, (Zone 2 Deckhead, Port Aft & Mid Mezz ramps)
SCENARIO 2 Fire in zones 2-3
Turn on STBD 2 PUMP, Open valve G, Open valve F (Zone 2, Centre & Stbd Aft & Mid Mezz ramps)
(Zone 3, Stbd & Mid Mezz ramps)
Turn on PORT 1 & 2 PUMPS, Open valve D (Zones 2 & 3, Deckhead & Port Mezz ramps)
SCENARIO 3 Fire in Zones 3-4
Turn on PORT 1 PUMP, Open valve H, Close valve B (Zone 4A)

Turn on PORT 2 PUMP, Open valve D (Zone 3, Deckhead & Port Mezz ramp)
Turn on STBD 1 PUMP, Open valves E & F (Zone 3, Stbd & Mid Mezz ramps, Zone 4B)
SCENARIO 4 Fire in Passenger Space
Open valve C, valve B closes. (Mechanically Interlinked)
Turn on PORT 2 PUMP.
Please note, before commencing flushing procedure of pumps and risers, ensure
that the opposite and adjacent deck valve(s) are closed prior to pump start
REDUNDANCY SITUATIONS (all valves manually operated)
Scenario 1 Fire in Zones 1-2
STBD 1 Pump out.

Close valve M
Turn on STBD 2 PUMP, Open valves A & G ( Zone 1 Deckhead )
Turn on PORT 1 PUMP, ( Zone 2, Stbd & Centre, Aft & Mid Mezz ramps )
Turn on PORT 2 PUMP, ( Zone 2, Deckhead and Port Aft & Mid Mezz ramps )
STBD 2 Pump out.

Close valve M
Turn on PORT 1 PUMP, ( Zone 2 Stbd & Centre, Aft & Mid Mezz ramps )
Turn on PORT 2 PUMP, ( Zone 2, Deckhead & Port Aft & Mid Mezz ramps )
PORT 2 Pump out.

Turn on STBD 2 PUMP, (Zone 2 Stbd & Centre, Aft & Mid Mezz ramps )
Turn on PORT 1 PUMP, ( Zone 2 Deckhead & Port Aft & Mid Mezz ramps )
Scenario 2 Fire in zones 2-3
STBD 2 Pump out.

Open valves D, F & G
Turn on STBD 1 PUMP, ( Zone 2, Stbd & Centre, Aft & Mid Mezz ramps )
( Zone 3, Stbd & Centre Fwd Mezz ramps )
Turn on PORT 1 & 2 PUMPS, ( Zones 2 & 3, Deckhead & Port Mezz ramps )
PORT 1 Pump out.

Close valve N, Open valves D, F & G
Turn on STBD 2 PUMP, ( Zones 2 & 3 Stbd & Centre, Aft, Mid & Fwd Mezz ramps )
Turn on STBD 1 PUMP, ( Zone 2 & 3 )
Turn on PORT 2 PUMP, ( Zone 2 & 3, Deckhead & Port Mezz ramps )
PORT 2 Pump out.

Close valve N, Open valves D, F & G
Turn on STBD 2 PUMP, ( Zone 2 & 3 Stbd & Centre, Aft, Mid & Fwd Mezz ramps )
Turn on PORT 1 PUMP, ( Zone 2 & 3 Deckhead & Port ramps )
Turn on STBD 1 PUMP, ( Zone 2 & 3 )
Scenario 3 Fire in Zones 3-4
PORT 1 Pump out.

Close valves B & N, Open valves D,E,F & H
Turn on PORT 2 PUMP, ( Zone 3 Deckhead & Port ramp )
Turn on STBD 1 PUMP, ( Zone 4A )
Turn on STBD 2 PUMP, ( Zone 3 Stbd & Centre Fwd Mezz ramps & Zone 4B )
PORT 2 Pump out.
Close valve B & N, Open valves D,E,F & H
Turn on PORT 1 PUMP, (Zone 4A)
Turn on STBD 1 PUMP, (Zone 3 Deckhead & Port ramp)
Turn on STBD 2 PUMP, (Zone 3 Stbd & Centre Fwd Mezz ramps, Zone 4B)
STBD 1 Pump out.

Close valves B, Open valves D,E,F & H
Turn on PORT 1 PUMP, (Zone 4A)
Turn on PORT 2 PUMP, (Zone 3 Deckhead & Port ramp)
Turn on STBD 2 PUMP, (Zone 3, Stbd & Centre Fwd Mezz ramps, Zone 4B)
Scenario 4 Fire in Passenger Space
PORT 2 Pump out.

Open valve C, valve B closes (Mechanically Interlinked)
Turn on PORT 1 PUMP,
© 2000: Incat Tasmania Pty Ltd
TASMANIA PTY LTD.
TRAINING MANUAL
(SAFETY EQUIPMENT)
“MILENIUM”
YARD NO. 056
DOCUMENT NUMBER : 056-DOC-29-013
This document and the information contained herein is supplied on the

understanding that the contents are the exclusive property of Incat Tasmania Pty
Ltd. and must not be used against the interest of Incat or reproduced in whole or in
part without permission in writing.
2000
Issue No. : 1
Date : October 04 Page 1
Table of Contents
1 INTRODUCTION ..........................................................................................................4
2 FIRE SAFETY ..............................................................................................................5
2.1 USE OF ALARMS AND COMMUNICATIONS ASSOCIATED WITH FIRE SAFETY................................. 5

2.2 FIRE EQUIPMENT ............................................................................................................................................. 5
2.3 USE OF FIRE PROTECTION APPLIANCES AND SYSTEMS ....................................................................... 6
2.3.1 SAFE HAVENS................................................................................................................................................... 6
2.3.2 BREATHING APPARATUS .................................................................................................................................. 7
2.3.3 FIRE PROTECTION SUIT .................................................................................................................................... 7
2.3.4 DRAUGHT STOP BAFFLES ................................................................................................................................. 8
2.3.5 STRUCTURAL FIRE PROTECTION....................................................................................................................... 8
2.3.6 FIRE DOORS...................................................................................................................................................... 8
2.4 THE USE OF FIRE EXTINGUISHING APPLIANCES AND SYSTEMS ........................................................ 9
2.4.1 PORTABLE FIRE EXTINGUISHERS ...................................................................................................................... 9
2.4.2 FIRE HYDRANT SYSTEM ................................................................................................................................... 9
2.4.2.1 Normal Operation..................................................................................................................................... 10
2.4.2.2 Redundant Operation................................................................................................................................ 10
2.4.3 JET / FOG BRANCH ......................................................................................................................................... 10
2.4.4 FOAM APPLICATOR BRANCH .......................................................................................................................... 11
2.4.5 WATER FOG APPLICATORS ............................................................................................................................. 11
2.4.6 SPRINKLER DRENCHING SYSTEM – VEHICLE DECK........................................................................................ 11
2.4.7 SPRINKLER DRENCHING SYSTEM – PASSENGER DECK ................................................................................... 13
2.4.8 ENGINE ROOM FIRE SUPPRESSION SYSTEM .................................................................................................... 14
3 DAMAGE DETECTION AND CONTROL...................................................................15
3.1 USE OF DAMAGE DETECTION SYSTEMS.................................................................................................. 15

3.1.1 CLOSED CIRCUIT TELEVISION ........................................................................................................................ 15
3.1.2 BILGE LEVEL ALARMS ................................................................................................................................... 16
3.2 THE USE OF DAMAGE CONTROL APPLIANCES AND SYSTEMS.......................................................... 16
3.2.1 THE OPERATION OF WEATHERTIGHT DOORS ................................................................................................. 16
3.2.2 THE OPERATION OF WATERTIGHT HATCHES .................................................................................................. 16
3.2.3 ENGINE ROOM ESCAPE HATCH ...................................................................................................................... 17
3.2.4 BILGE PUMPS ................................................................................................................................................. 17
Issue No. : 1
4 EVACUATION ............................................................................................................18
4.1 COMMUNICATION WITH PASSENGERS IN AN EMERGENCY .............................................................. 18

4.2 SAFETY MESSAGE ......................................................................................................................................... 18
4.3 CREW MUSTER STATIONS ........................................................................................................................... 19
4.4 PASSENGER MUSTER STATIONS................................................................................................................ 19
4.4.1 INCIDENT REQUIRING PASSENGERS TO MUSTER IN THE AFT AND MID SAFE HAVENS ................................... 19
4.4.2 INCIDENT REQUIRING PASSENGERS TO MUSTER IN THE FORWARD AND AFT SAFE HAVENS .......................... 20
4.5 BOARDING, LAUNCHING AND CLEARING LIFERAFTS AND RESCUE DINGHIES ........................... 20
4.5.1 LIFERAFT DEPLOYMENT ................................................................................................................................. 20
4.5.2 RESCUE DINGHY DEPLOYMENT AND RECOVERY ........................................................................................... 20
4.5.2.1 Abandon Ship Deployment........................................................................................................................ 21
4.5.2.2 Rescue Dinghy Deployment ...................................................................................................................... 22
4.5.3 RESCUE DINGHY RELEASE ............................................................................................................................. 23
4.5.4 RESCUE DINGHY OPERATION ......................................................................................................................... 23
4.6 ILLUMINATION OF LAUNCHING AREAS .................................................................................................. 23
4.7 PROTECTION IN LIFERAFT LAUNCHING AREAS.................................................................................... 23
5 USE OF SURVIVAL EQUIPMENT .............................................................................25
5.1 LIFEJACKETS .................................................................................................................................................. 25

5.2 IMMERSION SUITS ......................................................................................................................................... 26
5.3 BEST USE OF LIFERAFT FACILITIES IN ORDER TO SURVIVE.............................................................. 27
5.4 EXPOSURE HAZARDS AND PROTECTION ................................................................................................ 27
6 THE USE OF DETECTION EQUIPMENT ..................................................................28
6.1 THE USE OF RADIO LIFESAVING APPLIANCES ...................................................................................... 28

6.1.1 EMERGENCY POSITION INDICATING RADIO BEACON...................................................................................... 28
6.1.2 SEARCH AND RESCUE TRANSPONDER ............................................................................................................ 28
6.1.3 PORTABLE VHF TRANSCEIVERS .................................................................................................................... 28
6.2 PARACHUTE FLARES .................................................................................................................................... 29
6.3 SIGNAL LAMP ................................................................................................................................................. 29
6.4 SEARCHLIGHT ................................................................................................................................................ 29
6.5 LIFEBUOY LIGHT ........................................................................................................................................... 30
6.6 LIFEBUOY LIGHT AND SMOKE MARKERS............................................................................................... 30
7 RETRIEVAL ...............................................................................................................31
7.1 USE OF LINE THROWING DEVICE .............................................................................................................. 31

7.2 LIFEBUOYS...................................................................................................................................................... 31
Issue No. : 1
PART ONE (1)
INTRODUCTION
1 INTRODUCTION
The purpose of this manual is to provide training information relevant to the safety systems
and equipment installed onboard, to the requirements of the I.M.O. International Code of
Safety for High Speed Craft (HSC Code Part 18.2.3)
This manual is structured to either provide information directly, or to refer to other manuals
and drawing contained in the ship supply relevant to safety systems.
Issue No. : 1
PART TWO (2)

