Viking Marpoil ODME

DOCUMENT NO:VE-QRF-M-OPM-REV0
DATE: 2007-02-10 REV 0

CONTENTS OF MANUAL
INTRODUCTION
HISTORICAL BACKGROUND TO OIL DISCHARGE MONITORING SYSTEMS
CHAPTER 1 REGULATIONS
CHAPTER 2 OPERATIONS
2.1 SYSTEM DESCRIPTIONS
2.2 ODM SYSTEM DRAWING
1. The documentation contained herein is prepared in accordance with the
requirement of Resolution MEPC108(49)
2. The purpose of the documentation is to provide safe operational and technical

guidance in performing ballast or effluent discharge operations in compliance
with the requirements of Regulation 34 of Annex 1 of MARPOL 73/78.
3. The information provides guidelines for Governments when approving and

surveying onboard the installation of oil discharge monitoring and control
systems under Regulation 31 of Annex 1 of MARPOL 73/78 and
applicable Assembly resolutions MEPC108(49)
HISTORICAL BACKGROUND TO OIL DISCHARGE MONITORING
SYSTEMS
In 1978 the International Maritime Organization (then known as IMCO) covered the
International Conference on Tanker Safety and Pollution Prevention. This Conference
adopted the “Protocol of 1978” which modified the earlier International Convention for
the Prevention of Pollution from Ships, 1973 and which, henceforth, became known as
MARPOL 73/78.
Annex 1 of MARPOL 73/78 was subsequently ratified by member States representing

more than 50% of the gross tonnage of the world’s merchant shipping and entered into
force on 2 October 1983. The Annex superseded the requirements of the earlier
Convention (known as OILPOL 54/69), which had been in force up to that date.
Since 1974, the Marine Environment Protection Committee (MEPC) set out to review the
various provisions of MARPOL 73/78 - some of which gave rise to difficulties in
implementation and interpretation. One such provision, which produced implementation
problems was that governing the Retention of Oil on Board and Oil Discharge Monitoring
and Control System and Oily-water Separating Equipment under respective Regulations
15 and 16 of Annex 1.
The MEPC made much progress in its efforts to improve the reliability, performance and
accuracy of oil discharge monitoring and control systems and which resulted in the
adoption of Assembly resolutions A.393 (X) - Recommendation on International
Performance and Test Specifications for Oily-Water Separating Equipment and Oil
Content Meters and resolution A.496 (XII) - Guidelines and Specifications of Oil
Discharge Monitoring and Control Systems for Oil Tankers (which stemmed from the
earlier resolutions A.445(XI) adopted November 1979). Assembly resolution A.586 (14) -
Revised Guidelines and Specifications for Oil Discharge Monitoring and Control Systems
for Oil Tankers was adopted in November 1985 and essentially brought about the term
“2nd generation monitor” to reflect the upgraded standards in performance and test
required from manufacturers. This resolution reiterated plan approval requirements
(stemming from Res. MEPC .13(19) of which this document forms a part.
The Revised Guidelines and Specification MEPC108 (49) for Oil Discharge Monitoring
and Control System for Oil Tankers is set out for application to oil tankers the keels of
which are laid or which are in a similar stage of construction on or after 1 January 2005.
CHAPTER 1 - REGULATIONS
1.1 VESSEL DETAIL
1.2 DISCHARGE REGULATION
.1 Regulation 9 of Annex I of MARPOL 73/78
.3 Regulation 15(3)(a) of Annex I MARPOL 73/78
.6 Procedure in the event of oil discharge monitor failure
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1.1 VESSEL DETAIL
NAME :
YARD BUILT :
HULL NO. :
PORT OF REGISTRY :
DWT :
SYSTEM INSTALLED : MARPOIL

OIL DISCHARGE MONITOR
184 PANDAN LOOP
SINGAPORE 128374
Tel : 65 7775055
Fax : 65 7792176
E-mail: info@viking.sg
DATE OF INSTALLATION :
IMO RESOLUTION :
CONTROL SYSTEM UPGRADE :
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1.2 DISCHARGE REGULATIONS
1.2.1 Regulation 15 and 34 of Annex I of MARPOL
Regulation 15
Control of discharge of oil
1. Subject to the provisions of regulation 4 of this annex and paragraphs 2,3, and 6
of this regulation, any discharge into the sea of oil or oily mixtures from ships
shall be prohibited.
A. Discharges outside special areas
2. Any discharge into the sea of oil or oily mixtures from ships of 400 gross tonnage
and above shall be prohibited except when all the following conditions are
satisfied:
.1 the ship is proceeding en route;
.2 the oily mixture is processed through an oil filtering equipment meeting the
requirements of regulation 14 of this Annex;
.3 the oil content of the effluent without dilution does not exceed 15 parts per
million;
.4 the oily mixture does not originate from cargo pump-room bilges on oil tankers;
and
.5 the oily mixture, in case of oil tankers, is not mixed with oil cargo residues.
B Discharges in special areas
3. Any discharge into the sea of oil or oily mixtures from ships of 400 gross tonnage
and above shall be prohibited except when all of the following conditions are
satisfied:
.2 the oily mixture is processed through an oil filtering equipment meeting the
requirements of regulation 14.7 of this Annex;
.3 the oil content of the effluent without dilution does not exceed 15 parts per
million:
.4 the oily mixture does not originate from cargo pump-room bilges on oil
tankers; and
4. In respect of the Antarctic area, any discharge into the sea of oil or oily mixtures
from any ship shall be prohibited.
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5. Nothing in this regulation shall prohibit a ship on a voyage only part of which is
in a special area from discharging outside a special area in accordance with
paragraph 2 of this regulation.
C Requirements for ships of less than 400 gross tonnage in all areas except the
Antarctic area
6. In the case of a ship of less than 400 gross tonnage, oil and all oily mixtures shall
either be retained on board for subsequent discharge to exception facilities or
discharged into the sea in accordance with the following provisions:
.2 the ship has in operation equipment of a design approved by the Administration
that ensures that the oil content of the effluent without dilution does not exceed
15 parts per million;
.3 the oily mixture does not originate from cargo pump-room bilges on oil
tankers; and
D General Requirements
7. Whenever visible traces of oil are observed on or below the surface of the water
in the immediate vicinity of a ship or its wake, Governments of Parties to the
present Convention should, to the extent they are reasonably able to do so,
promptly, investigate the facts bearing on the issue of whether there has been a
violation of the provisions of this regulation. The investigation should include, in
particular, the wind and sea conditions, the track and speed of the ship, other
possible sources of the visible traces in the vicinity, and any relevant oil discharge
records.
8. No. discharge into the sea shall contain chemicals or other substances in quantities
or concentrations which are hazardous to the marine environment or chemicals or
other substances introduced for the purpose of circumventing the conditions of
discharge specified in this regulation.
9. The oil residues which cannot be discharged into the sea in compliance with this
regulation shall be retained on board for subsequent discharge to reception
facilities.
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Regulation 34
Control of discharge of oil
A Discharge outside special areas
1. Subject to the provisions of regulation 4 of this Annex and paragraph2 of this

regulation, any discharge into the sea of oil or oily mixtures from the cargo area
of an oil tanker shall be prohibited except when all the following conditions are
satisfied:
.1 the tanker is not within a special area;
.2 the tanker is more than 50 nautical miles from the nearest land;
.3 the tanker is proceeding en route;
.4 the instantaneous rate of discharge of oil content does not exceed 30 litres per
nautical mile;
.5 the total quantity of oil discharged into the sea does not exceed for tankers
delivered on or before 31 December 1979, as defined in regulation 1.28.1,
1/15,000 of the total quantity of the particular cargo of which the residue
formed a part, and for tankers delivered after 31 December 1979, as defined
in regulation 1.28.2, 1/30,000 of the total quantity of the particular cargo
of which the residue formed a part; and
.6 the tanker has in operation an oil discharge monitoring and control system
and a slop tank arrangement as required by regulations 29 and 31 of this
Annex.
2. The provisions of paragraph 1 of this regulation shall not apply to the discharge of
clean or segregated ballast.
B Discharges in special areas
3. Subject to the provisions of paragraph 4 of this regulation, any discharge into the
sea of oil or oily mixture from the cargo area of an oil tanker shall be prohibited
while in a special area,
4. The provisions of paragraph 3 of this regulation shall not apply to the discharge of
clean or segregated ballast.
5. Nothing in this regulation shall prohibit a ship on a voyage only part of which is in
a special area from discharging outside the special area in accordance with
C Requirements for oil tankers of less than 150 gross tonnage
6. The requirements of regulations 29, 31 and 32 of this Annex shall not apply to oil
tankers of less than 150 gross tonnage, for which the control of discharge of oil
under this regulation shall be effected by the retention of oil on board with
subsequent discharge of all contaminated washings to reception facilities. The
total quantity of oil and water used for washing and returned to a storage tank
shall be discharged to reception facilities unless adequate arrangements are made
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to ensure that any effluent which is allowed to be discharged into the sea is
effectively monitored to ensure that the provisions of this regulation are complied
with.
D General requirements
7. Whenever visble traces of oil are observed on or below the surface of the water in
the immediate vicinity of a ship or its wake, the Governments of Parties to the
present Convention should, to the extent they are reasonably able to do so,
promptly investigate the facts bearing on the issue of whether there has been a
vilation of the provisions of this regulation. The investigation should include, in
particular,the wind and sea conditions, the track and speed of the ship, other
possible sources of the visible traces in the vicinity, and any relevant oil discharge
records.
8. No discharge into the sea shall contain chemicals or other substances in quantities
or concentrations which are hazardous to the marine environment or chemicals or
other substances introduced for the purpose of circumventing the conditions of
discharge specified in this regulation.
9. The oil residues which cannot be discharged into sea in compliance with
paragraphs 1 and 3 of this regulation shall be retained on board for subsequent
discharge to reception facilities.
1.2.2 Definition 11 of Regulation 1and Regulation 38 of Annex I of MARPOL
Definition 11
Special area means a sea area where for recognized technical reasons in relation to its
oceanographically and ecological condition and to the particular character of its traffic the
adoption of special mandatory methods for the prevention of sea pollution by oil is
required.
For the purposes of this Annex, the special areas are defined as follows:
(1) the Mediterranean Sea area means the Mediterranean Sea proper including
the gulfs and seas therein with the boundary between the Mediterranean
and the Black Sea constituted by the 41° N parallel and bounded to the
west by the Straits of Gibraltar at the meridian of 005° 36’W.
(2) The Baltic Sea area means the Baltic Sea proper with the Gulf of Bothnia,
the Gulf of Finland and the entrance to the Baltic Sea bounded by the
parallel of the Skaw in the Skagerrak at 57° 44.8’N.
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(3) The Black Sea area means the Black Sea proper with the boundary
between the Mediterranean and the Black Sea constituted by the parallel
41°N.
(4) The Red Sea area means the Red Sea proper including the Gulfs of Suez
and Aqaba bounded at the south by the rhumb line between Ras si Ane
(12° 8.5’N, 43 19.6’E) and Husn Murad (12° 40.4’N, 43° 30.2’E).
(5) The Gulfs area means the sea area located north-west of the rhumb line
between Ras al Hadd (22° 30’N, 59° 48’E) and Ras A1 Fasteh (25° 04’N,
61°25’E).
(6) The Gulf of Aden area means that part of the Gulf of Aden between the
Red Sea and the Arabian Sea bounded to the west by the rhumb line
between Ras si Ane (12°28.5’, 43°19.6’E) and Husn Murad (12°40.4’N,
43°30.2’E) and to the east by the rhumb line between Ras Asir (11°50’,
51°16.9’E) and the Ras Fartak (15°35’N, 52°13.8’E).
(7) The Antarctic area means the sea area south of latitude 60°S.
(8) The North West European waters include the North Sea and its
approaches, the Irish sea and its approaches, the Celtic Sea, the English
Channel and its approaches and part of the North East Atlantic
immediately to the west of Ireland. The area is bounded by lines joining
the following points:
48°27’N on the French coast
48°27’N; 6°25’W
49°52’N; 7°44’W
50°30’N; 12°W
56°30’N; 12°W
62°N; 3°W
62°N on the Norwegian coast
57°44.8’N on the Danish and Swedish coasts
(9) the Oman area of the Arabian Sea means the sea area enclosed by the
following co-ordinates:
22°30’.00 N; 059°48’.00E
23°47’.27 N; 060°35’.73E
22°40’.62 N; 062°25’.29E
21°47’.40 N; 063°22’.22E
20°30’.37 N; 062°52’.41E
19°45’.90 N; 062°25’.97E
18°49’.92 N; 062°02’.94E
17°44’.36 N; 061°05’.53E
16°43’.71 N; 060°25’.62E
16°03’.90 N; 059°32’.24E
15°15’.20 N; 058°58’.52E
14°36’.93 N; 058°10’.23E
14°18’.93 N; 057°27’.03E
14°11’.53 N; 056°53’.75E
13°53’.80 N; 056°19’.24E
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13°45’.86 N; 055°54’.53E
14°27’.38 N; 054°51’.42E
14°40’.10 N; 054°27’.35E
14°46’.21 N; 054°08’.56E
15°20’.74 N; 053°38’.33E
15°48’.69 N; 053°32’.07E
16°23’.02 N; 053°14’.82E
16°39’.06 N; 053°06’.52E
Regulation 38
Reception facilities
A Reception facilities outside special area.
1. The Government of each Party to the present Convention undertakes to ensure the
provision at oil loading terminals, repair ports, and in other ports in which ships
have oily residues to discharge, of facilities for the reception of such residues and
oily mixtures as reamin from oil tankers and other ships adequate to meet the
needs of the ships using them without causing undue delay to ships.
2. Reception facilities in accordance with paragraph 1 of this regulation shall be

