Equipment of Ship

Equipment or System consequence

Operator action if maltifunction noted

Ship consequence if maltifunction not noted

Remarks

Gyro Compass

The gyro may wander, provide incorrect heading information or shut down

Affects Auto Pilot, ARPA, Radar, Visual bearings, set and drift information on GPS. Could result in grounding.

Latitude and speed corrections may be by way of embedded chip

Auto Pilot

The equipment may not steer correctly or may shut down

Affects maintaining the required course which could result in grounding or collision

Embedded chips may be used in adaptive auto pilots to control veering due to weather

GPS

The GPS may revert to DR mode, provide incorrect position information and motion or shut down

If position is not checked using other navigational methods or aids this could result in grounding.

GPS receivers affected by GPS Rollover

Radar

The radar may provide incorrect target information and motion or shut down

Affects collision avoidance and navigation. Could result in collision or grounding.

All JRC radars Y2K compliant.

ARPA

The equipment may provide incorrect target data or shut down

Affects target information which could result in collision, especially in restricted visibility.

Embedded chips may be used for timing purposes

Echo Sounder

The equipment may provide incorrect depth information or shut down

Affects depth information which could result in grounding if operating in draft critical

Embedded chips may be used for timing purposes

Log

The equipment may provide incorrect speed information or shut down

Could result in grounding

Embedded chips may be used for timing

ECDIS

The ECDIS may provide incorrect chart display, or incorrect position or shut down

Could result in grounding

May not be affected as ECDIS is a recent development and may be Y2K compliant

Weather Facsimile receiver

May not tune correctly or shut down

Lack of information can affect decisions on weather avoidance

Embedded chips may be used for frequency control.

MF/HF and VHF transceivers and DSC systems

May not operate

May be unable to send ship-ship distress alerts

Following manufacturers advise their equipment is Y2K compliant: Skanti Furuno JRC

Inmarsat C

May not operate

May be unable to send and receive ship-shore alerts and MSI.

Thrane and Thrane (majority of equp’t on Aust ships) advise all transceivers compliant, however early software versions for message terminals (1.5, 1.51, 2.0, 2.1, 2.2, 3.0 and 3.01) will not store EGC messages, but will still send and receive distress alerts. Software fix for this problem expected soon.

NBDP (radio telex)

May not operate

May be unable to receive ongoing distress traffic and MSI. In A4 Sea Areas

Following manufacturers advise their equipment is Y2K compliant: Furuno JRC Thrane and Thrane Skanti

NAVTEX Receivers

May not print out messages

May not receive some local MSI in certain areas

Following manufacturers advise their equipment is Y2K compliant: Furuno JRC

406 EPIRBS

May not operate (although unlikely)

May be unable to send distress alert

Following manufacturers advise their equipment is Y2K compliant: Furuno JRC Skanti

Clocks

The clocks, may stop, operate erratically or show incorrect time

Affects time keeping and records keeping, astro navigation calculations

Embedded chips may be used in ships clocks systems

Engine Movement logger

The equipment may record incorrect times or shut down

Affects records of engine movements. Some systems may be interlocked with bridge control of engine.

Embedded chips may be used for date and time measurement

Loading Computer (PC Type)

Incorrect stress calculations or total shut down

Overstressing the ship’s hull

Machine date in the built-in operating system (BIOS)

Loading Computer (dedicated)

Incorrect stress calculations or total shut down

Overstressing the ship’s hull

Embedded chips may be in the stability program

Cargo handling equipment (cranes)

Compromised or shut down of equipment

Damage to ship’s structure and/or personnel

Embedded chips may be used for timing purposes

Containers (reefer)

Shut down of control mechanism or wrong timing for temperature

Over demand on power supply, resulting in possible blackout of V/L

Embedded chips may be used for timing purposes

Cargo handling equipment (self -discharge)

Compromised or shut down of equipment

Damage to ship’s structure and/or personnel

Embedded chips may be used for timing purposes and for weight measurement systems

Hull stress monitoring equipment

Shut down of system or incorrect stress measurement and readout

Hull overstressed either alongside a wharf or in a seaway

Embedded chips may be used for timing purposes

Berthing aids (doppler)

Shut down of system or wrong rates of approach and/or distance off read outs

Damage to ship and berth

Embedded chips may be used for timing and speed measurement purposes

Tanktainers

Shut down or incorrect venting or cooling arrangements

Gas expansion leading to tank rupture or damage

Embedded chips may be used for timing purposes

Pump monitoring and control including pump alarms

The start, stop and speed controls may not function, Automatic emergency trips including high temperature, low lube oil pressure, over-speed etc, may not function. Alarms may not function.