FIRE SAFETY
2 FIRE SAFETY
To assist with familiarization of the fire safety systems on board this vessel, study this part
of the manual in conjunction with the Fire Control Plan, a copy of which is included in
appendix B (Drg. No. 056-09-29-003).
The Fire Control Plan is a general arrangement drawing of the vessel showing the location
of all fire protection and extinguishing appliances and systems. Laminated copies are
stored in weather tight PVC cylinders adjacent to each jet room access hatch. A copy is
posted on the bridge and copy(ies) are also provided on the passenger deck.
2.1 USE OF ALARMS AND COMMUNICATIONS ASSOCIATED WITH FIRE SAFETY
The vessel is fitted with an analogue addressable fire detection system, monitored from
the Bridge, incorporating: infrared flame, optical smoke and heat detectors. Break glass
call points are installed at various locations throughout the vessel. They also form part of
the fire detection system enabling passengers and crew to alert crew or captain to the
occurrence of a fire. For details regarding the use of the fire detection system, refer to the
Autronica BS-100 Operator’s Handbook included as part of the ship’s documents. Fire
Detector Locations are shown on the Fire Detector Layout drawing, a copy of which is
included in appendix B (056-09-29-008).
Audible and visual fire alarms are installed on the bridge and in both engine rooms. These
alarms activate simultaneously upon detection of fire, or activation of a manual call point
from any location on the vessel, alerting crew and captain to an outbreak of fire.
The captain can make announcements to passengers via the P.A. system (refer to part 4.1
of this manual for details), three portable VHF transceivers are available for
communication with the Bridge or other areas of the vessel from the fire scene.
2.2 FIRE EQUIPMENT
Fire equipment lockers containing SOLAS approved fire fighting equipment are provided in
each switchboard room (Port and Starboard), forward vehicle deck (starboard) and in the
electronics room (refer to Fire Control Plan for locations). These lockers are identified on
the Fire Control Plan as follows: PE Locker with personal equipment (HSC 7.10.3.1)
comprising:
• Fire suit – trousers, coat & gloves • Safety boots
• Rigid helmet with visor • Axe
• Torch of 3 hour minimum burning period
Issue No. : 1
FE Locker with self contained fireman’s outfit (HSC 7.10.3) comprising:
Personal equipment as listed above

Breathing apparatus with spare cylinder
Fire proof lifeline
The aft fire lockers also contain an international shore connection adapter for the hydrant
system, a foam making branch, foam pick-up tube and a spare length of hydrant hose is
stored in the port locker only.
2.3 USE OF FIRE PROTECTION APPLIANCES AND SYSTEMS
2.3.1 Safe Havens
In the event of a fire or other emergency occurring on the passenger decks, facilities exist
to assemble passengers in safe haven areas on board the vessel. If during this event the
Master makes a decision to abandon ship, passengers can safely evacuate the safe
havens and board liferafts. Refer to parts 4.4.1 and 4.4.2 of this manual for details.
The Safe Haven Plan (Drg. no. 056-09-29-005), a copy of which is included in appendix B,
nominates the safe haven areas in Zone 1, Zone 2 and Zone 3.
Zone 1 safe haven consists of the following areas:

Tier 2 passenger space from frame 41 forward.
Tier 2 passenger space from frame 20 to frame 41.
Tier 2 passenger space from frame 20 aft.
After passengers have assembled in the appropriate safe havens, depending on the
nature and location of the emergency, the internal boundaries between safe havens can
be sealed by closing the sliding and roller smoke doors (refer to diagram over page). With
these doors closed, a smoke tight boundary is formed between the safe haven zones,
whilst the crew can take appropriate measures to contain the emergency, extinguish the
fire or evacuate.
After the emergency has been contained / extinguished, the affected space can be
ventilated via exhaust fans mounted on the superstructure roof. Controls for these
exhaust fans are located on the face of the switchboards in zone 1, the bar and the bridge.
The diagram on the following page shows the location of smoke doors which complete the
division between safe haven zones 1 & 2, and zones 2 & 3. These doors can only be
closed manually.
Issue No. : 1
Part Plan of Tier 2 Passenger Deck
2.3.2 Breathing Apparatus
The vessel is equipped with four sets of Drager breathing apparatus, complete with one
spare cylinder for each set, used for protection whilst fire fighting and to gain access to
smoke filled areas. Due to the inherent dangers associated with using this equipment,
ensure fire fighting personnel are suitably trained.
A copy of the manufacturer’s Instruction for Use manual is included in appendix A, refer to
part 2.2 for B.A. set locations.
2.3.3 Fire Protection Suit
The fire suits provided on this vessel are Bristol Fleet Suits made of Modacrylic and glass
fibre, designed for close proximity fire fighting.
The suits are SOLAS approved and consist of :- jacket and trousers, heavy duty helmet
complete with neck curtain and visor, thumb and mitten type gloves, and safety boots with
steel toe cap.
A total of six fire suits are provided with this vessel. Refer to part 2.2 for suit locations.
Issue No. : 1
2.3.4 Draught Stop Baffles

All passenger deck ceiling voids are divided into sections of no more than 14m in length by
airtight baffles. If a fire develops in the ceiling void, these baffles prevent the potential
influx of air from other areas of the ceiling void, therefore limiting the spread of fire and/or
smoke.
2.3.5 Structural Fire Protection

High risk fire areas (engine rooms) and areas containing flammable fluids (vehicle decks),
are clad with structural fire protection to prevent the spread of fire into adjoining areas.
The bridge is shielded from all internal areas of the vessel by structural fire protection in
order to preserve the control station (bridge) during a fire.
The Fire Control Plan shows the extent and rating of Structural Fire Protection in various
areas of the vessel, the Craft Operating Manual details materials and construction.
2.3.6 Fire Doors

All doorways fitted into bulkheads clad with structural fire protection have fire doors
installed with the same fire rating as the structural fire protection surrounding that door.
These doors are fitted with self-closing devices and are to be kept closed, except when
passing through.
The exit doors from the vehicle decks are fitted with electro magnets to enable the doors to
be held in the open position whilst passengers pass through, door closure switches are
located on each side of the doorway.
In the event of a fire, these doors can be closed from the Engineer’s panel, also the status
of all fire doors is indicated on the Engineer’s panel on the bridge (see diagram below).
V/DECK FIRE DOORS

PORT AFT PORT MID PORT MEZZ PORT FWD STBD AFT V/DECK STBD MID V/DECK STBD MEZZ STBD FWD
V/DECK GREEN V/DECK GREEN GREEN GREEN GREEN GREEN GREEN GREEN
PORT AFT PORT MID PORT MEZZ RED STBD AFT V/DECK STBD MID V/DECK STBD MEZZ RED
V/DECK RED V/DECK RED PORT FWD RED RED RED STBD FWD RED
ENGINE ROOM FIRE DOORS PAX DECK DOOR
PORT E/ROOM PORT E/ROOM STBD E/ROOM STRD E/ROOM BRIDGE LOWER
ESCAPE GREEN GREEN ESCAPE GREEN GREEN LEVEL GREEN DOOR CLOSE
PORT E/ROOM PORT E/ROOM STBD E/ROOM STBD E/ROOM BRIDGE LOWER
ESCAPE RED RED ESCAPE RED RED LEVEL RED
CLOSE
Diagram of Engineer’s Panel Showing Fire Door Indication Lamps
Issue No. : 1
2.4 THE USE OF FIRE EXTINGUISHING APPLIANCES AND SYSTEMS
Three modes of fire extinguishing systems are provided on this vessel:
First Level
Hand held portable fire extinguishers in the bridge, passenger areas, vehicle deck,
engine rooms and switchboard rooms.
Second Level
The fire hydrant system in the passenger and vehicle decks, which offers a range of
hose attachments comprising; jet/fog branch, foam branch and water fog applicator.
Third Level
Overhead sprinkler system covering all areas of the passenger and vehicle decks.
Carbon Dioxide fire suppression and overhead sprinkler systems in the engine
rooms.
Operators are cautioned that in any major fire, the production of smoke will be a major
factor affecting visibility and breathing.
2.4.1 Portable Fire Extinguishers

Three types of portable fire extinguishers are available onboard this vessel:
Extinguisher Type Identifying Colour

Carbon Dioxide (5kg) Red (with black triangle )
Dry Chemical (6kg) Red (with blue triangle )
Foam Red (with oatmeal triangle )
Instructions for operation are provided on each fire extinguisher and locations are shown
on the Fire Control Plan.
2.4.2 Fire Hydrant System

Two dedicated 7.5kW electric motor driven pumps, located in void 2 (1 port side and 1
starboard side) supply salt water to a common fire hydrant ring main. Fire hydrant outlets
are installed throughout the vessel, supplied from the ring main (refer Fire Control Plan for
location details) as a secondary means of controlling a fire.
The hydrant outlets are positioned to ensure that at least two jets of water be sprayed onto
any one location. This may require the use of an extension hose in the passenger area.
Each outlet is permanently fitted with a shut-off valve, 20 metre length of lay-flat hose
complete with Storz type fittings, fitting spanners and adjustable water jet/fog branch. The
Storz fittings allow hoses to be coupled together from either end, and are inter-changeable
throughout the vessel.
Issue No. : 1
The water jets deliver a significant amount of water, and exert a thrust that can throw an
able bodied person off their feet in the jet configuration. For this reason, caution should be
exercised when using the system.
Foam generating fluid, foam adaptor branches and water fog applicators are available for
use with the hydrant system (Refer to parts 2.4.4 and 2.4.5 of this manual for operating
instructions). The international shore connection adaptors located in each aft fire cabinet
are designed to couple to any hydrant outlet, thus enabling connection of a shore supply to
boost the hydrant main if necessary.
2.4.2.1 Normal Operation
The hydrant pumps can be operated simultaneously or individually. A check valve

installed into their delivery pipework enables operation of each pump individually by
automatically isolating the pump not in use. Each pump is capable of supplying two hoses
to the requirements of the HSC Code.
Pump Start/Stop Switches
PT HYDRANT PT HYDRANT PT HYDRANT STBD HYDRANT STBD HYDRANT STBD HYDRANT

START STOP RUNNING START STOP RUNNING
Pump Operating Indication Lamps
Diagram of “Fire Hydrants” Section of Engineer’s Panel
A by-pass tube with an isolation valve has been installed around the pump to allow water
to flow through the pump when operating against a closed head for a period greater than
five minutes. The pump should not operate against a closed head for an extended period.
2.4.2.2 Redundant Operation
Failure at the Engineer’s control panel to start the pump(s) can be overcome by starting
the pump(s) using the over-ride switch(es) within the local distribution board(s). Should
one pump fail to start, the opposite pump will maintain system pressure and water flow
when running.
2.4.3 Jet / Fog Branch
Located at each hydrant outlet is a fabricated aluminium box containing a 20m length of
Ø50mm Angus fire hose and a Unifire jet/fog branch. As the name suggests, the jet/fog
branch discharges water in either a jet or fog pattern, depending on adjustment of the
diffuser head at the end of the branch. Full clockwise rotation of the diffuser head shuts off
the water flow.
Issue No. : 1
2.4.4 Foam Applicator Branch
Two Chubb FB5X foam-making branches are stored on board the vessel, one in each fire
locker aft, along with two 20 litre drums of AFFF foam concentrate.
The foam branches will operate from a water supply of 230 litres/minute at a pressure 550
kPa, meaning that one hydrant pump is capable of supplying both foam branches from any
two hydrant outlets on the vehicle deck.
To operate a branch, connect the foam drum piercer pick-up tube (also located in the fire
cabinets) to the branch by sliding the flange end into the coupling and securing the back
nut. Connect a hydrant hose to the branch, adjust the concentration control valve to the
required percentage (either 3% or 6%), spike the foam drum with the pick-up tube, then
open the hydrant supply and branch shut-off valves.
Direct foam over the fire in a manner which blankets the affected are, thus excluding
oxygen and extinguishing the fire.
Operator should be aware of the difficulty in gaining access to vehicles when closely
parked on the vehicle deck.
2.4.5 Water Fog Applicators
Six water fog applicators are positioned at various hydrant outlets around the vehicle deck
(refer to the Fire Control Plan for locations). They are used for controlling under body
vehicle fires or other areas of limited access, by the application of a water spray.
To use the applicators, simply connect to a hydrant hose, open the supply valve and slide
the nozzle under the affected vehicle.
2.4.6 Sprinkler Drenching System – Vehicle Deck
An overhead water drenching system is installed to control a major vehicle deck fire. The
system is divided into four transversely separated zones, of which two adjacent zones are
operated at one time. The system is supplied with salt water delivered by two or three
30kW pumps, depending on which zones are selected. System configuration is shown on
Drawing no. 056-09-08-001 (Sprinkler Layout General Arrangement) a copy of which is
included in appendix B.
The system is normally dry with open sprinkler heads installed as part of the overhead
drenching system. Each pump draws water from the sea chest via a strainer and is
coupled to a rising pipe main that penetrates the vehicle deck and continues onto the
distribution system.
Issue No. : 1
All exposed pipework is manufactured from stainless steel, whereas pipework protected by
Structural Fire Protection is manufactured from aluminium. Deck level isolation valves and
flushing outlets are provided to enable the distribution system to be isolated for pump
testing.
In the open deck areas, the hydrant hoses are to be used to extinguish a major fire.
All normal operation of the sprinkler system is conducted from the bridge at the Engineer’s
control panel (refer to diagram below).
The red illuminated “set valves zones X+X” switches allow the operator to select the
appropriate zones, dependant on the location of the fire. The four green “valves set zones
X+X” lamps immediately below, indicate the current zones selected for operation. There
are three options for the vehicle deck e.g. zones 1+2, zones 2 + 3 or zones 3 + 4.
Once the desired zones have been selected, the “start pump sequence” switch will
illuminate indicating the pumps are ready for operation. Upon depression of the “start
pump sequence” switch, the green “pump run” lamps will illuminate as the pumps required
to drench the selected zones commence operation, pump selection and sequence starting
is automatic.
When all the pumps required to drench the selected zones are operating, the green “zones
X+X pumps run” indication lamp will illuminate confirming the system is fully operational
and the red “stop pumps” switch will also illuminate ready for the operator to stop the
pumps when required.
Zones Selection Switches Pump Start/ Pump Operating Indication