provided in:
.1 all ports and terminals in which crude oil is loaded into oil tankers where
such tankers have immediately prior to arrival completed a ballast voyage
of not more than 72 hours or not more than 1200 nautical miles;
.2 all ports and terminals in which oil other than crude oil in bulk is loaded
at an average quantity of more than 1000 tonnes per day;
.3 all ports having ship repair yards or tank cleaning facilities;
.4 all ports and terminals which handle ships provided with the sludge tank(s)
required by regulation 12 of this Annex;
.5 all ports in respect of oily bilge waters and other residues which cannot be
discharged in accordance with regulation 15 of this Annex; and
.6 all loading ports for bulk cargoes in respect of oil residues from combination
carriers which cannot be discharged in accordance with regulation 34 of this
Annex.
3. The capacity for the reception facilities shall be as follows:

.1 Crude oil loading terminals shall have sufficient reception facilities to receive
oil and oily mixtures which cannot be discharged in accordance with the
provisions of regulation 34.1 of this Annex from all oil tankers on voyages as
described in paragraph 2.1 of this regulation.
.2 Loading ports and terminals referred to in paragraph 2.2 of this regulation shall
have sufficient reception facilities to receive oil and oily mixtures which cannot
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be discharged in accordance with the provisions of regulation 34.1 of this
Annex from oil tankers which load oil other than crude oil in bulk.
.3 All ports having ship repair yards or tank cleaning facilities shall have
sufficient reception facilities to receive all residues and oily mixtures which
remain on board for disposal from ships prior to entering such yards or
facilities.
.4 All facilities provided in ports and terminals under paragraph 2.4 of this
regulation shall be sufficient to receive all residues retained according to
regulation 12 of this Annex from all ships that may reasonably be expected
to call at such ports and terminals.
.5 All facilities provided in ports and terminals under this regulation shall be
sufficient to receive oily bilge waters and other residues which cannot be
discharged in accordance with regulation 15 of this Annex.
.6 The facilities provided in loading ports for bulk cargoes shall take into account
the special problems of combination carriers as appropriate.
B Reception facilities within special areas
4. The Government of each Party to the present Convention the coastline of which
borders on any given special area shall ensure that all oil loading terminals and
repair ports within the special area are provided with facilities adequate for the
reception and treatment of all the dirty ballast and tank washing water from oil
tankers. In addition, all ports within the special area shall be provided with
adequate reception facilities for other residues and oily mixtures from all ships.
Such facilities shall have adequate capacity to meet the needs of the ships using
them without causing undue delay.
5. The Government of each Party to the present Convention having under its
jurisdiction entrances to seawater courses with low depth contour which might
require a reduction of draught by the discharge of ballast shall ensure the
provision of the facilities to in paragraph 4 of this regulation but with the proviso
that ships required to discharge slops or dirty ballast could be subject to some
delay.
6. With regard to the Red Sea area Gulfs area, Gulf of Aden area and Oman area of
the Arabian Sea:
.1 Each Party concerned shall notify the Organization of the measures taken
pursuant to provisions of paragraph 4 and 5 of this regulation. Upon receipt
of sufficient notifications. The Organization shall establish a date from which
the discharge requirements of regulations 15 and 34 of this Annex in respect of
the area in question shall take effect. The Organizaion shall notify all Parties of
the date so established no less then twelve months in advance of that date.
.2 During the period between the entry into force of the present Convention
and the date so established, ships while navigating in the special area shall
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comply with the requirements of regulations 15 and 34 of this Annex as
regards discharge outside special areas.
.3After such date, oil tankers loading in ports in these special areas where
such facilities are not yet available shall also fully comply with the
requirements of regulations 15 and 34 of this Annex as regards discharges
within special areas. However, oil tankers entering theses special areas for
the purpose of loading shall make every effort to enter the area with only
clean ballast on board.
.4 After the date on which the requirements for the special area in question
take effect, each Party shall notify the Organization for tranmission to the
Parties concerned of all cases where the facilities are alleged to be inadequate.
.5 At least the reception facilities as prescribed in paragraph 1.2 and 3 of this
regulation shall be provided one year after the date of entry into force of the
present Convention.
7. Notwithstanding paragraph 4, 5 and 6 of this regulation, the following rules apply

to the Antarctic area:
.1 The Government of each Party to the present Convention at whose ports ships
depart en route to or arrive from the Antarctic area undertake to ensure that as
soon as practicable adequate facilities are provided for the reception of all
sludge, dirty ballast tank washing water, and other oily residues and mixtures
from all ships, without causing undue delay, and according to the needs of the
ships using them
.2 The Government of each Party to the present Convention shall ensure that all
ships entitled to fly its flag, before entering the Antarctic area, are fitted with
a tank or tanks of sufficient capacity on board for the retention of all sludge,
dirty ballast, tank washing water and other oily residues and mixtures while
operating in the area and have concluded arrangements to discharge such
oily residues at a reception facility after leaving the area.
C General Requirements
8. Each Party shall notify the Organization for transmission to the Parties concerned
of all cases where the facilities provided under this regulation are alleged to be
inadequate
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1.2.3 Regulation 31 and 32 of Annex I of MARPOL
Regulation 31
Oil discharge monitoring and control system
1. Subject to the provisions of paragraphs 4 and 5 of regulation 3 of this Annex, oil

tankers of 150 gross tonnage and above shall be equipped with an oil discharge
monitoring and control system approved by the Administration.
2. In considering the design of the oil content meter to be incorporated in the system,
the Administration shall have regard to the specification recommended by the
Organization. The system shall be fitted with a recording device to provide a
continuous record of the discharge in litres per nautical mile and total quantity
discharged, or the oil content and rate of discharge. This record shall be
identifiable as to time and dated and shall be kept for at least three years. The oil
discharge monitoring and control system shall come into operation when there is
any discharge of effluent into the sea and shall be such as will ensure that any
discharge of oily mixture is automatically stopped when the instantaneous rate of
discharge of oil exceeds that permitted by regulation 34 of this Annex. Any failure
of this monitoring and control system shall stop the discharge. In the event of
failure of the oil discharge monitoring and control system a manually operated
alternative method may be used, but the defective unit shall be made operable as
soon as possible. Subject to allowance by the port State authority, a tanker with a
defective oil discharge monitoring and control system may undertake one ballast
voyage before proceeding to a repair port.
3. The oil discharge monitoring and control system shall be designed and installed in
compliance with the guidelines and specifications for oil discharge monitoring
and control systems for oil tankers developed by the Organization.
Administrations may accept specific arrangements as detailed in the Guidelines
and Specifications.
4. Instructions as to the operation of the system shall be in accordance with an

operational manual approved by the Administration. They shall cover manual as
well as automatic operations and shall be intended to ensure that at no time shall
oil be discharged except in compliance with the conditions specified in regulation
34 of this Annex.
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Regulation 32
Oil/water interface detector
Subject to the provisions of paragraphs 4 and 5 of regulation 3 of this Annex, oil

tankers of 150 gross tonnage and above shall be provided with effective oil/water
interface detectors approved by the Administration for a rapid and accurate
determination of the oil/water interface in slop tanks and shall be available which it is
intended to discharge effluent direct to the sea.
1.2.4 Regulation 14 of Annex I of Marpol
Regulation 14
Oil filtering equipment
1. Except as specified in paragraph 3 of this regulation, any ship of 400 gross

tonnage and above but less than 10,000 gross tonnage shall be fitted with oil
filtering equipment complying with paragraph 6 of this regulation. Any such ship
which may discharge into the sea ballast water retained in oil fuel tanks in
accordance with regulation 16.2 shall comply with paragraph 2 of this regulation.
2. Except as specified in paragraph 3 of this regulation, any ship of 10,000 gross
tonnage and above shall be fitted with oil filtering equipment complying with
3. Ships, such as hotel ships, storage vessels, etc., which are stationary except for
non-cargo-carrying relocation voyages need not be provided with oil filtering
equipment. Such ships shall be provided with a holding tank having a volume
adequate, to the satisfaction of the Administration, for the total retention on board
of the oily bilge water. All oily bilge water shall be retained on board for
subsequent discharge to reception facilities.
4. The Administration shall ensure that ships of less than 400 gross tonnage are
equipped, as far as practicable, to retain on board oil or oily mixtures or discharge
them in accordance with the requirements of regulation 15.6 of this Annex.
5. The Administration may waive the requirements of paragraphs 1 and 2 of this
regulation for:
.1. any ship engaged exclusively on voyages within special areas, or