Overpressure of cargo hoses/lines may occur and a cargo spill may occur. Pump may overheat and cause a fire or explosion.

Pressure gauges, bearing temperature, amp gauges and rpm indicators are unlikely to be affected however some ships might have this information electronically processed and displayed. It is likely that in these cases non-electronic gauges would be provided. Alarms may not be indicated on the cargo control system display.

Valve Control

Valve may be unable to be operated or uncontrolled valve actuation may occur. Indicators may not show correct positions.

Overpressure of cargo hoses/lines may occur and the possibility of a cargo spill exists

Level of computer/IC control will vary extensively from ship to ship. Some ships might have no electronic components controlling valves, some ships might have fully computerised cargo valve control system.

Loading Computer (tankers)

May cease to function

Stress limits may be exceeded. Possible loss of stability in double hull tankers.

Many cargo computers are PC based. Some are connected on-line to the cargo monitoring system.

Tank level and high level alarms

Tank level indication may fail or give an incorrect reading. High level alarms may not function

During loading, an erroneously low reading may cause a cargo spill. High level alarms may not function, which will increase the chances of a cargo spill

There are a variety of tank level measuring systems in use which calculate and display remote readings. Nearly all use electronic data processing in some way. The possibility of displaying erroneous tank level exists. High level alarms generally are designed to operate as simply and reliably as possible however some high level alarm systems use electronic components and are integrated into the cargo control system.

Tank Temperature

Tank Temperature indication may fail or give an incorrect reading

This item is not critical in the short term

Tank temperature variations usually do not affect ship safety over short periods of time

Tank Pressure

Tank Pressure indication may fail or give an incorrect reading

Ship may not be fitted with a secondary backup for tank venting. Overpressure may be undetected and result in structural damage, explosion, fire and cargo spillage.

Although the consequences of this failure are extreme, it is not likely to occur unless the primary venting system fails, or is operated incorrectly.

Line Pressure

Line pressure indication may fail or give an incorrect reading

Overpressure of cargo lines, cargo hoses may occur

Electronic processing of line pressure readings is not common.

Pump monitoring and control

The start, stop and speed controls may not function. Automatic emergency trips may not function.

Instability or overstressing might result if cargo operations continue. Double hull tankers may adopt an "angle of loll"

Cargo pumps and ballast pumps will probably have similar control systems.

Ballast valve control

Valves may be unable to be operated or uncontrolled valve actuation may occur.

Instability or overstressing might result if cargo operations continue. Double hull tankers may adopt an "angle of loll". Stress limits may be exceeded.

Cargo valves and ballast valves will probably have similar control systems.

Tank level gauging

Tank level indication may fail or give an incorrect reading

Incorrect ballasting may occur resulting in slack tanks and loss of stability on double hulled tankers.

Failure of ballast tank level would probably be associated with failure of cargo tank level gauging.

Oil discharge monitor

PPM monitor may fail to function. L/nautical mile and total oil discharged may fail to function. Automatic operation may fail.

MARPOL requirements for oil content of ballast water discharge may not be met.

Failure of the oil discharge monitor is not a threat to the safety of the ships.

Ventilation fans

Build up of explosive /toxic gases due to fan stoppage.

Explosion, personnel overcome by gas

Failure of fixed gas monitors will result in dangerous consequences if a cargo leak occurs.

Fire main system

Remote/auto start may fail

Unable to effectively fight fires

Foam system

Foam system controls are usually operated locally. Failure due to Y2K is unlikely

Inet Gas System

If the IG system fails completely, cargo operations can be continued as per MO 15 appendix 5

IG system is generally only operational during discharging

Pressure monitor/ controller, gauges, indicators and controls

Electronically processed pressure displays, IG indicators, gauges and controls may cease to function

Over-pressure or under-pressure of cargo tank, P/V valves and P/V breaker should prevent structural damage however O₂ may be admitted to the tank if there is prolonged under-pressure

The level of electronic processing in IG monitoring and control systems will vary from ship to ship.

Boiler uptake valve

Not usually electronically controlled

IGS

IGS unit may not start, it may cease operation

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Scrubber controls and monitoring

Scrubber pump may stop

Bad quality IG may be produced. IG system may shut down.