And Indication Stop Switches Lamps
SPRINKLER PUMPS
SET VALVES SET VALVES SET VALVES SET VALVES START PUMP PORT PUMP STBD PUMP
ZONES 1+2 ZONES 2 + 3 ZONES 3 + 4 PASSENGER SEQUENCE 1 RUN 1 RUN
ZONE
VALVES SET VALVES SET VALVES SET VALVES SET STOP PORT PUMP STBD PUMP
ZONES 1 + 2 ZONES 2 + 3 ZONES 3 + 4 PASSENGER PUMPS 2 RUN 2 RUN
ZONE
ZONES 1 + 2 ZONES 2 + 3 ZONES 3 + 4 PASSENGER

PUMPS RUN PUMPS RUN PUMPS RUN ZONE
PUMPS RUN
“All Pumps Operating” Indication

Lamps for Zones Selected
Diagram of “Sprinkler Pumps” Section of Engineer’s Panel on the Bridge
Issue No. : 1
If the system does not perform as described in part 2.4.6.1, back-up facilities exist to
operate the system after an initial failure.
Failure at the Engineer’s control panel to select the desired zones can be overcome by re-
configuring the zone separation valves manually from the tier 2 passenger deck. The Fire
Control Plan shows the location of these valves. Manual operating instructions are posted
locally.
Failure at the control panel to start all the pumps required to supply each selected zone,
can be overcome by locally starting each pump(s) using the over-ride switch(es) on the
front panel of the local distribution board(s). Should this fail, the delivery from a back-up
pump can be re-directed to supply the selected zones, by re-configuring valves from within
the tier 2 passenger deck. Details of how to achieve this are contained in Incat document
no. 056-DOC-08-005 (Sprinkler Operation Procedures) a copy of which is included in
appendix A.
The fire hydrant system can also be connected to the sprinkler system via the sprinkler
pump flushing outlets. It is recommended that comprehensive crew training be undertaken
to ensure adequate system knowledge and preparedness in the event of an emergency.
2.4.7 Sprinkler Drenching System – Passenger Deck
An overhead water drenching system is installed throughout the passenger decks to

control a significant fire. System configuration is shown on drawing no. 056-09-08-001
(Sprinkler Layout General Arrangement) a copy of which is included in appendix B.
The system is normally dry and divided into three zones that reflect the safe haven areas.
The sprinkler heads are sealed with fusible bulbs (average response time index 40) which
only burst (fuse) on the application of heat.
During operation the entire passenger deck system is under pressure. If a pipe or fusible
bulb ruptures in a safe haven where passengers have marshalled, water flow from the
failed section can be stopped by closing the appropriate isolation valve J, K or L (refer to
the Sprinkler Layout General Arrangement drawing) from the manual control station
adjacent to the port forward passenger entry.
It is recommended that the passenger deck sprinkler system be used only as a last resort.
The dry evacuation of passengers from the vessel will have a large influence on their
ability to withstand exposure, particularly in cold climates.
If a decision is made to operate the passenger deck system, ensure the break glass
freeing ports are open to allow the decks to drain (the Damage Control Plan shows these
freeing port locations).
Issue No. : 1
All normal operation of the system is conducted on the bridge at the Engineer’s control
panel (refer to diagram in part 2.4.6.1 of this manual).
Operation of the control panel is as described in part 2.4.6.1 of this manual. A pressure
gauge mounted adjacent to the Engineer’s station gives visual indication of system
performance.
If the system does not perform as described in part 2.4.7.1, back-up facilities exist to
operate the system after an initial failure.
Failure at the control panel to select the passenger zone can be overcome by
reconfiguring the zone separation valves manually from outside the passenger deck. The
Fire Control Plan shows the location of these valves and manual operating instructions are
posted locally.
Failure at the control panel to start the pump can be overcome by starting the pump locally
using the over-ride switch within the distribution board. Should this fail, the delivery from
the back-up pump can be redirected to supply the passenger deck by reconfiguring zone
separation valves. Details of how to achieve this are contained in Incat Document no.
056-DOC-08-005 – Sprinkler Operation Procedures) a copy of which is included in
appendix A.
The fire hydrant system can also be connected to the passenger sprinkler system via the
sprinkler pump flushing outlets. It is recommended that comprehensive crew training be
undertaken to ensure adequate system knowledge and preparedness in the event of an
emergency.
2.4.8 Engine Room Fire Suppression System
Carbon Dioxide is provided as an extinguishing medium on this vessel for the control of a
major engine room fire, for operation details refer to the Engine Room CO2 Release
System Operating Manual (Incat Document no. 056-DOC-29-010) a copy of which is
included in appendix A.
The Engine Room CO2 Piping and Operation Details drawing (a copy of which is included
in appendix B) also contains operation details, plus arrangement of the cabinet and piping
layout.
If a CO2 cylinder develops a leak from the discharge valve, pressure in the manifold will
gradually rise. This rise in pressure is detected by a sensor in the manifold resulting in an
ISIS alarm indication.
If this occurs, the offending cylinder must be isolated and replaced as soon as practical.
Issue No. : 1
PART THREE (3)
DAMAGE DETECTION AND CONTROL
3 DAMAGE DETECTION AND CONTROL

To assist with familiarization of damage detection and control systems onboard this vessel,
study this part of the manual in conjunction with the Damage Control Plan, a copy of which
is included in appendix B (Drg. No. 056-03-29-002).
The Damage Control Plan, shows the location and closing status for various conditions, of
all watertight hatches, weathertight doors, drainage and air pipes.
3.1 USE OF DAMAGE DETECTION SYSTEMS
A structural inspection of the vessel should be carried out on a weekly basis or after
grounding, exposure to heavy seas, or any accidental damage. It is recommended that
closing devices, hatches and the integrity of watertight voids be checked on a daily basis.
It is recommended that the following areas be inspected as a minimum:

Leading edges.
Under body areas subject to slamming loads.
Areas subject to impact damage through docking procedures such as sponsons and
vehicle ramps, etc.
Shell plating for distortion or buckling.
Integrity of structural components.
Hinge pins and attachment points of hydraulic rams/ramps.
Vandalism and interference with safety or emergency equipment.
Check security of handrails, stanchions, etc.
Check security of all external aerials.
Check all voids for distortion or cracking of structural components.
All structural welding repairs shall be carried out in accordance with the procedure laid
down in DNV "Rules for Classification of High Speed Light Craft”. Weld tables and the
Quality Standards booklet details the recommended preparation for various
thicknesses of aluminium.
Check sealing of watertight / weathertight doors and hatches.
3.1.1 Closed Circuit Television
The vessel is fitted with two separate C.C.T.V. systems. One system covers all areas of
the vehicle deck and the second system covers both engine, jet and switchboard rooms.
Monitors are mounted in the deck head above the Engineers panel.
Issue No. : 1
This assists the detection of events such as an unrestrained vehicle moving about the
vehicle deck with the potential to cause structural damage, visual confirmation and extent
of a fire, or flooding in the engine or jet rooms.
Further details regarding the C.C.T.V. system can be found in the Craft Operating Manual.
It is strongly recommended that the regular patrols of vehicle decks and engine rooms
be conducted whilst the vessel is operating at sea.
3.1.2 Bilge Level Alarms
A float switch mounted in the bilge of each watertight void is connected to the ISIS system.
This enables early detection of water ingress into any of the watertight compartments,
including the engine and jet rooms.
3.2 THE USE OF DAMAGE CONTROL APPLIANCES AND SYSTEMS
For details of action and precautions to be taken for various damage conditions of the
vessel, refer to Incat Damage Control Manual (Doc. No. 056-DOC-29-005) included as
part of the craft’s documents.
3.2.1 The Operation of Weathertight Doors
The operation of the weathertight doors fitted to this vessel involves holding the lever type
handle in the 12 o’clock position, as the door is closed against the coaming, then pulling
the handles down to the horizontal position.
This action forces the rubber seal of the door against the coaming creating a watertight
boundary.
3.2.2 The Operation of Watertight Hatches
With the tee handle raised and at right angles to the recess in the hatch cover, place the
cover over the hatch opening. Once the hatch cover is seated in position, turn the tee
handle through 90° and push the handle down into the recess on the top of the cover.
This action forces the rubber seal on the underside of the cover against the coaming of the
hatch opening, creating a watertight boundary.
The amount of force imposed by the locking dog against the coaming can be altered by
adjusting the nyloc nuts at the pivot point.
Issue No. : 1
3.2.3 Engine Room Escape Hatch
The engine room escape hatch (located at vehicle deck level between portals 20 and 21)
is designed to enable access to and from the engine room by a crewmember wearing
breathing apparatus.
The operation of this hatch is identical from both sides; to open a closed hatch, unlock the
locking dog by turning the handle from the longitudinal to athwartships position, then
operate the rotary switch located adjacent to the hatch.
This action unlocks the hatch and operates the pneumatic opening device, thus raising the
hatch to the open position.
To close the hatch, simply reverse the procedure. If the pneumatic system fails, the hatch
cover can be raised by one person.
3.2.4 Bilge Pumps
Each watertight void space has a permanently fitted submersible bilge pump which
discharges overboard into the central tunnel via a skin fitted non-return valve. The engine
rooms are additionally equipped with a second submersible pump.
Pumps are switched from the vehicle deck above each void access hatch, except for the
engine and jet rooms that are switched from the Switchboard Room.
An additional submersible bilge pump fitted with adequate hose and cabling is available for
each hull as a spare. These spare pumps are stored in each Switchboard Room. Power
required to operate these pumps is provided by sockets located above each void access
hatch, where there is adequate cable to draw power from either side of the vessel.
Section Through Inboard Profile Showing Bilge Pump Arrangement
ONE SPARE BILGE PUMP STORED IN EACH