.2 any ship certified under the International Code of Safety for High-Speed Craft
(or otherwise within the scope of this Code with regard to size and design)
engaged on a scheduled service with a turn-around time not exceeding 24 hours
and covering also non-passenger/cargo-carrying relocation voyages for these
ships.
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.3with regard to the provision of subparagraphs .1 and .2 above, the following
conditions shall be complied with:
.3.1 the ship is fitted with a holding tank having a volume adequate, to the
satisfaction of the Administration, for the total retention on board of the
oily bilge water;
.3.2 all oily bilge water is retained on board for subsequent discharge to
reception facilities;
.3.3 the Administration has determined that adequate reception facilities are
available to receive such oily bilge water in a sufficient number of ports or
terminals the ship calls at;
.3.4 the International Oil Pollution Prevention Certificate, when required, is
endorsed to the effect that the ship is exclusively engaged on the voyages
within special areas or has been accepted as a high-speed craft for the
purposes of this regulation and the service is identified; and
.3.5 the quantity, time, and port of the discharge are recorded in the Oil
Record Book Part 1.
6. Oil filtering equipment referred to in paragraph 1 of this regulation shall be of a

design approved by the Administration and shall be such as will ensure that any
oily mixture discharged into the sea after passing through the system has an oil
content not exceeding 15 parts per million. In considering the design of such
equipment, the Administration shall have regard to the specification
recommended by the Organization.
7. Oil filtering equipment referred to in paragraph 2 of this regulation shall comply
with paragraph 6 of this regulation. In addition, it shall be provided with alarm
arrangements to indicate when this level cannot be maintained. The system shall
also be provided with arrangements to ensure that any discharge of oily mixtures
is automatically stopped when the oil content of the effluent exceeds 15 parts per
million. In considering the design of such equipment and approvals, the
Administration shall have regard to the specification recommended by the
Organization.
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1.2.5 Regulation 30 of Annex I of MARPOL
Regulation 30
Pumping, piping and discharge arrangement
1. In every oil tanker, a discharge manifold for connection to reception facilities for
the discharge of dirty ballast water or oil-contaminated water shall be located on
the open deck on both sides of the ship.
2. In every oil tanker of 150 gross tonnage and above, pipelines for the discharge to
the sea of ballast water or oil-contaminated water from cargo tank areas which
may be permitted under regulation 34 of this Annex shall be led to the open deck
or to the ship’s side above the waterline in the deepest ballast condition. Different
piping arrangements to permit operation in the manner permitted in subparagraphs
6.1 to 6.5 of this regulation may be accepted.
3. In oil tankers of 150 gross tonnage and above delivered after 31 December 1979,
as defined in regulation 1.28.2, means shall be provided for stopping the
discharge into the sea of ballast water or oil-contaminated water from cargo tank
area, other than those discharges below the waterline permitted under paragraph 6
of this regulation, from a position on the upper deck or above located so that the
manifold in use referred to in paragraph 1 of this regulation and the discharge to
the sea from the pipelines referred to in paragraph 2 of this regulation may be
visually observed. Means for stopping the discharge need not be provided at the
observation position if a positive communication system such as a telephone or
radio system is provided between the observation position and the discharge
control position.
4. Every oil tanker delivered after 1 June 1982, as defined in regulation 1.28.4,
required to be provided with segregated ballast tanks or fitted with a crude oil
washing system, shall comply with the following requirements:
.1 it shall be equipped with oil piping so designed and installed that oil
retention in the lines is minimized; and
.2 means shall be provided to drain all cargo pumps and all oil lines at the
completion of cargo discharge, where necessary by connection to a stripping
device. The line and pump draining shall be capable of being discharged both
ashore a special small diameter line shall be provided and shall be connected
outboard of the ship’s manifold valves.
5. Every crude oil tanker delivered on or before 1 June 1982, as defined in regulation
1.28.3, required to be provided with segregated ballast tanks, or to be fitted with a
crude oil washing system, shall comply with the provisions of paragraph 4.2 of
this regulation.
6. On every oil tanker the discharge of ballast water or oil-contaminated water from
cargo tank areas shall take place above the waterline, except as follows:
.1 Segregated ballast and clean may be discharged below the waterline:
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.1.1 in ports or at offshore terminals, or
.1.2 at sea by gravity, or
.1.3 at sea by pumps if the ballast water exchange is performed under the
provisions of regulation D-1.1 of the International Convention for the
Control and Management of Ship’s Ballast Water and Sediments,
Provided that the surface of the ballast water has been examined either visually or
by other means immediately before the discharge to ensure that no contamination
with oil has taken place.
.2 Oil tankers deliver on or before 31 December 1979, as defined in

regulation 1.28.1, which, without modification, are not capable of discharging
segregated ballast above the waterline may discharge segregated ballast below the
waterline at sea, provided that the surface of the ballast water has been examined
immediately before the discharge to ensure that no contamination with oil has
taken place.
.3 Oil tankers delivered on or before 1 June 1982, as defined in regulation

1.28.3,operating with dedicated clean ballast tanks, which without modification
are not capable of discharging ballast water from dedicated clean ballast tanks
above the waterline, may discharge this ballast below the waterline provided that
the discharge of the discharge of the ballast water is supervised in accordance
with regulation 18.8.3 of this Annex.
.4 On every oil tanker at sea, dirty ballast water or oil-contaminated water from
tanks in the cargo area, other than slop tanks, may be discharged by gravity below
the waterline, provided that sufficient time has elapsed in order to allow oil/water
interface detector referred to in regulation 32 of this Annex, in order to ensure that
the height of the interface is such that the discharge does not involve any
increased risk of harm to the marine environment.
.5 On oil tankers delivered on or before 31 December 1979, as defined in

regulation 1.28.1, at sea dirty ballast water or oil-contaminated water from cargo
tank areas may be discharged below the waterline, subsequent to or in lieu of the
discharge by the method referred to in subparagraph 6.4 of this paragraph,
provided that:
.5.1 a part of the flow of such water is led through permanent piping to a
readily accessible location on the upper deck or above where it may
be visually observed during the discharge operation; and
.5.2 such part flow arrangements comply with the requirements
established by the Administration, which shall contain
at least all the provisions of the Specifications for the Design,
Installation and Operation of a Part Flow System for Control
Of Overboard Discharges adopted by the Organization.
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7. Every oil tanker of 150 gross tonnage and above delivered on or after 1 January
2010, as defined in regulation 1.28.8, which has installed a sea chest that is
permanently connected to the cargo pipeline system, shall be equipped with both a
sea chest valve and an inboard isolation valve. In addition to these valve, the sea
chest shall be capable of isolation from the cargo piping system whilst the tanker
is loading, transporting, or discharging cargo by use of a positive means that is to
the satisfaction of the Administration. Such a positive means is a facility that is
installed in the pipeline system in order to prevent, under all circumstances, the
section of pipeline between the sea chest valve and the inboard valve being filled
with cargo.
1.2.6 Procedure in the event of oil discharge monitor failure
IMPORTANT
THE FOLLOWING PROCEDURE IS TO BE ADOPTED SHOULD THE OIL

DISCHARGE MONITORING OR CONTROL SECTION FAIL:
THE DISCHARGE SHOULD BE STOPPED AND THE FAILURE SHOULD BE

NOTED IN THE OIL RECORD BOOK. ANY DEFECTIVE OIL DISCHARGE
MONITORING OR CONTROL SECTION SHALL BE MADE OPERABLE BEFORE
THE VESSEL COMMENCES ITS NEXT BALLAST VOYAGE UNLESS IT IS
PROCEEDING TO A REPAIR PORT.
Approved alternative monitoring system as fitted
In the event of failure to the MARPOIL system the following alternative monitoring
system* may be employed to allow the discharge to be continued:
visual observation of the water surface about the outlet in use the use of the part
flow system
*delete as necessary for vessel installation
Approved manual input data
In the event of failure of automatic inputs to the MARPOIL system manual data inputs
may be used in accordance with the procedures laid down in Section 2.3.3.4 - Action in
the event of a system fault - in this Manual.
1-16
Manually Operated Alternatives (Emergency Procedures) In Case Of System Failure
Any failure of the monitoring and control system shall stop the discharge and be noted in
the Oil Record Book. A manually operated alternatives method shall be provided and may
be used in the event of such failure, but the defective unit shall be made operable as soon
as possible. The port State authority may allow the tanker to undertake one ballast voyage
before proceeding to a repair port.
The alternative means and information for use in case of any failure in the system should
be as follows:
FAILURE OF THE OIL CONTENT METER AND / OR SAMPLING PUMP:

Action: Close visual observation of the wake of the vessel.
FAILURE OF THE FLOWMETER:

Action: Calculating of flow by use of Pump Characteristics, etc.
FAILURE OF SPEED INDICATING DEVICE:

Action: Using the speed calculated by GPS, using Main Engine RPM, etc.
FAILURE OF THE PROCESSOR:

Action: Manual calculation and manual reading.
FAILURE OF THE OVERBOARD DISCHARGE CONTROL:

Action: Manual operation of pumps and valves.
1-17
Chapter 2 - Operations
2.1 System descriptions

2.1.1 Principle of Operation
2.1.2 System Components
1. General Layout
2. Sample Probe
3. Sample Feed Pump Unit
4. Ejector
5. Bulkhead Penetration
6. Measuring Unit
7. Control PC
8. Power Supplies and Cable Connections
2.1.3. Operating Instructions

1. Pre-start Check List
2. Start-up Check List
3. Ready for De-ballasting - Dirty Ballast
4. Ready for De-ballasting - Clean Ballast
5. Shutdown Check list
6. Action in the event of a system fault
2.1.4 Inspection and Maintenance

1. Recommended Lubricants
2. Inspection and Maintenance Routines
3. To change Paper Feed Roll
4. To change Ribbon Cassette
5. To manually clean Measuring Cell
6. To change Dehumidifier
7. Standard Spare Parts
8. Maintenance records
2.2 ODM system Drawing
2- 1
2.1 SYSTEM DESCRIPTION
The Marpoil Oil Discharge Monitoring system fitted to this vessel is

manufactured by VIKING ENGINEERING PTE LIMITED, SINGAPORE.
It is computer controlled and is operated from a Control PC housed in the
CCR.
2.1.1 Principle of operation