IG fans – fan monitoring and fan controls including automatic shut down systems

Fans may fail to start or may fail to stop

Over-pressure or under-pressure of cargo tank, P/V valves and P/V breaker should prevent structural damage however O₂ may be admitted to the tank if there is prolonged under-pressure. Fans may be overheat and cause a fire.

Fans are connected to various automatic IG shut-downs. The automatic shut-down system may have Y2K non compliant embedded chips.

Oxygen Analyser

No reading or incorrect reading

Unknown O₂ in cargo tanks.

The oxygen analyser is connected to the automatic shutdown system for the IG system. O₂ analyser signal might be electronically processed.

Pressure regulating control valve

Valve may fail to function in automatic or manual mode

Over-pressure or under-pressure of cargo tank, P/V valves and P/V breaker should prevent structural damage however O₂ may be admitted to the tank if there is prolonged under-pressure.

Deck Seal

Water level control and monitoring may fail

Back flow of cargo gases to engine room

Deck seals vary in design and may or may not have electronic control of water level.

IG tank inlet valves

Normally manually operated

P/V breaker

No Electronic components

Vent system

No Electronic components

Winches

Electronic controls of winches is highly unlikely to be fitted

Main engine control and automation system

The system may wander increased or reduced revs, or in extreme case main engine shut down

Dangerous situation could arise in confined waters

Main engine performance monitor

May result in incorrect monitoring, in turn may feed incorrect data to control & automation system

Dangerous situation could arise in confined waters

Aux engine control and automation system

The system may wander which may affect electrical power generation

Unavailability of non-essential system, or in extreme circumstances complete blackout

Aux engine performance monitor

May result in incorrect monitoring, in turn may feed incorrect data to control & automation system

Could affect electrical power supply

Electronic combustion control and burner management (boiler control system)

The system may malfunction

Increase / reduced steam preassure affecting operation of steam driven machinery and services. In extreme cases safety valves may lift or the burners may shut down

economisers)

The system may malfunction

Inefficient soot blowing which may result in high exhaust temperatures.

Power management system

The system may mulfunction

Desired limits may be exceeded. In extreme cases machinery may operate at dangerous levels or may completely shut down

Torque meter

Malfunction

Main engine remote control (bridge control)

The system may malfunction

Dangerous situation could arise in confined waters.

Oil mist detector

The system may malfunction

Dangerous situation could arise. In an extreme case there could be a crank-case explosion.

Main engine governor system

The system may malfunction

Designed limits may be exceeded which may result in serious break down.

Steering gear system

The system may malfunction

Dangerous situation could arise in confined waters

Fire detection & alarm system

The system may malfunction

Fire may not be detected in its early stages.

UMS ALARM SYSTEM

The system may malfunction

Machinery malfunction may not be detected in the early stages.

Purifiers

The control system may malfunction

May result in main engine fuel oil not properly purified with is resultant problems

I G system (generators)

The control system may malfunction

Improper functioning on the system. I G gas composition incorrect. High gas temperatures.

Incinerator

The burner control system may malfunction

Improper functioning of the incinerator

Air conditioning plant

The control system may malfunction

Improper functioning of the plant – designerd space temperatures not being maintained

A C compressor electronic control safety

As above

As about

Oil separation environment

The system may malfunction

Overboard discharges may not be in accordance with regulatory limits

Bilge OWS

As above

As above

Oil content monitor (Bilge)

As above

As above

Vibration manitoring equipment

The system may malfunction

Machinery may malfunction

Gas compressors

The system may malfunction

Cathodic protection system

The system may malfunction

Corrosion may be accelerated

Elevator

The system may malfunction

Nuisance

1 st January 1999

9 th September 1999

Many system use 9’s as an end-of-file marker ( i.e. it is the last record in a file or list ) and new records with ‘99’ or ‘9999’ could be subsequently seen as end-of-file and cause the system to malfunction.

22 nd August 1999

This is relevant to GPS as the original design had a register counting weeks since the base date of 6 th January 1980. This register will be full and will be rollver to zero on 22 nd August 1999.

1 st January 2000

If a system handles the year portion of the date as two digits , actions and calculations may be incorrect.

29 th February 2000

This is a leap day and may not appear in some system calendars.

1 st March 2000

This is the day after the leap day and the system may carry forward erroneous data and calculations because of the addition of an unexpected leap day.

31 st December 2000

This is the 366 th day of the leap year and this has been known to cause problems previously.

1 st January 2001

This is the day after the 366 th day and the system may be carrying forward erroneous data as a result.