SWITCHBOARD ROOM, SUITABLE FOR USE IN
ALL VOID SPACES. (GRUNDFOS AP12)
15M/HR @ 4.8m HEAD, SUBMERSIBLE

ELECTRICAL DRIVEN BILGE PUMP, TYPICAL ALL
VOIDS (TWO IN EACH ENGINE ROOM).
Issue No. : 1
PART FOUR (4)
EVACUATION
4 EVACUATION
The systems onboard this vessel enable a full compliment of passengers and crew to
evacuate the vessel into liferafts within a maximum time period of seventeen minutes and
forty two seconds under ideal conditions. (Refer to HSC Code 4.8)
To become familiar with these evacuation systems, study this Part of the manual in
conjunction with the Escape and Safety Plan and the Means of Escape Plan, copies of
which are included in appendix B.
4.1 COMMUNICATION WITH PASSENGERS IN AN EMERGENCY
The vessel is equipped with a public address system that covers all areas of the vehicle
and passenger decks.
A microphone installed in the Master’s control panel over-rides all other Public Address
(P.A) inputs, enabling the Master to make an announcement to passengers and crew at
any time, whilst remaining seated at the helm.
A back-up microphone, also located on the Bridge, provides greater flexibility, enabling the
user to move about the Bridge whilst making an announcement.
The Master also has a facility to display an on screen message throughout the Passenger
areas, asking passengers to “Please Be Seated”.
For information regarding the use of the P.A. system, refer to the Craft Operating Manual.
4.2 SAFETY MESSAGE
The safety message is a short video clip that is played to all passengers at the time of
departure detailing safety procedures, etc.
Video screens are arranged such that all passengers have a line of sight from their seat to
a screen.
Issue No. : 1
4.3 CREW MUSTER STATIONS
Muster stations for all crewmembers are to be determined by the Operator of the vessel.
A muster list is to be posted in each engine room, on the Bridge and a copy is included in
the Route Operating Manual. (Ref. HSC Code 18.2.2)
4.4 PASSENGER MUSTER STATIONS
Passengers are normally required to muster at their seats as determined by the operator’s
evacuation procedures. These evacuation procedures must be compatible with the
escape routes shown on the Means of Escape Plan in order to achieve the evacuation
times demonstrated during initial trials.
The vessel is fitted with marine evacuation equipment as follows:
Four (4) slide / 100 person liferaft units
Six (6) 100 person liferaft units
The slide / liferaft units (two per side) are installed at the forward and midships area of the
passenger accommodation, from where direct access is gained.
The six (6) ‘stand alone’ liferaft units are installed at both sides of the superstructure. Two
of the Port liferafts and two of the Starboard liferafts are designed to be bowsed to the
outboard side of the MES liferafts, via which passenger access is gained. The Port and
Starboard aft liferafts accommodate the 10% extra capacity required by regulations.
Details of normal passenger escape routes to liferaft embarkation areas are shown on the
seat back safety cards and Means of Escape Plan, which is posted at various locations
around the passenger decks and Bridge.
All crew should be aware that evacuation times will be influenced (and possibly extended)
by many factors during an onboard incident. A high level of crew training and awareness
will minimise the risk of potential delays.
If circumstances are such that the escape routes shown on the Means of Escape Plan
cannot be used, the following alternatives are available for various scenarios.
4.4.1 Incident Requiring Passengers to Muster in the Aft and Mid Safe Havens
If the Master makes a decision to abandon ship due to the occurrence of an incident in the
forward safe haven, passengers can safely evacuate the vessel via the forward and aft
MES stations whilst occupying the remainder of the passenger deck.
Issue No. : 1
4.4.2 Incident Requiring Passengers to Muster in the Forward and Aft Safe Havens
When distributing passengers into the forward and aft safe havens, care must be taken to
ensure that passenger numbers in each safe haven are compatible with the evacuation
plan to ensure a smooth evacuation of the vessel if required.
If the Master then makes a decision to abandon ship due to the occurrence of an incident
in the mid safe haven, passengers can safely evacuate the vessel via the forward and aft
MES stations.
4.5 BOARDING, LAUNCHING AND CLEARING LIFERAFTS AND RESCUE

DINGHIES
4.5.1 Liferaft Deployment
The vessel is equipped with Marine Evacuation Systems (MES) manufactured by Liferaft
Systems Australia, designed for evacuation of passengers and crew from high freeboard
fast ferries, directly into inflatable liferafts.
Escape routes from all areas of the passenger decks to the MES stations are detailed in
part 4.4 of this manual.
Liferaft boarding, launching and clearing procedures from the MES muster stations are
detailed in the Liferaft Systems Australia (LSA) Operations Manual, a copy of which is
included in appendix A.
4.5.2 Rescue Dinghy Deployment and Recovery
Rescue dinghy deployment and recovery is achieved via a davit assembly mounted on the
Superstructure aft quarter (Port and Starboard sides). The davits are powered from the
respective jet room hydraulic system. It is recommended that the dinghies remain
attached to the davits and the hydraulic circuit isolation valves remain open at all times, in
readiness for deployment.
The davits consist of a fixed boom with a power slew through 90°, at a radius of 4.6m and
a safe working load of 740kg. The dinghy is raised and lowered by a cable winch
mechanism mounted on top of the boom at the hinge end. Winches should only be
operated with a loaded hook to ensure correct spooling of the winch rope to the drum.
The dinghies can be deployed to the outboard side of either the Port or Starboard hulls
under all damage conditions of the vessel. Refer to the Dinghy Deployment Details
drawing, a copy of which is included in appendix B.
Controls are mounted in a box adjacent to the davits on tier 2 and consist of two levers;
one to raise and lower and the other to slew the dinghy. See diagram on following page.
The hydraulic system is set to prevent rope damage in the event of overhoisting.
Issue No. : 1
Function of Dinghy Davit Control Levers
4.5.2.1 Abandon Ship Deployment
During an abandon ship incident a minimum of two persons are required to deploy and
crew the rescue dinghy.
Firstly remove the weatherproof cover and webbing straps which hold the dinghy to the
cradle, then whilst one crewmember boards the dinghy, a second stands by the davit
controls. When the first crewmember is in position, the davit operator can lift the dinghy
from the cradle, slew to a position off the hull and lower into the water.
Once the dinghy is in the lowered position the painter line must be secured to the horn
cleat attached to the sideshell 1000mm above sponson.
From here, it can be released from the davit cable, the outboard motor lowered from the tilt
position, started and the dinghy maneuvered alongside pilot stairs with the painter still
attached to allow the second crew member to board the dinghy.
Once aboard, the dinghy can be detached from the vessel by tripping the painter quick
release mechanism. Rescue dinghy recovery is simply the reverse procedure.
Issue No. : 1
4.5.2.2 Rescue Dinghy Deployment
During a rescue incident, three persons are required to crew the rescue dinghy and a
fourth to operate the davit (a third immersion suit for rescue dinghy crew will need to be
sourced from the opposite switchboard room). Deployment is as described in part 4.5.2.1
of this manual, except that three crew can board the dinghy from the cradled position,
eliminating the need to bring the dinghy alongside immediately after deployment.
Note: Rescue boat must be launched before deploying aft MES to avoid interfering
with bowser lines.
Pivoting davit for

launching dinghy
Dinghy in
housed
position
Dinghy in
launched
Water line position
Part Stern View Showing Dinghy in the Housed and Launched Positions
Each davit is supplied by the hydraulic system ring main in each jet room, which is
pressure fed by two (2) electric/hydraulic pumps and one (1) P.T.O. / hydraulic pump,
driven by the inner gearbox. Any of these pumps have sufficient capacity to power the
davits.
The No. 1 hydraulic pumps are connected to the essential distribution boards powered by
either of the emergency gensets.
Issue No. : 1
During normal operation hydraulic power is supplied from the jet room on the same side of
the vessel as the davit in use. However, if this power supply is not available, the crane
can be supplied from power packs located in the opposite jet room by operating the
crossover valves located in the Starboard jet room on bulkhead five.
This system allows for redundant operation during a failure of either or both of the electric
and/or hydraulic power sources.
4.5.3 Rescue Dinghy Release
The rescue dinghies are equipped with quick release mechanisms for releasing both the
davit cable and the painter.
Use of these release mechanisms is detailed in the dinghy manufacturer’s training manual
– ML Lifeguard Inflated Rescue Boat Type IR 455, a copy of which is included in appendix
A.
4.5.4 Rescue Dinghy Operation
For details regarding the operation of the Rescue Dinghies, refer to the training manual
mentioned in part 4.5.3, in conjunction with the Outboard Manufacturer (O.M.C.) Operation
and Maintenance Manual (included as part of the craft’s documents).
4.6 ILLUMINATION OF LAUNCHING AREAS
The evacuation areas on each side of the vessel are illuminated by floodlights mounted off
the superstructure. The floodlights cover the deployment areas for the MES slide/liferaft
combinations, the individual rafts and the Inflatable Rescue Boats (IRB’s). The floodlights
are switched from the bridge lighting switcher panel.
Escape routes, escape exits and MES bays are illuminated by continuously charged
battery lighting units which operate for a minimum of three (3) hours after loss of power.
The nominal location of essential circuit lighting, emergency maintained lighting and
evacuation floodlights are shown on the Escape and Safety Plan.
4.7 PROTECTION IN LIFERAFT LAUNCHING AREAS
The four (4) MES slides and link liferafts are deployed from the tier 2 passenger deck.
Therefore, passengers evacuating via these exits remain dry and warm prior to
evacuation; and also enter the liferafts dry, thus offering maximum protection against the
elements.
Issue No. : 1
Two Anti-Exposure suits are supplied at each MES station for the protection of
crewmembers against the elements while preparing liferafts for the entry of passengers.
A yachtsman’s harness housed in a cabinet adjacent to the aft tier 2 passenger access
doors (Port and Starboard sides), is supplied for use should the aft liferafts require local
manual release. The harness must be hooked to the car on the safety harness track
above the windows to ensure the safety of the crewmember assigned the task, of manually
releasing the liferaft(s). Instructions for use and care of the harness are contained in
appendix A.
Issue No. : 1
PART FIVE (5)
USE OF SURVIVAL EQUIPMENT
5 USE OF SURVIVAL EQUIPMENT
5.1 LIFEJACKETS
One adult lifejacket is stored beneath each passenger seat onboard the vessel. Children’s
lifejackets are stored in lockers throughout the passenger decks, along with spare adult
lifejackets. These locker locations are shown on the Escape and Safety Plan, and are
identified with luminous IMO signs. Six (6) adult lifejackets are also stored in each
switchboard room.
Donning instructions for child and adult lifejackets are stored in the passenger seat back
pockets, copies of which are included in appendix A (see below).
Issue No. : 1
5.2 IMMERSION SUITS
Four (4) immersion Suits are available for rescue boat crew. Two are stored in each
switchboard room.
See the diagram below for donning instruction.
Issue No. : 1
5.3 BEST USE OF LIFERAFT FACILITIES IN ORDER TO SURVIVE
Details of all liferaft facilities and the use of, are contained in the LSA Operation Manual
mentioned in part 4.5.1.
5.4 EXPOSURE HAZARDS AND PROTECTION
Hypothermia can be minimized by wearing several layers of warm clothing. Thermal