The Marpoil measuring principle is based on the absorption and scattering of light passing
through the ballast water.
A sample of the ballast water from the main discharge is cleared from interfering air bubbles and
passed through a high speed shear emulsifier. The emulsifier creates a stable emulsion of the oil
in ballast water in which the oil droplets are very small and homogenous. This emulsion is
passed through a glass cell as shown in figure 2.1.1.
The light emitted from a light source (LED) enters the glass cell (tube) from one side. On its
passage through the cell the light will interact with the small oil droplets so that is attenuated
before reaching the photo detector A. Some of the incident light will be scattered in various
directions by the oil droplets and solid particles in the sample. The scattered light is detected by
photo-detectors B and C. The low-level electrical signals from the photo-detectors are amplified
by low-noise phase-locked amplifiers and fed to a microcomputer. The microcomputer compares
the intensity of the light passing through the sample of ballast water with the light passing
through the cell from a previous measurement with the cell filled with clean water (reference
measurement). The measured attenuation is corrected for LED intensity variations and
temperature effects and the microcomputer subsequently calculates the oil concentration from
this data.
Flow through cell
Light source Detector A
Detector C
Detector B
ppm
Computer
Figure 2.1.1 Measurement principle
2- 2
Since the solid particles have a different scattering pattern than the oil, the computer can
distinguish between the signals from oils and solid contaminants respectively and thus
compensate for the influence from solid contaminants on the measurement.
The attenuation of the light passing through the cell depends on the concentration of the oil
droplets as well as the size of the cell. As the attenuation becomes increasingly large at higher oil
concentrations it becomes increasingly difficult to measure it with a sufficiently high accuracy.
Marpoil solves this problem by using two cells in series, one large cell optimised for
measurement of low oil concentrations and one smaller optimised for high concentrations. In this
way Marpoil maintains a high accuracy over the full measurement range from 0 to 1500 ppm.
2.1.2 System Components
2.1.2.1 Marpoil system overview

Figure 2 shows a schematic view of the Marpoil discharge system:
CARGO CONTROL ROOM
PC
GPS
SAFE AREA HAZARDOUS AREA
Vent
O
Recirculation O C
Discharge
Measuring Unit
Sample point
Electronics Measurement
Manual Flow
Sample sensor
Valve
Fresh
Speed Log water
G
Ext.
Alarm
Temperature
Alarm Sample Overboard
Sensors Discharge
pump dP/I
Pipe
T
M
Sample
Drainage valve Flush
Connection
Figure 2.1.2.1. General layout. Simplified for clarity.
2- 3
The Marpoil Measuring Unit consists of two integrated parts, the Measurement cabinet where
sample conditioning and the actual measurement takes place and the Electronics cabinet
comprising the measurement and interface electronics. The ballast water is sampled from a
sample point in the overboard discharge pipe and fed to the Measurement cabinet via the sample
pump. Part of the sample flow is extracted by an integral gear pump in the Measurement cabinet
and after conditioning the sample is measured and returned to the overboard discharge flow. The
Measurement cabinet also has access to fresh water for rinsing and calibration purposes. The
Measurement cabinet is hermetically sealed from the Electronic cabinet and is continuously
ventilated by a fan and also houses water leak detector and cabinet door detector.
The signals from the Measurement cabinet are amplified and conditioned in the Electronics
cabinet and are subsequently fed to the Terminal/Main Computer in the Cargo Control Room
where the oil contents is calculated and all system handling and analysis takes place.
The Electronics cabinet of the Measuring Unit houses all system interfaces except the GPS that
connects directly to the Terminal Computer.
Measuring Unit Outputs

• Sample point valve operation, maximum of 3 (option, only one shown)
• Sample pump operation
• Overboard discharge valve operation, maximum of 2 (only one shown)
• Recirculation valve operation, maximum of 2 (only one shown)
• External alarm indicator for high oil content (not shown)
• External alarm indicator for internal failure
• Ventilation shut of valve operation
Measuring Unit Inputs

• Discharge/Recirculation flow meters - up to 2 units (only one shown)
• Speed log - 2 inputs for contact and TTL (only one shown)
• External optional alarm actuator
• Sample pump over temperature indicator
• Overboard valve position indicator
• Discharge flow meters, maximum of 2( only one shown)
The operator manoeuvres the Marpoil system from a touch screen PC, the Terminal computer,
usually located in the cargo control room. This PC also receives position information from an
external GPS. A printer prints out status and alarm information.
2- 4
2.1.2.2 Sample Probe Fig. 2.3.2.2.1
The probe is used to collect ballast water from the main discharge line and to return the
measured sample, flushing water and clean calibrating water back to the line.
The probe, comprising stainless steel suction and return pipes, is bolted on to a mild steel
stub welded to the main discharge line. The sample suction pipe protrudes into the
discharge line by one quarter of the internal diameter of that line from where a
representative sample of ballast water can be extracted. The return pipe protrudes into the
discharge line downstream of the suction pipe to ensure that the returned liquids do not
contaminate the sample.
The suction pipe is connected to the sample pump and is fitted with a manual stop valve.
The return pipe is connected to the ejector and is fitted with a manual stop/non return
valve.
A branch line off the sample suction line is fitted with a manual stop/non return valve,
and connector to allow for water flushing of the lines, sample pump and ejector. A
connection from this branch line fitted with a stop/non return valve allows for water
flushing of the flow sensor and differential pressure transmitter. A source of water at a
pressure of 4-8 bar and a flow at minimum of 35 litres/minutes should be used for
flushing. A drain connection on the sample suction line fitted with a manual stop valve
allows the lines, sample pump and ejector, and the flow sensing system to be drained into
the pump room bilge.
Flow Sensor Fig. 2.3.2.2.2
The flow sensor, a Torbar manufactured by the PSM FLOW LTD is mounted upstream of
the sample probe location. The sensor consists of a stainless steel probe installed
completely through the discharge line.
The probe has four pressure ports on its upstream side sensing the average dynamic
pressure. On its downstream, side one port is located in the centre of the probe, sensing
static pressure. The probe is designed with a flow profile preventing clogging by
particulars matter and its response is unaffected by changes in the oil content of the
ballast water within the system measuring range.
Differential pressure transmitter Fig. 2.3.2.2.3
The dynamic and static pressures are transmitted through high and low pressure (HP/LP)
lines to the differential pressure transmitter. Both lines are fitted with manual stop valves.
The HP and LP lines from the probe are connected to a five-way valve block allowing for
flushing and calibration of the measuring system.
2- 5
The differential pressure transmitter converts the pressures from the Torbar sensor into a
4-20 mA DC electrical signal representing ballast flow rate for use in the Main Computer
program. An approved intrinsically safe barrier protects the transmitter.
2.1.2.3 Sample Feed Pump unit Fig.2.3.2.3
The sample pump extracts ballast water through the probe suction pipe and delivers it to
the ejector.
The high-speed multi stage centrifugal pump is made from seawater resistant bronze. It
has a nominal output of 35 litres/minute.
The pump is lubricated from a grease cup mounted on the drive coupling housing.
The pump drive shaft passes through an approved bulkhead penetration inside a doubling
plate. Pump drive originates from an electric 3-phase motor mounted on the doubling
plate in the engine room. The drive is lubricated from an oil cup mounted on the shaft
housing in the engine room.
2.1.2.4 Ejector Fig. 2.3.2.4
The ejector, driven by the sample pump output, educts liquids from the measuring cell as
well as air and overflow water from the de-aerators. Upstream of the ejector the input is
split to divert at 5 litres per minute flow into the measuring unit. A pressure gauge is
mounted on the pressure side of the ejector. The nominal operating pressure at this point
should be 3-6 bar. The output from the measuring unit enters the ejector at its throat and
is discharged together with the main sample flow to the return pipe of the probe.
2.1.2.5 Bulkhead penetration Fig 2.3.2.5