underwear, wool or synthetic pile fibre clothing and an anorak, oilskin or a waterproof
synthetic jacket as the outer layer should be considered a minimum. A cap of balaclava
should also be worn as a large amount of body heat is lost through the upper body region.
If available, put on an Anti-Exposure or Immersion Suit.
If it should be necessary to enter the water on abandoning the craft, the initial ‘cold shock’
may prove disabling, or even fatal. Extra clothing will markedly reduce this shock effect,
while an immersion suit will sustain body warmth for a longer period.
The extra clothing or immersion suit will prolong your survival time by reducing loss of
body heat. It will not weigh you down, the opposite is true; when you enter the water, the
air trapped between the extra layers of clothing will help your lifejacket in keeping you
afloat.
Even if you do board the survival craft without getting wet, the extra clothing or immersion
suit will help save your life while awaiting rescue. Hypothermia, not lack of food and water,
is the biggest danger.
Issue No. : 1
PART SIX (6)
USE OF DETECTION EQUIPMENT
6 THE USE OF DETECTION EQUIPMENT
This vessel is supplied with equipment for detecting personnel fallen overboard and
equipment for detecting a vessel in a distress situation.
The location of this equipment is shown on the Escape and Safety Plan.
6.1 THE USE OF RADIO LIFESAVING APPLIANCES
The vessel is equipped with radio lifesaving appliances to comply with GMDSS (Global
maritime Distress and Safety Systems), all of which are located on the bridge. Two
qualified operators of these appliances must be onboard while at sea.
6.1.1 Emergency Position Indicating Radio Beacon
This vessel is fitted with an automatic release (float free) 406MHz E.P.I.R.B. (Emergency
Position Indicating Radio Beacon) mounted on the aft exterior bulkhead of the
wheelhouse. For information regarding the use of this device, refer to the manufacturers
(McMurdo Ltd.) manual included as part of the ships documents.
6.1.2 Search and Rescue Transponder
Two (2) SARTS (Search and Rescue Transponders) are housed in the electronics
services room immediately beneath the bridge, luminous IMO signs are posted to highlight
their location under black ship conditions. Instruction for Use manuals re included in
appendix A.
6.1.3 Portable VHF Transceivers
Three (3) Skanti VHF 9110 Portable Transceivers are housed on the bridge. Instructions
for Use are included in appendix A.
Issue No. : 1
These units are approved to fulfil the GMDSS requirement for Portable VHF Transceivers,
and as such form part of the safety equipment to be used in an emergency situation.
Two types of battery packages can be used with these Transceivers. An orange primary
emergency battery, to be used during emergency situations (providing at least eight
hours operation time) and a black secondary re-chargeable battery for daily use of the
Transceivers.
Prior to using a transceiver for an abandon ship incident, the primary emergency battery
must be installed and the distress channel selected as follows:-
Remove the top seal from the orange emergency battery package.
Insert the battery package into the handheld transceiver unit.
Push the on/off button until the radio turns on, indicated by channel readout in
the display.
Push the channel sixteen 16 button to ensure that the channel for distress traffic
is active.
In a noisy environment the transceiver is designed to be held to the ear and used like a
mobile telephone, enabling the operator to send and receive transmissions with greater
clarity.
Refer to manufacturers manual for further details of operation.
6.2 PARACHUTE FLARES
Twelve (12) parachute flares are housed in the electronics services room; luminous IMO
signs are posted to highlight their location under black ship conditions. Specifications and
details regarding use of these flares are included in appendix A.
Instructions for use are also attached to each flare.
6.3 SIGNAL LAMP
An Aldis Daylight Signaling Lamp is stored on the bridge for visual communication. Power
sockets are located on the starboard side, aft and forward of the bridge. The unit also
contains a battery pack for portability.
6.4 SEARCHLIGHT
The vessel is equipped with a remote control searchlight mounted on the forward mast for
use when searching for personnel fallen overboard at night.
Operation is via a joy stick control on the Master’s consul.
Issue No. : 1
6.5 LIFEBUOY LIGHT
Four of the eight lifebuoys onboard the vessel have a light attached. The location of these
is shown on the Escape and Safety Plan.
Specifications and details regarding use of lifebuoy lights are included in appendix A.
6.6 LIFEBUOY LIGHT AND SMOKE MARKERS
Two of the eight lifebuoys onboard the vessel have a quick release Pains-Wessex light
and smoke marker attached to the lifebuoy by a length of rope. They are located on the
exterior of the vessel adjacent to the aft MES doors.
These markers can be deployed locally or remotely from the bridge (refer part 7.2 of this
manual), an instruction leaflet regarding use of the light and smoke markers is included in
appendix A.
Issue No. : 1
PART SEVEN (7)
RETRIEVAL
7 RETRIEVAL
7.1 USE OF LINE THROWING DEVICE
The vessel is equipped with line-throwing devices (4 off), used for firing a line to another
vessel or to the shore in an emergency situation.
The devices’ are Comet, Article no. 1104, housed in the electronics services room.
Luminous IMO signs are posted to highlight their location under black ship conditions.
Technical specifications and details regarding the use of a Line Throwing Device are
included in appendix A and are attached to the lid of the container.
7.2 LIFEBUOYS
This vessel is equipped with seven (7) lifebuoys, housed at various locations and with
various attachments (refer to Escape and Safety Plan for details). Two of the seven
lifebuoys on board have 30m orange rope attached to enable retrieval of persons fallen
overboard. These lifebuoys are housed adjacent to the aft of each switchboard room (port
and starboard).
Two lifebuoys have light and smoke markers attached and are housed on the exterior of
the vessel adjacent to the aft MES doors. These lifebuoys along with light and smoke
markers can be deployed locally or remotely from the bridge (refer to diagram below). An
instruction leaflet regarding the use of the lights and smoke markers is included in
appendix A. Three other lifebuoys (two with lights) are fitted to the aft section of tier 2
passenger area. Refer to the Escape and Safety plan for exact locations.
Shot bolt can be operated
Cradle in the locally or from the bridge via a
house pull cable, allowing the cradle to
position fall to the launch position.
Cradle in launch
position Section Through Tier 2
Passenger Deck at Frame 16
Lifebuoy to fall
overboard along
with the light and
smoke marker
Issue No. : 1
© 2000 Incat Tasmania Pty Ltd
TASMANIA PTY LTD
OPERATING MANUAL
ENGINE ROOM CO2 RELEASE SYSTEM
(INCLUDES OPERATION OF VEHICLE DECK DAMPERS IN THE EVENT OF A VEHICLE FIRE)
INCAT YARD 056

DOCUMENT NO. 056-DOC-29-014
1. Description
2. Cautions
3. Operation - Engine Room Fire
4. Operation - Vehicle Deck Fire
5. Abbreviated Operating Placards
6. System Maintenance
7. Resetting
Issue: 1 – Yard 056 Page 1

Date: March 2000
OPERATING INSTRUCTIONS
ENGINE ROOM CO2 RELEASE SYSTEM
1. Description
A CO2 gas flooding system is provided to extinguish an engine room fire by closing all the
openings to the engine room and discharging a heavier than air smothering gas (CO2).
Thus, one of the three elements of the fire triangle (oxygen) is depleted to a point where
the fire can no longer be sustained.
The CO2 system consists of two storage banks, each with 7 x 45kg capacity steel storage
cylinders fitted in a cabinet at the aft end of the switchboard room. Each cylinder is
connected to a collection manifold from which leads two pipes – one to the associated
engine room whilst the other pipe is lead to the opposite side of the vessel. By opening
the correct sequence of valves, a second discharge of CO2 can be directed across the
vessel to the opposite engine room.
Engine Room Volume (GROSS) 423.5 m3 each
Design Concentration 35%
CO2 Cylinder Capacity (each E/R) 7 x 45kg
No. of Discharge Nozzles (each E/R) 7
Discharge Time 2 minutes
2. Caution

Date: March 2000
Carbon Dioxide is a suffocating gas and is lethal. For this reason extreme caution must be
exercised to ensure that :
1.1 The gas is not accidentally discharged
1.2 That sufficient warning is given prior to discharge
1.3 That the gas does not leak into the engine room
1.4 After CO2 discharge, persons should not enter engine room without
Breathing Apparatus.
1.5 The engine room is not re-opened after a fire until the heat affected area has
cooled. (Premature admission of air may re-ignite the fire).
1.6 CO2 cylinders are not subjected to high temperatures.
3. Operation – Engine Room Fire
The discharge of the gas to the engine room and associated closure of fuel valves and fire
dampers is operated by electrical signals to pneumatic solenoid valves and servos.
Three operating stations provided viz. :
1.7 Wheelhouse fire panel (electronic actuation)
1.8 Switchboard Room Cabinet (Ante Room) (electronic actuation)
1.9 CO2 storage cabinet manual operation

Date: March 2000
Station 1 (wheelhouse) is the normal control position.
Station 2 A second station is provided at the switchboard room and is essentially used
for maintenance and survey of the system. However, the system is fully
operational and can be used if required and may be the preferred operating
station for some operators.
Station 3 The CO2 Storage Cabinet located in the switchboard room is the manual
control position and can be used should a pneumatic or electric failure occur
which would otherwise disable the system.
The operating sequence of CO2 discharge from the wheelhouse or switchroom station is
identical and requires the sequenced operation as described in the operating instructions.
The button functions will not operate unless the predetermined sequence of operation has
been adhered to. All buttons perform a single function except for the “Machinery
Shutdown” which combines the following operations:
i. Stops the generators and main engines

ii. Shuts off fuel supply to generators and main engines at the main tank valves
iii. Shuts off lube oil priming pump and fuel transfer pumps
iv. Stops the engine room ventilation fans
v. Closes the engine room fire dampers
Under normal conditions the operation of fuel valves, fire dampers, CO2 discharge and
CO2 discharge valves, utilizes the vessels compressed air system (electric over air
operation). The system can be manually operated from the cylinder storage cabinets at
the forward end of the switchboard room (refer to placard).
Note
All fire dampers are fitted with fusible links that close the dampers on the
application of heat.

Date: March 2000
Manual operation of the system however, requires operator knowledge to ensure that the
correct sequence is used. Similarly, the ability to direct the CO2 gas to the opposite side of
the vessel must be correctly actions. Note that the opening of CO2 storage cabinet door
will operate alarms in the engine room and the wheelhouse.
4. Operation – Vehicle Deck Fire
1.10 The fire can then be controlled using hand held extinguishers, fire hydrants
(with or without foam branches) or overhead sprinklers as determined.
Note
CO2 gas is provided to control engine room fires only. Do not discharge for vehicle
deck fire.
5. Abbreviated Operating Placards
1.11 CO2 Discharge

- Manual Operation
1.12 CO2 Discharge

- Wheelhouse Operation
1.13 To Operation CO2 Crossover

- Operation
1.14 Operating Instructions

- Vehicle Deck Fire
1.15 CO2 Discharge

- Switchboard Room

Date: March 2000
TASMANIA PTY LTD.
CO2 DISCHARGE – MANUAL OPERATION

IN CASE OF ENGINE ROOM FIRE
1. CONFIRM LOCATION AND EXTENT OF FIRE.
2. VERIFY THAT ALL PERSONNEL HAVE EVACUATED THE ENGINE ROOM.
3.1 OPEN CO2 STORAGE CABINET DOOR – ALARMS WILL SOUND IN ENGINE ROOM
AND WHEELHOUSE.
3.2 SHUT DOWN ALL ENGINES, GENERATORS AND VENTILATING FANS ON THE SIDE
OF THE VESSEL AFFECTED BY THE FIRE.
3.3 CLOSE THE FUEL SHUT OFF VALVES (VOIDS 4 & 5) BY MANUAL OPERATION OF
FUEL SHUTOFF SOLENOID VALVE (OR BY THE MANUAL CLOSURE OF VALVES IN
VOIDS 4 & 5).
3.4 CLOSE ENGINE ROOM FIRE DAMPERS BY MANUAL OPERATION OF FIRE DAMPER
SOLENOID VALVE OR BY MANUAL OPERATION OF PULL WIRES.
4. MANUALLY OPEN ENGINE ROOM CO2 SUPPLY VALVE (CROSSOVER VALVE TO

REMAIN CLOSED). VERIFY THAT SAFETY PINS HAVE BEEN REMOVED FROM THE
FIRING HEADS OF THE CO2 CYLINDERS.
5. CO2 CYLINDERS CAN NOW BE DISCHARGED BY PULLING THE “CO2 HANDLE”

RELEASE.
6. DO NOT ENTER ENGINE ROOM UNTIL CERTIFIED SAFE. (PREMATURE ADMISSION

OF AIR MAY REIGNITE A FIRE).
7. TO RESET SYSTEM REFER TO OPERATING MANUAL.