Location - Pump room/Engine room safety bulkhead
The transfer lines connecting the ejector and the measuring unit are connected to stainless
steel penetration tubes which are welded on either side of the bulkhead. The tubes are
fitted at each end with compression couplings to maintain the integrity of the safety
bulkhead.
Within the engine room the lines are fitted with manual stop valves and are led to the
bottom of the measuring unit cabinet.
2- 6
2- 7
2- 8
2- 9
2.1.2.6 Measuring unit Fig. 2.3.2.6.1 schematic
2.3.2.6.2 measuring unit cabinet
The measuring unit is housed in a gas tight 4mm thick steel cabinet fixed to the engine
room bulkhead.
The cabinet is exhaust ventilated by a fan mounted on top of the cabinet and driven by an
electric Ex motor. Cabinet atmosphere is exhausted to a standpipe mounted at main deck
level and is replaced by air feed to the bottom of the cabinet. Venting pipes are led from
the engine room through integrally safe penetrations of the safety bulkhead.
Access to the cabinet is through a gas tight door fitted with a micro switch, secured by
turn hand-wheel screwed at the top and bottom.
The operation of the MARPOIL system is inhibited if the cabinet door is open or
improperly closed or if the exhaust fan is not working.
A 3-phase electric motor is mounted on top of the cabinet and drives the emulsifier
gearbox. The drive shaft for the emulsifier passes through the side of the cabinet in a gas
tight penetration lubricated from an oil cup mounted on the gearbox housing. A tooth belt
drive belt drive is used in the gearbox.
A DC electric motor is mounted on top of the cabinet and drives the gear pump. The
motor drives through a flexible coupling with its shaft entering the top of the cabinet in a
gas tight penetration. A toothed belt drives the internally mounted gear pump shaft which
is lubricated through a grease nipple on the bearing housing.
An electrical cabinet is mounted on the right hand side of the measuring unit cabinet. It
houses all electrical components of sensors, the measuring cell, the solenoid for the units
valves as well as the necessary contactors, overload relays, starters, and barriers for
interfacing the external components of Marpoil and the discharge system. The cabinet
also houses a microprocessor that handles the communication with the main computer as
well as ascertaining a safe system shutdown in case of malfunctioning.
The cabinet is intrinsically safe against contact with wet components in the measuring
unit cabinet. Access to the cabinet is through a door locked by two hand-wheels.
A fresh water supply at a pressure of 4 - 6 bar is fed to the cabinet via a solenoid operated
stop valve.
2- 10
2- 11
2- 12
The sample water enters the measuring unit via a solenoid operated stop valve and is fed
to a de-aerator. The de-aerator cleans the water of air bubbles, which could falsify the oil
measurement. The gear pump provides a controlled input to the measuring cell of
3.8litres per minute of de-aerated sample water at a pressure of 5.5 +/- 0.5 bar. A
temperature sensing head is mounted on the input line to the pump. The output of the
pump is fed via a solenoid operated stop valve and a pressure switch to the emulsifier.
The emulsifier assembly is made of stainless steel and its rotor turning at 17,000 rpm
creates a stable emulsion of oil and water for use in the measuring cell. Upstream of the
emulsifier a branch is connected for a flushing and calibration water input.
The measuring cells comprise two DURAN glass tubes, wall thickness 5mm and 2.5
mm respectively, housed in an aluminium casing bolted to a dividing plate. The dividing
plate seals a hole cut in the side of the measuring unit cabinet and which gives entry to
the electrical cabinet. The emulsion passes through the glass tubes, which are connected
in series. The tubes are illuminated from the sides with red light through slots in the
diving plate. The light exiting the cells is in a similar way passed through slots in the
diving plate to the various detectors in the electrical cabinet. All slots are sealed by 3-mm
thick DURAN glass windows. The cell casing is provided with a precision docking
mechanism to facilitate easy and safe removal and re-assembly for manual cleaning
should it be necessary.
The measured sample is returned via a reducer to the outlet line from the unit. A solenoid
operated valve controls the use of a bypass line around the reducer.
When fresh water is required for flushing or calibrating the measuring cell it is fed via a
de-aerator and non-return valve directly to the emulsifier.
2- 13
2.1.2.7 Control PC
The control room PC/Terminal is the central hub for the Marpoil 2 systems and houses
most of the systems “intelligence”, calculation and decision power and functions as a user
friendly interface to the operator. The operator communicates with the Marpoil system
via the PC/Terminals Touch Screen. It is a PC running under Windows XP Professional.
Figure 2.3.2.7 The Marpoil 2 control PC
This computer handles all the functions for the proper running and manoeuvring of the
Marpoil 2 and the discharge system as well as performing automatic and regular system
performance checks as required by IMO Resolution MEPC. 108(49) and all
mathematical calculations necessary for determining the oil content of the ballast water.
The main computer also handles the communication with the GPS unit and also houses
the printer for the printout of system status and error messages.
The terminal has no keyboard or mouse. All operator inputs are made through the touch
sensitive screen as described below. For installation and service purposes the computer
2- 14
can be provided with a keyboard but this option is for qualified service personal only. The
normal user has access only to the Marpoil 2 control program while a qualified service
technician also can access the operative system through which however is pass word
protected.
Below is a schematic illustration of the main program options of the Terminal.
POWER ON
START PAGE
SYSTEM CONFIG STAND-BY EXIT
OPERATIVE
MONITORING
SYSTEM
DISCHARGING
Figure 2.3.2.7.2 Marpoil 2 control program structure
Power on
The unit is powered on by operating the switch on the front. The computer goes through a
number of self-tests and a number of messages are displayed on the panel. After the self-tests the
operative system is loaded and then it will load the Marpoil 2 program which subsequently is
automatically started. The program reads installation specific set-up data as well as calibration
data from the hard disk and then finally displays the Start Page
2- 15
Start Page
Figure 2.3.2.7.3a Marpoil 2 Start Page if Figure 2.3.2.7.3b Marpoil 2 Start Page if
measuring unit not powered. measuring unit powered.
Once the program has loaded the set-up files etc is tries to establish communication with
the Measuring Unit. If this unit has not been powered on the Start Page depicted in Figure
7a will be shown indicating to the operator to start the Measuring Unit. If the Measuring
Unit already is started the Start Page depicted in Figure 7b will be shown indicating the
status of the over board valve (OBV) if an OBV-position indicator is fitted.
The Measuring Unit and the Terminal Unit can be started (powered on) in any order.
As soon as the Measuring Unit is started the ventilation fan is activated and will remain
so as long as the unit is powered. Also the overboard valve is by default closed and the
recirculaton valve opened when the unit is powered on.
Three push buttons are displayed:
Main
Pushing this button activates the main operating page for controlling the discharge
operation. This button is deactivated (dimmed) if the Measurement Unit is not operating.
Exit
Terminates the program and shuts down (power off) the terminal. The shut down time is
about 30 seconds before the terminal is automatically powered off.
System
Activates a page where installation specific parameters can be set.
2- 16
System Page
The System button on the Start Page accesses the System Page. This Page is password
protected to avoid unauthorised changes of system parameters. Pressing the key displays
the following page
Password for System Page: 555
Figure 2.3.2.7.4. Login to System Page
Enter the password and press OK!
2- 17
Figure 2.3.2.7.5. Systems Page
Flow sensor 1
Select the type of interface for flow sensor 1 if fitted.
Flow sensor 2
Select the type of interface for flow sensor 2 if fitted.
Max flow rate 1
Span of flow sensor 1.
Max flow rate 2
Span of flow sensor 2.
Speed log
Calibration factor for speed log.
Max Speed
The largest ship’s speed that the system accepts.
Max Discharge
The maximum amount of oil allowed to discharge into the sea as a fraction of total cargo
volume.
Sample Points
Number of installed sample points
Discharge sensor
AUTO = Sensor installed. Manual = Sensor not installed.
2- 18
Data can be entered by pressing the corresponding text or data window. For multiple
choice data a drop down menu will appear. For Numerical input the numeric keypad will
be shown.
Command keys:
Accept
The new data are accepted by the system and stored on the hard disk.
Exit
Exits the System Page to the Start Page.
Exit to Windows
Give password protected access to the operative system.
WARNING
When accessing the operative system it is possible to introduce
errors that can render the system inoperable or even inflict serious
damages to the system. Therefor this option is restricted to
qualified service personnel only.
Main Page
This is the page used for controlling the deballasting operations.
CAUTION
It is assumed that when entering this page the ballast pump is
operating and the ballast flow recirculated. The Monitoring (see
below) process must never be started without a valid ballast flow.
2- 19
Graph field
Discharge field
Alarm field
Cargo field Override field
Position field
Figure 2.3.2.7.6. Main Page
This is the common user interface from where all aspects of discharging take place. The
page is divided into 9 fields. Each of these fields represents a logical entity.
Discharge Status field

This window displays the important data regarding the on-going discharge process:
Oil discharge rate

Indicates the momentary overboard flow rate (liters/nautical mile) of the oil in the ballast
water calculated as:
Oil discharge rate = [(Oil contents, ppm) * (Discharge flow, m3/hr)/(Ships

speed, nm/hr)] * 0.001
This window is updated in dirty ballast mode (below) whenever there is a relevant ppm
value and a ship’s speed > 0. Should the speed be zero the discharge rate cannot be
calculated and “---“ is indicated.
If the OBV is open this figure represents the momentary value of the oil discharged
overboard. If the OBV is closed the value represents the momentary value of what the
discharge rate will be if OBV is opened.
2- 20
Oil discharged
Indicates the total amount of oil (litres) discharged since the start of the deballasting =
change of the Cargo parameter below. This value is set to zero whenever the Cargo
parameter is changed which signifies a new deballast operation.
The value is calculated as:

1
Oil discharged (l) = Σ [(Oil discharge rate, l/hr)*(Time since last update,
hr)]
This data is updated in dirty ballast mode (below) when the OBV is open and a relevant
Oil discharge rate value exists. This data is saved to and retrieved from the hard disk.
New data will be appended to the old even if the system is powered down in between.
Oil content
Indicates the momentary oil content (ppm per volume) in the discharged or recirculated
ballast water flow.
Discharge flow
Indicates the momentary value of the discharged or recirculated ballast water in m3/hr.
Ship speed
The speed as indicated by the speed log. Updated every 10 seconds.
OBV field
Indicates the overboard valve position. A green field indicates a closed valve and a red
field an open valve. When transitioning from either state the text flashes. If the ship is
equipped with an OBV position indicator the value is the read from the indicator except
during transition when the data represents the requested transition. If the ship is not
equipped with an OBV position indicator the value represents the set valve status
(below).
1
Σ signifies summation
2- 21
Mode field
This field indicates the present operational mode of the system. For cyclic modes a timer
indicates the number of seconds remaining until start of next mode. The following modes
are indicated:
Stand By
In this mode the measuring unit is stand by, i.e. it is powered but not started.
Start Up
In this mode the system is transiting from Stand By to Monitoring. Upon entering this
mode the system checks the condition of the Measuring unit and if not found satisfactory
tries to clean it. When approved the system goes to the monitoring mode analysing the
ballast water. If not approved the system shuts down and an error message is issued
(below).
Monitoring
In this mode the system continuously monitors the oil content of the discharge flow.
Approximately every minute the Measuring unit performs a short flush cycle to prevent
build up of oil contamination on the cell walls. Every 5 minutes the Measuring unit
performs a 20-second calibration with fresh water.
Close Down
Whenever the system has to abandon the Monitoring mode it enters the Close Down. In
this mode the overboard valve is closed (if not in manual operation, below) and the
recirculation valve is opened. At the same time the Measuring unit is flushed with clean
water to remove excess oil and prevent contamination. When these procedures are ready
the system enters the Stand By mode.
Flushing
The system is engaged in flushing the cells for cleaning from contamination.
Help
This window displays help texts to aid in the operation of the unit. Not implemented in
the present software version.
2- 22
Cargo field
This window is the input/display unit for the cargo-related parameters. Data can only be
input in Stand By mode.
Cargo
Input and indication of the size of the cargo (in m3) that shall be discharged.
Note: Whenever an entry is made in this field this resets the “Oil discharged”
counter.
Ballast
Input and indication of the type of ballast.
Clean ballast: Sets the High Oil Content alarm (below) limit to 15 ppm and no updating
of “Oil dis
charged” and “Oil discharge rate”
Dirty ballast: Activates updating of “Oil discharged” and “Oil discharge rate” and sets
alarm limits to:
Oil discharged: 1/30 000 of total cargo as set in the Systems page.
Oil discharge rate: 30 L/nm
Calib
Input and indication of which calibration factor to use for the oil to be monitored. The
system can hold data for up to 99 different oils and oillike products. It is only possible to
select a calibration factor actually held in the system. The calibration factors are
numbered sequentially from 1.
Sample
Input and indication of which sample point to use for sampling ballast water.
Sample point 1: cargo line sample probe
Sample point 2: ballast sample probe
Sample point 3: sea chest sample probe (P&S)
FlowS(ensor)
Input and indication of which flow sensor to use for monitoring the discharge flow.
Flow 1: cargo pump
Flow 2: stripping pump
Position Field
Input and indications of date, time and position.
Date and Time can only be entered in Stand By Mode.
2- 23
Override field
For accessing manual override actions, e.g. manual input of data or manual manoeuvring
of the OBV.
Mode
Selecting Manual sets the system to accept manual input for the parameters usually
supplied by external devices or the Measuring Unit. These parameters are PPM, SPEED,
FLOW and POSITION. Selecting Auto sets the system to only accept automatic input for
these parameters.
While the selection of manual input mode enables manual data input, all parameters are
still automatically updated until they are actually selected (pressing the appropriate data
field) and a manual data entered. The data field will then be greyed in order to indicate
that data from now on is manual. The data input remains manual until the terminal is
restarted.
Discharge
Selecting Manual allows the operator to manoeuvre the over board valve through the
overboard valve (OBV) key. Selecting Auto sets the system to take over control of the
overboard valve. When set to Manual the OBV is controlled by the operator (below).
If Mode is set to manual or Discharge sensor = MAN in Systems Page the program will
not check for the status of the OBV-position sensor.
NOTE: Below the combinations of these settings are designated as Mode/Discharge. E.g.
MAN/AUTO means that manual input is enabled but the OBV control is automatic.
NA/AUTO means that the Mode can be set to any setting (manual or automatic).
Alarm field
This field indicates the momentary alarm status. In the normal case the text “No Alarms”
will be shown. In the event of an alarm situation the text is replaced by a flashing red sing
“Alarm” and the alarm cause indicated in the white field below. This is a drop-down
field that indicates the last 5 active alarms in (last one on top). At the same time the alarm
beeper will be activated. The operator acknowledges the alarm by pressing the flashing
text, which will silence the alarm and stop the text from flashing. The text will remain
until all alarm conditions have been removed.
The following alarm conditions are recognised by the system.
2- 24
Alarm text Cause System Action
HIGH OIL DIRTY BALLAST MODE: oil NA/AUTO: Close OBV.
CONTENT discharge rate exceeds 30 l/nm.
CLEAN BALLAST MODE: oil content
exceed s15 ppm.
DISCHARGE LIMIT DIRTY BALLAST MODE: total NA/AUTO: Close OBV.
discharge exceeds limit of 1/30000 of
cargo volume.
VENTILATION The exhaust fan in the Measuring unit NA/AUTO: Close OBV.
is not functioning. Shut down Measuring Unit.
LEAKAGE A water leakage has been detected in NA/AUTO: Close OBV.
the Measuring unit.
Shut down Measuring Unit.
DOOR OPEN The door to the Measuring unit is not NA/AUTO: Close OBV.
correctly closed. Shut down Measuring Unit
CELL PRESS HIGH Cell pressure is too high. NA/AUTO: Close OBV.
SAMPLE PRESS Sample water pressure is too low. NA/AUTO: Close OBV.
LOW Shut down Measuring Unit.
WATER PRESS Fresh water pressure is too low. NA/AUTO: Close OBV.
LOW Shut down Measuring Unit.
CELL DIRTY Cell is too dirty to allow monitoring. NA/AUTO: Close OBV.
Manual cleaning necessary. Shut down Measuring Unit.
LED LED signal out of range. NA/AUTO: Close OBV.
OVERHEATING The sample pump is overheating. NA/AUTO: Close OBV.
OVERBOARD Overboard valve position incorrectly NA/AUTO: Close OBV.
VALVE indicated in relation to current
operation.
OVER RANGE Too high oil content for measuring (> NA/AUTO: Close OBV.
1500 ppm) Shut down Measuring Unit.
SPEED Ship’s speed greater then 30 kts.
PRINTER Paper feed error or printer out of paper. NA/AUTO: Close OBV..
2- 25
DATA LINK Communication with Marpoil NA/NA: Close OBV.
measuring unit fails.
POSITION Communication with GPS unit fails. AUTO/NA: Close OBV.
AUXILIARY The auxiliary (user activated) alarm.
OP ERROR Error in the operative system. NA/NA: Close OBV.
SYSTEMS ERROR Unspecified error. NA/NA: Close OBV.
Graph field
This field gives a graphical illustration of the present set status of the discharge system. A
blue line indicates ballast water flow. A red item (pump or valve) indicates an active item
(pumping or open) while a green item indicates an inactive item.
Command buttons
The functions of the command buttons are described below. Note that not all command
buttons are active all the time. Depending on the momentary system status of the system
some command buttons can be inactive (dimmed). E.g. the OBV button is not active if
Auto discharge mode is selected.
Start (Stop)
Starts the automatic discharge and monitoring process. A prerequisite for this command
is that Cargo, Ballast, Cal and Sample have been entered. When pressing the Start
command the system enters into the Start Up mode and subsequently to the Monitoring
mode. At the same time the Start command button is redefined to a Stop command
button.
If the NA/AUTO mode is active the system will now check the recirculating ballast flow
for oil content and assuming that deballasting is allowed the OBV will be automatically
opened.
The Start command button is redefined to a Stop command button. Pressing the Stop
command button will cease the deballasting operation: Closing the OBV.
Flush
Can only be activated in Stand By mode. Flushes the Measuring unit with a high flow of
clean water for 60 seconds to remove contamination from the cells.
2- 26
Print
Opens the Print page .
OBV
If Manual Discharge has been selected this command button is activated and toggles the
over board valve. The present status of the overboard valve (Open/Close,
Opening/Closing) is displayed in the OBV status field. Pressing OBV will toggle the
valve position.
Exit/Stand By
This command button is only active in Stand By mode and with OBV closed. Pressing
Exit invokes the Start page.
This button is redefined to Stand By in modes where Exit is not allowed since the
Measuring unit is operating. Pressing Stand By will close down the measuring unit and
exiting will be possible if the OBV is closed.
Entering Data
When numerical data are to be input the program dispalys a graphical keypad. Data are
entered by pressing the appropriate buttons on the keypad.
Figure 2.3.2.7.7a. Keypad for entering flow. Figure 2.3.2.7.7b. Keypad for entering
position.
2- 27
• Pressing OK will cause the data to be written into the selected data field and the
keypad will disappear.
• Pressing CANCEL will abort the operation and no changes are made to the data.
• Pressing CLEAR will clear the keypad display
• Pressing <- will allow editing of data.
If no data are input the keypad will disappear within a few seconds.
Entering position information
Position information consists of two data sets: latitude and longitude commencing with
latitude.
Latitude
Select N(orth) or S(outh) and then the degrees (2 digits), minutes (2 digits) and fractional
minutes (4 digits). Observe that leading zeroes shall be used: i.e. a latitude of N1o3”.0123
shall be input as N01030123. The system checks that the data input is valid.
Longitude
Similar to latitude but degrees is input with 3 digits (and leading zeroes).
2- 28
Figure 2.3.2.7.8. Example of Main page with alarm list and several manually input
data.
Print Page
Pressing the Print button in the Main page invokes the Print page where the different
printer functions are implemented.
Pressing the EXTENDED button will cause an extended printout.

Pressing the ALARMLIST button will cause a print out of all alarms that have occurred
during the present discharge operation (=since the last change of Cargo). Any alarm
occurring during a list printout will be printed after the list.
Pressing the LINEFEED button will cause line feeds as long as it is pressed.
Pressing RESET will reset the printer after a printer failure. This will cause the printer to
resume the printout that caused the failure.
Pressing CLOSE will close the Print window.
2- 29
Each separate printout is dated and timed and contains information relating to:
1. The action, from the system or the operator, calling up the printout.
2. Current data used by the computer.
3. Predicted data from the computer
4. Fault conditions.
A printout will be called up by the computer once every 10 minutes during the discharge
and whenever a fault occurs. The operator initiates a printout whenever the keyboard is
used to input fresh data or to command an operational sequence.
The operator has access to the printer housing for replacement of the paper feed and
ribbon cassette.
Note
After a printer alarm, e.g. Out of Paper, the printout function is disabled to avoid the printer
trying to print while the operator changes paper. Therefore it is not enough to acknowledge the
alarm in the usual manner. After having corrected the printer problem the operator MUST press
Reset in order to resume printing.
2- 30
2.1.2.8 Power supplies and cable connections Fig 2.3.2.13
Power supplies
The following power supplies are required by the installation on this vessel:
Source Supply Connection
Vessel supply 220V 50/60 Hz 0.5kW control pc

380/440V 50/60 Hz 3.5kW measuring unit motor
Cable Connections
The following cable connections are required by the installation:
from to type
Measuring unit junction box 6 core (1-5,shield)
flow transmitter 2 core
overboard discharge status 2 core
overboard discharge 2 core
initiation
recirculation valve 2 core (if required)
initiation
sample valve 2 core (if required)
speed log 2 core
sample feed pump 3 core
GPS junction box 2 core
2- 31
2- 32
2.1.3 Operating Instructions
2.1.3.1 Pre-start checklist
On this vessel the normal shutdown condition of the system is control terminal power on
and MONITOR OFF mode. It is essential that as soon as possible in the pre-start
procedure the ventilation fan is started to allow for a thorough purging of the measuring
unit cabinet before system operations commence.
Location Check
Main deck Measuring unit cabinet venting

system is OPEN
CCR Control terminal Switch into the “main page”,

And check the print out,
If necessary replace the paper,
Then on Mode filed showing:
STAND BY.
Engine Room Bulkhead Sample line valve SHUT

Return line valve SHUT
Pump room Confirm sampling points to be used

during discharge
Lines Flush stop valve SHUT

Flow sensor flush valve SHUT
Flush line CONNECTED
Drain valve SHUT

Flush water supply adequate
Probe Sample line valve OPEN
Return line valve OPEN
Flow sensor HI line valve OPEN

LO line valve OPEN
5-way valve block HI line valve SHUT (C)

LO line valve SHUT (B)
2- 33
Bypass line valve OPEN (A)
HI flush valve OPEN (E)
LO flush valve OPEN (D)
Lines OPEN flush stop valve
OPEN probe flush stop valve
FLUSH lines and probe for 3
minutes
CLOSE probe flush stop valve
OPEN flow sensor flush valve
FLUSH flow sensor lines for 3 mins.
5-way valve block CLOSE HI flush valve (E)

CLOSE LO flush valve (D)
OPEN HI line valve (C)
OPEN LO line valve (B)
CLOSE by-pass line valve (A)
Lines CLOSE flow sensor flush valve

CLOSE flush stop valve
DISCONNECT flush line
Engine room All power supplies available

Fresh water supply adequate
Bulkhead OPEN sample line valve

OPEN return line valve
Measuring unit cabinet OPEN fresh water supply valve
2- 34
2.1.3.2 Start-up checklist
Location Check
Control PC Press EXTENDED of

PRINT button
Printout MANUAL PRINTOUT

and extended print
Check printing clear and legible and
if necessary replace printer ribbon,
Check the below printed data to

be correct and set against ship’s
record and GMT:
MANUAL PRINTOUT
DATE TIME
LAT AUTO
LONG AUTO
DISCHARGE CTRL AUTO
OVERB DISCHARGE CLOSED

FLOW (M3/H) AUTO
SPEED(KTS) AUTO
PPM AUTO NONE
TOTD DIVISOR 1/30000

DISCH SENSOR AUTO
...NO VALID ALARMS...
2- 35
2.1.3.3 Ready for discharge - dirty ballast
Control PC
In the event of a system fault occurring prior to the overboard valve being opened, the
system will remain in the STANDBY MODE. For action in the event of faults during this
period to see 2.3.3.5.
1. Check total cargo data currently in use
Note! When commencing a new ballast voyage, a new cargo volume must be entered in
order to re-set the TOTD (LITRES) accumulation.
2. Check total cargo volume (M3) last carried from records.
Note! If proceeding a ballast voyage steps 3 should be neglected!

If necessary to change cargo data (= a new ballast voyage)
3. Set new cargo volume.
4. Check calibration factor currently in use.
5. Determine calibration factor for last cargo oil type carried.

See SETTING OF CALIBRATION FACTOR
If necessary, change the calibration factor.
6 Check sample point currently in use,

If necessary to change sample point
7. Start up cargo discharge system diverting into slop tank.
8. Press “Flush” button.
The system enters a flushing sequence for analyser and cell lasting 60 seconds.
9. Select the dirty ballast
10. Press “Start” button.

Resume with Stand by button.
2- 36
The system enters flushing and calibration sequences lasting 140 seconds, and then
system goes into the “Monitoring mode” which continuously controls/monitors the oil
content of the discharge water, approximately every minute the Measuring unit performs
a short flush cycle to prevent build up of oil contamination on the cell walls. Every 5
minutes the Measuring unit performs a 20-second calibration with fresh water.
The display will show all the data regarding the on-going dirty-ballast discharge process.
The printer will provide a standard print every 10 minutes and, in addition, one whenever
the rate of oil discharge, changes by more than 10 units.
In the event of a fault occurring during the period, the system will resume the dirty-blast
discharge process and revert to the STANDBY MODE. Whenever the system is closed
down an automatic analyzer and cell flushing sequence lasting 60 seconds is initiated.
For action to be taken in the event of fault during discharge, pls see2.3.3.6.
2- 37
2.1.3.4 Ready for discharge - clean ballast
Control PC
In the event of a system fault occurring prior to the overboard valve being opened, the
system will remain in the STANDBY MODE. For action in the event of faults during this
period to see 2.3.3.5.
1. Check total cargo data currently in use
Note! When commencing a new ballast voyage, a new cargo volume must be entered in
order to re-set the TOTD (LITRES) accumulation.
2. Check total cargo volume (M3) last carried from records.
Note! If proceeding a ballast voyage steps 3 should be neglected!