Date: March 2000
TASMANIA PTY LTD.
CO2 DISCHARGE – WHEELHOUSE OPERATION

3. PRESS “SYSTEM ACTIVATE” BUTTON TO ARM THE SYSTEM. THE

“MACHINERY SHUTDOWN” BUTTON WILL ILLUMINATE AND INITIATE
ALARMS.
4. PRESS “MACHINERY SHUTDOWN” BUTTON ONLY TO THE ENGINE ROOM ON

FIRE. CONFIRM ENGINES STOPPED. “OPEN VALVE” BUTTON WILL
ILLUMINATE.
5. PRESS “OPEN VALVE” BUTTON TO OPEN THE ENGINE ROOM CO2 VALVE.
“RELEASE GAS” BUTTON WILL ILLUMINATE.
6. PRESS “RELEASE GAS” BUTTON. “GAS RELEASED” LAMP WILL ILLUMINATE,

INDICATING CO2 HAS BEEN RELEASED.
7. DO NOT RE-ENTER ENGINE ROOM UNTIL CERTIFIED SAFE. PREMATURE

ADMISSION OF VENTILATING AIR MAY REIGNITE A FIRE.

Date: March 2000
TASMANIA PTY LTD.
IN CASE OF VEHICLE DECK FIRE
1. NOMINATED FIREFIGHTER SHOULD FIT PROTECTIVE CLOTHING AND

BREATHING APPARATUS AS REQUIRED.
2. CONTROL FIRE USING HAND EXTINGUISHERS, HYDRANTS OR OVERHEAD

SPRINKLERS AS DETERMINED.
3. DO NOT RELEASE CO2 GAS FOR VEHICLE DECK FIRE.

Date: March 2000
TASMANIA PTY LTD.
TO OPERATE CO2 CROSSOVER
ACCESS REQUIRED TO BOTH PORT & STARBOARD CO2

STORAGE CABINETS
1. OPEN BOTH MANUAL CROSSOVER VALVES IN CO2 STORAGE CABINETS (1

PORT, 1 STARBOARD).
2. OPERATE MACHINERY SHUTDOWN ON THE SIDE THAT THE FIRE HAS

OCCURRED FROM EITHER THE SWITCHBOARD ROOM CO2 OPERATING
STATION, OR WHEEHOUSE, BUT DO NOT PRECEED FURTHER.
3. MANUALLY OPEN THE “ENGINE ROOM CO2 VALVE” ON THE SIDE THAT THE
FIRE HAS OCCURRED BY OVER-RIDING THE PNEUMATIC ACTUATOR. THIS
VALVE MAY ALREADY BE OPEN IF CO2 HAS BEEN DISCHARGED TO THE
FIRE DAMAGED ENGINE ROOM.
ENGINE ROOM VALVE ON THE SERVICEABLE SIDE MUST REMAIN CLOSED.
4. TRANSFER TO THE SERVICEABLE SIDE AND DISCHARGE THE CO2 USING

THE MANUAL PULL CABLES ONLY. DO NOT DISCHARGE FROM THE
REMOTE STATIONS AS THIS WILL ALLOW CO2 TO BE RELEASED INTO THE
SERVICEABLE ENGINE ROOM.
5. DO NOT RE-ENTER THE ENGINE ROOM UNTIL CERTIFIED SAFE

(PREMATURE ADMISSION OF VENTILATING AIR MAY RE-IGNITE A FIRE).

Date: March 2000
TASMANIA PTY LTD.
CO2 DISCHARGE – SWITCHBOARD ROOM

3. OPEN THE DOOR FLAP AT THE CO2 OPERATING STATION. PUSH THE
“SYSTEM ACTIVATE” BUTTON. THE ENGINE ROOM AND WHEEHOUSE
ALARMS WILL SOUND. “MACHINERY SHUTDOWN” BUTTON WILL
ILLUMINATE.
4. PRESS “MACHINERY SHUTDOWN” BUTTON, CONFIRM ENGINES STOPPED.

“OPEN VALVE” BUTTON WILL ILLUMINATE.
5. PRESS “OPEN VALVE” BUTTON TO OPEN THE ENGINE ROOM CO2 VALVE.
“RELEASE GAS” BUTTON WILL ILLUMINATE.
6. PRESS “RELEASE GAS” BUTTON. “GAS RELEASED” LAMP WILL ILLUMINATE

INDICATING CO2 HAS BEEN RELEASED.
7. DO NOT RE-ENTER ENGINE ROOM UNTIL CERTIFIED SAFE. PREMATURE

ADMISSION OF VENTILATING AIR MAY RE-IGNITE A FIRE.

Date: March 2000
6. System Maintenance
It is recommended that the system be disarmed by disconnecting the firing pins from the
top of each CO2 cylinder during any system maintenance operation. ‘Transport Caps’ are
provided to protect the valve assemblies on the top of the cylinder during transport or
decommissioning.
Cylinders should be weighed during annual survey to verify the CO2 quantity. Facilities
exist which enable the CO2 cylinders to be weighed in situ using a chain block and load
cell.
6.1 CO2 Cylinder Weighing Procedure
Remove the panel on top of the CO2 cabinet and attach a beam clamp to the T-bar directly
above the CO2 cylinders in the deck head. Remove attachments and support brackets
from the CO2 cylinders and attach the modified transport cap for lifting. Using a chain
block and load cell, lift the cylinder to compare the current gross weight against recorded
gross weight stamped on the cylinder.
If the variation exceeds the allowable limit, the cylinders must be recharged.
Reference Drawings:
056-09-29-30 Engine Room CO2 Piping & Operation Details

056-09-07-02 Compressed Air System Diagram
56-09-11-105 Engine Room Fire Control System Block
56-09-11-106 Engine Room Fire Control System Schematic
56-09-11-107 Engine Room Fire Control System Connections
56-09-11-108 Engine Room Fire Control System Bridge Connections
7. System Resetting
ELECTRICAL
To reset the system, ensure the CO2 storage cabinet door is closed. Press the reset
button on the front of the electrical CO2 cabinet in the switchboard room.
MECHANICAL
All fire dampers should be reset by swinging the damper blade to the open position and
retracting the pneumatic catch to lock the blade. Check the condition of the catch and the

Date: March 2000
security of the fusible links. The engine room CO2 valve must be returned to the closed
position.
The pneumatic firing pins on the top of each CO2 bottle must be reset by withdrawing the
locking pin and returning the plunger to the '‘armed’ condition. Reset fuel valves in the fuel
void. Recharge CO2 cylinders as required – nett content 45kg CO2 per cylinder.
It is recommended that the system be operationally checked every six (6) months, with
specific emphasis on the following:
7.1 Pneumatic fire damper catches are functioning correctly.
7.2 That the operation, hinging and sealing of the fire dampers is effective.
7.3 That the rigging of the fuel shut-off valves is correctly adjusted.
7.4 That the pneumatic system pressure is correctly adjusted and has not developed
any leaks.

Date: March 2000
TASMANIA PTY LTD.
IN CASE OF VEHICLE DECK FIRE
1. NOMINATED FIREFIGHTER SHOULD FIT PROTECTIVE CLOTHING AND

BREATHING APPARATUS AS REQUIRED.
2. CONTROL FIRE USING HAND EXTINGUISHERS, HYDRANTS OR OVERHEAD

SPRINKLERS AS DETERMINED.
3. DO NOT RELEASE CO2 GAS FOR VEHICLE DECK FIRE
SPRINKLER OPERATING FROM WHEEHOUSE FOR

PASSENGERS AND VEHICLE DECK SYSTEMS
PRESS BUTTON SET VALVES ZONES

+
CHECK INDICATOR LIGHT VALVES SET ZONES

+
PRESS BUTTON START PUMP SEQUENCE
CHECK INDICATOR LIGHT ZONES + PUMPS

RUN
RELEVANT “PUMP OPERATING” INDICATOR LIGHTS WILL ILLUMINATE.

Note: PUMPS CAN ALSO BE MANUALLY STARTED FROM ANTE-ROOMS. VALVES
CAN BE MANUALLY OPERATED AT VALVE STATIONS (REFER TO TRAINING
MANUAL FOR DETAILS).

Date: March 2000
TASMANIA PTY LTD
TEST AND MAINTENANCE

PROGRAMME
YARD 056
Issue No. 1 – Yard 056

Date: 18 October, 2004 Page 1
1. OPERATION ............................................................................................................................................ 4
2. TESTING .................................................................................................................................................... 5
2.1 RACAL DECCA – ISIS 2500 ................................................................................................................ 5
2.2 WOODWARD GOVERNOR .................................................................................................................. 5
2.3 INDUSTRIAL AND MARINE ELECTRICS POWER GENERATION CONTROL SYSTEMS ........... 5
2.3.1 SYSTEM CONFIGURATION ......................................................................................................... 5
2.3.2 BUS TIE ......................................................................................................................................... 6
2.3.3 ENGINE SPEED GOVERNING ..................................................................................................... 6
2.4 AUTRONICA FIRE DETECTION SYSTEM.......................................................................................... 6
3. IDENTIFICATION OF FAULTS .................................................................................................................. 7
3.1 ISIS 2500 .............................................................................................................................................. 7
3.3 IME POWER GENERATION ................................................................................................................ 7
4. REPAIRS .................................................................................................................................................... 8
4.1 ISIS 2500 .............................................................................................................................................. 8
4.3 IME POWER GENERATION SYSTEM ................................................................................................ 8
5. EMERGENCY OPERATION ...................................................................................................................... 9
5.1 ISIS 2500 .............................................................................................................................................. 9
5.3 IME POWER GENERATION ................................................................................................................ 9
6. TEST FREQUENCY................................................................................................................................. 10
7. TEST PROCEDURES .............................................................................................................................. 10
7.1 ISIS 2500 ............................................................................................................................................ 10
7.2 LUBE OIL LOW PRESSURE – ENGINE MOUNTED SHUT DOWN ................................................. 10
7.3 LUBE OIL HIGH TEMPERATURE – ISIS MONITORING .................................................................. 10
7.4 LUBE OIL LOW PRESSURE – ISIS MONITORING .......................................................................... 10
7.5 LUBE OIL FILTER DIFFERENTIAL – ISIS MONITORING ................................................................ 10
7.6 COOLANT LOW PRESSURE – ISIS MONITORING ......................................................................... 11
7.7 EXHAUST GAS TEMPERATURE – LOW LEVEL – ISIS MONITORING .......................................... 11
7.8 ENGINE ROOM BILGE LEVELS – ISIS MONITORING .................................................................... 11
7.9 COMPRESSED AIR LOW PRESSURE – ISIS MONITORING.......................................................... 11
7.10 OIL MIST DETECTION TESTING – ISIS SHUTDOWN................................................................... 11
7.11 SHAFT BEARINGS HIGH TEMPERATURE – ISIS MONITORING................................................. 11

7.12 GEAR TRANSMISSION LOW LUBE OIL PRESSURE – ISIS MONITORING ................................ 11
7.13 GEAR TRANSMISSION HIGH TEMPERATURE – ISIS MONITORING ......................................... 12
7.14 GEAR TRANSMISSION LOW CONTROL OIL PRESSURE – ISIS MONITORING ........................ 12
7.15 FIRE DETECTION SYSTEM ............................................................................................................ 12
7.16 HIGH VOLTAGE MONITOR............................................................................................................. 12
7.17 LOW VOLTAGE MONITOR.............................................................................................................. 12
7.18 UNDER FREQUENCY MONITOR ................................................................................................... 13
7.19 LOAD SHEDDING ............................................................................................................................ 13
8. RECORD OF ALARM AND SHUTDOWN TESTS ................................................................................... 13
8.1 EO REQUIREMENTS FOR POWER GENERATION ……………………………………………………13
8.2 EO REQUIREMENTS FOR ALARM FUNCTION OF SHAFT BEARINGS & TRANSMISSION……..14
8.3 ALARM TESTING RESULTS FOR SHAFT BEARING …………………………………………………..15
8.4 EO REQUIREMENTS FOR ALARM FUNCTION OF EXHAUST GAS TEMPERATURE …..……….16
8.5 ALARM TESTING RESULTS FOR EXHAUST GAS TEMPERATURE ………………………………..17
8.6 EO REQUIREMENTS FOR ALARM FUNCTION OF M/E LUBE OIL & COOLANT ………………….18
8.7 ALARM TESTING RESULTS FOR M/E LUBE OIL & COOLANT ………………………………………19
8.8 EO REQUIREMENTS FOR ALARM FUNCTION OF FIRE DETECTION SYSTEM …………………20
8.9 ALARM TESTING RESULTS FOR FIRE DETECTION SYSTEM ……………………………………...21
8.10 EO REQUIREMENT FOR SHUTDOWN FUNCTION OF MAIN ENGINE …………………………..22
8.11 ALARM TESTING RESULTS FOR MAIN ENGINE …………………………………………………….23
8.12 RECOMMENDED ADDITIONAL ANNUAL TESTING ………………………………………………….24