If necessary to change cargo data (= a new ballast voyage)
3. Set new cargo volume.
4. Check calibration factor currently in use.
5. Determine calibration factor for last cargo oil type carried.

See SETTING OF CALIBRATION FACTOR
If necessary, change the calibration factor.
6 Check sample point currently in use,

If necessary to change sample point
7. Start up cargo discharge system diverting into slop tank.
8. Press the “Flush” button.
The system enters a flushing sequence for analyser and cell lasting 60 seconds during
which the system condition LED FLUSHING is lit.
9. Select the clean ballast.
2- 38
10. on the override filed, set the discharge on manual mode.
11. Press the “Start” button.
Resume with Stand by button.
The system enters flushing and calibration sequences lasting 140 seconds, and then
system goes into the “Monitoring mode” which continuously controls/monitors the oil
content of the discharge water, approximately every minute the Measuring unit performs
a short flush cycle to prevent build up of oil contamination on the cell walls. Every 5
minutes the Measuring unit performs a 20-second calibration with fresh water.
The display will show all the data regarding the on-going clean-ballast discharge process.
The printer will provide a standard print every 10 minutes and, in addition, one whenever
the LITRES/NM data, the rate of oil discharge, changes by more than 10 units.
12.If no HIGH OIL CONTENT alarm is present: press “OBV” button to open the over
board valve.
13. If HIGH OIL CONTENT alarm is present: press “OBV” button to close the over
board valve.
In the event of a fault occurring during the period, the system will resume the clean-blast
discharge process and revert to the STANDBY MODE. Whenever the system is closed
down an automatic analyzer and cell flushing sequence lasting 60 seconds is initiated.
For action to be taken in the event of fault during discharge, pls see 2.3.3.6.
2- 39
SETTING OF CALIBRATION FACTOR
DETERMINE OIL TYPE TO BE MONITORED AND CHOOSE CALIBRATION

FACTOR ACCORDINGLY
Category of Oil Categories Represented Parameters Tolerance

1 Density – low Density: 790.0-800.0
Viscosity – low Kinematic viscosity: 2.65 +/- 5%
Pour Point – very low Cloud point: -2 +/- 3deg C
General description – mixed base
2 Density – medium Density: 852.0-862.0
Viscosity – medium Kinematic viscosity: 10.19 +/- 5%
Pour Point – low Cloud point: -5 +/- 3deg C
General description – mixed base
3 Density – high Density: 884.0-894.0
Viscosity – medium Kinematic viscosity: 12.9 +/- 5%
Pour Point – low Cloud point: 5 +/- 3deg C
General description – naphthenic
4 Density – very high Density: 947.0-957.0
Viscosity – very high Kinematic viscosity: 1246 +/- 5%
Pour Point – low Cloud point: 29 +/- 3deg C
General description – asphaltic
5 Density – medium Density: 839.0-849.0
Viscosity – high Kinematic viscosity: 3.96 +/- 5%
Pour Point – very high Cloud point: 39 +/- 3deg C
General description – paraffine
6 Marine residual fuel oil – RMG 35 RMG 35 Parameters as per ISO
8217:1996 (table 2)
7 Auto gasoline
8 Kerosene
9 Marine distillate fuel oil DMA-iso8217:1996(table1)
2- 40
2.1.3.5 Shutdown checklists
During the flushing of probe, flow sensor and lines it is essential to maintain ventilation
to the measuring unit cabinet.
Location Check
Engine room Measuring unit Fresh water supply stop valve SHUT
cabinet
Bulkhead Sample line valve SHUT

Pump room Flush water supply adequate

Flush line stop valve SHUT
Flush line CONNECTED
Lines Drain valve SHUT

Flush stop valve SHUT
Probe flush stop valve SHUT
Flow sensor flush valve SHUT
Flow sensor HI line valve OPEN

LO line valve OPEN
5-way valve block LO line valve SHUT (B)

HI flush valve OPEN (E)
LO flush valve OPEN (D)
Bypass valve OPEN (A)
HI line valve SHUT (C)
Probe Sample line valve SHUT

Return line valve OPEN
Lines Flush stop valve OPEN

Probe flush stop valve OPEN
Location Check
Flush line for 3 minutes
Probe Sample line valve OPEN

Flush line for 3 minutes
2- 41
Probe Sample line valve SHUT
Lines Probe flush valve SHUT
Flow sensor flush valve OPEN
Flush sensor for 3 minutes
Lines Flow sensor flush valve SHUT

Flush line stop valve SHUT
Flush line DISCONNECTED
5-way valve HI flush valve SHUT (E)

block Bypass valve OPEN (A)
HI line valve SHUT (C)
LO flush valve SHUT (D)
Flow sensor HI line valve SHUT

LO line valve SHUT
2- 42
2.1.3.6 Action in the event of a system fault
If a fault occurs before the system has completed start-up and is analysing in the selected
mode the system will remain in the STANDBY MODE and inhibit the automatic opening
of the overboard discharge valve.
When the system is analysing in the selected mode a fault occurring will cause the system
to automatically close the overboard discharge valve, carry out its close down procedure
and revert to the STANDBY MODE.
Indications of a fault will be given by system alarm LEDS lit, the buzzer sounding and a
printout showing the fault. The following actions must then be taken:
1. ACKNOWLEDGE the alarm by press the alarm filed to mute buzzer.
2. If alarm flied is showing: “No alarm”:

Restart the operation.
3. If alarm remains or operation fails to start

Carry out fault diagnosis.
4. If fault is diagnosed as beyond operator level:

Initiate an approved manual data entry, if appropriate, OR use an approved
alternative monitoring system. Whenever an alternative monitoring system is
brought into use an entry must be made in the Oil Record Book.
On this installation the approved manual data entries are for SPEED, FLOW, PPM and
MANUAL OVERRIDE of the automatic control of the overboard discharge valve, see
NOTCIE TO OPERATORS attached to this Section.
On this vessel the approved alternative monitoring system is:

Visual observation of the water surface about the outlet in use
During any deballasting using an alternative monitoring system the MARPOIL system
should, where practicable, be run in the MONITORING OFF MODE and use made of the
button OBV to record movements of the overboard valve and or START/STAND BY of
the overboard discharge operation.
In this case first, press the override filed, select the manual.
2- 43
NOTICE TO OPERATORS
Approved sources of data for manual inputs, manual discharge control and
alternative calculation of data.
1. On this vessel the approved sources of data for use as in the event of
partial system failure are:
for SPEED
- ship’s speed log
- by main engine r.p.m. etc
- by calculations from the charted vessel’s positions
for FLOW
- by (ballast) discharge pump characteristics
- by taking ullages at regular intervals to calculate the
discharge flow rate
for PPM
- by visual observation to the surface of the water.
2. When manual operation of the discharge valve is conducted the control of

the discharge will be effected by the manual operation of pumps and
valves.
3. When a total failure of the MARPOIL system occurs manual calculations

and manual recordings of data will be necessary.
2- 44
Calculation of Instantaneous rate of discharge with Work Example
A) Instantaneous Rate of Discharge
The instantaneous rate of discharge of oil content must be < 30L/nm, if not High Oil
Content will appear overboard discharge must be stopped and recirculated back into slop
tank. The instantaneous rate of discharge can be calculated as: -
L/nm = ppm x flow

speed x 1000
If average ppm = 380

flow = 1000 m3/hour
speed = 12 knots
then, instantaneous rate of discharge (L/nm) = 380x1000

12 x 1000
1/nm = 31.6
The instantaneous rate of discharge in the above situation is more than 30L/nm.
This is NOT acceptable as stipulated in the MARPOL 73/78 RULE 1.2.1. The
Operator should ensure that the instantaneous rate of discharge is <30L/nm.
B) Total Quantity of Oil Discharge (TOTD)
The total quantity of oil discharge must be <1/30 000 x total cargo, if not High Oil
Content alarms will appear and overboard discharge must be stopped and recirculated
back into slop tank. The total quantity of oil discharge (TOTD) can be calculated as: -
Total Quantity of Oil Discharge (TOTD) = 1/30 000 x Total Cargo

e.g. cargo - 1000m3
TOTD = 1/30 000 x 1000

= 0.033 m3
= 33 liters
Therefore, the total quantity of oil discharge (TOTD) should NOT be more
than 33 1iters.
2- 45
A permanent notice should be provided in the Cargo Control Room as follows: -
IN EVENT OF ANY FAILURE OF THE SYSTEM, THE DISCHARGE SHOULD

BE STOPPED AND FAILURE BE NOTED IN THE RECORD BOOK. ANY
DEFECTIVE OIL DISCHARGE MONITORING OR CONTROL SECTION
SHALL BE MAKE OPERABLE BEFORE THE VESSEL COMMENCES ITS
NEXT BALLAST VOYAGE UNLESS SHE IS PROCEEDING TO A REPAIR
PORT.
2- 46
2.1.4 INSPECTION AND MAINTENANCE
The design of the MARPOIL Oil Discharge Monitoring system limits the need for
extensive periodic maintenance. It is necessary, however, to pay strict attention to the
flushing of lines and probes. The lines must not be drained unless required to be so for
overhaul or repairs.
2.1.4.1 Recommended lubricants
OIL: SHELL TIVELA WA or equivalent with ISO viscosity

grade 150.
Recommended cleaning agents
WHITE SPIRIT or equivalent
2.1.4.2 Inspection and maintenance routines
Each deballasting operation
Flush lines and probes before start-up. See Section 2.3.3.1

check: Lubricant levels for sample feed pump bulkhead penetration
and emulsifier drive.
Printer paper feed .
Replace paper feed roll if necessary - See Section 2.3.4.3
Printout - See Section 2.3.3.2
Replace ribbon cartridge if necessary - See Section 2.3.4.4.
Flush lines and probes during shutdown - See Section 2.3.3.5.
During flushing check hazardous zone system for any signs of

leakage.
Once every 6 months
At the control pc:
Thoroughly clean control pc fascia.

Remove paper and ribbon cassette from printer and clean internals with a
soft brush to remove paper fluff.
check: Printer take-up drive belt for fraying and stretching
Take-up spool spring retaining catches
Security of sensor head
2- 47
At the measuring unit cabinet:
check: Security of all externally mounted units

Vent trunking from exhaust fan
Lubricant system for gear pump and emulsifier drive
Emulsifier toothed drive belt for wear
Security of all internally mounted units
Gear pump toothed drive belt for wear
Condition of gear pump idler gear
Security and operation of ventilation flow switch
Condition of exhaust fan inlet
Remove and manually clean measuring cell - See Section 2.3.4.5
Check dehumidifier and replace, if necessary –See Section 2.3.4.6.
Condition of door sealing gasket
Door microswitch security and operation
At the electric cabinet:
check: Security off all internally mounted units particularly those with
penetrations into the ‘wet’ area of the measuring unit cabinet.
Using the instrument and tools on the measuring unit door set up for
functional pressure and flow test.
At the sample feed pump motor:
check: Oil level for gastight shaft penetration

Motor mounting
Bulkhead penetration seals and mounting
At the sample feed pump:
check: Lubrication system to pump drive

Pump mounting
Bulkhead penetration seals and mounting
At the ejector:
check: Ejector mounting

Pressure gauge
Bulkhead penetrations
2- 48
Lines and discharge line penetrations:
check: Security of all couplings and junctions

Signs of leakage, discolouration or errosion
At main deck level:
check: Venting and, where fitted, air inlet standpipes for errosion and
corrosion
Remove and clean approved flame screen system
Along venting and air inlet trunking:
check: Security of trunking

Bulkhead penetrations
Signs of corrosion
Carry out pre-start checks, start and deballasting operations

including pressure and flow test.
In dockyard:
check: Drain lines

Pull probes and inspect for signs of errosion
Blow through all lines
Refill lines and bleed air. See Section 4 Annex A
Overhaul gear pump, emulsifier, sample feed pump as necessary
Manually clean measuring cell
Check all bulkhead penetrations
Check all gas tight penetrations from electrical cabinet to
measuring cabinet
On first start carry out functional pressure and flow tests
2- 49
2.1.4.3 To change paper feed roll Fig. 2.3.4.3.1 Printer
Fig. 2.3.4.3.2 Paper feed
Schematic
1. Ensure that Control PC is at “main page”.
2. Unscrew top two locking screws of printer housing.
3. Pull top of printer and housing will rotate about bottom hinges. Remove
used paper roll on take-up spindle from spring clips.
4. Remove paper roll from spindle and retain for evidence of previous
operation.
5. Pull feed spindle to right and remove used paper feed core.
6. Check new paper roll is standard print paper 57mm width not exceeding
70mm diameter. Use “wood-free” paper and make sure that paper end is
not glued to hub (bobbin):
7. Fit paper roll onto spindle and push spindle firmly to left. Ensure that paper
unrolls outwards from top of roll.
8. Cut end of paper square and trim edges to form tongue.
9. Feed tongue under guide bar, under sensor head and into gate.
10. Close printer housing, but do not lock.
11. Press LINEFEED 5 times. Tongue of paper roll will appear through
lower slot above cassette holder.
12. Gently pull 8 - 10 inches of paper feed through slot.
13. Feed tongue through upper slot and open printer housing.
14. Fit tongue into slot in take-up spindle, wind on paper feed at least
four turns. Ensure paper winds on from top of spindle.
15. Fit take-up spindle into spring clips and close housing. As housing is
being closed take up some slack in the paper feed using the knurled
wheel at the right hand side of the spindle.
16. Lock housing with top locking screws and press LINEFEED key to
take up further slack.
17. Press EXTENED button and check printout and paper movement correct.
2- 50
2- 51
2.1.4.4 To change ribbon cassette Fig 2.3.4.4
Whenever both the ribbon cassette and the paper feed are to be changed, ensure that
the new cassette is fitted before the LINEFEED button is used to advance the feed
through the gate - See Section 2.3.4.3.
1. Unscrew bottom two locking screws of printer housing.
2. Remove cassette plate.
3. Gently pull 2 -3 inches of paper feed through cassette and cut well
clear of the cassette.
4. Press inwards on right hand side of cassette. Left hand side will pivot
clear of housing and cassette can be removed.
5. Check new cassette is Ribbon Cassette ERC-09 (Purple or Black).
6. Slide paper feed between cassette top and ribbon and fit right hand side
of cassette into housing. Push left hand side to secure.
7. Tighten ribbon with knurled adjuster on left hand side.
8. Refit cassette plate and lock with screws.
9. Open printer housing, remove used paper roll and refit paper feed as in
2.3.4.3. paragraphs 12 - 17.
2- 52
2- 53
2.1.4.5 To manually clean measuring cell
To manually clean the measuring cell it is necessary to open the measuring head
body. Care must be taken in the handling of the cell and in the replacement of items
to ensure the body and inlet line connections are made liquid tight.
This operation should only be performed with the whole system powered off.
1. Open the two cabinet doors to the measuring unit and locate the measurement cells in
the left hand cabinet high up on its right hand wall.
2. Remove the sample connection pipes at the top and the bottom of the cell unit taking
care to avoid water spill doing so. With a cloth remove any visible water spill before
continuing.
3. In the right hand cabinet locate the 4 screws that fixate the cell house to the wall and
carefully unscrew them. See Figure 1. When unfastening the last screw ascertain that
the cell house does not fall out.
2- 54
Figure 1 Removing cell fixating screws
4. Carefully remove the cell house by pulling it straight out from the walls. It is guided
by a mechanism that shall prevent damage to the optics and detectors as well as
ascertaining that it can be fit back with the necessary precision. See Figure 2. Be
careful not to damage the gasket.
Pull straight
out
Figure 2 Removing cell house
2- 55
5. Unscrew the circular plates on the top and the bottom of the cell house and carefully
remove them taking care not to lose or damage the sealing O-rings in the process. See
Figure 3. This provides access to the interior of the glass cells for cleaning.
WARNING
Do not disassemble the cells beyond this point, as this will upset the
delicate optical alignment of the unit.
Figure 3 Gaining access to the glass cells for cleaning
CAUTION
Be careful to avoid spillage, contamination or any damage to the
inside of the cell or the detector house remaining fixated to the wall.
2- 56
6. Moisten a piece of clean cloth with a suitable solvent, type gasoline or kerosene, and
carefully wipe the inside of the cells (aided by a wooden stick if necessary) until the
cloth comes out clean.
7. Reassemble the circular top and bottom plates taking - do not forget the O-rings.
8. Check for any contamination of the sealing windows. Carefully remove and dust or
liquid spill with a clean cloth. Do not use solvent.
9. Check that the sealing gasket is correctly positioned and carefully slide the cell back
into its original position and fasten the 4 screws holding it.
10. Reconnect the sample lines at the top and bottom of the cell house.
WARNING!
Do not attempt to dismantle the measuring cell. Maker will not warrant such action.
2.1.4.6. To change dehumidifier
The dehumidifier is housed in a cartridge in the measuring head body and should be
changed when the indicator shows a white colour. The cartridge can be unscrewed from
the measuring head body and substituted by a new cartridge from the standard spares kit
or separately ordered.
2- 57
2.1.4.7 STANDARD SPARE PARTS KIT
DESCRIPTION QTY
- Spare part box 1 pc
CONTROL TERMINAL
- Printer Paper 2 rolls
- Colour Ribbon Cartridge, EPSON ERC-09 2
MAIN COMPUTER UNIT
- Fuse, 100 mA, 5 x 20 mm 2
- Fuse, 1, 6A, 5 x 20 mm 2
2- 58
2.1.4.8 Maintenance Record
To be filled in by the person carrying out the maintenance.
Date Action Sign
2- 59
2.2 ODM System Drawing
General Installation Schematic

Drawing number : MMII-20-50008
Electrical Connection
Drawing number : MMII-20-5000C
Marpoil ODM-Sample Point Selection System

Drawing number : VMARII-95-104
Control PC
Drawing number : MMII-30-50000FM
Console Cut-out Hole

Drawing number : MMII-30-50000CH
Measuring Unit
Bulkhead Penetrations And Sample Transfer Piping

Ejector Unit
Drawing number : MM-30-50003
Sample Probe (DN50-DN200) For Suction

Drawing number: MM-20-50036
Sample Feed Pump

Drawing number : MM-30-50002
Installation Of DP Transmitter
Manufacturer : Rosemount
General Arrangement Of Flow Sensor And DP/I Transmitter

Manufacturer : Torbar
Drawing Number : MMII-20-50016
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Viking Marpoil ODME

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Viking Marpoil ODME

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DOCUMENT NO:VE-QRF-M-OPM-REV0

DATE: 2007-02-10 REV 0

HISTORICAL BACKGROUND TO OIL DISCHARGE MONITORING SYSTEMS

2. The purpose of the documentation is to provide safe operational and technical

3. The information provides guidelines for Governments when approving and

Annex 1 of MARPOL 73/78 was subsequently ratified by member States representing

1.1 VESSEL DETAIL

1.2 DISCHARGE REGULATION

.1 Regulation 9 of Annex I of MARPOL 73/78

.2 Regulation 10 of Annex I of MARPOL 73/78

.3 Regulation 15(3)(a) of Annex I MARPOL 73/78

.4 Regulation 16 of Annex I of MARPOL 73/78

.5 Regulation 18 of Annex I of MARPOL 73/78

.6 Procedure in the event of oil discharge monitor failure

SYSTEM INSTALLED : MARPOIL

CONTROL SYSTEM UPGRADE :

1.2.1 Regulation 15 and 34 of Annex I of MARPOL

A. Discharges outside special areas

B Discharges in special areas

A Discharge outside special areas

1. Subject to the provisions of regulation 4 of this Annex and paragraph2 of this

B Discharges in special areas

C Requirements for oil tankers of less than 150 gross tonnage

1.2.2 Definition 11 of Regulation 1and Regulation 38 of Annex I of MARPOL

A Reception facilities outside special area.

2. Reception facilities in accordance with paragraph 1 of this regulation shall be

3. The capacity for the reception facilities shall be as follows:

B Reception facilities within special areas

7. Notwithstanding paragraph 4, 5 and 6 of this regulation, the following rules apply

1. Subject to the provisions of paragraphs 4 and 5 of regulation 3 of this Annex, oil

4. Instructions as to the operation of the system shall be in accordance with an

Subject to the provisions of paragraphs 4 and 5 of regulation 3 of this Annex, oil

1.2.4 Regulation 14 of Annex I of Marpol

Oil filtering equipment

1. Except as specified in paragraph 3 of this regulation, any ship of 400 gross

.1. any ship engaged exclusively on voyages within special areas, or

6. Oil filtering equipment referred to in paragraph 1 of this regulation shall be of a

.2 Oil tankers deliver on or before 31 December 1979, as defined in

.3 Oil tankers delivered on or before 1 June 1982, as defined in regulation

.5 On oil tankers delivered on or before 31 December 1979, as defined in

1.2.6 Procedure in the event of oil discharge monitor failure

THE FOLLOWING PROCEDURE IS TO BE ADOPTED SHOULD THE OIL

THE DISCHARGE SHOULD BE STOPPED AND THE FAILURE SHOULD BE

Approved alternative monitoring system as fitted

*delete as necessary for vessel installation

Approved manual input data

FAILURE OF THE OIL CONTENT METER AND / OR SAMPLING PUMP:

FAILURE OF THE FLOWMETER:

FAILURE OF SPEED INDICATING DEVICE:

FAILURE OF THE PROCESSOR:

FAILURE OF THE OVERBOARD DISCHARGE CONTROL:

2.1 System descriptions

2.1.3. Operating Instructions

2.1.4 Inspection and Maintenance

2.2 ODM system Drawing

The Marpoil Oil Discharge Monitoring system fitted to this vessel is

2.1.1 Principle of operation

Light source Detector A