TEST AND MAINTENANCE PROGRAMME - YARD 056
056-DOC-99-003
This programme covers the following functions as required by DNV EO requirements.
1. Operation
2. Testing
3. Identification of Faults
4. Repairs
5. Emergency Operation
6. Systematic Maintenance & Function Testing
This document also provides a schedule of failure mode conclusion trials for machinery
and associated safety systems.
Note: Information on the IME Power Generation System is included to provide an overall
understanding. Reference should be made to IME manuals for definitive information and
test procedures.
1. OPERATION
The level of automation is sufficient to permit the operation and the unattended engine
rooms to be remotely monitored and controlled for the nominal maximum continuous
period of ferry operation of up to 24 hours subject to fuel endurance limits.
The automatic monitoring and control systems are designed to mimic operational
conditions for a variety of parameters required for starting, starting inhibition, shut down
and control.
The systems provided on this vessel that meet this requirement are as follows: -
Racal Decca integrated Ships Instrumentation System (ISIS 2500)

Woodward type 723 Engine Governor
Industrial & Marine Electrics Power Generation Control System
Autronica Fire Detection System

2. TESTING
2.1 RACAL DECCA – ISIS 2500
The ISIS 2500 is self diagnostic. The system status can be monitored via the output
screen or by hard copy. Similarly the set points and their influence on the operation of
the vessel can be logged. For Testing Schedule refer to Section 6.
2.2 WOODWARD TYPE 723 ENGINE GOVERNOR
The Woodward Governor governing system uses a micro controller for precision engine
governing of control functions. Algorithms are pre-programmed, but relevant parameters
and set points can be assessed by keypad.
Viz, Actual speed

Set speed
Actual load
Control parameters
Fault functions
The Governor is self-diagnostic and no user serviceable parts are provided. Maintenance
of the electronic components should not be attempted outside the manufacturers works
(refer also to Instruction Manual).
2.3 INDUSTRIAL AND MARINE ELECTRICS POWER GENERATION CONTROL

SYSTEMS
This system comprises two switchboards and four 240kW generating sets (two in each
engine room) and was designed around the following criteria:-
1. Automatic starting, synchronising, load sharing and stopping of sets on load

demand and/or fault conditions.
2. Automatic load shedding for system overboard conditions.
3. Facility to override automatic start of standby sets.
4. Manual start/stop and synchronising of Gensets.
5. User configurable emergency genset.
6. DNV Certification to E.O. notation.
2.3.1 SYSTEM CONFIGURATION
Each individual Generator Set is managed by its own dedicated programmable controller
which starts and stops the generating set when require, and monitors alarms.

Two sequencing controllers monitor system loading, and according to preset Indicator
Selections on the Sequencing Panel, start and stop the generator sets when and in the
order required. One sequencing controller is located in each switchboard and are linked
via an RS485 twisted pair cable. Each sequencing controller is capable of operating
independently should the bus tie be opened. A further function of these controllers is
load shedding, should generator loading reach a critical level. All set points for these
functions are changeable upon request.
2.3.2 BUS TIE
The two switchboards are linked via a 400 Amp bus tie via two circuit breakers. In the
event of any shipboard problem, these bus ties may be shunt tripped to provide complete
isolation between the two boards. In this mode the separated generator systems run
autonomously.
2.3.3 ENGINE SPEED GOVERNING
The engine governing is electronic, set at Zero Speed Droop from No Load to Full Load.
The governors are housed along with all the other electronic equipment, in the main
switchboard.
Wattless Current is shared between Alternator via Quadrature Droop. This has been
factory preset and should never need to be altered. Refer to IME Manuals for adjustment
details. For Testing Schedule refer to Section 6.
The system consists of a solid state addressable detection system which reports to the
control panel located in the wheelhouse. The system is self diagnostic and any fault in a
zone will be indicated on the zone identification light - the panel will also emit a high
pitched sound.

3. IDENTIFICATION OF FAULTS
3.1 ISIS 2500
The Racal Decca ISIS 2500 Monitoring System contains a comprehensive self checking
facility to monitor the functioning of the monitoring system including the transducers and
transducer cabling.
The Governor is arranged to shut down the engine under certain fault conditions and
sensors are provided on the engine and are constantly monitored by the Governor.
The conditions which will influence the Governor are:
Low main engine lubricating oil pressure – low speed

Low main engine lubricating oil pressure – high speed
Low gearbox lubricating oil pressure (engine slow down)
Low gearbox control oil pressure (engine slow down)
Oil mist detection
Machinery shut down prior to CO2 release
High main bearing temperature
High jacket water outlet temperature
Electronic overspeed
The correct function of these sensors must be checked annually.
The Switchboards are provided with a comprehensive self checking facility with an
annunciator panel to provide indication of faults. Refer to Power Systems Manual for
details.
Any zone fault will be indicated on the panel by illumination of the amber (yellow) fault
indication lamp and activation of the internal buzzer. The text display will indicate the
nature of the fault. To silence the buzzer, press “Sounder Silence” button. The amber
light goes from flashing to steady, indicating that he fault has been acknowledged.

4. REPAIRS
4.1 ISIS 2500
On board repairs are limited to :-
i. Replacement of senders/transducers
ii. Replacement of printed circuit boards
i. No on board repairs permitted.
4.3 IME POWER GENERATION SYSTEM
On board repairs are limited to: -
i. Replacement of cards
ii. Replacement of senders
iii. Standard electrical maintenance and adjustments
On board repairs are limited to replacement of faulty detector heads and/or P.C. boards.

5.1 ISIS 2500
System can be operated by trained personnel at Local Scanning Unit in each engine
room should keyboard and/or screens fail in wheelhouse.
Failure of the governor will go to manual control which is pneumatic on 4-20mamp. If this
fails then over to Actuator Control local only.
System can be manually operated and sequenced by trained personnel upon failure of
the automatic control.
To isolate a faulty zone, scroll through the menu structure and select item to be disabled.
When parts of the system are disabled, the amber (yellow) lamp “Function Disabled”, on
the front of the control panel, will light as long as the disabling lasts.
6. TEST FREQUENCY
Classification society rules require testing of specified machinery alarms and shutdowns
functions on an annual basis. For the maintenance of DNV EO Class Notation (unnamed
machinery space) annual tests must be witnessed by a Class Surveyor. Low lubricating
oil pressure shutdowns should be checked every 3 months.

7. TEST PROCEDURES
7.1 ISIS 2500
Refer to ISIS Manual
7.2 LUBE OIL LOW PRESSURE – ENGINE MOUNTED SHUT DOWN
Shut the isolation valve to the sensor and connect the pressure calibrator. Increase
pressure to above the set point, then reduce the pressure until the switch operates (use a
continuity tester). Reconnect the supply.
With the engine at idle, shut the isolation valve beneath the low speed / low lube oil
pressure sensor, release the entrained oil pressure at the test port and the engine will
shut down, ISIS and Governor will indicate low L.O.S. / down.
With the engine above 350 R.P.M., shut the isolation valve beneath the high speed / low
lube oil pressure sensor release the entrained oil pressure at the test port and the engine
will shut down, ISIS and Governor will indicate low L.O. Shut down.
7.3 LUBE OIL HIGH TEMPERATURE – ISIS MONITORING
Unscrew the temperature sensor from it’s gland. Put the sensor into the temperature
calibrator and increase the temperature. Check the set point and verify the alarm. Adjust
or replace if necessary. Slowly lower the temperature to check the operation of the
sensor across the set point under conditions of falling temperature. Return the sensor to
its gland and refasten.
7.4 LUBE OIL LOW PRESSURE – ISIS MONITORING
Shut the isolation valve beneath the sensor and connect a pressure calibrator. Increase
the pressure to above the set point, then reduce the pressure until the ISIS alarm
activates, adjust if necessary. Disconnect the pressure calibrator and open the isolation
valve.
7.5 LUBE OIL FILTER DIFFERENTIAL – ISIS MONITORING
Shut the isolation valve beneath the sensor and connect a pressure calibrator. Slowly
increase the pressure until the ISIS alarm activates, adjust if necessary. Disconnect the
pressure calibrator and open the isolation valve.

7.6 COOLANT LOW PRESSURE – ISIS MONITORING
Shut the isolation valve beneath the sensor and connect a pressure calibrator. Increase
the pressure to above the set point, then reduce the pressure until the ISIS alarm
activates, adjust if necessary. Disconnect the pressure calibrator and open the isolation
valve.
7.7 EXHAUST GAS TEMPERATURE – LOW LEVEL – ISIS MONITORING
This test is carried out with the main engine running. Remove exhaust gas average and
deviation settings by changing offset to zero. Compare the reading with the ISIS.
Readjust the set point to the correct value. Sensor can also be tested in low ranges
temperature calibrator – check correlation with calibrator and ISIS readout.
7.8 ENGINE ROOM BILGE LEVELS – ISIS MONITORING
Actuate bilge water level switch either by hand or adding water to bilge. Check the
actuation of the alarm for both falling and rising water levels.
7.9 COMPRESSED AIR LOW PRESSURE – ISIS MONITORING
Switch off compressor, isolate the receiver then drain until ISIS alarms, check set point
against the receiver gauge.
7.10 OIL MIST DETECTION TESTING – ISIS SHUTDOWN
Check that the ready light (green) and the No. 1 red L.E.D. is illuminated. Fill a Polythene
bag with tabacco smoke. Remove one of the pipes from the crankcase door. Place the
end in the bag, squeeze the bag for approximately 20 seconds. The red L.E.D. should
move to the top of the scale and the alarm L.E.D. will illuminate. An ISIS alarm will
sound.
7.11 SHAFT BEARINGS HIGH TEMPERATURE – ISIS MONITORING
7.12 GEAR TRANSMISSION LOW LUBE OIL PRESSURE – ISIS MONITORING

7.13 GEAR TRANSMISSION HIGH TEMPERATURE – ISIS MONITORING
7.14 GEAR TRANSMISSION LOW CONTROL OIL PRESSURE – ISIS MONITORING
7.15 FIRE DETECTION SYSTEM
The fire detection system uses three principal methods of remote detection of incipient
fires. Viz. Heat detectors (80°C and 56°C settings), smoke detectors and flame
detectors.
Procedure:
Heat Detector – Using an industrial heat gun, direct hot air over the sensing point of the
detector to activate. Acknowledge alarm at control panel and cancel. Do not aim the
heat gun directly at the detector head for an extended period.
Smoke Detector – Using artificial “aerosol smoke” can, direct ‘smoke’ over sensing point
of the detector to activate. Acknowledge alarm at control panel and cancel.
Flame Detector – This can be tested by waving a lighter in front of the detecting window
or alternatively a small test fire can be set up at some distance from the detector.
Caution should be exercised if performing the latter. Refer to manual for more details.
Acknowledge alarm at control panel and cancel.
7.16 HIGH VOLTAGE MONITOR
Remove the combined over/under voltage module from the generator control section of
the switchboard. Apply a variable AC supply to the module input signal terminals. Raise
the input voltage to the module and observe the switch point indicating L.E.D.
7.17 LOW VOLTAGE MONITOR
Remove the combined under/over voltage module from the generator control section of
the switchboard. Apply a variable AC supply to the module input signal terminals. Lower
the input voltage to the module and observe the switch point indicating L.E.D.

7.18 UNDER FREQUENCY MONITOR
Start the generator under test. Lower operating speed and observe the switch point at
which the under frequency monitor operates. Return engine to the correct operating
speed.
7.19 LOAD SHEDDING
Start the generator under test. Raise the engine loading and observe the kiloWatt switch
point at which the load shedding commences. Lower the engine loading. Repeat the test
with two generators ‘on line’. Repeat the test with three generators ‘on line’.

8.1
TEST AND MAINTENANCE PROGRAM FO EO REQUIREMENTS
COMMISSIONING TEST
Operating Make & Commission

FUNCTION Set Point Analog Digital Genset #1 Genset #2 Genset #3 Genset #4 Mount Loc’n Signature
Dimension Type Date
Low Oil .54 BAR MURPHY
pressure
High Water 107. Deg. C
Temp
Under speed 47. Hz
Over speed 57.5 Hz
Under 385 v
Voltage
Over Voltage 450 v
Reverse -30 kW
Power
E. Stop at - -
Engine
E. Stop at - -
S/board
E. Stop at - -
W/house
NOTE: IT IS RECOMMENDED THAT LOW LUBE OIL PRESSURE SHUTDOWN BE TESTED EVERY 3 MONTHS.

Dated:18 October, 2004 Page 14
8.2
COMMISSIONING TEST

ALARM FUNCTION Set Point Dimension Type Analog Digital POME PIME SOME SIME Span Location COMMISSION SIGNATURE
DATE
Shaft Bearings
Outboard AFT (Cooper) 85 Deg C CMR X On Bearing
X X
Monitored ISIS
Outboard FWD (Cooper) 85 Deg C CMR X On Bearing

X X
Monitored ISIS
Jet Shaft Bearing (SKF) 110 Deg C CMR X On Bearing

Monitored ISIS
Transmission A394
X On
Low Lube Oil Pressure Low 0.8 Bar Danfoss Transmission
Monitored ISIS
Temperature High L.O. Deg C Norris X A130

60° On
Monitored ISIS
Transmission
A104
Low Control Oil Pressure 17 Bar Herion X On
Monitored ISIS Transmission
Tolerance: (+1º -2º)

8.3
RECURRING TESTS
ANNUAL ALARM TESTING RESULTS
To Be Copied As Required
YEAR _______ YEAR _______
ALARM FUNCTION POME PIME SOME SIME DATE SIGNATURE POME PIME SOME SIME DATE SIGNATURE
Shaft Bearings
Outboard AFT (Cooper)
Temperature High
Monitored ISIS
Outboard FWD (Cooper)

Temperature High
Monitored ISIS
Jet Shaft Bearing (SKF)

Temperature High
Monitored ISIS
Transmission
Low Lube Oil Pressure

Monitored ISIS
Temperature High L.O.

Monitored ISIS
Low Control Oil Pressure

Monitored ISIS
Clutch Engaged Signal

Monitored ISIS

8.4
COMMISSIONING TEST
Make Mounting
ALARM FUNCTION Set Point Operating Type Analog Digital POME PIME SOME SIME Span Location COMMISSION SIGNATURE
H L Dimension DATE
Exhaust Gas Temp

Deviation 50 - 50 Deg C CMR x On Engine
A & B Bank
Averaging LOADED Deg C CMR x On Engine

Monitored ISIS AVERAGE
Main Engine
Turbo Outlet Temp Hi 585 0 Deg C CMR x On Engine
A Bank Monitored ISIS +35° See Note
Turbo Outlet Temp Hi 585 0 Deg C CMR x On Engine

B Bank Monitored ISIS
Turbo Inlet Temp Hi 685 0 Deg C CMR x On Engine

A Bank
Monitored ISIS DRT1
Turbo Inlet Temp Hi 685 0 Deg C CMR x On Engine

B Bank
Monitored ISIS
+- 35°C FROM AVERAGE

MONITORING OF FUNCTIONS VERIFIED AS PER ISIS PRINTOUT SUPPLIED:
Tolerance: + or -5º

8.5
RECURRING TESTS
YEAR _______ YEAR _______
Exhaust Gas Temp

Deviation
A & B Bank
Averaging
Monitored ISIS
Main Engine
Turbo Outlet Temp Hi
A Bank Monitored ISIS
Turbo Outlet Temp Hi

Turbo Inlet Temp Hi

DRT1
Turbo Inlet Temp Hi

DRT1
MONITORING OF FUNCTIONS VERIFIED AS PER ISIS PRINTOUT SUPPLIED:

8.6
COMMISSIONING TEST

ALARM FUNCTION Set Point Dimension Type Analog Digital POME PIME SOME SIME Span Location COMMISSION SIGNATURE
H L DATE
Lube Oil (M.E.)
Lube Oil Inlet Temperature 85 Deg C Danfoss X On Engine
High Monitored ISIS
(To Engine)
Low Pressure Low Speed 1.5 Bar Danfoss X On Engine

Monitored ISIS <350RPM
Low Pressure High Speed 2.5 Bar Danfoss X On Engine

Monitored ISIS (Bridge >350RPM
Panel Only)
Pressure Diff Filter High 0.80 Bar Danfoss X On Engine

Monitored ISIS (pseudo)
Coolant F/W
JW Pressure Low 0.50 Bar Danfoss X On Engine
Monitored ISIS
JW Temperature High 90 Deg C Danfoss X On Engine

Monitored ISIS
In
Exp. Tank Level Low ------ ----- X Expansion
Monitored ISIS Tank
Coolant S/W
Pressure Low 0.4 Bar Danfoss X On Engine
Monitored ISIS
In Oily
Oily Water Tank Level High ---- ---- X Water Tank
Monitored ISIS
Tolerance: + or – 0.1 bar

8.7
RECURRING TESTS

YEAR _______ YEAR _______
Lube Oil (M.E.)

Lube Oil Inlet
Temperature High
Monitored ISIS
(To Engine)
Low Pressure Low Speed
Monitored ISIS
Low Pressure High Speed
Monitored ISIS (Bridge
Panel Only)
Pressure Diff Filter High
Monitored ISIS
Coolant F/W
JW Pressure Low
Monitored ISIS
JW Temperature High
Monitored ISIS
Exp Tank Level Low

Monitored ISIS
Coolant S/W
Pressure Low
Monitored ISIS
Oily Water Tank Level
High
Monitored ISIS

8.8
COMMISSIONING TEST
Operating Make Type

ALARM FUNCTION Set Point Dimension COMMISSIONING SIGNATURE
DATE
Smoke Detectors AUTRONICA
ER: 90°C
Heat Detectors VD: 60°C
PAX: Grade 1 AUTRONICA
BS 5445
Tolerance: Items are factory set

8.9
RECURRING TESTS
YEAR _______ YEAR _______
ALARM FUNCTION Set Operating Make DATE SIGNATURE Set Operating Make DATE SIGNATURE
Point Dimension Type Point Dimension Type
Smoke Detectors
Heat Detectors
Flame Detectors

8.10
ENGINE SAFETY SYSTEMS
COMMISSIONING TEST
SHUT DOWN FUNCTION SET MAKE

MAIN ENGINE & TRANSMISSION POINT TYPE POME PIME SOME SIME LOCATION DATE SIGNATURE
Oil Mist Detector Shut Down -- Schaller On Engine

Visitron
Low Speed
High Speed
Engine Over Speed Shut Down 1186 Ruston On Engine

RPM
97° C AMOT
Jacket Water Temperature High Shut Down
Change Air Pressure Boost Derate Derate
3.6 Danfoss On Engine
Low Transmission Control Oil Slow Down 16 Bar On Gearbox
Pressure
* SEE SEPARATE DOCUMENTATION FOR POWER GENERATION SAFETY SYSTEMS
Tolerance: + or –0.1 Bar (Pressure)

+1º or -2º Celsius (Temperature)

8.11
RECURRING TESTS

YEAR _______ YEAR _______
Oil Mist Detector
Low Engine Lube Oil

Pressure
Low Speed
Low Engine Lube Oil

Pressure
High Speed
Engine Over Speed
Low Transmission Lube

Oil Pressure – ISIS
Jacket Water Pressure
Jacket Water Temp

8.12
TEST AND MAINTENANCE PROGRAM
COMMISSIONING TEST
THE FOLLOWING ITEMS ARE RECOMMENDED ONLY FOR ANNUAL TESTING
ALARM FUNCTION DATE SIGNATURE
Generator Load Shed
Fire Alarm System Power Fail
Remote control system power fail
isis systems power fail

Void 1 Void 2 Port Void 3 Port J/R Stbd
Bilge Alarms Port
Void 1 Void 2 Stbd Void 3 Stbd J/R Port
Stbd
Void 4 Void 5 Port E/R Port x2
Port
Void 4 Void 5 Stbd E/R Stbd X2
Stbd
Start Air Low Pressure Alarms
Steering Low Oil Pressure


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© 2000 Incat Tasmania Pty Ltd.

TASMANIA PTY LTD

FAILURE MODE &

Document No. 056-DOC-07-005

MACHINERY SYSTEMS &

TASMANIA PTY LTD

FAILURE MODE &

RE-ISSUED FOR INCAT YARD NO. 056

MACHINERY & ASSOCIATED

DATE: APRIL 2000

TASMANIA PTY LTD

SISTERSHIPS TO SHIPYARD No. 050:

051 96m HSC Bonanza Express Spanish Flag

052 96m HSC Avemar Uruguayan Flag

053 96m HSC Bentayga Express Spanish Flag

055 96m HSC Benchigua Express Spanish Fag

056 96m HSC Milenium Spanish Flag

052 Caterpillar 3618 Main Engines fitted

053 Lipsonic Remote Control System T99-173 Rev. A

055 As for 053

056 Ruston 20RK270 Main Engines fitted ABB Synpol D

TASMANIA PTY LTD

FAILURE MODE & EFFECT ANALYSIS

SECTION 2 MAIN PROPULSION ENGINES

SECTION 3 STEERING & PROPULSION CONTROL

SECTION 4 POWER GENERATION SYSTEM

SECTION 5 CONTROL SYSTEM FOR CLUTCHES

SECTION 6 RIDE CONTROL SYSTEM

SECTION 7 ENGINE SERVICES

SECTION 8 CO2 SYSTEM

SECTION 9 TEST & MAINTENANCE PROGRAMME (EO

TASMANIA PTY LTD

FAILURE MODE EFFECT ANALYSIS (FMEA)

1.1 BRIEF DESCRIPTION OF VESSEL:

1.4 CLASSIFICATION AND SURVEY:

+ : Construction symbol given to a vessel built under supervision of

1A1 : is the main character of class given to a vessel found to comply

R1 : is the service restriction notation related to the zones, areas and

Car Ferry B : is a type notation given to a vessel with accommodation on board

EO : is a notation given to a vessel complying with the rules for

Winter Zone 100

1.5 PRINCIPAL DIMENSION AND CAPACITY:

Length overall 95.47m

Deadweight is calculated as follows (full load departure) :

Full Car Full Truck

Lube oil etc. 0.8t 0.8t

Fuel Refer to operators manual 6 tonnes /

Note: Fuel consumption is an approximation subject to sea state, loading conditions

1.6 SPEED RESTRICTIONS:

Highest Allowable Speed Significant Wave Height

1.7 SPEED RESTRICTIONS:

Main engines RUSTON 20RK270

1.8 SPECIFICATION OF RUSTON 20RK270 ENGINES

1.8.1 ENGINE RATING

1.8.2 FUEL CONSUMPTION KG/KW HOUR / PER ENGINE

At full load (MCR) 0.204

1.8.3 LUB. OIL CONSUMPTION LITRES/HOUR / PER ENGINE

At full load (MCR) 4.38

1.8.4 COOLING WATER SYSTEM

Change air after charge air cooler.